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U T H W Hu gh ScabieLith.T..r"nl>'- 'x if: 12 3 1 I I L 1 Scale of British Statute Miles J . 10 I ir, 20 _JL_ 25 l " - i ' ' ■> 'I. t REPORT ON THE Prcliminarti S\ix\)t])0 OF THE TOEONTO & GUELPH RAILWAY, BY WALTER SHANLY, €I)icf (l^n^iuccr. TORONTO ; fUIRTED BY BREWER, M'PHAIL AND CO., KINO STREET. 1852. ^^ TORONTO A\n C.W.LVU RAILWAY COMPANl. DIRECTORS: JoirN G. Howes, Esu., Mayor of Toronto. Vfrt-IPreaflient. James M. Stuaciian, Esq. William Clarke, Reeve of Guelph Town. Benjamin Tiiurtell, Reeve of Guelph Toionship. John Lynch, Renr of Chm^uncousy. Hon. J. II. Camrron, Toronto. A. M. Clark, Esq., " George Dugoan, Jr. Esq. " John Piskin, Esq., " Wm. Gooderham, Esq. " G. J. Grange, Esq., Guelph. • William C. Gwtnne, Esq-, Toronto. Geohge Herrick, Esq. " John Hutchison, Esq. Lewis Moffatt, Esq. E. F. Whittemore, Esq. Frederick Widder, Esq. II II (I Sf^tvctiwci^ antr CTteasuter. Samuel Thompson, Esq. €!)(ef Hnsfneer. Walter Shanly, Esq. Sbolfcftor. John W. Gwynne, Esq., Q. C. 3Sanbets. The Bank of Upper Canada. EErORT. Enginker DErArwTMENT, T. AND G. Railway. Toronto, 21st May, 1H52. To John G. Bowes, Esq., Fresidait Toronto and Guelph Railway Company. Sir,— The preliminary Surveys to determine tlie most eligible route for the proposed connexion of Guelph with Toronto, by Railway, which were committed to my charge by two resolutions of the late Provisional Committee, dated respectively 24th January, and 17th March last ; being now brought to a close, I have the honor to submit the following report upon the results of those surveys, and the conclusions they induce me to form as to the selection of the line, which I deem it for the best interests of the Company to recommend. The reports of progress submitted from time to time to the Provisional Committee, related entirely to one route ; that which I have designated below as the " Central" one, passing through North Toronto Township and Esquesing, by George- town and Acton. In order now to lay clearly before you the whole of the proceedings, I will, with your permission, review step by step, all that has been done bince the commencement of operations, towards obtaining what I conceived to be of the highest importance to the success of your project, namely, — so thorough a knowledge of the topography of the region of country lying between the terminations of the proposed road, as would satisfy the Board and tho Public, that in deciduig on the route to be adopted, due regard was had to combining as fur as practioable the two great desiderata in all such cases : Economy of construction in the present, with the greatest probable amount of Commi^Tcial Usefulness in the Future. I was culled to this City towards the close of November last year, to treat with the Committee for the management of the work, but did not receive any definite instructions as to the co':rse of operation to be pursued, until 3rd January, when the Secretary requested me to make such a reconnois- sanco of the line of country, through which, from an inspec- tion of the map, it was presumed the road would puss, as would enable me to determine whore the cost of surveys might be most judiciously incurred. A reconnoissance of that nature I at once set about effect- inc-, and on 23rd January reported to the Board, that the Enjiineerinjj difficulties to be encountered were so much more formidable than I had been led to suppose, that before recom- mending any thorough survey being undertaken, ii was desirable, in fact indispensubic, to ascertain by instrumental examinations, at what point the summit of the elevation on which Guelph is situated, (being a continuation of the lofty table land, known at Hamilton as *' Bur'ington Heights," and further West as " Flamboro' Heights,") could most easily be attained. The a&ocnt of those heights, from the abrupt front which they presented, forming a perpendicular and almost continu- ous rocky barrier, very lofty, and of transverse direction to your road, at once struck me as an obstacle for which you had not been prepared, and of such magnitude as might pes- siblj altogether deter you from prosecuting your design. 1 advised accordingly, that the surveys should be limited to an examination of the Mountain, until the existence of a practicable ascent had been placed beyond doubt, and was '~§^^ authorized to carry out my views. Before organizing an Engineering staff, I deemed it advisable to devote some fur- ther time to exploring the opposing barrier referred to ; wliich object having engaged my personal attention until the middle of February, I came lo the conclusion, as stated in my rej)ort of 15th March, that within the widest lateral range which I felt at liberty to assume lor the location of your road, stretching from the Centre line of Trafalgar Township, on the South, to the Esquesing und Erin line, on the North, there exist but two routes whereby the summit of the table land can be n ached by Railway, within the bounds of any possible outlay that you might be prepared or willing to incur. The Committee having declined to fix, for my guidance, any intemicdiate localities to wiiich the road was to be carried, I proceeded