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 PRELIMINARY SURVEYS, 
 
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 LONDON AND GORE 
 
 BAIJL ROAD, 
 
 TORONTO: 
 
 •ODRIIE OfFiei-oO. B. HACKSTArri 7JIIM1'«R. 
 
 1836. 
 
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REPORT. 
 
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 To the President and Directors of the London and Gore 
 Rail Road : 
 
 In executing the important trust reposed Id me. as your chief En- 
 gineer, I consider myself fortunate in the selection of persons employed 
 to aid me. My principal assistant, in the labors of exploration, ba» 
 been Mr. Tracy McCracken. Supplied with all the needful instruments 
 and a select party of assistants and labourers, Mr. McCracken has pros- 
 ecuted the preliminary surveys, with great industry and perseverance. 
 He has traversed the line of country from Hamilton to Chatham^ run- 
 ning double lines, some portion of the distance, examining with much 
 care difficult points of the route, and taking partial views of the coun- 
 try from Hamiltion to Q,ueenston, and fioro Chatham to Sandwich. 
 These services have been impeded by a partial outfit, by unfavorable 
 weather, by all the obstructions of a wilderness most of the way, and, 
 along the valley of the Thames, by the necessity of moving their bag- 
 gnge and provisions down the river ii^ a boat, while their line of oppe- 
 rations lay from two to six nr ilos distant. Their work commenced the 
 twentyvseveuth day of July, and their field work closed the first day of 
 November. 
 
 I regret, that my engagements were such when accepting your ap- 
 p(*intment, that I could not appropriate more time to the acquisition of a 
 minute knowledge of adjoining sections of the country, from Lake Erie 
 to Huron, and enjoy opportunities of a personal acquaintance with most 
 of the Directors, Stock-holders and gentlemen familiar with localities, 
 on different portions of the Ime. But having, within a few years visited 
 several parts of the Province, and during the survey of this yeur, ex- 
 amined the difTicult points in the route, and with particular care the val- 
 ley of the Thames, and the table lands bordering the same, I venture 
 to hope, that I shall be able to meet your views, in the present enquiry. 
 
 The advantages of internal improvement, by roads and canals, have 
 never yet been sufficiently appreciated. They were dimly seen, by the 
 
tnoit powerful nationi of antlquiljr, hy whom irime mighty labors, of tliit 
 deacription, were efTected. Rut in these cases, the purposes of war, per- 
 aonal renown, asd the consolidation of power, were the motives of nc. 
 tion; and the general prosperity only incidentally involved. Yet they 
 were among the most operative causes of national greatness. In mnd- 
 «rn states these advantages have been more clearly discerned, and more 
 asi iduously cultivated. Of all the arts by which industry is stimulated. 
 and wealth created, none are found so diffusive as those which facilitute 
 hiternal communication, between diiferent sections of the same people. 
 And those nations now roost illustrious for their power, and most distin- 
 guished by their opulence, have most extensively conformed their policy 
 to this truth. 
 
 The enterprize in which you have engaged Is exceedingly important, 
 promising, if faithiiilly and completely executed, the most expansive 
 and beneficial results. It is emphatically the great measure, by which 
 the populating resources and safety of the Province may be most amply 
 promoted. Stretching through the centre of a tract of fertile country 
 leveral hundred miles in extent, nearly surrounded by navigable lakep, 
 and intersected by several streams now in part opened to the use of 
 €team Boats, such a road as you contemplate, would, almost at once 
 convert to the best uses of humanity, an immense, but hitherto secluded 
 accumulation of the bounties of nature. Such results cannot be antici- 
 pated without a glow of generous emotion. V^hoever contribotes to 
 their creation, by his labors, his counsels, his capital, or his influence, 
 Will deserve the praise of a public benefactor. 
 
 ' A work of such extent, through a country so new, cannot be conduct- 
 ed with the greatest economy, and so as to d^fy miscarriage, without 
 much and constant attention to detail. To furnish details of facts and 
 principles, and plans of operation, in application to your intended im- 
 provement, is the immediate purpose of this report. To this purpose, 
 permit me now to solicit your attention. 
 
 That portion of the Province south of the 44th degree of north lati- 
 tude, is made a Peninsula , by the waters of the great Lakes ; it is wholly 
 of secondary formation ; and embraces the most valuable region of Brit- 
 ish posessions, in America, for AgricuUure and the richness of its for- 
 •aits' Near the northern limits of this region, runs an immense range 
 oT calcareous rock, being an extension of the terrace, of that formation 
 which constitutes the southern boundary of the basin of Lake Ontario, 
 and which, crossing the Niagara river, sustains the level of the upper 
 iik^ Over this Terrace passes the drainage of a large tract of coun* 
 
1 
 
 Iry ly'.ng Wf«t nnri nnrih of if. I| i« from four to five hundred fi-el in 
 liriglilh; and in pinces, whore 8nn«l und clay are depo»i(ed on itk crown, 
 forms a dividing ridge to (he w«1pr courses. 
 
 ■ In a central position, between lake Erie id Huron, is formed nn eleva- 
 ted table of country diversified in its surface by gentle undulations, and 
 forming the highewt land, in this portion of the Province — feeing ifrom 
 seven to eight hundred feri above Lnke Ontario. 
 
 From this table emnnatp Grand River, the Thames, the Credit. Kotllo 
 Creek, and several streams makiug into lake Huron. In the aggregafe 
 the source of these streams running in every direction, occupy about 
 one third of the country lying soulh of the terrace, and east of London. 
 
 The belt of land s'irrounding this elevation, and extending to lite 
 Lakes, on three sides, nn6 to the terrace on the fourth, is of peculiar 
 character. It differs materially from other portions of the P.orince, and 
 the neighboring lands of the United States. 
 
 This belt consists principally ofclay for its base, having, in its high- 
 er portions, sand and gravel lying in horizontal tables of different el- 
 evations, above the Lakes. All these tablee are broken by deep ra- 
 vines forming the beds of water courses, some of the largest of whicli, 
 by their serpentine directions, have worn for themselvee, in many pla- 
 ces, wide valUe*. Into these vallies numerous smaller rivulets, com- 
 ing from a distance in higher table lands, have by their currents, ex- 
 tensively undermined and broken down the outline of the vallies re- 
 ceiving them. 
 
 Considerable portions of taWe lands, in positions nearly central, be- 
 tween the principal rivers and the Lakes, are covered by swamps, 
 which collect the drainage of these tables until it swells above the lower 
 points in their external boundary, where it is precipitated in the form 
 of rivulets, with high and abrupt banks. 
 
 The higher lands contain scattering boulders of primitive rock, and 
 the earth is of a character to withstand much more /ir.nly the wear of 
 the streams. 
 
 Traces of gypsum exist, in the bed of Grand River, and lime is a 
 component part of the soil, over the whole Peninsula. In this brief de- 
 scription of the cowntry, the observing cultivator will see proof of its 
 great agricultural capabilities, and whoever explores it will need no 
 further evidence of the value of its inexhaustible forests of oak and 
 pine, and other esteemed varieties of timber. 
 
 The strongly marked topographical features of the Peninsula are : 
 . 1st, a moderate elevation of tableland between the great Liine9t«<i« 
 
r 
 
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 Torrnce anil Lakf Eric, hounded east, by the «trnight« of Niagara, 
 and woBt, by higher lands composed of cluy and Hand, which give ride 
 to the VVelhmd liiver, and Tw«;nty-Mile. Creek, and several smaller 
 streams discharging into the Grand iiiver, und heading near the Mo- 
 iiawk or Hrantford Kond. 
 
 2dly, a higher table south and west from Grand River, above which 
 it rises one hundred feet ; but descends westerly, in approaching Lako 
 St. Clair und Detroit Kiver, so as, in their vicinity, to form but a slight 
 elevation above them. 
 
 This region is separr ted into two parts, by KettJe Creek, which 
 heads in the Oxford high lands. Both parts of it exhibits surfaces 
 irregular and broken, at the mouths of tlicir water courses. 
 
 3dly, a narrow belt of land, between the Tliames and Great Bear 
 Creek, extending from the north branch of the former westerly to Lake 
 8t. Clair. This region presents a more level surface, and is much less 
 broken, in consequence of the diminishtd length of the tributary 
 streams. 
 
 4th, a section, between Bear Creek and Lake Huron, embracing 
 Little Bear Creek, and extending to a point east of the River Sable. 
 
 This region from the character of its streams, and information deri- 
 ved from others, in respect to a part of it, diflers not much from those 
 already described. Further north and east we have not penetrated. 
 It is known however as a valuable portion of the Province and princi- 
 pally owned by the Canada Land Company — and has prominent in- 
 terest as connected with your enterprize. 
 
 In new countries, the settlements commence at commanding points, 
 on the navigable waters. Here cities arise, and commerce locates her 
 numerous agents. From these points enterprizing men survey the in- 
 land districts. And where they find a combination of fertility, in the 
 soil, and easy communication with places, which can supply their wants, 
 jmd purchase their surplus products, they form interior settlements. If 
 lieavy falls of water offer their service, and the forest and the mine 
 proffer their treasure to the use of man, at these localities, they soon 
 become large manufacturing towns, and while they reward the indus- 
 try of those immediately engaged in their labors, they constitute new 
 markets, and central points, from which other settlements extend, in a 
 continually enlarging circle. 
 
 This is the i esent condition of the Province. And it is so interest- 
 ing and attractive as to call out, from the mother country, men of ac- 
 tive disposition, of capital, and of science, to engage in the beneficent 
 
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 work uf uniting tli'^ iul<TCt*ls ulall tlie Bettleincnta, nixi giving a new 
 and general impulse to the meuiib olTroviiical |)roH|)erity. 
 
 Unfortunately many individuals, who contribute largely to the wel- 
 fare of particular districts, imbibe such utrong local attachinente, and 
 accustom themselves so exclusively to the view of local resultH, that 
 they are apt to oppose schemes of improvement of much larger applica- 
 tion, and the number of such individuals increases with every increase 
 of the places of profitable business. Hence the great importance of 
 adopting early a general plan of internal policy, which shall, in just 
 measure and time, reach and enrich every portion of the Province. 
 The first great feature of such a plan will lie brought out, in construct- 
 iiig the Kail Road provided for by yjur chatter. In this work, there- 
 fore, the laborer, the farmer, the inniiufacturer, the merchant, the men 
 of science and of capital, may jII unite their exertions with perfect as- 
 surance of contributing to a common and most valuable object. 
 
 The value of artificial channels of intercourse depends upon the 
 Amount of tonnage passing through them. This amount must depend 
 in a great measure upon the adjacent soil, and its products. Grazing 
 countries supply a much less amoui.t than grain countries. Good 
 wheat lands, in actual cultivation, oUer annually about three fourths of 
 a ton per acre for transportation. 
 
