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Las diagrammes suivants iilustrent la m^thoda. 1 2 3 1 2 3 4 5 6 %\^ "^mittai lUttlern Cirlomzatwn |(aatuag .O COMP AN Y. REPORT OF xploration frawj ^uif |(iire\ TO THK em^MtitAM 9AT BY CHARLES LEGGE, Esq., C. E., Chikp Enqinker of the Montreal Northern Colonization Railway Company. MONTEEAL : QAZJOTR PRINTING HOUSE, NMRLY OPPOSITE THE POST OFFICE. 1874 -T ' "f v\ T ' -^' y I*- The Montreal Northern Colonization Railway Company. REPORT oc s2:ploeation from deep river to the geor&ian bay BY CHARLES LEGGE, Esq., C. E. ( Ol'l'MCK 01' ClIlKK Es'ijINKKIt, I Montreal, .Jlst March, 1874 To E. LIF. DE BELL^FEUILLE, ESQ., Secretary -Treasurer, M. N. C. U., SLB,- I have the honor to acknowledge the receipt of your letter of the 18th ult., containing a copy of the resolution passed by the Baard of Directors at a meeting held on the previous day, to the following ell'ect :— " That the Chief Enuineer be refiuested to make a general exploration • • from Deep River to the mouth of French River on Georgian Bay, as soon • as possible, in tho course of this winter," Immediately on the receipt of the above Resolution steps were taken to .^ive elloct to its requirements, owing to the lateness of the season and the anticipated early breaking uj) of tho ice on the rivers and Etreams to be passed, which would add materiiilly to the difficulty of crossing the intervening country. Having now performed the required exploration, the following re- port is respectfully stibmitted; for the information and consideration of the I'resident and Directors. From an early date in the liistory of the Montreal Northern Coloniza- tion Railway, the policv of (he Comi)any has been not only to eflect a con- nection with tho Pacitic luulway at Lake Nipissing. but also with tho navi- gable waters of the great Lakes, for the purpose of tapping the vast traffic of the North- Western States, and conducting it by the quickest and most direct route, over your railway, to tidewater at Montreal and Quebec. in pursuance of this policy, authority has been obtained froia the i.egislatures ot the Dominion, and of the Province of Quebec, to extend the line from Aylmer where it originally terminated, as far westerly as found practicable through the latter Province.and thence over the Province m^ A K E 'ICON ^/ :;Nf '..-^^^^.^ ^ 1 ^^ \V>sS r^^--/ \ M I m ^^*^^^Lfji? ■^H. JT-^ ^LA"' hip- ^>/. , V h!. ^■ / (/ u S '^^^ ^ _i_ a. ^-^^>^. M j-- tlX 7"- •■- <-0'^ <^vi: ^Is^ t« ^-5 ^V~ ^-iife ~i,Y .''/'V' j-Vt-J-"^/- ~r V/> sANTRI M OTSEGO 'MOW"MOREf*i^' ^% ^>0 ,y' #ll ^oTx I if^fAj Earth r^^^f*^ -4-U.-\ .' steel\ ; l°OOGE' •~-^^^ T— " SHEWiNC PftOPOSEO iOCATIC FROM WITH RIVAL HOUT«S To Accompany M" Lecge's Report. CEO. BISHOP (S^CO. STEAM uTH, MONTREAL. SCALE Of BRITISH STATUTE MILES. IOUT0S :^e's Report. CARROLL "ij VVHITESIO ^ y/*^ ro' ^1 — HENR B o « e — ,— /. r-t ; L E r 7^ KA -L LB t 1 ^ e I KANE 1 V' loo > m ^1^ S^ REAL. 3TAHK A- fSHALL j livingsto IND TRAVE PEE' JWEXFOP LAKE (EWA Y G O .LEG A N MhA JURE |«ALa : H A RT ICUISCOj LAG) NO I CO \'M0NTMOREfi f '-r '/v& 5A G I NGHAM : LIV"!! LENA W \ -f • FU LTON / I -■\ of Ontario, to the Georgian Bay, Sault Ste. Marie, and the navigable waters of Lake Superior ; or to unite and amalgamate with any line of railway going to the aforesrid places. The required Legislative authority for the exteniuon and construction of the Railway having been obtained, it next became of importance to Moertain its probable locati ^n, and character of country to be traversed ; the first with a view of combuiing as many interests as jposaible ; the second, to form some idea of the engineering characteristics and probable cost of the work. Of the entire Grand Trunk Line, the two first Divisions, from Quebec to Montreal, and from the latter place to Aylmer, comprising about 283^ miles, have been surveyed, placed under contract, and are now in course of construction, ^'o special reference need therefore be made to those por- tions of the railway, further than to observe that the location appears to be in the interest of the country generally; joining the leading localities, and by means of branch line^, opening up the country to the North : at Montreal connecting with the Grand Tiunk J:enb grant of 1,000,000 acres for the entire length of 100 miles, the county of Pontiac, through which the line passes, has taken stock to the extent of |150, 000, leaving an estimated balance to be raided on bonds of but $850,00<). An t^xamination of the report will show local traffic of sufficient extent at present in exist- eqce, lo cjnsiderably more than meet the interest on bonds and running •xpenaeB, without reference to the future through traflEic to flow over th« line. The foot of Deep River reached, the exploration at that time terminated; »■ in the opinion of all persons >'ith whom I conversed, and acquainted with the topographical character of its banks, it would seem impossible to carry the line on the North side, above the point then attained, on account of the precipitous and high banks on the Quebec side. These verbal opinions of people to the manor born, appeared also to be much strengthened by Mr. Shanly, who, in his able Keport on the Ottawa and J-rench Kiver Navigation project, thus refers to the physical eharactcristics of this region : — " For seventeen miles from the Matawan Rapids, the Ottawa con- ♦♦ tinues very wide, direct and deep, and though with a decided " current, is a splendid piece of natural navigation the whole •' way— the banks are for the most part bold, precipitous and •• rocky, the scenery very grand." Speaking of the Deep River Section, he observes: — " On the South of this supeib piece of water, the general •' conformation of the country is that of an elevated and comparatively level •' plateau, the prevailing character of the soil being dry and sandy, the ** forest nearly altogether of red pine and white birch — on the ^orth side *• very mountainous scenery prevails ; all that can be seen of the country *' in that direction as one passes down the river, being harsh and barren, *' wiih the syenitic rocks frequently towering up perpendicularly lo vast " heights above the surface of the deep weter." Again in speaking of the Ottawa River at its confluence with the Matawan, Mr. Shanly states it to " possess a width of 1,500 feet, and very deep" — conditions which would necessitate a veiy erpecsive bridge, in the event of crossing at that point. The natural impression to be derived from the foregoing, would be inimical to the economical construction of a railway through the region described ; but as up to this period our road in its progress from Montreal to 1 eep River, a dii'tance of about 218^ miles, had so frequently encoun- tered supposed impassible physical difRculties, which, on examination, entirely disappeared, and a country obtained that for facility of conptruc- tion leaves almost nothing to be desired ; one could well be pardoned for being a little sceptical, if the same results would not follow an exploration of the remaining distance to the Matawan of some eighty miles. Strongly impresed with this opinion, I ventured the suggestion in the report referred to, that before deciding on crossing into Ontario, eitter at " Port- age du Fort," "le Passe," or at the "foot of De^p River," a thorough exploration be mnde of the country between the Foot of Deep River and Matawan on the Quebec side of the Ottawa— when if a good route could be obtained, the financial position of the company would be materially strengthened, by the assistance which no doubt would be granted by the Quebec Legis-lature, in aid of the enterprise. Acting on the above recommendation, the present exploration has been ordered, and though when approHching the, to me unknown region, it was attended with some degree of " fear and trembling," as to the re- sults, yet 1 am now happy to state that the examination has confirmed the previous impression that a good route may be had. Placing the map before y^'U to enable a more clear understanding of the localities, 1 will now proceed to give a brief description of the route traversed. starting from the termination of the last exploration, about three miles north of Fort William, a valley leads the line gently down to the north shore at the foot of Deep River — and as from this latter point to the