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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included In one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre filmte A des taux de reduction diffArents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA, il est filmA A partir de Tangle supArieur gauche, de gauche A droite, et de haut en bas, en prenant ie nombre d'images nAcessaire. Les diagrammes suivants iilustrent ia mAthode. 1 -- 2 3 1 2 3 4 5 6 •» ♦ ♦ I 4 •"^ XL i HHk i iiiihiHUiiiiiiiUiiikiUi WsiiMi& REPOETS , , OF THE BYTOWN AND PRESCOTT BAILWAY. BY Walter shanly, €l)ief (Engineer. ♦ I TORONTO: PAINTED BY BREWER, M'PHAIL & CO.. KIN6-SRCET. 1864. ♦ I ♦ I* I* — ^Igg .tw«i^ ' (/{'... Jr./- 1 i.'< •■<)■■ .■ 'MUTi^T* '>4:ii<'y^i^^.'^'- 'ks.': %' ( 'H'ifc-^^. p.- •'■■■ f , V. *'>;.<'■; I ■^'■,"V'^- ■.„>. .■ 1. 'if 'U _..] ~ 'hi fej \V-;.v>.' •|t^+-^, "x. f :^ ;^.- "*='-. r.r. i , ' ' V ^ ■V i » i* a'-'t.^?"^ Sit, "^^ *Vi- *^ -- .». 'a-^ :^ ' U^ 1^ I' . ■» -V- V^-S.^tf-l ' ^«V '' ',H' '" * ^' ■ K^^ ■->' Hi -<' r^ . ««' -r ^^?^ Li#: ^'rj^'^-M fl' . i ^ REPORTS ON THE 1 ^nliininartj oni Itntating $\mtp OF THE vfc IfM ■ • ..r ■ ■ ^■'r 14 1* BYTOWN AND PRESCOTT mMLWM. BY WALTER SHANLY, CHIEF ENGINEER. „,,u;s.-: TORONTO: FRmXED BY BREWER, M'FHAIL U. CO. 1853. . m^}. RE P OE T S. BYTOVVN AND PRESCOTT RAILWAY OFFICE, PRESCOTT, 7th APRIL, 1851. To the President and Directors of the Bylown and Prescott Railway Company. Gentlemen— Acting upon instructions conveyed to me by your Secretary, in the form of a Resolution passed at the first meeting of your Board, on the 17th February last, I shortly afterwards proceeded to explore the Country from Bytown to Prescott, for the purpose as well of ascertaining the general facilities for the construction of a Railway between those places as for instituting a comparison between the s^'veral routes defined in the Resolution referred to ; and have now the honor to lay before you the following Report on the result of my examinations. Your instructions to me bring under my notice four several Routes, which bind me, in all but one instance, to a certain inter- mediate locality. These Routes I have classified as follows :— 1st. The Western Route — ria Kemptville and on West of the Rideau. 2nd. The Middle or Direct Route. 3rd. The Eastern or " HecVs Comers^ " Route. 4th. The Kemptville Route — keeping East of the Rideau. Before entering on a description of these several lines, I would beg leave to observe that I made no attempt to effect more than a cursory and general examination of the Country : my explorations I hnving l)Opn cnrnV^d on nl a porind of the year wlien It is r.ot practi- ciiMi! to obtiiiii tli(^ (lata rp(iiii.sit(i for arrivinf? at a reliable estimate of the cost of such a work iis you arc embarked in. The Surveys essential to such an estirnr.tc could neither be conducted within prop- rrly economical bounds at that inclement season of the year — nor, if made, would the res.dts be satisfactory — the deep covering of snow rendering it impossible to obtain a sufficiently correct knowledge of the nature of the ground to be worked upon. Having traversed the country from the Ottawa to the St. Law- rence, on foot, as nearly upon the ultimate location of each of the proposed Routes as mere ocular examination would admit of, I feel very confident that the conclusions I have arrived at will be borne out by the result of future and more accurate examinations; and the knowledge obtained of tlie country enables me so nearly to point out the proper " whereabouts" of the projected Railway as to i>re- cludrt the necessity of actually surveying all the Lines under con- sideration — thereby effecting not only a considerable saving of time, but also admitting of the " locating" expenses being kept within the narrowest limits compatible with obtaining the most advantageous Line. I shall now proceed to take up, in the order above given, each of the proposed Routes — briefly describing the general features of the country through which they pass, and their location with regard to each Township intersected. The Western Route. To those acquainted with Bytown, and its position with regard to the Rideau Canal, it will be obvious that the proposed line on the west side of the Rideau River should be located with a view to hav- ing its Northern terminus on the west side of the Canal ; as well to avoid the inconvenience inseparable from crossing navigable water as to shun the abrupt descent which would then become necessary in order to reach the lower lands on the East. Two