to select the lest route, in an Engif (ring view, by taking measures to establish a just comparison between their topographical characteristics : and which could only be arrived at by careful and searching instrumental examina- tions ; because in both the passes referred to, the features of the Mountain front, elsewhere uniform and unbroken, are there so shattered and distorted by a long series of Geologi- cal changes, as to baffle the most practised eye to discover, that in point of cost, either route would have any decided ad- vantage over the other ; though at the same time there might exist such difFeionces between them, in the outward confor- mation of the ground, discoverable only by the spirit-level, as would largely affect the estimate ox Grading." I ac- cordingly organized two exploring parties, instructing one, commencing at Milton, in Trafalgar, to run through the val- ley of the Sixteen Mile Creek, until the summit of the heights was reached, and so on to Guelph : the other, conmiencing at George Town, in Esquesing, to follow the Valley of the West Credit River, and extend their explorations also to Guelph. Those two streams, or their valleys, presenting the only " breaks'* in the face of the precipice, through which a ^ "f 8 § direct rnil cntnrnunioiition betweon Toronto and (5tjelph, chii in my jud^anfmt ovor be ptFoctod. Oporntinns; had only just hnnn conimpnced, when 1 Wfis instructed to tho effect, that it wnsdecnned inexpedient then to survey more than one route — and that tho Northerly one, via Georfjetown and the West Credit valley : I at once therefore altered my arrangements, by withdrawing the party from the Southern exploration, and sending it to the aid of that engaged in the Nnrthern pass, M'lierp the very great and almost unpre- cedented depth of the snow, would in any case have demand- efl an augmentation of the force at first employed. The actual surveys wore not commenced until the 18th Fpl)ruary. On the ISth March, I rej)ortcd the existence of a practicable, but costly, route from Georgetown to Guclph, taking 1 ; Acton. The practicability of the ascent being thus established, I was empowered to produce the Surveys from Georgetown, Eastward, to such point on the Main Credit River as I might find best adapted for conveniently crossing the stream and valley, and thence to seek the most direct practicable route to Toronto. After a careful personal reconnoissance of the country from Georgetown to the Huniber, I directed my assistant to guide the Surveys toSilverthorn's Mills, (Meadowvale,) in the Township of North Toronto ; at which place the banks of the Credit are less bold, and the facilities for bridging better, than at any of tho many points examined higher up the stream. From Silverthorne's, the line was continued in a direct course to Fisher's Mills, on the Humber, and thence to Toronto, entering the City near the Toll-gate on Queen Street, and terminating at the Queen's Wharf. On the 29th March, I submitted the result of this " trial line," showing that upon that course there exists a feasible route, presenting no difiiculties that need deter the citiz ps of Toronto, and other Share-holders, from prosecuting an enter- 1 9 prizo in wliioh tln.'y Imd already embarked with so much spirit. The " trial" Surveys so fur mndo, were sufficiently search- ing, supposing the route to which they referred to be uncon- ditionally adopted, to admit of the next important step being tiiken, namely, — the final "locating" of the road preparatory to its being declared open for competition to contractors. As is usual in all such cases, however, considerable diver- sity of opinion existed, out of doors, giving rise to much Newspaper discussion, as to whether e one lino examined was certainly " the best one," or wheiner the interests of the Company would not be better consulted, by ascertaining from actual survey, the comparative merits of certain other mooted routes. Accordingly, on the 3rd April, I received a copy of a resol- ution, passed at the first session of the present Board of Di- rectors, instructing me to survey a line " from Georgetown through Brampton to Toronto," or " any other line" that I might " deem advisable for the interests of the Company." The responsibility of deciding on the route thus in a great measure devolving upon me, I pursued the course usually taken by Engineers under similar circumsinnces, namely, — that of providing myself with fads wherewith to sustain whichever route it might become my duty to advocate. Such facts could only be gathered from instrumental ex- aminations, and I accordir.gly exercised the power vested in me, by carrying out what 1 had designed in the outset of operations : Surveying each route under discussion, namely, — the Southern one, through the still untried valley of the Sixteen ; and, below the Mountain, two others, North of the central one already run : the one passing through Brampton, the other tiirough Brampton and Weston ; being desirous, in arbi- trating between the rival locations, of placing them before you in their true merits and in all their bearings. This coarse was, I feol assured, the best for the interests I M' 10 of the C!ompany, because