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 .■ /? 
 
 BY THE 
 
 / i,.' 
 
 Government Engineer 
 
 OF THE EASTERN DIVISION OF THE Q. M. O. & O. 
 
 RAILWAY, 
 
 ON THE 
 
 P 
 
 ONTPv.ACTOI\^S 
 
 "STATEMENT OF FACTS." 
 
 3S^02>TTK,E.A.L: 
 
 1877. 
 
To the Commissioners of the O. M, 
 O. & 0, Railway, 
 
 Gentlemen, 
 
 A pamphlet, intended +o create the impression that the 
 Contractor for the Eastern Division of the Q. M. O. & O. 
 Railway has reasonable grounds of complaint ag-ainst both 
 you and myself, having been recently addressed by him to 
 the Premier of this Trovince, I have the honor to oiler the 
 following remarks thereon, merely premising that I have 
 contented myself with meeting as brielly as possi}>le each 
 assertion of a pretended grievance in the order it has been 
 made, without noticing what is undeserving of serious 
 attention, in this cunningly, if some what unscrupulously, 
 devised jereraiade. 
 
 ■§- 
 
 REMA.RKS 
 
 O.N TUB 
 
 Contractor's ** Statement of Facts." 
 
 ENQINEERING AND INSPECTION. 
 
 1. The contractor states : " All engineers, except as pro- 
 " vided for in clause 2, are appointed and paid by me, and 
 " under my control ; carrying this out, I organized the ne- 
 " cessary staff, under my engineer, to make plans. Not- 
 " withstanding, the Commissioners have a staff making 
 " plans, &c., at the Chief Engineer's office." 
 
 Remarks.— The only engineers appointed by the con- 
 tractor, outside of his own official staff, are the assistants. 
 
"«l 
 
 ^ 
 
 Tiicy are subject to the approval of tho Gommissioners and 
 the dismissal of the Chief liugineor. A staff was required 
 from the lirst, as such plans as were submitted by the con. 
 tractor had to be modilied or completely changed, while 
 many others like those for the St. Maurice Bridge, had to 
 be designed throughout in the Government Engineer's 
 office. 
 
 2. The contractor complains : " The Commissioners have 
 " removed from the late Railway Company Engineer's 
 " olhce, all the furniture, tools and implements belonging 
 " to me to their own olhce, and to carry out clause 1 of the 
 " contract, I was obliged to furnish others." 
 
 Remarks. — This was done by order of the Commission- 
 ers. ,- . , ■ 
 
 3. The contractor states : " In June last, I oriranized a 
 " stair and sent them out to complete location in accordance 
 " with contract. The Commissioners compelled me to dis- 
 " band them, saying they had lull control of that depart- 
 
 ♦'ment, &c." i 
 
 .1 
 
 Remarks. — I am not aware of any clause which gives 
 the contractor control of the location ; all locations are very 
 properly made by the Government under their own 
 engineers. 
 
 4. The contractor says : " The number of inspectors on 
 " this road is far beyond anything that is necessary or 
 " usually employed on other roads. During the past sea- 
 " son, in the distance of 102 miles, there were 15 inspectors 
 " and 2 general inspectors, the two latter and ten of the 
 " fifteen were on masonry extending over 80 miles ; this 
 " makes one inspector to every 5| miles, whereas the Inter- 
 " colonial averaged one masonry inspector to every 20 miles. 
 " The latter road gave an inspector a district, and all struc- 
 ♦' tures within that limit he was obliged to attend to ; on 
 
^ 
 
 
 "6 
 
 \ 
 
 " the road under contract ly me, there was no system, 
 " mostly every structure having- a separate inspector, no 
 " matter how close to each other. I have seen inspectors 
 " within sight of each other ; in some cases there were lour 
 " inspectors who would meet at one structure." 
 
 Remarks. — Two inspectors were employed on every 25 
 miles on the Intercolonial llailway, and one inspector was 
 always retained in winter to inspect (juarrying- and dress- 
 in;^- of stone. On reference to the letter of Mr. Lindsay 
 (Appendix 1) it will be found that on the present work one 
 inspector was employed for every eleven .miles ; but as the 
 duties of one of the inspectors was confined to St. Anne's 
 Bridge, which absorbed his whole attention, the supervi- 
 sion of the line was in reality exercised by the four inspecf* 
 ors, who had nothing to do with this bridge. Less than 
 this number would not have sufliced. Inspectors would of 
 course be in sight of each other when they met at the end 
 of their sections. If four inspectors ever did meet at one 
 structure, it must have been luirely accidental. It more- 
 over bec^mo imperative to maintain a rigid inspection, 
 owing to the continual disposition shewn by Mr. Robert 
 McGreevy, the contractor's brother and agent, to thwart 
 the Government inspectors. Both engineers and inspector.s 
 report him hi the habit of covertly countermanding their 
 orders to the sub-contractors, and inciting the latter to do 
 work inferior to specilication. 
 
 5. The contractor appends a comparative statement 
 marked A, of cost per mile on the I. C. II. in 1873, and on 
 this road in 1870, shewing an excess of cost of supervision 
 on this road. 
 
 ■-■'(' ,^, . 
 
 Remarks.— On the I. C. R., the division engineers had 
 the same pay as they have on this road. They had charge, 
 there of 25 miles, here of 50 miles. There was there an 
 assistant to every 12^ miles, with a yearly salary of $1,200, 
 
w 
 
 6 
 
 Hero tho assistants havo char^^o of 19 miles, with $75 por 
 month, and are (lischari,''('(l throu<>h the winter, makinj^ 
 half time. Two inspectors on the I. 0. 11. were paid |100 per 
 month ; one continuously, the other hall-time. Here, they 
 are paid $75 per month, and are only employed durinj^- the 
 working season. One of the main causes tending- to swell 
 tho cost of inspectors is, not their number, but the very 
 slow way in which the works are carried on, owing to the 
 inadequate prices paid to sub-contractors, and constant de- 
 tentions during the past season for want of stone. No 
 matter ac what rate tho work progresses, inspectors hf^vo to 
 be retained. 
 
 ii^ 
 
 6. The contractor says : " Messrs. Boyd and Sutherland, 
 '" two general inspectors, at large salaries, have been put 
 " over the other inspectors. This was never done on the 
 " 1. C. R., but the division engineer was to supervise the 
 " inspectors. This gave rise to several diflerent orders, and 
 " as many classes of work ; in many cases the local inspector 
 " and division engineer's order was set aside, as^ellasthe 
 ♦' contract or specification." 
 
 Remarks. — Most of this statement is contrary to fact. The 
 want of uniformity caused by Mr. R. McGreevy's disposi. 
 tion to do inferior work, and the fact that some of the sub- 
 contractors were doing much better work than others, made 
 the appointment of a principal inspecting engineer neces- 
 sary, which position Mr. Boyd now ably fills. He flatly 
 denies the charges of changing specifications or giving dif- 
 ferent orders, classes of works, &c. Mr. Sutherland was 
 appointed inspector pro tern., at a monthly salary of 
 $75, the work of the section being too much for Mr. 
 Trepanier. 
 
 Reference is here specially requested to Appendices 1 
 and 2, where this subject is fully discussed. 
 
7. The contractor says : " No allusion is made in the 
 " above to parties on the survey between Maskinon^e and 
 " Montreal." 
 
 Remark.— As these parties were employed by the Com- 
 missioners, and entirely out of the contractor's juris- 
 diction, no further reference need be made to them. 
 
 8. The .'oiitractor says : " I wrote on the 3rd November, 
 " notifying them to disband all staff on the work ; -iievcr- 
 " theless, all the engineers and some of the inspectors are 
 " still under pay, though having nothing to do." 
 
 Remarks.— The inspectors were all discharged, save one 
 to look after the quarries, as soon as work ceased on their 
 sections. The assistants had to be retai ned a short time to 
 plot their cross-sections, notes, &c., without which their 
 summer's work would have been unintelligible ; after- 
 wards, they too were discharged. 
 
 EARTH EXCAVATION, (ORADING.) 
 
 1. The contractor states : " The contract schedule pro- 
 " vided for 2,014,200 yards, for the entire line ; this inclu. 
 " des the 500,000 additional, called for by Messrs. Baiilairge 
 " & Light's report, see page 49 of printed pamphlet, as for- 
 " ming part of the present contract." 
 
 Remarks. — The quantities are here correctly quoted. 
 1 am not responsible for them. They, as well as the profiles 
 from which they were deduced, were arranged bj iny pre- 
 decessors. The profiles form an important part of the con- 
 tract, and govern the quantity of grading, be it more or less. 
 
 2. The contractor says: "Immediately, upon opening 
 "work last spring, the grades were raised consider- 
 " ably over what was required by the contract amend- 
 " ed profiles, referred to in report above alluded to ; in 
 
8 ■-.',::::-,,■ 
 
 " many cases fully five fcer. Fearing this •would lead to 
 ' more than a reasonable addition, and would entail other 
 " works, I refused to proceed without a proper order." 
 
 Remarks. —The changes in question wore very necessa- 
 ry and Avero those approved by the Government, viz: a 
 raise of grade at a few points between Quebec and Three 
 Rivers, to get the rail level above ground, involving 118,000 
 cubic yards earth, and 310 yards of masonry; also, a 
 ch- iigc of line near Portneuf, involving 22,000 yards more. 
 A general raise will also have be made, for several miles 
 east of Lerthier, where the orighial grades had been laid 
 some live ieet below Hood level, cxusing an unexpected 
 increase of 77,000 yards, or a total of 217,000 yarde. The 
 latter change has not yet been approved. 
 
 ? The contractor states : " In September when a greater 
 " part of located line was under construction, and nearly 
 " completed, this side of Portneuf river, the work wasstop- 
 " ped for a change of line required by your chief, for a dis- 
 tance of.ibout a mile. Most of the season was lost before 
 a decision was come to, and even at the last moment the 
 proper order was not issued, nor yet, tho' promised by 
 your engineer. This has compelled this work to be done 
 in winter at a very large cost, deep clay cuttings which 
 should been done in summer. This has delayed other 
 works both sides of the chanu'e." 
 
 Remarks. — This change I have already eferred to. It 
 was a most necessary one. It got rid of a 6 degree curve, 
 and 3 1 degrees of curvature on a long maximum grade, 
 whioh would have greatly crii>pled the line, no other cur- 
 ves exceeding 4 degrees. The change \7as recommended 
 as soon as a survey could bo made shewing its feasibility. 
 The orders to make the changes are given by the Governor 
 in Council. The change did not interfere with other works 
 on cither side, and as operations on this part of the lino 
 
 
 4 
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9 
 
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 done 
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 ceafepd before the close of the year, it could not have caused 
 a «^!^at exc(\ss of cost for winter work, there beino- only 
 10,000 yarJs taken out, to the present time, in the clay cut- 
 iiig-s referred to. To llnish the entire grading- in accoidance 
 v.'ith th(! last amended profiles, will take about 300,000 
 yards in addition to schedule quantities, or 50,000 yards 
 more than stated in a foot note to Messrs. Baiilairge 
 and Light'L! report of 18th March, 1875. (See Appendix 4). 
 This excess is made up of the above reclilicalions, and a 
 balance of 83,000, instead of 1,000,000, as the contractor 
 states. 
 
 FOUNDATIONS. > .^ 
 
 ]. The contractor states: "The schedule based on the 
 specilicaiion attached to contract, provides for $118,000, 
 for the entire work of foundations on the whole line. 
 The classes of foundation the chief engineer bis exacted 
 where artificial works were necessary, and which were 
 operated upon last season, and those proposed to be done 
 as per pfans now before me, will entail an expenditure of 
 $350,000, or an excess of $232,000, over what is already 
 l^rovided. When this present contract was made, it was 
 based on and included all the plant<, specifications and 
 conditions of previous contracts then in existence, (see 
 last paragraph of preamble, page 5 of printed contract), 
 with the various additions as contained in the circulars, 
 ifcc, alluded to in same paragraph. All the plans and 
 specifications, (see page 53, of prmted contract) for arti* 
 licial foundations were ai)provod of by the railway com- 
 pany, before signinfj the present contract, and as Messrs. 
 Baiilairge and Light, to w^hom was referred the whole 
 matter of class of road, did not object to the plans and speci- 
 fications chcn adopted by the company, but recommended 
 alteration and strengthening of some (see clause G of Bail- ' 
 lairge and Light's report, jiage 51, printed contract), before 
 the plans above referred to were made, the borings to as- 
 
 2 
 
10 
 
 " certain natiirn and depth of soil at Batisean, St. Maurice, 
 " St. Anne, and Bout de I'lle were made under the then 
 " engineer, and in some cases a second boring was taken 
 " of the foundations ; all this, together with the fact that 
 " some of the ibiTudations were already done, fixed them to 
 *' 1)0 as per plans and specifications then forming part of 
 " contract, with the addition as provided in report, and the 
 " sum of money required for this service, monied out for 
 " «>ach item, Schedule B." 
 
 ]iEMAUKs'. — It is true the present contract was based on 
 the specifications and conditions of i^revious existing con- 
 tracts, but tlic! plitns were specially ignored ; I always pro- 
 nounced them to be deficient, and the quantities deduced 
 from ih<^m " too small ;" but I am not responsible for them, as 
 they were arranged before I took charge of the work. The 
 structures built on them were condemned in my report to 
 the Grovernment, of 12th January, 1875, and also in the 
 joint report of Messrs. Baillairgo and Light, of the 13th 
 March, 1875, embodied in the contract, (see Appendices 
 Nos. 8 and 4). A special clause in the latter stipulates that 
 th(! contractor binds himself to make all changes in plans, 
 &c., (see Appendix 5). I knew the foundations would 
 have to be enlarg(>d, and clause 1, above mentioned, vs^as 
 meant to cover ihem. It is quite possible that these enlarge- 
 ments are much more extensive than the contractor contem- 
 plated, but they arc just what they should be. The value 
 of these f(mndations, as nearly as can now be arrived at, is 
 ^■2G8, 000, or an excess of :§ 150,000 over schedule quantities. 
 The additions are merely suilicient to make the works safe 
 and permanent, a more important consideration than that 
 of expenditure. 
 
 2. The contractor says : " In I he beginning of March, I 
 " submitted to the Government Engineer, plan of Batisean 
 " river ibundntion to meet the reqairements of the sixth 
 " paragraph of the report above alluded to. This plan was 
 
** 
 
 11 
 
 " not approved. To moot tho Grovernmei\t Enginoer'H 
 " views, new plans were made and duly signed and ap- 
 " proved by him on the 11th March. "Work was commenc- 
 " ed, and some of tho foundations completed." 
 
 Remark. — Only one of the foundations was partially 
 completed before a change was ordered. 
 
 3. Tho contractor says : •' On the 2nd August, your 
 " engineer forbid our proceeding with those foundations 
 *' vmtil the piles had been tested by placing an enormous 
 " weiglit upon some of them. This was complied with, 
 " and on 4th were ready for inspection." 
 
 Remark — The •' enormous weight " here spok(m of was 
 s'lnply the proportion each pile would have to bear, viz : 
 the weight of the pier itself, the iron superstructure, and 
 the rolling-load, with a small allowance for vibration. 
 
 4. The contractor says : " On tho 20th August, your 
 '' engin':)er stoppect the work by insisting on another plan 
 " (see Appendix G) ; the work already done and approved 
 *' of w' as taken up, and the plan refused in March, substi- 
 " tuted, thereby virtually causing the loss of the season 
 " and a large sum of money by delay, damages and work 
 " not paid for in the changes " 
 
 Remarks. — The only change that has been mad(! in the 
 plans of this liridge, is in the foundations, and on only one 
 of these was any work done . over a second time; vi/ : — 
 Pulling up one tier of the floor in pier No. 1, a com- 
 paratively trilling matter, the timber being all used 
 again. The change was mainly necessitated by the fal- 
 lacious character of the l)orings taken before the works 
 caino under my charge ; tho absence of correct data had 
 prevented me from studying the subject, as it should have 
 been, in advance. Tho borings token shew^ed a hard bottom 
 fifteen feet beneath the river bed. When the works were 
 
12 
 
 commenced, it was found that no such hard bottom existed. 
 Piles were driven three times this dej^th into soft material, 
 and as the bearing piles that had been delivered for the 
 foundations, were only in twenty-live feet lengths, in order 
 to utilise them and meet the difficulty the bases of the 
 piers were enlarged. When the foundations were finally 
 pumped out, the bottom was found so treacherous that 
 three feet of concrete had to be put under the floor to stiffen 
 it, and ensure safety. The contractor's statement that the 
 plan " refused in March" was afterwards "substituted" can 
 be disproved by the following comparioon of the found- 
 ations of one pier : 
 
 OONTllACTOIl'S PLAN SUBMITTED 
 IN MAIl<;iI, 187C. 
 
 Number of rows of pilos 4 
 
 Width of iilatfurin 13 ft. 
 
 Niiuibor of tiers croBS-tirabors 1 
 
 Itumbcr in floor, cube foot O'Jj 
 
 Thiclcnos8 of oonoreto in foot 2 
 
 C'.ibo yards of ooncrota 20 
 
 PLAN ADOPTED. 
 
 Number of rows of piles 8 
 
 Width of iiliitform 21 ft. 
 
 Number of tiers cross-tiuibors 2 
 
 Lumber in floor, oubo foot 20C() 
 
 Tliioknoss of ooncrotc in foot 3 
 
 Cube yards of oonorote 100 
 
 The atiditional tier of timber was cheaper than masonry, 
 and helped to distrilnite the superincumbent weight of the 
 narrow pier over the wide lloor. Nothing was done but 
 what was necessary to cnsvire stability, and the (bundalion 
 is the cheapest that could be safely devised for the situation. 
 From the soft nature of the River bed, there can be no 
 doubt that if the foundation had been put in on the plan 
 first submitted, it would have sunk bodily under the weight 
 of the high piers. The real causes of delay were : first, tlie 
 fact that about half onough stone was delivered to complete 
 the masonry during the past worliing season ; the other 
 half having been delivered last winter. Secondly, the 
 
18 
 
 fact of the two western piers having been misplaced by 
 the Contractor's Engineer, by which two rows of piles in 
 each pier were mis-driven. (See Flanagan's letter in Con- 
 tractor's Appendix J J J and Appendix 42) ; and thirdly, 
 a marked insulliciency of plant to carry on the piers 
 simultaneously, . ' " ' 
 
 ST. ANNE'S BRIDGE. 
 
 8 
 21 ft. 
 
 2 
 ..20CO 
 
 3 
 .. 100 
 
 1. The contractor states: "Foundations St. Anne's, were 
 in position in 1875, as required by plans and specifications 
 (See Appendix I and J.) "When about to commence the 
 masonry on the "West abutment of East or main channel, 
 it was stopped, until a new platform was put on. Pier 
 1, had to bo surrounded by a cofferdam pumped out, the 
 old foundations changed, preventing the masonry of this 
 pier being completed last season (Appendix K. and L.) 
 Draw i)ier which in contemplation to do away with. No 
 decision yet." 
 
 Remarks. — The foundation in position inl8Y5, was on a 
 T. form, and the abutment proposed to be built on it 
 differed materially from the Eastern abutment, already half 
 built. The plan had several objectionable features, and 
 liad l)een specially conderaned by me. (Appendix G). It 
 will be seen by (Appendices 7 and 8), that the contractor 
 did his xrtmost to carry it out in direct violation of his con- 
 tract. It was only by the Commissioners taking strong 
 ground, that he was prevented from so doing, and at length 
 compelled to build the bridge on an approved i^lan. 
 
 Clause 1, (Appendix 5,) of the contract distinctly binds 
 the contractor " to make all changes in plans," &c., and 
 provides that '' all i>lans shall be approved by the Govern- 
 ment Engineer before the works are begun." The founda- 
 tion of pier 1, was fluilty, being "stilted up," on a pile 
 
14 
 
 foundation, previously condGmnod by mo, (soe my report 
 of 12th January, 1875, and Messrs. Baillairgc and Light's 
 report of 13th March, 1875, (in Appendices 3 and 4). The 
 contractor was notified to cut this pier down to the level of 
 the river bottom, early in the season, but he persistently 
 c .'aded the order, and only complied with it near the 
 close of the season ; still in time enough however, to have 
 completed the pier, had there been stone on the ground. 
 I have strongly objected to the "draw" in this bridge, and 
 have endeavoured to have it done away with, but the 
 decision does not rest with me. 
 
 2. The contractor states : " All these delays prevented 
 " this Bridge being completed last season. Regarding 
 
 n 
 
 delays, damages, and work not paid for, this bridge is 
 ♦' the same as Batiscan." 
 
 Remarks. — The contractor is directly responsible for all 
 delays on the works, except as regards the draw-bridge at 
 tSt. Anne's. With this single exception all delays have been 
 caused by mismanagement, a deficiency of stone and plant 
 to carry on the piers simultaneously, and by the contractor's 
 persistent efforts to evade the plain terms of his contract. 
 
 ST. MAURICE BRIDGE. 
 
 1. The contractor says ; " on the 8tli May, I wrote to the 
 " Government Engineer, (See Appendix M.) sending two 
 " plans of foundations and piers for this river (St. Maurice), 
 " on a very solid and approved system." 
 
 Remarks. — Both the plans of foundations in question, 
 were of a very temporary and unsafe description, being 
 mere cribs of timber, some twenty-five feet high, founded 
 on piles ; the crib extending?; from the river bottom to with- 
 in five feet of low water. The faces composed of a oingle 
 thickness of 12" x 12" timber, laid three inches open, the 
 sx^aces furred uj) with deals, and the interior filled with 
 
16 
 
 loose stono. I pointed out to the contractor, that the great 
 run of logs i)oculiar to this river, would rapidly wear away 
 the unprotected corners of the cribs, and the piers extend- 
 ing fifty feet above them would be destroyed. This opinion 
 was fully endorsed by the Board, and the plans condemned 
 on the 21st May. 
 
 2. The contractor says : " On 14th February, your en- 
 " gineer sent letter regarding lioring .vhich referred ahnost 
 " entirely to Portneuf ; but cs all this had already been 
 " previously done before plans were made, and as heexact- 
 " cd a class of tools not in Canada, without comjilying with 
 "clause 10, of contract regarding extras, I did not feel 
 •' called upon to notice it. In the same letter he suggests 
 " a class of foundations, similar to the one I sent him in 
 " May, and since rejected." 
 
 TIemarks. — My letter to the contractor of 14th February, 
 esi)ocially referred to the St. Maurice, as I considered that 
 river more imporlant than Portneuf, (Appendix 0.) 
 So called l)orlngs had been taken, with unsuitable imple* 
 ments, but I told the contractor they would only mislead 
 him ; especially, as they had not been taken at the bridge 
 site, l)ut one hundred i'eet further down the stream, the 
 line having been moved since they wci.' taken, (see 
 Appendix 10.) I therefore strongly urged upon him; 
 the necessity of having proper borings made, before he 
 committed himself to any plan, (see letter, Appendii 9.) 
 I did not " exact a class of tools not in Canada," but I in* 
 formed him where two sets, such as I recommended, could 
 be had — failing this, I told him that they could be made at 
 any machine shop in the Dominion, under competent direc- 
 tions. It is the contractor's business to have proper borings 
 taken, therefore they cannot be considered as an " extra." 
 The foundation I recommended in my letter, differed en- 
 tirely from that sulnnitted by the contractor in May. Instead 
 of a mere crib filled with loose stone, the masonry was 
 
10 
 
 to ho sunk in a caisson, ibnndod on pilos sawn oil' at the 
 river bottom. By way oi' utilising- the timber delivered for 
 the condemned loundation of the Company, I told the con- 
 tractor that I Would not object to the caisson bof/om ])eini? 
 composed of several thicknesses of square timber, laid close 
 and alternately and thoroughly ])Qlted into a solid block, 
 the whole to be buried in rip-rap. Such a foundation is 
 safe and enduring-, and is precisely what is now being built. 
 (See Appendices.) 
 
 3. The contractor states : " On 0th August, my engineer 
 " wrote your engineer for a decision." 
 
 Remauks. — I at once notified the Division Engineer that 
 the contractor might put in a coder-dam at pier 4. He re- 
 plied that they objected to begin the dam, as there was no 
 stone to ))uild the masonry, and the dam would i)robably 
 be destroyed by ice in winter, (see letter Ax)pcndix 11.) 
 
 4. The contractor states : " No official decision on plans 
 "submitted, until 18th Dec, 187G, when a programme of 
 " foundations Avas sent by your chief engineer, the cost of 
 " which will almost come up to the whole sum provided 
 " for in contract, intended to cover all foundations on the 
 " line." 
 
 Rem AUKS. — I have already stated that the " plans sub- 
 mitted," were at once condemned. As I returned them 
 myself, to the contractor's engineer, on the 23rd May, 1870, 
 I certainly did not think it was necessary to send an 
 official letter. The contractor has taken advantage of this 
 circumstance to profess ignorance of my decision. The 
 " programme of foundations," complained of, is what 1 had 
 recommended on the 14th February, 1870, just ten months 
 previous to the date above mentioned, by the contractor. 
 As to its " cost," it is the cheapest possible way in which the 
 
 
 -m 
 
17 
 
 sub- 
 Ithcm 
 187G, 
 d an 
 If this 
 
 The 
 ll had 
 
 )iiths 
 
 ictor. 
 Ihthe 
 
 work fould bo done, with any rcj^ard to safety, and por- 
 mancnco. On the 4th September, 1870, I received the 
 ef)inplcte borini>-s ol" Ihe St. Maurice, without which I had 
 lold thct contractor, I would not consider any phans. On 
 the IGth of same month, I informed him, at a full mooting- of 
 the IJoard, that I would discuss the question. He replied 
 " there is no hurry, there is no stone, and I wish to make 
 a winter's job of it." Not approving- of this delay, I pre- 
 pared and submitted a set of plans similar to those I had 
 recommended, on the 14th Febn xry. be contractor mean- 
 time having declared his inability to prepare satisfactory 
 plans, the Board directed me to send them to him which 
 1 did, at the end of December, (^ee correspondence in Ap- 
 pendix 12.) 
 
 5. The contractor r-.ys: "About a month ago, I siib- 
 "mitted in an informal manner plans of iron cylinders, 
 " approved of by the most eminent engineers in Canada. 
 " This plan was rejected by your chief eng'ineer in a few 
 " hours after its being in his possession." 
 
 Remarks. — It certainly did not take me much time to 
 judge of the utter unsuitableness of the plan in question. 
 It consisted of iron cylinders 8 feet in diameter, J on inch 
 thick, set in pairs at each pier. They were placed 7 feet 
 apart, set 3 feet into the clay bed of the river, with piles 
 driven into the river bottom, from the inside of the cylin- 
 der, which was iilled with concrete. There was no con- 
 nection below the water, which was here some 30 feet deep, 
 at low water with a rapid ciirrent. I have no hesitation 
 in saying that the contraction and expansion of the ice 
 above would speedily have destroyed them, not to mention 
 the immense pressare from logs, to which they would yearly 
 be subjected. The " eminent" Canadian engineers referred 
 to have certainly never had the hardihood to try them in 
 their own country. They work well in tropical climates. I 
 used them successfully in my practice in South America. 
 
 3 
 
111 Russia they signally failed. The remarks as to the 
 canscs of delay at Batiscan and St. Anne's Bridges, apply 
 to the St. Maurice, but with still more force. The sincerity 
 of the contractor's desire to proceed vigourously, with the 
 works, so much affected in his correspondi^nce, and that of 
 his emi)loyc('s, will l)e best tesled l^y the following facts ; 1st 
 that up to the 1st December, 187G, not a single tlimension 
 stone, for the St. Maurice Bridge, was on the ground, and 
 only 58 out of 400 bearing-piles required for the foundations 
 of the two central piers, had been delivered ; and secondly, 
 on No. 2 district, 50 miles in length, which in- 
 cludes Batiscan and St. Maurice Bridges, and other large 
 structures, containing 10,588 yards of masonry yet to build, 
 up to 11th Dec, 1870, there were but 258 yards of dressed 
 stone delivered, not one yard of which was delivered at 
 St. Maurice, (see letters of Messrs. Hamlin & Boyd, in Ap- 
 pendix 13.) 
 
 PORTNEUF. 
 
 1st. The contractor says : " Both pier foundations of this 
 " structure (Portneuf bridge) were in, and masonry built 
 *' about twelve feet high under the late North Shore Railway 
 " Company, from plans made by their engineer ; these were 
 " approved of by your engineer, (see 5th paragraph of re- 
 " i^ort, page 51, printed contract.) The abutments were 
 " placed in their i^osition on the same plan." 
 
 Remarks. — It is true that the bases of the two piers 
 were in i)lace and carried up about ten feet when I was 
 appointed Government Engineer in September, 1875. I 
 subsequently made a critical examination of the work, and 
 found the masonry at the Eastern pier especially, exceed- 
 ingly bad, in no single respect up to specification, and 
 quite unfit for this important structure, (see letters on 
 this subject, Appendix 14.) The plans were never approved 
 by me. In the report above quoted by the contractor, my 
 remarks referred to the " batter " and " size " of the mason- 
 
m 
 
 of this 
 built 
 
 ailway 
 were 
 of ro- 
 wcre 
 
 piers 
 I was 
 75. I 
 z, and 
 xceed- 
 11, and 
 rs on 
 proved 
 or, my 
 mason- 
 
 19 
 
 ry ; not to its character, or to the foundation. The situa- 
 tion of the Bridc^o is a peculiarly danj^erous one. It spans 
 a gorj^e some sixty foot deep, the rail level boini^ upwards 
 of seventy feet above the w^ater. The sides of the ravine 
 are composed of slippery blue clay, and are liable to heavy 
 land-slides; and the foundations on the Eastern side, spo' 
 cially demanded very careful consideration. 
 
 2nd. The contractor states : (in a letter dated 14th Feby., 
 1876 :) " Your engineer calls for borings to be made on a 
 " scale but with tools not in this country, but for reasons 
 " already stated I took no notice of the letter in as much 
 " as the necessary order required by clause sixteen was not 
 " corai)lied with, which should have been done, as this 
 " structure was one of those already approved of." 
 
 Remarks. — I apply to this statement the remarks I 
 have already made on the same subject as regards St. 
 Maurice, viz : The tools were to be had in this country ; in 
 in any case they could have been specially made ; no 
 "order" was " necessary." Clause sixteen only treats of 
 " extras," and borings do not come under that head. 
 
 3. The contractor says : " On 21st April, I submitted 
 " plans of this bridge, based on the previous one, with the 
 " addition of deeper abutment foundations and borings 
 " taken with such tools as the country afforded. No deci- 
 " sion was come to for some time, as both Commission and 
 " Chief Engineer were endeavoriiig to obtain iron super- 
 " structures instead of wood, as provided by the contract, 
 " in addition to which the Chief Engineer had an idea of 
 " iron trestle viaducts." 
 
 IIemakks. — I accepted the general plan of the abut- 
 ments; i. e. the masonry, not the foundations. No borings 
 at all had been taken, the ground having been merely 
 sounded with a bar. 1 had to withhold my decision about 
 
20 
 
 the piers, as tho quoKtion of iron or wooden suporKtructurcs 
 was in abeyance. An iron trestle viaduct liad been con- 
 sidered, but never at all recommended by me. 
 
 4. The contractor says: "On tho Slst May, my engineer 
 " haviuf,^ been inlbrmed that it was decided to conibrm to 
 " tho original spanninjj witli wooden trusses, wrote your 
 " engineer askhig leave to proceed with the masonry. It 
 " was al)out tho same time a new idea arose ol" taking down 
 " the two piers, for tho reason that the foundation was 
 " questionable, and to equalise the spanning of tho river ; 
 " this led to a long controversy, the result of which was to 
 " save time, I submitted to ; took down the East one, and 
 " rebuilt it in same spot, and on the same jilatform. This 
 " caused a delay of some two months or more to the work." 
 
 Remarks. — On receipt of the letter al)Ove mentioned, 1 
 at once notiiied the I3oard that I most certainly considered 
 the ibundr.tion "quc'tionable," and that I entirely disapprov- 
 ed of the masonry ; I therefore advised that the small 
 amount of work completed on the piers should be taken 
 down, which was accordingly done on the East pier. (See 
 letters in Appendix 14.) Proper borings, which the con- 
 tractor had hitherto persistently refused, were then made 
 on the site of the removed pier, and as these disclosed the 
 satisfactory nature of the ground, the pier was rebuilt on its 
 former site. I certainly would not consent to the work 
 going on, until this fact was clearly established ; the masonry 
 in the East pier being utterly unlit for so important a struc- 
 ture would have had to come down in any case. Tho 
 spans at present an; unequal. Had new iron superstruc- 
 tures been put in, it was intended to equalise them, but 
 as the Board decided to retain the wooden trusses which 
 had been already framed to fit the unequal spans, tho pier 
 was of course rebuilt " in the same spot," but now with 
 good masonry. The contractor may thank himself for the 
 * two months delay." Two-thirds of the season had been 
 
21 
 
 wasted, owing to the wiii)t of stone, and his refusal to mnko 
 proi>er borings. I know of no other ciiusos. The omoval 
 of the Ikiso of the pier mentioned, containing .^i ine 100 
 yards of masonry, occupied iil)out two or three days. 
 
 5 The contractor says : " I have the opinion of the l)e8l 
 " engineering" skill in Canada, which will be shewn you if 
 " necessary, who are of opinion that the piling lo East 
 " abutment exacted by the Chief Engineer, was not only 
 " unnecessary, but an injury." 
 
 Ri:mauks. — I regret to differ fro.n the eminent and 
 mysterious authority here referred to but as I i)ossess a 
 practical knowledge of the locality in question, I am still of 
 opinion that the pile foundation I arranged is the best that 
 could be dev'sed. ^. 
 
 The Contractor's Engineer at first submitted a plan of an 
 abutment founded on a simple platform of timl)er and 
 concrete two feet thick, to bo sunk some eight feet into the 
 slippery clay at the lowest or front side. The abutment had 
 to act as a retaining wall to resist 37 i'oet of earth, and th') 
 pressure from behind on such material would have quickly 
 toppled the whole over into the ravine. The approved plan 
 was for an abutment, to be sunk eighteen feet into the clay, 
 and then founded on piles driven twenty-Uve feet deeper 
 until a firm substratum of gravel was reached ; the heads 
 of the i^iles being thoroughly waled and cross- waled with 
 six by twelve timber, and well bolted together. The floor 
 composed of three feet of good concrete, well rammed in 
 between the wales, and carried one foot above the pile 
 heads. 
 
 6. The contractor says : " All science and practice shew 
 " that bearing piles should bo jierpendicular, whereas part 
 " of these are ou the slant, and part perxwndicular," 
 
9' 
 
 Remarks. — Bearing piles should be perpendicular, when 
 the pressure upon them is in the same direction, as in 
 ae case of a pier. In this case where the pressure to be 
 guarded against is largely from behind, and then Tore 
 oblique, piles should be driven obliquely to resist ii. I am 
 perfectly satisfied of this in my own mind, but in order 
 also to satisfy my employers, I voluntarily referred the 
 matter to Mr. Joseph Tomlinsou, Engineer of the Depart- 
 ment of Public Works, Ottawa, who is conceded to be 
 the best authority on foundations in the Dominion- 
 He fully bears out my opinion, (sec his letter Appendix 15). 
 