 The whole tract traversed by your Road being of this description, 
 wheat or Hour, will constitute a main article entrusted lo the care of the 
 forwarder. Timber is extensively used, in every growing settlement. 
 It constitutes a large portion of the material of all sorts of buitdingH, 
 where its abundance makes it cheap, and a good road or canal makes 
 it of easy acquisition. And besides the great demand of it for tlicse 
 local purposes, good timber will pay the expense of transportation ma- 
 ny hundred miles, where facilities of carriage make its exportation ea- 
 sy, rapid, and safe. The opening of your Road, and its connexion at 
 both extremities, with navigable waters will give to the forests, which 
 border it, these facilities. Not only the rising villages and cities of the 
 Province, but the commerce and navigations of the great waters which 
 the Author of nature has spread before you, will put forth a constantly 
 growing demands for this article. 
 
 From the great thoroughfare of your road communications, more or 
 less easy, will soon be opened to every favourable point of settlement, 
 on both sides. And reaching the locations of limestone, building 
 stone, gypsum, and other heavy articles, an active interchange of these 
 for salf^ iron, and every kind of Jierchaiidiuel will uecessarily arise. 
 
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 The capaoity of transportation on a lai] road, hat its limits, nnd 
 once opened for use, the one which your enterprise embraces, yiil\ 
 give such o spring to every kind of improvement, and so augment the 
 population, and articlcK of transport connected with it, that its capacity 
 will be filled ; and it will eventually be used only fur the conveyance 
 of light goods and passengers. 
 
 In the commencement of this work, an important consideration re- 
 lates to the extent of territory to be accommodated by its use. In my 
 view it may be safe to anticipate, that one third of the Peninsula will 
 resort to it for all their ordinary export and import, and a still larger 
 portion for personal passage. The country being naturally capable of 
 sustaining a great population and supplying the highest average 
 amount of outward and vnward tonage may be estimated at four thou* 
 sand two hundred and seventy-five tons for every six miles square. 
 
 The Lake navigation so well understood by the inspection of the 
 maps; and the extent of country, which it accommodates, so open to 
 the personal observation of many whom I address, need no comment 
 from me. 
 
 All are aware of the great obstruction presented by the straights of 
 Niagara, and of the incalculable benefits of obviating, in some adequate 
 way, the stubborn barrier which interposes between the upper lakes 
 and their natural markets, in the cities below. To surmount this bar- 
 rier was the object of the Wellaod Canal, a laudable enterprise origi- 
 nally undertaken by individuals, and extensively aided by Government, 
 but not yet perfectly accomplished. It is to be much regretted, that the 
 artificial portions of this valuable improvement, had not beec con 
 structed upon a plan more solid and durable. Most of them founded 
 upon earth of the most unfavorable character, the temporary locki ap4 
 pear to require already very extensive reparation, if not a complete re- 
 construction. Experience has shown that upon such a basis no lock o^ 
 other heavy and extensive artificial structure, for a Canal can be ren- 
 dered durable, without much ca' e in laying the foundation aud then rai- 
 sing its massy walls with suitable stone prepared, cemented, and secu- 
 red according to the most approved methods of masonry. 
 
 This work however benefits a great territory bordering the line of your 
 proposed improvement. The slack water navigation of Grand River, 
 by iu connection with this canal and4ake Erie, will be a useful outlet 
 for the productions of the interior, and the import of all such heavy ar- 
 ticles as th<i waott of ita neighboring tettlements ^uav indicate, and will 
 affoid profitable return! to its stockholders. 
 
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 At the bond uf thn iii)|)rovcinciil3 in OrnnJ River passes the line of 
 
 ^four KoHtl, IIS we iiuve surveyed it, uod it will lYiterest you to learny 
 
 riwtt by l^)U Kail Koiid tu Bu:tii)gton B.iy, the distance will bo only (Wen- 
 
 t)'-tlirce miles forty-six chains; while, by the River aud VVolland Canaiv 
 
 IG liiko Oiiliuio it will be about eighty miles, obstructed by 400 feet of 
 
 lockigc; hndlhiita pnitsage between these places, in iIh) former direc-* 
 
 (ion, will he eiVccted in one hour, while, in the other, it wiH require 
 ubout thirty-six hours. 
 
 (ndividuisls interested, however, should view this subject with great 
 liberality. In proportion as the mind is accustomed to trace the intimate 
 coimexioii of interests wiiioh subsiiits between all the |)art8 of a society 
 united utidcr the same government, the great variety of channels which 
 oerve to circulate the prosperity of each to, and through the rest; in that 
 proportion will it be little apt to bo disturbed by solicitudes and appre- 
 hensions, which originate in local discriminations. It is a truth as import 
 tant as it is agreeable, and one to which it is nut easy to imagine excep- 
 tions, that every thing tending to establish substantial and permanent or- 
 dtM-, in the aiiairs of a country, increase the total mass of industry and 
 opulence, is ultimately beneficial to every part of it. On the credit of 
 this great truth, all the friends of improvement in (he Province may safe* 
 ly acquiesce in, and promote the enterpiiza you propose to eflfectuate.-— 
 all the existing channels of intercoruse will soon be fully occupied in sup- 
 plying the wants of the country, aud the stock-holders in them amply re- 
 warded fur their investments, and the influence of each upon the re»t 
 will be useful and not prejudicial. 
 
 The Rail Road contemphted in this Report will create new and large 
 demands for importation and exportation, through the slack-water navi- 
 gation of the River, and the more artificial rout of the Canal, and in 
 this way more than repay what it may take from them. 
 
 The Thames, as well as Bear Creek, presents a limited inland naviga- 
 tion for Steam Boats. That of the Thames extends as far as Chatham, 
 and constitutes a useful outlet for a rich and important district of country. 
 The enquiry may be made, what other artificial improvements may be 
 projected for the benefit of the country ; and how far they may effect 
 the enterprize we are endeavoring to illustrate. It is understood, that a 
 project is tTtPtertained of connecting Grand River with the Thames by a 
 canai and of providing a slack water navigation, on the latter, in con- 
 nection therewith ; and that surveys and plans have been entered upon 
 to forward these obj'icts. The Thames is very crooked (being 95 miles 
 from London to Chatham the lower 30 miles favourable, the other 6& 
 
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 miles nearly double the distance as compared vviili tliu line of Ruil IlDa']*/ 
 by which the wtiole distance fmrn London to CliathHin, isGli iiiiless,) 
 and flows between bankn of extremely crumbling earth. Its sliiueA ex- 
 hibit evidenecs not to be mistaken of frcqiient chiingcs. in its (liHniieL 
 A slack water navigation would afford but an imperfoct and very ciroui- 
 tou8 conveyance, if it were cffocted. 'i'lie use of it in devscencling would 
 be annoyed by the sudden and numerous (urns, in the current, and after 
 all would take most articles of country productions further fiom tlio 
 markets. It would always be slow, laborious, and expensive. 'J'ho n( - 
 ccssary dams and locks would be constructed, on the worst f^( all foun- 
 dations, and not without a proportionate cost; and when m tde in tlie 
 best possible manner, would be very insecure. The fieshois m the 
 Spring, or a high flood at any season, could hardly fail to danuigo tin in 
 essentially; sometimes undermining them, and at others by forming a new 
 channel, leaving them entirely out of the stream. It wuuld be long be* 
 fore the annual repairs would nut exceed any probable amount of re* 
 ceipts. 
 
 That portion of this project, which seeks a connexion between these 
 two rivers by a canal, would accommodate a populous and entnrprizing 
 district, at Woodstock and its vicinity : it should extend to London, and 
 would be feasible if sufficient water could be secured, at the summit level 
 between the rivers. Whether it may or not, should be most carefully ex- 
 amined, previously to the removal of a single spadeful of earth iu the 
 execution of the canal. 
 
 Lands covered with a dense forest depositing its falling leaves, and 
 other ruins annually on the surface, retain much more water at the top 
 than the same lands do when cleared .and cultivated. The vegetable 
 matter constituting the top soil absorbs acj holds water like a sponge ; 
 and at the same time obstructs the excess of rains and melted snows 
 from speedily drianing off. The case is veiy diflerent when the top soil 
 is nearly exhausted by repeated cropping, and the health and comfort of 
 a spreading population, have made it necessary to clear out the springs 
 and rivulets in every direction, to aid the escape of the surplus waters. 
 So great is this difference, that a country deemed too wet, for the purposes 
 ot agriculture, in its wild state is often found too dry, when thoroughly 
 opened to the sun, and subjected to the plough. 
 
 If it was contemplated to intersect the Peninsula by canals in a can*' 
 tral location the subject should be examined with enlarged views ; tha 
 sources of the Grand River and Thames sought for feeders, and the line 
 of canal follow the table landa remote from-the tributary strea:ns enteiing 
 the vallies by deep ravines. 
 
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11 
 
 The oponing o< ihc cnnal in question connecting, say, London with 
 <lio (irand River slack waternavigation, or one of much greater extent 
 ■}\}u] importance, would in (lio opinion of your engineer, be favorable to 
 ilio U'OHl Uail Road yon have in prospect, and the Rail Road certainly 
 would h\.'. of vast nso in the constructing of the Canal. On this work, the 
 JDcks to be durable must bo well founded, and of the b«st masonry, and 
 tlie lime tstcno, water cement, and iron for all of them, and for the other 
 works requiring these malernls, on the whole lino, must probably be 
 hrou«;lit, the former from Ancaater, and the latter from Hamilton, on the 
 rail road. 
 
 ■ In advnncin<r the great interests of Internal ImprovemCits in the Pro- 
 vince, the prudonce of a Paternal government looking to the common 
 good, would mclino especially to foster those schemes, which prepare new 
 facilities (or ccmmunioation, between important points remote from each 
 other in (he territory, by direct passages through the interior. The ben- 
 efit of such schemes will ensure much more exclusively to the people of 
 the Province, and at the same time, be much less subject to injurious 
 contingencies than any others. The expenditure and exertions necessa- 
 ry in the accomplishment will call out a greater proportion of Provincial 
 industry, and he more likely to unfold Provincial resources. 
 
 In time of peace, a new country situated far inland, and depending 
 more for its ultimate prosperity, upon agriculture, its home manufacto- 
 ries and domestic interchanges, than upon all other sources; while it 
 should faithfully perform all its obligations, and cherish all its exterior in- 
 terests , should be chiefly careful of spreading industry over its beat lands, 
 opening to the fertile interior proper channels of commerce, and calling 
 into profitable uso, its forests, its minerals, and waterfalls. The policy 
 increases in the greatest degree that wealth which is most vital to the 
 just purposes of government, and gives to it the greatest security. 
 
 In war facilities of transportation on the border of a country^, are lia- 
 ble, at many points, to be interrupted bv hostde incursions when they 
 are most wanted ; and the chances of war may open them more to the 
 use of a powerful conterminous enemy, than to that of the government 
 which promotes them. And the wealth immediately connected with 
 such facilities, is always greatly exposed. 
 