Matawan, with some four or five exceptional places, the ohm flcter of the bank is uniform, and mode of constru'^.tion similar, the latter will be gene- rally described, and the more difficult localities separately dealt with. At first sight, to the unprofessional eye, the construction of a railway along the banks of the river would bo pronounced impracticable, almost at every point — the mountains apparently rising from the surface of the water to such great heights — a closer inspection, however, will reveal pecu- liar facilities for the economical location of a line of railway, both as regards its first cost, and the future working of the traffic. From the foot of Deep River to theMatawan, a distance ot about eighty miles, the general course of the River is very direct — with a total fall or declivity of 133 feet, or but little over an average of 1 foot 8 inches per mile. With the few exceptions to be mentioned, the face of the mountain slopes back from the water with an inclination of about 4') degrees, or one to one — in many places a narrow berm or natural bench exists between the water and foot of the slope ; while, in other instances, the slope springs directly from the water. The side surface of the mountain is covered with a dense growth of small trees, supported by soil and de6m washed down from the heights. On this natural slope in many places, it is proposed to •' bench in " for the road bed of the railway. The material excavated on one side being merely thrown over as embankment, and forming a widen- ing of the bed on the other. In other places the natural margin along the shore will be utilized, carrying the rail level at a uniform height of from 15 to 20 feet above the level of low water in the Ottawa, or sufficiently elevated above danger of the freshets, which prevail during spring months. Deep catch-water drains will be required on the upper side of the track, to convey the surface drainage flowing down the hills, to the box- culverts through the track — although so long as the thick erowth of trees and shrubs remains, the melting of snow will be gradu.al. With this arrange- ment of track, a practically level grade will be obtained for the entire dJF- tance of eighty miles ; the rails will be above snow level, as it is not likely to lodge on the road bed, or if so, can be easily thrown over by the plough. No land to be purchased, or fences, cattle guards, farm and public crossings to be constructed, and but seven small streams to be crossed, with bridges of from 50 to 100 feet spans, placed on good foundations. Running parallel and close to the navigable water, the delivery of rails, tics and other material used in construction, will be much facilitated and cheapened over any railway passing through an uninhabited and difficult of access country. Referring now to the several localities mentioned, as bemg except- tionally difficult of construction, or differing in character from the sloping face presented by the bold shore — we will tlescribe them in regular order, starting from the Foot of Deep River. 1st and most serious of all is a high precipitous rocky point projecting into the river, or rather running rearJy parallel with it, and known as "Iho Oiseau," several miles above the starting point. This is the only place where the sloping characteristic does not obtain, and in one place for a short distance actually over-hangs the water. Fortunately however, its face in line of the river does not extend over one-iifth of a mile. Several modes of overcoming this obstruction may be mfntioned and the most feasible and economical of them adopted, after a thorough survey of the locality will have established the preferable one. 1st. By blas^ting oli'ihe front edge of the tliff, to a sufficient depth to establish a bench for the reception of the tracl^ . 2nd. A pile bridge in front of the cliff; if i]\e v too deep. 3rd. A pontcon-biidge for supporting the irr 4th. A tunnel of about one -fifth of a mile, ' . . jcky point. i 6 The latter mode at preaent would appear the most desirable one for adoption, as its centre line could be placed in such direction as to strike the inclined slopeb of shores at either end, with the minimum of rock exca- vation. At first sight, this " Oiseau rock," claimed to be the fatal or stop- ping point of our North Shore line, presents rather a stanling aspect, but a closer examination of the locality, and slight knowledge of the enormous forces exerted by the explosive compounds modern chemistry has dis- covered, will convince the engineer that if no greater obstacle is to be encountered in the onward progress of our Northern line to Lake Huron, than the one in question, its success, in an engineering point of view is a certainty. On many railways in Europe and America, a tunnel of one fifth of a mile in length is of small account, and may be so regarded in the pre- sent instance. Leaving, therefore, this so-called " first sticking point," and proceeding onward, we find the second Intertsting Lculity, op- posite McQuestin's, eight miles above the foot of Deep River. At this place my first view of the north side was obtained from the opposite shore, and certainly was far from creating a favourable opinion as to the pros- pects of obtaining a line at that point. For at least one thousand feet along the river, the bare granite rock arose, in all appearance precipitously, to a height of from thres to five hundred feet above the water. Passing on the ice along the foot of this great cliff, and noting carefully its outline, a simple and cheap method suggested itself for carrying the railway track past, from the sloping portion of the bank, at one end of the obstruction, to the same at the othT. Near the surface of low water, even at the most critical pointy H level berm can be had in the solid rock of about three feet, amply suffi- cient when checked out, to receive the ends of vertical wooden posts fop bents. From this point to a height of twelve or fifteen feet, the rock slopez. back about ten feet from low water line, and for the remainder of the great height, appears like a vertical solid wall of granite. The wooden bents should be placed at distances of ten feet, and consist simply of vertical posts on the outside, of siiffioient height, to carry the track above high water. The horizontal caps resting at the outer ends, on the tops of these posts, will be supported at the inner ends in horizontal checks, cut into the slope, and firmly bolted to the rock. Longitudinal stringers will be placed along, and securely bolted to the various bents, for carrying the cross ties and rails. The bents will also be connected together and strengthened by horizontal and diagonal braces. In this simple, cheap and efficient manner, the great difficulty dis- appears, and our rail track passes on the solid rock foundation to the adjoining slopes, where the construction will be as before described. Keaching the head of Deep River, or "Les Deux Joachims" the Ottawa takes a sudden bend, in a simi-circular form, and afterwards resumes its original course. Across the neck of this bend, some three miles in length, there exists a ravine, which th(i line can follow and again strike the sloping bank at or near " Ferres's Clearing,'' above the rapids. From "Les Deux Joachims" t) " Rocher Capitaine," about sixteen miles, there is nothing remarkable, or requiring ppecial notice ; at the latter place, the grandest of the magnificent rapids of t,he Ottawa, the line will leave the river and follow for two miles a direct course through a ravine, to smooth water above. A vast deposit of most excellent gravel exists at this place, close to the line, and could be used for ballast in each direction. At .and in the neighborhood of " Les Deux Rivieres" an addi- tional distance of ten miles, there will be some rock excavation, but of no great extent. Three miles above, a considerable deposit of limestone is found on the river bank. I was also shown excellent samples of grind- stone, said to be obtained in this locality. e Passing upward from Lea Deux Rivieres, about twenty-two miles along the feloping banks, we reach the River Matawan, one of the principal tri- butaries flowing into the Ottawa Irom the West, and the propoBod termi- nation of our exploration, in eo far as the Ottawa Valley is concerned, at the presnl time. To this point, a distance