IMAGE EVALUATION TEST TARGET (MT-S) /. .i^ '4^ fe 1.0 I.I 150 "^^ M^^B ui Hi ^ 1^ 12.0 ■lUU L25 11114 ||ii.6_ I ^ 7. 7 m Photographic Sciences Corporalion 23 WIST UAm STillT WIBSTIR.N.Y. MSM (716) •72-4503 X- CIHM/ICMH Microfiche Series. Is ^. '^ CIHM/ICIVIH Collection de microfiches. Canadian Institute for Historicai Microreproductions / institut Canadian de microreproductions historiques ©1984 Technical and Oibliographic Notes/Notes techniquat at bibliographiquas Tha Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. n □ D n D Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommagie Covers restored and/or laminated/ Couverture restaur6e et/ou pellicutie I I Cover title missing/ Le titre de couverture manque Coloured maps/ Cartes g6ographiques en couleur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations/ Planches et/ou illustrations an couleur Bound with other material/ ReliA avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La re liure serrie peut causer de I'ombre ou de la distortion le long de la marge intArieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout6es lors d'une restauration apparaissent dans le texte. mais, lorsque cela Atait possible, ces pages n'ont pas 4t4 filmies. Additional comments:/ Commentaires suppiimentaires; L'Institut a microfilm^ le meilleur exemplaire qu'il lui a 4ti possible de se procurer. Les details de cet exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier une image repfoduite. ou qui peuvent exiger une modification dans la m6thode normaie de filmage sont indiqute ci-dessous. r~~| Coloured pages/ □ Pages de couleur Pages damaged/ Pages endommagies Pages restored and/oi Pages restauries et/ou pelliculies Pages discoloured, stained or foxe( Pages d^coiordes, tachat^es ou piqu^es I — I Pages damaged/ I I Pages restored and/or laminated/ r~| Pages discoloured, stained or foxed/ □ Pages detached/ Pages d6tach6es EShowthrough/ Transparence Transparence Quality of prir Qualiti iniqale de I'impression Includes supplementary materii Comprend du materiel suppl^mentaire Only edition available/ Seule Edition disponible I I Quality of print varies/ I I Includes supplementary material/ r~n Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pares totalement ou partiellement obscurcies par un feuillet d'rrrata, une pelure, etc., ont At6 filmies d nouveau de fapon A obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est filmA au taux de rMuction indiqui ci-dessous. 10X 14X 18X 22X 26X 30X }i 12X 16X 20X 24X 28X 32X tails t du odifier une mage rrata telure. The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada V The images appearing here are the best quality possible considering the condition end legibility of the original copy and in keeping with the filming contract specifications. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol — ^> {meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc., may be filmed at different reduction ratios. Those toe large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: 1 2 3 L'exemplaire fiimift fut reproduit grAce A la g^nirositA de: La bibliothdque des Archives pubiiques du Canada Las images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettetA de l'exemplaire filmi, et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprimte sont filmte en commenpant par le premier plat et en terminant soit par la dernlAre page qui comporte une empreinte d'impression ou d'illustratior, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont filmts en commenpant par la premiere page qui comporte une empreinte d'impression ou d'illustration at en terminant par la dernidre page qui comporte une telle empreinte. Un des symboles suivants apparattra sur la derniAre image de cheque microfiche, selon le cas: le symbols — ► signifie "A SUIVRE", le s/mbola V signifie "FIN". Les cartes, planches, tableaux, etc., pnuvent §tre filmte A des taux de reduction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA, il est filmA A partir de Tangle supArieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mAthode. 1 2 3 4 5 6 Sjie^viRg the Localioii of the Prom tlif f 00 1 of iS aiivaleaii's M to ftie Jacqi Stptenibia- (f&4: 16 MILES. Senls til' ^MUtf. icalioiiQftlie Mfm fiAtiWA¥, . 5 M to fhf Jacqueu Carlierlivcr. ^:' . 'Ma»f. sweKtMatefiffro. am tof- "mnw m^' '»-•■• , " ;a 1- ^ 1 ■ '- • ^^" ■ "1-- 1 ' ' '",■'■ "** - J •v*- ■.'S • . , ■*'■■"', > . .ir'^... ■ ".k ■•#. 1> 4. ; >•■ ^'[''^ #'; ;./ ^i!i'' '.-., '• ■7: ^i ; ,v IT ,, '.*)f'f /, y^j-^n,^"^ (^ck^ REPORT '$ OF THE \\ CHIEF ENGINEER, ON THE SURVEY OF THE LINE FOE THE QUEBEC & SA&UEIAY RAILWAY. CONTAINING ALSO A STATEMENT OF THE RESOUBOES OF THE COUNTRY THROUGH WHICH IT PASSES, AND THE GENERAL ADVANTAGES TO BE DERIVED THEREFROM : — WITH THE PROPOSED ORGANIZATION AND BYE-LAWS FOR THE MANAGEMENT OF THE COMPANY. v^ QUEBEC : PRINTED BY J. T. BROUSSEAU, AT HIS STBAM PBBS3 ESTABL!SHHB)(T, NO. 9, BCAOI BTBBBT. 1854. PREFACE. ^ The Survey and Location of the route for the *' Quebec and Saguenay Railway Company," (heretofore called the Quebec Northern Railway Company,) now being complete ; the Directors have much pleasure in laying before the Public the Report, Plan, and Estimate, furnished by their Engineer. It is with feelings of much satisfaction that they are enabled to publish a Report so very favourable to the undertaking; which, not only clearly points out the practicability of a Railway being carried far into our back forests ; but gives statistical information, shewing that the portion located, is far superior in curves and gradients, to some of the best and most paying Railways in the United States. The Estimate, for the construction of this Rail- way ; is calculated from the highest prices of labor and materials at present existing : — But, as in the judgement of the Directors, a very material saving may be effected, by the Company engaging the services of an efiicient Engineer to superintend the construction of this short line of Railway, they hope to build it considerably under the estimated cost ; particularly, should the prices for labor, iron, &,c., happen to fall. Although it was intended in the first instance to have estimated for a Rail- way of a cheaper description than the one now- proposed, it soon became evident to the Engineer, V'. u iv m 11 ''^ that the amount of traffic which would pass over it, would render a heavier and more permanent description of road imperatively necessary, as will be seen on perusal of his Report. As, theiefbre, no physical difficulty has to be encountered, in the formation of the road, and, as its construction cannot be otherwise than benefi- cial to every Citizen of Quebec ; the Directors with mucih confidence now bring the subject in a proper form before the Public ; which could not have been do};e at an earlier period, in the absence of a Charter, and a proper survey of the proposed route. If this Railway had no other source of profit than that to be derived from supplying fire wood, the knowledge that fuel is a necessary of life in this cold climate, and must be purchased by every in- dividual ; with the certainty, also, that it can be purchased from the Company at a cheaper rate that it can be obtained elsewhere, is a sufficient reason for at once constructing it ; but the Return furnished at the conclusion of Mr. Fosdick*s Report, shews that a large amount of produce, &c., may be expected to pass over the road, and mate- rially contribute towards the profits. It will in fact be the means of opening out to settlement a vast extent of valuable land, and bring to our Markets the fine timber which abounds along its route ; and incalculable benefits will be derived by the back Country of Quebec, from its con- stru(rtion. But sixteen miles (not including turnouts, &c.,) require to be made, to ensure a certain supply of fuel for some years to come, at a low and uniform price ; and it is only necessary for it to be borne in mind that the sum lately, and now paid, viz: — from 10s. to 15s. a cord over what this Company could supply it for, would amount, on one year's consumption, (100,000 cords,) to from ^40,000 to ^650,000 per aiinnm, almost sufficient to build the Railway ; and, that should fuel maintain its high price for two years more, every family, whose consumption of* fuel annually exceeds 12 cords, will expend as much money, unnecessarily, as would purchase one or more shares. The Directors cannot then but sincerely hope, that there are but few citizens in Quebec, both for their own interests and the general welfare of the City, who will not at once come forward, and form themselves into an ASSOCIATION for carrying out this enterprise ; for, if they will but give it prompt support, firewood can be cut this winter, and the Railway completed and in operation next Autumn. It now rests entirely with themselves ; and, in this instance, when a general benefit is offered to the City, where no monopoly is intended, or speculation contemplated, the undertaking surely will be viewed in its proper light, and ably supported. It has been rumoured that this Railway was first proposed in order to benefit by its construction some persons possessing lands on the line of route. To this the Directors desire to give the most posi- tive denial, as neither they, nor their Officers, possess, or did possess, a single foot of land through which the Railway runs^ or even hold land within some miles of it; and only one of the present shareholders (living in the neighbourhood of Lorette), possesses land on the line of route. . Had such been the case, the Directors themselves would have been the first to expose it ; they supported the project because they (not being prejudiced) considered it a feasible, profitable, and praise- worthy undertaking: — And they take this op- portunity of expressing their thanks to the pre- sent shareholders, for so liberally contributing towards the payment of the preliminary expenses \i^ 11 ▼i i I attendant on a good survey, and final location of the Railway. It was their intention to have made some remarks with regard to the hope of ultimately connectinTo the Frebident and MHreetars of the QUEBEC and SAQMJEJr^V Rjm.l§^jiY, ' Gentlemen, Gn the 8th July last, a set of instractions was ^^ placed ih my hands by your Secretary, from which the following is an extract. " Commencing at what may appear in your judgment, the most suitable place for a Terminus and Depot, immediately below Sauvageau's hill, in the suburb of St. Roch, you will be good enough to have a trial level made of the proposed route between Quebec and the River Ste. Anne." « * * * *'When this line of levels has been ascertained, the Company wish that your party in returning, should locate the first portion of the line, namely, froni the River Jacques Cartier to Quebec ; and on the completion of the service to flirnish them with the usual plans and sections ; together with an estimate ofthe expense of constructing the road as far as the south bank of the Jacques Cartier River ; and to state the additional cost of substitu- ting a light T i*ail for the proposed one of plate iron,**** ********and you will be good enough to make a full report, in order that the Directors may pubiieh the same for the information of the Public." *c. , >, (P. J. O. CHAUVEAU, Pres. (Si^-ned,) ^ ^ ^ BOXER, Secry. >!''