 The effects of establishing the most perfect meam of transportation 
 through a country, upon the value of property in It, is gi eater than any 
 man witliout much observation and reflection, will be disposed to admit. 
 Where the policy of such means is extensively and judiciously applied, 
 men witness, from yeir to year a wonderful growth of all the social in- 
 
12 
 
 ! ! 
 
 'U 
 
 ¥\ 
 
 Ii:i 
 
 !!i 
 
 fi 
 
 lereste. Towns, villages and cities^, for maniifiictiiring and commorci.il 
 objects are eeen spreading along their path as it't>y cnchintnici t. 'J'ne 
 rude features of an nnfrequented wilHerneas, with its variety of feririons 
 tenants, rapidly give place to hU the charms of a divfrsifitd tind i roHtti- 
 ble cultivation and for thickening ihrongs of active, useful, and inlcllig<'nt 
 families of human beings*. The great art of internal i.nprovement leads 
 in all the other arts, that enrich and embfilish our earthly cxistrnre: and 
 the dignity of science and the blessings of pit-ty crown the whole, with 
 fheir unfading lusture. " 
 
 It is the decree of the most high, that all the wealth he Ins ere itod, or 
 rendered possible, is to be valued only f^tr its unc. Things inacccssihla 
 cannot be used. The richest land upon whirh thu sun v?ver shone, would 
 be altogether valuless, if surrounded with an impassible barrier. Re^ 
 mov^ the barrier, introduce the laboring hand, the contriving mind and 
 the will to create and di0use the means of subsistence and improvement, 
 and the land will scon yield up all its treasures for the enjoyment of man. 
 The most perfect methods of removing barriers to all the inland wealth 
 of the world, hitherto devised, consist in rail roads and navigable canaln. 
 And these great invei<tions not only remove the barriers of this wealth 
 and excite multitudes of the requisite labors for drawing it out and storing 
 it up for human use, but they invite to permanent location, and productive 
 exertion, along the lines they traverse, swarms of the most enterprizing 
 and effective individual engaged in the other needful uccupations of 
 life ; thus bringing the most profitable of the markets, to the door of the 
 cultivator and giving to all employments and trades abundant and cert tin 
 •ubsistence. This explains the mystery of the great rise in the value of 
 land and other property — produced by works of these kinds. If land, 
 labor and capital compose all wealth, this indicates ho at they are made 
 to effect each other most beneficially, and shew forth their highest pow- 
 ers of production. 
 
 In calling your attention to the London and Gore Rail Road, and to 
 the path of my professional duties, I propose to divide the line into five 
 principal divisions, as follows. 
 
 Tha first division will extend from Burlington Bay, at the village of 
 Hamilton, in a westerly direction along the slope of the great terruce, 
 ten miles and six chains, to a dividing ridge between the basin of Lake 
 Ontario and the yaltey of Grand River. The elevation of this ridge is 
 575 feet above the lake. It is nearly broken through at this point of in- 
 fersection, being not more than one-fourt'n of a mile across and compos- 
 0d of sand bying with a steep declivity to the east. Its western declivity 
 
 ^ 
 
 I 
 
 t.^v ..iJKVjrs '^.1^^^ . 
 
13 
 
 is broken by ravines formed by tlio land drainage into the VVelland and 
 OraiuJ River. At one f)i)inf, this ridgo is reduced by a narrow defile and 
 dcprossjon of 40 feet. Here we propose to pass tho rail road on an ex- 
 cavation of thirty-three feet and twenty'Sevon onoliimdredths. giving us 
 at the place of passage, an elevation above our starting point of five 
 hundred and one feet and seventy three one hundredths. This heighlh 
 may be attained by a uniform grade, of forty-nine feet ond eighty one 
 hundredths per mile, subject to more than ordinary expense of grade 
 in passing one mile on the edge of a perpendicular rock terrace, and pass* 
 ing two principal ravines. It will require extra cutting at, and near the 
 
 mimniit. 
 
 Tho second division extends from the ridge to Grand River, a distance 
 
 of thirteen miles and 40 chains,to the bridge at Brantford. Grand Rivrr 
 is here four hundred and ten feet above the waters of Builington Bay» 
 and we design to cross it thirty feet above the stream. This will give 
 the road a descent in this division, of sixty-one feet and seventy-three 
 one hundredths, averaging four feet, and fifty seven one hundredths per 
 mile. It is proposed to lay this portion of the road straight, from tho 
 east end to a point opposite the Mohawk village and from there nearly 
 straight to Brantford. This division is intersected by Fairchilds' creek, 
 running in a deep ravine and by several smaller creeks, requiring em- 
 bankments or bridges. It abounds with Pine and Oak timber, and has 
 a clay soil, with occasional deposits of sand above the clay. 
 
 The third division stretches from^Grand River to the summit, flividing 
 its waters from those of the east branch of the Thames. This summit 
 is seven hundred and twenty-six feet above the waters of the Bay. And 
 the length of the divisions is twenty one mile?, and thirty-five chains. — 
 In this division our line rises two hundred and sixty-five feet, allowing 
 for an excavation of twenty-one feet^ at the summit ; and would require 
 an average rise of twelve feet and thirty six one hundredths per mile. 
 
 The only obstruction to the economical grading of this division oc- 
 curs in passing Grand River valley, and reaching the Burford plains, 
 which are one hundred and eighteen feet above the river crossing, and 
 will require a rise of thirty feet per mile, in a uirect line. The residue 
 of the ascent to be overcome, will require a grade nearly uniform of 
 eight feet and forty hundredths per mile, Eighteen miles may bo a 
 straight line. This division is composed of sand and clay containing 
 Oak and Pine timber, with some beech and maple, near the summit. 
 
 The fourth division connects the summit, which lies in the town of 
 Oxford with London^ being thirty-two miles and fifty chains in length* 
 
l\ 
 
 ;i ! 
 
 I 
 
 i!i 
 
 
 and requiring a descending grade. King street in London is fire hnn- 
 dred and forfy-nine feet above Lake Ontario, which dodinted from the 
 heighlh of thesunjmit, seven hundred and five feet, leaves the whole do* 
 8cent one hundred and fifiy-six feet, averaging four feet and seventy- 
 eight one hundredths per mile. The line on this division is mostly 
 straight, with a few easy curvatures This portion of the road must 
 cross the east branch of the Thames, and several minor streams, where 
 bridges and embankments will be required. They will all be situated in 
 places favorable to their construction. The limber here is chiefly pinr, 
 some beech and maple and white cedar. The line passes near Wood- 
 stock, Ingorsol ville, Beach-ville and through an old farming dislriit 
 in the vicinity of those places. 
 
 The fifth division extends fiom London to Chatham, sixty-four miles 
 and forty-two chains. At Chatham, the land of the village is twenty 
 fe«t above the water of the river and three hundred and thirty-one feet 
 above Lake Ontario. This division descends two hundred and eighteen 
 feet, which gives, in the average three feet and thirty eight one hun- 
 dreths per mile. A level grade will be continued the first eleven 
 miles, from London, which deducted, will give an average grade of 
 three feet and ninety-three one hundredths per mile ; and will in no 
 place exceed a maximum grade of seven feet. 
 
 From London the first ten miles, in leaving the bounds of the valley 
 some curvature occurs, the residue of the distance, a straight line 
 may be selected. This division presents a surface remarkably favour- 
 able The east branch of the Thames requirfs to be crossed at Lon- 
 don. On this division the timber is oak, beech, maple, whitewood, 
 and black walnut rising out of a clay soil. 
 
 The whole length of road is one hundred and forty-two miles and 
 thirteen chains. 
 
 Whole ascent westward, first and third division seven hundred 
 and sixty-six feet and seventy-three one hundredths. Eastw&rd se- 
 cond fourth and fifth division, four hundred and thirty-five feet and 
 seventy-three one hundredths. 
 
 In reference to the lesolution of your Board requiring an examina- 
 tion of the country from Chatham to Sandwich ; also from Hamilton 
 to dueenston, being parallel lines with steam navigation, I would re- 
 mpectfully state that such examinations have been made, and the sub- 
 ject of your enquiry connected therewith duly considered, and the re- 
 sult is and I am happy in ptating, that either of these divisions present 
 very favourable features. 1 have designated that portion from Chat- 
 
 * ^^m^^l'%^^^Ts^^m^'^^^ 
 
15 
 
 hfirn lo Saiidwiclj ns the sixth division in (!je tabular estimate Iierewith 
 cnnnL'cted, and that purtiun fioin Hamiltun to Queenston as the sev- 
 enth division. 
 
 The country from Chatham along th»: Thames, Lake St. Clair, and 
 the Detroit River, rises to a slight elevation above those waters, and 
 is iiiteraected 1:/ extensive marshes on a lower level. A line from 
 Chulham may be traced in oiie continued direction to intersect the 
 Detroit River at any point ; or it may follow the border of the Rivers 
 and Lake without dep irting materially from a direct line. No grade- 
 ing will be required other than to inclose the timber work, and no 
 stream will b) passed requiring an}' expense other than to leave a pas- 
 saye of the flood waters. 
 
 The seventh division on (he inspection of the map presents the rout 
 from Hamilton to Q,ueenston. This may be passed in nearly a direct 
 line which approaches the lake shore for several miles in the vicinity 
 of the Twenty-MileCreek. From a point east of Port Dalhousie to 
 Q,ueenston, between the Ridge Road and the lake the country descends 
 gr idually to the shore of the lake wlnere the bank is low. From Ham- 
 ilton eastward, the surface is of t'le same character, leaving about 
 nine miles in extent along the shore that is obstructed by a l^igh table 
 of land jutting down from the mountain, and forming banks from forty 
 to fifty feet above the water. This table of land is broken through by 
 deep ravines near the Twelve and Twenty mile creeks and other smaller 
 streams. The several difficulties existing on the great highway pass- 
 ing a iittle in the interior, for the location of a Rail Road do not show 
 themselves near the Lake shore where the several indentations occa- 
 aioned by streams may be easily passed by bridges twenty feet above 
 their waters. Reference is had to the tabular estimate for further par- 
 ticulars and to the general remarks upon important connections of 
 great public thoroughfares. 
 
 Rail Roads are coustrncted in various forms, both in England and 
 the United States many experiments and much science and ingenuity 
 have been applied to this subject, as well as to all the machinery to be 
 employed upon them. The relative value of all the forms adopted, is 
 well understood by professional men. You enjoy the advantage^ de- 
 rived from their experience, and may therefore more safely proceed 
 in your great enterprize. It is the pan of practical wisdom, in every 
 undertaking, to adopt its exertions to circumstances. In a new coun- 
 try where the settlements are divided from each other by extensive 
 wood lands — where etoue is to be found in but one location — where 
 
!l 
 
 1: 
 
 16 
 
 capital Is scarce and the rate of iiiieresl high— Jind where the earth, 
 on which the works must reat, is slippery and soft with few exceptions, 
 prudence dictates (iie adoption of difierent methods from those which 
 may be most suitable under different conditions. 
 