of 291 miles, north-west of Montreal, our line has followed from Grenvilie, in the deep groove cut out by the waters of the great Ottawa River. In doing so, that great desideratioa of modern railway engineering, low grades, has been obtained to an extent, which but few persons acquHinted with the general character of the country could have anticipated. This great requisite for economical tranpport, is also coupled with general directness of course which leave J nothing to be desired, when viewed either in relation to a future connection with Georgian Bay, the Northern American Pacific, at Sault Ste. Marie, or the great Canadian Pacific line vii North Shore of Lake Superior. At the same time planted within the Province of Quebec, to which up to the present, it owes so much, a distance exceeding 450 miles. For over one-half the entire length, the line will pass almost within rifle shot of the sister Province Ontario, and will extend equal advantages to that section of the Dominion. The Ottawa River consists of long stretches of comparatively still water, freezes over in the winter, and furnishes a natu- ral bridge for trafBc to and from the railway, while during the open season, ferry-boats and bridges at various points will contmue the connection. Leaving the consideration of other natural advantages of the proposed location to an after part of the report, the description of the exploration will be resumed. My instructions indicating the mouth of French River as the point aimed for, it becames necessary to cross into Ontario at or in the neighbor- hood of the Matawan. From Mr. Shanly's reported width, 1,500 feet, and great depth of water, it had been a subject of considerable anxiety, before arriving at Matawan, as to the character and cost of the bridge for spanning the Ottawa at that place— difficulties which would also be enhanced in the event of both shores continuing to preserve their almost Alpine character. Reaching the Matawan, a slight examination served to dispel all doubta, rr^va «Qci.,.o«n.»r.f \'o*.,«^'. v.„„^;.„«„i, ;„ preparing the way for the and gave assurance of Nature's handiwork in bridge at this place, in such a manner as indicated by no other locality between Matawan and Montreal. About one quarter of a mile belcw the village, and mouth of the Matawan, the point of crossing must be made. Here we find on the north side an indentation of the bank, the hills falling back some distance from the river, leaving a comparatively level plateau to swing the line back from the river, and afterwards curva and approach the bridge, to be placed nearly at right angles with the current. On the Ontario side at this place, the high bank has also fallen away, leaving a large extent of level country to the south, over which to swing the line as may be required, and suf- ficiently high above the water, for the rail to strike. On the proposed site of the bridge, a rocky point, bare at low water, runs out into the stream, at the head of the rapids ; reducing the water n^&y to some three hundred feet at that stage of the stream. This channel of 30O feet is divided into several smaller ones by rocks piojecting above the sur- face and forming good foundations for piers— the greatest depth of water at the time of examination did not exceed six feet. During high water, of course a much greater volume will pass this point, and, as a measure of eafety. it will be well to provide at least 600 feet of bridge for waterway. The foundations of piew being put in during low water, comparatively on dry rock, and other works of construction under like favorable circumstances, the cost of the bridge will be less than any other of a similar « " ¥ i w « • " » length on the entire line. The lower chord or bottom of the bridge iihould i be about fifteen feet above high water, or say thirty feet above low water, / to admit the paHsage of rafts, and enable the rail level to conform eoonomi- oally to the surface of the ground on the south side of the river, where % city will no doubt spring up in the future, and with a fine site to de- velop on. Getting bo well over the anticipated difTiculiies at the mouth of the Matawan, attention was now directed to the arlditional route to be explored through Ontario. Prom the mouth of the Matawan to that of French Kiver, where it dis- charges into the Georgian Bay, and selected as the entrance of the proposed C'>nal, is a distance of 115 miles, as measured on the map, with a suitable allowance for curvature. The crest of the water-shed between Lake Huron and Ottawa River takes place about Trout Like, some thirty five miles from the latter River, and given in Mr Shanly's Report at 170 feet above the mouth of the Matawan. This, on the assumption that the level of the country conform to that of the water, will give an average elevation of nearly five feet to a mile. From Trout Lake to the mouth of French hiver, the distance may be roughly computed at 80 miles, with a fall of eighty- three feet, or slightly over one foot to a mile average declivity. With this supposed generally very favourable condition of summit level to be sur- mounted by the rail trafTic, it only remained to discover the route which will give the most even contour of profile and minimum of e^rth-work, keeping m view, however, the desirability of touching Lake Nipissing, at some point where a facile connection can be maJo between the railwiy and water traflBc, yet to exist on the large inland sea. This fine sheet of water is of irregular shape, from forty to fifty miles long, and twelve to eighteen wide, receiving the waters of seven rivers ; two of them, the fciturgeon and Nahmanitigon, or South River, of considerable | size. The south and west shores are bold, and the depth of water great, i The north and east shores are low and flat in places, and the water shoals gradually. The western end 70uld have to deflect southerly, to pass the lower end of the lake, and add considerably to its length- Drawing a line from the proposed point of crossing the Ottawa at JCatiwan, to the most southerly bay of Nipissing. near the mouth of South ! River, and keeping from five to seven miles South of Lake Talon, will paM 8 o?«r a comparatively lerfl «v,untry, and u the B«otion which ihould b« •xftmined instrumentally. Sorae curvature will of course be neceaaary to •void hillH and Hinall lake«. Imt the general character of the ground will be found very favourable, nnd much of the land well adapted for agriculture. ^ Arriving at South Rivor, the point where a union of the rail and navigation of Lake Nipissinj,' iu to be effected, we find a atrfara of conside- rable raagnitudo, twenty miles or more in length, taking its rise in Ontario Howmg northerly and emptying into a large bay at the South corner of NipiBsing. It IS navigable lor three miles from its mouth, with a width of from 1(X) to 200 feet, and of ample depth. The first fall of about ten feet then occurs, furnishing good mill sites. Some two or three miles further up. a second and more extensive descent takes place, also giving good mill powers. At Ibis latter place, saw and grist mills are in course of erection for the beiuliL of settlers. The land for a great distance east and west of this river, is very level and will yet furnish farms equal to any part of the Dominion. A winter road has been cut through in a south westerly direction to the Meganat^iwan Kiver, a distance of ;{4 miles, and will be grubbed and graded during the present season, by the Ontario Government. At the mouth of South River there is a small settlement of nine families —one of them, in possession of 400 acres, with 200 cleared, and producine excellent crops, the produce being sold to lumber establishments- hav bringing $•;,() per ton, and oats $1.50 per bushel, with everything else in pro- portion. From this place south to the Falls of the Meganatawan. 