■ ;!i^ !. 15 i .f ;1 10 In compliance with those instructions, a party of Engineers was duly organised, and put on the route on the 10th July. Owing to the absence of all reliable plans ot that section of country, and to the fact that no record of levels existed, all the difficulties naturally occurring in tracing a line through the forests, over such a broken and heavy country, presented themselves ; and more time was required for our operations than would have been necessary, had we known, in leaving one stream, what summit we had to overcome to reach the next. The party, however, have been very fortunate, but little time having been lost in retracing. By the aid of the accompanying Map and Sec- tion, the following description of the line, «s sur- veyed, will be rendered intelligible. Commencing at the foot of the ridge called Sauvageau's hill, in the lot of ground belonging to the Nuns, the line crosses the level flat that ex- tends from this ridge to the Lorette ridge in a North Westerly direction to the " Bend of the St. Charles River," near the Commissioners* Bridge, a distance of 3*0 miles. Here the line takes a more Northerly direction, in order to reach, as early as possible, the sloping ridge under St. A.mbroise Church, which slope offers the only means of sur- mounting Lorette ridge, and reaching the elevated table land in the rear. Near this Church, at a point 7io miles from point of our departure, the line again deviates and assumes a North Westerly direction ; working up this slope to the Mill, known as Sebastien*s Mill, 9io miles, from Quebec ; there turning Northerly, and again North Westerly, it follows up the gorge formed through the ridge by the mill stream " Ruisseau St. Berbe," to the elevated plain, reach- 11 ing this plain near the Indian Cocock's residence, lOio miles from Quebec. From this, to the Jacques Cartier River, 5io miles, the general direction is North Westerly, crossing the Jacques Cartier near the house of one Sullivan at the Falls ; thence 4 miles to near Denis Clerc's Mill, crossing this Mill stream, and descending to the " Riviere Au Pin," distant from point of departure 22 miles. The Riviere Au Pin is crossed between the mouth of the Riviere Lac aL'Isle, (coming into the Au Pin from the West,) and the house of Henry Crawford. Thence the line follows up the Northern side ol the valley of the Lac a LTsle River, 4 miles in a North Westerly course to the Lac a L'Isle ; passes this Lake along its northern shore to its head, crosses the inlet, and winds up the inlet to Grand Lake, 29io miles from Quebec ; follows the Southern side of Grand Lake to its Western extremity, and here reaches the summit between Jacques Cartier River and the Ste. Anne, at a distance of 30 miles from Quebec. From this summit to the Ste. Anne, a distance of 2;^ miles, the line deviates a little to the north- ward, and descends along the slope of the moun- tain, lying to the north and west ; reaching the Ste. Anne River, at a point, 32h miles distant from Quebec. Here our explorations terminated , and it is pro- per to add, that, as our instructions were, merely to ascertain the levels of the various summits, after passing the Jacques Cartier River, (with a view to decide the practicability of a line at some future period) we have not, in every instance, suc- ceeded in placing the line upon the most favorable ground at the first trial; and, generally, have avoided retracing our lines in the belief that the object in view would be effectually accomplished, iH 12 I.! I ', (■;; pi- I I \h 3 '' ? I' W and a saving in time and expense effected. A future location therefore ought to reduce the distance above given. Enough has been gathered to furnish the infor- mation called for in the instructions, and to esta- blish this fact, — a feasible line of Railway can be constructed from the Jacques Gartier to the Ste. Anne with no grades more difficult than those upon many first class lines in this Country. The curves and grades may be more severe than those upon the portion located, but not impracti- cable for such a road. Upon, the completion of the above operations, the party returned to the Jacques Cartier River, and commenced an approximate location of the line to Quebec. This portion, therefore, is in a condition to be more fully reported on, and detailed estimates are herewith presented. It was deemed unnecessary to establish all the curves upon the ground, inasmuch, as the limited means at our command, rendered desirable the utmost economy, so as to obtain the fullest infor- mation as to cost and grades, with the least expenditure. Most of this portion being in the woods, more than double the time must have been required, had we attempted to effect a complete location. The line has been established by short lines, or chords, and these furnish for our investigation, data sufficiently correct, and serve to mark out the future path of the Railway should any efforts be made to secure the right of passage. The track, as far as the Commissioners' Bridge, will be level, or nearly so, a distance of 3i1) miles. At this point it will ascend at the rate of 85 feet per mile for lio miles, to overcome the secondary ridge sloping down from Lorette. But little oppor- ^. ^ ^ :jiti_-,i^t^)sgi3jffi 13 ITT ion. or ion, the be tunity is here afforded to take advantage of the slope in ascending, — the line is forced to encounter the ridge nearly perpendicularly to its ft ce, in order to render available, as early as possible, the side hill of the main Lorette ridge near St. Ambroise Church. From the end of this 85 feet gradient, the track rises at the rate of 44 feet per mile for lio miles, to near the aforesaid church, then ascends by Sebas- tien's mill, up the gorge to the table land near Cocock's house, at 85 feet per mile for Sfo ' iles. From this point, having reached the general level of the elevated plain in the rear of Lorette, at a height of 575 feet above Quebec low tides, the track will gently ascend, at an average rate of 11 feet per mile, till in 4/o miles it has reached its great- est elevation, 600 feet above the St. Lawrence From this point to the Jacques Cartier, where we complete our location and estimate, the track for the present should be level, till it shall have been decided to extend the construction across this River; then, a slight descending gradient may be admitted, so as to cross the river as low as the banks upon the opposite side will allow. No curves are adopted of a less radius than 1500 feet, and but six of these with an aggregate length of 3 miles. The remaining curves will be of more than one mile radius. Near the bend of the St. Charles we have two lines established ; one passing in the rear of " Wood's Tavern," the other iu front, on the opposite side of the road. The cost of each will be nearly equal ; one will pass so near many buildings as to involve an expense for damages : the other will require the formation of a heavy embankment. The selection of the future line here, will depend upon the respec- tive cost of each. In the absence, at present, of 1 1 \' 14 .;:?! ii necessary details, I should recommend the West- ern route. The point we assume as the terminus of our location, and at which our estimates also terminate, is near the St. Catherine road, 15io miles from Quebec. At each end, we have e^timated for an additional length of track of 2 miles, for loading, unloading, passing trains, and for empty waggons to stand upon, &,c. giving an increase of 4 miles, or, a total of 19io miles to construct. The subjoined estimate, is deduced from our examination, and is based on the following as- sumptions. Width of road bed in excavation, 20 feet ; on embankment 15 feet. Small bridges and cvdverts of good rubble masonry, laid in mortar. The road bed is to be covered with good clean ballast to a depth of 18 inches. A building is intended at Quebec for the accomodation of Pas- sengers and Freight, Wood and Water : A Car shed, and general Store House for housing passenger cars, &c. in the winter. A small repair shop and a shed for 3 or 4 Engines and Snow ploughs, will be required at Quebec the first year, or as soon as the line shall be opened. At Lorette is a siding, arrangements for Pas- sengers and Freight, and for wood and water. At the Jacques Cartier, also, a similar provision is intended. All the buildings estimated for, are of wood and of a plain character. In the estimate for track, two styles of super- structure are separately estimated, as by the instructions prefixed to this Report, one to be a " plate rail" or " strap rail," and for the other, I have selected the form of rail known as " Bridge rail" or " inverted U rail ;" as I deem this best combines the two requisites, minimum of material, 15 rr with maximum of strength ; and a very light rail being called for, it is specially desirable to have all the available strength of the iron. I am constrained by the nature of my instruc- tions here again to limit my estimate to a cheap rail. I apprehend, however, that the interests of the Company will require, sooner or later, a heavier pattern of rail than I have estimated for: — Should the price of iron fall, to the rates at which it has ruled for a few years past, the present estimate will allow the requisite increased weight of rail. This question should receive due attention, before the adoption of any pattern is decided upon : — the present estimate, however, answers present purposes. In the Estimate for Plate Rail track, the form of superstructure most approved of is adopted, — Rail 2J by I inches, spiked to longitudinals of hard wood: Spikes | square 6 inches long, countersunk : Longitudinals, 6 ins. by 6 ins. sunk into the ties 3 J ins., and properly confined by hard wood wedges : Ties ^ feet long, 6 ins. by 8 ins., placed 2 feet 6 ins. from centre to centre ; the whole imbedded in good ballast, placed upon the road to a depth of 18 inches. For the " Bridge Rail Track," is intended thus ; Rail to weigh at the rate of 70 Tons per mile : Chairs 7 lbs. each, wrought iron : Spikes, | inch square, 6 ins. long, hock headed : Ties, 6 ins by 8 ins., 9 feet long : — the whole imbedded as before in good ballast 'I . 