 Having retired for fifteen years from the professions of n Civil En- 
 gineer, (in consequence of extensive engagements in active enterprise 
 in Western New York,) I am principally induced to resume the pro- 
 fession, from the excitement incident to the introduction of rail ronds, 
 which is an item in the many important improvements of the age, and 
 which has very much engrossed my thoughts for several years. I have 
 compared all the forms of constructing them, which have come to my 
 knowledge. After diligent enquiry, with much solicitude, in reference 
 to the cardinal points of economy in their construction, durability and 
 efficiency, and as your Engineer, I take leave to recommend one, 
 which I have adopted, and believe most applicable to your views. It 
 is of the following description. 
 
 1st. Blocks of round timber, from IS to 24 inches in diameter, sawed 
 with parallel ends, at right angles with their length, are placed in an 
 upright position, with one end resting firmly on solid earth, from whicb 
 all roots and top soil are carefully removed. Of these blocks there 
 are two lines, 5 feet apart, from centre to centre across the road. These 
 blocks will vary in It.igth according to the surface of the ground com- 
 pared with the grade level. 
 
 2d. Timber 9 feet long, one foot in diameter, spotted on the under 
 side where they are to rest on the blocks, and cut down six inches 
 deep, in a notch 15 inches wide, above the blocks where they are to 
 receive the string-pieces. These are to be placed across the road from 
 block to block, each end extending outside of the blocks upwards of 
 one foot. 
 
 3d. String-pieces from 18 to 14 inches in diameter, and either twen- 
 ty or thirty feet in length. These must be squared at each end, one 
 foot square and at each intermediate ten feet where they are to rest up- 
 on the cross timbers above the blocks, and parallel with each other, in 
 two lines lengthwise, of the road. They must be well hewed on the 
 upper side and firmly keyed into the cross timbers. 
 
 4th, Scantling 3 by 4 inches, square, placed on their broadest side 
 must be extended along the top of both lines of string pieces, parallel 
 with each other. 
 
 5th, Above the scantling, in exact parallelism, are to be placed two 
 ranges of iron bars five or six eights in thickness and two and a quar- 
 ieir inches wide } and then, the ixon bars, and the scantling are fimi/y 
 
 'i.. 
 
 -m^ wn/xSL'^ta^S^vlfc^^.^^ \ 
 
17 
 
 Beciired to llic etiin^j i)icces, by spikes 7 iucliea loiijj driven througli 
 them both and into iliu Htriiis' piccii». 
 
 AfttM' the loiul isi locnted, ami (he grade line estiiblisluul, the (Imber 
 work is cotnpleted, on all parts of it re(iuiring embanUni«nt and not 
 pubject to a ciiltirg of more than two f«et in depth. A kind ofwoik- 
 ini^ car is then usud of simple construction, vvitii four, six or ciglit 
 wheels, havinij either of them four ijoxes, so contrived, as to discharge 
 halftbeir contents between the two lines of string pieres, and half 
 withont them, and carrying n cubic yard of earth to each wheel, and 
 thus the embankment is made. Where the cutting is deeper, these 
 cars advance cue or two hundred feof, on ten»porary ways, being mov- 
 ed by Worse power, and as the excavation proceeds the j)ermanent tim- 
 bers are all duly placed and seemed, and the road compleied. The 
 timber work is all covered by eartli within the grade to the surface ot 
 the iron except room for the flange of the wheel. Any kind of timber , 
 may be used for the blocks and cross tinjbors ; the string-pieces should 
 be mude of the bct<t^Xiiuber alfjided by the line of the road, or the ad- 
 j.u'.eiit f«vres(. 
 
 The earth for embankments, and in excavations, stone and lime for 
 rulverts, sawed scantling, iron, &c. aie all moved on the line by cars. 
 Forests, defiles, marshes, and inaccessible points, where teanis could 
 not penetrate, are accommodated. , 
 
 Men of much experience in constructing jjublic works, particularly 
 rail roads, have sought with much anxiety for some better means of 
 applying the necessary labor, than that alForded by placing it all un- : 
 der contract. This means has always made it diflicult to secure fidel- 
 ity in the work, and lead to innumerable controversies and delays, in . 
 the progress of contracts, and in their final settlement. A n)ethod of 
 proceeding in the construction of the Tonawanda Rail Road, has been 
 adopted which avoids those evils almost wholly. An active practical 
 superintendant, with a party of 12 or 15 hands takes charge of the 
 timber work, uj)on a given section of the road. This superintendant 
 hires and discharges his hands at pleasure, fie sub.sists, pays and di- 
 rects their labor, keeps a weekly work list, and is responsible for the 
 industry, fidelity and economy of the whole, where the cuttings occur, 
 a car of suitable dimensions for the particul.tr work, witl/a horse, M» 
 placed upon the timber work, under a superintendant and similar reg- 
 ulations. All these parties act in the spiritof an animated competitiork 
 with each other, and each is proud of having msdc good progress dur- 
 ing the week, as per estimate of his work, by the resident Engineer. 
 
18 
 
 In the first organization of llie coinpnny, the Directors appoint ann 
 Engineer, Commia»ioner, and Executive commitlee, Tlic Connnio- 
 sioner is chiefly responsible for thu construction of ihu v\ork in all hi 
 parts. 
 
 The ofllice of your Commissioner is one of exceeding interest in ref- 
 erence to your success. On his talunts, industry, personal vigilance, 
 and example, the activity, economy and progress of every department 
 of action, will very much depend. To much knowledge of the Prov- 
 ince, he should add the benefits of experience in the details of this or 
 similar work, the machinery, and the plan of applying labor actually 
 adopted, and should think it no hardship to exert his energies, most 
 of the time, |in person, and on foot, to advance the various labors on 
 the line, and secure fldelity in all. 
 
 In the building of the road— the more artificial structures — and all 
 the scientific details he is directed by the Engineer. He receives the 
 nioney to be disbursed from the Treasurer, and accounts monthly lo 
 the Executive committee for its faithful appricn'ion. 
 
 With the aid of the Engineer he selects the supeiinfenoi.nfs, and' 
 once a week on Friday or Saturday Inspects their work lists, examines 
 into their progress and leaves the amount earned to be paid to all the 
 hands, at the weeks end. On Monday or Tuesday, of each week, the 
 Commissioner calls upon the Superintendant for his work list and 
 vouchers, ascertain whether the hands have been duly paid, and pre- 
 pares himself for his monthly settlements. Upon this plan, fidelity,, 
 industry and economy in all departments of action have been well se- 
 cured. A similar system is adopted in the economy of traction in the 
 building the road as exists afler completed. The iron and freight 
 car-wheels, should be ordered, and on hand at the commencement of 
 the work : and the first month of operating upon the plan above men- 
 tioned, will bring into actual and perfect use, several divisions of a Rail 
 JRoad. These divisions are usually those in which there is no deep 
 entting, in a month or two more, where the cuttings between them are 
 removed, these divisions may be connected by the completion of the 
 road at the points of their separation, and thus in a short time a con> 
 ■iderable length of line may be prepared to gratify curiosity or accom- 
 date the business of those who are interested, and what is more impor- 
 tant needful supplies may be taken out,, and easy connexion kept up 
 with the more remote working parties. With proper exertions, the 
 first season may witness the application of horse power or steam, to the 
 carriage of passengers and property along a considerable extent of the 
 
 ■* ^*»i/jcs'j3y««;;i#fv1iiB»nM^^ 
 
19 
 
 ironil, tlms l-juIv securing moro or less returns of interest on the capital 
 •expeiiJod. 
 
 In uil concerns requiring vast lunounts of labor, t!ie nnore simple llia 
 ,plaii upon wliich it i» applied, and the mure direct and strict the re- 
 epon-sibility of all persons employed in it, the better it is for the stock- 
 holders. The plan above detJiled secures these advantages, while it 
 avoids the evils of large collections of men some of whom may be prone 
 to turbul.nce, and makes it easy to preserve order and harmony. The 
 siiperintendants feel the impo-tunco of the confidence reposed in them, 
 and are ambitious to exercit^e their best discretion to ensure a credit- 
 able economy. The provision by which the payments arc made 
 through the Commissioner, to the Superintendants, and through them 
 to the hands', secures a control to these agcnts,of the utmost importance 
 to the judicious conduct of the work, without which their responsibility 
 would be comparatively nugatory, and the ultimate expense would be 
 considerably augmented. 
 
 The ordinary tuode of constructing wooden roads, is to lay two par- 
 allel ranges of sills or string-pieces, lengthwise of the road, six inches 
 by six inches square, or four inches by six or eight square, or plank 
 ■two or three inches by nine or twelve inches, sawed timber, with urosa 
 pieces laid at right angles with those placed, from three to five feet 
 apart, eight feet long, and five or six inches by eight inches square. 
 The rails on which the u^n rests, being six inches square or five 
 by seven inches, and the iron consisting of bars five-eights by three- 
 fourth inches wide. All this structure is placed on the surface of the 
 grade, and liilled in with earth between the ranges of sills so as par- 
 tially to cover the cross piecep, for a horse path. On some roads the 
 wooden rail has been secured by chairs or castings, to stone blocks 
 placed in deep beds of rubble or pounded stone. 
 
 The more expensive and substantial roads of stone and iron are of 
 ■various forms. The Edge Rail resting in choirs on stone blocks of 
 various patterns is used in some cases ; and in others the T Rail 
 resting on cross timbers bedded even with the surface of the grade,and 
 placed three feet apart, with splicing chains : and in other cases still, 
 the T Rail resting upon stone blocks ; or in place of cross timbers, 
 split stone seven feet long, about one foot square, resting on a bed of 
 stone eighteen inches in depth, the whole width of the track. The 
 •expense of constructing these several forms of road, varies from fiAeen 
 4o fifty thousand dollars per mile. 
 
 The expense of some of these forms of rail roads, constitutes a fatal 
 
F 
 
 ^0 
 
 ol)jcction to their ndoption iii tlxi I'rovinco, and under prcannt rircum- 
 Blaiiccfl, ought not to be incurred, it' capital were ever so ubmidtiiit, 
 
 Ist. Experience hiis shown that the sawt d ticnhur roads ur«* ohjfc- 
 lionahle, when applied to hucIi soils us helon;,' to your roof, hecauwo 
 the timber work has not a sulVicit'tit bearing Hiirliife to rct-istthe action 
 of raij)8, which settle liiein into the jirade ; and tliey cainiot butitaiii 
 the prcssm'e ol' locouiolivea with hca\y trains. 
 
 2nd. The timhor work in placed in the most exposed situation po8- 
 sible, and the form of preparing the cross limbers snhjectM ihem to the 
 most rapid decay. 
 
 3rd. Tiie limber is too lifrht, yirlding under the weight of the en- 
 gine. TImh yielding and the settling together of the joints formed by 
 the cross timbers in horizontal sections of the road oder an obstruction 
 to the passage of the wheels ecjuai to a slight ascending graile. 
 