34 miles there are no settlers, although the land is generally of the best quality.' heavily timbered with maple, beech and birch. I was informed however that during the coming summer, a large --nflux of settlers will take place! iTom the iMills of Meganatawan, to Parry fc'ound on the Georgian Bay. a "ood road exists, and that part of the country is fast lilling up with inhabitants 1 mention these facts to show that tbo country around Lake .upis^ing. is not altogether of the rocky barren character which many people judce it to be, who have simply passed up the Matawan. and down French hiver in canoes, and who confound their rocky shores with the countiy a few miles beyond : that m a few years, or even before the railway can be built, a large population will exist at and in the neighborhood of Mpissing, depen- Indians transport, where now but a few wandering Algonquin The line of railway will probably cross South River, near the first Fall where the depot can bo placed, and surrounded by the future town Sid- ings can be extended on each side of the river, towards its mouth, and in this land-locked water, protected from storms on the lake, vessels can load and unload with safety. Having arrived successfully with the line at this important point with- out encountering engineering difficulties of more than an ordinary type the final and not the least important section of the route had now to bo de- termined, to the mouth of French River; or to some harbor on the Geor- gian Jiny readily accessible to vessels. This River, with a length of fifty miles and fall of sixty-seven feet, lorms the outlet of lake Nipissing, and may be more properly described a^ a succession of lakes, than a continuous river— the descent being made in a series of level terraces, with rapids or falls occurring at intervals in contracted channels, or river portions ; the latter being for the most part narrow defiles from t;yo hundred to four hundred feet in width, walled in by towering cliffs of the unchanging granite, or its kindred rocks the syenite and gneiss,— the lake portions are studded with islands, while here and there, vast bays indent the shores. No possibility presenting itself of a re- ■ 9 i. petition on this river, of the plan adopted for the Ottawa, by carry ini{ tlie track along the water's edge, a line had to be mniKlit Honie distance from it, as in Iho case of the Matawan. "Tho mouth of i-Vench River" mentioned in the Uesolution, as the point to be aimed at, being somewhat indefinite, from the cirouraHtftnc* that the stream boants of Keven independent eHluaiies, extending over twenty miles of coaMt line along (ieorgian Bay, 1 was led to the Heleotion of the most north- ern but two, by the considerations that in making that point, the course of our Imo would lead more directly for the Sault Ste. Marie ; a place ulti- mately to bo Hought, in order to obtain through traffic during the winter He.ison, and id.-io largely from the circumstance, that this outlet was the one selected by Messrs. Shanly and C-'larke for the proposed entrance into the Ottawa and French Ifiver canal navigation : That here would probably be found a good harbour, and eventually all the adjuncts of lighthouses, piers, buoy-i, wharves, warehouses and elevators, common and essential to the two syHtems oi' transportation ; one being the complement of tho other. iM'om South Jtiver to the outlet of French Kiver referred to, a distance of about seventy and a half miles, there are no settlers or even lumbermen : several Indian families only existing, to slightly relieve in company with wild animals, the dreary solitude which pervades this region— a dreariness rendered more striking and gloomy by the etfects of tires, which have devastated largo tracts of forest in the neighbourhood of French Kiver. Referring you now to the map, the general course of the line selected will be seen— A t the distance of thirty-five miles, it will be from six to eight miles south of French River passing either north or south of several lakes tiiere existing, according as instrumental surveys may determine best for adoption. At this place it was thought desirable to start the exploration from the mouth of French River in the opposite direction, to the point where the previous examination had terminated ; and with this view, to secure guides acquainted with the main mouth of the river and intervening country, we pushed through toByng's Inlet.a deep bay putting in from the Lake, and forming the nearest inhabited point on the coast, about twenty miles south of the French River outlets. Arriving at this locality, an ex- amination was made of its capacity and capabilities for forming a harbor ; as also a place of connection with the railway, in the event of havng to strike so far south with the line. A more detailed account will be given of the information gathered, at an after period in the report, and m the mean- time attention will be drawn to the results arrived at farther up the Bay. Securing the services of three supposed experienced guides at Byng's In?et, who professed an intimate acquaintance with the localities, and the ability to guide us directly through the myriads of intervening islands and channels to the "La)f>e rtuej'' marked on Bayfield's chart, and indicated in Messrs. Slianly and Clarke's reports, as the entrance to the proposed canal navigation, we left the Jnlet for the latter place. A blinding north-west snow-storm commencing shortly after our departure, c jupled with the in- ability of our guides to follow the trail, caused the loss of four days, during which time we explored various indentations of the coast, in some respects bearing a resemblance to the point sought, but in others diftering mater- ially. Abandoning the idea of our guides' infallibility, we returned tfl Byng'.s Inlet for others, and provisions, when the weather clearing up,T wo were taken directly and without trouble to the mouth of the large rJver, recognizable at a glance as the "Terminal Harbor of the Ottawa Ship Canal,'' so graphically described by Mr Shanly, m his already alluded to report of HL'nd March, 1858. In giving a description of this, to your railway, most important point. I cannot do better than clothe it in the words us'ed by that distinguished \ \ 10 " ,te.r Heir b.,-k cai into the StuSi'o'rtt erivir *'"*' '" "■ '° .' field' '■rr.foTt'l^'^'LXlc^'L^TwSn? "''" '° ^^'T™' ='y- ;; those who .. occupy thei. 'b^taS-lf tiost' "V^rjarer " '"LT " • MouS'Sf triWh Sr'tt^el"' '"' "■"-""«''». y"- "«' see the " tog amid a numbeVormt e wknd, -n, ™°'Pr'''''' ""P"^''' <'*°"">'. " a/inlet mn,ed the " K^' ato Sri„l ^^.t?' S T."'" "l'""! :: s;s,°J/tS'l.t^':.^XNlTe.5ST^ ""^ " to or returning from PenetfncuishfnP t W / *^'^''' "'"i""^' = >" g°'"g " der it accessible forSuoe. by an easf J'porta °™"'''"""°'' '"^' "" "^ '•■'■ :: str" ""-"■^''-'-- '0 r;Serefs?iS^,fSiete:? :;i'r*r?ot''Eir:iti:'i-KS ;:Sa^o-J'Jt^X~^^^^^ ;;ra'£;;rs?e^iih»SS"''rv "iLeirhrca^-/-'— ^^^^^ .he €...ernal .o.d.uui,« of a noble ha. bur. The liustard group completely i( 4 11 It (< l( (1 (( (( (t (( (< a i( >( it i( i( (( (> i( (( II li a it it n ti it it tt It C( • ( protects it on the south and southwest, while a heavy sea grinding angrily against a projecting headland of granite on the north-west, seems to announce some shelter against the violent gales which so frequently assail the Lake from that quarter. The bay within was perfectly smooth and unruffled, while without the water was still heaving and swelling from the effects of a night ot storm. "The entrance to the harbor is studded across, from the Bustards to- wards the mam shore on the north, by a few rocky islets, great broad channels between which give every indication of very deep soundings. Uose under the Bustard Islands the chart marks sixty" feet of depth ; in b tt"^"" ^^^ ^'^^^ ^ ^^'^'^ °^^ twenty feet of line without touching "The intermediate bay, doubtless, has some of tnose treacherous sunken rocks which beset the whole of that coast, but the general depth ot water IS great, and deep channels of ample width exist throughout the whole bay into the entrance of the river, l^he reefs and sunken rocks referred to are almost sure to be of the pinnacle form which char- acterizes the rocks and islands above water, and as they stand up like pyramids, with deep soundings all around them, are therefore suscept- ible of being removed without extraordinary difficulty or cost, involving a description of work, in fact, which, as it would be permanent in its results, would prove of less ultimate cost than the endless dredgin" of the ever silting harbors of Lakes Erie and Ontario. " A vessel of whatever class, steamer or sailing craft, once within the Ireorgian Bay, could in any weather, at least as easily make the Bustard Islands, as any of the more southerly ports, Owen Sound, CoUingwood, or ^o„tawasuga ; while in the sweeping gales from the Northwest, the scourge ot Lake Hu.ron, the run from Cape Kurd to the Bustards, having the shelter of the great Manitoulin Island, would assuredly be far safer than that to any of the three lower harbors named. Under the lee of the Bustard group, vessels could anchor or moor in the most comolete security, blow the wind from what quarter it might, and to drop thence into the river, the depth and directness of the channel being assured as sutticient, would be practicable under almost any condition of weather short of actual storm. I consider the harbor formed by the Bay of the french Kiver, described above, as capable of being rendered in every respect suitable for the entrance of a great ship canal. The ordinary adjuncts of lighthouses and piers would of course be called for, and a careful survey required to determine the proper site for such erections. luK- i^^^*?