 7. The contractor says : " On the 24th July, I w^rote your 
 " Engineer informing him that the East abutment of 
 " Poitneuf BiN^ge, and also the pier of the same on the 
 " Monday following would be ready for inspection.'' 
 
 JRemahk. — Such notifications are always promptly at- 
 tended to by myself, or one of my staff. 
 
 MASONRY. 
 
 1. The contractor states: "A new specification was 
 " made and issued on the line by your chief engineer, dif- 
 " fering materially from the one attached to the contract." 
 
 Remarks. — Only one specification was issued by mo ; it 
 was identical with the Northern Colonization Railway 
 contract speciiication adopted for this line, on the recom- 
 mendation of Messrs. Baillairge and Light, in a joint report, 
 excej)t that my specification was rather more explicit and 
 decided some vag'ie po. uts, such as dimensions of bonds 
 and joints ; also, the using of Vc tland cement throughout, 
 instead of common lime ; this speciiication was unanimously 
 approved by the Commissioners before being issued, 
 
 2. The contractor states : " Mr. Boyd, one of the general 
 " inspect/^rs, again added to this specification ; the inspec- 
 
28 
 
 " tors changed it to suit their views, and so on. The result 
 " was no sub-contractor or foreman could know for one day 
 " what specifications lo go by, or whose orders to follow. 
 " The work the ins^ .^ctor would approve, Mr. Boyd or Mr. 
 " Sutherland, the general inspectors would condemn, &c." 
 
 Remarks. — Mr. Boyd positively denies having added 'o 
 the sp(^ciiication, or did the inspectors ever deviate from 
 it. (Appendix 2.) 
 
 3. The contractor says : "During the summer the chief 
 " engineer turned all ciilverts intended to be dry, to first- 
 " class work, equal to bridges, and to a great exLent Port- 
 " land cement was used. The contract specification, (see 
 " rejiort of Baillairge and Light, page 51), which clearly 
 " defines that Tortland cement will only be used in lirst- 
 " class masonry. The Commissioners approved of the 
 " Engineer's recommendation, that culverts be made first- 
 " class masonry, and that Portland cement be used therein, 
 " and ordered the work to be done, &0." 
 
 Remarks. — The original Seymour speci.Tication w^hich 
 was embodied in the contract v/ith the Government, re- 
 quired that 0.11 structures exceeding live feet in height 
 should be built in hydraulic cement first-class, (seo letter 
 to Commissioners, Appendix 19) This was however 
 modified in the hope that good dry masonry w^ell put 
 together would suffice, but it w^as found impossible 
 to get "Mr. Robert McGreevy, the contractor's 
 Ijrother and agent, to do good work ; it therefore became 
 necessary to insist upon the building of all structures 
 over five feet high, as required by the above mentioned 
 sp(>ciiication, which the Commissioners approved. At that 
 early stage it did not matr.er to some of the sub-contractors 
 what terms were contained in the specification of the 
 Government Engineer, as they had, according to official 
 reports uf the division engineers, by their own acknow^- 
 
iedgment when reprimanded for doing bad workj a con- 
 tract with Mr. McGreov^'' for a very different and in- 
 ferior class of work, and were t >ld not to pay attention to 
 the engineer's speciiicalion. These sub-contractors said 
 they could not build the work required by the engineers at 
 their prices ; hence, mvtch of the delay in building culverts, 
 and the diniculties the engineers and inspectors h"d to con- 
 tend with l)efore a good class of culvert masonry could be 
 obtained. 
 
 4. The contractor says : " From calculations made accor- 
 " ding to the requirement.' of your chief engineer for the 
 " masonry of main structures, and also for the culverts being 
 "made first-class, and their dimensions largely increased, 
 "it will take 40,000 cubic yards of first-class masonry for 
 " the whole line, (old location,) or an excess of 15,000 cubic 
 " yards-^^to $210,000." 
 
 Remarks. — The final quantity of first-class masonry, 
 will exceed the contract schedule some 10,000 yards. I 
 am not responsible for this excess as the schedule quantities 
 wove arranged by my prcdec(\ssors with the exception of 
 .'5,000 yards added by Messrs. Baillairge & Light, to cover 
 increased , ''Ae generally, as well as extra depth in the St. 
 Maurice ant Bout de I'lle Bridges, which is ample. 
 
 5. The contractor says ; " The St. Maurice Bridge alone, 
 " will have an increase of 4,500 cubic yards, as per i)resent 
 " plans of chief engineer." 
 
 Remarks. — The masonry in this Bridge when comple- 
 ted, will only amount to 4,500 yards ; hovr then can it be 
 in excess the same amount ? 
 
 0. The contractor states : " The masonry involved by 
 " the increased raising of grades over and above provided 
 " by new contract, between Lorette, and near Portneuf, 
 " and which was ordered by yonr Government, on rccom- 
 
•' mendation of Chief Engineer and Conimissioriers, has hot 
 " been estimated as an extra yet, though perhaps it may 
 "' have ])een included in monthly progress estimates, and 
 " taken from the bulk sum, like many other item." 
 
 Remarks. —The additional quantity of masonry, due to 
 raise of grades between Quebec and Three Rivers, is 310 
 yards, value $3,178, (see Appendix, 17). It has been 
 returned in the contractor's monthly estimates. In the 
 contractor's letter to the Commissioners of the 27th June, 
 1 87G, a copy of which was sent to the Government, this insig' 
 nificant quantity ii designated as " a large increase in cul- 
 vert and bridge masonry," and " at a tremendous cost." The 
 dimensions of the masonry now building are as small as is 
 compatible with safety and permanence, and are much 
 smaller than similar structures on the western division of 
 the same Railway. Owing to the constant vigilance of the 
 engineers and inspectors, the masonry has been latterly kept 
 up to specification, and is generally of good quality, 
 but this result has been arrived at only by a strict super- 
 vision, and an unsparing condemnation of all bad work, 
 and is not due to any cessation of Mr. Robert McGreevy's, 
 mischievous interference. The class of work the contractor 
 was formerly in the habit of putting up, may be judged of 
 by my reports and those of the divisional Engineers. (See 
 Appendices, IG to 23). 
 
 IRON BRIDGINQ. 
 
 1. The contractor states: "Clause 10 of contract says, 
 '* ' The party of the first part covenants and agrees also to 
 " build Iron Truss Bridges of the best quality and most 
 •' approved plans for the crossing of St. Anne, Batiscan, St. 
 " Maurice and Ottawa Rivers.' The then Treasurer, Hon. 
 •' Mr. Robertson, to whom was entrusted the detail of the 
 •' schedule, informed me when speaking of this item, that 
 
I: 
 
 26 
 
 " the sample of what they required was already erected 
 " over the Back River, on the Northern Colonization 
 " Railway." 
 
 Rkmaeks. — I cannot judge of what the lion. Mr. Robert- 
 son may have said to the contractor ; what he said to me 
 was that he exacted first class work, and held me res- 
 ponsible for its execution. 
 
 2. The contractor continues : " That your Chief Engineer 
 " held the same opinion is evident, from the specification 
 «' he issued to the manufacturers 13th October, 1875, (Ap- 
 " pendix D D). 
 
 Remarks. — I issued no specification to manufacturers. 
 The contractor designates as "specification" a jirivato me- 
 morandum which I sent to five American Bridge Com- 
 panies, in order to ascertain relative prices for information 
 to bo laid before the Grovernraent. This memorauvlum, 
 (Appendix 24,) the contractor obtained from one of the 
 firms in question. The information was required for the 
 following reasons : 1. It was proposed to increase the width 
 cf the spans at the St. Maurice and Bout de I'lle Bridges, 
 in order to equalise the expense between piers and super- 
 Btructures. 2. I wished to ascertain accurately what would 
 be the increased cost of iron over wood, as from its then 
 extreme low price I intended to recommend iron for all 
 spans above 50 feet, and in the memorandum I sent out, I 
 asked for iirices for nine different widths of span, from 60 
 to 230 feet. Tho spans, on the present work, according to 
 the contract, were but of three widths, viz: 150, 160, and 
 230 feet. I could thus hardly have issu'^d a specification 
 for spans that had no existence. Besides, at that time, the 
 contract had not taken effect, no commission had been ap- 
 pointed, and it would have been simply absurd to have 
 issued a specification without the power to close a contract. 
 
3. Tho contractor says : " Moreover the fact, that same 
 " specilieatiou is made from the manufacturer's specifica- 
 •' tion who made tho iron bridge on Northern Colonization 
 " Railway above referred to." 
 
 Remarks. — The contractor's statement is incomprehen^ 
 sible ; there was no specification, so there could be no simi' 
 larity, . 
 
 4. The contractor says : " On this specilication I was 
 " prepared to furnish the new iron bridges w^hich I believe 
 " covers all that is required for a lirst-class bridge, and hyd 
 " closed for their construction, when your engineer 
 " changed his mind and required Lattice Bridges, and after 
 " a few months' delay issued a second specification headed 
 " for Truss Bridges, but in the body demands Lattice." 
 
 Remarks. — I had never recognised my memorandum as 
 a specification, and am not answerable for what tlie con- 
 tractor chose to assume. I have always considered Lattice 
 Bridges the best, and I strongly recommended them in 
 submitting my specification of 20th May, 18V6. That I am 
 not singular in this preference wall be seen by ref n-enco to 
 the letters of Messrs. Hughes and Fleming, (Appendices 
 25 and 2G.) "What the contractor is pleased to- call my 
 " second " specification is in reality my first. I headed it 
 '• Truss Bridges," a term equally applicable to lattice or 
 pin connection bridges. The distinction between the two 
 is in the fact that the former is fastened with rivets ; the 
 latter with pins and nuts ; but both come under the deno- 
 mination Oi Truss Bridges ; tLough the contractor would 
 make it appear that the Truss is a distinct class of bridge. 
 The contractor is careful to suppress the fact that I con- 
 demned his specification on the 31st March, 1876. (See 
 my letter. Appendix 27.) He based it partially upon my 
 I memorandum, which was no specification at all, nor ever 
 i intended for such. A comparison between my specification 
 
 1 
 
ipr 
 
 28 
 
 of 20ilx May, 1870, and the contractor's (see Appendix 28,) 
 will show how deficient the latter is in all those details, 
 which are essential to a correct speciiication. See letter 
 Irom Mr. Hughes, bridge inspector, Grand Trunk tlailway, 
 on these plans and specification, (Appendix 25.) 
 
 5. The contractor says : " Time passed on without any 
 •' decision from your Chief Engineer or the Commissioners." 
 
 Remarks. — My decision was always fixed in favour of 
 the lattices, for which my first specification of 20th May 
 was prei)ared. 
 
 6. The contractor continues : " This state of matters con- 
 " tinned on without any results till some time in September, 
 '• when another and third specification was fixed upon, 
 " bearing date 18th September, differing materially from 
 " the other two previous ones," 
 
 Eemaiiks. — The Government meanwhile decided that 
 it would be unfair to exact lattice bridgos for this road, as 
 two pin- connection bridges, of very fair construction, had 
 been erected on the Northern Colonization, before the con- 
 tract came under Government control. I was accordingly 
 directed to prepare a specification for pin-connections, and 
 to send it to +he contractor. This is what he terms my 
 "third specification," in reality the second. At the same 
 time I wrote to the President of the Commission, expressing 
 that my opinion was still in fa^ jr of lattice bridges, as 
 superior in safety and durability, although pin-connection 
 bridr'^s, when thoroughly made, answer well enough. I 
 pointed out also the great importance of having these 
 bridges made by a firm of good reputation, who manu- 
 factured their own iron, and I insisted on this as a con- 
 dition, when agreeing to the change of specification. (See 
 letter Appendix 29.) 
 
 7. The contractor goes on : " By this time the season for 
 '• contracting foy those bridges had passed, and yet no de-. 
 
29 
 
 sioiiers. 
 
 " finite understcaiiding- come to between the Commissioners 
 " and Chief En<,aneer as to what they required, or if they 
 " understood each other, the necessarv order eaUed for by 
 " chiusc 16 was not complied with, or communicated to 
 " me." 
 
 Remarks,— The " season for contracting- " had not pass- 
 ed ; the price of iron bridging having remained stationary- 
 There was a perfect understanding between the Commis- 
 sioners and myself. There was no necessity for sendinf>- 
 an order under clause 10, as the bridges now required were 
 well within the contract. 
 
 8. The contractor ^ays : " Endeavoring to facilitate mat- 
 " ters, I requested manufacturers to submit new rates l)ased 
 " on the lattice specification. The rates were so far in 
 " excess, owing io the overweights of w^hat previously 
 " called for, that I could not close without requiriu"- the 
 " proper order for the exira weight." 
 
 Remarks. — At this time the new specification had been 
 adopted and sent to the contractor, who therefore need 
 hardly have troubled himself about fresh tenders for the 
 lattice specification. 
 
 9. The contractor says : " On 10th October I submitted 
 " to your engineer strain sheets from a first-class manufac- 
 " turer." 
 
 Remarks. — These strain sheets were accompanied by a 
 plan some 30 per cent, too light, which had several objec- 
 tionable features. I therefore rejected them. 
 
 10. The contractor continues: "On 9th December he 
 " replied, making no satisfactory objection to them, but 
 " merely that they are not in accord with clause 4th, and 
 " sub-clauses 1, 2, 3 & 4, which simply means I had to 
 " submit names, which I positively declined to do ; this 
 
30 
 
 clause is intoiided, like the steel rail clause, to throw mo 
 into the hands of a ring of speculators, who are already 
 jireiiared for the result, and understand how things are 
 going. The interest of the road requires a first-class 
 bridge of the very best raiterial, to a fixed specification, 
 strain sheets, tests, inspection, &c. Further than this 
 does not come within the power of your engineer, be- 
 cause it gives him the advantage of making use, if he so 
 desires, of the names to suit combinations of speculators, 
 thereby throwing me into the hands of one man, while 
 no better bridffo is obtained." 
 
 Remarks. — It is usual on all railways to submit the 
 names of manufacturers ; it was done on the Intercolo- 
 nial, and clause 4, and the sub-clauses alluded to, are 
 identical with the I. C. R. specification. They are 
 very necessary to ensure good work ; each manufacturer 
 beiiig required to submit details of his own system, en- 
 abling the engineer thus to judge of their respective merits, 
 and to select the best. I have nothing to do with the con- 
 tractor's suspicions regarding " a ring" and " combinations 
 of speculators." My sole aim is '* the interest of the road," 
 and to secure " a first-class bridge of the very best material," 
 for the furtherance of which desirable end it is my busi- 
 ness to adopt such means as will prove most efiectivo and 
 beneficial to the public, regardless of the contractors pre- 
 tended fears. 
 
 11. The contractor says : " On the 30th December, sub- 
 " mitting strain sheets from another manufacturer. On the 
 *' 3rd January he replies as usual, and to which I replied 
 " on the 5th instant, thus the matter remains till some 
 " understanding is come to, and I desire it soon ; as already 
 *' I will be obliged to pay more than I could have obtained 
 " them for at the proper time, viz. : between February and 
 " May last, and the market may yet go up." 
 
dl 
 
 -"-/ft 
 
 w 
 
 Remarks. — The strain shoots in this case were accom* 
 panied by no planj specification, or other essential data re- 
 quired by my specification. It was quite impossible to 
 judge what sort of bridge the contractor intended to build ; 
 had I accepted them, I should have been completely 
 at his mercy as regarded details of construction ; of 
 course it was my duty to refuse them. From Slst March, 
 1870, till 30th December, (a space of nine months), the 
 contractor has persistently endeavoured to evade his con- 
 tract, and has thus himself caused the delay, of which he 
 so bitterly complains. After the "Ashtabula" horror I 
 notified the Commissioners that I would take no 
 further responsibility in the matter of these bridges, unless 
 the contractor furnished me with proper data to enable me 
 to judge correctly of their designs. Shortly after this, he 
 did submit satisfactory plans, specifications, and strain 
 sheets from the firm of Clarke, Reeves, & Co., Philadelphia, 
 first-class people, with whom a contract has since been 
 closod, with my approval. The price of iron is about the 
 same as it was ; any risk however the contractor incurred 
 in this matter he may impute to himself, as is the case in 
 regard to other particulars connected with the road. 
 
 WOODEN BRIDaiNO. 
 
 1. The contractor says: " Specification of contract fully 
 " described the detail of the work." 
 
 Remarks. — The specification did nothing of the kind; 
 it was exceedingly vague, giving not one single detail, but 
 requiring all to be done in conformity with plans and spe- 
 cifications to be furnished by the engineer, 
 
 2. The contractor says : " Following this up, plans and 
 " detail specifications of the sizes of timber, iron, bolts, &c., 
 " together with the live load per foot, factor of safety, tests, 
 " &e., was furnished me by late Chief Engineer of railway 
 
82 
 
 '• company. Contract given out to a first-class bridge 
 " builder in accordance with the company's reqiaireraents, 
 " work iiroceeded with ; all the iron and timber, &c., re- 
 " quired for those between Quebec and Three Rivers, was 
 " prepared and delivered on line, those from Quebec to La- 
 " chevrotiere inclusive were framed, ready to put up (Cap 
 '• Rouge being up) and approved of." 
 
 Remarks. — The specifications given out by the lato 
 Railway Company were fifty per cent lighter than the 
 standard now adopted, which is as light as is safe ; further 
 the old specification is modified by the clause in the new 
 contract, which binds the "contractor to make all changes 
 in plans, in conformity with Government requirements 
 from time to time." The contract may have been given to 
 a "first-class bridge builder," but it does not at all follow 
 that the bridge was up to the approved standard ; as already 
 stated, the work was in some instances, some fifty per cent 
 too- light. The contractor got i^ossession of the plans, and 
 never allowed me to see them till 22nd December, 1876, 
 although I had written to his Engineer on the 11th 
 Jialy, demanding them, and had constantly requested 
 them verbally besides. I could not therefore have "ap- 
 proved" of work, of which T had never seen the designs. 
 (See my letters in Ajipendicos 31 to 34.) 
 
 3. The contractor says : "In March, 1875, the Railway 
 " Company referred to Messrs. Baillairgc and Light, for 
 " their report on the class of road. In their report no re- 
 " ference is made to these bridges as requiring any addi- 
 " tion or change though all the plans, specifications, &c., 
 " were before them, and Cap Rouge framed." 
 
 Remarks. — Messrs. Baillairge and Light made no re- 
 ference at all to the bridges as their attention was not 
 directed to them. (See joint report, Appendix 4). I never saw 
 the plans and specifications till December, 187G, Caj) Rouge 
 
8^ 
 
 ; bridge 
 rements, 
 &c., re- 
 ers, was 
 !C to La- 
 up (Cap 
 
 the late 
 liaii the 
 
 further 
 he new 
 changes 
 rements 
 given to 
 I follow 
 
 already 
 per cent 
 ans, and 
 ir, 1876, 
 
 e 11th 
 
 quested 
 e "ap- 
 
 iS, 
 
 
 € 
 
 Was framed, but not raised ; a more pile of timber at thd 
 time of our report, and covered with snow. 
 
 4. The contractor continues: "When present contract wa.s 
 " made no reference was made to them further then sub- 
 " stitutinff iron bridges for the principal rivers. The 
 " schedule rate was fixed for that class of bridge." 
 
 Rematiks. — No reference was made to these bridges 
 more than to any other item of the road. They were in- 
 cluded in the general clause above alluded to, which binds 
 the contractor to make all changes required by the Gov- 
 ernment, &c. The schedule rate was fixed for no particu- 
 lar kind of bridge, beyond a good one, in conformity with 
 contract. 
 
 5, The contractor says : " After a long delay your engi* 
 neer now wants changes in those bridges, almost double 
 their present rate. He has given the bridge-builder a 
 certificate accepting them, but refuses to return them in 
 estimates to me. No doubt the contract empowers 
 changes to be made, but clause 4 of contract directs their 
 payment, and clause 16 the order. (See letter from Chief 
 Engineer and reply thereto.) While he admits by the 
 letter that the additional work should be paid, and orders 
 it to be done ; his allowance is below the value." 
 
 Remarks. — I have already stated that I could not get the 
 plans from the contractor ; he is therefore to blame for the 
 delay, as the necessary changes woiild otherwise have been 
 at once decided upon. I merely gave the bridge-builder, 
 at his own request, a certificate that he had fulfilled his 
 contract with the contractor ; it does not at all follow that 
 I considered the work up to standard, which it was not, 
 being some 50 per cent, too light. I did not at all admit 
 in my letter to contractor that the change should be consi- 
 dered as an extra ; I merely stated, while ordering it, what 
 would be its cost. (See my letter, Appendix 34.) 
 
 5 
 
84 
 
 6. The contractor further says : *' t want to ho paid for 
 '* all the additions, without any deductions for materials, 
 " not used by the change." 
 
 Remarks. — I do not for a moment doubt the accuracy of 
 this statement. Who can ? ^ 
 
 7. The contractor states : " Much valuable time has been 
 " lost by those new ideas introduced at so late a period of 
 " the work." 
 
 Remarks. — There has been no loss of time but what the 
 Contractor is himself answerable for, and caused by his re* 
 poatcd attempts to evade his contract. (See my corres- 
 pondence on Wooden Bridges, in Appendices 31 to 34, 
 especially letter of July, 1870.) 
 
 8. The contractor says : " Contract empowers changes to 
 " be made, but clause 4 of contract directs their payment, 
 " and clause IG the order." 
 
 Remarks. — The changes in question do not require 
 " payment," as they are only such as the contractor is 
 bound by clause 1 of his contract to make, " from time to 
 time, in conformity with Government requirements." 
 
 MACHINE SHOPS AND ENGINE HOUSE. 
 
 The contractor ;;;.ys : " On 13th June I wrote Commis- 
 " sioners that 1 h \,d submitted plans to the Chief Engineer 
 " for those buildings at Quebec, and requesting him to de- 
 " cide on the location. No decision yet, though it will take 
 *' more than one season to construct them." 
 
 Remarks. — The decision does not rest with me. They 
 can be easily constructed within one season. 
 
85 
 
 I'AH.SENQER STATIONS. 
 
 1. Tlu^ contractor says : " Tho schcclulo allows $60,000 
 " for tho ihrce principal stations, Quoboc, Montreal and 
 " Three Rivers. I employed an arehiteet (Mr. L(»page) 
 " expressly to make plans lor buildini^s ; and submitted to 
 " your Eni(ineer-in-Chief plans of Quebec station, which 
 " would havt^ come within the sum apjiropriated. The 
 " general plan was a>jcepted with considerable changes and 
 " additions." 
 
 Remaukh. — The "changes and additions" in queslion 
 almost amounted to a remodelling of the plan, which was 
 entirely unsuitod to tho requirements of a railway station. 
 The olhces were ill-arranged, the upper story badly lighted 
 (with only three windows, now changed to seven,) the 
 arrival shed without side-doors, and the baggage and ex- 
 press ofUces placed inside, on the Northern platform, in- 
 stead of outside, as now placed — thus taking up half the 
 space of the platforms, already too limited. 
 
 2. Tho contractor continues : " "When the detail phins 
 " came to bo submitted for approval, they were rejected, 
 " and others made by your Chief Engineer substituted. 
 
 RE\fARKS. — With the remodelled plan the specification 
 had to be revised ; the contractor was required to furnish 
 enlarged plans of details; some were submitted, which 
 were unsuitable, and the larger portion had to bo 
 entirely jirepared in the Government Engineer's office. 
 They are in keeping with the aj^proved plan and specifica- 
 tion. 
 
 3. The contractor states : "The details so made and sent 
 " to the inspector were not in many cases adapted to the 
 " building, the foundations of which were in, the year 
 " previous, nor to the general plans submitted." 
 
m 
 
 I 
 
 iilii 
 
 
 it: 
 T 
 
 I 
 
 fJHi 
 
 Remarks. — Every part of the building is in keeping 
 with itself and the approved design, as can be ascertained 
 by an examination. 
 
 4. The contractor further says: "Alterations, changes, 
 " new plans, putting up, and taking down were daily and 
 " hourly resorted to : no plan sent in by Lepage would be 
 " accepted, so much so that I lost entire control of the 
 " building." 
 
 Remarks. — The main plan, as arranged by me, has been 
 (with one slight exception,) strictly adhered to. Mr. Le- 
 page's details were rejected because they v.^ere unsuitable. 
 "Pc 'iing up" and "taking down" has been constantly re- 
 sorted to, owing to the negligence and inefficiency of the 
 contractor's people, scarcely a day passed without a com- 
 plaint from the inspector of some attempt to put in inferior 
 material and work, which had to be taken down. (See ap- 
 pendices 35, 36, 37 and 38. 
 
 5. The contractor says : " Roof of a construction and 
 " weight fit for three buildings." 
 
 Remarks. — The roof was designed by the contractor ; I 
 disapproved of it as being heavy and exi^ensive ; it was oi' 
 the A form, and saved several feet of side walls. Had I 
 condemned the roof, the v/alls would have had to be raised, 
 so the expense in either case would have been pretty 
 nearly equal. Not wishing to condemn all the con- 
 tractor's work, I retained the general form of tae 
 roof, only altering it, sufficiently to make it useful and safe. 
 As first designed, the principals were composed of timber 
 4 X 12 placed every 4 feet on the side w^alls, without re- 
 ference to the openings for doors and windows where no 
 proper anchorage could have been secured. The side 
 walls had been designed in the office of the old Com^rany, 
 and were scientifically arranged with heavy pilasters 
 at every 14 feet 7 inches, to receive the feet of the 
 
37 
 
 principals, which arrangfement the contractor's design com- 
 pletely ignored. I therefore increased the sizes of the 
 principals 50 per cent, or to 6 x 12, and j^laced thorn 14 
 feet T inches, or 360 per cent further apart, or above the 
 pilasters, where they could bo properly anchored ; this of 
 course necessitated the usual arrangement of purlines and 
 jack rafters It is now a good roof, but owing to the pecu- 
 liarity in the construction of the principals, which had to 
 be cut half away at their intersections, it is necessarily 
 much heavier than a roof with a horizontal tie beam would 
 be. I warned the contractor of this fact, on the 21st May, 
 1876, at a meeting of the Board, called to approve of the 
 plans, and advised him to substitute an iron roof, which 
 would be much lighter and cheaper. He replied, that 
 owing to the change from wood to iron in the bridging, ho 
 had a quantity of timber on hand which he wished to 
 utilise. Had the roof been built as first designed by the 
 contractor, it would ha\e been very liable to lire, from the 
 fact of the timbers of the principals being laid so close to- 
 gether ; in any case it might have hecn almost termed a 
 solecism in architecture. The actual difl'eronce in weijrht 
 between the defective roof, and the one now built is r.x 
 tons or fourteen per cent as will be seen by the following 
 note from Mr. Boyd made at the time.^ 
 
 6. The contractor says : " The appearance and conve- 
 '* nience of the building has been seriously injured l)y 
 " insisting upon taking down the stone walls previously 
 
 *" The oxeoss of cost cf the rf'of for tho Palais Station on tlio plan approved ovor 
 " that of a roof according to tho plan subtnittod by tho Contractor will bo $120.00 ag 
 " shown by tho following estimate." 
 
 5,750 foot B, M. more timber ® $40.00 porM $230.00. 
 
 I,l0e lbs. loss iron lOo. per lb 110.00. 
 
 $120.00 
 
 Tho difforonco in weight is about tons, or soy li per cent. 
 
 J. E, B. 
 
I 
 
 hi 
 
 38 
 
 " put np to over one foot, thereby brinjjing clowu the floor 
 " on ground level, below the surface of the ground." 
 
 Remarks. — One foot was taken olFthe foundation walls, 
 which had been laid before the work came under my 
 charge, and which were one foot too high to suittb'> estab- 
 lished grade of the ctation-yard, I was reluctant to do il, 
 and consulted the Board about it, but it was found that 
 the hiu'her level would have to be carried all over the station- 
 yard, as v.ell as the crib-whariing ; it v/as therefore jiulged 
 l)ettcr to reduce the foundation walls, and the building is 
 still high enough lor all practical purposes. 
 
 7. The contractor continues : " I did all that was possible 
 " to prevent this being done, but to no avail, and it« cost, 
 » up to now is $30,000, though only $10,000 '-i^ ni 
 " allowed in the progress estimates." 
 
 Remakks. — The contractor's meaning is here more than 
 usually ol)Scure ; the reduction of the walls did not cost thirty 
 dollars. It says little for the contracto^-'s management, if the 
 building is to i)rove so costly. At this time, when tlabor 
 and material are cheap, it should not cost more than the 
 estimated value, viz. : $20,000 ; and I very much doubt 
 that it will actually cost as much. The l)ody of the build- 
 ing is as small as can answer for a terminal station ; all the 
 work, tnough substantial, is very plain. The arrival shed 
 is 104: X 58 feet, and therefore only long enough to 
 admit one pas^icnger car behind the engine and baggage 
 car. It onght to have been 100 feet longer, so as to admit 
 three cars, bi^t this would have overrun the estimate; and 
 the shed can b3 lengthened at any time, (oee Appendices 
 35 to 38.) 
 
 ROLLING STOCK. 
 
 1. The contractor says : "On the 14th October, 1875, T 
 " submitted to your engineer specifications of Passenger 
 
 m 
 ,'fi-^ 
 
 •f 
 

 the floor 
 
 
 I." 
 
 Ml " 
 
 
 ^p <i 
 
 on walls, 
 
 
 nder my 
 
 1 
 
 -b'> ostab- 
 
 1 " 
 
 : to do it, 
 
 M 
 
 )und that 
 
 (1 
 
 10 station- 
 
 (1 
 
 re jiid^-ed 
 
 (1 
 
 Liildint^ i« 
 
 j^aib ■< 
 
 
 I^B 
 
 
 l^v 
 
 s possible 
 
 H 
 
 1 it« cost, 
 
 H 
 
 ni 
 
 [lore than 
 
 ■ 
 
 ost thirty JH. 
 
 pnt, if the 
 
 H 
 
 en dabor 
 
 B 
 
 than the 
 
 H 
 
 3h donbt 
 
 1 
 
 ho bnild- 
 
 H 
 
 i ; all the 
 
 9 
 
 ival shed 
 
 w 
 
 oug-h to . ,.;•>; 
 
 baft-gajje > '- 
 
 to admit 
 
 
 ate ; and 
 ipendices 
 
 1875, T 
 assenj^-er 
 
 and Freight Engines, as provided by contract, nine J>as- 
 senger and seven freight, 15 x 22 cylinder for former, and 
 IG X 24 for latter ; after careful examination he approved 
 of thom. I gave the contract to the Portland Locomotive 
 Company, a iirst-class establishment, of high standing and 
 reputation. They proceeded with them according there- 
 to, till the inspector's visit for their approval, when 
 several changes, additions, &c., w^ere insisted upon by the 
 Commissioners, the approved specification thrown aside, 
 and all, except four of them made, were to be 16 x 24. 
 The extra cost by this change, including vacuum brake, 
 will be $800 each." 
 
 Remarks. — T approved of the specifications generally, 
 but reserved the right of altering details, (see Appendix 39). 
 Twelve of the locomotives^were made, on my recommenda- 
 tion, 10 X 24 cylinders, which rendered them more 
 serviceable in the winter season. The contractor is careful 
 to suppress the fact that the specification he gave to the 
 superintendent of the Portland Locomotive Works, was not 
 the specification approved by me, but an entirely inferior 
 one, of which I knew nothing, and by which the work 
 Was depreciated just the amount he quotes on each loco- 
 motive, viz.: 1800; thus, the "addition" the Co •'-ictor 
 complains of, is simply what was required to bring the 
 work up to the standard of the approved specilication. The 
 superintendent of the works in question himself informed 
 me of the substitution of the specilication made b} the 
 contractor, and I at once notified the Board of the fact. 
 
 2. Cars. — The contractor stales : "After the specification 
 " on whicu I made the contractr with the manufacturers 
 " had been approved of, this class of work is costing me 50 
 " per cent, over the schedule price, because at the time the 
 " contract was made a more moderate class of rolling stock 
 " was intended than is now exacted." 
 
 
40 
 
 § 
 
 M 
 
 I 
 
 li!! 
 
 
 ill 
 
 If 
 
 I- 
 IS 
 
 m 
 
 i 
 
 iiii 
 
 llEMARKS. — i approved of the specification on which it 
 is said the contracts were mado with the manufacturers, on 
 the distinct understanding that it was to be according to the 
 latest Grand Trunk standard, and I made my approval deijcn- 
 dent on this condition. The contractor professed to be 
 willing to conform to my stipulation, but at the same time 
 issued his own specifications, which arc of an entirely 
 dilleront and inierior character. I was unable for some 
 time to detect the imposition, as the contractor, in direct 
 violation of his contract, neglected to furnish me with plans, 
 and I had therefore no means of judging of the genuineness 
 of the specifications He persistently disregarded my 
 • jistant demands for such plans, but qf^vo me at last copies 
 ui ;)eciIication,s, which I sui)iiiittod to Messrs. Blaekwell 
 & VV .,lace, G. T. R. superintendents. The letters of these 
 gentlemen (see Appendix 39) state that the contractor's 
 specifications were not accordiifg to G. T. E. standard. I 
 direct attention to my reports to the Commissioners, (see 
 Appendix 39) in which will be found, at length, the whole 
 facts of the case. 
 
 3. The contractor continues : " The manufacturers are 
 " complaining that the orders of the inspector differ and 
 " clash repeatedly with the specification given him by the 
 " Chief Engineer, who on his part has already given 
 " several difl'ering from each other during construction." 
 
 Remarks. — This statement is quite contrary to fact. I 
 have never given any specification at all to either the 
 inspector or the contractor. 
 
 PILES BRANCH. 
 
 The contractor says : " Believing that it was within the 
 " scope of my power and duty, under the contracts, to 
 " locate and build a line within the nnantities and sum 
 " provided for this Branch, I sent out a party to complete 
 
 ■ill 
 
.41 
 
 " location, this 1 was, as alroady stated, prevented doing. 
 " It now appears that, from the Commissioners' location, if 
 '• yet linishcd, fully 100,000 cuhic yards of excavation will 
 " ho required on this line more than provided by contract 
 " schedule, and this in a part of the country which will be 
 •' either very hard class of earth or rock, &c." 
 
 Remarks. — The position taken l)y the Commissioners 
 with regard to the location of this road is correct ; the con- 
 tractor has no "power" to locate a line. The location 
 chosen, is moreover as good a one as the country will 
 admit. I did not arrange the schedule quantities. 
 
 ESTIMATES. 
 