 4th. In our dim te the winter frosts produce great injury on all such 
 timber roads. The cross timbers being covered with earth, when thi;* 
 earth freezes, (whiclj is the most exposed part of the surface) are rais- 
 ed from the sills, and thus a derangement begins, which spreads and 
 becomes considerable every year, especially in winters of gre.t sever- 
 ity. 
 
 As these evila disclosed themselves to my observation, it became ii 
 great objoct to cimtrivo tho means of avoiding them, and introducing 
 improvements combining durability, strength aiul ononomy. These uro 
 requisites of espscial importance in new districts; and ditficult of attain- 
 ment in soils rich and deep, and liable to hard frostu. 'IMiey result in an 
 eminent degree, from the method of construction which I have recont- 
 mended. That method finds nios! of the materials on the spot in thu 
 heavy forests which encumbers the soil, and vvhich may be brought into 
 and constitute a principal part of the structure, at an expense scarcely 
 greater than would be incurred in removing it out of tlie way. This 
 very valuable feature of my plan, adapts it most happily to your road, 
 where upon the old methods, the timber could not be sawed and deliver- 
 ed without exorbitant cost; and where there is timber standmg within 
 the limits to be cleared, sufficient to answer all the demands fur that ar- 
 ticle. Using large timber in its roughest form, saves the great hd)our of 
 scoring and hewing it, gives unyielding firmness to the frame wotk in the 
 grade, and provides ample sttength for the transit of any amount often- 
 eg*. The size of the timber and covering it, (except the top of the 
 •canthng) with earth secures its soundnesfor a great length of time. My 
 •xamJoations of timber in similar situations convinces me, that in cloie 
 
 rrrm." wrwirv_::^»a/»*w*j«B'^Jk.«u \. 
 
21 
 
 \,T cli»y«7 twill" thai it will ntuluru from ihirljr to fifty jrRari, escort lh« 
 ^(■uotliojr, wiru-li is but liltlct »x|)en%<ivu niid may bo ousiily rn|)iaoc ' when 
 it (Incftys. FUcing tho timber work so t'litirHly uinlor tb« grude, liocurot 
 it u(]'oLiiiMily» u^iiiiist {h^'. tVubi, ii!i b:is bfloii fully tested by n scvoio win4 
 tor, oil fiiuiicnt iiit'os of thu Tonuwurx! i Uitil iloud. The bh)cks on 
 wbirb iht« ujipor tiiir<or works rests, jiio u wubsiiiutH for stniio bluckii* 
 'I'h^y nro so covered uh to bo dui ubii , tiiid so siiuiited aa to encrcasG 
 the strength iiiid HteaJiticss of the crosiis uikI lungiludiiiul tinibcis amply 
 aitoriiig uj) the hUf)or«triiciiiro in any (lcrt«ri;)liou of soils, and under any 
 {iiessuie from abovo, which iiocuiu4 the ruud fur uao, while embank" 
 montt are nrqoiring sidirfiiy. 
 
 The scantlini^ uiid iron plato incorporated with tliu large and strong 
 piecen by strong spikes, throiifijhout their entire length, have u bearing 
 winch will not permit them to sfUtln at all frnm the grade line before or 
 under tho wheclH of the Engine, thim leaving the locomotive ita ntmost 
 power oftrac'ion, and compared with stone and iron roads has that me- 
 dium of elasticity most favorable to tho durability of the Engine and 
 cars. Experience has shown, that the great difliculty of keeping inex- 
 act {adjustment the several parts composing a Btono and iron road, cre- 
 ates n seriouH tax annurdly, in the destruction and wear of its machinery. 
 
 This plan of construction materially reduces the time and expenses 
 of the Engineer department. The hno is first located by transit cen- 
 tres, or ibP^ent lines, and benches placed by the test level. This pre- 
 parer the way foi tho timber work. This being completed, the Resi- 
 dent Engineer gives !ho levels upon the cross timbers, and transfeis the 
 points of curvature fron^ the tangents, preserving the monuments on the 
 straight lines, and directing tho several grading parties to form their 
 Blopes^ as they proceed with the excavations and embankments. 
 
 It avoids the tedious d&t.\il of staking o'lt the work for tho contractor 
 or superintendent, replacing from time, the stakes lost by the cutting, 
 grubbing, embankments, &c. and requiring all to be surveyed and staked 
 anew when the timber or stone work iu the ordinary modo is ready to be 
 placed upon the grade. 
 
 The expense of a Rail Road is made up of many diflerent items of 
 labour and materials combined, in many diflereiit ways and compris- 
 ing foreign and local or domestic supplies : it necessarily involves a 
 multiplicity of details. Whatever simplifies these and increases the 
 actual responsibility of those having charge of them, contributes essen- 
 tially to economy. Practical men know that this can scarcely be 
 4»o much insisted upon> . • • . - 
 
* 
 
 lit 
 
 m 
 
 
 ■i . .1 
 
 'I'l 
 
 22 
 
 In (he ordinary mode of constructing Ruil Roads too mucli time it 
 3oat, fioin tlieinoxperience of Directors, in determining upon local in- 
 terests. The first year la occupied in f reliminary and linal surveys. 
 Then commences the work of grading, occupying anoti)er year and 
 requiring the following winter and spring to give time for embank- 
 ments to settle. A third season is c.munded for pulling down the tim- 
 ber or stone work. From defects in various parts of Ihe work, parti- 
 cularly in embankments, and their connection with the more mechani- 
 cal parts, the next year embraces large disbursements, for repairs. 
 The salaries of agents, the pay of labourers, the interest on capital ex- 
 pended, and the coat of repai» for so long a time, befue the road be- 
 gins to be productive, operates unfavorably upon the stock, discouragt^^fi 
 individuals from embarking a second time in such enterprises, and pro 
 daces the worst efiects upon the whole policy of internal improvement. 
 Any method which requires going over the line of construction, several 
 diflfereot tinias for t!ie completion of'c, leads to unnecessary expense ; 
 
 und ought to be rejected as needless. The plan herein proposed, 
 avoids such needless expense, and besides its economy, in the items 
 
 already referred to, saves nine-tenths of the horse power, indispensa- 
 ble in other processes, with all the inconvenience and ^cost of forage 
 and accommodations, and always extremely burdensome in woodey 
 districts. 
 
 Under the circumstances connected with your road through the wil- 
 derness, it would be expedient in my view, after passing Grand Hiver, 
 lo employ parties aufficient to occupy five miles of the road in advance. 
 Let their labours be so directed as t3 finish portions of the line each 
 •week, using locommotives for supplies from the beginning. At those 
 points where g eat obstructions are to be removed a different policy 
 must be adopted. Dut most ofth'" distance wanting only the timber 
 work, and so much earth to cover it up to the grade level, as will he 
 supplied from the necessary ditchey onea,ch side^ the plan abovu allu< 
 ded to seema ino^t appropriate. 
 
 Great plans of internal improvement often originate witli individuals 
 hftving in connexion with them, private interests to consult, and the 
 limited communities of towns and villages are sometimes so far influ- 
 enced by such interests as to be for or against them, though of the high- 
 est promise, as they shall be made to pass some particular street of 
 the village, or section of tiie town. Liberal minds should be actuated 
 -by higher views. 
 , Every body knows, that it is impossible to construct rail roads and 
 
 , ^rritm - -V^n-* t\JtMAii€s^JKt'ft^!^L^f^ 
 
23 
 
 entiaTs, in defiance of all obstacles. When an Engineer is employed^ 
 for the location of such works, he must take the country as nature har- 
 formed it, and make out his route, and aii the great works necessary 
 to the completion of the project undertaken, with the utmost care to 
 avoid every obstacle in his power; and where they cannot be avoided 
 he must form plans to overcome them, with the least practicable effort 
 His science and his experience are valuable only for these purposes, 
 and if they are to be disregarded, ignorance, stupidity and caprice, 
 would be as good qualifications for an Engineer, as intelligence, vigi- 
 lence and good judgment. In providing for artificial intercourse of 
 these kinds, it is true economy not to limit charters too narrowly 
 and never to permit private interep > to dictate a location. Otherwise 
 the best schemes »*i!l prove impracticable, and the stockholders be 
 ruined if any can be fi*und unwise enough to become such: Many 
 Rail Roads are undertaken with more expectations of business with- 
 o^ut their extremities, than from the country through which they run. In 
 such cases it would be obvious loss to stockholders to depart at all from 
 the shortest and cheapest routes. Extensively as your road must ever 
 be wanted for the conveyance of tonnage and passengers crowding upoiv 
 it from its immediate vicinity it may be doubted, whether it will not ul- 
 timately draw still more profit from the prodigious extent of navigation 
 connected with both its terminations. 
 
 Local interest, pressing upon the line of passage chould remember^ 
 that if it displaces it from the position where the aggregate interests oi 
 the concern would have it, an opcrking is always offered for a rival enter* 
 prize; and the consequence nny bf, that after vest expense is encoun- 
 tered, and the resources of the country begin to take the desired direc- 
 tion, a novi/ project maybe executed and grow rich upon its spoils.-— 
 The wisest policy for important districts situated off from the most eco- 
 nomical rout i» to connect themselves ^ith it by branches. This will 
 promote the rightful claims without trenching upon the claims of others^ 
 and generally more beneficial to a town or village, from the fact, that it 
 commands tha trade of the surrounding country. Roads conducted by a 
 well regulated train, at a speed of 20 to 30 mdes per hour do not have 
 the eflfect to divert settlements from natural locations. 
 
 The stock of a rail road should be taken for its anticipated profit and 
 the holders of it should constantly direct themselves with a liberal but 
 wise reference to profit. If public aid is wanted to make sure of the 
 completion of a great work| there can be no aprapriation more beneficial 
 to the subject, or more honorable to government, than those which 8up<' 
 
 r? 
 

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 IS 
 
 \.W' 
 
 
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 If": 
 
 1^^ 
 
 I- i 
 
 24 
 
 pljr iuch aid. Plans of improyement, which demand more rnpital rharv 
 private associations cnn conveniently supply, and which will nfle<!t Hf'- 
 vantageously the great interests of agriculture, trade, and manuractorie?»^ 
 are every way worthy of govermeninl patronage; and it may he extend- 
 ed to them indirectly to the sufficient encouragement nf rai^iialists or di 
 rectly with such checks and reservations as will be sulisfactory to indi« 
 viduals making investments and partially help forward the work. 
 