^'"^®'^*'"'^ ^° ^^^^ ™^*^® such a survey in the summer of l»5<, had I been permitted to proceed with the work embraced in my hrst instructions. " THK FHENOH RIVER. " For more than a mile from its mouth upwards, the river is broad, deep and still ; m width from three to four hundred feet : in depth probably twenty feet. The banks are of bold granite, that on the north f ido pre- senting the appearance of a monster artificial breakwater or pier, rising perpendicuLarly many feet above the water and jutting out far into the lake, affording to the entrance complete protection from the blusterinir winds of the north. " "At the end of a mile or more from the entry, on rounding a sudden bend, we come upon the first, or more properly speaking the last falls of the river, having a descent of about six feet, and in form rfisfimblin."*^''.r''? SO, of course it would detract from the at the t?^« fS^ ^f^°'' ^""^ ^^"^If 8 ^o copy of Mr. Clarke's report with me ^nirfel^Lt ''%f^''«'^«?' some degree of uncertainty was create.l by the fhrnn^iy ^ '• J ^^^ ^^^re State that on returning I called at Ottawa and wSf ha5\.r'*f ^..°^ ^.''J?^'^ ^^'''f Engineer of Dominion PubUc extract tj^V'"' ^%^'' Clarke's report, from which the following is an Sver, hi states^ principal mouth of the middle outlets of French ''wel7Hi«t«°"''^™®°'°Sf7°^>?^^^'^«^"t^''«ly land-locked. To the - TomnWlv IW. ^'^IJP °^ ^!l^°^' ^"^^ ^' t^« '^"«fc^^-d Inlands ' which " weSviid^^i/r*^^ "^""i^ ^^ *n^^ ^^^' ^'""^ *b« ^««t^^-ly ^'^d «o»th- " t^e nortSy wrnd^'^'^'"^ ^'^' ^"^^ ^"'^ ^"^^ ^^^^^^^ P^'^^^^^^ion from «' *^ill^l*'^^"^^^*° *^® entrance of French River lies at the northerly " Sd bTol^d cStfT^^'t^'l^r ^^^?^^- '^^''^ ^PP«^^' to be several deep " SDaciou« Pntr!Z i T^^*^ ?^ ?""^^" '"^^f^' ^°d I '-^'^ confident that a " rScks whiPb m«fw T ^l '^^'•J^^d out free from these treacherous sunken rocks which mark the whole coast of <■ ieorgian Eav ■ And in a foot-note he adds :— ' '< tendh?/frnm*l\,nV'r'^'''? ^i^^^; '^ ^ ^^^P ^«^"^« ">' c'eft in the rock, ex- - InfL^ . v*-^u l.^^« i»to tl^e land. Its course is about north-eas and ''StnseiSwn?f^*-f '^' i «*^''^^" ^^ the strata in that locahty " altho^^hTf ^- *-^® "^i^' ""^ ^^"d ^»d the reefs in the water. Thus although the navigation is dangerous to those who are coasting, and have " entrCe hSwi^'.r^' °^ *^ '^'^'^ there can always be fou^nd a clS entrance between them, .unobstructed by shoals or sunken rocks I h'lve •'Srfhrol'n tT ^b«?°tof the "P'etites DaUes ' (the S'fa I 'ou t •• fathom, »r ^^ and found a gradual increase of 6, 7, .s, 9 and 10, " ;trTt«re? ^a^ reTa^^e^- '^' ^^^"' half a mile'from the point ir.Jj'.^J^^fl^^i^t^ from Bayfield's chart, made by Mr. Clarke, of the en- ^-.„„ ... t.„^ .xrex, ,Tas ai80 esammtd. This chart showed Bnylielda 18 •oundings, together with some taken bv Mr riirir<» K„f „ii • j- .• the .ameas when poi„t,„/t?rtSMl>'et^^ the latter place being found unsuuS^L the purpo e ' " '^' '"'"' "' Pr.«n.?Tr"'^a.''® ''?'''* ^^''®' *^'« h^^rbor is about twenty miles south of &Erri: SHr --f^"'-"- '"-- -^^^ - , ,' '£)" "K'liy uuLu shores. ® Ihe mner harbor is protected by a small inland at the entrance, which 14 eflfectually converts it into a smooth sheet of water during storms outside. Tlie entrance or outer harbor is buoyed outon each side, for along distance into the Lake, and a lighthouse, one hundred feet in height, erectea on a small island, for guiding vessels during the night, I was informed that vessels had no difficulty in entering, as the prevailing winds were from the west and leading directly into the harbor. With winds from the N. W. and S, W. no difficulty was encountered there beting sufficient space with depth of water for " beating." The anchorage is stated to be excellent clay bottom A chart shewing harbor, lighthouse, buoys, soundings, simken rocks and islands, is herewith submitted. A small town is springing up at this place, deriving its existence from the presence of two extensive saw mills, with a manufacturing capacity of from 20 to 22 millions of feet per annum, and employing upwards of three hundred men. This large quantity of lumber is shipped west and south during the season of navigation, and I was informed that schooners and steamers engaged in the carrying trade had no difficulty in approaching or leaving the harbor at any time dunng the season of navigation. The general proposed course of the railway from this place is shown on the accompanying map, and will strike the main line ten miles from the mouth of French Eiver. Returning now to the latter locality, your attention is dra*vn to the map, Bhowing the assumed direction of the main line from that place, to the point previously reached in the exploration from Lake Nipissing. This general course is adopted on the recommendation of an intelligent Algon- quin Indian guide of Hen' ey's Inlet, and to the manor born, who rejoices in writing his name, Peter .^iiahwaknegwahnack. For several miles back from the coast, and French River, the surface is extremely rocky, no continuous ledges to any extent, but of pinnacle or conical forms, with intervening ravines. These valleys can be followed to a considerable extent, and with some rather sharp curvature tnd rock excavation, a very ,'ood line may be had. The country is also cu< up with small lakes and streams, not shown on the map, but which may be avoided or crossed without much difficulty. The Indian's description was generally confirmed by explorers sent specially across this part of the country, and to a certain extent by myself. Altoge- ther, I have nodoubt there will be no serious obstacle encountered, but the entire district should be subjected to a thorough and minute instru- mental examination before the (question of exact location can be settled. At the mouth of the River and along the sides of the harbor, there is ample space for warehouses facing the deep water dock on one side, with rail connection in the rear. The surface, however, is considerably broken up with rocky points, which will require blasting off to level the space for warehouses and tracks ; the stones so removed could be used in the erection of the buildings. The considerable water-power existing at the site of the proposed lock may be employed for several factories, but the quantity of available space for building, in the immediate neighborhood, is limited. In the event of the railway being built, and also, it is to be hoped, the canal, in the not far distant future, this place will become the site of an important city — even though it have to spread over an uneven surface . With the foregoing remarks on the general characteristics of the coun- try passed over, and points examined, the various distances will now be given which constitute the entire length of proposed railway— from Mon- treal to mouth of French Ri /er — and a comparison afterwards instituted with rival linPS- hnf.Vl in VPCtarci in lomrfli f\nannic^^ fm-intiatinna ov.<^ f>.nPR/> working qualifications between the same common points. In giving the 4» 1 4» 1 15 Eailway: '^^^'"^ ^'^ ^^e first instance, the Montreal Korthern Colonization Montreal to Aylmer. . ,^J"®/- iiylmer to foot of Deep Kiver. ntnn }-oot of Deep River to Matawan." ^n m Matawan to South hiver, Nipissing." .' ." 4^00 South hiver to mouth of b rench Kiver .■:;;,■.' .' .' ." '. YasJ) Total estimated approximate length 41100 oTi^^Sirf^'^rQuV^^iloTo"' ^-' """"S'- O""*. 'e^a balanc, Montreal to Hull. . ^,'}^?