points present themselves for this terminus — the one at or near the Canal Basin — the other near the upper end of the Town, fronting directly on the Ottawa River, at the foot of the precipitous cliflTs on the rear of Wellington Street. Departing from both of these points I find feas- ible routes, which full in with ono nnothor nearly opposite to, and about half a milo wost of Iliirtwoll's Locks. Thence my courso was nearly parallel with the Rideau River as far as Lot No. 17 in the Urd Concession Nepean, — from which point I took an undevia- ting straight courso to l*rescott. Leaving Nepean about the middle of the 3rd Concession I passed diagonally through North Gower, 1^ mile to the East of the littlo village of *' Stephensville," crossed the extreme South Eastern angle of Marboro', intersected the Rideau River and Canal, about half a mile below " Beckett's landing," and crossed the South Branch of ihe Rideau at Kemptville, 2^ miles further West — tiienco through the Township of Oxford, cutting the lino between it and Edwardsburgh at or near Lot 21 of the former — my route througii Edwardsburgh crosses the ' Nation' River about if of a mile VVest of Spencer's IVIills — at a point very favorable for Bridgitig the Stream — and reaches the St. Lawrence in the Town of Prescott. The country throughout may be termed very favorable for the cheap and speedy construction of the Railway. The main dilTicul- ties are to be encountered in the Townships of Nepean and Ed- wardsburgh, where the approaches to the Termini will involve con- siderable expense. About three fourths of the route is through wooded land, for the most part Cedar and Tamarac Swamps — which, however, have generally firm substrata of sand or gravel at an inconsiderable depth below the upper vegetable coating — and are susceptible of drainage. The Bridginfj on this Route will form a considerable item in the expense of construction, crossed : — The undernamed Streams are to be The Jock, in Nepean. Stephen's Creek, , . . " North Gower. The Rideau. The South Branch of the Rideau, " Oxford. The Nation River, " Edwardsburgh. The South Branch of the Nation, " " all of unimportant magnitude with the exception of the Rideau and the Nation — and the bridging of the latter being common to all the 6 i routos under considorntion need not l)o more particularly referred to here. The Ridouu at Its intersection with my Line is uhnut 400 feet wide, with a (l('j)th of water in the centre of upwards of 20 feet. The crossing; of this river is invested with more tlum ordinary didiculty from the fact of its heing not merely " navi<,nil)le water" but from its having been rendered so by artificial moans — and at an immense outlay — by the Imperial Governn.ent — whose property it is This circumstance would render imperatively necessary the construction and maintenance of a Dniw Bridge. A wide margin of drowned lands on either side of the River would further add to the expense of carrying the Lino across it. A more favorable site for a bridge is to bo found a short distance above liccL'ett's Landing ; but would occas'on considerable cur- vature, and consequently increase the length of my Line. No more direct route from Bytown to Prcscott can be obtained West of the Rideau than the one above laid down. The Middle or Direct Route. An absolutely direct route from Bytown to Prescott is not practi- cable, without crossing the Rideau Canal three times. The one I have selected, however, as most direct, in view of not interfering with the Canal, dilFcrs, for all practical purj)oses, but little from a Straight Line. Leaving Lower Bytown at some convenient point, hereafter to be determined on, it crosses the Rideau near the foot of the lofty sand ridge, and curving swiftly to the South, runs through the Gore of Gloucester in a nearly Southerly direction, reach- ing the summit of the table lands, by a gradual ascent, somewhere about Lot No. 17, in the rear of Mr. Billing's residence, and enters the Rideau Front of Gloucester near the angle of the 2nd and 3rd Concessions, — passing about half a mile to the rear of Cunning- ham's Tav«jrn, it strikes the Osgoode Line at the Eastern angle of its 2nd Concession, and running diagonally through this and the 1st Concession, enters South Gowcr at the North Easterly angle of the Township, and crossing it diagonally cuts the Edwardsburgh Line a litllo Fiiist of tlio Oxford and South (towor corner — tlioncc llirouf,Mj IC(lw)ir(lsl)iirjrli, crossing' tlio Nation River .