 A public work may not be ? b!e to pay a high interest on tho amount 
 expended in making it, or to redeem its stock speedily ; and yet he the 
 subject of a r.iseund prudent Governmental favor. It may be thesino- 
 qua-non, of sending population and improvement through a largo into- 
 rior, of bringing into active; and beneficial use, extensive resources 
 otherwise pequestcred and inacc?psib1e, — of 6Ui)plying to commerce 
 and tho arts in»port.int materials, of giving rise to a great variety of just 
 subjects of revenue, — of enhancing tho value of tho national domain, 
 and of iiffjrding the most neetllul facilities and securities, in time of war.. 
 Surely these are am >ng the highest ()!)j^5Cts of a patornnl policy. They 
 embrace a wide ranp;oof the nivist legitimite duties of government. So 
 extensively do some public works alTrtct the b'lsiness, prn;<er;y and inter- 
 course of a country, that if they were permitted to be constructed own^ 
 ed and directed by chartered companies or piivato associations, they 
 might very injuriously encroach upon tho powers of government, and 
 BHsentiolly thwart ils true pdicy, withoi't nny inniiigement of the laws. 
 By nionopolizipg transportation, by heavy tol!s,aid interested exclusionp,, 
 they would diminisli the advanfng(»s of competition to tho peo|)le, ani en- 
 feeble th«^ sinews uf war to the Rulers. Such works should manifostly 
 be 80 far o\fnt>d Ity tho g.)vornm«n!, as to enable it to enforce the pro- 
 per restraints upon individual and corporate cupidity. Aud this it can 
 in no way so well do, without resorting to high handed authority, as by 
 supplying tho capital required for constructing the work. 
 
 In advancing capi;al I ■> a Rail Road, stretching through an interior 
 and centra! section of tho Province, rich in its lands and f>resls, con- 
 necting, by the shortest line of exten^^ion, navigable waters at its extremi- 
 ties, and susceptible ofnuine )us and easy communications with impor- 
 tant places opening to the business and blessings of civilizition, on both 
 sides, there cannot bo any dang-^r of ultimate reimbursement. Tho 
 whole territory benefited by such an undertaking, is in effect mortgaged 
 for securing reimbursement, every passenger on the road, and every arti 
 cle of export which it accommodates, will contribute to this end. 
 
 There win be assuredly a great increase in the value of lands adjacent 
 
25 T"^" 
 
 totit whclhor owned hy individu«ls, cpmpaniep, or tho Govprnmenf, he^ 
 causo ibe titnher whinli nature has spread over thf m nnd every arlicl^ 
 of produfo which lh« hand of industry may ronp from them, will be in- 
 creased in value produced hi/ the improvetncnt, must necessarily. aiKJ 
 wdl cheerfully, he shared between tho owncffs of it and .the road niakor. 
 
 A highly roHpectable public functionary, whose rnmd is deeply impress- 
 ed with the imporiance of your road, nnd whose f-ympntliies embrace nit 
 the great intererfta of ihe province, suggests the expediency of n local 
 tax, as the best means of fiscal supplies, for (he cost of tho work ; and 
 oflTers his individual aid with the most praiseworthy liberality. . 
 
 This seems at fret view, a mont natural and reasonable resort. Jn 
 considering all the effects and benefits of the work, nnd their chief locnl 
 applications, a fair mind would enpily be led to making such suggestion. 
 J5ut what voulrl be junt, is not always expedient and some tirries it is int- 
 practicaljie. An attempt lo obtain the necessary funds from a local tax^* 
 we think would prove both. In considering the detail!* of thie taxation 
 wo find tho grounds of our opinion. Fewi people pay taxesf volunt.irily. 
 They require an exact description of the property taxed,, pnda legal 
 warrant to collect the tax. A local tax on a territory extending 12 
 miles in width, on b(Tth sides of a line subject to frequent curves and 
 traversing a new district of "143 miles, would require accurate and ex- 
 tensive surveys, tD ascertain the external limits of its application. — 
 Then come the perplex'ing and tedious toils of cfelermining the linea of 
 dis^tinc| oiynershm within the prescribed limited* then the apportionment 
 of the tax apr.Jl3oroing to conjectural future benefits : Ihon the Collector 
 with his warrant enters upon a duty requiring much time and labor, and 
 which must be but in part successful. Then Inav.^V'Ift^ies of description, 
 tho impossibility of finding some agelits of companies and some indlvid- 
 ua) owners, the perversity of many and the inability of more, would be 
 found to require a renewal of most of the prec^tilng labors. In these 
 details man^ persons must bo employed, designated and empowered to 
 act with legal effect; some of whom would bo unfaltivful, and some un- 
 qualiUied: and after the most nnprofilablo delay and best sefvices that 
 could be oUainod, but little money would have been produced: and even 
 that little would be fritterod 'away, by all (ho drawbacks of numerous 
 comj;nis8ions and complicated agencies. Such results by 8uc!» mcati«» 
 would be most disiouraging, and (he plan of als attairiment would Ht hi84 
 be abandoned. But such a process or something very like if, would ne- 
 ccBsarily b*^ adr,p(ed to enforce the collection of a local fax. ' * 
 
 
!l " 
 
 
 1 ! 
 
 m 
 
 til 
 
 iii)!- 
 
 I 
 
 SB 
 
 The idea of exacting a prcciso turn Horn every 200 acres of luiid in* 
 eluded io each lateral etrip uf a mile wide within ]2 niileti of (he Koad 
 on each side^ without reference to particulars of quality, accessibility 
 and vicinity to the naost important points, would seem lo be inequitable 
 if it could by any means be obtuined; and in unsettled districts owned 
 in different proportions by individuals, companies, and the government, 
 we think could not without much didiculty if at all be realized, volunta< 
 ry subscriptions for stock by interested individuals, and by capitalists hav- 
 ing confidence in the undertaking, and above all, by Government^ seems 
 to be the natural and only adequate resort. 
 
 Abridged Tabular Estimate for a Rail Road from Burlington Bay in 
 
 the Gore District to Chatham in the Western District. 
 
 Division 1st, 10 miles 6 chains. 
 
 From Burlington Bay to the summit between the valley of the Lake 
 
 and Grand River. 
 Miles. 
 Sec 1 n ) Cutting 51090 
 
 ^^^' * ^« J Embankment 1000 
 o qi Gutting 33000 
 
 "^2 Embankment 21l00 
 3 5 6-80 Cutting 287000 
 Embankment 150700 
 Rock Cutting 53000 
 2 Culverts, 
 16 Box do. 
 
 ards, 
 
 6d. 
 
 i'; 
 
 ti 
 
 41 
 
 (( 
 
 l( 
 
 ti 
 
 (t 
 
 7i 
 
 «i 
 
 5 
 
 ti 
 
 3 
 
 ^'1277 5 
 
 
 
 25 
 
 
 
 825 
 
 
 
 527 10 
 
 
 
 8968 15 
 
 
 
 3139 11 
 
 8 
 
 7950 
 
 
 
 400 
 
 
 
 - 200 
 
 
 
 Sec. 
 
 1 
 2 
 
 lO6.S0lhs • -- •-' '^- 
 
 Division 2d, 13J miles. *"' ' 
 
 From the summit to Brantford at Grand River. 
 Miles. 
 
 i Embankment 180970 yards, 6d 
 > Cutting 153000 *' 7 
 
 Ditto . 90300 «* 5 
 
 Ditto 190400 *• 6 
 
 1 Culvert at Fairchilds Creek, 
 4 do. .... 
 20 Box do. - - • 
 
 £23313 1 8 
 
 8i 
 5 
 
 £4524 5 
 
 6 
 
 4462 10 
 
 
 
 1881 5 
 
 
 
 4760 
 
 
 
 450 
 
 
 
 1000 
 
 
 
 350 
 
 
 
 13i ^^ V £17428 
 
 Division No. 3d, 21 miles 35 chains. ^ 
 Ffom Brantford to summit between the Grand and Thames Rivers. 
 Miles. 
 
 " Cutting 112.500 yards, 6d. £2812 10 
 
 Embankment 130,600 *• 7i 4081 6 
 
 2 17 35 BOihs Cutting 160,340 ♦« 5 3340 8 4 
 
 Embankment 203,1 10 *' 6 5077 15 
 
 Sec. 1 4 
 
 '»»»il» - >^«*«*». 
 
t7 
 
 Vinduct across Grand River, 
 
 2 Culverts 
 
 28 Box do. - - . 
 
 3750 15 
 750 
 490 
 
 Sec. I 
 
 21 35.80th8 
 
 Division No. 4th, 32 miles 50 chains. 
 From summit to London. 
 13 50-80ths Cutting 69,300 yards, 7d. 
 Embankment 137.400 '* 7 
 5 Cutting 184,800 •• 6 
 
 } Embankment 275,200 •• 7J 
 1 Viaduct at River Thames, - 
 1 do. middle branch of do. • 
 Bridge at Cedar Creek 
 4 Culverts - - - - - 
 46 Box Culverts £20 each, - 
 
 19 
 
 £30,301 18 
 
 4 
 
 ns. 
 
 
 2021 5 
 
 
 
 4293 7 
 
 6 
 
 4620 
 
 
 
 8600 
 
 
 
 - 2000 
 
 
 
 - 1000 
 
 
 
 500 
 
 
 
 1800 
 
 
 
 - 920 
 
 8 
 
 Sec. 1 
 2 
 
 10 
 
 32 50.80th8 • £25754 12 6 
 
 Division No. 5th, 64 miles 42 chains. 
 From London to Chatham 64 miles 42-80ths. 
 Miles. 
 
 Cutting 135,400 
 
 Embankment 145,700 
 &4 42-80ths Cutting 310,000 
 Enifink ment 485,400 
 Viaduct over Thames at London, 
 ,, Bridge at Dingsman's Creek, - 
 .»; 4 Culverts, - - - - 
 ^ 60 Box Culverts, 
 
 yards, 
 tt 
 
 (I 
 
 7id. 
 
 8^ 
 
 6 
 ft 
 
 £4231 
 
 4890 
 
 7750 
 
 12135 
 
 2500 
 
 500 
 
 700 
 
 1200 
 
 5 
 
 
 
 
 
 
 
 
 Division No. 
 »« 
 
 ... u ... '/ 
 
 ■• -jtV 
 
 64 42-80th8 
 1 
 
 ABSTRACT. 
 10 miles. 6 chains. 
 
 4 
 5 
 
 13 
 21 
 32 
 64 
 
 «« 
 
 Ct 
 
 40 
 35 
 50 
 42 
 
 t« 
 tt 
 
 23,313 1 
 17,428 
 20,301 18 
 25,754 12 
 33,906 5 
 
 ■^ 
 
 13 chains. 
 
 ^ ;_ 142 miles. 
 
 ' Grubbing, Slashing, Clearing, and Timber 
 
 work £250 per mile, 
 
 142 miles 13 chains Iron & splicing plates £i60, 6.3.963 
 
 " " Spikes, £50 7,108 
 
 « ,. « Sawed Scantling, 25 3,554 
 
 tfU '■ « • u ft Laying Iron and Scantling, 25 3,554 
 
 j».. 
 
 
 
 
 
 
 
 
 
 
 £33906 5 
 
 8 
 
 4 
 6 
 
 
 ^120,703 17 6 
 
 35,540 2 6 
 
 2 6 
 
 2 6 
 
 1 3 
 
 1 3 
 
 'L)tal. £234,423 7 6 
 
 ure r 
 
 Remarks. — Least Radius of Curvature 10,000 feet Greatest length 
 of continuous straight line 54^ miles. Reference is had to a general 
 
 ^mr 
 
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 111 
 
 
 
 sin,''!' 
 