- Hull to Parry Sound. .' .' i^J.^- Parry Sound to mouth of French Kiver. .'!;.' ."; .' ; .' ; .""eiso" ' Total distance ^ 406~3'' •ji'd. Pioposed line from Montreal to mmifVi nf t.\.«„„i r>- . ^ tawH, Carleton Place, Pembroke and Lake Sptlg ' ^''''' *"" ^'■ Montreal to Hull... ffj'?: Hull to Eenfrew. . ^l\'-^^ Kenfrew, via Pembroke, to Lake Nipissing 1 ufl fcouth liiver, L. N., to mouth of French River. .;. ; '. 70.50 Total distance 413 R^ 4th. Proposed line from Montreal fnATnn*h>ifiv«^^i, !)• . ^ Carleton Placfe, Pembroke, Matawan iSTdgipLsfng f!^ ^^'""'"^^ ^'^"'^«' ]\:ontreal to Hull. . . ' ^^}^!' Hull to Renfrew ■.■.;■'■. ^l!;^^^^ Renfrew to Maiawan. . . 10T7- Matawan to Mouth ofFrench iiiver.".'.'.'."..'. ■■.'.■■.■.; iis.qq Total distance 4^0^ 5th. Montreal to Mouth of French U'ivpv ■ .■;« Pho^j t ■ t^ ., Montreal to Toronto 000^^' Toronto to Washago. . . frl Washago via Parry Sound to French River. '. '. '. ■.;. . .130.75 Total distance Ses"''^ 16 The following abstract will give the results ic. a more condensed form : — Miles. 1st. Line vix M. N. C. Kailway 414 2nd. '* Carle ton Place and Parry fcounci 406 i 3rd. " Do Pembroke and Nipissing.413i 4th. " Do Do Matawan and Kipissing 426i 5th. Line via Grand Irunk and Northern Railways. 563 ij An inspection of the above table will, at a rlance, rule out 4 and 5, leaving 1, 2 and 3 for closer exairin;-; »■!, us regards comparative lengths. Of these latter. No. 2, or the Parr^ -r - me, apparently bears the palm, being seven miles shorter than its . .at iival, No 3, via Pembroke, and nearly eight miles less than No. 1, or the M. N. C. R. This advantage, however, is probably more apparent than real. No. 2, in striking directly across the Ontario Peninsula, has to overcome the high summit level, or crest of water shed, between the St. Lawrence and Lakes on one side, and the Ottawa, J^ake Nipissing and French River on the other. While of the remaining two lines, one at least follows in the deep trough cut out by the Ottawa, and afterwards from Matawan to Lake H jron on a greatly re- duced level. What the height of this water crest above the Ottawa is, I do not know, but -t uiust be many hundreds of feet, over which to elevate the traffic Heavy grades on a line are equivalent to increased length for haulrtge of traffic. Jn other words of two rival lines between the same pomts, one possessing heavy grades but diminished length and cost of con- struction, the other having easy grades with increased length and cost, the latter one may prove the preferable one for adoption, when the future cost of haulage is considered. At first glance, this Parry Sound route is attractive, cutting across the country from Carleton Place to Lake Huron and joining its waters by an iron band with tidal commerce at Montreal, in a reduced distance as com- pared with other routes as follows : — Miles. 1st Line via M N. C. R. Matawan, Nipissing to French River 414 2nd Line D/aM. N. C. R., Oar' on Place, Pembroke and ^ipissing to Frencu River 41 3 J 3rd Line via w. T. R. and Northern Railways to Col- lingwood , 427 4th Line via Carleton Place to Parry fcound 341 J In other words about 71^ miles shorter than any other of the rivul lines. Keeping in view, however, the governing principle of an uninterrupted rail connection during the entire year, with the great American Western lines, by means of a bridge at the Sault Ste. Marie,— failing in which all lines terminating on the Georgian Bay, will at least six months of the year, be without traffic, if the limited local quantity for years to come be excepted, and that for purposes of a correct comparison a common point, say mouth of French River, in the onward progress to fcault Ste. Mane be selected, an additional 04^ miles will have to be added to the Parry Sound route, to enable it to be placed on the same basis with Numbers 1 and 2 in the above table, thereby increasing its length to a little over 400 miles. No. 3 rout£i terminating at Collingwood, will also labour under the same disadvantage during winter, and to reach the common point at French River, will increase its length as before stated, to 563] miles. t 17 t Assuming and admitting the fact that lines 1, 2 and 4 in the table, all pass throiigh a comparatively uninhabited country, to a considerable extent, that little or no municipal assistance is possible for either, and that capi- toliats will not embark money in railways which terminating even at French Biver, must be comparatively idle half the year,- it becomes evident that the present construction of either line can only become possible by a large portion of the cost being borne directly by Governments ; the balance required to complete the work to French Kiver can then probably be obtaioed on bonds guaranteed by Government,until the through connection 18 effected with American roads at Sault Ste. Marie, when the legitimate traffic will be sufficient to meet the bond interest. Eumor states that the policy of the Dominion Government is to assume the entire cost of the road from mouth of French River, to the east end of Lake Nipissing, probably to South River, a distance of 70.^ miles ; and Bubsidize a company from there easterly in the general direction of Ottawa. With this first section built, the relative distances to construct of the three Imes under consideration, will for purposes of a rough comparison be as lOUows : — Ist. M. N. C. R., Aylmer via Matawan to Nipissing. ... 220 miles. 2Qd. Canada Central from Renfrew oia Pembroke direct to South River ] 54 a 3rd. Carleton Place to Parry Sound 194J >• 4^^' Do do French River 258} " To arrive at a more dpHnite conclusion as to the rehitive financial merits of these lines, we will consider the probable total cost of each, the amount of assistance reasonably to be expected from Governments and Municipalities ; with the balance in each case to be provided by sale of bonds. A uniform rate of $30,000 per mile will be adopted as the basis of construction including necessary equipment. In the case of either of the two first, a similar amount of assistance ;']P^n ^°'"'."»0''* Government may be anticipated. Rumor places it at «4,U00 per mile, and taking the nearest distance to rail connection mTm """ ^^'"^™'^® *° Renfrew, 154 miles, at .%4,000 per mile, will give This amount of mileage on the M. N. C. R., starting from South River at Lake JSipissing, will bring u.-i to a point opposite the head of Calumet Is"' nd— about tixty-six miles above Aylmer. With this sum supposed to be available to either of the Ottawa Valley lines, the additional assistance to be derived from the Locil Ciovernments ot Ontario and Quebec will next be considi^red. . H in!^^!l known, the Province of Quebec made a land grant at the rate of 10 000 acres per mi.e from Quebec to foot of Deep River, a distance ot about JT'J miles— and has determined tocont nue that policy to the Ma- tawan, It a line can be built on the north shore of the Rtver. This will give r/rn°^P^"^' empowered to build the road from Aylmer to the Matawan I, /dU,UOU acres. Ihe value of this land, rich in pine timber and minerals, has been variously estimated by experts, at from $1 to $5 per acre. Taking a moderate view we will on the .safe side, in placing it at. Si ; a price recently AA^]^^rr. ^Z}T^^\ ^'""''^ ^^''"•'' ^^^ *^«''o "iH rcsult. |3,500 000. To this add $ J dU, 000 already granted by the countv of Poiitiac. .«100 000 whinh i/itawa City should contribute, and at least ,|500.000 from the City of Mon- treaU Collecting these several items, we find the Montreal Northern Co- 18 ^^''Sipi!^^f-''^^'^'^''^°^'''°'^^^'''^ ^^^ '^« following exhibil-Aylmer Total cost, 220 miles at $30,000 16 600 OM Deduct. Dominion Grant * q]rqqq Land grant. Province of Quebec. . •? (irv/n/wi Grant, county of Pontiac ;;.V;. '. '.;:;:;■ ]5o'o(J) Do, city of Ottawa in(^fu\A ^°""«^1 500,000 $4,866,000 Balance to be raised on Bonds |i 734 qOO . Treating the extension of the Canada Central from Renfrew to NiDis- Zni^mm" "''"°"'"' ^' ^*"" ^' ^'"'''' ''°"' *^« DomiS GovSS- ^.Jjl *^® assistance rendered local railways, Ontario has not in some ree- fine^ in tL'? inH T "" t-^" tJf'' ^''r^''^- ^^^ ^^^ already, main ZIZl «.o«;^^ I ""* ^'"u"^ "^^ ^'■«*' Western Railways, passing through the most populous, wealthy and i,.fluential sections along' the front of thf Pro vmce Branch roads runnmg north into the back country, have been buUt. pLJt -n Pp°''' °^ construction, at many points, such as Coteau PresS ?oron^n Ti '"ir^^r- ^'.ngston, Belleville, TreAton, Cobourg, Port S Toronto, Hamilton, &c with the view of opening it up, and dmwinetr^e mvilZtldT'M '^°'" ''T^^- Plre«. eBpefiallyLm the O ta^wa^d Nipissmg regions. Many macadamized and ordinary roads are also built for the same purpose. The project of a railway along the line of the r Zlr/'°f ^'i, ^"^ ^"'"S ^'^"^d °" ^ contribute VrgiyraSl o?!S Zl^^n f ° ^^fu H P^'PT' ^' ^^^y "^'Sl^* ^«" «"PPO«e. of attracting aid t^^^F T ^^f/'-'*"*' th« trade of the Ottawa Valle;, by this rear^l^^ ,^hS„ ?f '^n^l'^ ^.