^ milo to tlin J'iUst of SjH'ncor's Mills — and ruuching the St. Lawrence at the same point as the Western Route, Thn most oxponsivo portion of this Routo will ho found in tho Township of Gloucester. Tho Line through Osgoodo and South Gownr is very favorahlc. In Edwardshurgh there will ho no more than average work to ho done except on the approach to the St. Lawrence. Tho proportion of wood lands on this route is ahout tho same as on the We. ^ern — three fourths of the entire distance, — and tho chaidcter of tho country generally similar — presenting upon the wiiole u desirahle Railway Lino. The Bridging will bo confined to the following Streams : — The Rideau— The Nation — The South Branch of the Nation. The point of crossing the Rideau, close to Bytown, where the Stream is not subservient to tho purposes of navigation, offers, in every respect, a most eligible site for bridging at a moderate cost. The other two Streams are of minoi importance. This Line leaves Kemptville about 3| miles to tho West, and Heck's Corners half a mile to the East. The Eastern or Heck^§ Corners Route Takes its departure from Bytown, and crosses the Rideau, at the same points as the route last described — passing across the Gore and an angle of the Ottawa Front of Gloucester, it enters the Rideau Front on the rear of the 6th Concession, continues in this Conces- sion throughout the Township, and enters Osgoode on the rear of the 5th Concession, and following the lowlands in front of Rossiter's Tavern and J. C. Bowers' Store, running nearly parallel with, and within a short distance of the Stage road to Prescott, cuts the Moun- tain line in front of the 2nd Concession of Osgoode, crosses an 8 angle of Mountain, enters South Gower on the 5lh Concession, and passing close on the West of Iloek's Corners, becomes identified with the middle route at the Edwardsburgh Line. The features of this Line throughout the Township of Glouces- ter do not materially differ from those of the corresponding portion of the direct route. T/irough Osgoode, Mountain, and South Gower, the land is of a more varying character, presenting an un- dulating surfixce and some stony ridges. Tiie proportion of 'im- proved' land is greater on this than on either of the foregoing routes. The BridfTJnnr will be the same on this as on the middle Route— with one addition. The Line crosses the * Castor' in Osgoode,— but at a point where the Stream is of inconsiderable width. Kemptville lies about 5 miles West of this Iloute. Tlic Kemptville Route, (East of the Rideau.) The most feasible plan of constructing the proposed Railway so as to touch 1 emptville without interfering with the Rideau Canal, would be to idopt the middle Route as far as Lot No. 32, in the 2nd Concession of Osgoode — thence, taking a direct line to Kempt- ville, 10 fall in with the Western Route on the South of, without ciossing, the South Branch of the Rideau. From which point the Western Route should be followed to Piescott. This link, connect- ing the middle with the Western Route, would be about seven miles in length, passing through low level land, where drainage will constitute the largest proportion of the cost of grading the Road- way. The amount of Bridging will be the same on this as on the middle Route. I Comparison of tlie Routes. In point of length, the :.everal Routes will compare very nearly as follow, the distance beVg taken from the maps of the Town- ships:— I I The Western Route about < 50 miles. The Middle " '« 50 " The Eastern " •' 52^ " The Kemptville " " 52 *' (The starting point of the Western Route is nearly a mile South of that of the others.) The Eastern, it will bo observed, Is the longest of the Routes, whilst its facilities of construction are inferior rather than otherwise to those possessed by the shorter ones. It is evident, therefore, that it would be inexpedient to adopt it as the Line of your Railway. 1 shall at once proceed, then, to weigh the relative advantages and disadvantages of the Western and Middle Routes. As- respects the grading of those Linos, the natural advantages are very nicely balanced — though upon the whole I incline to be- lieve that an instrumental examination would be in favor of the Western. It is upon file Bridging and the advantages presented for forming the Northern terminus, will hinge thf^ decision upon the relative merits of these Routes. The number of feet of Bridiiinjr on the Western is about double that on the Middle Line, and the average cost per foot will be greater' on the former on account of the extraordinary expense attendant on crossing the Canal. The estimate of this portion of the work on the Western