15 II I 16 Ill ■I il i'! X2 «^ o o I* S3 00 CO o 00 O .-TS^ CO ■ -IS- ^-•9 Co > r^ T-l (M I* o 1> CO Oi r-t fl CO CO W 1— ( o .-^^ o o o CO o CO o o • 05 «5 O I* VO (N «5 o 02 r-{ T-( tH •JH qj O CO O 00 QO '^ S Tt CO CO o © ^■S"*?? 00 »o ^ CO «:» 00 O l> CO CO O G) CM O; f 1> -^ tH T^ w; ooo CO o CO O o Oi W5 o t^ CO CO O (N <>1 C/J 1> TT 1-H i-H W Opq n3 I* ^«.' o u CO o CO (M r«» rH CO ic o 05 CO CO 3 o o 2 rO 13 olgj 1^ o ^ o o 52 02 o o tf CQ si ^3 -73 C6 be ce I* o -^ • O CO CJ :• < (M CO 5 r-t 22 • s oj C) • 0) ^ cS o ^9 Sj&'S OS o B, P^g bt «i'l ■ !■ m w u wwWfctrp" 17 CO 01 o 00 CO CO CO o (N O CO o o o o o o o CO O O O O t-* ©I o o a QO o o o o o o o o Oi o o o o o o «o o O CO o o o o o o o CO o o o o o © o wo 00 1> wo 1;"" '•XJ oT » • C6 'T^ •'^ '"^ »5 s^5 en ^ o o § S be 3^ fl !« O .w jaj S 5C ft T? 50 S « bfi ^ Si CO . ^ . o S c« CO 2 •^ .fc .^ ti H h ^ CO .'TS -tr; » M S" ^ KJ pq O '^ CO CO o s. ■fil^ffl l^.- TTf^i"7r» -'■" • w r' • 18 ^^^ •• % ' 'f .1 5ii :1. Ji.^ t: • ' : r^O =3 • o CO 3 ^ o' m w5 ,^ RJ CO r^a^-TS ra OS o Si, ;4 .1 :" O O o o o o o o o o o © o © o © © © © o © »c © © © © t* © »r5 TT »0 »H Tf i-H © o © © © © © © © © © © © ©«:•©©© © I* © »o "^ lf5 l-H TT 1-H © © © © © © © © © © © CO "3" © © © © © © CO ■3* © © © CO o o 3 > o S O CD s OS ^ c u o CO i-< r/2 ^ © 2; RJ ■♦«-> -w Si o o o ■♦-' Ss -^ 111 "j 01 ce " s ** S g 9 Oi 19 W o o o CO © o CO o o © © © © © ■ *38 (M © © © © to O I* © © 01 © © © © © © ©1 © © © © © ■33 — 5r5r © © © o r^ © © CM © © © © © © 01 ©^ © © © © I I a 00 ^ S £ « E M (^ *-^ ^^ « j-s « g g 2^i« 23 y fl S 08 _ -S ^3 pj *JU tm I ri ' ifl 1- > ti ; 'll i> I I ■ t' \- i'-' : n 20 This sum will jnit the road in workini^ order, and will furnish equipment suttieient for the first year's operation. An amount, however, must be provided tor the purchase of a large track of land capable of furnishing a supply of wood for 10 or 15 years ; and also provision must be made for the first year's cost of laborers, in chopping and delivering the wood upon the line, until the Company shall be in a position to defray this expense from the receipts of their traffic. We have allowed for these two items as follows ; For the purchase of wood lands, .... iJlO,000 For the first year's labour chopping and delivering at line, including houses and barns for men and horses, provi- sion, provender &.c 30,000 Estimated amount to be raised by loan. i^40,000 It must be admitted that the Estimate is liable to be considered too low and meagre. It is far too low for a first class road, through such a district in- volving such heavy gradients. Still, it ^vill be borne in mind, that the instructions merely point to such a road as shall be capable of supplying this City with fuel at a reasonable cost. This Estimate will effect that. To what extent it may be advi- sable to expand and enlarge the expenditure to secure any traffic likely to offer itself, other than tliat herein assumed, is not for the present investi- gation to determine. The desired object is to expend just so much, and no more at present, as will suffice to establish a loAV rate for the price of firewood throughout the year ; and bring back, to those investing, a fair return for their capital. Any other business besides the carrying of firewood that this expenditure can accomodate, we have a right to assume in our ^ order, he first lust be ofland Oorl5 he first ing the be in a pceipts Hows ; :io,ooo 30,000 40,000 liable far too iet ill- i borne :o such 3 City timate ; advi- ure to r than ivesti- much, ablish ut the a fair esides •e can n our 21 rstimate of profit. Further than this we do not ^o, bat shall endeavour to show how this expenditure of jC 100,000 may be made profitable ; merely pre- mising, that, by constructintf a different sort of line, increasing its facilities, and enlarging the expendi- ture, there is good reason to anticipate a propor- tional increase of return. In this section of the country, the construction of a Railway lepending for its support principally on the conveyance of fuel is perhaps a novel pro- ject. Still it need not be deemed an experiment. The Reading Road, in Pennsylvania, does an immense traffic in Coal. The amount of freight in Coal alone this year, was 1,600,000 Tons ; yielding a revenue of £800,000. That it is a paying article of freight may be inferred from the fact, that it is conveyed upon that road at a cost oi'one half a cent (or about one third of a penny) per ton per mile. This of course would require each train to carry sufficient coal to call into action the full power of the Engine. It is believed that upon your road this requirement will be met. If it be admitted, in the premises, that a sufficiency of firewood exists at one end of th(5 line, and .i ready market at the other, it would appear that the success or failure of such a project as this now under contemplation, is reduced to a mere question of practicability in working the line when completed. It would be a difficult matter, without bestowing more time and reflection than has been afforded by the limited examination devoted to the prepa- ration of this paper, to mark out, precisely, the proper mode of working the trains so as to produce the best result. A little time would be necessary to develope, by actual operation, the proper method. :"ii I if u i! 'V fii ;■!. ■ !J •■ ^iH i I. si'. 'i ■ I I 2^ Without entering into n discussion here, as to the existence of a sufficiency of firewood, at the further extremity of your road, to meet the demand at this end, I shall assuni' his to be a fact; and pass to H hasty view of how this immense quan- tity of wood can be delivered, in order to supply the demand ; giving as my opinion, that upon either side of the line, within a reasonable distance, wood may be profitably brought to the trains ; and that within this limit there exists a supply equal to the demand of the City for the next fifteen years. This opinion is not based on any professional skill, but has been formed by a simple process available to all, np'nely, personal observation and enquiry on the spot ; a similar process I would recommend to all who may differ from this opinion. By an admirable and ingenious arrangement, the Secretary, F. N. Boxer, Esq., has obtained reliable data sufficient to form a very accurate estimate of the amount of fuel consumed yearly in Quebecr From these data we find not less than 78,000 cords aiy consumed by private families, stores, &c., and 20,000 cords, by Public Institu- tions, Offices, Hotels, Slc. Those who found it convenient to come to the City for a load of groce- ries or other articles for the country, would doubt- less often deem it to their advantage to come in loaded with wood. Many would probably, espe- cially those in the immediate vicinity of Quebec, endeavour to compete with the Rail'vay ; while also a large number of traders would take their wood of the farmers, in barter, rather |han of the Railway Company. For these various sources of supply it is deemed safe to allow 10 per cent, or 10,000 cords ; this gives to be furnished by the Railway 88.000 cords, pev annum. Let it be supposed the line will be WQrked for eight months only during the year ; the remaining four months being deemed too severe to allow of operating with economy. Three Engines are provided in the estimate for the iirst year's opera- tions. With these, four trains a day, upon an average of 26 days a month, may be taken down to Quebec. This allowance of time will give sufficient margin for ordinary repairs to the machines. Thus 460 cords a day or 12,000 cords a month can be delivered in the yard at the Quebec termi- nus. There would be four sets of waggons ; each Engine taking up a train of empty waggons, and at once returning with a loaded one ; — ^trains pass- ing each other at the Lorette siding. Two gangs of men will be engaged coi stantly ; one loading at the upper end, the other discharging at the Quebec end. True, this mode is taxing the Engines rather too much ; still, in the article of ice, which is ex- tensively conveyed on some lines, at the present time, and also in coal, a similar eours** has been pursued ; we have therefore estimated for but 3 Engines to do this work. After the first year's operations, however, the state of the machinery and cars will be such, that an additional equipment must be provided even to do the same amount of work. To prepare these 88,000 cords ready for convey- ance, is not at all impracticable. Suppose all this is to be cut and corded in the woods during the winter season, which of course will be the prqper time for labor of that sort. Take the fou^ montlis during which we have assumed the road to be idle. An average of 22,000 coids a month, 850 cords a day for these four months will give the required 88,000 cords. It is believed that 500 men will 11: -n *t I i' H ■*!i 'Vi ■ '4^ 24 furnish this ; a number certainly not more difficult to direct systematically than the same number in a lumbering