 The contractor says : "No proper monthly progress 
 estimate as provided for by contract has been made or 
 paid me since the present contract was signed. Every 
 month between the 15th and end of month, sums of 
 money would be handed me, without an explanation as 
 to the proper balance, or based, as far as I am aware of, 
 on any properly made estimate of the work done, and 
 materials delivered. AVhen later a copy would be given 
 me the omissions of work done and material delivered, 
 were so great as to be a serious matter # # # ^ 
 I have repeatedly called the attention of the Commission* 
 ers and the Chief Engineer to these omissions, but to no 
 purpose." 
 
 IvEMARKS. — Every item of work done and "materials 
 delivered" by the contractor, has been duly returned in 
 the monthly estimates, by myself and my staff, I know 
 of no omissions in these estimates, as can je substantiated 
 by reference to the monthly returns of the Division Engi- 
 neers, who are directed to return accurately the amount of 
 work done, material delivered, and value thereof, accord- 
 ing to established schedule rates. 
 
 G 
 
u 
 
 CONCLUSION. 
 
 1 have now noticed the Contractor's statements in theif 
 order, and it remains for me to review the subject, in its 
 true bearings upon the work. Touching" "delay" the Con- 
 tractor observes at the close of his pamphlet. " The object 
 " your Chief Engineer could have had in so delaying the 
 " work I am unable to say, if it was for the purpose of keep- 
 " ing the work back to have it spread over several years he 
 " has fully carried his point." In reply, I state that I have 
 voluntarily recommended to the Government, a line be- 
 tween Maskinonge and Montreal, (GO miles in length), 
 which will occupy two years less time in construction, 
 than the one (via Bout de I'lsle) previously contemplated. 
 This line has boon approved by Mr. Fleming in a report on 
 the subject, in which he states that its adoption will save 
 an expenditure of half a million of dollars to the Govern- 
 ment. Further, I call attention to the following facts : On 
 division No. 2 of this road (50 miles in length) there were. 
 Up to December, 1876, but 258 yards of dressed stone de- 
 livered, and out of 18,073 yards of masonry, only 1,700 
 yards completed, leaving 10,913 yards yet to do, on the 
 division, including the St. Maurice Bridge. The masonry 
 is the heavost portion of the work, and governs the time of 
 completion, the grading of the road being so light that an 
 energetic and experienced contractor could have eompleted 
 the whole of it between Quebec and Montreal, in one 
 season. The work has boon in this contractor's hands for 
 three years ; during a year and a half of this period, it has 
 been under Government control, with monthly cash pay- 
 ments at fair rates, for all work done, material delivered, 
 and ready for delivery* The divisional engineer re- 
 ports, (see Appendix 13), on the 13th December, 1870, 
 (the close of the working Reason), that but little progress 
 has been made owing " to a great want of energy 
 in pushing forward the masonry," but that " strenuous 
 efforts" were to be made bv the contractor thi-i winter, to 
 
 
4S 
 
 get out all the stoiio '^ftodcd to finish the work. The ex. 
 v?nt of these "effoitfi" .an bo appreciated by the fact that up 
 to 31st March, 1877, (the close of the haulini? season), Mr. 
 Hamlin's returns (Appendix 13) shew that there have 
 been 1,324 yards of cut and 2,008 yards of rough stone 
 delivered, or less than 20 per cent of the quantity 
 required ; there are still 1,100 yards of cut, and 1,158 yards 
 of rough stone in the quarries, miles away from the Avork. 
 The delivery of stone in the summer season is made almost 
 impossible by the bad state of the roads. At this rate of 
 progression, the work may possibly be finished in live 
 years, Ijut the facts show that the Government Engineer is 
 not, at any rate the party, interested "in keeping it 
 back." 
 
 The contractor began the St. Maurice Bridge some three 
 months ago, and has already made mistakes that will 
 prevent its completion this year. That it could have been 
 comi^leted with proper management, will be seen by 
 the letter of Messrs. Macfarlan and Macrae, practical 
 bridge builders. (Appendix 12). The foundations of the 
 two deep water central piers should have been put in 
 through the ice this winter, but the contractor, disre- 
 garding my advic' to this elfect, (see letters Appendix 12) 
 has confined his attention to the two shore-piers, which 
 are of less importance. Of these two, he has put in the 
 foundation of the western pier successfully according to 
 the suggestions I gave him, but with the eastern pier he 
 has acted in opposition to my advice, and has persisted in 
 sinking the masonry at an unseasonable time of year, on 
 piles iiie of which project eight feet above the rivi-r 
 bottom ; the caisson having no outside protection, it 
 was impossible for a diver to go down at that 
 season to Jirrarge the foundation. It is thus left in a pre- 
 carious position, and will cost a great deal of money to 
 render safe. It is my business to approve the plans of 
 foundations and masonry, but the contract gives me no 
 
44 
 
 control over the contractor's mode of j^otting in the works, 
 and though gravely objecting" to his proceoding, I could 
 hardly stop it, without incurring a charge of unnecessary 
 interference. 
 
 The contractor would make it appear that constant 
 changes have been made by me on the works, especially 
 as regards the structures. I can show that on upwards of 
 two miles collectively of varied and difficult bridging 
 (both wood and iron) requiring for the most part artilicial 
 foundations, not to mention numerous large culverts and 
 small structures, there has been but one change made by me, 
 after the plans had been approved ; this was in the founda- 
 tion of Batiscan Bridge, whore the borings taken had 
 proved so fallacious. Deep-water foundations are always 
 more or less uncertain to deal with, even where careful 
 borings have been made, and it is difficult to judge of them 
 properly until they have been "unwatered." In the case 
 of Portneuf Bridge, plans were made, and the work sot out 
 (although situated 36 miles distant from head-quarters,) 
 24 hours after I had received the proper borings from the 
 contractor. In connection with this subject, I will allude 
 to a letter from Mr. Ilol)ert McGrreevy, the contractor's 
 brother and agent, in reply to one of mine of the 20tli July, 
 1876, directing his attention to some important facts con- 
 nected wath the work, (Appendix 14). The contractor's 
 agent says : " Ever since the signing of the contract in 
 " September, 1875, "I have repeatedly urged you for a 
 " decision respecting this structure," and " on or about 
 " the 28th April, I renewed my entreaties, knowing well 
 " that especially with this structure, not a day was to 
 " be lost. At this conversation you expressed a wish to 
 *' have an iron trustle viaduct, or an iron truss bridge over 
 " the Portneuf river, cither of each you would prefer to the 
 " present stracture as provided for in the contract." No 
 official communication passed between the contractor's 
 
45 
 
 agent and myself, on this subject, until the 14th ro})ruary, 
 1876, on which clay, not "on or about the 28th April," he 
 called with their engineer to submit a plan for the struc- 
 ture which the latter recommended, but which I condemn- 
 ed as impracticable. I advised that borings should be at 
 once made, and I expressed a preference for an iron super- 
 structure, but said that whether wood or iron, the quantity 
 of masonry would be the same ; but if the hill-side should 
 prove to be rock, a trestle viaduct w^ould be the cheapest. 
 This conversation I embodied in a letter which I gave to the 
 contractor's agent shortly after. He again remarks: "It 
 " now appears by your letter that borings will still l)e ne- 
 " cessary though to w^hat purpose I, or any other person 
 " connected wdth the work cannot see, as the excavation of 
 " of the east abutment shews clay of the best kind, quite 
 '* compact and safe, the pier cannot have a better foiuida- 
 " tion than what is now laid bare. It is however gratify- 
 " ing to find you come even at this late date to what you 
 " then refused, and delayed the work until now, i. c, boring 
 " tools of the usual kind for the east abutment. Had you 
 " accepted the borings by these very tools three months 
 " affo, the work would have been more advanced." The 
 question of borings has been already discussed in my re- 
 marks on contractor's "statements," but I take occasion to 
 repeat that no borings had been made here, unless the con- 
 tractor's agent designates as such, a sounding of the surface 
 by a crowbar ; " boring tools of the usual kind," even, not 
 having been used. The clay was of the worst description 
 that I have ever seen, and formed a very bad foundation. 
 Since the date of my conversation with his agent, the con- 
 tractor had excavated a foundation-pit, at the East abut- 
 ment, to the depth of 1 8 feet, it was necessary to ascertain 
 how much farther the clay extended, and as it was soft 
 enough to admit of i^enetratiou by anything, 1 told the 
 contractor's agent that the ordinary tools would suflice. 
 He used these tools accordingly, and bored a few feet, 
 
46 
 
 when ho was stopped by a vein of hard sand, and had 
 linally to o])oy my original order, and ai)ply the proper 
 inii)l('nient8, such as I had recomiaonded on the 1.4th 
 February, 1^70. The contractor's engineer also submits a 
 letter on the same subject, but I do not notice it, as the 
 points it contains have been already discussed. 
 
 The correspondence produced l)y the contractor, in sup- 
 port of his statements, is unreliable ; facts are either distorted 
 or suppressed to suit his couA'cnience ; and in one instance 
 he has not hesitated to resort to fabrication in order to bol- 
 ster up his case. I allude to a letter, publishi'd in his ap- 
 pendix, purporting to bo from Messrs. Munro and Stears, 
 sub-contractors for a number of sections, including Portneuf 
 Bridge, wherein they are made to observe. " The cause of 
 " this great delay was a number of plans received from the 
 " Government Engineer, and a want of decision on his 
 " part as to how the foundations were to be j)ut in." 
 I a-ppend a letter from these gentlemen, (Appendix 40) 
 in which they state that " they never received any plan 
 "from me," and that the only plan they had was from the 
 contractor's engineer. Further, in my presence and that 
 of Messrs. Lindsay & Hoare, (Appendix 41) they qualified 
 the letter contained in the contractor's pamphlet 
 as a "gross forgery," and stated that the delay was 
 entirely caused by the contractor's neglect in furnish- 
 ing them (as agreed) with stone to proceed regularly 
 with the work. 
 
 The contractor also produces a letter to his engineer, 
 from Mr. Boyle, divisional foreman, wherein it is stated 
 that " great losses and delays have occurred over a con- 
 " siderable portion of the line through the work not 
 " havhig been set out in season by the assistant-engineers." 
 It should have been further stated that these assistants 
 were employes of the contractor, nominated and paid by 
 him, and amenable to his orders, and that the " losses and 
 
47 
 
 delays " in question were mainly caused by the contractor's 
 choice of inexperi(Miced men, whom ho overworked and 
 underpaid, and whoso travelling- expenses he refused to 
 allow, thiis rendering the; proper I'uliilment of their duties 
 a sheer impossibility in view of the extent of their sections 
 and the narrowness of their salaries. 
 
 Again, the contractor publishes a letter from Mr. Tl. .T. 
 Flanagan, who states that " one of the causes of delay on 
 " the Batiscan Bridge was that through incorrect centres 
 " given for invrn one and two, there was two rows of 80 
 " feet piles driven out of i)lace for platform, being 30 
 " piles in each pier lost to work," and " through incorrect 
 " centres given for West abutment, it caused ten feet of 
 " unnecessary excavation." Here also the statement stops 
 short of the facts ; and it is no doubt more convenient to 
 suppress the real fact that both mistakes were made by the 
 contractor's Chief Engineer, (Appendix 42). 
 
 Before concluding my remarks, I wish to say a few words 
 about the " steel rail clause " alluded to by the contractor 
 in his pamphlet. I have always insisted that one imiform 
 pattern of steel rail and steel fastening of the best pattern 
 and quality should bo adopted on the whole road between 
 Quebec and Ottawa. This requirement the contractor has 
 steadily combatted, and maintained that he had a right 
 to purchase any sort of rail, provided it was steel. He 
 refused (in direct violation of his contract) to give me any 
 plans or specifications, bu^ submitted for appi-oval a section 
 of one rail of a bankrupt lot (2,700 tons), which he was 
 about to buy in Liverpool. I at once notified the Board 
 that the proceeding Was unusual and wrong, and I prompt- 
 ly prepared a plan and specification of a steel rail and steel 
 fastening, which I adviscnl should be adopted for both the 
 Eastern and Western divisions of the road ; it was approv- 
 ed and adopted accordingly, and the contractor was notified 
 
48 
 
 to abido by this standard. Nevertheless ho concluded his 
 ncrrotiations with the Liverpool firm, which were only 
 nullified by the Comniissioiuirs acquainliuff his ])anker 
 tliat the rails would not bo accepted, and forbidding the 
 advanci! of funds for their payment. The uniform and 
 excellent pattern of rail now in use on both sections of this 
 road was tlius secured. The vails were contracted for at 
 prices of which I had no knowledge, and the names of 
 the several manufacturers are only known to me through 
 Mr. Sandberg's (the inspector) returjis. So much for the 
 contractor's charitable suspicion that the " steel rail clause 
 is intended to throw •' him into the hands of a ring of 
 speculators." I append my specification and that of Mr. 
 Sandberg with the correspondence on the subject. (See 
 Appendix 4?.) ^ 
 
 The contractor has throughout endeavoured to impose 
 inferior articles upon the Government, and I have o \ been 
 toor experienced and decided to suit his views, reg -g all 
 tho.se essentials on which the excellence of a ran way de- 
 pends, viz. : an elevated grading ; a properly specified and 
 inspected steel rail and steel fastening ; safe foundations ; 
 good masonry laid throughout in Portland cement ; sufTi- 
 ciently strong iron and wood bridging ; proper stations ; 
 iiniform rolling stock, and a well-laid track, properly sleep- 
 cred and ballasted with gravel. He would no doubt prefer 
 that I should be both unfit to distinguish and ready to ap- 
 prove : slop-rails and iron Itistenings ; unsafe foundations, 
 attempted at St. Maurice, Batiscan and Portneuf bi'idges ; 
 
 • It will bo soon that Mr. .Saiidborg altorcil my gpccincntion by omitting to 
 hammer tho blooms, and by punching inntoad of drilling tho holt holca, which altera- 
 tion I consider was no improvement. Blooms are always hammered, and bolt holes 
 drilled by tho best railway companios in tho United States. Tho Kngincor of tho 
 Pennsylvania Central, informed me, that tlie company had .suflorcil so much from 
 accidents owing to the bolt hole.s being punched, that tlicy now drilled all their rails 
 in the main lino, at a cost of fifty cents a ton — while the cost of hammering was ono 
 dollar per ton, which ho considered a small prico to pay for safety. 
 
40 
 
 indifroront masonry, laid oith(>r in limo morlar, or equally 
 worthloss cement ; brid^^es of iron iind wood 50 per cent, 
 lifi^hter than as now approved; insullicieni .station nccom- 
 modation as desi<;?ned for the ralais ; second-class roUinjf 
 stock as at first delivered ; and a wretched track l)allasted 
 with sandy loam from tho adjacent cuttings, making an 
 inelastic, dangerous and dusty road. Excellent gravel (;an 
 he had at convenient intervals, at an avi'rage lead of .', of a 
 mile from the line. (See Appendices 40 and 48.) lliul the 
 contractor been allowed his own way in regard to these 
 particulars, the result to the Government would have been 
 a second-class road. I do not liesitate to say, in clos- 
 ing my remarks, that aJl " diliiculties," "delays" and 
 "losses" that may have occurn^d in the prosecution of this 
 work have been caused by the contractor's mis-management 
 and want of energy, and })y his persistent elforts to evade 
 his contract. I am moreover of pinion that the work 
 cannot progress favorably under ir. Ilo])ert McGrervy's 
 ignorant supervision. His underhaiul interference with 
 the engineer's orders is in direct violation '^f the contract, 
 and is productive of the most disastrous results to the work, 
 as will be best seen by the letters appended. (.See ApptMi- 
 dices 7, 8, 19, 44, 45, 46 and 47.) 
 
 Having thus endeavored to destroy the web with which 
 the contractor has tried to hide his own faults, and to throw 
 upon others blame justly imputable to himself, I shall 
 leave the questions at issue between us to your decision, 
 confident that towards him as towards tin; public who 
 are mainly interested, in this important llailway, I have 
 never failed to do my duty impartially and conscientiously. 
 
 I have the honor to remain. 
 Gentlemen, 
 Your obedient Servant, ' 
 « A. L. LIGHT. 
 
 # 
 
Ili 
 
 B 
 
 'il'!;l' 
 
 c^ 
 
A-PPENDICES 
 
M 
 
 APENDIX No. 1. 
 
 SlSGINEERING AISD INSrECTlON. 
 
 Quebec, SOlh Ja.iuari/, 1877. 
 
 Dear Sir, 
 
 In a pamphlet lately shown mo, and published by Mr. 
 McGreevy, there js a clause under the heading of Eni^ineer- 
 h\<r and Inspecting, in which it is stated that the num])er 
 of inspectors of masonry employed on the work last season 
 was so great that they did not average more than live miles 
 oi' line upon which to exercise their supervision ; as this 
 statement reflects somewhat upon myself, I take the oppor- 
 tunity of saying that my division is 54 miles miles in length ; 
 on this extent of line, I had, for the greater part of the 
 summer, only live inspectors of masonry, Init some time in 
 September, it was thought advisable to employ Mr. Suther- 
 land, making at the latter i^art of the se.ison altogether six 
 inspectors, which divided into 54 woul riv nine miles 
 each, which is quite as much as any inspccior can do with 
 justice to himself or to his employ , hut out of this num- 
 ber as you will see by the annex* u ^iatcment of their dis- 
 tribution, t' ere was one exclusively <!mi>loy<'iI on the St. 
 Anne'fj Nrid^^e, which required all his att(>n^' a. There wan 
 also on,' appointed for the Portneuf bridge, wl ich woul*^ 
 have occupied all his time had work on that bridge bet'n 
 prosecuted vigourously and continuously, Ijut there wer»> 
 several stoppages in this structure for want of stone, 
 which enabled this inspector to superintend the con- ruc- 
 tion of culverts over ten miles of line. You v.'ill thus see 
 that the distribution of the inspectors was as judicious as 
 eouW be done, and thai, most of them had upwards of 
 twelve miles to inspect. Mr. Sutherland was not emi^loy 
 at a large salary as slated in Mr. Mcdreevy's pamphlet, but 
 only received the same pay as the others, ^75 per month. 
 
 Then again it is mentioned that on the Intercolonial 
 Railway there was only one inspector to every division of 
 
hi 
 
 twenty miles, as I was employed on two of those divisions 
 t)f the I. o, II., I can say, and you are aware, that on each 
 division two inspectors or one to every ten miles at large 
 salaries of |110 per month were appointed. 
 
 The followinf^ is the distribution of the inspectors on 
 my division of this road. 
 
 Aug'ustin Trcpanier, from Quebec to St. Augustin or Cap 
 liougo River twelve and a half miles. 
 
 .Tames Sutherland, from Cap Eouge Riyer to Pont 
 Rouge , twelve miles. 
 
 Alfred Bart, Jacques Carticr Bridge and culverts from there 
 to Portneuf nine miles. 
 
 Pierre Grauthier, Portneuf bridge and culverts between 
 there and Grondines tin miles. 
 
 Fra:K;ois Bocagc, culverts in the parishes of G rondines and 
 St. Annes ten miles. 
 
 Charles Dugro, St. Anne's bridge alone. 
 
 Yours truly, 
 
 (Signed,) JOHN LINDSAY. 
 
56 
 APPENDIX No. 2. 
 
 Three Fuvers, 20th Fcbruarij, 1877. 
 
 ALEXANDER L. LKIIIT, Esq., C. E. 
 
 Chief Engineer, Government Pudhoaijs, Quebec. 
 
 Sir, 
 
 I bog leave to submit the following- reply to the 
 allusions made to me at pages throe and six of Mr. Mc- 
 Greevy's pamphlet. 
 
 Itt. There was never any diflerence between the orders 
 given l)y the divisional engimors and those given by me. 
 "We were in constant communication, frequently went over 
 the line together and were thoroughly in accord on al] sub- 
 jects connected with the works. I never set aside the 
 divisional engineers orders, the contract or the specilication. 
 
 2nd. Mr. McGieevy is mistaken in supposing that I added 
 to the specification. Soon after receiving the specilication, 
 I noticed that in second-class masonry the bond and the 
 return of vertical joints Avere not mentioned. I suggested 
 to you that in order to ensure vniformity of practice among 
 the inspectors, it would bo well to define the l)ond and 
 joint for second-class masonry. On receiving your orders 
 respecting these pcints, I wrote them in the margin of the 
 inspectors' books. 
 
 ^rd. The inspectors had no power to alter the specifica- 
 tion "to suit their views," and I do not believe they did so, 
 as the jealousies among the sub-contractors would soon 
 have led them to call my attention to any dilforence in 
 practice had such existed. I w^as continually on the line, 
 and took pains to keep all the work up to the same standard, 
 and I believe that on the whole the inspection was carried 
 out in a fair and equitable manner. 
 
 I have the honor to be, 
 Sir, 
 Your obedient Servant, 
 
 (Signed,) 
 
 JOHN ED. BOYD, 
 
 Iiisi)ecting Engineer. 
 
56 
 
 APPENDIX No. 3. 
 
 GOVERNMENT ENGINEER'S SUPrLE^^ENTARY 
 REPORT ON NORTH SHORE RAILWAY. 
 
 Quebec, 12Ui January, 1875. 
 To THE Honorable V. GARNEAU, 
 
 Chief Commbsioiier of Public Works, ^c. 
 
 Sill, 
 
 III accordance with your Id ter ol" this datu, I here- 
 with yeiid you the substance of a report prepared (some- 
 time ai:^o) at the special reqTiest of yourself and the Hon. 
 Mr. (Miurch, tliat I would state " cateii^orically any reasons 
 for considerini^ the North Shore Railway not iirst class." 
 In this report I recapitulate certain objections to the work, 
 which although, not all stated in my Iirst oflicial report, 
 have ])een mentioned to yourself and other members ot the 
 Government as w^ell as to the President of the Company : 
 
 Id. As most important. The road l)ed between Quebec 
 and Three Rivers is laid entirely too low, and narrow, to 
 be continuously and economically w^orked in this climate. 
 
 Ind. The culverts, or water passages thi-ough the em- 
 bankments are built upon imperfect plans, the masonry 
 extending but two feet below a surface exposed to frost, 
 the roxigh hammered side and end walls of these structures 
 l)eing founded on a paving of rough stone averaging a foot 
 thick (which extends over the whole base of the structure 
 including the w^ater-way) instead of being sunk from two 
 to three feet below the level of this paving, as is usually 
 done, where permanent w^ork is intended. Paving laid, as 
 in this instance, without apron walls, at each end, extend- 
 ing some depth below it, is liable to be undermined, and 
 thus destroy the supcrstruetuie. Frost in this climate 
 penptrates from threp to four feet, and upheaves walls, on 
 
67 
 
 earth foundations, not sunk below its influence. Culverts 
 therefore, not thus founded, unless with a continuous 
 stream flowing through them, are liable to fail. 
 
 3rd. The masonry in the bridginp- although apparently 
 good of its kind, is generally too smaU, the piers especially ; 
 those intended to carry sj^ans of IGO feet are but Ave feet 
 thick, or fifty per cent too thin, to boar the great vibration 
 caused by trains running at high velocities, over these 
 large spans. The only pier as yet completed, viz : — That 
 on the west side of Jacques Cartior River, designed to carry 
 two spans or 800 feet of superstructure, is but four feet six 
 inches thick, at under side of coping. 
 
 This pier is founded on rock, which from its want of 
 elasticity, like the stone sleepers on the old railways, will 
 augment tlie shattering effect of passing trains, that will 
 surely wreck it sooner or later, especially as there are no 
 through stone, — with the exception of the coping, — passing 
 from side to side, in the l)ody of the work, and the cement' 
 ing matter used in its construction in vcr// weak. The usual 
 thickness of piers in similar situations on well constructed 
 works, is not less than seven feet. 
 
 4tk. The proposed plan of foundhig jMcrs on soft bottoms, 
 in lO deep waters of the larger rivers, which in some 
 instances are 25 feet deep at low water, although economical, 
 I consider hazardous. The mode proposed is to build the 
 masonry on a platform, placed ui)on piles, driven in three 
 feet squares, and cut oil" four fec^t under low tide level. 
 These piles l)eing inclosed within a crib of round logs, 
 notched and bolted iogethcr, laid partly open, and filled 
 with loose stone. Should the surrounding crib settle, or a 
 Jam of ice or logs break the enclosure, contingencies very 
 probable, the pier would be destroyed. 
 
 f)lli. The superstructure of many of these bridges espe- 
 cially from Quebec to Portneuf, is much longer than the 
 waterway of the streams require. This while greatly reduc- 
 ing the permanent items of earth work lUid masonry, 
 involves expensive periodical renewals, that would other- 
 wise be avoided. 
 
 The same objection ai^plies to the trestle work on which 
 a portion of the railway is to be laid. 
 
 8 
 
 -# 
 
68 
 
 Gih. The cement and sand being used at For tnouf bridge, 
 the only place I found masonry in progress, were very 
 indifferent— indeed quite unfit for the v/ork, as I pointed 
 out to the resident engineer. 
 
 These remarks are outside of the question as to whether 
 steel rails and iron bridges are or are not at the present 
 day, part of the equipment of first-class railways. They 
 would have been noted in ray first official report ; but it 
 was prefered to mention some of them yerbally, rather than 
 raise so many objections on a first inspection of the work. 
 
 1 have the honor to be, 
 Sir, 
 Your obedient Servant, 
 
 A. L. LIGHT. 
 
69 
 
 APPENDIX No. 4. 
 
 REPORT OF CITY AND GOVERNMENT ENGINEERS 
 TO THE SPECIAL COMMITTEE. 
 
 Quebec, Uth March, 1875. 
 
 A. II VERRET, Esq., 
 
 Secij. N. S. Ry. Co. 
 
 Sir, 
 
 111 accordance with resolutions passed on the 3rd 
 and 12th instant, respectively, at meetnigs of the Special 
 Committee of the North Shore Railway, wherein Messrs. 
 Baillairg-e and Light were requested to come to a mutual 
 understanding and make known, with the least possible 
 delay, what modiiications are necessary to be made in the 
 specifications and in the plans of the road, to render it 
 acceptable to the Government and the Corporation as a 
 iirst-class railway, taking into consideration, however, the 
 resources at the disposal of the Company for the construc- 
 tion of their road. Messrs. Baillairge and Light beg to 
 report on the above as follows : 
 
 Is/. That the road bed (or base of ballast) be raised more 
 or less equivalent to an average of at least one foot through- 
 out its entire length.^ AVith regard to this raising of road 
 bed, we suggest that the whole line be passed over profile in 
 hand, and the points where the raising should be made, 
 be indicated on that prolile. 
 
 2«fi?. That the cuttings be increased from 18 to 24 feet in 
 width, to admit of thorough drainage, 
 
 Zrd. That although Messrs. Fleming and Light are de- 
 cidedly of opinion that a width of 17 feet at "Formation" 
 or base of ballast level, would insure more permanency, 
 safety and ultimate economy ; yet taking the present re- 
 sources of the company into consideration, — wo are pre* 
 
CO 
 
 jiarod to rocoramond that a width of not loss than 15 feet, 
 as now avrangod for the Montroal Northern Colonization 
 Kailway, be adopted, as the width of "Formation Level" 
 on the North Shore liailway — it being understood, that the 
 road bed shall be so made, that it will retain the full width 
 of 15 feet, after it has thoroughly shrunk and consolidated. 
 Where the native material is sufficiently good to bc! used as 
 ])allast, the road bed may be raised or left one foot higher, 
 and reduced to 12 Ibt-t in width, at underside of sleeper. 
 
 Tlie undersigned are induced lo recommend this reduc- 
 tion, l)eeiiuse these embankments can be widened hereafter, 
 if desired, without interfering, materially, with the general 
 l)lan of the Jiailway, whenever the resources of the Com- 
 pany will admit of this increase. 
 
 4///. That a foot of Imllast be placed under the sleepers as 
 well as carried up to the level of their upper surfaces, as 
 shewn in the diagram attached, the width of ballast being 
 10 foot at the level of top of sleeper, and 14 feet Gin. at 
 Formation level. 
 
 6//t. That the top width of piers shall in no case'be less 
 than from 6 to 7 feet for spans of from 80 to 160 feet, 5 feet for 
 spans of 80 feet, (5 feet 'or spans of 120 feet, 7 feet for spans 
 of IGO, and i^roportionately for intermediate or larger spans, 
 which, of course, will necessitate the rebuilding of the pier 
 at Jacques Cartier Bridgv, in conformity with thisjsugges- 
 tion, or the erection of an additional pier. Also, that the 
 additional thickness required at the piers of the bridge at 
 Forneuf, of which the foundations are already in place, can 
 be obtained by altering the batter thereof, f 
 
 That these piers be constructed of first-class masonry, 
 Mr. Light being of opinion that the specifications for ma- 
 sonry, in use on the Montreal N. Colonization llailway, 
 owing to tlieir freedom from ambiguity, be adopted on the 
 North Shore Railway, and that Portland hydraulic cement 
 be used in all lirst-class masonry, in the proportion of two of 
 sand to one of cement in face work, and three of sand to 
 one cement in the backing and hearting. X 
 
 6th. That the foundations for piers [in deep water shall 
 be so altered and strengthened to the approval of the un- 
 dersigned as to ensure that'safety and stability, which, in 
 
Gl 
 
 their opinion, thoy do not now poRsoss. This modification 
 (clause No. 6) we arc of opinion is clearly within the scope 
 of the contract. 5 
 
 We hav(! Lhe honor to ])o, 
 Sir, 
 Your o])ecii('nt Sorvanis, 
 
 CILS. JUILLAIUCIK, 
 A. L. LIGHT. 
 
 ^•^•— Th(\so modifications wore unanimously adopted 
 by the special committee, and accepted Ij> the contriictor. 
 The following- notes were appended to tiie copy of I his 
 report, when it was sulniiitled to the aovernnient, and 
 recommended to ])e embodied in tlie present contract. 
 
 • In tho ostimnto roturnod to Hun. Jfr. Churoli, this niisiiiK of tlio ■^uuUnp: has l.ocn 
 assuinod to incroaHo tlio cartli work but f.OO.dUO c. yards, «h;.- !,1 the wostorn lialf 
 trom rhroo Uivors to Montroal (aco-a to tho i.lmis of whioh i,lw boon doni«,l me by 
 ',,"!'• f^'yinour) bo biid as low as that [...rtion botwccn Quoboo and Thro(- Uivers 
 Ihis nocogsary olovation will atuount to at loa^t 7^0,000 o. yards, or to about oO nor 
 cont on tho original quantities of oartii work. 
 
 t Tho addi'ionnl masonry caused by changoB and omipsion.s arc ostimatoj by tho 
 proBcut ongl^icr of tho Coiiiiwiny to amount to >s,liOO cubic yatds. 
 
 tThiH change will inoroaso tho cost of tho masonry about $1 por yard. 
 
 § Whethor tliis last modification is or is net witliin tho acopo of tlio contract, tho 
 "hango in those foundations, simply to mnko thorn ,„/,; will involve yory rmiaiihrnhlc 
 <[-'pon>j: ns tho bottoms of most of tlio larger rivor* liavo boon loiii.d much mo-c 
 JornxKiablc than originally rcproscntcd. 
 
62 
 
 APPENDIX No. 6. 
 
 M 
 
 Olause No. 1 of Contract tuhercin the Confractor binds him- 
 self to make all changes in conforniili/ with Government 
 requirements. 
 
 The party of the first part hereby covenants and agrees 
 to make all changes in grades, plans, Hpcciiications and 
 otherwise in conformity with thi^Govenimentrequiremonls 
 from time to time, as the said work progretises, and it is 
 fully understood and agreed by and between both parties 
 hereto, that the ])roJiles, plans, working, drawmgs and de- 
 tailed s})ecilications of the diiferent works, structures, build- 
 ings and equipments, shall 1)(; made by the said contractors 
 and fully approved by the Government Engineer, befor(^ 
 work is bi'gun upon them, and that all work and materials 
 shall be subject to his inspection and approval before })eing 
 accepted and paid for by the Government. It is further 
 undersiood and agreed by and between the said parties 
 hereto, that the decision of the Government trustees or 
 commissioners, u^ion the report of the Government ]*]n- 
 gineer, shall be final and conclusive as to all materials used 
 or work done or in course of doing, which materials shall 
 be of the })est descrij)tion of their respective kinds and 
 satisfactory to said engineer, and such as shall ensure a 
 lirst class road, which the said Honorable Thomas Mc- 
 Groevy, doth hereby bind and oblige himself to construct 
 and deliver. • 
 
ea 
 
 APPENDIX No. 6. 
 
 A. L. LiailT, Esq, C. E. 
 
 Dear Sir, 
 
 In reply to Mr. IMcGrecvy's statement that the 
 plans for abutments at St. Anne's and Batiscan Rivers, were 
 altered in the Government Engineer's office, I havj to say 
 that the plans now in use were designed there altogether, 
 the original plan first submitted by the contractor, was 
 at once condemned by the Government Engineer, it was 
 arrangef' on a T form of a most objectionable design, and 
 the contractors spent a long time trying to force it mto prac- 
 tice. The approved plan of the Government Engineer was 
 24 feet wide instead of 8 feet, as shown in the contractor's 
 T abiitments. Any alteration made in the design was 
 merely in copings, string courses, arrisses, &c., to perfect 
 the work, which was intended to be a standard, the plans 
 were certainly sent back once or twice to be made suitable 
 but the work was not delayed thereby, as the plans were 
 certified and returned before the contractor was ready to 
 commence operations. The contractor labours to prove 
 that the substitution of a 4 for a 3 foot coping did not 
 leave spa«e for the trusses, ignoring the fact that the space 
 was obtained by chambering the inner side of the coping. 
 
 I remain, 
 • / ' : : Yours truly, 
 
 r; E. A. HOARE. 
 
64 
 
 APPENDIX No 7. 
 
 ST. ANNE'S BIUDaE. 
 
 quehcc, ^Ist July, 1870. 
 
 ■? 
 •^1' 
 
 i 
 
 i 
 
 Hon. 11. a. MALIllOT, 
 
 Chief Commissioner Q. M. O. cy* O. Ruilioay. 
 
 Dear Sm, 
 
 I am intbrmod })y Mr. IJoyd that the contractor, 
 iiotwith,stiindm_<^ orders to the contrary, has peremptorily 
 notified his sub at St. Anne's to commence building the 
 west a]>utment there on an nncertili(>d T plan even more 
 objectionable than thii iimlty one on Vvhicli the east abut- 
 ment j.as been partially built, and threatens, it' the sub 
 does not commence forthwith, that he will put on a gang 
 o\\ Monday to carry out the work. 
 
 This T form of abutment \vas arranged by the late Chi- 
 cago Contracting Co.'y, und generally condemned in my 
 sup[)lementary lie]iort of tin; 12th January, 1875, as being 
 " too small and unlit for a Jirst-class railway." 
 