all experience in such mutters ^ocs to show, that so long as there exists the probability of improv- ing upon a route, when the work must be of an expensive character, as in the case before us, the cost of thoroughly surveying the country is money judiciously laid out. It was also the course certain to prove eventually most satisfac- tory to the Board, as enabling them to meet the clamor amongst " those without,'* which local partialities and disap. pointed individual interests will ever give rise to, where a coveted prize has to be adjudgod undivided to some one of many competitors. I have compressed the foregoing preface into as small a compass, as a detailed exposition of the proceedings of the last four months seemed to me to admit of, and will now lay before you a sketch of each of che Routes explored, and which for perspicuity I designate as follows : — 1st, The "Southern" or " Streetsville and Milton" Route. 2nd, The '♦ Central" or " Meadowvale and Georgetown" Route. 3rd, The " Humber and Brampton" Route. 4th, The " Weston and Brampton" Route. To simplify the comparisons I am about to draw between the foregoing lines, I will here premise, that with the excep. tion of the last named, one crossing point of the River Hum. ber is common to them all, that being on Lot No. 8 of Etobicoke, a little below Fisher's Mills, where the valley of the stream is 750 feet wide, and the water 105 feet below the •' Grade Line" of the Road ; thence to the City limits, or to any point within the City, there are scarcely ordinary diffi- culties to stand in the way of construction. The *• Southern Route," departing from the Humber at the point above noted, is straight to where it intersects the Credit, close by and South of the Village of Streetsville ; thence again, we have an almost undeviating straight line to Milton, u in Trufulgur, at which point, where we are 412 feet above the Lake, commence the difficulties of scaling the Heights. Leaving the Village of Milton close on the right, and passing a short distance in rear of " Peru Mills," the line follows tho general direction of the Valley, having to cross tho Sixteen Mile Creek twice within a distance of one mile, and at a least elevation of 30 feet above iis waters. On reaching the " Third Line" of Nassagaweya, we ar* clear of the valley and on comparatively even ground, but still ascending. In the first Concession of that Township we reach the summit of the Table land, 920 feet above the Lake, being just 10 miles from the foot of the ascent at Milton, having in that distance risen 508 feet. The Township of Puslinch is entered on Lot 18, and on the front of the tenth Concession, an abrupt rocky ridge, at right angles to the lin'^, has to be crossed, the width of which may be taken at 4000 feet, and its elevation above the Lake 1011 feet ; thence we have a direct route, nearly due West, totheGuelph boundary, enter that Township at the angle of the dividing line between Blocks C and G, and continuing on same course to the Town of Guelph, cross the Speed a littL North of the Dundas Bridge, having altogether shunned the Eramosa Creek, which upon every other route surveyed, involves a crossing of no trifling magnitude. The Central route is straight from the Humber to the Es- quesing line, the Credit River being crossed, very favorably, at Silverthorn's Mills, in the third Concession of North To- ronto. From the Toronto and Esquesing line to Georgetown, the course is perfectly straight, crossing the West Credit Stream, in the tenth Concession of the last named Township, and leaving Nerval Village 1^ mile to the North. At Georgetown, which stands 635 feet above the Lake, the ascent of the mountain on this route may be said to com- mence, as it does at Milton on the other. Leaving George- town, the line has a direction about S. 70® W., passes Clendin- IlJ fin's Mills in ihr sixth, and Ldwsnn's Mills on thf ((Mirth Con- cession, aiul so on to Acton ; li mile hi'vond which pliicf, the Hunimit is atlainrd, 071 feet uhovo Luke Ontario, and 3;J6 foet above Geornretown, from whence it is distant 7 miles. From this snmmit to Gnelph, I have had three snrveys made; two only of the lines are practicable; one of them follows the olil conrse traced by M( ssrs. Ilronuh and Wells : the other, more northerly, pass'^.; near the Mills at Rockwood. Those two routes converge to the same j)oint on the River Speed at Guelj)h, close by Allen's Mills; the latter line, that via Rockwood, has in every respfct the advantage of the other, and would be the one aido, entitles the Eastern section of the Central route to an unqualified [(reference over its Southern rival. But it is on the merits of the portions lying West from Milton and Georgetown, that the verdict will mainly hinge. On the Southern route, the general summit of the table land is 920 feet, on the Central 971 feet above Ontario. In the former case, the highest point is reached in a distance of 10 miles from, and an elevation of 508 feet above, Milton ; in the latter case, from Georgetown 7 miles, and above it 336 feet, those two places being assumed as the '* foot of the mountain" on their respective routes. The above figures, comparing