operation, or than 1200 men upon a work like the Victoria Bridge. A proportional number of men and horses would be required to convey it to convenient spots for piling where it would be accessible by the trains. It would not be necessary to pile all this upon one locality. The last mile of track could be easily arranged by a little mechanical appliance, so as to be moved laterally to the different locali- ties ; 6000 to 8000 cords, more or less, being piled where most convenient. Occasional branches, cheaply formed, could be run out to the different " chopping berths" even with severe inclinations, over which the waggons could be run down by their own gravity to the main line, with more ex- pedition than by the usual horse and sled, and be drawn back again by horses. Even if the whole estimated demand of 88,000 cords were hauled and placed along both sides the line, it would require but one mile of track, by piling 10 feet high, and back from the track but 100 feet. This could all easily be loaded by sliding the track laterally from time to time as the work of loading and taking away progressed. This hasty examination is not intended as giv- ing the only mode of working ; but merely to bring to your notice, one of many methods, by which, what at lirst might appear impracticable, is shewn to be capable of as systematic management as many, or indeed, most other railway operations. Of the delivery in Quebec, from the Terminal yard to the various dwellings, but little will be said. This branch of the operation should be kept as a separate department. Agents, teams, men, &,c., should be distinctly managed and a separate system of accounts be kept to avoid confusion, and 25 m^' the better to ensure a profitable working of this branch of the enterprise. With good manage- ment, this may be made a most valuable source of profit to the Company. Men and horses should be owned by the Com- pany and kept in daily duty for the entire year. A daily delivery of 33J cords from the yards would supply the amount yearly furnished. Fifty teams properly equipped, would dv^liver this. What mode of delivery would give the best result^ what would be the proper system of management for this department, as to accounts, orders for wo'^d, mode of payment &c., need not be dis- cussed. It is periectly practicable, and may be made profitable. To enable teams to deliver throughout the win- ter, while the road is idle, the yard is estimated of such a size as to contain from 30,000 to 50,000 cords, independent of tracks, sidings and appurtenances. I do not deem it absolutely necessary that the Railway should remain idle during the winter ; I have assumed this in the foregoing examination, merely to exhibit the working under the most un- favorable circumstances. Indeed, a daily train to Lorette, and perhaps to the Jacques Cartier river, will be able to pay all costs of working, and in view of keeping up a communication with the operation in the forest, conveying supplies, &c., may very likely be deemed advisable. By this onmns, the operatives of the line could be retained ^Kr )iighout the year in active service ; a circum- ;'ir?e very essential to a proper and efficient mA^ingement. These four months, of comparative leisure, would give ample opp rtunity for the repairs of machinery and cars for the next season's duty. The ascent up which all this wood must be hauled to reach upper town is most favorable. It m mi Pill 1tl ■H: i 11 ' Ifcl K'i } l:|:k ! 26 has been objected to the Terminus as proposed, at the foot of Sauvageau's Hill, that it is too far from town. This objection is not as weighty as at first might appear. The yard is as well situated for all parts of the City outside the gates, as any that could be chosen, being convenient to the suburbs of St. Roch and St. John. For access to upper town, to which a large proportion of the wood will be taken, no point offers better facilities. A street can be made leading from this site to St. John's gate, with an ascent of only 5 feet in 100, or one half the ascent of Mountain Hill, over which so much is daily taken of heavy traffic. This then gives equal facility with any other locality situated but half the distance, and requiring the passage of each loa{^ over Mountain Hill or some other equally steep ; - at : no point is available at a much less distai. j, if any, from the centre of the upper town population ; certainly not at one half the distance. This site may be deemed therefore as favorable as any with regard to distance ; and, in view of its isolation, is far preferable to any locality that would require a yard of such an extent to be situated in close proximity to wooden ha- bitations ; especially, when this wood yard is to be constantly traversed by Locomotives. Preparatory to presenting an estimate of the returns from working the line, a few details gathered from the latest Keports of different Rail- ways in the States are here given. From an exa- mination, you may be able to form some opinion as to the ability of your road to do duty with its heavy grades, the nature of the country, traffic and population. The Western Railway, Massachusetts, has a gra- dient of 84 feet per mile for 8 miles ; crossing the mountains in the western part of the State ; yet, this road does an immense freighting business both with and against this grade ; conveying annually SHf from 300,000 to 325,000 tons, four times the general averaa^e of other lines. On the Pennsylvania Central Road, a grade of 95 feet per mile for 10 miles occurs ; over this, huge trains of passengers and of freight are daily- conveyed. The Baltimore and Ohio road, a road doing a large business in coal traffic has grades of 111 feet, 116 feet, and 121 feet per mile: and up the 116 feet gradient (11 miles in length, and with curves of a 1000 feet radius) 225 tons have been drawn at a speed of seven miles the hour. The usual daily load is 125 Tons, speed 10 miles an hour. There are in the Eastern States some 5 or 6 lines using a rail of less weight than that assumed for your road in the accompanying Estimate. The general average tonnage of freight conveyed by each train is from 50to60Tns. Number of Passengers from .... 60 to 70, Average distance each ton is moved . 72 miles. Do. each passenger moved . 48 miles. Average cost of running these trains, ) 3s. 9d. pr. mile, varying with speed ) to 4s. 3d. Average number of Passengers, ) . per head of population, ) Average number of Tons freight, ) per head of population, ^ . . • • Average receipts, pr head of population iJl : 1 Average ratio of expense to income \ uq ^ t varying from 45 to 65 p. ct. J ^^^ ^ Average profit, p. ann., p. ct., on cost, ... 6 lo. Average earnings per mile of road, . . i;2000. Average general expenses, per mile, ) -£640 of single track, ) * To obtain results applicable tv. > our road, based upon the above dpta, we think we are justified in the following inference. 1. 6. i'ii "11 28 m y^'j: M 4 I ; • !' • ■ From the fact that a much less expenditure than usual will be required for offices, Avarehouses and buildings generally, valuable carriages, numerous engines, fuel, water, losses, taxes, &c., it would appear that the average as actually existing upon the lines above quoted, 52 per cent, will be more than ample, especially when we consider that each train will be fully loaded ; a circumstance adding to the profits of a train in a far greater ratio, than to the expense — we therefore assume 47 per cent of the income as sufficient to meet all expenses of operating; indeed, upon some lines, taking uni- formly full loads, the average for a period of years is but 38 per cent per annum. We can hardly take the actual result of operating other lines of Railway, and apply them strictly to yours, owing to a want of entire similarity in char- acter. Most lines are for traffic passing each way : yours will do a business principally in one direc- tion. Other lines, in general, depend on local trade, and upon Passengers, for support. While both these characteristics will be wanting, or exist only in a limited degree on the line now under examination. However, by a comparison much may be educed of valuable and reliable information. If traffic can be accomodated upon other lines, and carried in both directions, with and against their grades, the advantage your line possesses, in having all its grades descending with the traffic, should not be lost sight of, in deciding as to its merits. For the sake of economy, both in the first cost and also in the operating of the road, I should recommend a light Engine ; say of from 14 to 16 tons with all the weight on the drivers — such an engine will draw, though at a reduced speed, as much as the ordinary 20 tons engine, with but 15 tons on the drivers, and will do less injury to ^ 11 I !i1 the road. Speed not being of primarj^ importance, this plan is decidedly preferable. A speed of 10 to 12 miles an hour will be obtained and will answer all neeessities. This light engine will be able to carry up all the load ever required for some time to come; generally her load will be empty waggons, 15 to 20 making a load. The curves are so arranged upon the gradients, as to admit of being easily worked. The duty of the Engine will be to take from 100 to 120 cords down, and return with the empty waggons. This will be done, over this line, easily, as now located. From official returns, we are enabled to arrive at the amount of grain, potatoes, cattle, &c., animally produced in the district tributary to your Line. Assuming that one half of these products are brought to the City for a market, and that this can be conveyed over the Railway, at a less cost to the farmer than by the present mode, we shall have a large traffic in this species of freight. In the estimate of revenue from this source, the prices per bushel, per mile, allowed, are the same as now charged on other Canadian lines for like commodities. For timber, knees, groceries, tStCr, the same scale of prices also is allowed. One item does not enter into calculation of the amount of revenue. I allud« to siiwn lumber. — At present their are perhaps no mills that would add much to the