 An enlarged and safe?.* plan intended to l)e a genm'al de- 
 sign for all such si rue Lures was prepared in this office, sub- 
 mitted to you, and ai<proYcd. The contractor's engineer, 
 was notilitnl that this abutment was to bo substituted in- 
 stead of the obji'ctionable T form, and furnished with the 
 design for future guidance, 
 
 I have since received a letter, (sec enclosure) to 
 the eflect that the contractor refuses to build this im- 
 proved abutment, unless CvU'tain conditions are complied 
 witli, also alle.i^iug that the change will cause serious de- 
 lays. This is a mistake, as the dilierence in a'jtual work oe- 
 tweeu one form and the other is but 75 c. yards, and 
 requiring but ten additional piles in tiic fouudatiou, say 
 equal to two good days' work. 
 
l"'he perlbrniint^ of this work will occupy much loss time 
 than cutting oil' the piles at the bottom in Pier No. 1 still 
 to be done, and wliich, from lying to the east of the work 
 in question, will necessarily be iirst required. 
 
 The additional quantity of 5,000 c. yards of llrst-class 
 masonry inserted in Schedule B over and above the quan- 
 tities in the.Seyniour Schedule A. was for the express jnir- 
 pose of covering enlargement, and is amply sullicient. 
 
 The contractor's action is in gross violation of the con- 
 tract, wherein he l)iuds himself in the original North Shore 
 spociiication, forming part and parcel of the new contract. 
 " Firstly, That the work shall, in all cases, be under the 
 " direct charge and control of the engineer, and his orders 
 " must l)e complied with in every respect and under all 
 " circiunstances " ; and, secondly, in clause 10 of the new 
 contract, wherein ho agrees "to make all changes in con- 
 " formity with the Government requirements from time to 
 " time as the work progresses," and that all plans " shall 
 " 1)0 ajiprovcd by the Government Engineer, and that the 
 " decision of the Government Commissioners, upon the 
 " report of the Enghieer, shall be final and conclusive." 
 
 The abutment which the contractor now proposes to build 
 has not been approved, and it is not suitable for a first-class 
 railway. - '^* ■ 
 
 I remain, Dear Sir, 
 
 Faithfully yours, 
 (Signed,) ■ A. L. LIGHT. 
 
 » 
 
 •ft' 
 
APPEMTDIX No. 8. 
 
 ST. ANNE'S BRIDGE. 
 
 A. L. LIGHT, Esq, 
 
 Chief Engineer. 
 
 Sir, 
 
 On Thursday morning last, Mr. Flannigan pump- 
 ed out the foundation i^it of the west abutment and hand- 
 ing Mr. Perrault a plan ordered him to begin his masonry- 
 1 said, " If you do, Mr. Perrault, you do so at your own risk, 
 as I shall not have the work inspected." Perrault then 
 decided not to hoghi. Flannigan stopped the pumps and the 
 l)it filled with water. Mr. McGreevy has since telegraphed 
 to Perrault, that if ho does not begin on Monday, he will 
 put on a gang himself. Flannigan says he will again 
 empty the pit a)id order Perrault to go on on Monday. I 
 have given Dugrc (the inspector) a written notice to hand 
 Perrault in that event, to the effect that the plan sent him 
 by Mr, McGree\'y has not been approved by the Chief 
 Engineer, and that as we are going to drive more piles, any 
 masonry he puts in, may be so shaken that it will have to 
 come out, even if it should fit new plan. 
 
 The plan Mr. McGre-jvy is contending for is quite different 
 in many particulars from that of East abutment, and has 
 some objectionable features, which, I am sure, you would 
 not allow in any case. 
 
 Yours sincerely, 
 
 JOHN E. BOYD 
 
 P.S. — I proposed the omission of the piling only to faci- 
 litate the work and not tlelay Perrault ; but I agree with 
 you the piling is the safest as a slight unequal settlement 
 might crack the wing wall ; 10 extra piles will answer. 
 
 J. E. B. 
 
67 . 
 
 Quebec, March 2Ut, 1877, 
 A. L. LIGHT, Esq., 
 
 Chief Engineer. 
 Dear Sir, 
 
 Keferring to a letter in Mr. McG-reovv-s iv,ri,.M * 
 (Appendix ) it might be supposed that I hS\L'n': Sol 
 Home great negleet of duty. I therefore enclo.se you Li 
 
 c m/lah "to'' 'ho'- ro^""' "'"' ^^^^"^^ '^'"'^ sueCw^S 
 Su^irVea^^^ ^-- ^^^^ McGreevv, 
 
 Yours truly. 
 
 JOIIIS LINDSAY. 
 
 • Quebec, May 18(h, 181 G. 
 
 (Copy.) 
 
 CHAS. ODELL, Esq., 
 
 Contractor's, Engineer. ;« 
 
 Dear Sir, 
 
 the Jslnn J.Ti^^^^" ''^^T,*-'"'^ ^"^ '"'^*'"'- ""'^^ t^-o^tle work on 
 the Island at St. Anne's Hirer, came to hand this -i m sino, 
 
 which time I have communicated with the Ch ef E^olfnoe" 
 who desires me to inform you, that whatever trestle work 
 you put m there, can only be temporary, and therefore vvi 
 not require any particular setting out, moreo^ir that he 
 ?r?thXv.''/'' '^"^1 decided upon by the Commililn- 
 witht: swing brTd^'"' ^^^-^-■^^^-"' the doing away 
 
 Yours truly. 
 
 JOHN LINDSAY. 
 
68 
 
 APPENDIX No. 9. 
 
 BOllINGS, PORTNEUF AND ST. MAUlllCE. 
 
 Quebec, 1-ith February, 187G. 
 
 ROBERT McaREEVY, Esq. 
 Sir, 
 
 With regard to the convorsation had \Yith yourself 
 and Mr. Odell, to-day, on the subject of the rortneut' and 
 St. Maurice River Bridges, to aA'oid mistakes, I would re- 
 peat that before definite plans can be satisfactorily arranged 
 for either place, it is above all most important that correct 
 borings be taken and sections plotted, shewing the strata 
 corax^osing the respective river beds. 
 
 In the case of Portneuf river, the nature of the material 
 forming the valley should also be ascertained for about 250 
 feet along the centre line on each side. The borings 
 should be taken at the margin of the stream and at intervals 
 of CA'ery 50 feet. Those on the margin should be carried 
 down 15 feet below the river bed, and those on the slope 
 of the hill, as deep as the riA^er bed. "Without such borings, 
 there is not sufficient data to found a safe opinion upon, and 
 therefore I recommend they be made and submitted 
 without delay. 
 
 With regard to the River St. Maurice, I have already 
 expressed an opinion that the foundations for this bridge 
 are objectionable. 
 
 Should borings and tost piles — that should also be dri\»en 
 — exhibit that piles can be advantageously used, I would 
 recommend they be cut off at level of river bottom, and 
 the masonry sunk on them with caissons. 
 
GO 
 
 To enable the timber already provided, to be utilized 
 the cais«ou boltoins may be composed ot several thicknesses 
 of timber laid close, in alternate riirJU angled courses, and tvell 
 bolted together into a solid block, extending- up to within a 
 certain distance below extreme low water, to be hereafter 
 decided. This tnnber to be thoroughly covered up with 
 brush and rip-rap. * 
 
 Should it bo impracticable to use piles, other designs will 
 ol course have to be substituted. 
 
 It is a matter of considerable importance whether the 
 spans oi these bridges cannot be increased to advanta<re 
 Ihe conting-oncies almost certain to arise in foundations^of 
 magnitude, are not met with in the superstructure and a 
 saving ol one or two piers in deep water will certainly save 
 time and, perhaps, muchmoney. This is a question simplv 
 oi estimate, and should be very carefully examined. 
 
 I remain, Sir, 
 
 (Signed,) 
 
 Faithfully yours, 
 
 A. L. LIGHT. 
 
 • -'^•--lo obtain reliable information a proper set of bor- 
 ing tackle should be used, with the requisite pipin- and 
 other tools, to enable the bore to be carried throu"-irveins 
 () quicksand, and drill through boulders, &c. Such im- 
 plements are made a speciahty of })v Messrs Spiller & Co 
 oi London, England. Two sets we're imported for use on 
 tlie Intercolonial, ior Miramichiand Ilistigouche Districts 
 Ihey are still m existence and doubtless can be easily 
 procured. Without such tools and a person skilled iii 
 their use,^ it is impossible in some cases, to obtain that 
 correct inlormation, indispensable to the safe and econ.om jeal 
 Joundings of works of magnitude. 
 
70 
 
 APPENDIX NO. 10. 
 
 Quebec, December 29//j, 1876. 
 
 A. L. LIGHT, Esq, C. E., 
 
 Government Engineer. 
 
 Dear Sir, . , ( 
 
 At your n'(|uest I have compared tho section of 
 the St. Maurice River made from General Seymour's bor- 
 ing's, with the section made from borings taken durinjj the 
 summer of 1876. And you will see after examinin*? the 
 following statement that they entirely disagree. 
 
 Pier No. 1 from east side. — Boring taken in 1876 indi- 
 cates twenty-live feet blue clay over brown clay. 
 
 Seymour's borings show fourteen feet clay, sand or 
 gravel, (the correct nature of material not delined) under 
 which is called on the section a hard bottom. 
 
 Pier No. 2. — Borings taken in 1876, show eighteen inches 
 of sand above strata of blue and brown clay of various 
 thicknesses. 
 
 Seymour's borings show sixteen feet of sand, clay or 
 gravel with hard J)ottoni underneath. 
 
 Pier No. 8. — Borings of ir!76, show live feet of gravel 
 and six feet six inches of sand above blue clay. 
 
 Seymour's borings show a deposit of alluvium three feet 
 thick and ten feet of clay, sand, or gravel over hard bottom. 
 
 Pier No. 4. — Boring of 1876, shows blue clay. 
 
 Seymour's boring show a deposit of alluvium over clay, 
 sand or gravel, all above hard bottom. The above Sey- 
 mour borings w^ere taken on a line crossing the river one 
 
eent line previous to the summe "ofme " ""^ '""■ 
 
 I remain, dear Sir, 
 
 Yours truly, 
 (Signed,) E. A. PIOARE. 
 
 ^Cf 
 
T2 
 
 APPENDIX No. 11. 
 
 Three Rivers, P. Q., 12//i Augmt, 187G. 
 
 :^ ^ ##=«=# ^ Mr. Fluntig-an says ho will 
 undertake to put in a coller dam with 4-iuch plank for Pier 
 No. 4, St. Maurice ; hut unless the masonry is carried ahovo 
 water this year, it would he lost lahour, as the ice would 
 destroy the dam. There is no stone delivered # * =* 
 
 Yours, &c., 
 
 JOHN EDW. r.OYD. 
 
 H 
 
 CO 
 
78 
 
 APPENDIX No. 12. 
 
 «T. MAlililCE imUKiK, 
 
 Si. Lauia IIoU-l, 
 
 Alex. L. Lhmit, E.,,., "^"'^''^ ''^"' ^""■' ''"'"• 
 
 Uovernmenl JCtii^inccr. 
 Dear Sir, • 
 
 Wo luivf I'Xiuiiiiu.cl your 1)1.,,,^ ni' n,M <( tm • n-, 
 incliulino- caissons andLlli-msuiVlh; "'"' ^^'■'-"••' 
 
 out in tlu« place wi;i;o.r a n' a S^'^'^1?^^^^"? 
 
 wo lyal a I'lir n,i,.„. ,, , , . .'' '"' '■ "*■ r-'iimi'iKl, nil Css 
 
 above mo"&„ Hi, " f:!''",""'? '" "■'"''i'""^ " ''^ "'« 
 
 «o^dKl not .00 yc, but Mr. Hcxivo oiplainoa Iho ill* 
 
 A\^e remain, dear Sir, 
 
 Yours respectliilly, 
 
 MoFARLANE \' McRAE. 
 
 Quebec, ISlh December, 1870. 
 HoNoiiABLE THOMAS McaRE]<]VY, 
 
 gjj^ Contractor, SfC, ^\c. 
 
 10 
 
 f 
 
74 
 
 the SI. Miuiriec Rivor fouiulaiions, wjlli yoiirst'ir uiid ilio 
 CommiKsiourrs. I said I was tln'U prfj>ar(Ml with tht* 
 necessary dula to arranj^o tho plans at any time ytui niin'ht 
 desire. Your nqdy was to the ellect that you proposed 
 makinj^^a winter's joh oi'tliis work, and tliere wasnoliurry 
 for the ])lans. kSinee that date I have awaited yo\U' move- 
 ment. 
 
 Tn ajvain diseussinj:^ (he matter on the 5th inst. with the 
 Commissioners and Messrs. lio1)ert McGreevy and Odell, 
 tHe hitter genth'mon professed to think, tlie plnn they sent 
 in hvst sprini^ liad not been returned as disa])proved ; and 
 therefore they had thouij^'ht it uniu)cessary to tak(! furthei- 
 action. This is a mistake. I have several times stated to 
 Mr. Odell, (with whom the most of the l)usiness has been 
 done,) my reasons for objecting" to the plan submitted. 
 Notably on tlie 23rd May, and airain on the '2!lth in pie- 
 sencoof Mr Peter Grant. The plan in question was sent 
 back from this ollice by order of the Commissioners on 
 the 23rd of May, disappro^ and has prol)ably been o\'er- 
 looked. 
 
 As the ice will soon form in the St. Maurice, when pile 
 drivinj^, &c., can be done to advantag-e, at the request 
 of your brother, I s(»nd a sketch of a pier and foundation T 
 can accept. The St. Maurice being a more than ordinarily 
 dithcult river, I also oiler you my views as to the best 
 mode of iiettino,- in these foundations. This must be under- 
 stood without i)rejudice, my object being the furtherance 
 of the work, as if this bridge is to be completed, in a rea- 
 s« v^ ^3 time, some mode w^/.sHie devised that will admit of 
 the 'onndatious being prosecuted during the present 
 winter. 
 
 If piles are driven here through the ice, and left unpro- 
 tected, or uncut, they will certainly be carried away by ice 
 and logs in spring. I have therefore arranged a plan for 
 an outer dam or hotlomless caisson to be sunk in advance, 
 independent of the water-ti<^ht caisson in which the masonry 
 will afterwards be built. This dam Avill act as a "water- 
 deadner' to keep olf the current, so indispensable in 
 founding works of this kiiul, in a rapid river, like the 
 St. Maurice, and will also afford, the necessary protection 
 against the spring freshets above referred to. I re(^ommend 
 
pnttini;' in those ontsido caissons at only throo oftlio picvs. 
 Their cost, I estimate abont 8-,000 each cxohi.sive ol' the 
 sfoni' 
 
 iillin^'. 
 
 The fourtli or west pier I roeonimend beiiio- put in with 
 a eoHt-r dam. This dam should hn built with not less than 
 Iwo rows ol" stroma closer piling?, driven ten feet apart, to i^ive 
 stillness to \vilhst;ind sprini^ Ireshets. The space lilled be- 
 tween with puddled clay. 
 
 Th(( water at this pier is buttwelve: feet deep, the bottom 
 blue clay, sidlini"- considerably transversly, which must 
 be i>xcAvated to a level lK'ariiii>- — lor th(>se reasons a coller- 
 dam is the littest mode oi" g'(»ttin<jf in this foumlation. 
 Should it ))e pret'ericd the eastern pier being in bui ci<>'hteen 
 feet vvaicr, is also quite within the compass of a coirer-dam. 
 
 You mii^ht use either heavy wrought Iron caissons, or 
 cylinders, or some mode that will allow of work being pro- 
 secuted through the greater part of the season; but the 
 adoption of some such method will alone «Mnd)le you to 
 comi>lete the bridge permanent!!/ in a reasonable time. The 
 way I suguH'st I consider the simplest and be I suited to 
 position and climate. 
 
 I renuvin Sir, 
 
 Yours truly, ' 
 
 (Signed,) A. L. LIGHT. 
 
 hpro- 
 ly ice 
 [n for 
 lance, 
 Konry 
 later- 
 le in 
 the 
 :tion 
 lend 
 
 N. B. — These remarks will apply e([ually to the Ottawa 
 River Bridu'e. which nom thi» number of its deei)-vvater 
 foundations, is also a formidable work. 1 have added a 
 short description of the mode of framing, sinking, and pro- 
 tecting, the bottomless caissons. 
 
 MODE OF SINKING BOTTOM LES>5 CAISSONS. 
 
 These caissons should be framed of 12'xl2' square tim- 
 ber laid close, braced and bolted as shewn on plan. In 
 piers one and two they may be built as shewn in drawing 
 No. 1, with ilat bottoms and sheet piling omitted. 
 
To 
 
 In pior No. 3, numhi'viiii^ iVom Iho onst Ukm'o is Bomo toil 
 ibet of sand to Ix' removed, and this caiHsoii (if Iniilt in 
 wiiilor when divers will not ixo down to ri'niovt^ timber 
 and other obstructions, from under ihe cuttini^" edfji^s) 
 should 1)0 as shewn in i>lan one, with sheet-piliny driven 
 around it, to ])r(n'ent tiie sand from runn.ini; under I he bot- 
 tom, while the dredii-inu,' is bcini^' done. Should the work 
 however be delayed until next summer, drawinu^ No. 2, 
 slunvinu" cuttini^ cd<4'es is to ]h\ |)referred, as it makes a 
 much better protection to the pier itself. 
 
 Those cribs should bo framed nn, and sunk thfoup^h the 
 ico ; a few "iiidi^ piles being- lii'st driven as sliewii. Loo.so 
 8toiu! bein;.^ tilled into the si)aces between thi^ skins of tim- 
 ])cr. After llie erib has settled, sheet jiiling- 12'x9' inclu^s 
 Hhould bi! driven all round and bolted to upper side of 
 (caisson. The sand can then bt; removed with a clam shell 
 dredui'e, after which the permanent piling- for the found- 
 ation can bo driven. These piles should be not less than 
 lifty feet long" and ten inches diameter at small end, for the 
 two centre ]')iors, and proportionately shorter for pier.s one 
 and four. Thes(^ piles can tlien bo cut oil' at level of river 
 bottom. All this work can be done in winter, the ice form- 
 ing" a platform to work from. The work no\v will ))e in 
 a position to receive the "water-tight cais.sons," th(; lower 
 halves of which, being framed in advance, on shore, can 
 1)0 launched as soon as the weather will permit, and lloated 
 inside of the bottomless caissons, and biiilt up as re- 
 (juired, the necessary masonry being i)ut in to sink it in 
 l)osilion. 
 
 The al)ove process can bo carrit^d out in all tho piers, 
 except the one founded in the coller-dajn, which can be 
 worked in the ordinnry way. 
 
 To complelely insure the outer caissons and collbr-dam 
 from possible injiuy from ice or logs in spring, it will only 
 be necessary to cover them cross-ways wilh heavy rough 
 flooring and build on this say 500 tons of loose stone, this 
 in addition to the filling between the timbers will enable 
 them to resist nearly as much pressure as the Jinishod piers. 
 
 The cost of stone used in filling a)id loading need not be 
 seriously considered as it will furnish the mati^rial for tho 
 rip-rap required for the ])rotection of the work. This 
 
n 
 
 rip-mp i>ro(ecti<)n has iiol ))0(mi shown in tho accompany- 
 ini-- skclcli; it will Ih' j,h (.iitiivly around the piors and in 
 Ix'tvNM'cn, and over tho cainsons, after the upper portions 
 ol the latter have been removed. 
 
 (Signed,) 
 
 A. L. LIGHT 
 
 ST. MAURICE BRIDGE. 
 
 '2Glh December, 1870. 
 Hon. TIIUMAS McGREEVY, 
 
 Cantr actor, Sfc. 
 Dkau Sir, 
 
 I hcrewitli return the ]^\■^n of iron cylinders lati^ly sub- 
 mitti'd hy you for the piers of St. Maurice J5rido-e. I do 
 not approve of them, considering them unsuitable for 
 position and climate. 
 
 I would once mom bring under your notice, the general 
 design lor these piers, built with masonry on pil(> found- 
 ations sent to you on the IHth inst., as one I think i)(>cu- 
 iiarly litted for the situation. 
 
 As the matter is very \\rrrQXi\, I desire; to see these works 
 starte<l as soon as pcssible. 
 
 I remain. Dear Sir, 
 
 Truly yours, 
 
 A. L. LIGHT. 
 
 Quebec, December 29th, 187G. 
 Hon. H. G. MALHIOT, 
 
 Chief Commbsioner Q. M. O. i\ O. Railwni/. 
 Dear Sir. k= 
 
 • ^'^ '"*'^'^^ ^'^ -^^^"^ Tliomas McGreevy's letter of the 
 •-,7th msl., just received, returning the unsigned plan of St 
 Maurici' River bridge, I beg to say that the plan was pre- 
 
78 
 
 ^arod for Ihc information of the Commissioners, to illus- 
 trate the best and safest mode of workinp^ throug'hout the 
 winter. It was sent to Mr. McGreevy at his brother's special 
 r(U|uest, by way of suggestion, as a design that I could ac- 
 cept. This will account for its being unsigned. 
 
 1 hero repeat w-hat I wrote Mr. McG-reevy on the 18th 
 inst., viz : that I consider the design in question the best 
 fitted for position and climate. 
 
 With regard to the time Mr. McO-reevy says it will take 
 to complete the work, if built on tliis desiu-n, I iinhesitating- 
 ly say tliat in no other way can it l)e so quickly or so cheap- 
 ly done, for a permanent stru<'ture. 1 say so advisedly, 
 liaving hud a large experience in rsuch matters. Further, 
 we^-e the works let promptly to fint class sub-rontracfors, 
 (it fair //rices, there would be every likelihood of the l)ridge 
 being completed next year — but these two points are ossent- 
 i'il to that end. 
 
 The contractor disputes my statement that the plan was 
 returned to his engineer. Whether he received it or not is 
 immaterial so long as he knew it w'as dis ipproved.of which 
 there is no doubt. In May, I told his engineer tliat it was 
 disapproved and requested him to remove it. 
 
 I further notified Mr. Odell, (as he admits in his letter of 
 the 27th nist. to his employer,) that I would not ai-)prove 
 of any plan until the proper ])orings were furnished, that 
 had been asked for on the 14th Febiuary last, and begged 
 him to use his inllueiiee to g(\t them done. I also specially 
 disapproved of the plan submitted. I am only surprised 
 that Mr. Odell's memory should havt> failed him, regarding 
 the several conversations hekl with him on the subject of 
 tiie disapproval of the plan submitted ])y the contractor on 
 the 8th May ; some of which conversations were held in 
 the i)resence of others. 
 
 The final borings were not sent in till the 4tli 8i>ptember. 
 After carefully considering the subject, I notilied Mr. 
 McGrreevy on the ISth September, (as you are aware) that 
 I was ready to discuss the nature of Iht^ foundations. I 
 had previously tobl the Inspecting Engineer, that 
 I consiuered a coli"er-<lam best suited for the western pier, 
 
70 
 
 and asked him to report on it. Ho stated the contractor's 
 emiiloyces declined to make the dam this autumn, as there 
 WAS not a sin>j;le dimension stone on i/ie <j;Tound. and very 
 litth' tinihcr ol' a proper quality to build the pi(n-, therei'on' 
 the permanent work conld not be liegun this autumn, and 
 the <lam might be injured in the winter. 
 
 Instead oi" the new borings verii'ying as Mr. McG-reevy 
 states " in material points, the borings made in 1874, and 
 on which my plans were l)ased," they were (nitin'ly dil- 
 lercnt vid»^ Mr. Hoan 's l(^tt»>r attached. Moreover the new 
 borings were taken on(> liund el feet to the north of the 
 old disclosing" entirely ditl'erent strata, the line having' 
 l)een changed in the interim. 
 
 The plan submitted in May, had it been adopted, would 
 have certainly led to di.saster in case of pier No. 3. No 
 arrangements having been made to remove the twelve i'eet 
 ol'sand and gravel Ibund there. The design besides was 
 considered insecure, and therefore disapproved. 
 
 H-d 
 
 nig 
 of 
 
 on 
 in 
 
 'r. 
 
 r. 
 
 it 
 
 1 
 lat 
 er, 
 
 The contractor's engineer foresees " great diiTicUity in 
 sinking- masonry in water-tight caissons." The mode I 
 l)ropos(> is the iisual and only way, and I will guarantee 
 there will be no dilficulty. He also considers "the piling 
 under til'? hnuidation unnecessary, as the water-tight cais- 
 sons could ])e sunk any depth in the clay.' This caisson 
 has a rectangular base and flat bottom twenty-one feet by 
 Ibrty-seven feet; it will be f-ank in water thirty feet dee|i, 
 and it could not possibly be sunk in clay of itself, without 
 large expense* (/f extra dredging in advance, and would 
 then be unsafe Avithout the piles. 
 
 Since Mr. IMcGreevy gives up the idea of furnishing a 
 l)lan lor this work, I am i)repared at once to ai>prove, sign 
 and transmit this design to him, and guarantee its prac- 
 ticability. 
 
 I remain. Dear Sir, 
 
 Yours faithfully, 
 
 (Signed,) A. L. LiaHT. 
 
80 
 
 Hon. H. MALHIOT. 
 
 Dear Sir, 
 
 Mr. Boyd roports that the contractor proposes 
 sinki;ij4' the masonry in tlic cast pier ol" St. Maurice Bridge, 
 withoui. ])iittinu" in either the Ixittomless caisson or coder- 
 dam reconnnendecl to liim in my letter of IBih Decenilier, 
 coi)y of which was sent you. This is a hazardous proceed- 
 inii'. It mitrht save a little in Jirsl cost, Imt on the other 
 hand might delay the work._ Should the river (as is only 
 pr(d)able) break up hi'lbroUio mnsonry is above hiiih water, 
 the water-tight caisson would ])robably be broken also ; and, 
 if so, there is no way of repairing it, and a colferdam will 
 still have to be driven. 
 
 The contractor having disreu'arded my advice, I proh'st 
 »j(ainst being' held respoiisiblo if delay occurs. 
 
 There is a differenct^ of Icrcl ol at lensi 4 i"(>et in th.^ b(»l- 
 tom betweeJi the upper and lower ends oi" the Pier, the up- 
 stream end being lowest. The piling can only be cut olf 
 to the high<\'<t level, thus h-aving the piles at the u]>stream 
 end projecting lour feet. The water is 1!> feet dee]) at the 
 lower end and 2;M*eet at the upper. It is proposed io iill 
 the spaces between the piK^ lieads with stones and level 
 them with a rake In ,such deep water this is an luicertain 
 \)roceKS. It will b-dilficull to tell when the stone is level 
 with the pile heads. This can only be properly ascertained 
 by a diver. 
 
 It will be safer and nearly as cheap to drive the colfer- 
 dam round the pier, as at iirst intended, and level the bot- 
 tom (as done on the west pier) or else defer sinking mason- 
 ry until th(^ water get.s warm enough for a diver to work.=^ 
 
 If the caisson be used, close piling must certainly be 
 driven round the projecting portion of the foundation as a 
 protection. This piling wovdd ibrm a dam aiid aid in sink- 
 ing and prolecting the water-tight caisson. It should iirst 
 be tilled with stone to the height of the pile heads. The 
 dam piles, alter the masonry is finished should be cut off 
 ten feet above the bottom, and the whole finally buried in 
 rip-rap to the top of footing courses, as shewn in sketch. 
 
 * If tho caisson is alroadj framad it cun be usod on ono of ttio central piers. 
 
81 
 
 To do this will cost !$5,149, or as much as the cofferdam. 
 (See Estimates attached.) The latter would make a safer 
 job and the masonry would be j:fot out of water simulta- 
 neously with the western pier, instead of having to wait 
 perhaps three months until the water falls. 
 
 Masonry is to be begun at the west pier immediately — 
 it is a month too soon — cement laid during frost never sets 
 l)roperly and the masonry they are going to lay between 
 the bottom and high water level requires to be very strong. 
 
 Doing work out of season will not really expedite mat- 
 ters, while the two central deep water piers remain un- 
 touched. These will take the longest time and should 
 have been first begun — they are the keys of the work. 
 
 Setting masonry is not a lengthy matter when once the 
 stone is dressed and delivered. Each pier can be worked 
 separately, and by working two gangs eight hours each 
 day, there would be little difficulty in laying twenty yards 
 a day on each. There is about 800 yards in each pier ; if 
 simultaneously begun, the whole could be laid in less 
 than two months. ^Working at improper seasons is there- 
 fore unnecessary. 
 
 What I recommended in my letter of 18th December, 
 1876, was to get in all cofferdams and Ijottomless caissons 
 through the ice, excavate and dredge foundations, drive 
 foundation piles and cut them otf, frami! water-tight caissons 
 in advance, quarry, dress and deliver the stone. All this 
 could have been done this winter, and there then would 
 have been no difficulty in completing the bridge this year. 
 
 y be 
 
 as a 
 
 siuk- 
 
 lirst 
 
 The 
 
 lit off 
 
 id in 
 
 h. 
 
 APPROXIMATE ESTIMATE FOR FOUNDATIONS — PIER NO. 
 ST. MAURICE RIVER — FOUNDATION PUT IN WITH 
 
 CAISSON. 
 
 4820 lin. feet piling at 43c $1,849 
 
 1000 c. yards rip-rap at $1.70 ... 1,700 
 
 Water-tight caisson about 1,500 
 
 Diver 100 
 
 $5,149 
 
 1, 
 
 11 
 
qp 
 
 82 , ■■0- 
 
 [foundation PUT IN WITH COFFERDAM, 
 
 1600 lin. Ibet piling- at 43c I 088 
 
 47,000 i'eoi .shoot piling- at 22c 1,034 
 
 81 c. yards excavation at $1. 81 
 
 90 c. yards extra masonry at $14 1,260 
 
 1150 c. yards piuklle at ^1 1,150 
 
 640 c. yards rip-rap at $1.70.. 1,088 
 
 Pumping 800 
 
 $6,101 
 
 (Signed,) A. L. LIGHT. 
 
 Quehec, 21st March, 1877. 
 
 ST. MAURICE BiaDGE. 
 
 Quebec, 2nd April, 1877 
 
 Hon. H. G. MALHIOT, 
 
 President, Railicay CommiSoiuncrs. 
 
 Deaii Sir, 
 
 I have your's of the 30th ulto., on subject of rip-rap for 
 pier No. 1, St. Maurice Ihidge, wherein you say "it is very 
 "much to 1)0 regretted that orders were not giveu <o i)ut 
 " in the rip-rap before the caisson was allowed to be built." 
 
 I have already fully reported to you on this very subject, 
 see letter 22nd ult., to which I beg to refer ycu. 
 
 The contractor has acted contrary to my advice in the 
 matter, and I therefore most emphatically protest, againsi 
 l)eing held responsible for liis mistakes. It is out of the 
 question as I have already told you to attempt Tii)-rappiug 
 proper, without a diver, and the weather is too cold for one 
 to work. 
 
 If the contractor intended putting in masonry at this 
 very unseasonable period, he should have used a colfer- 
 dam, similar to the one that has been so successfully usot\ 
 
on the west pier, where he acted on my suggestion, or clsd 
 he should have dredged the ])ottom to a level. 
 
 Caissons should not bo sunk on piles at seasons when a 
 diver cannot l(;vel up inequalities botveen the river bot- 
 tom and the pile heads. Levelling up is particularly neces* 
 sary in this case, as the piles can only be cut to the level 
 of the highest point, the pile heads projecting some eight 
 feet above the bottom at the lower jioint. 
 
 The contractor made borings and soundings for this 
 work, and it was his business to have assured himself 
 positive/)/ of the nature of the river bed before commencing 
 work. The }>lan he submitted to me shewed a practically 
 level bottom. Had I been aware of the real facts, and that 
 he intended to work at an unseasonable period, I would 
 have insisted upon a coffer-dam l)eing used, by which 
 means th(^. bottom could have been excavated to a level, as 
 was done nt the west pier, where the plans submitted 
 shewed a .sidliug bottom. 
 
 Mr. Boyd reported on the 22nd ult., that the contractor 
 intended to sink masonry here in a caisson, without the out- 
 side p (H'tion I had recoiamended, also that the piles at 
 u]>per end projected four feet above the bottom. 
 
 This was the First intimation I received either of the 
 contractor's inixMition, or of the bottom being out of levoJ. 
 Mr. Boyd iufornunl me tliat he had himr^df ordennl ritwrap 
 to be put bf tweeu the pile heads. 
 
 I immcdiatvdy comm;^>fJs.-ated t-o you, and Mr. Chinio, my 
 opinion, (hat the contractor ran a great risk of having his 
 caisson destroyed V)y the breaking up of the ico^. 
 
 Since you went away a i\^jx>rt was received on the 28th 
 ulto., inform iiig me, ihat the diltermw <»i level amounts to 
 eight te<n vn som<^ \>laev\v, and th;a in putting in rip-tt^i>, 
 there is danger o4' it^ mteri^^ning with the proper sinki>»g 
 of the caisson. 
 
 Any experienced v\>»tractor wouKl have foreseen this 
 difficulty. 
 
 K<>w to s^i^^est a mmtnly. H the cais?to>< can ho >*afely 
 moved half its length down stream, I recommewU that 
 
84 
 
 partial rip-rapping be promptly done, care being taken td 
 keep the stones a safe distance, say eighteen inches below 
 the pile heads, using small stones for the upper courses. 
 If the caison cannot be safely moved to admit the rip- 
 rap, then the next best thing is to have the protection piling 
 shewn on the sketch, put in about six feet from the caisson 
 and cut oft to the proper level, and a large quantity of rip- 
 rap piled around the outside of the pier bottom, before the 
 masonry is carried much above the water-level. 
 
 You will of course remember that in a letter to you of 
 29th December, replying to Mr. McGrreevy on the subject 
 of St. Maurice Bridge, I particularly recommended that the 
 work should be let (at a fair price) to some thoroughly 
 experienced sub-contractor, and I mentioned Mr. Mc- 
 Farlane to you, formerly of the International Bridge, 
 who has so successfully put in all the difficult foundations, 
 including the " Gatineau," on the western division, of this 
 railway. He would have done the work well at a fair 
 price, and guaranteed its completion within the year. 
 Had Mr, McG-reevy chosen to employ MacFarlane, no 
 trouble of the present nature could have occurred. 
 Instead of this, the contractor has put this important 
 work into the hands of his brother, probably the most 
 troublesome and least efficient man he could have found, 
 who, so far appears to have done everything wrong, and 
 this in the long run, will be found far the most expensive. 
 
 He has made a glaring blunder, so far as finishing the 
 bridge this year is concerned, in leaving untouched, this 
 winter, the foundations of the two deep water piers, which 
 are the keys of thci work, and any masonry laid at this un- 
 seasonable period on the two minor piers, near the shore, 
 cannot materially advance the work, so long as the central 
 piers, 1 ^main untouched. 
 
 I remain, Dear Sir, 
 
 Your obedient Servant, 
 
 A. L. LIGHT. 
 
sh 
 
 APPENDIX No. 13. 
 
 MR. HAMLIN'S REPORT ON 2nd DIVISION. 
 