^arcely make it a popular scheme to the great bulk 5 mhabitants of Ontario, living in the front of the Province whose toIcm would determine the amount of assistance, if any! to be emnTed uTto the present, Ontario has contributed but from $2^U00 to $|So per mYlS S aid of lines running through poor sections of the countr^, and more fre- rrvlll ' f'^ '^ ■". ^^^ ^^' l^""'^' ^^ '' P°«*ible that in Jfew of ^e Sl,^ ^fll ^°' *««^^P«« to be made by roads heading from the front i^nlV^^'''"^^^^'^^' f'^"'^^^ projected » Ontario Ind Quebec" Ibte ^J^^ -kI" J°'°^}u *° 5"*"^' ^°^ °P«° "P an important central section ?hrn.?^^^^ ^'T ^^ ^^fy ^^"'^^ *°d Carleton Place" line, also to ?Sn iil^^S, ^^^- '°*/"°'" ?[ t.he Province, that the Ontario Legi lature, h7X JL PemS'%^rr^^^i^' '°?^ *° the extension of the cLada Central, ^.Jl^ ^® *u Lake Nipusmg, might decide, that any advantages i(^ JSif .T ^''''' ^°^^''^"' ''r^^ ^« ^^™°«t equally avaikble to itf Pro! Xwi ff ® line were placed on the Quebec side of the Ottawa River oillL*' ^r^^u^ '° '^.^"y accessible from the northern frontiw^f Ontario, and at the same time be built without cost to the latter «,nn o//»I'I°"^ impression is, that on consideration, such will be the de©'- Bion of the great maj )rity of the inhabitants of Ontario, and conseaueSSr to N^Srrf ^ w7'^l.^' ^'t"" '^^ Canada Central extensiS« .rp|SX to Nipissmg-but to be on the safe side, it will be assumed for the pre«Mt Stlii* ♦»««^'»«« grant ot $4,000 per mile is extended, and that MontS. W ^1 ""** ?"°*{f °^ ^®°^''^'' *^^° a8.ist,-the financial condition orSS tob b lit *" ^rcumstances, stand as follows for the 154 aSK 19 BSHMATED 0O8T 01^ CONaTRUOTIOM. 154 miles, at $30,000 per mUe 44 Ron nnn Deduct— T'»,b^,WIU Dominion Grant, as before, $4,000 per mile $61 6 000 Ontario Grant, '< $4 000 " fi finan ^""V^ of Renfrew, assumed s^me as Pontiac. .' WV. Jso 000 City of Ottawa, same as before muvH City of Montreal, same as before. . . mm Balance to be provided by issue of Bonds. 1,982,000 2,638,000 -out«^ w^KL*^^ '*T P""A^* .^°. *^« ^'"J«ton Place and Parry Sound Cmlde, wl have '^'^°" °' ^°'""^'°" ^^^'^*' ^^'«^ ^" ^^^ «-«« ^olld not ''°'t'T3'E)%0pTmn?.' '"":'' ^'^^^-^«* '"^^-^ Dedwt^-Assumed grant from Ontario 258V miles,' at $4,000 per mile \^ ov-, (\m Assumed Municipal grants 'S ono City of Ottawa. . ^ -^X'"?9 $7,762,500 SiroVMor^-ea.:::::-.;::;-.-...;.;.;;;.;;;;:;;.: ^!S,r $1,785,000 $5,977,500 Balance to be provided by issue of bonds i;„n/- •'°r*?'".!\**'x'^P''^'''*«' °f tb« financial strength of the several 1st. Montreal Northern Colonization Railway, Aylmer to Nipis- smg. 2nd. Canada Central Extension, Renfrew rta Pembroke to Nipis' 3rd. Carleton Place and Parry Sound route,' to "French 'hiver .' $1,734,000 2,638 000 5,977,50J ii,„„ iv _ ," — -- I — ■ — ^ "J *oouo ui uuuus: and $4.243 500 Ipjii than the more southern route via Parry Sound *-*,--i<5, JiJW lesa inn^ nf' ^ results are rather startling, but the more closely they are exam- S^ttWa VaTe;'lZ^'"h^'^'^^?"l^ ^'-'^ ^^^'^'- The conLucUon of tWs uttawa Valley line, while to the Province of Ontario generallv a matter of but smal moment, is to Quebec one of the most vSl imporLre and well worth the expenditure she is willing to make, if it can be Scured hplTfi* ^^'.^"^r^^^- The Grand Trunk Railway, co t y as't proved Tm it^ ranid'/row^i'''^ instrument in the production 'of OnLio V pJosperxH^ r^J^^l- ^ ^^ '° population and wealth, and has indirectly paid its cost many times over. This great Northern Trunk line, from the city rf Que- if Q^eWis wS' will produce corresponding res'ults^^^ndlh^^royS mavbeobwSi^Ll J^'^'^-T'^ "erye to secure its construction. It SaLd on thXnH *^ '^"^"T^ comparison, that too great value has been the Ouebe?i?nl fl,,-^'"-''"'' T** ^^^^^q^^ntly the scales turned in favor of dLcS bvrhoJ-l\\°^''°."''^^ °f ^P'^'ion. and is left to bo .idei^ble extent in ^-^^^^^l^HS^;:^^^^,^:^ 20 of th*.orLw!iK- K r*'y*v,*'*® accesBible through the many tributaries of the Ottawa which drain this great region. At the present time, there IS a sufficient quantity of timber annually destroyed, or eoinc to det^v Ji tie wi" ^~tv!'^ ''""l^ ^' "°^«' ™" >"fl"«»««. 'to mfet the int^SIt on the bonds were there such an opportunity of coAveyina it to market Tr^mc or {LTlWf ^-"i'?, «>Pr »^°° «f the railway. Latterfy the Ker il!„ ^. °^ ^^^r ^u^^^u y^"®y ^^^ *° '^ ^'^'•S« «^tent changed its character less square timber bem taken out. and much greater quantities of sawed lumber manuactu; J, principally for the American markets. The saw logs are obUuned chieHy on the upper waters of the Ottawa, and from W «rfl!;°.f tnbutanes which flow into it, on the north and south. TheS logs are Hoated down, paBsmg the principal rapids by means of artificial sinf h'.nTif"°^'' ^l ^^^ Dominion Government, to Ottawa City the p^e and Inri ^[."'^^•g**'""- Here they are cut into all descnptionsof lumber, KnrhW^n ,?P*'^' ^fa'PPed principally by water, to Montreal, Quebec El/ f ""^/'"y-- "' d'«t"^^«"n« points. The time and expense of the floatage referred to, is such that but the best logs are taken, leaving a laree K'utS '^Wi r^tl' '''^'\'' '\'^' ^r^' *° '-^y- which otheZe could be utilized. With the railway located through the Ottawa valley and h^^ZlT T'-f k! ''^r'!'- ^'^'y P°'"*' ""^«^ous steam saw m Is^couW wtp/« ?. 1 ' '""T^^^ localities, on bays or wide stretches of the river, where large numbers of logs could be assembled and boomed in. The manufacture of the umber could thus be localized at many convenient Jirf'^r'"^ f '^ ' «!.'^'»g : connection with the railway. The preeeSt viz J "^ru'Tu'^^I^ in.the forest could then be manufactured to ad mills S';idh«<';'n''i^.T'f'"°u°' °^" ^""^■^«'' ^' "«"• ^^'' l^'-^ded at those S th« Hnl 1 Q I '^'^ .^^''■^"Sh to any city, town or locality in Canada, or in the qn ted States and a considerable saving be elfected in transport in ma'ntV";':?',' -'"^ ^'■f''^ f. ?" ^"'"^^'' °^-«'- '^^^ "^^v taking pace.^£ch manufacturing point would become the nucleus of a town or city in time San?nKr;S'''''"fv, '?"^'^^;-'^!^^« "'•^^"^'■y traffic from the raihw. At Zriff^Jn T //^^ line of the Ottawa, vast water power exists, and no So al ■ r . u^^? ""i" ^^ employed in manufacturing operations. ?ened am '?foim?r '^k"P.^'^ ""'^ important cities. All thit wSl be hL- ollli J^w ^^'''}'*'^*-^^ by the generative actions of the railway and future Wl'JT^^^ '"^ '"^ K^' P'^^^^^^^' «h°"'^ be placed side by side, one the hand-maiden or complmient of the other. j , « lut- «,lrHHl*^'^ """ I* "''''^' "f ther line can be built in the meantime without aciditional assistance, at lea^t for several years to come, from the Dommion tjovernment, over tee sum stated. Pnn«^rn^■"'°^/^^ Dominion Policy to have been correctly assumed, in the STtionofahnefromthemouthof French Kiver to I.ake Nipissing, r,»;,r It will simp y be, so far as traffic is concerned, a raihcay at ih/ri ^".l 'w'^'-'^'"'/'V '*""'^«'" ;''«ce,-being practically inaccess- ^..^ 1 r •.'"'* ^°^ "■'' '"""'^■'^ ^*" *be year. The me.e bagatelleof ?4 000 ^nnfh^/r' 'rT;-^''"^-^.'t"''^"'^bile the western end i^mains at the mouth of French Kiver, with through traffic but for the season of naviga- of binds* -*1 7"Imo° ^^'^Pltalists will accept, even with the minim,n. amount ^n^ «« ;u ' V°°rn\ ^^l."''^'^ ^°' the Northern Colonization rail connec- mpnf mn^f ^"i' ^i" u?- 'r^'°" °f "*^^ "^'^''^ by the Dominion Govern- ment, must and no doubt is, but the first instalment of the entire line from aS^lllT 1? ,?f»itSte. Marie, when the success of the entire railway i. frj^ « ; ^^'^ ^^'^?^^ mstalment is obtained, however, and to render the hrst a success, the bonds required for the eastern extension wi require to be guaranteed by Government, or I am afraid there will be litUe chance of this Dominion line in the forest being reached for years to come in any du-ection, f.