revenue for some time. — Still this will eventually be a source of much profit. — Some of the finest mill sites exist on the Riviere Lac a risle in this section. That they are profitable to a Railway Company when upon the line of Road, may be seen in the fact, that one mill upon the St. Lawrence road, not yet one year in operation, cuts at the rate of 10,000,000 feet of hunber per annum, and wil ' pay the Railway Company from .1 1 1 I f i,.' ;i ;.hi i| tjrt ■; !;•; iff: 90 JE12,000 to i:i5,000 for freight, &c. The facilities of this mill for lumber con enient to it can not be at all compared to those alluded to upon your line. The finest pine, suitable for masts and spars, Tamarac, Spruce and Birch exist in exhaustless qua itities. Knees are brought, even now at a great cost, to Quebec. The advantage this Railway will afford the Ship Builder is not trifling. Ship timber gene- rally is becoming scarce in the vicinity. Here is a sufficiency but no adequate mode of transport- ing it. I am informed, by residents upon the route that there are knees that could bring in Quebec from £5 to c£7 10s. each. The cost of hauling by rail would not evceed 15 shillings. In this section also is found good limestone ; clay from which fire bricks have been made, and the ordinary brick clay ; all of which would afford business for a Railway, were it constructed in that direction. For firewood we estimate the returns, thus ; — Cost of cutting the wood, and delivering along the line at the upper terminus — per cord » , £ Sale at Quebec Terminus per cord Remaining towards working the line, or which represents the item usually called Income . . 7 I take the sales at 15s a cord. This may be deemed perhaps too high. However, as the wood will all be of good length, best quality, sound and seasoned, it will readily commandf that price. The wood also may be culled at the yard ; the gnarled and knotty being used for the Engines, the free and clear for the market. For Passengers, we assume 50 daily each way to Lorette Station, averaging the through and way passengers. At present there are conveyed by 8 15 31 W tl't public conveyance alone, during the season, upon an average, 30 a day, to and from Lorette and its vicinity. The number passing by other means is about double this ; and it is believed the increase to travel, this facility would create, will swell the number even beyond that estimated. ESTIMATE OF RETURN. 80,000 Cords firewood a 7s. . . 30,800 181,000 Bushels, grain and pota- toes a 3d 50 Passengers, each way, daily for 8 months a Is Timber, knees, spars and masts. Butter, eggs and vegetables, . . Groceries &c. (Liquors, Teas, Sugars, Molasses and Salt,) . . 2,262 10 1,040 200 100 Total estimated receipts. Less 47 per cent expenses. 50 . .;e34,452 10 . 16,192 13 6 Net Profits, ,£18,259 16 6 Deduct 6 per cent on loan of ^40,000, 2,400 Remaining for Dividends, . . £ 15,859 16 6 or 10 per cent on cost of Line, and .£5859 annually reserved for extension beyond Jacques Cartier, and for contingent expenses. Whatever views may be held by others, I cannot resist the impressions that this project is of impor- tance to the Government Lands lying in that direction. Though the route, as surveyed, does not pass through Crown Lands, still, considered as a line hereafter to be extended, these lands become virtually affected, even by the present extent of projected operations. i.ni 32 I !l i 1 I i. - Mi:!;:; iU-; Let the line be constructed for the distance only of 20 or 25 miles at present, so as to give reasonable hope of a future Railway in that region, and lands now unoccupied and comparatively useless will immediately be taken up by that numerous class of Settlers, who prefer going back into the wilds, and opening anew the tbrests, provided they see, with certahity, some future access to a market, for the products of their labor. Already, numbers are watching with interest, the progress of the enterprise, and I have frequently been told by Settlers in that country, that, so soon as they know the Line is to be made, they intend leaving their present sites, after five, ten and even twenty years of profitless labor, and going back upon the interior, where better land is to be obtained, and where labor upon the soil will prove more remunerative. Even now a sort of panic is created among new Settlers, and those eager to obtain Mill sites, merely because a party of Engineers have been through that Section, and have left behind them a line of stakes marked with certain mysterious Hallway characters ; and as soon as the Railway shall become a certainty, a rush for land will be made, that will tell upon the value of those lands, in the market. These Settlers are noAv dragging out a laborious life of toil and hardship upon the mountain slopes, at points accessible by roads hardly passible ; roads made up of a succession of steep rocky ascents and descents, and which effectually forbid the proiitable transportation of produce to a market. Yet, but a short distance from these sterile farms, lies a rich and extensive valley, extending, as far as our exami- nations were made, and from reliable information, we venture to say along the whole valley of the Riviere Ste. Anne. This tract has been and is shut to all enterprise, owing to the absence of communication with the market. The rivers that pass through it (and it is extremely well watered) are of such a character, as to prevent communication with the St. Lawrence to which they all flow. That this desire exists to enter on these lands, we may mention that among these mountain settlements to which allusion has been made, we have counted five farms in ten, that had been deserted after many years' labor. The dwellings, barns and fences were going to decay ; what had once been a meadow is now coming back to it's original wildness ; and on en- quiry we were told that finding their years of labor unrequited, the former occupants had aban- doned their farms and pushed back farther into the wilderness, where more encouragement was offered to toil. Again, all along at intervals during our Survey, we came upon patches of potatoes and grain ; a field cleared up in the midst of the forest, and at a distance of two to four miles from any habitation. The disposition exists to open that section : let that disposition be encouraged by carrying for- ward some project that will ensure a communica- tion for new settlers by which to convey their produce, and that line of communication, be it, railway or highway, will immediately develope a rich district, capable of meeting the rising de- mands of Quebec, for agricultural products. Where is the back country of Quebec to be found, if not here ? Upon what section is she to depend for her future supply of fuel, the demand for which yearly increases, while the supply a« regularly diminishes. '? It is reasonable to conclude, that to have fur- nished, for the past few years an annual amount of 100,000 cords, must have materially reduced c , t ' I i1 ■ :i'! , I .. 34 the supply in the vicinity of the City ; and it is a mutter of doubt whether fuel will ever ati^ain be obtained at priees that ruled two years' aao. The ovident scarcity of tirewood in this neighbour- hood, together with the high rate of wages paid for labor upon the Railways and other Public Works to be constructed, will of necessity restrict the future supply to such a limited quantity, as will always ensure high prices. A pew demand for labor has of late been created. The general result follows ; that where new pros- pects are held out, promising better returns for labor, the old accustomed routines are abandoned, even to an unwarrantable extreme. How long such a state of matters may exist, it is impossible to conjecture ; or if labor should ever revert to its former channels, si ill the fact of the non existence of a sufficient forest convenient to the City to sup- ply her wants, remains unaltered. When it is considered, that yearly from two to three square miles of wood land must be cleared to keep up this supply, it will readily be under- "stood why forest lands have become limited and valuable. The present time, therefore, above all others, would seem to be the proper one for carrying out some scheme like this, which shall have for its object the reducing the price and regulating the supply of fuel. The amount of money expended last season by the citizens of Quebec, over and above the usual prices for firewood during previous yearsj would construct this line of Railway. Prices ruled at an astounding and unaccountable figure. To all appearance, the prices to be paid the coming win- ter, if stated, would appear fabulous. To come to some opinion as to the quantity now ready for the market, a few days examination '\ ]\ 3.5 [ .he districts from u^hich the supply usuall comes, will siiffico ; and yet by this scheme prf perly developed, fuel may be furnished at th dweller's door /or one half the price paid on the marh stand last winter. Furthermore, a very important feature in thij project, the price will not be fluctuating- as now ^ depending on the vacillating caprice of labor, but will r(3main constant throughout the year, the pur- chaser having it at his option to purchase more or less, at intervals, rather than be compelled to sink the cost of his year's supply at one stroke ; an amount often of JL'50 to ct'lOO. To the poor, this arrangement would be of incal- culable benefit ; to the rich, the saving effected would be an important item, representing-, in the aggregate a large capital. The coming winter, with its usual freedom from business cares, and its unusual prices of fuel, will aflbrd a favorable opportunity to discuss and per- fect the initiatory movements ; all others will develope themselves as the enteri>rise shall be pushed forward. I have deviated somewhat from the usual rou- tine of an Engineer's duty in making up a Report upon a Survey merely. But so impressed have I become, since my examination commenced, with the increasing demand this City is making for fuel and the necessity of looking, sooner or later, to some other means of meeting this demand than those at present adopted, that I have