 The masonry on this division is in a very backward state, 
 chiefly owing to a want of energy to push it ahead during 
 the proper season. However, I understand that strenuous 
 efforts will be made this winter to deliver all the stone 
 necessary for the different structures — 1551 first- class bridge 
 masonry, and 209 cubic yards of second class culvert ma- 
 sonry (laid dry) has been built this season up to the first 
 December. There is still remaining to bo built approxim- 
 ately 85 GO cubic yards of first-class bridge and culvert ma- 
 sonry and 3528 cubic yards of second class culvert mason- 
 ry. This estimate does not include the St. Maurice Bridge. 
 
 TT T\" 'TT "TT TV* ^ TT TV" 'W "Tr 
 
 I am. Sir, 
 
 Your obedient Servant, 
 
 L. B. HAMLIN. 
 Three Rivers, P. Q., ISlh December, 1876. 
 
 ; the 
 
 this 
 
 A'hich 
 
 lis un- 
 
 shore, 
 
 nitral 
 
 Three Rivers, P. Q., 2nd January, 1877. 
 
 # # ^ # # With regard to the timber at the 
 St. Maurice crossing, I have not been able to see it myself, but 
 Mr. Hamlin had a careful survey and classification of it made 
 at the end of November, and a return sent to your office. 
 
 The number of sticks fit for piles in the 
 foundations of the two centre piers are given 
 1 in the margin. A great deal of the timber 
 is fit only for the outside caissons, and some 
 of it not even for them. 
 
 No. 
 
 Length 
 
 1 
 
 50 
 
 1 
 
 54 
 
 19 
 
 52 
 
 19 
 
 51 
 
 18 
 
 50 
 
 68 pieces 
 
(^hci contractor is quarryinp,- stoiio. on the piles hranch foi^ 
 the St. Maurice Bridj^o *###=*(= 
 It would be for the advantage of both the Governmont and 
 the contractor to have a good inspector sent to the (jUiUTy 
 * * * as stone delivered l)adly dressed and 
 shaptid is apt to be worked into the masonry, and the 
 proper place to insi)ect stone is at the quarry. 
 
 I have, &c., 
 
 JOHN. EWD. BOYD. 
 
 Quebec, April 20th, 1877. 
 A. L. LIGHT, Esq., C. E., 
 
 Government Engineer. 
 
 Dear Sir, 
 
 At your request, I have prepared the follow- 
 ing statement, of stone (juarried and deUvered between 
 Quebec and Maskinonge ; also, tabulated statement of Jinisli- 
 ed and unfinished masonry between the same points. 
 
 The returns stand thus : 
 
 Estimate to 30th November, 187G. 
 
 — 
 
 Cut Stono 
 Delivered. 
 
 Cut Stone 
 ill Qiiitrry. 
 
 Unetit Stono. 
 Delivered. 
 
 Uncut Stono 
 in Quarry. 
 
 Division No. 1 
 
 00 e. yds. 
 2&6 " " 
 
 10 c. yds. 
 
 130 c. yds. 
 •7U7 " " 
 
 3J3 c. yds. 
 
 
 
 
 Totals 
 
 305 " " 
 
 10 " '< 
 
 927 " •• 
 
 313 " '• 
 
 • 200 cubic yards of this is very small, unfit for 2nd class masonry, nothing stated 
 about stone in quarry on division 2. 
 
8t 
 
 Estimate to 31st March, 1877. 
 
 — 
 
 Tut Stono 
 Dolivorud. 
 
 Out Stone 
 in Quarry. 
 
 Uncut Sttno 
 Dolivorcd. 
 
 Uncut Stone 
 in Quarry. 
 
 DlviMion Nn. 1 
 
 « <t 2 
 
 2B2 0. yds. 
 i;i24 " " 
 
 .'.12 c. yda. 
 1110" " 
 
 210 0. ydg. 
 2008 " " 
 
 410 e. yda, 
 1158" « 
 
 Totals 
 
 1580 " " 
 
 1022 " '• 
 
 3227 " " 
 
 1577 « >f 
 
 Statement ok Finished and Unfinished Masonry 
 UP to 1st December, 187G. 
 
 
 First-cksB Masonry 
 
 Second-olacs Masonry. 
 
 < 
 
 Xo. cubic yards 
 doiio. 
 
 No. cubic yards 
 to bu uonu. 
 
 No. cubic yards 
 done. 
 
 No. cubic yards 
 to bo done. 
 
 Piviaiun No 1 
 
 It It «> 
 
 HO 50 
 1351 
 
 2^00 
 12185 
 
 :i54<.i 
 2oy 
 
 H27 
 
 4J2S 
 
 
 
 Totals 
 
 10207 
 
 11785 
 
 375S 
 
 .•iSSS 
 
 The above Statomonts arc com])ilcd t'roni the Division 
 Engineer's returns, and do J iot include St. Maurice Bridge 
 ;=4,500 c. yards. ,j 
 
 I remain, Dear Sir, 
 
 yours truly, 
 
 E. A. 110 AEE. 
 
 r 
 
 ^ 
 
 ^OjC. £A^^ 
 
88 
 
 APPENDIX No. 14. 
 
 I 
 
 POKTNEUF BRIDGl!:. 
 
 Quebec, rsth Mny, 1S16. 
 
 -•I 
 
 Hon. H. a. MALHIOT, 
 
 Chief Com. Q. 31. O. Railway. - 
 
 Dear Sir, 
 
 I have just l)eon notified by the contractor's 
 Engineer, that work is about beinj^ resumed upon 
 the Portneuf Piers. I have already informed you that for 
 certain reasons then exphxined, 1 had no coniidence in the 
 foundations of these piers. Three months ago I requested 
 Mr. Robert McG-reevy to have borings takeii both at these 
 piers and at St. Maurice River, to enable me to judge cor- 
 rectly and safely of what should be done at these very cri- 
 tical points. These borings have not yet been taken, and I 
 am therefore quite unable to guarantee the safety of these 
 high piers. No works of such magnitude should be begun 
 upon foundations at all doubtful. Moreover, should iron 
 superstructure be substituted for wood at Portneuf, it is 
 altogether desirable that the sites of these piers should be 
 moved further apart, so as to make the spans equal, which 
 at present they are not. 
 
 Under these circumstances, I would suggest that the 
 contractor be requested to suspend operations upon these 
 pier.s until the iron bridge question is settled. 
 
 1 
 i 
 
 ti 
 
 A. 
 
 ox 
 
 in 
 
 I remain. Dear Sir, 
 
 Very truly yours, 
 
 (Signed,) 
 
 A. L. LIGHT. 
 
 an 
 15 
 th( 
 plii 
 
 in 
 
89 
 
 Quebec, dth June, 1870. 
 
 Hon. H. O. MALIIIOT, 
 
 ;': ' Chief Commissioner Q. M. O. Sf O. Railirny. 
 
 Deaii Siu, 
 
 I havo made a careful cxaminalioii of the piers at 
 I'ortuouf, where the fouiulalioiis have boon already put in, 
 and a small portion of masonry built. 
 
 I have not conhdence in these foundations, the masonry 
 moreover, esj^ecially the portion hiid last autiTmn toilliout 
 insiiectioH, is of a very indilfercnt description entirely unlit 
 for such important work. 
 
 I recommend that these i)iers be taken down, the founda- 
 tions placed beyond a doubt, and the imisonry rebuilt ac- 
 cording to specification. 
 
 ' ' ' I remain. Dear Sir, 
 
 Faithfully yc irs, 
 
 (Signed,) A. L. LiailT. 
 
 Three Rivers, 11 (h June, 187G. 
 
 A. L. LUillT, Ehq., C. E., 
 
 &c., &c., ^c. 
 Sir, 
 
 * ^ * ^ * I made a thorough 
 exomination of th(; masonry in the Portneuf piers, and lind 
 in the eastern pier the following defects : 
 
 In the top course, the face work has been laid without 
 any hearting, instead of carrying both up together. Out of 
 lo joints in the top course, only three are squared l)ack, 
 the specilied nine inches. In the face there are several 
 places where the bond is under ten inches. 
 
 The joints are in some cases as much as one inch, and 
 in many half an inch, and instead of being well Hushed 
 
 12 
 
IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
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 lis 120 
 
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 P 
 
 /w 
 
 m^ 
 
 w ^ 
 
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 7 
 
 Photographic 
 
 Sciences 
 Corpordtion 
 
 M 
 
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 w 
 
 
 23 WEST MAIN STREET 
 
 WE3STER,N.Y. 14S80 
 
 (716) 872-4503 
 
 ^ 
 
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90 
 
 full of mortar, are so open that I could put ray rule six and 
 eight inches into them. . .-,;.. ,,. 
 
 The stones are not dressed flat and parellel on the beds. 
 One stretcher especially, is up nearly an inch higher in the 
 centre than at the ends. 
 
 It is perhaps unnecessary to say that one stone like that 
 might and jirohably would crack the pier from top to 
 bottom, especially as the joint is not well filled with cement, 
 even of the inferior quality used. If the work that can be 
 seen is so ])ad, it is hardly probable that the work in the 
 foundations, which is covered from view is any better. 
 
 The work in the western pier is better in the face, but 
 there is the same fault in the joints not being squared back 
 far enough, only three out of the nineteen in. toj) course 
 being right. 
 
 The deficiency in the proportion of bed to rise is common 
 to both, and indeed to all the masonry, I have seen on the 
 line whenever the height of course exceeds sixteen or 
 eighteen inches, to which the si)eciiication should have 
 limited them. 
 
 1 have no hesitation in saying (especially in respect to 
 the eastern pier,) that it would be unsafe to build so high 
 a pier on such masonry as that now laid. ^ ^ ^ * 
 
 ' I have the honor to bo. 
 
 ,v ■■'.... .,...' Sir, 
 
 '"' - : Your obedient Servant, 
 
 (Signed,) JOHN EDWARD BOYD. 
 
 Sir, 
 
 Three Rivers, July 24, 187G. 
 
 * * # * # * The eastern 
 abutment pit at Portneuf, is quite as bad as I expected. 
 The material, blue clay and sand, full of water which runs 
 to "slurry" after a short exposure to th(^ air. They are 
 still digging at it. 
 
 The eastern pier is being taken down. 
 
91 
 
 I presume before the new masonry is boo-un vou will 
 
 order the bottom to be bored. This wVk is 5m 'svf'peud d 
 
 for want of stone ; a temporary track is being laid to 
 
 Deschambault quarry to bring it down. The quarryino. « 
 
 ! gomg or. very slowly. h^'*^0"1o is 
 
 There were only about iifteen men at work on Fridav 
 and I am told that this is about the average. ^' 
 
 «o ^hn! il?^ '' ""^f"^ qiiality.vDut comes out in bad sh ipes, 
 so tha the proportion which can be worked into face stone 
 
 ho7^l"' '''^'^- ^^^'"'^ '' " ^°* °^ '''y ^""'^ backing 
 
 Stears says he thinks it will bo a month before they have 
 buildfn ^^l^^^^^d to make it worth while to begin 
 
 Would it not be well to order (under section 14) that the 
 backing of these piers sWd be in one thickness to each 
 
 course. 
 
 # 
 
 # 
 
 # 
 
 # 
 
 # 
 
 # 
 
 ^ 
 
 (Signed,) 
 A. L. LIGHT, Esq., C. E. 
 
 JOHN E. BOYD, 
 
 * 
 
 Three Rircrs, P. Q., 'Srcl June, 1876. 
 
 Sir, 
 
 I beg to submit a report on the state of the brid-^o 
 works at the close oi the month ot May. * 
 
 At the Jacques Cartier River the pier is being taken 
 down. The work m this pier is not up to any specification 
 :?! m'"^!;''^'^ masonry that I ever saw. Many of the stones 
 tail oil very much, leaving only from 3 to 6 inches of a 
 square joint, and some of them are slack in the beds I 
 pointed out these defects to Mr. Gauthier, the present in- 
 spector. He seems to know what is required to make n-ood 
 work, and promises to insist on its performance # # # 
 
 I have, &c., 
 
 JOHN EDW. BOYD. 
 
 
92 
 
 Quebec, July '26tli, 1876. 
 ROBT. McGREEVY, EdQ. 
 
 Sir, 
 
 I am in receipt of a letter li om your Chief Engin- 
 eer dated the 24th instant, stating- thi t the east abutment 
 and Pier at Portneut' will l)e ready lor in.^pection on Monday 
 next. I inspected them personolly a lew days since, and 
 will have them insi^ected again on Mond.ry, as you desire. 
 
 Before any decision as to the foundation can be safely 
 arrived at, borings must be taken at both pla'^es, as I wrote 
 you last February. Should these Ijorings shew that the 
 stratum of blue clay shewn by the present excavation con- 
 tinues downwards, it will be necessary to carry a crib sur- 
 rounded by jnling and tilled with stone, down, pro])ably, 
 to the level of the stream l)ed. Piling, at any rate, will bo 
 re(|uired unless rock or hard pan be found. 
 
 I agree with Mr. Odell " that it is of the utmost ii.iport-,f 
 " anco that this matter should be attended to at ouv^e in 
 " order to secure, if possible, the completion of the struo'ure 
 " this season." It is moreover of great importance to i;ou 
 that it should be done promptly. Should the work not l-e 
 completed before the autumn rains set in, the whole will 
 slip in again, unless a large expenditure is incurred in 
 shoring up the sides of the excavation. It is impoesible to 
 foretell with such material where such slips may stop, as has 
 been found at Trois Pistoles, where the same treacherouK 
 material was met with. Should this occur, the unfinished 
 masonry even may be swept away. 
 
 As the matter is so important and requires prompt action 
 I would suggest that ordinary tackle such as can be quickly 
 improvised anywhere, will suffice to bore through the 
 blue clay at the site of the abutment where « contingencies 
 are not liable to arise — not so, however, at the Piers. Here 
 boulders may be anticij)ated that must be drilled through, 
 re(|uiring elaborate machinery, and as the Portneuf Bridge 
 is the key of the position, I advise the tools from the St. 
 Muurioe being brought back for a day or two to complete 
 these borings. 
 
 I hope you will succeed in completing this work this 
 autumn ; otherwise all work west must be delayed thereby. 
 
93 
 
 vuHle^taud you pro;~ » ," T'S ofTh "I""''' ' 
 
 ^tiJl incomplete. While +h» cnK* x ^ °^ ^^^ stone s 
 states theri is so little dimens^^.r*'^'*"' ^"^ *^° ^^^^nry 
 that he objects to resum^XZ-l t?^ ''^'^ ^" *^^« -^<>«»d 
 a month .since on lirjulvrm ;/^^r?'^' '*°Pi^«^ ("'^a^iy 
 to cany it on reo-ularlv; ffi' 1"^'^ ^^^cient stone krrives 
 there are but 15 meni^the nn ""' J^^*"^"'^ ^^«° ^^ew tha 
 
 fVf. theneccssary " I'^oVS^ ^'^^^ ^' ^^' '" 
 this autumn. ^ ^^ ^ ^ ^^''''^ *« complete the masonry 
 
 Had steps been taken to deliver ihr ,, 
 winter (which could easiirW ho^.! nocessary stone last 
 taken ni time (as requested^ n .r .u'^^'''' ' ^^^^^ borings 
 would have been no^Scu tv if. nnl' *^,f«»»^^«tions, thefe 
 work this season. "^ /"'"'^"^^y "^ completing this important 
 
 . ., I remain, Sir, 
 
 Yours truly, 
 '^'S""''' A. L. LIGHT. 
 
94 
 
 APPENDIX No. 15. 
 
 • }\.\ ,. ' ■ ,,' _,:,:,,,.,>., 27//1 January, 1877. 
 
 JOSEPH T0MLIN80N, Esq, C. E, 
 
 Board of Works, Ottawa 
 Dear Sir, 
 
 Herewith I enclose a section of the valley ol" the 
 ] liver Portneuf, shewinj^ an arrangement ol' proposed 
 fonndations there — also, a plan and elevation ol' the mode 
 upon which I propose to put in the Eastern abutment. 
 
 As there is a dill'erence of opinion between myself and 
 the contractor, respecting the proper mode of treating this 
 foundation, I am desirous to have an independent opinion 
 from another engineer of great experience in svich matters, 
 that all parties will respect — I therefore refer the matter to 
 you, oblige mo by giving it your early attention. 
 
 The view shewn on the section of the river crossing giv- 
 ing an elevation of the whole structure, is the mode pro- 
 posed by the Contractor's Engineer, viz. : to lay a i)latform 
 of timber and concrete, and build the masonry on it. The 
 objection to this is, that the whole may slip forward bodily. 
 To avert this, I propose to pile under this platform, in the 
 mode shewn in the accompanying sketch. Piles 25 feet 
 long, being driven G leet apart, and waled and cross-waled, 
 with 3 feet of concrete between and over their upper sur- 
 faces, to bond the Avholo and keej) out the water. The 
 pil(>s, towards the front of the abutment, have a rake back- 
 wards of 12 inches in 1 2 feet, and the platform itself pro- 
 jects eight feet in front of the face of the abutment to ren- 
 der it more difficult to tip it forward, part of the pressure 
 coming from behind. 
 
 I can understand that, before giving ;)n opinion upon 
 such an important question, you would like to see the 
 ground. This being impracticable, it will be sufficient to 
 rest assured; that it is as bad a place as can bo imagined. 
 The clay is so slippery, that the portion cast out of the 
 foundation has run into the stream below, much of 
 it being piled against the first pier to the height of 
 
teii foet. The contractor's argument dgainst piling is that 
 they will have a tendency to break oIF the whole front of 
 the excavation. My reply is, that if the gronnd will not bear 
 piling, it will not stand without them, and some different 
 design from either must be adopted. 
 
 Please give this matter your careful consideration, and 
 send me your full reasons, so that I may lay them before 
 the Commissioners ; at the same time send your chargp. 
 
 I remain. Sir, 
 
 Your cbcdient Servant, 
 
 (Signed,) 
 
 A. L. LIGHT. 
 
 Ollawa, February 1, 1877. 
 A. L. LIGHT, Esq., 
 
 Chief Engineer Q. M. O. ^: O. Railway. 
 
 Sir, 
 
 I 1)og to acknowledge the receipt of your letter 
 of the 27th January, rcqiiesting my professional opiiiion on 
 the proposed foundation for the eastern abutment of the 
 Portneuf bridge, also enclosing for my information tracings 
 showing a section of the -^^alley of the river, result of borings 
 under the foundation pit, and the proposed arrangement of 
 piles united with waling pieces and concrete, with the 
 l^osition of the abutment thereon. 
 
 I would iirst remark that clay, notwithstanding its ap- 
 parent stability, is prol)al)ly the least reliable material that 
 heavy structures can be founded upon. This is particularly 
 the case under bridge abutments, which in addition to their 
 own weight and that of their heavy superstructures gene- 
 rally act as retaining walls for high embankments. The 
 combined weiglits oi' the masoiiry, superstructiire and em- 
 bankment tend to force the face of the abutment forward 
 on the gradually yielding nature of most clays and allow it 
 to settle. The surface stratum of clay in your case, l)eing 
 of so viscous a nature when moist, makes it in my judg- 
 ment not only an advisable precaution, but ai)solutely ne- 
 cessary, to pile the foundation pit as you propose. The two 
 strata of sand, as long as protected by the clay and un- 
 
 ■4it~~t- 
 
 
 
■ 
 
 96 
 
 disturbed by running water arc thoroughly unyielding 
 and the intermediate stratum of clay under the great and 
 uniform pressure to which it is subjected will be much 
 firmer than the upper one. The use of piles will transfer 
 the greater part of the weight from the upper stratum to 
 these three lower strata. Piles have a tendency to consoli- 
 date clay as is frequently shown by its swelling around them 
 while being driven, any idea that clay will split by driving 
 piles, and admit moisture to produce a slide must be 
 imaginary. The manner in which you propose to unite 
 the heads of the piles, after they are driven by bolting 
 double w^aling pieces to them in each direction will be 
 very elfective in conJining the concrete and in distributing 
 the weight uniformly, so that there will be no probability 
 of r>erceptible settlement. And I doubt if any other ar- 
 .igement equally efficient could be made at the same 
 expense ; I should consider it better to have a greater numBer 
 of rows of piles from back to front, say twelve in the place 
 of the nine proposed. Driving the pile with a rake back- 
 wards, will enable them more effectively to resist the forces 
 bearing against them, consequently I would deem it 
 desireable to drive more of them at the same inclination. 
 
 Considering the unreliable nature of the surface clay and 
 the decided advantages of connecting the foundation with 
 the two strata of incompressible sand that are at such 
 suitable distances from the bottom of the pit, I would if I. 
 were a contractor who had to be responsible for the per- 
 manency of the work, prefer to incur the additional expense 
 of driving the piles, as in that case I would feel confident 
 that no movement could take place in the masonry of the 
 abutment as the strata of sand are fully secured by the 
 superincumbent clay against any disturbance by water. 
 
 Taking all the facts into consideration, I have no hesita- 
 tion in stating that if the plan you i)ropose is faithfully 
 executed, the foundation will be of the most permanent and 
 substantial description, and will give perfect satisfaction 
 both to the Board of Commissioners and the Contractor. 
 
 I have the honor to remain, 
 Sir, 
 Your obedient Servant, 
 
 (Signed,) 
 
 JOS. TOMLINSON. 
 
m 
 
 APPENDIX No. 16. 
 
 f 
 
 ! I. 
 
 I 
 
 MASONRY. 
 
 Quebec, im June, 1876. 
 HoNBLE. H. a. MALHIOT, 
 
 Chief Commissioner, Q. M. O. ,^^ O. liailioay. 
 Dear Sir, 
 
 anfl Thv,^??^^''''"^''^'*u ^"'^ "^^" b"^8'es between here 
 aim 1 iroo Rivers are about beiiiff ben-un in so-or.,! .1/ 
 
 1 would draw attention to the 1ac^1^hat 11^^: ^ """i- 
 
 which these structures have Wtwllt/c^mprdTs o 
 
 be adopted on the Eastern Divisfonaisr ^^ ^'"'^'''''^^ 
 
 This most necessary improvemont is covered it is conKi 
 
 SW/'*^'W -Tf^^^ir^^^^^P^^ "^ <he report oVmTs rs 
 Jidillairge and Light, of the 13th March, 1875 : 
 
 " Mr. Light beinjf of opinion that the soeciiirnfioM^ f^. 
 
 I remain, Dear Sir, , . ' ' 
 
 ' : Faithfully yours, 
 
 (Signed,) . A. L. LIGHT, 
 
 13 
 
 -^ 
 
08 
 
 U '.'■! 
 
 APPENDIX No. 17. 
 
 MASONRY. 
 
 Pont Rouge, Ilk August, 1876. 
 
 Dear Sir, 
 
 # # ^ # # # # Tho dry masonry in box cul- 
 verts is not up to specification, that is the last specification 
 which was issued. 
 
 In so far that in many instances pinners have been used 
 and the top stones of walls are not all through stones, . 
 
 As to half-inch joints, it is simply impossible to got them 
 in this class of masonry. 
 
 Some of the sub-contractors building this dry work, 1 am 
 informed, have < nly |4 per yard for it, furnishing and cutting 
 stone included. Under these circumstances it is quite im- 
 l)ossible for them to build up to specification, so that they 
 must either abandon the work, or do it in defiance of in- 
 spectors. Before closing this, I beg to protest against 
 being held responsible for any work which is being- 
 done between Bell's Road and the City of Quebec. 
 This has entirely been engineered by one Rask, in Mr. Mc- 
 Greevy's employ and pay, who has never reported to me, 
 nor have I been notified of his appointment. He has de- 
 signed and laid out the culverts and grading without any 
 consultation with me ; and I found, on passing over the 
 line, that the class of dry masonry being built on that part 
 is so bad that it is not even worthy of the name of masonry, 
 nor would it be admitted in an ordinary public highway. 
 
 ^ ^ AL, 4£, 4/, ^ -^ -^ -i^ ^ 
 
 (Signed,) 
 
 JOHN LINDSAY. 
 
APPENDIX No. 18. 
 
 Incuease of- Masonry caused ijy ciiANdEs op GnADii 
 HETWEEN Quebec and Three Kivers. 
 
 Julij 10///, 1870. 
 Jiicqups Cailior Bridn-o ro „ i ^ 
 
 poriUi(ihKio.e../.I .!.?;: II ^^y^- y'^:^^«- 
 
 Culvorl, at M(j3— 7 X fj !!."!!!!!! 82 " 
 
 Total 1st class 144 
 
 Sections 13 to 17-13 culverts 80 e«)>. yards. 
 
 19 corbel box 1 culvert 25 " " 
 
 -Uto33 (5 .. og .. 
 
 " 33 to 40 (J «' * 3Q „ ., 
 
 1G6 
 
 Ist class masonry, 144 yds. at |14 40 nir. 
 
 '^•^ *'••• 1,1G2 
 
 ^ #3,178 
 
 (Signed,) JOHN LINDSAY 
 
!i M 
 
 m 
 
 100 
 
 APPENDIX No. 19. 
 
 MASONRY. 
 
 Quebec, Uth Avgusl, 187G. 
 
 Hon. II. a. MALIIIOT, 
 
 Chief Commissioner, Q. M. O. S^' O. Railway. 
 
 13EAII Sir, 
 
 Messrs. Boyd and Lindsay report that they have 
 condemned 47G yunls of culverts, built in July, as not in 
 accordance with the specilicationslbr second-class masonry, 
 of the Montreal Northern C-olonization Railway, much of 
 it not even as good as that required by a rigid reading of 
 the old specillcation. 
 
 The Ibrmer class was recommended in my letter of 19th 
 June to the Board, who, after the most careful consideration 
 as to the propriety and legality of the change, adopted it on 
 the 20th cf June. 
 
 Their decision was immediately communicated to the 
 contractor's engineer, who at once notified his employer. 
 This was long before any of this masonry had been begun. 
 
 The reason given by the Division Engineer for so much 
 inferior work having been allowed without an earlier pro- 
 test, is that at first the orders of the Ins]iectors were attend- 
 ed to — as evidenced by itpwards of GOO yards of culvert 
 masonry being returned in the July estimate. Subsequently, 
 however, Mr. R. McGrreevy passed over the line, and 
 pe^mptorily forbade sub-contractors to carry out inSi^'"'ct- 
 ors' orders in this particular. 
 
 The sub-contractors when spoken to about the quality of 
 work complain that their agreement with Mr. McGrreevy 
 was to build an entirely dilierent class of work from that 
 which the specification requires, and that their prices arc 
 too low to build such work, some of them getting only 
 $4.00 per yard, v ile Mr. McGreevy's price is $7.00. 
 
101 
 
 ^oct- 
 
 [ity of 
 
 oevy 
 
 that 
 
 tH arc 
 on 
 
 ly 
 
 The defects of the condemned masonry are that tho 
 stones are oImmi much too small and not dressed on beds 
 and builds, i\u\ deliciencies beini^ made np ])y s]>alls or 
 pinners, instead of beinij thorout;hly dressed down to half- 
 inch joints as required by the speciiication. Thp ])ackin(; 
 is comparatively worthless and the bond imperfect. On 
 this last head, tho specilieations read: Clause No. IS, 
 " Every attention must be paid to procure a perfect bond.'^ 
 To attain this, amoiii!,- other thini^s, a six inch joint, and an 
 eiii'ht inch lap was ordered — similar to vv^hat was used 
 under the sam;^ circumstances on the Intercolonial (built 
 on same specification). Nine and ten inch joints, as used in 
 Jirst-cla.^s work, mii^-lit have been required und(M' the speci- 
 iication, but the smaller siz(>s were deemed sufficient. These 
 even were countermanded. 
 
 Most of these structures are covered with l)ut two to 
 three feet of embankment, and it is almost unnecessary to 
 say that such impmlect masonry is not fitted to withstand 
 loHf^ the violent shock.s and vibrations caused by heavy 
 engines runnin*^ at hiyh velocities, and should therefore be 
 taken down and rebuilt in accordance with the specifica- 
 tion approved by the Board. 
 
 This opposition to the well understood orders of the Com- 
 missioner.s is most unwarrantable and should be eilectually 
 dealt with — nothing short of i)romi)tly pulling down the 
 work will meet the case. 
 
 The cost of taking down and rebuilding properly will 
 amount to about $:j per yard, say $1,500 in all. If not 
 insisted upon, the Ins])ectors may as well be dismissed ; 
 their orders having been deiled, they will have little future 
 weight. 
 
 A go 3d deal of the stone contiguous to the line of which 
 th(! masonry must ha made is sul)iect to "drys and ilaws" 
 and not to l)e depended upon, when, laid without mortar, 
 al)Ove a certahi height. I therelore recommend that the 
 second clause of the Seymoiir specification — forming an 
 import.' nt part of tht> present contract — be insisted upon, 
 and tho all masoriry a))Ove live feet in height, be first-class 
 and laid in Portland cement. This clause thus reads: 
 " Bridge abvitments and piers, arch culverts, and the side 
 " walls of open drains, road crossings or cattle passes, ox- 
 
10^ 
 
 '' ceeding live feet in height will be laid in hydraulic 
 " mortar, and will correspond in character to what is gene- 
 " rally termed first'clnss rubble masonry." In circular 
 No. 2 likewise part of the contract — this iirst-class rubble 
 is fleiined as " intended to be fully up to the standard for 
 " similar structures on the Intercolonial, fxrand Trunk, 
 " Great Western or any other iirst-class railway in Canada." 
 
 All Iirst-class masonry erected by the present contractor, 
 previous to this season, has been built under the original 
 Si'ymour spocilication 8U])plemented by explanatory circu- 
 lar No. 2, under which combination good firsi-class work 
 can be had. 
 
 The Seymour specification for second-class was vague 
 and the little masonry previously built under it very bad. 
 For these reasons, and linally to close future dispntes, 
 " Messrs. Baillairge and Light recommended that the M. N. 
 " C. Kailway specificationr, ;'rora their freedom from ambi- 
 " guity, 1)0 adopted." In arranging the new contract, 
 seventy dive per cent was added to the Seymour price to 
 covn* the cost of improved work on second-class masonry. 
 
 Ill 5th clause of Seymour specilication, it is stated " that 
 " the mortar used i)i masonry must be composed of the best 
 " qualUy of hydraulic cement, &c." The best quality is 
 undoubtedly Portland. Careful exj-eriments conducted by 
 myself on a comprehensive scale at the Miramichi Bridges, 
 and made with the cement testing apparatus of the (London) 
 Metropolitan Board of Works, conclusively proved Portland 
 cement to have from three to four times the tensile strength 
 of either Quebec or Hull cerr onts ; much more reliable and 
 uniform in character, and from its carrying more sand, but 
 little more expensive in the end. 
 
 For i.>bove reasons I recommend Portland cement for all 
 structures where mortar is required under the track — safety 
 being the first desideratum. • 
 
 I remain, 
 
 Faithfully yours, 
 
 (Signed,) A. L. LIGHT. 
 
108 
 
 APPENDIX No 20. 
 
 MASONRY. 
 5 Rivers, P. Q., 12ih August, 1876. 
 
 A. L. LiaHT, Esq.. C. E., 
 
 &c., &c., ^c 
 Sir, 
 
 *##### 
 
 # 
 
 irom this I fear that deceived by the face, I spoke toS 
 favourably of the other work done by this man Mackav 
 111 saying "it ..as fair, strong, ///zV^-class worl?^ ^' 
 
 Matters have reached a point, where if you do not insist 
 on his dismissal from the work, for persistL^Usobed one. 
 of orders, our authority becomes a shadow. * # i # 
 binco I saw the culvert at station 145, I am convinced 
 that every box culvert built by him should come down # 
 
 (Signed,) 
 
 JOHN ED. BOYD, 
 
104 
 
 APPENDIX No. 21; 
 
 MASONRY. 
 
 Quebec, 16lh August, 1876. 
 
 ROBEliT McGREEVY, Esq. 
 
 Sib, 
 
 Referring to our conversation of yesterday, in the 
 course of which I desired you to dismiss McKay, on 
 account of the bad work he was making on the culvert 
 masonry, and from his persistent refusal to attend to orders, 
 literally setting the stall" at defiance, I would remark chat I 
 visited the works near Bell's Road yesterday, with your 
 Engineer, and found matters but little improved. The 
 work there is not near as good as would be obtained 
 under the old specilication ; therefore it is nonsense for him 
 to Eay that he is working strictly to your specification, 
 unless you have given him something diilerent from either. 
 The clause referring to the top stones bonding the entire 
 wall is ignored, and is essential, and wiU bo insisted upon 
 under any circumstances. The backing generally is com- 
 posed of stones, that might have been put in with a wheel 
 barrow, to the extent of a considerable portion of the ma- 
 sorry. The clauses about bond,joints, sizes, ike, are gen- 
 erally neglected, and the whole, results in bad work. I feel 
 assured that if you knew how bad the work really is, you 
 would be the first to dismiss McKay. Proceeding from Bell's 
 Road "West, as far as we went, we found most of the work 
 indifferent, all done, I believe, by the same man. 
 
 I need hardly say that such masonry cannot be accepted, 
 and taking it down hereafter will cause serious delays. 
 
 Returning towards town with your engineer, for the 
 purpose of fixing the sizes of the structures on the new 
 work, we were both surprised to find many already in place. 
 Referring to Mr. Lindsay, he informed me he has never 
 
^^'""^'^CX^^^ , ''^ ^- -^ -t the. out. 
 
 " that one RaV havE^ 1^ ^' '^'^^°*^^«' and he says 
 been employed ^rd^fh^or?' '"xhir'^V'^^ ^*^^' ^- 
 -egulanty th.t you must taT the co^s^VenceT"' '' ^^ 
 
 ^s SJ; a^ndtW t^;^^^^^^^^^ P-tion of the line 
 
 getting a quantity ofnewsrone of In. '/^^^^ ^^ "«*^^ by 
 purpose of bonders and 1^°!^^. ihl^l dimension, for the 
 with Portland cement ^ ° ^ '^^°^^ "^°«^ carefully 
 
 I remain, 
 
 Faithfully yours, 
 
 (Signed,) 
 
 A. L. LIGHT. 
 
 14 
 
106 
 
 APPENDIX No. 2i. 
 
 ^kfcpoRT ON Masonry of Culverts on North Sttotit 
 Railway, from City of Quebec, Westward. 
 
 4th September, 1S76. 
 
 To a. L. light, Esq., 
 
 Government Engineer, 
 
 Sir, 
 
 In compliance witL your request, I last week mi- 
 nutely examined as far as practicable, the undermentioned 
 structures, of which I beg to report as follows i 
 
 No. 1 Box Culvert 3 x 3 — 'Stones in face work large, and, 
 as far as I could judge, well bedded and bonded. 
 
 Coping not dressed as shewn in plan ; paving not well 
 laid ; stones inferior ; water runs under paving. 
 
 The only way to cure this is to take up end walls and 
 carry them across op'^ning to level of top of paving — end 
 Walls shew 3 feet deep. 
 