iiefghts to be overcome with distances, show a balance in favor of the route through the West Credit valley, over that through the valley o,f the Six- teen Mile Creek ; in addition to which, the " rise" is more evenly distributed over the whole distance on the former, than on the latter line, where the profile presents a series of abrupt '* steps," which would cause the cuttings, in seeking for simi- lar grades (53 feet per mile), to compare impracticably with those on the West Credit Route ; and with similar cuttings, we would have to put up with 4 miles of 70 feet gradient and a startling amount of rock excavation. In point of " allignement" the more Northerly is also the more desirable route ; there being from Georgetown to the summit but two gentle deflections called for, whereas the other demands three, of much lesser angle, in order to adapt itself to the sinuous windings of the valley. i It From tli«' summit to Guelph, tlic siiporioriiy of tho North- ern over the Southorii line is ho decided, as scnrcily to call for comment ; it will be suftlcient to say, that the former h»i8 a gentle and uniform descent, the whole fall, westwnrdly, from the sununit to the market square in Guelph, being 171 feet : on the latter, a rocky ridge is intersected, standing npOO feet above the general surface of tho mountain top, and having a base of about 4000 feet in width. The surveys of both these routes have been mn(h. with such care, as to warrant me in pronouncing thnt the following facts have been fully and fairly substantiated : — Istly, That the Eastern Section of the Streetsville route would require two 53 feet grndirnts, isolated from one anoth. or, of the combined length of 4 miles, whilst the correspond, ing portion of the Meadowvnle line shows a necessity for but one such plane, the length of which would i^e 2^ miles. 2ndly, That the Western Section of the former line would exact a maximum gradient of 70 feet per mile, for nearly 4 miles ; and 2 more miles of 53 feet ascent per mile; whereas the Georgetown route admits of the summit being attained at less cost, in a distance of 6 miles, and on the least of the gra< dients above specified. 3rdly, That the amount of curvature is greater, and the character of the curves more objectionable on the Sixteen Valley route, than on that through the valley of the West Credit. 4thly, That a glance at the " profiles" is sufl'icient, witl.out going into any calculations whatsoever, to show that, in com- paring those two routes, the pecuniary interests of the compa- ny point to the one via Georgetown and the West Credit Valley : and Lastly, As I cannot detect any probable commercial superiority, that a Railway as far South as Streetsville and Milton, (Trafalgar,) could possess over one no farther North than Meadowvale and Georgetown ; I am very decidedly of 15 opinion, tlint in every point of view the intrreots of the Company forbid the selection of the Southern line for tho location of the Toronto and (jru< Iph Railway ; wnd that there- fore, ns regiinis the uscunt of the Heights, the proper route for the road is through the valhy of the West Credit River. Gf.orgetown thus established as a tangential point for the road, ihe question next arises, whether, from there Eastward, it will be bettor to take the route above described, via Silver- thorn's Mills to the (lumber, or to steer more to the North, so as to touch at Brampton. The trial line No. 3, which I have had run for the purpose of testing the merits of such a route, crosses the Main Credit River 1^ mile above Norval, where the valley of the stream, being the most favourable crossing point thereabouts, is 800 feet wide, and its water 110 feet below the Grade Line of the Road, involving the necessity of a very costly Bridge struc- ture and a vast embankment. This is the most unfavourable feature of the *' Brampton Line," and compared with the crossing of the same River on the " Central Line," is a very unfavourable one ; from the Credit to Brampton village, and thence through the Townships of NoKh Toronto and Etobicc'-*i to the Humber, the "con- tour" of the ground is generally favourable for the economical construction of a Railway, and the natural outline of the surface can be judiciously conformed to without resort being had to any gradient exceeding 40 feet in the mile. In arbitrating between this and the Central line, the chief points of difference occur, in the number and magnitude of the streams to be crossed, and the grades that can be obtained. As respects length and allignement, neither can be said to have any decided advantage of the other, nor oan I see that either could justly claim any commercial superiority. The prevalent idea, that to secure the carrying trade of intermediate and neighbouring towns and villages, Railways must pass through them, is generally erroneous. All railways 10 pi»sH<'9H a iiiuiv or loss extondod *• cirel*' of Qttniotioii," ninl (li!rt)»it(! fif tlif opposition gr<)\viii;r out of local pn'judict'S, unci petty intiividiial iiitcrfsts, tho wholo coinmerct^ of tlm r<'f,Mon witliiii tlif liinits uf that iittriiotiod, will, in tli«; cud, Ix; carri(t ient, I would consider a couple of miles more or