Line will be in excess of that on the Middle Line in the proportion of nearly 2 J to 1. The Draw Bridge to accommodate the navigation of the Rideau, creating a break in your road, would be a source of much incon- venience — which it would bo desirable to avoid at even an increase of cost. The Bridging, therefore, both in point of cost and convenience, ig in favor of the Middle Route. The selection of the Southern terminus is a matter requiring more careful examination than I have yet been able to give it — nor is it necessary that it should now be decided on, because whichever B 10 of the rival Routes may be definitely selected, tha point of departure from Prescott will remain the same. TIm> Northern terminus must be peculiaily circumstiuiccd with regard to the Ottawa. The lofty and precipitous nature of the banks, togetiicr with the extraordinary fluctuations of the River, (reaching 20 feet, I believe,) render it imoracticabk' to run the Track down so as to suit the loading and discharging of the water-craft. All freights arriving by the Lower Ottawa, must, therefore, be raised to the level of ilio Town by some artificial contrivance. Supposing the terminus at tiio Canal Basin to be selected — this lifting could be efi'ected by means of the Locks, — but the plan is objectionable. Firstly, — because the lift at that point would be very much greater (upwards of 80 fc'et,) than at either of the otn- er points, and that method of raising burdens a tedious one — oven were tlie Locks exclusively in your possession. Secondly, — be- cause by locating the terminus at the Basin, you would render yourselves dependent for your connection with the Olta'va upon a work not under your own control, and with interests to a certain extent adverse to yours. Tiiis would be certain to prove a fruitful source of annoyance and inconvenience — sufiicicnt in itself to war- rant a decision against this location astiie terminus of your Railway. The other point proposed, at the upper end of the Town, possesses the advantage of admitting of the Track being carried down nearly to high water level, — which would modify, without obviating, the evil of iiaving lo lift freights from tl.e River, but the construction of a Depot at this place would be attended with very great expense, from the fact that every foot of ground would have to be " made," by building piers in veri/ deep water, and cutting away the lofty cliffs to the rear ; and even in this way it would be hardly possible xo obtain the space that, it is but fair to expect, the business of the Byiown and Prescott Railway will ere long require. In those two particulars, cost and space, the location in question compares very disadvantageously with that which I would select as the terminns of the direct Route, that is on Lot Letter "O" in Lower Bvtown, where the ground presents a uniform surface, capable of beino- con- verted into a convenient Depot-ground at comparatively small ex- pense. I 4 9 M "■4 11 This, combined with the advantages already detailed, renders it incumbent on me to pronounce it for the interest of your Company to adoj)t tlio direct in preference to the Western Route. It now only remains to be considered whether there are such ad- vantages to be secured by toucliing at Kemptville — thereby adding about two miles to the length of your Road, as would render it ex- pedient to adopt that Route. I am not yet in possession of data sufficient to warrant me in giving a decided opinion upon this point ; but the course I would recommend is this, — That a thorough sur- vey be made of the direct Route — that the Western Route be also surveyed from Prcscott to Kemptville, and thence the link connect- ing the two Routes — should the estimates resulting from these sur- veys show that the extra cost to be incurred would simply be in the construction of the increased distance at the overage cost per mile of the other portions of the Road, I think it would be well worthy of consideration, whether it would not be to the advantage of your pro- ject to adopt the Kemptville Route. A Station on the Rideau Canal, at a point so central to the Line as Kemptville, would doubtless present some advantages, — giving you a water communication with several rich and productive Town- ships to the West, and rendering the Canal in a measure tributary, instead of rival, to your interests. Cost. The examinations thus far made being, as already stated, of a general character do not furnish me the means of forming more than an approximate estimate of the cost of the undertaking. From present appearances