 No. 2 Box Culvert 3 x S — Masons employed finishing side 
 Walls and laying covers ; walls buiit with Portland cement ; 
 work apparently strong and substantial ; pavement roughly 
 laid and not cemented ; all pavements of culverts ought to 
 be well paved and thoroughly grouted with hydraulic ce- 
 ment. 
 
 No. 3 Box Culvert 4 x 4 — Stones in face large ; work- 
 manship fair, except some spauling in face work ; cannot, 
 of coui'se, tell how interior of work is built ; coping not as 
 shewn in plan. This culvert is dry mtisonry. 
 
 No. 4 Box Culvert 3 x 3 — Dry masonry, very poorly built ; 
 many spauls in face work ; paving and coping badly laid, 
 and stones unsuitable. 
 
107 
 
 and 
 -end 
 
 side 
 
 lent ; 
 
 ighly 
 
 \ht to 
 
 ic ce- 
 
 IVOIK- 
 
 Innot, 
 lot as 
 
 kuilt ; 
 laid, 
 
 No. ./ Box Culvert 3 x 3 — Dry masonry ; about the same 
 as No. 4 ; j^eat deviation from plans and specifications, and 
 coping and covers not near up to the mark. 
 
 No. 6, 6-feet Beam Culvert — No attempt in many in- 
 stances to dress vertical joints ; some unsound stones in face 
 work ; some spauls in front work ; bond not good ; pave- 
 ment and coping inferior. 
 
 No. 7, 6-feet Beam Culvert — Some improvement on No. 
 6, but there being 2 feet of water in bottom, could not 
 ascertain quality of work ; some unsound stones in face, 
 and large joints ; coping not according to i)lan in this or 
 any of the structures. 
 
 No. 8, O-feet Beam Culvert —An improvement on lesser 
 beam culverts, but on account of v/ater in bottom, can say 
 nothing of lower course or pavement ; no part of work first 
 class. 
 
 No. 9 Box Culvert 3 x 3 — Dry masonry ; great many 
 spauls in face work ; not anywhere up to 8i)ecifications or 
 plans. 
 
 No. 10 Box Culvert 3 x 3 — Dry masonry, about same as 
 No. 9 ; no coping on this or any other of the ^.tuctures up 
 to plan. 
 
 No. 11 6-feet Beam Culvert — Stones in this structure 
 large, but most roughly built ; coping inferior, and paving 
 badly laid. 
 
 No. 12 Box Culvert 3 x 3 — Dry masonry ; stones large 
 and well bonded, but several spauls in face work ; lower 
 end requires to be paved ; coping inferior. 
 
 No. 13 Box Culvert 4 x 5 — This structure seems strong 
 and composed of large stones in face and wing walls ; sev- 
 eral spauls, however, in face of walls ; bottom composed of 
 soft shell rock : not paved ; ought to be done, or foundation 
 will soon be undermined ; dry masonry. 
 
 No. 14 Box Culvert 3 x 4 — This culvert composed of large 
 stones ; apparently well bedded ; some spauls in face of 
 
108 
 
 masonry ; requires to be paved ; boitom of soft shell rock 
 dry masonry. 
 
 No. 
 
 15 Box Culvert 4xG — Laid in cement; masonry 
 
 composed of \aTg;e granite blocks ; no spauls in face work ; 
 side walls, which are w ithin 1 foot of height, now in pro. 
 gress. 
 
 No. 16 Box Culvert 3 x3 — Dry masonry ; very roughly 
 built ; any quantity of spauls in face work ; coping and 
 covers badly laid and too small. 
 
 No, 17 Box Culvert 3x3 — Dry masonry; some better 
 than No. 16 ; still verv inferior. 
 
 This was as far as my inspection proceeded, and in view- 
 ing the work from a stand point of Intercolonial Kailwa 
 
 experience, I consider second-class work on that railway, 
 far superior to any masonry I have yet inspected ; notwith^ 
 standing both works are based on nearly same plans and 
 specilications. 
 
 I would respectfully recommend that all culverts over 
 three feet in width be corbeled to that width, as a greater 
 security to covers. More attention must also be paid to 
 pointing covers, which so far has not been done. 
 
 The pavement of culverts has been very inefficiently 
 done throughout. 
 
 I would recommend all culverts to be well paved and 
 thoroughly grouted. 
 
 There is not a single piece of coping on any ci|lvert, as 
 shewn in plan. 
 
 I would emphatically protest against the plan so univer- 
 sally adopted here of inserting spauls in face work of mason- 
 ry, as the principle once conceded, such innovations have a 
 tendency to get worse and worse, and it is a matter of 
 surprise to me that any inspector allowed such deviations 
 from specifications as is to be seen in all parts of the ma- 
 sonry. 
 
109 
 
 toLs^'e'rrl^pofS^ "^^' not easily bo found 
 
 the faithful disc3?of thL L^"''^!^ ponnected with 
 at a monthly /ak?ric s han tV^''/^^^ 
 culvert. ^ ^^""^ *^^ foreman, of a paltry 
 
 (Sis-ned,) JAMES SUTHERLAND, 
 
 POSTOKIPT TO Mr. SUTIIEKI.AND-. RePORT OF 15tH 
 
 September, 1876. 
 smco come to tho conclnsion tw ^i? 1 "«>''»'. I have 
 
 (Sijrned,) 
 
 J, S. 
 
110 
 
 APPENDIX No. 23. 
 
 I :| 
 
 MASONRY. 
 Three Rivers, P. Q., 22nd Sept., 1876. 
 
 ^1^' 
 
 ALEX. L. LIGHT, Esq.. C. E., 
 
 Chief Engineer, Gov. Rys., Quebec. 
 Sir, 
 
 I have seen a copy of Sutherland's report and think 
 it necessary to draw your attention to some points in it. 
 
 1st. The be' n culverts on which he reports unfavorably, 
 but whieh I passed, were not intended to be iirst-class 
 masonry, as they were built before the " 5 feet high " order 
 was issued, and h fore the cement question had boon finally 
 settled, 
 
 2nd. His report on the box culverts does not differ 
 materially from mine, but the culverts passed by me in 
 June, were built before the present specification was issued. 
 No paving was returned as if in, at all, it was badly done. 
 For the July estimate, I condemned, under the new specifi' 
 cation, every box culvert built that month. 
 
 3rrf. I do not see any necessity for grouting pavement, if 
 it is set on edge and well rammed as it should be, and the 
 end walls built across below the openings. I confess that 
 it is difficult to get proper attention paid to the paving, and 
 grouting might be made a penalty, for not putting it in as 
 ordered. 
 
 4//t. His expression that he must " protest against the 
 plan so universally adopted here of inserting spalls in th(> 
 face of masonry " would load a stranger to suppose we had 
 permitted this, whereas I know the inspectors did their best 
 to prevent it. I have condemned culverts otherwise passa- 
 
Ill 
 
 expressions but -m ih^ rot!!i^ ^ ^^'^'^^ °^ ^^^ir own 
 
 Lourie and others I trn.?^' ""^TJ' *? ^^^'^ ^^^^^ ««^^n by 
 attention tosuchinr^^^^^ ^^^ ' 
 
 reflect on the staff ^enpr^i ' i ^^^. ^^^'^ *° outsidera to 
 ^" me stall generally, and me in particular. # # 
 
 1 have, &c., 
 
 JOHN EDW. BOYD. 
 
 w 
 
 I* 
 
112 
 
 I 
 
 APPENDIX No. 24. 
 
 Memo, sent the undermentioned Bridge Builders to obtain 
 prices by which the Width of Spans of the different 
 Bridges could be most economically arranged. 
 
 Clarke, Reeves & Co., Philadelphia, Pa. 
 Keystone Bridge Co., Pittsburgh, " 
 American " " Chicago, 111. 
 
 ; Watsen " " Paterson, N. .T. 
 
 Niagara " " Buli'alo, N. Y. 
 
 Gentlemen, 
 
 Please advise me your lowest coi/t rates for wrought 
 iron single track through, and also deck railway bridges, 
 delivered at the port of Quebec, and including custom 
 dut'^'s of 17i per cent ad valorem of the following spans: 
 
 Clear spans 
 
 .230 feet 125 feet. 
 
 200 " 100 '• 
 
 JLiu io 
 
 160 " 50 " 
 
 150 " 
 
 Pivot draws — 2 openings of 100 feet each, 230 over all. 
 2 " 60 130 " " 
 
 4( 
 
 All bridges to be first-class in every respect and conform 
 strictly to the following specification. Strain sheets must 
 be submittted before any tender will be accepted. 
 
 Load. — Two locomotives weighing with tenders not less 
 than GO tons each, and throwing 30 tons on drivers within 
 12 feet. Rest of bridge 2,000 lbs. per foot. 
 
 Strains. — Tensile 10,000 lbs per inch. Shearing 7,500, 
 compression to be determined by Gordon's formula with 
 factor of five. 
 
113 
 
 trai''^^^•s^ol\^^^^^^ and under 
 
 Iron used in tension to >o^ SL' r^^ir' !"". '«"ffl">^"««. 
 ^tnnv^th or .55,000 to 60,000 bsn.r 1 ^"'^'^^ ""'' "^^^n^^^to 
 mazient «ot under 30,00) poumi/ *'"'''*' "'«^^- No ,>or- 
 
 «uch (ou..hne.ss that a at^ b" ? r')."^"?'-'^ '''"^'' '"•<' <><' 
 capable of being doubled ovotpnl i ^^ T "^^^^''^ ^'^'^H be 
 
 in close contact witSouTcracLn°! ""''^ '^^' "'^^ «'^«« ^-"^« 
 
 VVORKMANSIIIP AlK.,^ 1 
 
 Class, and oqud to ,^0;"?/ '^"^^"^^ ^^ ^^"^Wy lirst- 
 
 Cridgesoverlhe Mir.^ hf andy^r"''"^.'"'^^' "^'^^^^ 
 hridp 1. tested, it will be coCedw/f ""'/'• ^^^^^'» ^^e 
 end to end, and the centre Sec'^n sb ll^^'T^^^^'^^ ^''^"^ 
 two-thousanth part of the span ^ "°^ •'^^^^'^^ «»« 
 
 Quebec, 13th October, 1875, 
 
 A. L. LIGHT. 
 
 |.^ 
 
114 
 
 APPENDIX No. 26. 
 
 IRON BIUDGKS. : , 
 
 Grand Trunk lUiiiW AY, 
 Chief Engineer's Office, 
 ; Toronto, March 6th, IhlQ. 
 
 My Dear Sir, 
 
 I have looked over the several plans of your 
 bridges, as received from diirercntmanulacturers, and I l)eti^ 
 to say that they are all ol" the Pratt truss principle, with the 
 exception of two rivetted lattices : one from Mr. Leighton, 
 of Rochester, and one from the Niagiira Bridge Works. 
 
 They are all of different lengths, weights and construC' 
 tion, each builder calculating from a given working strain 
 of his own, and making his bridge as deep as ho thinks 
 proper. 
 
 I am sorry that I had not time to go through the calcula- 
 tion of each separately, but in glancing over them, I saw 
 plainly that part of them were very light in construction 
 and others heavier. The Rivetted Lattices were more 
 satisfactory than the pin connections, but all lacked safety 
 in computation, the working strains being generally too 
 ^igh. 
 
 ^,ive you my opinion from i)ractical experience, I do 
 jcommend bridges with pin connections, when Rivet- 
 ><attices can be obtained at their present prices. I am 
 -a favor of the Lattice Bridges, because when once well 
 made of a good class of iron, they are permanent, and do 
 not require adjusting, as is the case with the pin connec- 
 tions. 
 
 I may state that after having looked over the drawings 
 and strains, I cannot but conclude that none are satisfacto- 
 
11» 
 
 pM .ICS Z:^ l: *« ■»-'act„... What 
 
 his drawing, and if von d IvK o ""^ ^"^'^ manufachiror 
 connection? han \Cw^^^^ ^^-vettod Lattices or pin 
 occordingly. ""^Mtigs and specifications furnishod 
 
 I i'<'main, my Dear Sir, 
 
 • 7 , Your obedient Servantj 
 
 i .: i 
 
 ». HUGHES, 
 
 Bridge Inspector, 
 
 ^1' 
 
■^p 
 
 lie 
 
 AFPEiVDIX No. 26. 
 
 S.S. " Sarmatian," 
 
 KlVER St. LAWKilNCE, 
 
 Uth July, 1876. 
 A. L. LICtHT, Esq,, 
 
 My Dear Sir, 
 
 Referring to the hurried conversation which we 
 had this morning-, as the steamer was leaving Quebec, I 
 only wish to add to what I said to yon, t lat I am in favor 
 of lattice girders for all ordinary spans above 40 feet, and 
 plate girders for spans under 40 feet. I do not like the 
 three pin connection bridges We have on the Intercolonial 
 Railway. 
 
 T!iey were adopted by the Government and theCommis- 
 feioners, not because they "Were better, but simply because 
 they were a shade cheaper than the tender for the splendid 
 English lattice of Fairbairn <Sc Co. "We actually had a tender 
 for lattice girders considerably under the pin bridge ac- 
 cepted tender, but I did not recommend it, as I considered 
 it too light. There are only one or two things that I shall 
 always regi-et on the Intercolonial, and one of them is the 
 Election of the iron superstructure of the Miramichi and 
 ttistigouche rivers not being so satifactory as I would wish. 
 I made a modified remonstrance against its adoption at 
 the time ; but as I had just succeeded in getting iron 
 bridges for the whole line after a two years' bitter struggle, 
 in which I had to fight both Commissioners and Govern- 
 ment, 1 was too well satisfied with the result of the 
 struggle and the adoption of really good iron bridges for all 
 the rest of the line to be particular about the kind of super- 
 structure used at the places mentioiK-d. However, if it 
 had to be done again, I would mosi undoubtedly insist 
 that the English lattice should be erected over the 
 rivers referred to as they are througnout the rest of the 
 
117 
 
 Yours faithfully, 
 
 SANDFOJID FLEMING. 
 
118 
 
 APPENDIX No. 27. 
 
 IRON BRIDaiNa, 
 
 Quebec, Zlst March, 1876. 
 CHARLES O'DELL, Esq., 
 
 Chief Engineer to Contractor, 
 
 Dear Sir, 
 
 In reply to your question as to the description of 
 Iron Bridging to be used on the N. S. Railway, and whe- 
 ther the plans lately submitted by the several makers have 
 been found satisfactory, 
 
 I would remark that I have recommended the adoption 
 of " Rivetted Lattice Grirders," and as none of the designs 
 Were entirely satisfactory, I have been instructed to prepare 
 fresh drawings and specifications, v/hich will be finished 
 as soon as possible. 
 
 I remain, Dear Sir, 
 
 Very t 'uly yours, 
 
 A. L. LIGHT. 
 
 
Ill) 
 
 APPENDIX No. 28. 
 
 SPECIFICATIONS, IRON BRIDGES. 
 
 No. 1. 
 
 General Specification for Iron Truss Bridges for the Eastern 
 Division of the Quebec, Montreal, Ottawa and Western 
 Railway of Canada, Province of Quebec. 
 
 The works comprised in the following specification are 
 the furnishing of all materials, labour, plant and implements 
 required for the entire completion and erection of the fol- 
 lowii g Wrought Iron Bridges. 
 
 The Bridges are to be designed for single Track, both 
 through and deck of the spans shown in the schedule at- 
 tached. They will have iron floor beams and /owr longitu- 
 dinal iron stringers. 
 
 Tenders must be based on the following general specifi- 
 cation, and the strength of materials and workmanship must 
 be in strict conformity herewith. 
 
 Each manufacturer must submit details of his own system, 
 which must be of the rivetted Lattice form of construction. 
 It will be necessary however, to submit with each tender 
 the following, viz : 
 
 1st. Complete working drawings, shewing exactly all 
 details and dimension of parts. 
 
 Ind. Diagrams of strains and sectional areas of each for 
 comparison with the Government standard. 
 
 Zrd. Statement shewing the calculated weight of each 
 span, with its iron flooring complete exclusive of cross ties, 
 rails, &c. 
 
 Uh. Working specifications in full detail descriptive of 
 the Plan, the character and quality of the iron proposed to 
 be used and the nature of the workmanship, &c. 
 
120 
 
 GENERAL SPECIFICATION. 
 
 Each spall of through bridge must have a clear width of 
 15 feet ])etwecii trusses, and a clear height above the rails 
 of not less than 20 feet, and for long spans not exceeding 
 an eighth of the Span, Deck Bridge Trusses to be not loss 
 than 12 feet centres for spans of 125 and under, and wider 
 in iiroportion to length and height of Truss. 
 
 Each span, according to length, must be constructed with 
 a permanent camber of one twelve-hundredth of the span, 
 and it must return to this camber after being tested with 
 maximum loads. 
 
 Each span must be constructed entirely of tough wrought 
 iron of the very best uniform quality used in bridge works. 
 
 Each span must be designed for a maximum rolling load 
 in addition to the weight of the bridge of 3,000 pounds per 
 foot run of span, with a panel load of 5,000 pounds per foot. 
 
 The several members of each span shall be so proportion- 
 ed that the iron shall not be exposed to a greater tensile 
 strain than 10,000 pounds per square inch on the net section 
 of the botton flange! and 8,000 pounds on the floor system, 
 and 6,000 lbs. per square inch upon the diagonals or web 
 system, unless entirely in tension when they may be 10,000 
 pounds. 
 
 The compressive strain upon the gross section of the upper 
 flanges, struts and end braces shall not exceed 8,000 pounds 
 per square inch for short members. The compression in 
 long members to be reduced by Gordon's formula using 
 36,0 dO pounds per square inch as the ultimate strength of 
 wrought iron in compression, with a factor of safety of 
 live. The length of struts and braces to he taken from chord 
 to chord. 
 
 Iron used in compression and under transverse loads to 
 be of approved consistency, iron used in tension to be 
 double rolled and of an ultimate strength of 55,000 to 60,- 
 000 pounds per square in..h — no permanent set under 25,- 
 000 pounds per square inch, measured by approved mul- 
 tiplying instruments and of such toughness that a flat bar 
 wp to a thickness of one inch by t-^o inches or any greater 
 
121 
 
 ih of 
 ; rails 
 eding 
 t less 
 wider 
 
 I with 
 
 span, 
 
 I with 
 
 foii<?ht 
 works. 
 
 ig load 
 ids per 
 er foot. 
 
 lortion- 
 
 tensile 
 
 section 
 
 ystem, 
 
 web 
 
 10,000 
 
 >r 
 
 ! upper 
 rounds 
 Ision in 
 rising 
 igth 01 
 Ifety of 
 \i chord 
 
 iads to 
 
 to be 
 
 Ito 60,- 
 
 ler 25,- 
 
 mul- 
 
 lat bar 
 
 [roate? 
 
 width shall be capable of being doubled over cold until 
 the flat sides come in close contact without showing 8igns 
 of fracture. 
 
 The quality of iron lieing of paramount importance, the 
 rolling for i)arts subjected to tension must be done under 
 close inspection. It must be made from the best approved 
 grey pig, tested in the "Muck" bar, afterwards double rolled, 
 and all material used shall undergo satisfactory tests before 
 and during manufacture. 
 
 The contractor must, at his own cost, provide for and 
 make all tests and furnish portions of such plates, angle 
 iron, &c., as the Engineer may require for the purpose of 
 ascertaining if they come up to the before mentioned stand- 
 ard. 
 
 No testing of material or inspection during manufacture 
 shall be taken to mean an acceptance of the work, or mate- 
 rial, in any way to relieve the manufacturer of responsibi- 
 lity, and the Engineer shall have power, at any time, to 
 reject the whole or any part on account of defects. 
 
 The workmanship must be strictly flrat-class. All riveted 
 work shall be made from iron templets, no drifting allow 
 ed. The whole being subject to rigid inspection during 
 manufacture. 
 
 The whole work must be arranged and designed, so that 
 no part can retain water or moisture. 
 
 Ample provision must bo made for expansic.i and con 
 traction over piers and abutments. 
 
 All iron work, l)efore leaving the works, and as soon as 
 possible upon l)eing formed into the required shape, shall 
 receive an approved ante-corrosive coating. So "oon as 
 erected, all damaged parts or fresh surfaces must be cleaned 
 and recoated. The whole, after erection, shall receive two 
 additional coats of approved description and color. 
 
 This general specification will apply to draw-bridges as 
 well as fixed spans. They will be similar and cqiuil in 
 all respects to the Lattice draw over the Hudson River, at 
 Albany, N. Y. 
 
 16 
 
 i^te'J 
 
 
 I 
 i 
 
 w 
 
 ti 
 
 i 
 
 #•■■ 
 
1o^ 
 
 J ^A 
 
 I'tc Bridges will be tested after completion in the follow- 
 ing manner: 
 
 They will be covered with Locomotives from end to end, 
 weighing with their Tenders not less than 60 tons each, 
 tind the centre deflection shall not exceed one fifteen hun- 
 dredth part of the span. 
 
 Approved. 
 
 (Signed,) A. L. LiaHT. 
 
 Quebec, 20th May, 18TG. 
 
 No. II. 
 
 General specification for Iron Truss Bridges for the Eastern 
 AND Western sections of the Quebec, Montreal, Ottawa 
 and O. Railway of Canada, Province of Quebec. 
 
 
 Isl. The works comprised in the following Specification 
 are the furnishing of all materials, labor, plant and imple- 
 ments required for the entire completion and erection of 
 the Wrought Iron Bridges on the above mentioned Railway 
 between Quebec, Montreal and Ottawa, according to the 
 annexed Schedule. 
 
 2nd. The Bridges are to be designed for single track both 
 through and deck, of the spans shewn in the Schc^alc 
 attached ; they will have iron floor beams and two longitu- 
 dinal iron stringers, six (G) feet apart between centres. 
 
 3n/. Tenders must be based on the following general 
 specification, and the strength of the materials and work- 
 manship must be in strict conformity therewith. 
 
 Ath. Each manufacturer must submit details of his own 
 system. It will be necessary to submit with each tender 
 the following, viz. : 
 
 J- Complete working drawings shewing all details on 
 enlarged scale and dimensions of parts. 
 
123 
 
 the follow- 
 
 Biid to end, 
 tons each, 
 iteon hun- 
 
 LiaHT. 
 
 he Eastern 
 irealy Ottawa 
 •bee. 
 
 ISpecification 
 ,t and imple- 
 1 erection of 
 lied Railway 
 rding to the 
 
 le track both 
 le Schc'ale 
 Utoo longitu- 
 Icentres. 
 
 ncral 
 and work- 
 
 j'mix ffc 
 
 of his own 
 leach tender 
 
 111 details on 
 
 2- Diagrams of strains and culcuiations, and sectional 
 areas of each member for coraparision. 
 
 •'• Statement shewing the calcnlated weight of each 
 span with the iron flooring comi)lcte, exclusive of cross 
 ties, rails, &c., &c. 
 
 ^- Working specification in full detail, descriptive of the 
 plan, the character and the quality of the iron proposed to 
 be used and the natuue of the workmanship. 
 
 GENERAL SPECIFICATION. 
 
 5//t. Each span of through Bridge musthL. o a clear width 
 of fifteen feet between trusses and a clear height above the 
 rails of not less than 18 feet. Deck Bridge trusses to be 
 not less than twelve feet centres for spans of 125 feet and 
 under, and wider in proportion to length and hoight of 
 truss. 
 
 6ih. — Each span according to length must be constructed 
 with a permanent camber of one twelve hundredth of the 
 span and it must return to this camber after being tested 
 with maximum loads. 
 
 7//i. Each span must be constructed entirely of tough 
 wrought iron of the very best uniform quality, except joint 
 and the base blocks, w^hich may be of cast iron of approved 
 quality. 
 
 Wi. Each span must be designed for a maximum rolling 
 load in addition to the weight of the bridge, for 50' feet 
 spans, 4,000 lbs, for 100 to 130' spans, 3,000 lbs, for 150 to 
 160' spans, 2,800 lbs, for 200' and over, 2,600 bis. and all 
 with a panel load of 5,000 pounds per foot. 
 
 9//t. The several members of each span shall be so pro- 
 portioned that the iron shall not be exposed to a greater 
 tensile strain than 10,000 lbs. per square inch on the net 
 section of the lower chords after deducting rivet holes, and 
 6,000 lbs. per square inch on the diagonals or web system, 
 unless such diagonals are entirely in tension when the 
 strain may be 10,000 pounds. 
 
 10//t. The compression strain upon the gross section of 
 the upper chords, struts and br&ces shall not exceed 8,000 
 
ym 
 
 [ii 
 
 124 
 
 pounds per square inch for raembcrK not exceeding" 15 
 diameters. The compression in long meml)ors, exceeding 
 15 diameters to be reduced by Gordon's Ibrmiila, using 
 36,000 pounds per square inch as the ultimate stren'jth oi' 
 wrought iron in compression -with a factor of safety of 
 5=7200. The length of struts and braces to be taken from 
 chord to chord. 
 
 ! <] 
 
 11th. Iron used in comi>rossion and under transverse 
 loads to be of approved texture. Iron used in tension to 
 be double rolled and of an ultimate strength of 55 to 00,000 
 pounds, no permanent set under 25,000 pounds per square 
 inch measured by approved multiplying instruments, and 
 of such toughness that a flat bar up to the thickness of one 
 inch by two inches, or any greater width, shall lie cai)able 
 of being doubled over <^old until the Hat sides come in close 
 contact, without showing signs of fracture. 
 
 12lh. The quality of iron being of paramount importance, 
 the rolling for parts subjected to tension must be done 
 under close inspection, it must be made from the best grey 
 pig tested in the muck bar, afterwards double rolled and 
 all materials used shall undergo satisfactory tests before 
 and during manufacture. 
 
 13th. The contractor must at his own cost provide for 
 and make all tests and furnish portions of such bars, plates, 
 angle iron, &c., as the engineer may require for the pur- 
 pose of ascertaining if they come up to the before men- 
 tioned standard. 
 
 lith. No testing of materials or inspection during manu- 
 facture shall be taken to mean an acceptance of the work, 
 or materials, or in any way to relieve the manufacturer Of 
 responsibility, and the engineer shall have the power at any 
 time to reject the whole or any part on account of defects. 
 
 15//i. The workmanship must be strictly first class. 
 All riveted work shall be made from iron templets, no 
 drifting allowed, the whole being subject to rigid inspec- 
 
 tion during manufacture. 
 
 16th. The whole work must be arranged and designed, 
 sp that uo part cai^ yetain water or moisture. 
 
15 
 
 125 
 
 17^//. Ample provisions innsf bo made for expansion and 
 contraction over piers and abutments. 
 
 ISth. All iron work belbro leaviujj the works, or being 
 exposed to rust shall receive an approved ante-corrosive 
 coating ; so soon as erected all damaged parts, or fresh 
 surfaces, must bo cleaned and recoated. The whole after 
 erection shall receive two additional coats of approved de- 
 scrii)tion and color, 
 
 19//j. The Bridges will be tested after completion, in the 
 following manner : 
 
 They will be covered with locomotives from end to end, 
 weighing vrith their tenders, not less than 60 tons each, 
 and the deilection at the centre shall not exceed one fifteen 
 hundredth part of the span. 
 
 A. L. LIGHT. 
 
 Quebec, 18th Sept., 1876. 
 
 for 
 
 ates, 
 
 pur- 
 
 men- 
 
 anu- 
 work, 
 or of 
 any 
 
 ects. 
 
 mod, 
 
 Colli factor'' s Specification for Iron Truss Bridges, North Shore 
 liailwai/, Canada, Province of Quebec. 
 
 The Bridges are to be designed for single track railway 
 bridges of the following spans, with wooden stringere and 
 cross ties. 
 
 150 feet clear span ' / ^^ / ' • 
 
 160 " " " ' ■ :' ' ; •• 
 
 230 " " " ■ '^■■'•- ;,'•■/»■'■■:' -■■^'^.--'■■•■^ • ' ; 
 
 Pivot draw 20 openings — 50 feet clear each, 
 ii « 2 " 100 " " 
 
 M. Load. — The Bridges are to be calculated to sustain 
 the passage of two sixty-ton engines, followed by loaded 
 cars weighing two thousand pounds per lineal foot of bridge. 
 The engines throwing thirty tons on drivers of a wheel 
 
120 
 
 ha.se of Ivvclvo i\\oL Tii addition to this load iK to ho coiisi- 
 dored tlio weight ol" the iron work itself together with the 
 ilooring. 
 
 Chord Strains. — The chord strains are to he computed 
 supposing the centre driver to luive reached parcel point 
 and the rest of the train covering the hridgc as ahove do- 
 scrihed. The strains are to bo calculated for such jiosition 
 of the load which will produce the maximum strains upcJii 
 the different members. 
 
 Strains. — Under the foregoing loads the maximum 
 strains produced shall not exceed the following : 
 
 Tension 10,000 lbs per square inch 
 
 Shearing 7,500 " 
 
 Compression 10,000 " " 
 
 Factors. — Factors of safety for Tension 6. 
 
 >;,-', t«t " Compression 5. 
 
 The latter .shall bo determ.ined according to Gordon's 
 formula (in all cases), and two-thirds the amount so found 
 shall only be allowed for members with pin connections at 
 l)oth ends, and five-sixths for members square at one end 
 and with pin connections at the other. 
 
 Floor Beams. — In floor beams the compressive strain 
 shall not exceed 9000 lbs per square inch of total section, 
 and the tensile strain on the bottom chord of the same shall 
 not exceed 10,000 lbs per square inch of nett section. 
 
 Materials. — "Wrought iron in tensible members shall bo 
 double rolled iron of an ultimate strength of from 55,000 
 lbs to 60,000 lbs per square inch, with an elastic limit of 
 about 30,000 lbs per square inch, and of such toughness 
 that a flat bar of |in x 2in shall be capable of being doubled 
 over cold until the flat sides come in close contact without 
 cracking. Iron used in compression members to be of 
 proper hardness and toiighness, and in quality equal to the 
 l)est used in American bridge work. : ■ 
 
 Cast iron will only be permitted in minor details as pe- 
 destals, shoes, &c. It is to be of the best quality of soft grey 
 metal sound and free from flaws. ';:"^" " t:'*-^ . T ' : ; 'i ' 
 
of 
 
 at 
 of 
 ic 
 
 ■ HW 
 
 i)ETAiliS. — Pin connoctioiis to bo used throughout tho 
 bridge, tho heads and eyes of teiiKion members are to bo 
 made of such form and dimensions as to secure an excess 
 of strength through tho eye of 30 per cent over the strength 
 of tho bars. 
 
 Pin Holes, &c., &c. — All pin holes to be drilled to 
 1-32 of an inch, all eye bars shall be tested to a strain of 
 20,000 lbs per square inch to prove tho perfoctness of iron 
 and workmanship. 
 
 Screw Ends and Eyes. — All screw ends and eyes of 
 counter and lateral rods to be enlarged so as to secure an 
 excess of strength above the strength of tho rods. 
 
 Compression Members. — Compression members to bo 
 made up of plates and angle irons, well riveted together, 
 with their abutting joints truly squared. When hollow 
 members uro used, they are to bo made of from \ to J in 
 excess of the actual computed strength required for same. 
 This general specification shall apply to the draw-bridges 
 as well as the fixed spans. 
 
 Turn Tables. — Turn tables to be centre bearing tables, 
 so arranged that tho entire dead weight of the structure 
 may bo carried by tho centre pivot, or by means of centre 
 adjustments be thrown partly on tho wheel circle. 
 
 Centre Pivot. — Tho centre pivot to be of such propor- 
 tions that tho compression strains per square inch shall not 
 exceed 2,000 lbs. per square inch. 
 
 Wheels. — The wheels to bo not less than 18 in., nor 
 more than 24 in. in diameter, and of sufficient number to 
 avoid a strain of over 3,000 lbs per lineal inch of line of 
 contact. Tho drum is to bo suiliciontly stiff to secure a 
 proper distribution of tho moving load over the whole 
 wheel circle. All workmansliip to bo first-class in every 
 resp(>ct. 
 
 Painting. — Tho iron work to be painted one coat of 
 mineral paint before leaving tho works, and another coat 
 after tho bridges are erected complete. _ , _i.-^ 
 
128 
 
 Strain sheets must bo submitted with plan and specifica- 
 tion of bridge before any tender will bo. accepted, and sub- 
 ject to the approval of the Government Engineer. 
 
 All tenders to state the price in gold, for bridge erected 
 at the site with all freight charges and duties paid. 
 
 Tenders will be received up to Tuesday, January 25, 
 1876. 
 
 Tenders to be addressed. 
 
 HON. THOS. McGREEVY, 
 North Shore Railway, 
 
 Quebec, Canada. 
 
129 
 
 APPENDIX No. 29. 
 
 IRON BEIDGES 
 
 Quebec, Sth September, ISIG, 
 
 Hon. H. G. MALHIOT, 
 
 Chief Commissioner, Sfc. 
 
 Dear Sir, 
 
 According to your wish, I send the least loads I 
 can recommeud for the Iron Bridges about to be contracted 
 for. Thej'^ are as follows : 
 
 ROLLING LOADS. 
 
 4,000 pounds per loot for 50 feet spans including draws. 
 
 8,000 " '• 100 " 
 
 2,800 '« " 150 to 160 feet spans. 
 
 2,600 '« " 200 feet spans and upwards. 
 
 Panel Load and Floor system arranged to sustain 5,000 
 pounds per lineal foot of Track. 
 
 I only recommend this reduction from my first specifica- 
 tion, (which was arranged for Lattice Girders,) if piu con- 
 nections are substituted ; the latter admitting of a lighter 
 form of construction ; and also, on the solo condition that 
 the contracts are let to approved Firms only, of the highest 
 repute, who make their own iron. This making of the iron 
 is indispensable, and I cannot too strongly recommend it to 
 your notice, as it will enable the Government inspector to 
 watch the metal from its different stages of manufacture ; 
 or from the approved pig to the finished bar, as contem- 
 plated by the specification — thus ensuring good material, 
 which is of paramount importance. With inferior makers, 
 who buy their iron in the cheapest market, no such super- 
 vision can be maintained, and an indifferent article is sure 
 to be the result. 
 
 IT 
 
130 
 
 Tho specification, as originally prepared by mo, was for 
 Lattice Girders of the most approved modern con- 
 struction. You are aware that I recommended these 
 for this Government work at this time, as owing to 
 tho present extremely low price of iron, they could have 
 been obtained at an insignificant increase of cost, if any, 
 over the Amcri'5an pin connection bridges. They could 
 safely have been used at the highest speeds, and would 
 have lasted much longer than the latter. 
 
 The rolling load of 3,0f0 pounds per lineal foot was 
 adopted after careful consideration. It is not at all ex- 
 cessive for lattice girders, especially in a snowy climate, 
 where from throe to four engines must be generally used 
 to open the line. Iron is greatly reduced in strength by 
 extreme cold, and tho bridge itself would often be heavily 
 loaded with ice in addition. The loads used in England. 
 (by eminent practical engineer^,) where lattice girders are 
 almost exclusively used, are a ton and a-half, or 3,360 
 pounds per foot. 
 