ventured to lay before you, in this Report, a few opinions that have been forced upon me during this examina- tion. It may serve to turn the attention of the citizens to a favorable notice of the project, promp- ting them to examine and judge for themselves : if so, I shall not regret having tlius expressed myself. S6 . Doubtless, many /lews herein set forth, may not coincide with the views of all, on a hasty con- sideration of the subject. A Report on a project like this, must be open to '.:riticism. The discus- sion has commenced : let it continue. I ought not to close this Report without express- ing my indebtedness to Mr. Boxer, the Secretary, personally, for the valuable aid rendered me in procuring information, and statistical details f and specially for the promptitude with which he has met all my demands lor "material aid" while prr ^ecuting the survey. To this gentleman, as the originator of the scheme, too much credit cannot be given, a^^d his reward for the untiring energy and self sacrifices he has exhibited, should be to see his efforts successful. I have found the report of Mr. Bignell, a copy of which was furnished me, of much assistance in my explorations. To the gentlemen, also, who have co-operated with me in completing the field labors, under many annoyances incident to the season and the locality, I must acknowledge my indebtedness. I have the honor, to be Gentlemen, Your obedient humble servant, H. M. FOSDICk, i I ' ifmmmf^f^' I i % i m •if ii S TABLE SHEWING THE POPULATIOI, PEODUCTS, &c. OF ' Names of Parishes. St. Raymond, St. Catherine, Ancient Lorette and St. Ambroise, St. Foye, (part) St. Gabriel; Total, Nos. § ! i 1701 1789 5064 2173 1397 12,124 DQ t-l 302 2<)9 650 28 226 1475 Acres. 3 26,879 29,637 50,053 1,330 29,644 137,543 I I 5,180 6,565 23,485 556 9,562 45,348 1 1,459 1,665 4,439 65 1,474 9,102 152 138 380 7 11 688 & Bushels. 3,108 471 60 " * 32 3,671 00 622 540 1,074 99 2,792 5,127 O ■s 16,576 26,832 69,672 2,007 30,815 145,902 1,620 689 510 7 127 2,953 21,839 49,313 45,076 3,496 79,887 199,641 OQ 628 926 2,643 488 2,613 7,298 gPQ §=« ^^ MP? 22 2 128 3 13 168 DEDUCED from the above table ; 162,316 Bushels, grain. . Average 199,641 « potatoes. u 10,368 Tons Hay, ({ 15,137 Cattle and horses. t( 51 Tons Butter, u 12,59;"! Buj-liclw turnips, beets. &c., t( •21 TunsSu-rar, , i( 1,7ft:? n-i/i^iieef and Pork, (( .; .: .iiv; i.iiia ht'id is under cultivation. 31 Acres cultivated by each farmer on the average. f<:M: ■?:T«"j(P!Jf , rf(»'355\f*'j'V'' "^^ I TS, &c. OF THE DISTRICT TEIBUTARY TO THB RAILWAY. \ . t i ■ Tons. .r . ■( ■ Lbs. - Bbls. No. Yrds. Average per Acre. Average raised by i FARMER. EACH •i ?: Bushels. Bushels. Tons. lbs. No. OQ Carrol 1&B( 1 Hors< &c. Flann &c. m S OQ 1 ^ Beets, Wurtze i 1 1 i Cattle, &c.. Cloth, &c., 1 « & -2 6 1 1 O 1 1 1 1 21,839 628 22 677 1,948 756 23,945 6,367 164 2,078 1,639 6^ 4 91 \()h 58f 55 73 2J 21 7 49,313 926 2 912 899 1,138 4,205 22,187 286 2,446 1,314 61 101 11 18f 82-1 100 190 3J 85 9 45,076 2,643 128 7,239 5,675 5,874 13,267 40,412 794 7,633 10,145 9 7^ 9 121 65i 108 70 11 62 12 3,496 488 3 212 • • • ■ 136 • • • • 3,595 26 331 27 9i • 1 , , 16^ 62 i 72 125 7J 138 12 79,887 2,613 13 1,328 . . . . 962 770 29,647 523 2,649 587 8i • • • • 18i 82 137 353 6 181 lit 99,641 7,298 168 10,368 8,522 8,866 42,187 102,208 1,793 15,137 18,712 * DS, SS, Average to each farmer 110 Bushels. beets, &c., i Pork, * ion. on the average. tt tt li (( » (( 135 u 7 Tons. u lOi in niimb u 700 lbs. u 8 J Bushels. « 280 lbs. <( U Barrel. .[■ i \,j £ lanci, •••••••••J 250 men engaged 150 days in 1 cutting 60,000 cords of wood > a 5s. each, per diem, ... J 40 men employed 150 days in 1 piling wood &c. a 5s. each per > diem, J 60 horses employed during the year at iJ25 each, per annum, for forage &c 6 extra horses at £25 per annm. ) each, for forage, &c., ... J 60 drivers employed during the > year a 5s. per day each, . . J 10 extra drivers employed as ) grooms a 5s. per day each, J 15 per ct. interest on .£3,000,1 capital appropriated for pur- 1 chase of horses, carts, sleighs, j harness, &c. J 450 9,375 1,500 1,500 150 4,500 912 450 Total cost for citting 60,000 cds., £ 18,837 Add cost of 40,000 cords ohtained ) 16 000 by contract at 8s. pr. cord, J ' Total cost for 100,000 cords, £ 34,837 .?*' 111 i I'! ii ■i'f. ,*'' m 46 Carters, Conveyance, tjc. There is no doubt but that under a proper system of cartage, fuel could be delivered to the purchaser at a low rate ; and a great convenience afforded from such an arrangement. It could also be made a source of profit to the Company. The proposed mode for carrying out this sys- tem, will be found under the head of Bye-Laws ; but the following estimate will show that a great saving can be effected to the public, as 80 carters, with good horses, engaged all the year, could deli- ver 320 cords a day, — mean distance from Depot I mile. 80 horses - at £25 per ann. for ) ^ forage &c. y 80 carters a 5s. per diem each, per annum, 5 extra horses at £25 per ann. for forage &c. 10 grooms a 5s. per diem each, per annum, 15 per cent on .£4000, capital appropriated for purchase of horses, carts, sleighs, &c. 2000 6000 125 912 600 £ 9,637 Cartage of 100,000 cords of wood > « ^o ann n a at 2s. 6d. per cord, I ^ ^^'^"" " ^ leaving a profit, on a very high estimate, of £2,863. And here it may be remarked that the fields in the neighbourhood of the Depot are well suited for meadow land, which, when manured from the sta- bles of the Company, would produce large crops of hay for the establishment. 47 W M Black Birch, That the forest north of Quebec, abounds in line black birch is a well known fact : the difficulty ol transporting this heavy, but valuable timber, hak heretofore been the cause of its high price, and a bar to a more extensive trade in that wood ; could a certain supply always be depended upon at a fair price, the demand no doubt would be greater. The average quantity annually exported from Quebec, Parliamentary Statistics shew to be about 5000 tons, but a much greater quantity is of course used in local consumption; the country around Quebec is the only place in Canada from whence this wood is- obtained for exportation, and were the means of conveyance better, a larger supply and a far superior quality would be furnished. The proilt of conveyance for 5000 tons of this timber might be set down at ill 200. Shlpiimber, Lumber and Building Materials, The Lumber that will pass along the railway will not only be considerable, bat various, consist- ing of pine, spruce Jogs, elm, basswood, ash, tama- rac, — besides sleepers, scantling, deals, boards, handspikes, treenails, spars, masts, tanners bark, lathwood, shingles, &c. Excellent quarries of building stone are known to exist in the localitv of the line, and limestone is to be found in abundance near Lorette ; there can be no doubt but that these materials, of the first importance in building, can be conveyed to Quebec at one half the price it has hitherto cost to obtain them from Cap Rouge or Beauport. A revenue of at least £3000 might safely be calculated upon being received from the conveyance of shiptimber, liimber, and building materials ; which, on the aggregate, would amount to upwards of 12,000 tons. I!' i if n ■ i 48 !' i t'i Produce of Lands, Enquiries from farmers possessing land in the vicinity of Valcartier, with from 80 to 100 acres under cultivation, shew, that they annually send to the Quebec Market, about 300 bushels of Potatoes, 300 bushels of Oats, 600 bundles of Hay, and 2 cwt. of butter, besides horses, horned cattle, pigs, poultry, &c. A farmer seldom brings into Quebec, (from any point between St. Catherine and Valcartier, dis- tance, 18 miles from the city,) more than 12 or 15 bushels of potatoes, if be intends returning the same day ; were he to put a value upon his time in winter, and that of his horse, and calculate on the injury to his sleigh and harness, and the attendant expenses of a journey to town, he would soon find that he loses considerably ; that the time thus lost (at least 2 days in the week) he could profitably employ in furnishing the Railway with wood, and all his produce he would send by rail. Supposing then that he will do so, and that the cost for conveyance is as follows : 300 bushels of potatoes at 3d. per bus. £ 3 300 bushels of Oats, at 3d. ... 3 5 tons of Hay, at 5s. per ton, ... 1 Horned Cattle, Butter, Vegetables, &c 1 15 15 5 10 i: 10 5 Here then might be derived a re venue of <£ 10 5 from every extensive farmer along the River Jacques Cartier and the settlements of Valcartier : there are at least in these settlements 200 farmers who would furnish the above, thus giving a revenue of about .£2000 for the conveyance ofproduce, with- out making any calculation for the Gfroceriea, Flour, Raiment, &c. required by these settlers from the City. m 49 Passengers. Although n6t intended as a Passenger line, it is highly probable that a considerable number of people will daily pass over it. The means of rapid communication will induce many to visit the beautiful scenery in the neighbourhood of Jacques Cartier and the River St. Ann on fishing and pleasure excursions : there is no doubt but that country will, ere long, be studded over with coun- try residences. When it is considered what a number of persons visit Lorette, under whose heights the railway will run, and the number of people residing in the Jac- ques Cartier and Valcartier settlements, constantly requiring to visit Quebec on private affairs, and when the facilities of a railroad will induce so many to reside beyond Lorette ; 40 passengers a day, going and returning along the whole line, might safely be calculated on. Set the average price at Is. per head, then the revenue for passengers will amount to .£730. ■'■^ »'!: Steam Saw Mill at Me Depot, The cost of a powerful Steam Mill, with all the machinery complete, will not exceed £4000 ; by which logs may be sawn up, planks tongued and grooved for flooring, and doors, window sashes, shingles, laths, &c., made. A Mill of this des- cription will not only be a local benefit, but realize also a handsome profit to the Company. n Hi ■•■ n^ ; »v>, Iff! •*t^ T 60 The following is an estimate of the working expenses, with the sources of profit to be derived from the Mill. Interest on £4000 the cost of the Mill, allowing 15 per cent, to cover wear and tear, £ 600 15 Men, 300 days, each at 6s 1350 10 Boys, 300 days, each at 2s. ... 