I consider that the grading, ballasting and su- perstructure of the Road can be completed for a sum not exceeding JE3700 per mile — assuming this estimate as correct we have for the total cost of The Direct Route, £185,000 " Kemptville Route, 192,000 The Western Route would exceed the direct one in cost by the 12 difference in expense of Bridging and forming the Depot-ground at Bytown, — whicii difTorence I would not venture to put down at less than £15,000,— niuiviug the total cost of that Route, £200,000. The above estimate is predicated upon the contracts for iron be. ing effected whilst that article is at its present low figure in the English Market. IF' Siimiiiary of the Cliaracf.cristics of tlic Road. It: ! Apart from the question of cost the characteristics of the Road in point of directness^ and gradients will be very favorable. Whichever Route may be finally adopted, the amount of straight line will probably be four-fifths of the distance ; and the curves, except perhaps at the immediate approaches to the termini (where Trains will always move slowly) will be very gentle. The only important ascents to be overcome are upon leaving the Rideau at Bytown, and the St. Lawrence at Prescott ; but even at these points I am in hopes that no grades of greater elevation than 30 feet in the mile will be found necessary. With such favorable features you can look forward to having a Road of first class capacity, both for freight and passenger traffic. As far as it was possible to judge of the nature of the soil, I iiicline to believe that a considerable amount of material well adapted for •• ballasting" will be found in the Road bed, and at two points only could I detect any indications of rock formation near enough to the surface to interfere with the grade of the Road. From one end to the other the Line abounds in Timber well sultc^^ to the construction of a firm and durable superstructure. Owing to so much of the Line lying through swampy and closely wooded ground the "locating" surveys must necessarily be some- what tedious, but I have made arrangements for prosecuting them with vigor whenever the low lands shall be sufficiently dry to allow of their being commenced, and hope by the 1st day of July to have everything in readiness to admitof the work of clearing and grading being begun. ''A. I 1 3 18 1 In conclusion I would horr loavo to observe tlmt the opinions herein laid down as to the clinico of lloutos arc basod iij)on thoir mcritd in an Eiii^inccrinif poini of viav only. A stransted in my former Report, and adopted at your meeting of x\pril 17th. This Survey has been conducted by Mr. James D. Slater, and every pains have been taken to select the most feasible Route. Departing from the Cansil Basin at its South Easterly corner, it crosses lyoncession Line " D" at its angle with " Theodore Street," then curving to the South passes close in the rear of Mr. McCracken's ' ' i 1 » 17 Distillery, and crossing the Rideau on Mr. Bearman's property falls in with the other Line on Mr. Smith's farm ; Lot 12 in the Gore. I observe from some of the Public Prints that the quostion of the location of the Northern Terminus is one of keen interest to tlio people of Bytown, giving rise, as is usual in such cases, to much diversity of opinion. In the present instance, the rivalry is confined to two points ; the one on the East side of, and bordering on the Canal Basin — the other or.i Lot letter " O," North of the Nunnery and fronting on the Ottawa. The two most prominent features to be considered in "trying conclusions" upon such a subject as the one before us, are, firstly, the feasibility of arriving at each of the proposed points, secondly — the abstract merits of each as a fit and proper place for a Railway Terminus. In such a case as the first mentioned the difference in cost of construction might be such as to warrant the sacrifice of a very eligible Terminal position to one of inferior merit, — or the reverse might be the case, and the most desirable location adopted, regard- less of the cost of reaching it. Instances of both kinds are rife in Railway History. In arbitrating between the rival locations at Bytown — and sup. posing their leading characteristics to be so far antagonistic, the one to the other, that the more eligible Terminus on the one Route should present greater difficulties of access than the less desirable one on the other — in such a case it strikes me that the circumstances of your Company would almost cowpeZ a decision in favor of that location which would involve the least outlay of