 Pin connections allow the strains to be more directly 
 applied, and therefore admit of lighter and cheaper con- 
 struction, but this lightnesH causes vibra,tion, which pre- 
 vents their use at high speeds, and has a direct ten- 
 dency to wear out the structure. 
 
 I remain, Dear Sir, 
 
 Faithfully yours, 
 
 (Signed,) A. L. LIGHT. 
 
 ' . * 
 
isi 
 
 APPENDIX No. 3a. 
 
 «0N. THOMAS McaREEVY, 
 
 ^th December, I87t). 
 
 Contractor, S^c, Q. M. O. (, o. Rail„^ 
 Dear Sib, 
 
 ay. 
 
 -If on he Ist^sV ?.^,:-arfi'y Mr. ^^^ -d^y.- 
 at which datoareductio lo-P ir ""' rP"' conuectioa brid^o^ 
 
 be let 'n "'^^^^^^ta^iding. however /w^r"'''"^^^^^^ «» 
 iet .0 approved iirms only, wholiSp fP^- ^""'^ ^^^^^^^^ 
 Tf., , •'^' ^^^6 *Ii«ir own iron 
 
 f remain, Dear Sir, 
 
 Yours truly, 
 
 _ A. L. LIGHT. 
 
 Hon. THOMAS McOREEVY, ^'■^*^«'^««^.y. 1876. 
 
 Contractor, it- 
 Dear Sir, 
 
d 
 
 164 feet span for approval. Though these strain sheets 
 :may be of the required standard I am not in a position to 
 properly consider them, until I receive the other informa- 
 tion required by the 4th clause of the approved specifica- 
 tion, including sub clauses 1, 2, 3 and 4, all this was par- 
 ticul <,rly explained in my letter of the 9th of December, to 
 which I again refer you. 
 
 To save time, I have to state that I can approve of no 
 data that does not literally fulfil, in the most complete 
 manner, the requirements of the above clauses. 
 
 I remain, Dear Sir, 
 
 Yours truly, 
 
 A. L. LIGHT. 
 
133 
 
 APPENDIX No. 31, 
 
 WOODEN BBIDaES. 
 
 ^TT . ^. Quebec, July 12th, 1876. 
 
 CHARLES ODELL, Esq., 
 
 Contractor's Engineer. 
 Dear Sir, 
 
 ^^ '' ' dimensions of evem^art o^^^^^^^^ T'' ' u^? "^« ^^^^ing 
 '^^^■^ ^r the following risers f'"''*^"^^^^ ^'^tually 
 
 1. Champigny. 
 *i. Cap Itouge. 
 3. River Noir. 
 1. Aux Pommes. 
 5. Jacques Cartier, 
 ^. Portueuf. 
 
 Three Eiveps. ^ "^ '"'- bi^'weeii Portueuf and 
 
 impoTtot"'^ •''""'"°' ^««- »<] Portneuf fet a, u,ost 
 
 I desire th' - •> V,.niof,v« 
 flr.t place, t. e.. -^l^ZS^^I^ ^» Po^^iWo, in the 
 mentsnovv bniiu,,, to be fixe^ ^'';? ?^P'"^ and abut- 
 canuot otherwise be' done „Uh irrw':^'' 5?" "■•« ""'"e, 
 that these structures if „„i *, '^ ' "id. secondly so 
 
 such alterations Se 'L"shan T'fi^^^"""""' ""X have 
 Vance, so as not afterwards to de^f,tVo';r''''^ "' '«'■ 
 I remain, Dear Sir, 
 
 Faithfully yours, 
 
 (Si.giiod,) 
 
 A. L. LIGHT. 
 
^■F 
 
 134 
 
 APPENDIX No. 32. 
 
 WOODEN BRIDGES. 
 
 .'if 
 
 22nd November, 187G. 
 
 Hon. THOMAS McGREEVY, 
 
 Contractor, SfC. 
 
 Dear Sir, 
 
 Some months ago I .o your engineer request- 
 ing him to furnish me tracings of the wooden bridges 
 framed by Boomer & Co., hist year beibre the works were 
 assumed by the Government. These drawings were re- 
 quired to save delay and inconvenient changes hereafter. 
 
 The wooden bridges of course have to be of the same 
 strength as the standard for iron bridges, lately adopted 
 on the eastern and western divisions of the railway, viz: 
 A rolling load exclusive of static load of 4,000 pounds per 
 lineal foot, for spans of 50 feet, 3,000 pounds for spans of 
 100 to 130 feet, 2,800 pounds for spans of 150 to 160 feet, 
 and 2,600 pounds for spans of 200 feet and upwards, all 
 with a panel load of 5,000 pounds -per lineal foot. 
 
 In the copy of my letter to Mr. Odoll, attached, you will 
 see that the Pont Rouge and Portneuf Bridges are especially 
 referred to. These from their size being the iiiost impor- 
 tant. I now understand from Mr. Lindsay, that these latter 
 bridges are being prepared, and I have received no draw- 
 ings for them. If this is really the case, it is to be regretted 
 as unless they come up to the approved standard and the 
 stylo of their framing is unobjectionable, they cannot be 
 accepted. It will of course be easier to make any changes 
 that may be required while tlje staging is up, and the work 
 in progress, otherwise the whole may have to be ta!:en 
 apart and delay and considerable expense incurred here- 
 after. 
 
135 
 
 ehange. or addmons lr&„i°th:Z.sTy t"""^ ""^ 
 1 remain, Dear Sir, 
 
 Your obedient Servant, 
 
 A. L. LIGHT. 
 
186 
 
 APPENDIX No. 33. 
 
 Quebec, 23rrf November, 1876. 
 Hon. H. a. MALHIOT, 
 
 Chief Commissioner, ^c. 
 
 4JEAR Sir, 
 
 Herewith I beg to call your attention to the enclosed 
 correspondence with the Hon. Thos. McGreevy and his 
 engineer on the subject of wooden bridges. Some of these 
 bridges were framed before the works came under the 
 supervision of the G overnment, and I now find they are of 
 less strength than the standard lately adopted for the iron 
 bridges. 
 
 There is no difficulty up to a certain span in making 
 wooden bridges as strong as iroa ones, and there is every 
 reason that they should be even stronger, as at the outset 
 they are subject to similar strains and become rapidly 
 weaker through decay. 
 
 The bridges over the Jacques Cartier and Portneuf are 
 especially important from their heights, while the greater 
 width of span of the former, requires that it should be 
 framed in the very best manner, to render it efficient and 
 safe. 
 
 I would suggest that the contractor's attention be im- 
 mediately called to this matter by the Commissioners, to 
 save delay and unnecessary expense hereafter. 
 
 I remain. Dear Sir, 
 
 Your obe't. Servant, 
 
 A. L. LIGHT. 
 
137 
 
 APPENDIX No. 34. 
 
 2ijth December, 1876, 
 
 are 
 later 
 dbe 
 
 and 
 
 Hon. TIIOS. McGREEVY, 
 
 Contractor, Sfc, 
 
 Dear Sir, 
 
 I am ill receipt of your's of the 22iid instant, on the 
 subject of the wooden bridges, enclosing strain sheets, plans, 
 bills of material, &c., with a letter from your engineer. 
 
 I also note your statement " that all these bridges were 
 constructed so far under the authority, direction, and by 
 the specification of the Engineer of the late North Shore 
 Railway Company, and which speciiication and ciontract 
 formed the basis of the present contract, and not objected 
 to by you while Grovernment Engineer, or since, or alluded 
 to in the joint report of Mr. Baillairgo and yourself, dated 
 13th March, 1875. I consider they are adopted, and in 
 keeping with what is rec^uired by the contract." 
 
 All the aboA'o is assented to, down to, and including the 
 paragraph slating that these bridges wn-e constructed under 
 the authority, directions and specifications of the late chief 
 engineer of the Railway Company. 
 
 Where you further state " that these specifications are 
 " the basis of the contract, and not objected to by you, 
 " while Government Engineer, or since, or alluded to in the 
 "joint report of Mr. Baillairge and yourself, dated 13Lh 
 " March, 1875, I consider they are adopted, and in keeping 
 •' with what is required by the contract." This clause, I 
 think, requires modification. The abov^e plans, &c., were 
 not objected to by me, as uj- to the date of your letter just 
 received, enclosing them, they had never been submitted. 
 I always considered them ni the snme category as the iron 
 bridges, rails, piers abutments, rolling stock, stations, 
 &c., which, by clause 1 oi the contract, were to be made in 
 conformity with the Government requirements from time 
 to time, 
 
 18 
 
138 
 
 I officially asked your engiuocr for these documents in 
 July last, then in his possession, in order that I might see 
 in advance if these bridges were such as I could approve. 
 They are now just to hand alter several of Ihi'ui have been 
 erected, and I iind the trusses generally from 20 to 50 per 
 cent lighter than the speciiications as arranged for the iron 
 bridges, which I consider none too stront^. 
 
 This deliciency fortunately can yet bo strengthened 
 without losing any of the original material by merely trans- 
 posing some of it into smaller structures. , 
 
 I have strongly recommended that this be done, both on 
 the bridges already erected, and those yet to be built. 
 
 The flooring also on all bridges now made on the old 
 specification, is unsafe. It must be changed to conform 
 with the new plans lately submitted and approved. 
 The iloor beams being enlarged on those yet to build, to 
 7" X 14" laid 2 feet centres with 4 instead of 2 longitudinal 
 stringH'rs. The cross lies being 8" x 8" x 14 feet long, laid 
 1(5 inch centres, with the necessary guard rails properly 
 locked on and bolted a& shewn, which will make the track 
 safe. 
 
 The lirst to be strengthened is the Jacques Cartier Bridge, 
 a sketch for which is enclosed, shewing the necessary ad- 
 ditional material required. 
 
 The estimated cost of strengthening this truss, at your 
 prices, after deducting the value of changed material, is 
 s&l,n86, or an increase of about 17 per cent. 
 
 Diagrams shewing the mode of strengthening the other 
 bridges will be sent as required. 
 
 w 
 
 I am. Dear Sir, 
 
 Yours truly, 
 
 (Signed,) 
 
 A L. LIGHT. 
 
 
1S9 
 
 AFFEXDIX No. 35. 
 
 [yoiir 
 il, is 
 
 )lher 
 
 TASSENaER STATION. 
 
 Quebec, June 2ith, 1S1G. 
 
 Hon. THOMAS McGREEVY, 
 Contractor. 
 
 : Dear Sir, , ', 
 
 ■ * I bofT to call your attention to a few matters in 
 
 connection with the work, at the Passenger Station, at the 
 Pain is. 
 
 The inspector reports that the foundations for stone walls 
 are being prepared, and that the men have had orders 
 to put in timber luithout concrete. If you refer to the gen- 
 eral specification you will lind that concrete is to be i)ut in 
 and timl)er bedded in il, under all walls. Timber cannot 
 be allowed to be used by itself Good concrete must either 
 be put in by itself or the specifications for foundations 
 strictly adhered to. 
 
 I must also call your attention to the necessity of having 
 the foundation for the Express Office, Baggage Room and 
 Gentlemen's Vv'. C. put in, before any more brick work is 
 proceeded with in that vicinity, in order to have the entire 
 work thoroughly bonded. 
 
 If these matters are not carried out in a regular and work* 
 manlike ^ manner, I shall be under the necessity of stopping 
 this irregularity, imtil proper details and materials are 
 ready, to carry out the work in accordance with the general 
 specification 
 
 I must inform you that in future, before any orders are 
 given to your agents to depart from any api^roved plans 
 and specifications, the nature of such orders must first be 
 communicated to this office for approval. 
 
 I remain, Sir, 
 
 Your obedienl Servant, 
 A. L. LIGHT. 
 
APPENDIX No. 3d. 
 
 ; " > '■' '' " Quebec, July 22nd, 187G. 
 
 T. J. LEPAGE, Esq., 
 
 Architect, Sfc. 
 
 Sm, 
 
 I beg to acknowledge the receipt of yours of the 
 2211(1 inst.; repeated absences and important business have 
 prevented me from sooner replying to it. 
 
 With reference to the plans of the Palais Station, origin- 
 ally prepared in this office, and afterwards altered in sever* 
 ul important particulars by the contractor, I would remark 
 that the Commissioners disapproved of these alterations as 
 being out of character with the requirements of a railway, 
 and after due consideration, decided to keep to the general 
 design of the original plans, with the exception of the Man- 
 sard lioof over the offices, which, simply from motives of 
 economy to the contractor, they have allowed to pass. 
 
 You will thus see that the original plans, with the above 
 exception, having been approved by the Commissioners 
 and myself, are to be mainly carried out, and the question 
 of responsil>ility need give you no further trouble. 
 
 I remain, Sir, 
 
 Yours truly, 
 
 A. L. LIGHT. 
 
141 
 
 APPENDIX No. 37. 
 
 \ Quebec, 10th November, ISIG. 
 
 ' Hon. THOS. McGHEEVY, 
 
 Contractor, Sfc, Sfc, 
 
 Dear Sir, 
 
 The inspector reports that unseasoned and ' 
 unsound lumbor has been delivered and prepared for cov- 
 erinj^ the roof of the Passenger Station, and also unsea- 
 soned hemlock for the llooring of the offices. 
 
 It is intended by the specification, to have well seasoned 
 and soxind Pine Lumber in all cases. The kind of lumber" 
 that has been delivered for thi^: work, of a first-class pas- 
 senger station you will see, is unlit for the purpose Atid 
 would not be allowed in any other work of the kind. 
 
 Oblige me by giving the matter your prompt personal 
 attention, and have the lumber replaced by seasoned pine. 
 
 I remain, Dear Sir, 
 
 Yours truly, 
 
 A. L. LIGHT. 
 
142 
 
 APPENDIX No. 38. 
 
 Quebec, Montreal, Ottawa Sf Occidental Railway, 
 Engineer's Office, Eastern Division, 
 Quebec, 20th April, 1877. 
 
 Hon. THOS. MoaREEVY, 
 
 Contractor, ^c. 
 
 Sir, 
 
 The Commissioiiors have I'erjilosteil me to inform 
 you, that almost daily complaints are made by Mr. Mahieu, 
 their inspector, that unseasoned, unsound and unlit mate- 
 rials are being used in thelittingsoi' the Palais station, (viz. : 
 doors, windows, brackets, lloors.) I have sent Mr, Hoare 
 several times to try and arrangi^ this matter with your 
 subordinates, but apparently without eflect, as the inspec- 
 tor still reports unlaA'orably. 
 
 I now have to notify you that I will sharjily condemn 
 any of the above fittings that are not strictly up to specifi- 
 cation. 
 
 I am, Sir, 
 
 Your obodt. Servt., 
 
 A. L. LiailT. 
 
143 
 
 APPENDIX No. 39. 
 
 POLLING STOCK. , 
 
 GOVKRNMENT lilNOINEEIl's OffiCK, 
 
 Quebec, 5lh November, 1870 
 
 MK. II AKDMAN. Mcchunical Engineer, &e 
 
 Crenernl Superintendent of Machinery for 
 
 ^"^i'^^'tor, North Shore Railway 
 J^KAu Sib, 
 
 En^inos! ^^Have V^^^^^ ^'''' ^'"««^"^^'' and Freight 
 «iioro Railway ^ '"^"''^^ ''^ ^"^ '^^'^^^ for the NoHh 
 
 ^u.ness. that n^aAi^^tSiSl^LSlthist;"'^^^' 
 
 i'ore, the right to sZulemlT' ^''Z'''' ^"^ ^^^^ 
 chiring constmction, Sw ^^*^^*hese Engines 
 
 found to have been or^^Jod. """^^^"'8 ^^^ential hereafter bo 
 
 I remain, 
 Sir, 
 
 Your obedient Servant, 
 
 A. L. LIGHT. 
 
 Hon. H. G. MALHIOT, 
 
 Chief Commissioner Q. M. O. .^ O. Raihoaj^, 
 Dear Sir, 
 
144 
 
 I have thought it well to proparo a full description of what 
 has hitherto taken place in regard to this matter and here- 
 with enclose, and you will confer a favor upon me by 
 cavofully considering the ciicumstancos herein described. 
 \Vili it not be well to ascertain as soon as possible, the rea^ 
 istate of forwardness of the stock already ordered ? Accord- 
 ing to Mr. McGrecvy's account it is as follows : 
 
 50 Box freight Cars. 
 
 4 l^lrst-class 
 
 i( 
 
 22 Cattle 
 
 i( 
 
 80 riatform 
 
 u 
 
 7 Baggage 
 
 .( 
 
 siieciiication not submitted. 
 
 f 
 Til 
 
 'n 
 
 i 
 
 If the construction of the ])odies of these cars has gone 
 80 far that they are now practically unalterable, I would 
 at least recommend that the running gear upon which 
 their freedom from !\ccideut nvnuly depends be changed 
 and made same as drrand Trunl' », .'dard — this will greatly 
 increase their safety as well as the v>conomy of their main- 
 tenanci; and car. be done with but little loss, as the present 
 running gear if discarded can be again used by the makers 
 on other IcGti important railways. 
 
 If the four first-class cars now under construction are 
 not tec far advanced, they can V-3 easily converted into 
 second-class, the difference in value b(^tween the classes 
 being principally their interior and external finish. The 
 general plan of running gear and framing being similar in 
 both. 
 
 If the finishing has too far progressed, ther these four 
 first-class cars (with changed running gear) may be used 
 with advantage on the Saint Jerome and Piles Branches, 
 leaving twelve cars still to be ordered for the main lin^, 
 which I would strongly re anraend should be made exactly 
 similar to those ordered by Mr. McDonald for fha western 
 division on purely Grand Trunk Kailway late:;st standard. 
 
 The specifications for two classes oi these cars it has 
 never been pretended have be(m approved by me. viz : the 
 baggage and the platform ears of which latter there are 9, 
 great nun^ber (80,) 
 
145 
 
 These at any rate have no right to be considered as fixed, 
 and should be made to the standard approved by the Com- 
 missioners, Those that have been lately delivered by the 
 contractor are worth about 75 dollars per ear, or 25 per 
 cent less value than the approved plan, and are only fitted 
 for construction purposes. 
 
 I remain, Dear Sir, 
 
 Very truly yours, 
 
 (Signed,) A. L. LIGHT. 
 
 four 
 
 
 used 
 
 
 ches, 
 
 
 lii:^- 
 
 
 .actly 
 
 
 stern 
 
 
 dard. 
 
 
 
 
 t has 
 
 
 : the 
 
 
 are ft 
 
 
 Quebec, llth June, 1876. 
 
 To the Commissioners of the Q. M. O. S^' O. Railway, 
 
 Gentlemen, 
 
 I desir3 to bri.ig before your notice a point upon 
 wnich Mr. McGreevy and I differ, viz : the question of 
 approval of specification. I received a few days ago from 
 him copies of certain specifications upcn which the rolling 
 stock for this railway is now being made, and which he 
 cays were approved by me. They cover five classes of 
 cars, viz : first and second-class, box, stock and emigrant 
 cars, while it would appear that seven descriptions ol" cars 
 are being made, two are therefore on imapproved specifica- 
 tions. Twenty platform cars of this description have been 
 recently delivered here, and are inferior to the same car 
 approved lately by the Board of Commissioners. 
 
 The contract stipulates (clause No. 1), " that it is fully 
 understood and agreed by and between Loth parties here- 
 to, that the profiles, plans, working drawings, and detail- 
 ed specifications of the different works, structures, build- 
 ings and equipments shall be mode by the said contractor, 
 and fully approved by the Governmtj^AL Engineer before 
 work IS begun upon them, and that all work and material 
 shall be subject to his inspection and approval before 
 being accepted and paid for by the government." 
 
 The contractor has ignored the first part of this clause, 
 and for the rails, bridges and rolling stock, the three most 
 
 19 
 
 M: 
 
146 
 
 important items of his contract, amounting- in ac^grogato 
 value to $1,668,060, he lias I'uruishi'd no pUuis with the 
 exception of those imperfect phins (if indeed they can be 
 so called) sent in lasi March by the several Anierican 
 bridge builders. 
 
 The facts of this case are as follows : — Early in March 
 last, the contractor brought many car ^nilders to Quebec, 
 to contract for his rolling stock, ^vho were severally sent to 
 see if I would approve of their self made and loosely drawn 
 speoilications. Having no plans to compare wath these 
 dc;;uments, 1 was unable to form a convct opinion of their 
 inerits and rofused them. Seeing that ]io plans were being 
 prepared by the contractor, and that the delay was occasion- 
 ing much dissatisfaction against the Commissioners and my- 
 solf, and having no staff at my disposal capal)le of preparing" 
 such plans, and knowing the paramount importance of one 
 uniform standard of rolling slock, I determined to recom- 
 mend the adoption of the last improved Grand Trunk 
 llailway standard which is substantial, safe and well wlap- 
 ted to this climate. 
 
 On the 25th March, I therefore requested Messrs. Hickson 
 tSc Hanneford to let mo examhie their plans. Mr. Hickson 
 frankly ordered his master mechanic to put his workshop 
 at my disposal, and give me the beneiit of his advice and 
 experience. 
 
 After two days careful examination of all their stock, I 
 selected the last most ap])roved patterns as a standard, 
 with the addition of the American car builders "enlarged 
 axle" which the Grrand Trunk liaihvay people strongly 
 recommended (in furnishing a new line) and which they 
 are adopting as fast as the old axles wear out. The master 
 mechanic at my request also sel hi.s draftsmen to trace 
 copi. 3 of the plans of stock selected, with as little delay as 
 possible for the cost of which tracings ($180) I became 
 responsible. 
 
 On my return to Quebec, Mr. Thomas Muir, car builder 
 of London, Ontario, informed me he had closed a pro\isional 
 contract with Mr. McGreevy for live classes of cars, subject 
 to my approval. I tcld h:ra that being unable to ^vi plans, 
 as the contract provided from Mr. McGreevy, I had decid- 
 
147 
 
 tl>« O„mmis.,io,^ -s t,,S''';"'I T''""k Raihvay standard i^ 
 """V"S till 1 r.coh-..d Ll"'r''i P'"™ ™d wo ,w d° 
 WJ. ^.sit would dolt's- ™;i,5""- "'""ff'" 'hi ve?y 
 
 'metor\s^.jf4meer' 'S^^ ^^^^^d with the On, 
 
 o thon-speciiications, wh cKh I '"'^ P«^-«i«t«»t refusil 
 
 -r::T;l,ii^'d?f>'.-'^'?^^^^^^ 
 
 niont with Mr MniV i • ? J ^^ ^^^ ^ clause in fhp.v f^^^^ 
 I his clause ron,/ oc. r n 
 
 ^o y works in London Ontar t f^ '* ^^"' ^^^^^^io S 
 «truction. The iirst c^v 'r N^' V'^ *'"^^^ <l«mio- cm! 
 ^nd received by Mr Mc(^ • '''^' ^^^««' when inspected 
 Government E^iueer ^f S'^^^r"! '"' ^^^^*' ^^^ ^^^ 
 ; ampl.. to which Standard trerem^^^^^^ to be made 
 lal classes shall be m-ulp Vn ^^l^^'^^n^ig" cars of the se^ 
 
 ^U il-durin. con:t:^^^° '^'I^S: '"'^ «^ ^-^p'^- 
 "; "\« «f '1 speciiication to— "2^ V"" •', ^^""^ ^antino- 
 standard of the Q. T. Ra hvnv fi. '^ '^'^ ^'^^'^ "P to the 
 remedied without anv adS; ^i''""^" ''^^^^^ be at om 
 enhon being that the^^rt'^r;^^^^^^^^^ the inl 
 
 fd o be for a car equa , n ev^rvl- ^^'^^l^^'^'^^^^^ ^'^^^t'^nd- 
 to the cars of the G^ T. Kailway^-'^'P'^^'^ ""^^ Particular, 
 
 I'o the above clnn^o r j , 
 
 !;°"^ I marked irc,sr"V?','>?''^' "'"■"'=»'" atten- 
 "•at il seumed iair- Ij t ,. ^h 'f'''-^ ''''''«• Odellaud E 
 a<lopt thoso of the (J T T?, r '""^ "° l''»"s. I meant/n 
 tl>;- Master Car ]!nildor^. arie jr^','^?*^""' ^'h"'?) wi h 
 
 (I 
 
 CI 
 
 It 
 
 11 
 II 
 II 
 
 II 
 
 II 
 
 (I 
 
 II 
 
 II 
 II 
 
 11 
 
 II 
 
 II 
 
148 
 
 bossarily, I then endorsed the following on the corner Of 
 the five specifications : " Approved subject to be hereafter 
 " changed and revised in accordance v^^ith clause A, and in 
 " accordance with detail plans hereafter to be furnished by 
 " me. — A. L. Light." 
 
 I then considered, as I still do, this clause to be a sufficient 
 rider upon my aj)proval, as to admit of the cars being built 
 to my satisfaction. 
 
 The plans and specifications were not received from the 
 Q-. T. people until the 14th April, and on the 18th were 
 laid before the Commissioners and approved by them. I 
 related my interview with Messrs. Muir and Odell, and 
 strongly adAased that an inspector be appointed and de- 
 spatched to the works where the cars were constructing, to 
 report whether they really were being made to Or. T. latest 
 (Standard ; if not, that the Contractor be notified at once to 
 stoi) the work and adopt the G-. T. Railway plans in accord- 
 ance with the understanding between me and his En- 
 gineer and Agent. 
 
 I further at once despatched to Mr. Muir, as agreed, 
 copies of plans of Freight and Platform Cars, as I understood 
 he intended to commence with these. The Commissioners 
 will no doubt remember that I have always been strongly 
 of opinion that an inspector should have been appointed 
 and the Contractor brought to book. 
 
 I am now informed by Mr. McQreevy that he has com- 
 menced building numbers of cars on his own specifications 
 which it will be seen from the letter of G-. T. Railway 
 Master Mechanic attached, is entirely different and in- 
 ferior to their latest standard. If this is permitted, it is to 
 be regretted, as the Crovernoment are thus getting different 
 patterns to those which are being prepared for the portion 
 of the same line between Montreal and Ottawa, where the 
 (r. T. R. standard has been adopted in its integrity by the 
 Contractor. The infoiior character of the trucks and run- 
 ning gear used on the Eastern Division is a most serious 
 objection. Thoy will not only be more troublesome and 
 expensive to maintain, but if made without rigid inspection 
 they will be posilively dan <:^ era us. They should be made to 
 conform to the stock building for the Western Division on 
 
14§ 
 
 Which the Contractor, as alivady stated, has adopted thd 
 Master Car builder's axle, the latest G-. T. Railway springs, 
 wheels and trucks, the Whitworth thread and all modern 
 improvements. 
 
 Should it be conceded in the face of the facts which 1 
 have now laid before you, that the Contractor has a right 
 to build what cars he pleases without furnishing the ne- 
 cessary plans stipulated in his contract, I can only regret 
 that my earnest desire to forward the works by every 
 means in my power has been used in an attempt to over- 
 reach mo and impose inferior stock on the Grovernment in 
 a very questionable manner. 
 
 As you will perceive, I approved the specifications rely- 
 ing on Messrs. Odell and Muir's positive assurances that 
 they were the same as the Gr. T. latest standard, and guard- 
 ed my approval by the strong rider endorsed on the specifi- 
 cations, but the absence of plans made it very difficult to 
 detect any departure from the standard insisted upon. 
 
 I have the honor to be, 
 Gentlemen, 
 Your obedient Servpnt, 
 
 A. L. LIGHT. 
 
 i 
 
 P.S. — I beg to call attention to the letter of the Master 
 Mechanic of the G. T. Railway, to whom I have referred 
 Mr. McGr(!evy's specifications for his opinion as to whether 
 they are up to the standard required. 
 
 Montreal, June llli, 1876. 
 
 Dear Sir, 
 
 In answer to your letter of June 5th, relative to car 
 stock for your railways, I beg to say tliat I have examined 
 the tracing of the flat car truck and find that it is an exact 
 copy of our drawing of a truck that we built for use under 
 flat cars about 3 years ago ; but since then we have built 
 no more of the same design, because they failed to give us 
 the satisfaction expected of tliem and we now use under 
 
150 
 
 all oitr freight car stoclc, the laloviil niolion irnek, of which 
 we sent you full drawinii's and s])('oilications. Thi\ tracinu,* 
 you send also shews an axle having a " C " journal, and of 
 a lighter pattern than the Master Car Builder's standard, 
 which I recommended you to adopt, and put on all your 
 drawings. 
 
 AVith regard to the specifications of passenger cars you 
 also send, I can only say that I have never seen them hi'- 
 fore ; they are too vague and indelinite to he very binding 
 on the contractor, and they vary very considerably in many 
 important dimensions with the speeilications I sent you as 
 you may see by makhig a comjiarison. 
 
 Yours truly, 
 (Signed,) 
 
 R. 15LACKWELL. 
 
 A. L. LIGHT, Esq., C. E. 
 
 Montreal, June VUh, 187G. 
 A. L. LiailT, Esq., 
 
 Quebec. 
 
 Dear Sir, 
 
 In reply to your enquiry, I beg to say that the 
 standard truck, ))oth for box and platform cars is that known 
 by the name of the " lateral motion truck " with elliptic 
 springs. 
 
 It costs something like sj^TS or $80 more than that with 
 the spiral spring, which wo have oiily been in the habit of 
 using under platform cars, and which wo discarded be- 
 cause it was found that they would not .stand the loading, 
 and the difficulty of getting the springs properly tempered 
 to stand the necessary compression, without becoming too 
 much compressed, so as to become solid. 
 
 Yours truly, 
 
 HEBERT WALLIS, 
 
 MechH Snpt. 
 
151 
 
 the 
 i^vn 
 
 tic 
 
 ith 
 of 
 
 i-ed 
 Itoo 
 
 Hon. II. a. MALIIIOT, 
 
 Deau Sir, 
 
 Quebec, lOlh October, 1876. 
 
 I hear Irom Mr. Gtxriopy that passoii£>'or and hag- 
 «4-an-o as well as freight and pUitform ears arc now building 
 for this Division. 
 
 I would remind you that Plans have never been sub- 
 mitted ])y the Contractor for approval, (as the contract re- 
 quires) and the cars are building upon a simple letter of 
 agreement to ))e similar to Grrand Trunk Standard. 
 
 If after delivery they turn out different to this standard 
 it will be too late to change and disappointment will ensue. 
 Allow me to suggest that the elaborate plans and specifica- 
 tions procured last spring from the Grrand Trunk officials, 
 should be given to the Contractor. They set forth in de- 
 tail what their standard is and with accom^ anying specifi- 
 cations were apjiroved by the Commissioners at the time. 
 
 Copies of these plans should also be given the Govern- 
 ment In.spector, as without such data to giiide him, it is 
 very doubtful that the cars will be equal to those on the 
 Grand Trunk. 
 
 The cars now making are let at inadequate prices, and 
 on this account, even with close inspection under apx^rov- 
 ed plans, it is difficult to get good work. 
 
 With intenniltenl inspection and no plans, it is probable 
 that the stock for the Eastern Division will differ materially 
 from that now delivered at Montreal. The latter were 
 built upon the before mentioned G. T. R. j^lans and speci- 
 iications obtained from this office. They were let at fair 
 prices to a first-class maker and are apparentli/ good ; but as 
 they have not been continuously inspected, there is no cer- 
 tainty of their excellence. This can only be determined 
 by years of use. 
 
 Rolhng stock, more than any other part of a railway, 
 reqiiires intelligent and constant inspectfon as upon its ex- 
 cellence the safety of travelling largely depends. 
 
 After completion it is impossible to judge of it, a little 
 putty and paint makes the worst appear well for a time. 
 
!f 
 
 162 
 
 Uninspected wheels antl axles are especially dangcrou, and 
 should not be foleraled. A l^roken wheel or axle may 
 wreck a whole train. In the United States j^reat caution 
 is exercised, and but two or three iirms entrusted with the 
 making of wheels. 
 
 Stock prepared on proper plans and specifications and 
 intelligently inspected, will assuredly wear from twenty 
 to thirty per cent longer than uninspected stock. 
 
 The platibrm cars first delivered hero wore worth i'ully 
 twenty-five per cent less than the last consignment. 
 
 The valuta of Rolling Stock as arranged for the Q. M. 
 O. & 0. Kailway, aggregates $755,820. 
 
 The cost of the best inspection need not exceed ^7,000, 
 k'ss than one per cent on the cost. 
 
 I therefore recommend that capable, sub-inspectors under 
 Ihe orders of the government inspector, be always kept at 
 eacli establishment while th(^ cars are being made. They 
 should be comju^tent car-builders. 
 
 I remain, Sir, 
 
 Faithfully yours, 
 
 ; " (Signed,) A. L. LiaHT. 
 
 P. S. — I beg especially, to draw your attention to the 
 following Report of Mr. "Wm. Parker, C. E. of Boston, to the 
 Government of N. B. Where the question of Rolling Stock 
 is thoroughly reviewed. 
 
 • '' "^^ ■ St. John's, N.B.y June 26lh. 
 
 ROBERT .TARDINE, Esq., 
 
 Chairman of the Railway Commissioners 
 
 of New Brunswick. 
 
 Siu, 
 
 Yours of the 25th inst., asking my opinion as lo 
 the iiolicy proper to be followed in procuring Rolling Stock 
 for the Railway, and upon the proper rates for passengcir 
 fares, is before me. 
 
15^ 
 
 s to 
 
 Itock 
 
 It must bo apparent thai tlio greatest care in selecting 
 Rolling Stock with reference to tsutety, is oi' the utmost im- 
 \ portauce, and that nothing in the way of trial of new 
 
 makers should be attempted without extreme caution. This 
 is especially true of wheels and axles, and I recommend 
 that for passenger cars wholly, and for freight cars mainly, 
 you resort only to those makers of wheels and axles, 
 whose work has been proved and stands in the front rank 
 for excellence, giving at the same time such encouragement 
 to home enterprise as may be derived from orders of these 
 articles for use on your bollast or gravel cars, and a few of 
 your freight cars, until by continued and successful trial 
 they shall bo found certainly worthy ot more extended use. 
 Axles may, I think, be had best with reference to cost and 
 quality combined, from England ; wheels (being of cast 
 iron) from the United States, where they are (of cast iron) 
 almost exclusively used. 
 
 In selecting makers of locomotives a like course should 
 be pursued, adhering to one pattern for each class of 
 machines without deviation, that their repair and main- 
 tenance may be simplified and cheapened. There is little 
 difference in essential properties among the several forms 
 of locomotives now made, but a uniformity of pattern has 
 been found, whenever adhered to, connected with marked 
 economy of repairs. 
 