300 20 Men employed 300 days, each, at 5s. in sawing firewood, 1500 10 Boys employed 300 days each, in piling and clearing the wood from the saws at 2s 300 Felling in the forest, and conveyance of 10,000 logs, 12 ft. long,— 1500 Cords of wood at 7s. 6d. per 96 cub. ft. . 562 Annual Expenses, . . £ 4612 No fuel calculated for the Engine as the slabs and edgings will give an amplesnpply. Sources of Profit, 75,000 cords of fire wood, sawn & split at Is. 6d. per cord £ 5625 10,000 spruce and pine logs, cut into 3 inch planks, would give 50,000 planks, worth on an average .£50 per M 2500 Other profits from making doors, window sashes, tonguing and grooving planks, &c 500 £ 8625 Deduct working expenses, . . . £ 4612 Leaving a profit (provided the logs were cut from the Company's - lands,) of £ 4013 SfWR. ■ •ff^^Jf^tr^TW^n^^^^ working 3 derived 600 1350 300 1500 oc> o ©o o 57,139 5,714 00 CO H M .l!'l ' I Iff' 62 <>i .i li I '!!' M:.: And allowing out of this a dividend of 10 per cent to the shareholders, upwards of ct* 12,000 would remain for continuing the railway, &lc. In estimating for these profits, it must be un- derstood, that they are not considered to aris(» altogether from the first part of the line, viz : between Quebec and Jacques Cartier ; but a portion of them will be obtained when the Railway is ex- tended to the valuable forests beyond that River. It Avas perhaps unnecessary for me to have given any estimate, as the one to be furnished by Mr. Fosdick will be based upon strict statistical infor- mation and on sound experience ; however, it will bo satisfactory to me, should these figures approach to his. It should be, however, distinctly borne in mind, that no matter what quantity of wood may be expected from ot] sources, no competition can exist withthis company underits proposed organized system ; the object of which is, to allow every citizen to participate in its benefits, and who, as shareholders, must, for their own interests, support the Railway ; and even were 3 feet wood hereafter to be oh'ered at the market for 15s a cord, it is quite evident that, independant of the shareholders being interested in the undertaking, a preference would always be given to a Company established for supplying fuel, sawn, and carted to the pur- chasers' residences, when the buyer would be relieved from all trouble beyond the mere payment for the wood at the Treasurer's oflice ; nor will he be necessitated to expend at once, some <£30 to enable him to take advantage of the market, when at all seasons of the year he could obtain any quantity (not less than a cord) at one uniform price : it requi- res but slight reflection to feel, that from no other source can fuel for this City be obtained at so low a rate. 'jr'iw'i ' 53 If these then are likely to form such a revenue from the road at its first commencement, what may not be expected from it in the course of a few years ? why the whole aspect of the country will become changed ; for wherever a railroad passes through a new country, its facilities for conveyance becomes a stimulant towards the discovery of its resources, and much may be discovered of value to the country at present hidden. The fine water powers of Lorette, Jacques Car- tier and the mountain streams around, will soon have manufactories established thereon, from which, also, much may be expected. Few in Quebec, I believe, are aware of the des- cription of country North West of this City : it is a prevailing opinion that it is rough, stony and mountainous ; this is an erroneous idea, the flat table land behind Lorette, and the general height of all the valleys along the whole line of the pro- posed route, is but a little over that between Quebec and St. Foy ; having the advantage, however, of being well sheltered from easterly winds and possessing a far superior soil ; — the severest gale of wind that has been felt in Quebec, this season, was entirely unfelt 20 miles hence ; and at a season of the year when vegetation was retarded here, good meadow grass was pulled by Mr. Bignell, when I accompanied him on his second explora- tion early in June, 15 inches long, and that on the slope of a hill at least 300 feet above the River Jacques Cartier. The settlers affirm that the frost now but rarely affects their crops, and as the land becomes more cleared the climate improves. Between the place where the Railway issues from the pass behind Lorette and the Jacques Cartier, there is an extensive plain, bounded on the north by I f artz or Round Mountain, and on the south by the mountain of Bonhomme; this plain contains about I;" 54 I ■ I I I : :'! n ■' 60 square miles or 38,400 superficial acres ; the soil is composed of sand and clay, the whole of it fit for cultivation, and such of it as is at present under crop, bears evidence on its surface tliat the soil is not unfruitful. In fact, it is peculiarly suited for new settlers ; being light, it enables him to cultivate a much greater extent of land than ho possibly could do on heavy and stony ground, in a country where labor is not to be obtained. The mountains of Bon- homme and Hartz, are clothed with the finest hard- wood, and a ten year's supply of fuel could easily be obtained from these hills without ever crossing the Jacques C artier. To form an idea of the effect that the Railway will have in inducing people to settle in that district, imagine the number of persons who have heretofore been employed in various portions of the country in supplying Quebec with fuel concentrated on one plain, feeling certain of a livelihood there, and esta- blishing gocMl farms for their children ; this, in itself, in a small lar q of time will form an extensive traffic for the road. So accustomed are the inhabitants of Canada East to extensive valleys and flat land, that the undulating portions (with the exception of the Eastern Town- ships,) have been much neglected, when in fact some of the most fertile land lies in valleys, well sheltered by neighbouring hills. In the wildest and most mountainous parts of the highlands of Scotland, the people were at one time, so poor, and the country so thinly inhabited, as to be totally unable to keep in repair either their roads or bridges. After Surveys and Reports, Parliament determined to defray one half of the expense of con- structing roads and bridges for the purpose of facili- tating commercial communication. The inhabitants of these remote regions obtained permission to tax themselves to pay for the loans obtained for the M liquidation of the other halfof the expense, and in two years, these improvements had extended over 500 square miles, and this country is now one of the most flourishing parts of Scotland. There are other points, in connection with the management of this Railroad, which would be attended with great advantage if carried into effect; but as the intention is that the road shall be yearly extended in proportion as the funds of the Company will permit, and its wants require, it is unnecessary to lengthen this Report by entering upon the subject, as time and experience will prove the necessity of it or otherwise. The proposed Organization, Rules and Bye-Laws submitted, I feel are very imperfect, as m a new undertaking of this description, experience alone can point out the best system for carrying out a project, which, however favored it may be by circumstances in its commencement, must, ultimately, under a bad working system, or even under a good working system badly conducted, prove a failure ; but, if properly car- ried out, become a boon to the City. The whole nevertheless respectfully submitted, F. N. BOXER, Secretary- r 1 i. ;, It' . U >i i,l m n' ! '■v^- ..'-'r'^^./.t'^'^T^T^Tr??^^ :fM. . ' 1.1 ETJLES AID EEGULATIONS. The intents and purposes for which this Company- is proposed to be established having been stated in the foregoing Report, are now suc- cinctly recapitulated. viz: — For the construction of a Railway, p^''='*™'^^«- " which, passing through the forest will cross the River Jacques Cartier and St. Ann, in a direction bearing North Wes- terly from Quebec, with the hope at some future day, of being able to continue the same to Lake St. John, in the District of the Saguenay. Its primary object hoAv- ever, is to unite the citizens into an Association for supplying the City with cheap firewood, shipbuilders with timber suitable for the construction of vessels, and contractors v/ith building materials ; also, for the encouragement of manufactories, saw mills, &c., on the numerous water- powers on the route, and, for the promotion of agriculture and the settlement of a vast extent of valuable country. 1st. That the affairs of the <^oinpany, ^^^3^^^"^^^^ shall be under the control and mannge-controVot 7 ment of a Board of seven Directors (of i^l^ectors of , ., I 11 1 \ J 1 whom 3 shall whom three shall be a quorum) and who form a quorum shall choose among themselves a Presi- dent and Vice-President. ]\ ' m 58 DireS°° t*o ^^^' '^^^^ *^^ election of Directors ''^by^baiiot; shall be by ballot, and at such election ue 6 shates ne- mejn|)ers shall be entitled to votes in qualify a Di" proportion to the number of shares they rector. hold, but no shareholder shall be qualified to be a Director, unless he holds 6 or more shares in the Company. In absence of President 3rd. In the absence of both President and vke-Pre- ^nd Vice-Prcsidcnt, the Directors present sident, Direc- at any meeting of the Board, shall have to'^\ppdnr°a power to appoint a chairman, pro tern, and chairman pro with such chairman, shall be competent to transact the business of the Company. tem. i I. Manager to 4tn. That a Manager shall be appointed who wiif also wiio will also perform the duties of Se- ifKform the crctary, and to whom, in order to carry ts of Se- ^^^ ^jj^ views of the Company, the whole control, management and supervision of their affairs shall be entrusted. Two Directors to be appoint- ed annually with whomthc manager will consult, with power to call special meet- ings of the Board. 