Capital. That no such antagonism, as that above supposed, exists in the case under discussion, however, can, I think, be satisfactorily shown ; but in order to place before you as distinc ly as possible all the relative merits of the proposed Terminal points, and their adjuncts, it will be necessary for me to enter very fully into detail ; before, there- fore, proceeding with my Report as to the Line generally, I shall 18 fiP3t Iny boforo you that portion of it bearing more particularly on tlie question at issue. The point where the linos from cnch of the proposed Termini fall in with one another, and the main Line, is on Mr. Smith's furm, Lot 15 in the Gore of Gloucester : — The distance by the Surveyed Route from Lot ** O" to that comn)on point is 4.24 miles. And iVom the Canal Biisin 2.16 " Ditfcrence in favor of the Basin Route 2.08 " •il! In point of cost the longer Route has the advanfoge. The 4.24 miles to Lot *'0" can be constructed at less expense than the 2.16 miles to the Canal Basin by a very considerable sum, us I shall proceed to explain. This difierence of cost, making the longer cheoper of construe tion than the shorter Route will be understood at a glance by referring to the Profiles herewith submitted, and from which it may be seen that on the Route to Letter '* O" thtre are no cuttings of greater depth than S feet — the average being scarcely 4 feet — and few embankments to exceed 8 feet in height, their average being but 3 feet. The material wherewith to form these embankments is in nearly every instance to be found close at hand — either supplied by the cuttings or else by the necessary side ditches — all at first cost. On the Other hand, as regards the Basin Route, the valley of the Rideau would have to be crossed by means of an embankment of very considerable magnitude — upwards of one mile in length, with an average height of nearly 15 feet, whilst much of it would exceed 20 feet, and containing no less a quantity of material than one hundred and eighty thousand cubic yards. A deep cut would also be unavoidable in order to get through the ridge lying between the Basin and Distillery ; and which alone would involve the removal of more material than the whole 4 miles leading to the Lower Tenhinus. n ^ 1 10 The amount of material in this cut would be upwards of eighty thousand cubic yards; a portion of which, by briiij^ hauled a j^reat distance, could bo applied to fbrniin^r tht; oinbankimrit on iho West side o(^ the llidoau — the rcmuindur should cither bf! disposed of by being cast U|) on each sid(! of the cut (as in the case of the deep cut of the Canal), to the detriment of adjoining properties, or hauled, at an increase of cost, so as to bo " wasted" on the low grounds bordering on the River. The construction of the embankment across the valley would be attended with certain difTicultics, causing it to cost more than the ordinary value of such work. Tliese difficulties consist in the great distance the material would have to be hauled on the west side of the river and the total absence, within reasonable limits, of any material wherewith to make it, on the East Side. The haulitig of material from the cut, for the Western embank- ment, wotild add about 70 per cent to the first cost o! the Excava- tion. The absence of material on the east side of the valley leaves no alternative, in order to carry the Track across it, but the construction of a temporary timber structure of *' Trestle work" — deferring the completion of the permamenl way until the requisite material could be brought from a distance by means of the Engine and Rail-cars — which would not bo till the whole Line was in operation. To any one at all conversant with the working of Railways, the inconvenience and expense attending such a work of construction carried on simultaneously with the ordinary business of the road— on a single track way — is too obvious to require comment. The cost of bridging the Rideau River would be nearly equal in both cases — on the Letter •' O" Route the width would be 400 feet with an average depth of water of 8 ieet; against 300 feet width and 15 depth of water on the Basin Route — the cost of the greater length of superstructure in the former case being fully counter- balanced by the greater amount of masonry required in the latter. The subjoined Table, embodying the Esiimate^ of both Routes, exhibits in what items of construction the difference between them I 20 consists, and what would be the actual excess of cost of the one Line over the other. The Estimates have heen carefully prepared from actUMJ measurements — simihir characteristics l)einj; supposed for each Iloute, — namely, no gradient to exceed 30 feet to the mile ; and half a milo of the roadway approaching the Terminus to be graded for Double-Track. Dbnomination Of VVORIC. 