less of 17 continuous pjrade »s of no vory material consoqurnro, hut detached and isolutrd iriclin<^s of that nature must if pnssihte bo avoided even at an increase of cost. Fortunately such u possibility oxistH, by incurring a trifling increase of distance and no incroaso of outlay ; this is to bo eifucted by adopting the Hrampton Route, vvliich in every Engineering point of view, save the chasm at the Main Cre- dit river, is as much superior to the Central route, as I havo already shown the Central to bo superior to the Southern. The portion of the above lino lying between Toronto and the Humber, at Fisher's, and thence to Brampton, has still to undergo the ordeal of comparison witli a lino from Toronto to Brampton, via Weston. The distance from this City to Brampton by the former route is 20^ miles, and by Weston 21y^ miles, showing, in point of length, a diflerence in favour of the Humber Line of 1^ miles. But the most prominent feature on which to institute a com- parison between these routes, is the crossing of the River Humber, the water of which at Fisher's is 105 feet below the grade of the road, and the Valley 750 feet wide ; at Weston, the water 55 feet below grade, and width of valley 900 feet. In other words, the crossing of the Humber can be efTectec for less outlay at Weston than at Fisher's, by from JC800C to £10,000. As respects the other features of No. 4 route, the grounl from Brampton to Weston is very favorable ; from Westoi to the City I have had no survey made, having, through the kindness of the Engineer of the Northern Railroad, been furnished with the notes of a trial line run by them, and which shows a highly favourable Section, demanding no grades of greater elevation than 40 feet in the mile. I refer you to the attached Estimate tables (vide Schedules A and B) for the cost of this compared with the other routes examined, and from which you will see, that it is not only least in cost per mile, but that the total cost of this, the longest of B I 18 the routes, is lower than tlmt of any otliorline, the next lowest being the line to Brampton by the Hunib^ I have endeavoured to place the relative merits of the several lines talked of and explored, as clearly as possible before you, and carefully weighing all the points of compari- son, cannot pronounce otherwise, than, that the one that offers the greatest facilities for construction is entitled to the prefer, ence. That one is Route " No. 4," passing through Weston, Brampton, Georgetown, and Actcn ; its sole objectionable feature, as compared with ** No.*3," (the only one of all the others that can compfte with it,^ being its greater length, and which is too inconsiderable to outweigh the other advantages set forth. But there is another question, still undiscussed, that may render it advisable to leave the final decision between these routes some time longer in abeyance; I allude to the obtpin- ing of the " right of way." Beyond all doubt, the most ex- pensive port'on of your line in ihat respect will be found in the Townships of York, Etobicoke, and Toronto ; and whilst the question of "location" is still, as regards that Section of the route, an open one, *' Releases" may be obtained on more favourr»bie terms ; or it might be, that that very question would assu"^e so important an aspect, as to be the one on which the final judgment should be rendered. As regards the Estimates — The amounts of excavation, &;c., in the several lines sur- veyed, have been carefully ascertained, and such " margin" allowed in calculatinp; the quantities, as to ensure the estimate being ample to cover the cost of construction. The results of the measurements and calculations are given in tabular form in appeg leava to re* 25 peat, that as regards terminal accommodations, the wants of trade will quickly make themselves heard, once your road is in operation. Your wisest policy will be, to keep pace with, rather than anticipate, those wants, and to limit the first expenditure on the city terminus within narrow bounds. Many Railroad companies have crippled their resources by sinking too much capital in stations, buildings, &c., and the premature expen< diture of 20, 30, or £50,000 on a road of under 50 miles in length, could not fail to have a depreciating influence on its Stock. I have not as yet had time to collect any statistical in forma tion, to show the present and probable prospective resources of the country on and in connection with the line of road, but at some future date, when I come to lay before you a report on the final " location" of the work, I trust to be able to show from the census returns of the counties, that the project can- not fail of being a safe investment. In order that the work may be put under contract this sea- son, the " locating" of the Line, and surveys of the lands re> quired for it, should be prosecuted forthwith. The General Railway Act would seem to require the com. pletion of the latter branch of the work, before the grading can be commenced. lam. Sir, Very respectfully yours, W. SHANLY. I - "%> •I i3 2 •^ ■^ 4-1 • SO «o q so QD © © © © QD » ^ o *:' a ' 2J^ 5 ^ 0) 9 f-4 W e O a. 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