-om the outside world. 1 21 ^r T ■ i AsBuming the construction, by the Dominion Gov<»rnm«n* nf ♦»,- .-. tion from Georgian Bay to Lake Nipissing tS be fSuyTtermined ^ "J^I first mcrement in the general railway policy to Sault Ste MaHe Tnd^if «^ It 18 a wise decision, it will then be enuallv nolifin Knf«L k ' * "**' mittedtoone line 'or the otEer,%Swa"5 f^l%^£' \Ta3ntTn engmeer in whom the three governments have rnfidence ^tS maS thorough surveys from NipiasiSg to Jtenfrew in one SrSnn „„!? • Matawan and the North Shore of the Ottawa to Avfmer in hr'Tu"* "' Let both lines be carefully estimated aTcomplJed fe'';eference to co-T grades curvature and relative distances, say to O tawfcUv -let the several local Governments and Municipalities interestPd ZiZltl f? amount of assistance to be granted each Ime resoSfilv \k« t^?. ^ -^^ Government adding to both L amount permS^Sresp'^'i^i^^^^^^ line having the least mileage to construct With all^?E?5".-*^® accurately gathered and digested, let a Sancrbe sSuck aid '^hT''^'°? UbSfd.'^'^^ ^"'^ '^'^'"^^^ advantages olr: tTetCA&TSl The Dominion Government will then be in a position to judce undAr &' n"!^^-'''/ ^° *^-" ^^'^ '""^^'^'^ «'■ 'he entire peopir^' ""^''• ;.o^ ^'?/"''i^ the mformation I could collect, an excellent route can be had, ether from Kenfrew or from Pembroke to Nipissing and nSblv ^Shl" '° ««°«^''»«tion than the ligure indicated in ^the comSarisC bit fh,n ^i?''rT\^®''^,'''^ higher summit lo vol will have to bTsui mounted than r,a the Quebec line. The < )ntario Government may be incHed bv the n?r^o ^l'^f^''\^^'^'^oyince,and rival her bounty inaidS? the enter prise; or .he, m place of even granting $4,000 per mile, may Sve noS Assummg the relatn^e correctness of the previous calcu aSs for purS of comparison, the Dominion Government would be cillpd tn n ,v ^"'^P^**^* nothing in aid of the "Canada Central." the yearly different of interest n favor of the " Northern Colbnization' wid be increased to $106 400 n any event, a connection with the Dominion line from Georirian Rn„ loNipissmg mustbe had from the east, and to Xch f?^ a nSpr n^f years that Government must expect to 'contribute largely TermTnat n/ will nnf nn'T!!-^'^' '^^ *^"®° ^^°«'P^^ ^'"^^ 'hat end easterly t^ittawa^ hi T.nl fn^'^^'T^ '"""'",S expenses the year round, to say nothingof Quebec '"'*' ^^^" ''^''" ^'^'^^"^ ''' ^'^erally by the Proving of For the Dominion Government to build 70 ', miles of exnensive riilwav far m the depths of the forest, on the supposition that it oSwrdrbe made available with rail connection easterly, by the com parSv trifling and traffic for but six months of the year, will be to commit a cfeat e?ror ^<^^t:^:o!S;^V!i'' "^^--^'^ -^° "- direcTthl^d^TiL: nod»ssrsis:^^=^-^^ ,w:hT'^ '"^'^Tl- J"" ^^'^ ^^^'^t «^ »"«■■« tl^orough and ins mm en ta tw? n^'"*'*^!!' ^^^'^'^ '«hing a greater e ,uahty in the^haracto," c" of "he two lines, the Province of Quebec would still have a moral claim of Von and m/r''^^-^J.- ^^^^"* ^''.'^'' °^ '^'^ ^'■^^i^^^- ^'^rth o? the St Lawrence and Ottawa with a population exceeding half a million souls cheerfullv ?2?fri5"}f f./^^ ?!"''« '"4^^^ of the construction of the gS CnW "S .nc^.^uluauil x^allways, St. Lawrence and Welland Canals, with other Dublin works, by which Ontario, the country south of the St. 1 rwrence and the JlliiLn ♦« ^ *' • *'5 '° '»'-««'y>*nefi7 u .j^ .. ;; ;;;; ;;; J^* Net cost of movement per ton 110.204 2nd,— PARRY BOUND AND OTTAWA. Lake navigation— 550 miles at 3 mills. 1 «/i Net cost of movement per ton $8,481 3rd.— PRBNCH RIVIR AND MATAWAN. Lake navigation— 530 miles at 3 mills 1 »iq Rau —414 " 20 " .'..!.■.■.■;;.■;; 8;28 Net coat of movement per ton $9.87 4tH.— DKTItOIT, SARNU, TORONTO AND 0. T. R. Rail— 848 miles at 20 mills $16 96 ^^**®'' '.'.'.'.'.'.'.'. '.'.'.'. '. '. '. o!oo Net cost of movement per ton $16 96 5th.— LAKES AND UIVEU 8T. LAWRENCE NAVIGATION, Lake navigation— 1145 miles at 2 mills $>> "o River " 132 " 3 •' 040 Canal " 7J « ^ " ..'.'.'.'.'.','.'..[ a57 Net cost of movement per ton f 3 26 ,„„,!" *^^ *J'°^® °°^P^rision-leiving out No. 5-No. 2 or the Parry Sounct route heads the list in dimmished cjst. to the extent of $1.38.1 per ton i»f«X* T.!"^'"^^^^ '^*' P°.''^'°"- '^h« P"^«i^'y heavier gradel antici- £f^ r ♦i^ °® T^- u*"?® '" ''" * disturbing element, and more nearly egn^l.ze he amount w.th tha. of No. 3-No. 2 havmg, ho;ever, been pric iKJally ruled out from the pos.ib'e by financial considerations of first cost it «8ati8factory to hnd its next competitor, No. 3, m which your corapan; is Kr„^T t^^^^'1^^'^1'^^' comparing 80 favorably with existing lines, ♦h««^i •V.''^"i'55^'•^''"°h«''P«'• '^^^^ »t3 Collingwood rival, and $709 less than the Gmnd Trunk through rail routa. The Canada Central extension via Pembroke and Nipissmg will also pr-Ment the same favorable result T^vJ« comparison u still mire striking if Duluth at the western end of {h^NtT«7n pL'-fi^'p'^- ^'^'^ ''^y '' '^^ P'-«^«"t «'^^t«'-" t^--"^'""^ of United States "''^' ''°'^ '" course of construotion through the Q*« t^ extension of your line from the mouth of French River to the Sault nfti,!^^"%*'*''^'*"*'^.°^,^^.^ ""'^"^^ ^'^' ^°™ a junciion with a prolongation of the Pacific road easterly from Dulnth nP Tsn ,,,11^= . ^„i,:„„ - .-i„i "- -.1: of 565 miles to be constructed in Canada and the United states. 24 The distances between Montreal and Duluth, by several routes, may be •compared as follows : Ist. Line via Ottawa, French River, and Sault Ste. Marie— Rail 979 miles. 2nd. Grand Trunk Railway, ria Chicago, Milwaukee, La Crosse and St. Paul— Rail 1,383 miles. 3rd. Water route, via St. Lawrence and Great Lakes 1,380 miles. The above table shows the distance via M. N. C. R. to be 404 miles less than by any existing rail route. Assuming the City of New York to be the point sought from Duluth, an approximate comparison will give :— line via Sault Ste. Marie, French River and Montreal, to be about ],38G milet. J>ine via Chicago, Michigan Southern and New York and Erie, to be about 1.400 miles. The difference will be much more marked, if Boston be the Ocean port sought by Duluth. Line via Sault Ste. Marie, French River and Montreal, about '.-'>9 miles Line via Chicago, Great Western, New York Central, &c l;470 " Shewing a saving in distance of 201 miles. Portland may also be mentioned as a still more favorable seaport, if the Canadian line were built ; but enough has been written to demonstrate its importance, not only in opening up our inland territory, and also in forming eventually an important connecting link of the railway systems of Canada and the New England States with that vast and fertile region which must in the very course of events be tributary to Duluth, Milwaukee, and Chicago; with numerous other cities yet to exist on the shores of Lakes Superior and Michigan. I have now given much of the information acquired during my recent hurried exploration of this interesting portion of Canada, with the deduc- tions which may fairly be drawn therefrom. The measurements in all cases have been taken from raap=(, which instrumental surveys may per- haps modify in some degree, but the general results will no doubt be sub- stantially the Bame. In conclusion, I beg to name several gentlemen to whom I am much indebted for assistance rendered. Mr. Poupore, M.P.P., of Pontiac, kindly arranged preliminaries, and accompanied the expedition to Lake Nipissing, when to his regret, private business forced his return, Mr. Alexander MofPitt, of Pembroke, who had previously passed up the Mata- wan, over Like Nipissing, and down Fiench River, thereby having acquired some knowledge of the country, obligingly volunteered his services, and remained with mo thouglioat the entire trip, obtaining guides and infor- mation which otherwise would have been diilicult to get. Mr. Dill, the manager of extensive lumber estalilishments on the Georgian Bay, ex- tended kind hospitalities to the members of the expedition, and also spent some time with us in exploring the coast. All these gentlemen refused f.ny compensation for their valuable services, and 1 trust the chanks of the Board will be suitably convoyed to them. I have the honor to bo, Sir, Your obedient servant, CHARLES LEGGE, Chief Engineer, M. N. C. R.