5tb. That two of the Directors shall be app^iinted, yearly, with whom the Manager will consult on any affairs of moment whenever it may be deemed necessary ; with power, ii considered requisite, to call together a Special Meeting of th»^ Board. \i Directors to 6th. That the Directors shall meet t5^tSrS*l«a''^erly, i. e., commencing on the 3rd. port of Mana-of Jany. and on the 3rd. day of the month ^^' of every succeeding quarter, when a full Report of the prospect and state of the ■f i ! 59 Company*s affairs, will be laid by the Manager before them. 7th. That when in full operation, up- Treasurerto wards of oC 150,000 will annually pass ^'h.'Stlp through the hands of a Treasurer, that a the Books. competent person be appointed, to whom will be entrusted the keeping of the accounts, and who will receive and pay all monies for and on behalf of the Company, and his receipt shall be a suf- ficient discharge. 8th. That the Treasurer shall give Treasurerto good and ample security to the satisfac- f^^ ^Sosu tion of the Board of Directors, and he shall daily in the deposit daily with the Bank all suchj^^;^^^^^^.^^-. moneys as he shall receive. 9th. That no money shall be irawn No money from the Bank without an order Irom the f^^^j^^^J^^^^ Manager (or in his absence by any one of without an or- the Directors named for that purpose) and iY„ j!"^™ JJif 1 r .|. Managercoun. countersigned by the President, or in histersigned by absence, by the Vice-President or Chair- ^^;/''««^^*'°*' man. 10th. l*hat Books shall be opened for Regular hooka keeping 'fhp accounts, minutes and other ^°^^^^p^.JJJ^ documen^^! c'^the Company; and duplicate copies of deeds copies of all deeds, plans and important p^'^^^^^**'' ** papers shall be made, and deposited in 11th. That the firoceedings of the Minutes of Company shall be entered in a niinute^j^^^j^^fpj^^ Book in detail, and signed by the Presi-sidentandSe- cent, Vice-President or Chairman as well "etary. as by the Secretary. 60 1 1 ,1 . 1, 4'. f'. nisiied month- Vouchers shall be prepared by the Trea- ly i^y Treasu- gm^gj. j^j^^j Submitted on the 26th of ever v month for the appro vai of the Manager, whose signature of approval shall be authority for payment ; and that a state- ment on the 1st of every month shall be prepared by the Treasurer, shewing ap- proximately the amount required for the following month's disburse, ^.ents, and the amount of money lying in the Bank to the credit of the Company. Officers ap- i^^i^^ rp|^^^ ^|| ofljccrs of the Board pomtments to . -j j 4. i u 11 be permanent, shall Dv Considered permanent, and shall unless guitiyj^Q^ be dismisscd unless ffuilty of a breach Oi misdemea- rn-.i- •. -i i uors. 01 laith, mcapacity, or misdemeanor ; and then, not until his conduct has been fully investigated into before a Committee of Directors named for that purpose, of whom, the Manager shill at all times form one ; and in the event of it being necessary to discharge such officer, due notice of the Board's intention shall be given him, unless the circumstances warrant instant dismissal. martantfer l^f^^' That mv shareholder may trans- their shares, fer his shaFc or sharcs by causing an entry of such transfer to be made in the books of the Society, in such manner as the Direc- tors may appoint, upon payment of the sum of 2s. 6d. for each share so trnns- fered and of all arrears then due ; and thereupon the transferee, (after signinj)^ the rules) shall be entitled to all thepri^^xges of the original shareholder. >'. ' d other :e Trea- 3f every anager, hall be a state - shall be ing ap- for the and the Bank to Board id shall I breach or ; and 3n fully littee of whom, m one ; sary to of the him, nstant trans- 1 entry books Direc- of the trans- and ng tht^ leges holder. 61 15th. That in case of the death of any ^ ^.^ Member member, the legatee or legal representative of pfoceedLg of such deceased member, shall, before ^°^ ^ legatee becoming entitled to the privileges of an sent Sve to be. original shareholder, procure his place of [''j'™® ^ suaic- abode, and the particulars ofhis title, to be registered in the books of the Society, and shall at the same time exhibit the will or probate thereof, or grant of letters of administration (as the case may be,) for the inspection and satisfaction of the Directors, and pay for such registry the sum of 2s. 6d. per share. Directors not to be liable 16th. That the Directors elected at the formation of the Company, as well as ^^ rcsponsibi- thosc hereafter to be elec^pd, shall beiities of the indemnified out of the funds of the Company ^'^"*=^^- or otherwise, from all expenses in reference to the formation, conduct, and management of the Railway. 17th. That, in order to distribute the ^. persons biir^ benefits of this Company generally among io°cords. the citizens ; persons burning less than 10 cords of firewood annually, will be allowed to take a share in co-partnership with any other person whose consumption of fuel is less than 10 cords, both signing in the stock- book. 18th. That each member changing his residence shall, within one calender month f^iiango of U/v • ,• • ... . ..1 residence to lereatter, give notice m writing to the be notiiied to Treasurer of such change, and of his new ti»e Treasurer. place of abode and address, or in default thereof be fined 2s. 6d. h'i'i 62 11 ' Manager to engage labou- rers, &c. 19th. That no officer of the Company, except the Manager, shall have power to engage any mechanics and labourers for the works, or have power to dis- miss any for insubordinate conduct. &c. Division of 20th. That the parties employed in the every tenth man will be chosen as a work- ing foreman, and receive extra pay for the same, and be answerable for the conduct of the party under his charge. 1 1. t One foreman 21st. That ovcr cvcry 50 men will be ^^n,^lc7 ^*^ placed a foreman, whose duty will be to superintend his party, and to whom will be entrusted the payment of their wages, and he will prepare the pay list of his party on printed forms for that purpose, and be answerable for the correctness of the same ; the pay list to be delivered to the Treasurer two days previous to pay- ment. {,'■ he t'ortui Workmen to 22nd. That payment shall be made to Kit? '^'^^^ men every second Tuesday, their ac- counts being made up to, and furnished by the foremen, every Saturday evening previous. Promotion lo (l('|p('nd on sobriety &c. 23rd. That all promotion among the men will depend entirely on sobriety, activity, general intelligence, and marked good behaviour. 63 mpany, power bourers to dis- Dt. [ in the of ten ; L work- for the onduct will be 11 be to will be wages, of his arpose, less of red to o pay- ade to eirac- lished ening ig the )riety, arked CONTRACTS FOR WOOD. 24th. That no Contractor shall be al- No contrac lowed to contract for more than 5000 cords lowed^to co*n- ofwood, and shall give security for the tf^^^t for more delivery of the fuel within the period cords; failing specified by his contract, under a penalty »" contracts, of £2 per diem for every day he shall fail ^' to deliver the wood after the stipulated time. 25th. That the wood shall be delivered ^^ ^'°p1[J'''\';[^ in any lengths the Company may require wood at the and the contractor shall pile at his own [^'fJ/iiJ^^^J^-^ cost the wood at such places along the *" "^ ' line as stipulated in his contract ; and should at any time, the Company's fore- men, be of opinion that the wood has not been properly piled, the contractor shall repile the wood at his own cost ; and fail- ing to do so within 3 days after receiving due notice in writing from the Manager, the wood shall be re-piled by the Com- pany's men, and if found short in measure, the cost of the labor of re- piling shall be deducted from such monies as may be due to the contractor, and he shall forfeit the sum of five pounds for false mea- surement. 26th. In all cases of dispute, whether . f^ascs of with the contractors or with their men, or reported*'' to the Company's men, the same shall be im- managor. mediately reported to the Manager by the officer in charge. RULES FOR CARTERS. 27th. That the Company shall employ, f'omp?nyto a sufficient number of carters for the con- carters. "r '7'"!J'"_|Sff",'JI »!n»V.' "' "'HIJSHIPWW^' Hi' % I ;.!s: ■?- lersoihce. ottice. Signals, i-c. LOCOiMOTIVL DEPARTMENT. 52iid That the usual Rules in force with regard to Manageuienl, Signals, &c., used on any ol the principal lines in this country be adopted on this ; with such deviations therefrom as the nature of the service may require. 53rd. Th it the Drivers and all the em- Dep^^t^ent to plos ^s in connection with this Department be under the be inder the immediate control of the*"^"^"^' Ma. ager. ^>. IMAGE EVALUATION TEST TARGET (MT-3) // 1.0 I.I 1^ mm i Ui. 112.0 ■it 18. L25 114 1 1.6 Hiotogiaphic lidences ion 33 WEST MAIN STREET WEBSTER, N.Y. 145*0 (716)872-4503 ^ ^ 6^ ):i HIHHHai mmmmmm i f!l'"''' 1: ri M III! f 1 . ■!i fir liV f , ^-Ik 68 haverareite ^'^^^' '^^^* *^® Comjtany be provided ofcare!*'^^ with a sufficient number of Platform Cars, so that an engine arriving at the dep6t, with a loaded train, can be immediately detached therefrom, and dispatched with a train of empty cars to the forest, where another loaded train will be in waiting to be attached to the Engine : thus, no detention will take place either at the terminus in town or at the dep6t in the forest. * Passenger 55th. That passenger cars be attached, cars to be at- . • . V 1 ° 1 ^ 1 tached. Stopping at such places as may hereatter be deemed advisable ; and so soon as the traffic of the Company will warrant the expense, an Omnibus to be provided to convey the passengers from the terminus to the Upper Town. 56th. Tickets for conveyance will be obtained at the terminus, and the hours for starting at either terminus and the time for calhng at intermediate stations will be regulated when the speed of traveling has been determined upon. F. N. BOXER, Secretary. lit ,r^ :wgimmm>'Mrv-~ "' .,<•