 Those machines which you have already procured are of 
 good quality and established repute ; and I would adhere 
 to the same makers, while they continue to do as well, at 
 moderate prices, encouraging at the same time your home 
 mechanics, by occasional orders, made proportionately more 
 frequent as their results shall be satisfactory — always, how- 
 ever, without variety of pattern. 
 
 Cars, whether for passengers, freight, or other uses, stand 
 in a somewhat different position than wheels and axles, 
 being subject to the foregoing remarks. The frames and 
 bodies of cars are bulky, and subject to heavy charges for 
 their transportation from abroad, while their manufacture 
 does not call for any great d-^gree of experience super- 
 added to mechanical skill and faithfulness. 
 
 ivlaterials for the construction are abundant in this pro- 
 vince ; So, I believe, is good mechanical labour ; and I see 
 
 20 
 
154 
 
 no unavoidable haaard, in pvoferring homo artizans in this 
 d(»i)artment at like prices. Lookinj]^, therefore iirst to 
 quality and to proper peasouing of lumber, and under a 
 rigid inspeciion, I recommend that your cars bo made at 
 home, allowing reasonable competition if it shall arise — the 
 wheels and axles having been procured, as before stated. 
 
 i 
 
 Rates of fare for passenger travel have been extensively 
 experimented on in the United States, and with the exceii- 
 tion of a few densely populated lines, and for very long 
 travel it is believed now that three cents per mile is the 
 lowest rate expedient. Commutation for families, resident 
 near the city, and for occasional excursion trains may be 
 judiciously adopted at a reduction of not exceeding one- 
 half. 
 
 I am, your obed't Servant, 
 
 (Signed,) 
 
 Wm. Patiker, 
 
 Civil Engineer. 
 
 "W 
 
 m 
 
 JSS.. M.- 
 
 J.!. : 
 
in this 
 irst to 
 nder a 
 ado at 
 e — tho 
 ited. 
 
 isivcly 
 excop- 
 j lon^ 
 is tho 
 ^sident 
 aay bo 
 5 one- 
 
 leer. 
 
 155 
 
 APPENDIX No. 40. 
 
 J . 
 
 MUNRO .c STEAR'S LETTER. 
 
 Quebec, 29lh January, 1877 
 A. L. LIGHT, Esq., 
 
 Sir, 
 
 of delav aTi^l^^!^^^ 
 
 11th January, 1877 Wennf^H, i * Stears, and dated 
 
 written or silied such a lettirl'^^ u^'^''^ «^^^ ^^''i^^S 
 shewn us byV to dav Wp' ^' '^f' ^^'^^S^^en it until 
 
 Portneuf bridge, and o fstDnhL ftF'"'""^ *^' ^^"^^i"? of 
 We also deny e^w hS^ ^-^i^^^'^^^^^^^diff^^^^^ 
 caused by reeLrnrdit^ Xs^jS t ^'^ '^^^^ 
 Engineer, and of his indecision ol ! ^^ (Government 
 plan from him, but ffot the nX' i ^^ "ever received any 
 Mr. Odell. ^ *^^ °"^5^ P^^»« we ever had from 
 
 Your obedient Servants, 
 
 (Signed,) MtJNRO & STEARS. 
 
156 
 
 APPENDIX No. 41. 
 
 Q. M. O. & 0. R'Y. 
 
 Engineer's Office, Eastern Division 
 
 Quebec, April SO tli, 1877. 
 A. L. LIGHT, Esq., 
 Dear Sir, 
 
 «of;.„ 1 f ^ ^°'^ ^^^^ ^t^"^ '^ ^^^ remembered the conver- 
 sation between yourself and Messrs. Munro & Stears 
 relative o a letter published by Mr. McGreevy in hfs 
 
 S'.Zw' '"^ ''^"'^ ^''''^- ^""^« & Stears, we have to 
 atate that we were present during the entire conversation 
 
 wi a/^'^t P^^'^ ^^ *^*^ t"«^' ^»d that in our presence 
 both Mr. Munro, and Mr. Stears. denied having wrUteUhe 
 letter and pronounced it a gross forgery 
 
 Yours truly, 
 
 JOHN LINDSAY, 
 E. A. HOARE. 
 
167 
 
 APPENDIX No. 42; 
 
 • ■ t 
 
 Q. M. O. & 0. R. 
 
 Division Enoineer'b Office, 
 
 Three Rivers, 28rrf April, 1877. 
 
 A. L. LIGHT, Esq., 
 
 Chief Engineer, 
 
 Q. M. O. Sf O. R. 
 
 Dear Sir, 
 
 To a commimication of Mr, R. Flanagan's, 
 dated 30th December, 187G, wherein he intimates, that 
 owing to delays caused by the Division Engineer, he was 
 prevented getting the foundations of Batiscan Bridge, ready 
 for masonry early in the season ; I beg to reply as follows : 
 Three delays are specially referred to, thus : — 1st. " Delayed 
 from 4th to IGth of March." — 2nd. "Delayed to or until the 
 3rd of August."— 3rd. " Delayed until the 27th of October." 
 My answer to first complaint is : there was no Division 
 Engineer appointed until after the 16th March. To tho 
 other two complaijits I would reply that work was laid out 
 at the foUowing dates : — 19th and 22nd July, 3rd and 22nd 
 August, 22nd September, and the 27th October ; and would 
 add that in all cases as soon as possible after it was asked, 
 I either went down myself or sent my assistant. I was 
 frequently at the bridge at other dates besides the above 
 named, and always ready and willing to give information 
 and show the points. 
 
 In reference to the extra rows of piles driven, owing to 
 wrong centres, I hold myself in no way responsible. I ac- 
 companied Mr. Odell, the Contractor's Engineer, to Batiscan, 
 on the 16th March, 1876, to assist him in laying out piers 
 Nos. 1 and 2 west. As the great depth of water prevented 
 the other piers being found, I assisted him to chain from a 
 hub (at some distance) which was assumed to be correct, 
 and the work was laid out accordingly. 
 

 168 
 
 tn regard to the extra 10 feet of excavation for west 
 abutment, I gave no orders to make it so T,vide, the face 
 only was staked out, and as Mr. Flanagan had access .o 
 tne plan oi the platform, he should only have excavated the 
 siiie to suit. I thmk hcvcver the extra size was an im- 
 provement, as it gave more room to work in. 
 
 Hoping the foregoing statements and explanations are 
 clear and satisfactory, 
 
 I remain, 
 
 Your obedient Servant, 
 
 L. B. HAMLIN. 
 
 g 
 
159 
 
 west 
 \ face 
 
 'SS iO 
 
 dthe 
 a im- 
 
 I are 
 
 APPENDIX No. 43. 
 
 iN. 
 
 STEEL HAILS, CORRESPONDENCE AND 
 SrECIFICATIONS. 
 
 Quebec, 12tli May, 187G. 
 
 Hon. H. a. MALHIOT, 
 
 Chief Commissioner. 
 
 Sir, 
 
 Referring to Mr. C. P. Sandberg's letter to the Hon. Greo. 
 Irvine, to which you have called my attention, Mr. Sand- 
 berg recommends certain modifications of the plan and 
 specification of rail and fish joints sent him on the 6th of 
 April. He recommends keeping his own section, which 
 can be reduced in rolling to fifty-six pounds. Mr. Sandberg 
 thinks it is difficult to roll my section, owing to thinness 
 of the flange. Many of the American modern sections 
 have similarly thin flanges as that proposed by me, but as 
 an equally good rail will bo had by the reduction proposed 
 I do not object to it. 
 
 Mr. Sandberg further [recommends keeping his original ' 
 fish plate with my enlarged bolt. This I also consent to. 
 The alteration waf? made at the especial request of Mr. Mc- 
 Greevy to save duty chargeable on i\ie fluted pattern. 
 
 Mr. Ssndberg thinks my specification and tests so stiff 
 that they will involve from 10s. to £1 extra per ton. I can 
 only say that these tests are used by two of the best Eng- 
 lish Engineers, Messrs. Rendel and Brunless, and are like- 
 wise in vogue with the best American firms. 
 
 The bolt test of bending cold is a usual one in this 
 country. 
 
 The immersion of the steel fish plates in oil, which Mr. 
 Sandberg has not used, increases their strength from 30 to 
 50 per cent. 
 
160 
 
 I recommend that both the hii tor conditions be retained, 
 but as Mr. Sandberg states " that his working specilication 
 " has stood good ibr say 100,000 tons Canadian rails in- 
 " epected by him, which is a practical basis in a strict in- 
 '• spoctor's hands, sudiciont to insure satisfaction without 
 " unnecessary cost," I am prepared to adopt it mainly from 
 Mr, Sandberg having the name of being a careful, honest 
 and strict inspector. I only desire to have the best wiifornt 
 pattern in use, and this made of steel that will stand this 
 climate, and usual wear and tear. 
 
 I therefore recommend that one uniform pattern and 
 spticification for the main lines be maintained throughout, 
 and no job lots that have not been properly inspected during 
 manufacture bo admitted. 
 
 I remain. Sir, 
 
 Your obedient Servant, 
 
 A. L. LIGHT. 
 
 Quebec, 22nd Maij, 1870. 
 
 C. r. SANDBERGH, Esq , C. E., 
 
 Dear Sir, 
 
 I have yours of the 20th, 21st and 25th ulto., also 
 the 11th inst., together with certain printed (''.ocuments, for 
 which I am obliged. 
 
 By this time you will have received from the Commis- 
 sioners, confirmation of your appointment made, the 6th of 
 April, also, approving of your specification and form of rail 
 with my remarks thereon. 
 
 This matter being settled, you are at liberty to proceed 
 in accordance therewith, independent of the following 
 remarks. 
 
 I am surprised that it should have been necessary to 
 adopt the unusual course of locommending changes i]i iny 
 specification so long as that specification made a better rail, 
 fish plate and bolt fastening If so the gi*ound of probable 
 
161 
 
 niis- 
 biof 
 •ail 
 
 jed 
 
 to 
 
 lai 
 Iblo 
 
 [ 
 
 additional expense of from 10s. to £1 extra, mentioned 
 by yon, need not have much weight, the contractor's sche- 
 dule price being- largely in excess of the present cost of 
 steel rails. 
 
 Much of the data from which my specification was i)re- 
 pared, was furnished me by Mr. James Brunlees, of No 5, 
 Victoria street, Westminster, (an eminent, careful and ex- 
 perienced engineer), as that which'he uses in his own 
 practice. 
 
 The specification is also in accord with the general 
 usage of the best ste(»l manulacturers of America, who 
 adopt thinner flanges than were formerly considered safe, 
 haiiinn'r tlunr blooms, drill instead of punch thebolthnles, 
 and condemn concave lish-plates as receptacles for sand 
 tending to wear them r&pidly away. Their tests n^quire 
 that steel ibr the main line shall b(i capable of being l)ent 
 doiiblo cold. Most of this you will see irt the remarks of 
 that (nninent authority, on steel rails, Mr. Ashbel "Welch, in 
 a paper read in 1875 before the American Institution of 
 Civil liingineers. Keferring to the thin modern flanges now 
 in xi.sc in America, Mr. Welch says by good authority th(>y 
 ought to break, but eight years' experience under the 
 heaviest traffic in this country proves that theij do not. 
 
 The real question apart from that of mere expense, which 
 where human life is at stake, should not be too closely con- 
 sidered. Does hammering the blooms and drilling instead 
 of punching the ])olt holes, as practised in the United Stales 
 (where labor is high), really make a safer rail, in this ex- 
 tremely cold climate. The latter you frankly admit though 
 stating it is more expensive — the former you think can be 
 more c'leaply attained by rough rolling. 
 
 A diversity of opinion among men so experienced as 
 yourself and the eminent authorities above named, leads to 
 the conclusion that engineers like doctors, often honestly 
 differ upon the best means of obtaining similar results. 
 
 I remain, 
 Dear Sir, 
 
 Truly yours, 
 
 A. L. LiailT. 
 
 21 
 
PUBLIC WORKS OF QUJEBEC^ 
 
 Q. M. O. & 0. RAILWAY. 
 
 Mr. LIGHT'S SPECIFICATION— BESSEMER STEEL 
 RAILS AND FISH PLATES. 
 
 GENERAL DESCRIl'TION, &C. .^ , 
 
 1. The rails are to be fifty-six pounds per yard or eighty- 
 eight tons per mile of railway. 
 
 2. The rails to be fish-jointod, with Bessemer steel fish- 
 plates, and iron bolts and nuts. 
 
 3. The form of rail to be Sandberg's standard section; 
 the fish-joint also to be Sandberg's standard, with such 
 modifications as may be authorized and directed. 
 
 4. The steel fish-plates to L-e formed reversible with four 
 holes punched for bolts with square shaped necks, 
 
 5. Each rail to be notched J inch and f inch at the four 
 corners, and two holes drilled near each end. 
 
 6. The maker's name and year of manufacture must bn 
 distinctly marked on each rail. 
 
 7. Inspectors will be appointed to overlook the manu- 
 facture of the rails, and to test their quality, and the makers 
 will be required to make all such tests as the inspector 
 may deem necessary, to secure the best description of steel 
 rails manufactured. J 
 
 ' ' ' ■'' DETAILED SPECIFICATION. 
 
 Bessemer Steel. 
 
 8. The rails to be manufactured from Bessemer steel, and 
 such mixtures of metal must be used in the converter as 
 will ensure the very best quality of this class of steel, fitted 
 to withstand a climate in which the mercury falls 40 deg. 
 Fahrenheit below zero. 
 
 No. 
 
163 
 
 EEL 
 
 ighty- 
 il fish- 
 
 ction ; 
 1 such 
 
 th four 
 
 [ic four 
 
 list bo 
 
 Imanu- 
 lakers 
 [pector 
 steel 
 
 ll, and 
 
 }tor as 
 liitted 
 deg. 
 
 Mode of Mamtfaciurr. 
 
 9. The rails to be made from an ingot of suitable dimen- 
 sions which shall afterwards be formed under a hammer, 
 of not less than ten tons, into a bloom, reduced to at least 
 three-fourths its original dimensions ; it shall thcTi be re« 
 heated and rolled hito the linished rail. 
 
 Engineer maj/ alter. 
 
 10. The engineer or the inspector he may appoint is to 
 have the power of altering or controlling the method of 
 manufacture during the progress of the work in any way 
 he may consider expedient. 
 
 , General Description as to Finish, , ,» . 
 
 11. The quality of the linished rails as regards toughness 
 combined with hardness and strength is to be such as shall 
 be satisfactory to the engineer ; they must be of uniform 
 section throughout and perfectly true to template ; ;fhoy 
 must be straight and sound, free from splits, cracks and 
 flaws, scoria, imperfect welds or delects of any kind, and 
 the ends shall be cut accurately true and square ; any rail 
 that becomes warped in cooling, shall be straightened by 
 pressure and not by hammering. 
 
 12. To ensure perfect accuracy, the fish plates and bolts 
 will be made at the same manufactory as the rails. 
 
 Finishing Fish Plates. ^ ' 
 
 13. The template for the fishing plates must bo approved 
 by the engineer, and they must be made exactly thereto. 
 They are to be made from the toughest description of an- 
 nealed steel, such as shall be satisfactory to the engineer ; 
 they are to be sawn off square and punched whilst hot, 
 and are to be without burrs or deformities at the ends ; 
 they are to be perfectly straight and smooth on every sur- 
 face, free from twist and of a uniform section throughout. 
 
 Bolls. 
 
 14. The bolts will be made of the toughest description of 
 No. 2 iron. 
 
164 
 
 Proportion of Fixh Plates, Bolts and Nuts. 
 
 15. In tho delivery of rails, the propor proportion of lish 
 plates, bolts and nuts must bo madti with each shipment, 
 or previously. The fish plates, bolts, &c., must be done up 
 in such a manner as will lorescrvo thera from loss in trans- 
 portation. 
 
 Holes in Rails and Fish Plates. 
 
 IG. Each rail is to be drilled at each end with two holes, 
 and each fishings plate is to be punched with four holes ; 
 th(> sizes and positions of all these holes must be exactly in 
 accordance with dimensions g;iven, clean and true, square 
 through, free from burrs on all sides, and perfectly accurate 
 in size and position ; any variation from the correct position 
 or irom the correct sizes of the holes will render the rails 
 or lishing- plates liable to rejection. After the holes are 
 punched, each fish plate is to bo heated to a cherry red, and 
 while hot is to be immersed in boiled linseed oil. 
 
 Marking. 
 
 17. Each rail and iishini^ plate is to bo marked distinctly 
 in some suitable place and in suitable permanent characters 
 as the engineer shall direct with the maker's name or 
 initials, the year of manufacture and tho initial Icttern of 
 the railway. 
 
 Lengths. 
 
 18. Eighty-five per cent of the rails must be exactly 28 
 feet long. 
 
 19. For convenience of passing around curves, five i^er 
 cent of the quantity must be twenty-seven feet nine (27.9) 
 long and painted red on the ends, to be easily distinguish- 
 able. 
 
 20. The balance or 10 per cent, for tho convenience^ the 
 contractor, may be cut in even lengths^of 20, 22, 24 and 2G 
 feet. No variation of these lengths exceeding I of an inch 
 will be allowed. Should any of the rails require altering 
 after thej have cooled, tho oporaf^iQU. must be performed 
 ■cold, as jio reheciting of a rail at a smitlj'p hearth or in any 
 
28 
 
 165 
 
 other way will be permitted. The weight of the rail is to 
 be 56 pounds per yard, and no rail weighing more than 
 two per cent under the specified weight will be re Wd 
 and no excess paid for. received, 
 
 21. The rails and fishing plates will be subject to the 
 follownig t. 4s, or will be tested in any other way the 
 engineer may approve : j- ^ way me 
 
 Test No. I. 
 
 22. A piece of rail about 12 feet long shall be placed nn 
 bearings 9 feet apart and deflected by means of a dead 
 weight gradually applied to three tons, and after the remo- 
 val of the weight M'hich must remain on at least ten minu- 
 tes, the rail shall resume its original form without indi- 
 eating any permanent set. ^ 
 
 Test No. 2. 
 
 23. A piece of rail of convenient length shall be bent cold 
 round a bar or block, having a radius of 6 or 7 inches to an 
 angle of 90 degrees without indicating any fracture. 
 
 Test No. 3. 
 
 24 A similar piece of rail shall also bo placed on centres 
 4 feet apart and bent to the same extent by a falling woi-ht 
 without exhibiting any fracture. o vv».i^ui 
 
 ■ Test No. 4. 
 
 25. The bolts must be capable of being bent over cold 
 (in the form of a V), without shewing signs of fracture. 
 
 20. One per cent at least of the rails must bo thus tested. ' 
 
 • ^!; "^^^ requisite machinery, tackle and labour for mak- 
 lug the above tests must be provided by the contractor. 
 
 Poiver to Reject. 
 
 28. The enginoer or his appointed inspector shall have 
 
 power to reject any rails or part of the manuiacture which 
 
 does not comply with this specification ; he will also seo 
 
 hat all rejected rails arc stamped with a distinct mark in 
 
 two or three places on the underside of the rail 
 
 •;i 
 
166 
 
 ' ^ Engineer's Certificate. 
 
 No portion of the rails will be considered as accepted 
 unlil the engineer has jjiven his written certiJicato. 
 
 ApiiroYcd, 
 
 A. L. LIGHT, 
 
 Quebec, 17th March, 187G. 
 
 Govt. Engineer. 
 
 MR. SANDBERG'S SrECIFICATION FOR STEEL RAILS. 
 
 Section. 
 
 The rails are to be of the section shown on annexed draw- 
 ing, 4 J inches high, and 3f J (see drawing) inches on 
 the base, and to be made according to a template, which 
 will be furnished with the order. 
 
 The rails are to be perfectly straight and true, and of 
 uniform section throughout their whole length. 
 
 Weight. 
 
 The rails are to weigh 5G pounds per yard. The usual 
 allowance of 2 per cent on single rail, and 1 per cent on 
 total quantity will be accorded without rejection, but the 
 rails must not be invoiced at more than 5G pounds per yard 
 for the total order, and maimers will be answerable for the 
 full weight as per invoice. 
 
 Length. 
 
 The length of the rails is fixed to 28 feet for at least 85 
 per cent, with an allowance of \ inch above or below this 
 measure. Five per cent of the total qviantity may be 27 '.9 ' 
 long for curves, painted red at the ends, and the remaining 
 10 per cent of shorter rails 26', 24', 22,' and 20' only. 
 
 Punching and Notching. 
 
 Punching of Rails. — Two circular holes at each end 
 1" diam. Centre of first hole 2^" from end of rail. Centre 
 of second hole 5" from centre of first hole. 
 
161 
 
 Notching of Rails.— One right hand corner notch at 
 each end ^" long x §" deep. 
 
 Punching of Fish Plates. — Four square shaped holes 
 l.^o" long X 1" high. Fish plate 20" long. Fiom end of 
 fish plate to commencement of iirst hole 1 ! i". Between iirst 
 and second holes 3} 3, and between middle holes 4". 
 
 Marking. 
 
 Each rail must bear the name of the maker and the year 
 in which it is rolled. The letters must be distinct so as to 
 identify the rails. Each rail when inspected and approved 
 must be stamped with the private stamp of the inspecting 
 engineer. The rails will not be accepted unless this has 
 been complied witb. 
 
 Mode of Manufacture. 
 
 The steel must be cast into ingots by the Bes lemer or 
 Siemen's process, and must do of uniform quality iiid equal 
 hardness throughout, and the inspecting engineer will bo 
 at liberty to test sample ingots by forging, tempering, bend- 
 ing, or otherwise, to satisfy himself of the proper material 
 being used. 
 
 These ingots must be heated well through, then ham- 
 mered or rolled into a rail of exact section. Flaws or cracks 
 in the ingot must be cut out hot before the last rolling, so 
 as to make a perfectly smooth and clean rail free from 
 cracks. Haws and other imperfections. No patching or 
 mending the flanges will be tolerated. 
 
 Inspection. 
 
 The rails will be passed in lots not exceeding 1,000 bars 
 each. The engineer or inspector appointed by the buyer 
 will select from each lot a certain number of rails, not ex- 
 ceeding one per cent of the whole, and will test them as 
 follows : — 
 
 Tests. ' ' " '■' '•"■"''■ ' ' 
 
 First. — Each of the selected rails must carry 13 tons in 
 the centre, between 3 feet bearings, for five minutes, with- 
 out permanent set. : ^^,.1-^i 
 
iGS 
 
 SECOND.-^Tho r£lils must cany in Iho same position a 
 load of 2G tons without breaking, after this tho flange of 
 the rail will be cut and the rail broken. The fracture 
 must show perfect welding, especially in the head. 
 
 Third. — Each half of tho broken rail again placed on 3 
 feet bearings must stand a blow from a ball weighing .1 ton 
 fulling irom a height of 15 feet on the rail between the 
 supports without showing any iractun>. The bearings are 
 to be of cast iron fixed on oak frames and supported on 
 solid masonry 4 feet deej). 
 
 Should one of the rails fail under any of the above tests, 
 the lot will be divided into ten equal portions, and one rail 
 from each will be tested, lilach rail then proving uiUHjual 
 to the test, will cause tho lot from which it was taken to 
 l)e rejected. 
 
 The inspector of the company is to have the 'ht of 
 entrance to the works at all times, to inspect the iiufac- 
 ture and quality of the materials, and to superintend the 
 testing of the rails ; but this inspection is in no way to re- 
 move the responsibility of the inanuliicturer, who is ])ound 
 to deliver nothing but good sound rails of best workman- 
 ship and good materials. Any remarks which the inspec- 
 tor may have to make, are to be addressed to the manager 
 of tho works, and not to the workmen therein employed. 
 All rails inspected, approved, and stamped by the inspect- 
 ing engineer, cannot after-^'ards be rejected. 
 
 . : - Noi.;!: of Rolling. 
 
 The makers to give eight days' notice to the inspecting 
 engineer of commencing the rolling, and not less than two 
 days' notice of resuming the work after its temporary sus- 
 pension. 
 
 Fish Plates. 
 
 To template approved, each lish plate, after it is punched, 
 is to be heated, and while hot, immersed in boiled linseed 
 oil. Fish Plates to be inspected, tested, and approved. 
 
 Bolls. 
 
 Bolts to be made of best and toughest iron No. 2, Whit- 
 worths' thread, and inspected and approved bolts to be 
 I^acked in strong cases, _ 
 
iel9 
 
 APPENDIX No. 44. 
 
 Division Engineer's Office, 
 
 , , ^''^'^^ R'Vf^rs, SO/h Nov., 187a 
 
 A. L. LIGHl^, . *u. 
 
 C/tj^ Engineer. 
 Dear Sir, 
 
 V.nt rofasl\VS;T:ut"mvt r' f^'^* '^' Contrnctor'« 
 tho extra width of vL Z ^^- "^'^tructions in refereiioo to 
 
 mstrnctod l)oth i^oints foY . "^i^^'*^ ordered. I have 
 
 i'orm you when I ." ' (ttt "''''?^ ".P""' '^"^ ^ ^J^"^" i"' 
 weatlier is quite uuTit ihr f P'^^ticulars, in any case tho 
 and informi me has ZJrT''^J\ 9^^^^^ has jLt called 
 Tins I suppose will pre^^S '? ^^ stopped! 
 
 present. Pi-^^ent any more dilliculties for the 
 
 aei?;eJeTin\l74:nd mT 7^'''V'. '''''} °^^ ^-t«"al 
 wai^lo. I have had It all measured. 
 
 I remain, 
 
 Yours truly, >, .mj,/,,-,^ 
 
 /•" ' L. B. HAMLIN. 
 
 22 
 
M 
 
 APPENDIX No. 45. 
 
 Three Rivers, P.Q., 2Gth Dec, 187G. 
 
 ALEXANDER L. LIGHT, Esq., 
 
 Chief Ens^iueer Govcrnnienl liaihoays, Quebec. 
 
 Sm, 
 
 We have the honor to su})mit the following? report 
 on the subject of the bridge over the Champlain River and 
 St. Malo road. The orif>-inal pLin shews the western abut- 
 ment 8 ', 3 " thick, and the eastern G ', 6 " thick. The depth 
 of the foundations, and consequently the height of the 
 abutment, was undefined, and left to the discretion of the 
 Division Engineer. 
 
 In consequence of the treacherous nature of the Hoil, 
 composing the banks of the stream, it was considered 
 nect'ssary, to carry the foundations down, to the level of 
 the bed of the river. This makes the height of the abut* 
 ments 2G feet. In the event of the portion of the bank, in 
 front of the abutment slipping oil', (a contingency very likely 
 to occur), it would have to act as a retaining wall, resisting 
 the pressure of a bank of wet clay and sand. The formula 
 gives 8', 9" as the requisite thickness of a retaining wall 
 26 feet high. 
 
 These matters having been submitted, the following 
 telegram was received irom the Chief Engineer, on the 23rd 
 of November : — " Make East abutment, Champlain, 8 feet 
 8 inches, same as western," and on the 24th the order was 
 transmitted by telegraph to the inspector Mr. Ross. 
 
 In direct defiance of this order the abutment has been 
 built G', G" thick, instead of 8', 3" and in spite of the 
 protests of the inspector and the orders of the Division 
 Engineer, the foundation has been stopped at a depth of 
 G ', 4 ' ' less than that required, and at a level of about 3 
 feet above the average low water — the highest level at 
 which the abutment could with safety be founded. 
 
11 r 
 
 done. iiitnts tiiicJv, and tho work well 
 
 a temptXtd?!^ ^-all expouditure for 
 
 durincr W(.athor, which in nnv .,^^ ^ ^^® abutmenLs 
 
 layii.^ofmason;'rc;mLrt I?"" '^'f ^"^"^ ^■^'^^ *J^'> 
 the sto,,H,ecoines lull onVosi ,k ^^"T, '° us (hat uK.r 
 
 iho cement mu«t w" al Kon?, f^^ ^^'do expedients, as 
 the cold stone. Thut litUe t^mViV "'"^Tr' 'V''^''^ ^^^^J' 
 tions is proved hy the He th .t /I^m 'i^ ^^>^ ^^''^ ^^l'*"'-'-^- 
 
 "ot succeeded in^layhi o le comnth '^" '"^"^' "^^^>' '^'^^'*' 
 a Ibrtniffht At M'LhhZl ^?^l'^f ^^^ c^^"ise ni more than 
 
 JJdr tri4 abandoiT^f Ui^afeW^ ^^^'-'V 
 
 his own accord. ""^^ ^"^ ^^"^^ "^ this way, of 
 
 ior the risk of ffettiiio- E^l'''^ sufiTicien ly to compensat,, 
 
 order should l^^dtrSZJ'^i'i:^:^ ^"""^^^^"^^ 
 until the spring. "muiu^ ail building- m cement 
 
 We have tho honor to be 
 Sir, 
 Your obedient Servants, 
 
 L. B. HAMLIN, 
 JOHN Ed. BOYD, 
 
172 
 
 APPENDIX No. 46. 
 
 
 ■f' ' ■• > ,;? 
 
 ' ' ^ Dividon Engineers O^ice, '• 
 
 ^ ;? - v V ^ 27i,.gg jrj^ygj-s^ 19^^ ^^^i/^ 1877. 
 A. L. LIGHT, Esq, - 
 
 ■■:'■-- ;?,, Chief Engineer. 
 
 Dear Sie, , > 
 
 „ I deem it my duty to repori that the "West abut- 
 
 ment of the Pepin River Bridge has been seriouslv damaged 
 by the freshet. The foundation of the South end of the 
 masonry has been iiudermined by the current, and has 
 falkn partially over. The scour has been entirely caused 
 by gross negligence in not having the abutnient secured 
 with rip-rap and the channel properly opened last fall. I 
 strongly urged this to be done, and instructed the inspector 
 to sec the order executed, but the contractor's agent v^'^ould 
 not attc:\d to it — if he had, the accident would not have 
 oc^'-rred. =H= # # ^ 
 
 I advocated piling these fcandations, but only platforms 
 were i)ut in. If this accident should have the beneficial 
 effect of i^revcnting the engineer's orders in reference to 
 foundations being constantly disputed, it may be looked 
 upon as a fortunate and not an unfortunate circumstance. 
 
 TT TV n^ TT "tT TT TV" TT "TV 
 
 Grrading and tracklaying is going on at Point-du-Lac, 
 The contractor has commenced to deposit ballast on sections 
 74 and 75 from sand cuts on section 75 ; it is too line. 
 
 As there is nothing else important to report. 
 
 I remain. 
 
 Yours truly, 
 
 L. 13. HAMLIN. 
 
173 
 
 )nns 
 
 icial 
 
 |o to 
 
 »ked 
 
 illCO. 
 
 I Lac. 
 
 iions 
 
 APPENDIX No. 47. 
 
 Q., M., O. Sr o. -Ry., 
 
 Engineer's Office, Eastern Division, 
 
 Quebec, 2ith April, 1877. 
 
 Hon. THOS. McaREEVY, 
 Sir, 
 
 Mr. Hamlin reports that the West abutment of the 
 Vpin hridii'e has been washed away. He states " that this 
 occtirred through gross negligence in not having the abut- 
 ments secured. Ho further says, that he ordered piles 
 here, but only platforms were put in. li this accident 
 should have the benelicial effect of preventing the en- 
 gineer's orders in reference to foundations being constant- 
 ly disputed, it may be looked upon as a fortunate, and 
 not an unfortunate circumstance." 
 
 A dvantage was taken of the forced absence of Mr. Boyd, 
 the inspecting engineer, last autumn, to put in this work 
 contrary to orders. The same thing was done at the Cham- 
 plain bridge. . 
 
 Such unwarrantable Interference on the part of yoiir 
 agent is in direct violation of your contract, which very 
 properly defines, " that the orders of the engineer must be 
 " complied with in every respect and under all circum- 
 " stt^nces." I therefore inform you that in future I require 
 that all bridge plans, before they receive my approval, 
 shall shew, by proper borings, &c., the nature of the mate- 
 rial on which such bridg(;s are to be founded, as well as 
 the description and depth of the proposed foundation. 
 This will stop your agent from dispiiting the orders of the 
 Division Engineer, and prevent a repetition of the abovo 
 disasters. 
 
 I remain, 
 Sir, 
 Your obodt. Servt., 
 
 A. L. LiaHT. 
 
174 
 
 APPENDIX No. 48. 
 
 A. L. LIGHT, Esq., > v 
 Chief Engineer. 
 
 Dear Sir, 
 
 'M ■ t<;t. 
 
 
 I have to report that the contractors are distribut- 
 inj:^ material from the sand cutting west of Pont Rouj^o, on 
 Ihe side of track, both east and westward, with the inten- 
 tion doubtless of usinj? it i'or ballast, for which purpose it 
 is entirely unsuitable, being composed of much loam and 
 line sand I have spoken to Mr. 11. H. McGreevy, and 
 remonstrated with the Kub-contractors, as also have the 
 track-master and assistant-engineer by my orders. I also 
 mentioned that while awaiting the construction of a road- 
 way into the Lorette Ballast Pit, they have a large quantity 
 of work to occupy them for some time, in widening the 
 narrow, and raisuig the low (unbankments, which can be 
 done from any of the cutling.s, which have to be widened 
 and ditched. 
 
 I spoke to Mr. R. H. McGreevy on this subject, and he 
 informed me it should be attended to, in fact shewed me a 
 letter which he had written to Messrs. McCarron and 
 Cameron, sub-contractors for ballasting, instructing them 
 to do as I had suggested, but so far no steps have been 
 taken to carry this out. 
 
 Tlie sand cutting being the easiest material to move is 
 |>robably the reason it is most used. Yet as the other 
 cuttings have to be sloped and widened iu any case, they 
 should be used where required, instead of being wasted 
 hereafter. 
 
 Any material unfit for ballast and distributed for that 
 purpose, I do not purpose to return in the estimate, unless 
 taken from authorized ballast pits. No work has been 
 began yet to make a roadway into the J^^llast Pit at 
 l^qrette. 
 
175 
 
 trafciTX^^^^^^ fro. the 
 
 of the railway Tine S staffn^ ^ ron ""^''^ ^^^^ ^^^^ '^^^^ 
 River PortneuLwS this InS !f ^V^^^"^ ^^ ^^^'^^^ «^«^ ^^ 
 line to the St Anne's 1? vpr . k^ ^^°'f *^ P^^' ^'he whole 
 good gravel ■^''^'' '^" ^^ «^«i^y l>allasted with 
 
 Yours truly, 
 (Signed,) JOHN LINDSAY. 
 
 "j ?. ^ ■« > 
 
 'f'r , 
 
 « ; 
 
Erratum at closo of Appendices, P«ge 87. 
 
 The above Statements are compiled from the Division 
 Eno'ineer's returns, and do not include St. Maurice Brido-e 
 --1,500 c. yards. ° 
 
 The above shoald be :— "The above Statements are com- 
 " piled from the Division Engineer's returns, and include 
 " the Si. Maurice Bridger_^4,500 c. yards." 
 
vision 
 Iridge 
 
 ! corn- 
 el ude