 ... »- 
 
 I! I 
 
 map showing loci.litlos,' and to particular maps and profiles of line 
 burveyed ucc;oni|)anying iliia Report. 
 
 Important scientilic resulls and (heir explanation would sccompany 
 *}tG minute details of a final location. • 
 
 Recotmoiaance of Division No. 6 and 7, and comparatively esti mated 
 as followb: — • 
 
 No. 6 ^'1 250 per mile, 50 miles £G2,500 
 " 7 1 500 '< " 47 " 7r,"»00 
 
 The expense of constructing the timber work, according to the plan 
 herein recon^imended, is difficult at present to give you in all its detail. 
 Ffonj the peculiar form of construction, the economy of doinr the 
 worl^by the day. and the varied character of the work in dillerent situ- 
 ations. Perhaps it may be best ascertained by the following divisions 
 into particulars. A great proportion of the way, the grade line of your 
 road may conform very nearly to the natural surface of the ground ; in 
 which case it will be raised two feet above the surface ; and require the 
 standing trees to be cut, nearly even with the surface, to the with of 
 the road bed about 11 feet ; the large trees standing in the side ditch- 
 es must be grubbed ; and those outside of the ditches cut down with 
 the usual height of stumps — occupying in the road bed, the ditches, 
 and the chopping on both sides, a width of loO feet. -'A mile of road will 
 require 1036 blocks two feet in length, and from 18 to 24 inches in dia- 
 meter, and 10,560 feet of string pieces, rnnning measure, 18 to 21 inch- 
 es in diamater, and i^ pieces 20 or30 feet long each. Alt timber in 
 the line not wanted for the (^dvc speciHcations must be placed outside 
 of tl^e ditches. To complete the timber work, on a mile of road of 
 this descriptiou, >Kittfin one month, allowing 21 workiitg day?, will 
 require the ^^rvices o^tlie following persons, who will live together in 
 a sKante^-ba the line, and find all their provisions, cattle, forage and 
 in»jj^i»ient», to wit : . ;». . 5' :* ' v ; 
 
 f/One superintendant to be allowed full time 
 
 26 
 
 i Or»e Principal Hewer, 24 
 
 One Assistant, do. « 24 
 
 One Adzeman, 25 
 
 . One Team, with 2 yoke of 
 
 Oxen 24 
 
 Fifteen, Axe & Saw Men, 24 
 
 Total expense . . . . £13^j^.5 
 Such is the amount of labor,«nd cost of preparing tlie timber work 
 to receive the sawed scantUjig, and the iron, involving an expense for 
 mechanical labour of only d£24 * 
 
 Javs, 7«k 6d. . . 
 "' 78. 6d. . . . 
 ♦• 6s. 3d. . . . 
 ** 68. 3d. . . . 
 
 JE9 15 
 9 
 
 7 10 
 
 7 10 
 
 
 
 
 
 
 *• 12s. 6d. . , . 
 " 5s. 
 
 15 
 
 . 80 
 
 
 
 
 m 
 
 !irt».w4.jiai> '•"«-* 
 
L'wyf] 
 
 ■ . ' 2!) ^ 
 
 A mile of auch road would contain 12 eighty one hundredtliB of an 
 HCre, whic!» to cleai- and fence, and prepare for a crop, at £5 per acre, 
 would cost the farmer <£6t U nearly half the amount required to 
 clear away and prepare the timber in the form proposed. 
 
 To prepare the grading of this milo, the broad bed 
 being It feet wide, and the earth having a slope one and 
 a half foot base to a foot rise, and covering the timber to 
 its upper surface, requires the excavation of ditches 2^ 
 feet deep, 2^ feet wide at bottom and 10 feet wide at top 
 with a slope as above, and containing 6104 cubic yards . . 
 
 of earth which at 6d. per yard amount to . . . £152 12 
 And to this the coat of timber work as above . . 138 15 
 
 And the aggregate is ... . £291 7 
 
 'y Where the grade line adopted requires 3, 4 or 5 feet cutting and em- 
 bankment the expense of grading would be greater, though ia such 
 cases the ditches would only be required in the cutting, and be ofless 
 dimensions, to answer the purpose of drainage. (I have witnessed the 
 execution of such a work costing £95 per mile.) 
 
 1 have completed the foregoing estimate, for a single track of Rail 
 Road, on the. preliminary survey being the only one that could be 
 made from actual survey, upon plans having constant reference to eco- 
 nomy. It embraces a great len-gth of straight lines, with favorable 
 grades and the removingof prominent barriers by expensive structures 
 and deep cuttings, and yet I trust will be thought within the ability of 
 those who desire the accomplishment of the work. Contingencies, ex- 
 pense of the Engineer department, and Commissioner not included* 
 Also the sidelings, Depots, Locomotives, cars &c. constituting the 
 machinery of the Road. Also the cost of rightjof way and other lands 
 that might be anticipated for so prominent and extensive a work. I 
 would here observe that all of the above contingencies, would occur in 
 short lines of Road : Therefore the more extensive and important the 
 rout is, a less proportional expense is born by the company. This 
 Road is of that length to be within the reasonable control and manage- 
 ment of one set of officers, agents and servants, and perhaps as favour; 
 able a length of line as could be undertaken in (^hat respect. 
 
 You are entitled to an apology for . Ag ^delay which has arisen, in 
 completing my report ; and for the trotmie which you have been sub- 
 jected to, of sending a messenger to urge forward its preparation. I 
 
 
 
 %f. 
 
 »i; 
 
30 
 
 II ' 
 
 .,1 
 
 :* ! 
 
 4 » 
 
 V ( 
 
 I 
 
 I 
 
 I' 
 
 J 
 
 hopo you will find a satisfactory one in the Biibjoineu facta. 25 mile* 
 of the Tonawanda Rail Road have been recently brought into opera- 
 tion, under my charge. The necessity of introducing h heavy cl ass 
 of locomotives to m-jvo the crowd of freight passing upon it, the muili- 
 plicit of fixtures and details connected with the construction of cars 
 for the first use even of a sheet work, and the anxieties of the company 
 with whose funds the work has been so far completed, presented such 
 claims upon my attention as could not be passed by or postponed. 
 The stock of this company is held by a few active and intelligent gentle- 
 men, in Rochester and Batavia. They have expended i^75,000 in 
 applying plans of my projection and recommendation, and for their ho- 
 norable confidence in my views I could not but feel a strong obligation. 
 The practical test of the utility of the plans, and the justification of 
 their confidence, wa^ to be experimentally ascertained. It was there- 
 fore a period of great concern to them and me. 
 
 Tho test was to consist in running heavy locomotives, with great 
 speed, and full freighted trains, upon the road while it was yet new, and 
 nothing would contribute to its solidity, but the simple materials of 
 which it was composed, and the manner of their combination. The 
 Road withstood the test with entire success. It was applied at the 
 commencem<3nt of the sittings of your Parliament. Since then, indivi- 
 duals and committees from other Rail Road Companies, have come to 
 examine and approve the plans. They are the plans recommended in 
 this Report, and you can now adopt them under all the advantages deriv- 
 ed from actual experience of their sufiiciency. S 
 
 There is a consideration of groat weight making it peculiarly expe- 
 dient to press forward the internal improvement of the Province, without 
 delay. It refers to the nnmbor of Emigrants annually arriving in your 
 territory, and their necessities, capacities, and future condition. 
 
 The population of the eastern continent is overfiowing in a measure 
 altogether unpreceoanted ; and the best portion of the labouring emi- 
 grants are swarming to North America. These people will be produc- 
 tive, useful and valuable in proportion as they find the means of an ho- 
 nest livelihood by their industry. Most of them have been accustom- 
 ed to labor on roads and canals, and other public works. Whenever 
 they arrive they must live. Many ofthem having families and others feel 
 the obligations of duty, and aroambitious of providing a competence for 
 themselves and their children. ^meW employed, they become respecta- 
 ble. Without employment distress soon makes them dangerous ; for 
 
 
 *;"! 
 

 31 
 
 nccossitj knows no law. Thousand* of ihese emigrants would rcjoico lo 
 be employed on your roat's aud other public works, for o frugal subsis- 
 tance : and with suitable ttubjeclion to men knowing the climate and 
 country, and the best methods and terms of applying labor here, these 
 would aflord you the must t'snential aid at the leuiit |)U8sible expense. 
 
 Labour is the primitive uud only human bource of wealth. Employ 
 the Emigrant, attach him to your territory. By devoting all their ener- 
 gies to the making of your rouds and canals, they wi!l be contented, 
 peaceable and comfortable ; und they will serve all your interests not Icms 
 than their own. It is true, these transatlantic laborers often arrive en- 
 feebled by sickness, and discouraged by the new scent a of exposure anid 
 privation attenaing their voyage. 13ut these are temporary evils, und 
 Boon disappear. 
 
 The internal improvement of iho States bordering on you, are advanc- 
 ing rapidly by the strength of these strangers, and in past years have 
 actually called away from your reach, much of the most appropriate ma- 
 terial to nourish your individual opulance. 
 
 It is the office of foreseeing prudence to regard every expensive pro- 
 ject in all its counexioos, for upon these, much of the i ntercst of all 
 things ultimately depends. The position of the London and Gore Rail 
 Road in our judgment makes it susceptible of more advantageous local 
 connexions or branches, than any other projected, or posvible in tho 
 province. And its preenninencu, in reference to more remote and gene- 
 ral lines of communication, are btill more obvious and impressive. Of 
 local connexions, in addition to its intersection with Grond River, at a 
 point rendered navigable, it may easily have branches from Woodstock to 
 Goderich, from London to the Ausable, from Chatham to I3ear Cietka 
 and out kt of Lake Huron, from Bertie to Brentford, this forms an impor- 
 tant connexion with Niagara River and Buiialo, and from other points to 
 important ports on Lake Erie, and at at a period accelerated in propor^ 
 tion to the progress of a just domestic policy. From Hamilton over 
 Burlington Heights to the seat of Government, also to towns and cities 
 requiting names and boundaries, upon your maps and charts. Thus 
 besides the happy circumstances of its terminating points, offeiing sa 
 many and such easy avenues, to whatever is most valuable in the rich 
 interior, as cannot fail to bring out all its resources, in the boldest relief, 
 and unite alfTts inhabitants by the most desirable reciprocations, of by- 
 business and affection. 
 
 Look How Bl its most remote counoxions. Through the Northern part 
 
 II 
 
 ii 
 
F 
 
 m 
 
 i;.r. 
 
 
 •If 
 
 P 
 
 111 
 
 I 
 
 m 
 
 % 32 
 
 of New England nnd the northern pari of New York, rnlprprizo with tuC- 
 ficiant means is opening a great ruad lo iho Si. l^iiwrcncc. From Uos- 
 too a Rail Road is now in gient forwardness to Allxiny. From Albuny 
 a similar improvement is more ihan half comph-led lo Oswego. A rom- 
 pany is chartered iD New-York and their work ia now in pro^re>!' lo 
 break through the only obstacle lo a continued nnvi^ntion between the 
 Cheiapoake Bay on the Atlantic and Sodus Bay on Lake Onturio. '8^ 
 miles West, is the port of Roche(>lcr, a city favourably known to ynti in 
 commercial intercourse. This city is intersected by the Erie Cunal, — 
 the Olean Canal forming a connection with the valley of the Ohio, and * 
 several innfortant Rail Roads nowcoretrurtedanu being built. ^ 
 
 The City ofNew York has an easy navigation to both the great lakes, 
 on your South, and all the Northern and Middle States are every whore 
 adjoining their surface, and darkening their maps, with new projectiiof 
 Rail Roads and Canals, executed or executing. 
 You are aware that the borders of vour Province, and tae East and West 
 roade lying south of it, are now coritinually thronged by a stream of set- 
 tlers from the East. Such multitudes crowd this stream that the wateis 
 are wearied by their passage and all ordinary roads broken up by their 
 
 «n 
 
 continual footsteps. 
 
 These settlow are increased by large bands from portions of your sister 
 Province, and they wiil be much more numerous by every new facility of 
 passage! They are all struggling in the mighty work of carrying industry 
 prt, science, alnd religion through the barbaVous and a^ost interminable 
 wilderness of the West.* They vvill persist in the full accompn^hment of 
 their holy mission. Nothing can divert them from it. Born and bred 
 for the most part between the -list and 46th degree 'of North latitude, 
 what track in their Western migration will those people most naturally 
 foUoxr; Equally familiar with intercourse by water and by land, and 
 knowing all the facilities of each, will you neglect to open to these people 
 the best highway in your power 1 Your Peninsula lies directly across ^ 
 their route, stretching through all the degrees of latitude from which they 
 spring. It is now an impediment to the facilities of their march} and 
 crowds them far to the South. But look to the progress of population in 
 Michigan, and the immens6 territory West of it, and you will discover 
 numerous settlements, in your latitude, each filling up, by an annual addi- 
 tion of thousands. Nothing but physical impousibilities or an absolute 
 destitution of means or another cause too disreputable to be mentioned, 
 could accouDt for any farther hesitations or delay, Provide the London 
 
I(> 
 
 . 33 
 
 and Goro Rnil Road, and within one year aflor it is completed more pafl> 
 
 avrigers will crowd upon it, than the company, ut leait, will bo prepared 
 to (ranttport. 
 
 Does this seem exirnvngantf It will not be found 00, if natural ten* 
 denciea nre not cuntroled by needless and pernicious regulations. Tli« 
 new planters of the weal do not in leaving their nntivo hills forget their 
 early ussoriations. The intercourse of friendship, the cliiimit of inheri* 
 tance, the ailvantages of education, and above all the enterprizes of trade 
 impel them often to retrace the paths of their departure; but the eai«t, 
 And the north-east and the great west are notjthe oidy quarters from 
 which distant passongerH will arrive at your road. There i« a great cir* 
 rie of travellers revolving continually through the valley of the Missis* 
 sippi and that of the Ohio, the lakes Erie and Ontario, the waters of the 
 81. Lawrence or the E'rie (Junal and the principal cities of the Atlantic. 
 'I'liis circle emhracini; many from the West Indies and E'irope and is ev- 
 ery year enlarging the list of personb coming into iu It is composed of 
 the fa^^hinnable, the opulent and the curious. The great waterfall in your 
 border is in its periphery and a principal point of attraction, insomuch ttiat 
 it detains for days and weeks large numbers of those who move in it. — 
 The road in question would be in reach of all such, and would not fail 
 to enjoy the profits of their passage through it. The exhileration ot a 
 safe and easy journey, by the light of a single day, through a rich interi- 
 or from Queenston and the Falls or from Toronto, to Detroit, would be 
 necessary to the fashionable and various objects on the rout would inter- 
 est the curious. Every road by land or water across the Peninsula of 
 Michigan, and every communication from ihj Ohio to the north, as welt 
 all the facilities of travel in New York and the East would serve to in- 
 crease the labor of your locomotives: and as certain as the vicisitudes of 
 day and night shall continue, a Rail Road with a double track substan- 
 tially constructed from Hamilton to Chatham, and supplied with the best 
 machinery would soon be unable to convey more than the pa.^engers and 
 light articles resorting to it. In ten years the Erie canal of New York 
 hak paid principal and interest of ull its cost. In a shorler period, your 
 much loss expensive improvement, would reimburse the necessary outlay 
 of its construction. Do not toy with the lion when you can make him 
 put forth his greatest energies in your service, ' i 
 
 It is of the utmost importance that you should WHste none of your 
 means, by undertaking too many projects at once, or by biassing inter- 
 ference of interests. To an eye raised above all the mints of self inter- 
 est, and discerning in a just light the aggregate wants of the Province^ 
 5 
 
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 liolliing can ho ntore obvioiit than the policy uf ooinbiuirtg — nut pfsihapt 
 all your etTurtft — hut your chief nnd by all monns HufTirieiit etforix in tlu 
 Jirtt place, in opening themoHt direct, praciicabtouiK) coutral Rail Road, 
 from Lake OiiiHriu acruns (lit) Puiiiiisula to the ^reat ^ater May of .he 
 Hetft. Du this, and within three years you may be coinluctpd by the ma- 
 gic power of steam andenj ly a passage of ^ix hours ''•■oin Iturhngton Bay 
 to steam boat navi(;ntiou on thu Thames, and tho results will soon enable 
 you to fill yuur whole Province viiih valuable lines of improvonieiit. 
 
 The road should be so laid as to leave no wish to the futur«t to change 
 its location, direction, curvature or the economy of its grades. In open- 
 inK it, there would be great economy in constructing a double track, 
 with cross timbers coitnuctmg the whole, while there is an abundance of 
 timber encumbering tho line. Ifa delay was necessary in the supply of 
 iron on any portion of the work the timber might remain with an ex* 
 tra covering and be preserved unimpaired and u';cd wnere necessary for 
 sideling*). We should prefer substituting the iron T. rail which would 
 answer admirably on the broad flat surface of the string pieces, and may 
 be less than half the weight of the new Manchester and Liverpool paraU 
 loll rail or the Boston and Providence T. rail which are designed for 
 bearings each three feet. 
 
 This alteration of the plan proposed would leave all of the timber work 
 buripd in the grade and thereby give it increased durability. Tho cul- 
 verts and viaducts on the whole line should be from the Ancaster quar- 
 ries,* prepared and transported upon the line of Rail Road. The Depot 
 and its porlala should be erected on a scale that the great object and 
 and crowd of passengers demand. The Locomotive Engines to be of a 
 heavy cortttruction of great power, and manufactured at tho most appro- 
 ved work shops of the mother country. Local work-shops should bo 
 established with ample supplies of foreign acd domestic materials for the 
 necessary cars and machinery for the road. The designs and plans of 
 tho work should be comprehended in its commencement — the character 
 of the work such as to demand the confidence of the Stock • holders and 
 secure a profitable publia mrrket for its capital. 
 It should bo a Provincial work so far as the character of the enter- 
 
 i -I 
 
 Horo are valuable varieties of the lime formations croping out 500 
 
 fret aboye the Lake and south of the principal Terrace. These are of 
 
 rrcat value fur the construction of public workf*, and the country west. 
 
 They are not notked I beliove by any Geological Survey of the Prov^ 
 
 ' iQce* 
 
 V- V ' *"^ * - ■ • ■ ■ ■» ; • t ^ ■ * . . 
 
36 
 
 y. 
 
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 prizQ itronrernaJ, The mtin artery and tlia eeveral branchea will lead 
 to tlio capital uf the Province the means of great commercial wealth.— 
 Willie the Albany and Troy, Ulica, Ruchcslfr, and nuflalo, of the pro> 
 puned great thuroughfare will riiie from their limited prosperity aod ma- 
 teriully add to your Pruvincial greatneaa. 
 
 In the prngrt'SB of this Report, we purauade ouraelvea, that many facta 
 a'eaet forth, and many principles advanced, which serve belter than anir 
 mere iheorieti or speculutionSjto invite and justify confidence, In your pa- 
 triotic enterprize. 
 
 In our detiiie lo illustrate and enforce these facts and principles, wo 
 have some fear, that we may be thought to have trospaased upon t!iat re- 
 apect, which is justly due to the high authoritiee of the Province, and the 
 diatinguiahed mdividuala engaged in varioua laudable schemes, forita in- 
 ternal prosperity. If in any degree we have seemed to commit this error, 
 we feel that it would be unjust to suppoae it intentional, and we hope to 
 lake ahe't )r under the injunction of the worthy company in whose service 
 we labour, to probe the subject submitted to us, in all its bearings and 
 to stnte our facts and convictions, with peifect ingenuousness. 
 
 The Creator of the world baa stretched out between the Canadas and 
 the United States the most magnificient series uf internal waters, that any 
 where adorn his footstool. From these waters He has, fur ages, a^nt 
 forth His dew5y and His rains to clothe the vaat interior with laviiah fer« 
 (ill y, and mthe course of His {;ocd providence, He has recently apread 
 along both their thores, free governmenta, and a population eminently 
 capable of understanding and educing the moans of individual and nation- 
 al advancement. You are an important part of this population; and 
 you occupy a moat important position. Can you doubt or hesitate aa to 
 the task aasigned you) Were the richeat bounties of the phyaical world 
 designed to go forever unimproved and unenjoyed by him, to whom do- 
 minion is given *' over all the world V* The spirit of Internal Improve- 
 ment, with a gigantic arm, haa been long engaged below you, and beside 
 you, in turning the ianda and watera of wide regiona into efiective minis- 
 ttri of human good. You have aeen the consequences; you have witness- 
 ed a more sudden accumulation of all that makes nationa rich, populous, 
 and powerful, than were ever, at other timea and placep, oflered to the 
 contemplation of man. You are evidently delighted with the apectacla 
 and you feel the general impulses it imparta. Then cherish the apirit 
 which exhibits it. He is knocking at your doora for permission to enter 
 end pervade every department of your Province. Give biro welcome 
 admieaion. Assist bit beneficient purpoiev. Let no immagintiry fears 
 
36 
 
 no local viewt, no narrow compeiiUons come in between jou, and ilia 
 
 most vigorous provecution of your truest interests ond your highest honor. 
 
 All of which is rnost respectfully Rubmitted^ 
 
 el; via JOHNSON, 
 
 Chief Engineer. 
 
 Engineer's O^ce^ London and Gore Rail > 
 
 RoaH Company December 4th. 1836. ^ ^ s 
 
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 £rr«/«,«,-.p«ge 20. m line, after Surface, add the cross tMers. 
 *^297h^ »"«;ead of3d. read Mr^e 5;iffl^^ .^. 
 
 " 32 ?^ 1^ Pf^'l^" ^'^^ '^"•'^'^ "n« from the top. 
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