4!»,7HO .•J(l,71f. Exrnvntlon, ni\». yd« KiiiliuiikiiM'nt I'ruiii CuttlnK-', '^ KiiiliiiiikiiKMil 'liiirriiwiMi'. . . " llriilirluK »ii(l L'uivi.'ru Troilc VV(irk, llneHl fnrl V)(Mt riiirint', Roil" 70() liiiMd C'riM:n H7 3:10 'iOO 17.V^4 9 4 wa 541 13 4 '20901 2 8 liKTTKR "()" Rol'TI, Qunn- Price. lUleN. I 09,372, Od 11,7(13 111. 70() 7n. 1,400 24. Od 6 10 4l'l,3.'>0/ 41 250, Amount. X N. d. 2220 g i588 3 4.'>00 24.1 17.1 3 50 8.54 12 .5737 10 1002 10 14954 12 XU030 10 8 By examining the abovo Table, it will be seen that there is a diffi'rence in the cost of Grading the two Lines of upwards of £9000, in favor of the longer one. This difference is reduced on the completed way to jCOOOO, — owing to the cost of Superstructure being, of course, in favor of the shorter Route. I would here beg leave to impress upon you that in no branch of the work should economy be so carefully studied as in the Grading, because in that early stage of your undertaking jou will have your chief financial difHculties to encounter. A comparison of the characteristics of the two Routes, in their completed form, is still favorable to the longer one. As respects Gradients, it presents but one plane of 30 feet to the mile, the length of which is 4900 feet — the remainder of the Road being level or under 20 feet to the mile. Whereas, the Basin Route shows two inclines, each of 30 feet to the mile, descending both ways to the Rideau, and the joint length of which is 8300 feet. I ■T F St In their linrnl fnatures l)otli Linos present the most ohjrctionahio curves to he found on the whole llouto r!" the Ruilwiiy — oach having two of iihout eciuiil h>n<^'lh in all casoH, hut on the Koutc to Lot Letter *' ()," both occur either on level, or on very geiillo Gradients; whilst on the otln^r one of them is in cunjunclion with an QHcent, going Southward, — of 30 feet in the mile. Thus fur I have only dealt with the relative merits of the Routes leading to the proposed Termini. The locutions themselves are still to be considered. At any point on Lot Letter " O," a Station ground can be con- structed at comnarativcly small expense — the excavation required Would be inconsiderable, because the Grade-Line of the road agrees very closely with the natural surface of the land. The first cost of the ground, therefore, Would bo the principal outlay towards securing abundance of Space. At the Basin there only exists of level land the narrow margin lying between it and Nicholas Streeti affording an area entirely inadequate, if it is worth while to construct the Road at all, to accommodate its probable business. Further room should, therefore* be sought for in rear of the Court House, where the surface of the land is from 6 to 15 feet above the * Grade-Line ; in addition to the first cost of the ground, therefore, every acre of room there required would have to be * made,* — demanding the excavation, and removal, of from 8000 to 25,000 cubic yards of material, in other words adding to the original cost of the ground from JC300 to JClOOO p er acre. There is one more objection which I have to this location — which is, that by adopting it as the Northern Terminus of your Railway you would retard the accomplishment of the undertaking /ice/v«mon/A*— the magnitude of the works connected with and the route leading to, it, requiring, at least, that much more time for completion than would be sufficient to finish all the other works upon the Railway — to sum up, in conclusion, all the disadvantages attaching to the location in question, you would, by selecting it, have to incur an in- creased outlay of SIX thousand pounds, to secure an inferior road- leading to an inferior Terminus — and^ would sacrifice twelve months ill.; ; ii I I i: i I'l 23 of valuable time — which might, otlierwise, be employed in earning you a dividend on your investments. I trust that I have succeeded in showing that in an Engineering point of view everything, save (hstancc, is in favor of the lower loca- tion, the point I selected when making a general examination of the ground last winter ; — because, even at that unfavorable season of the year, any one practiced in such matters could see, * with half an eye,' that no spot within tlie limits of the Town (East of the Canal) is SI cheaply accessible or, wh'^ii reached, so well adapted for the Terminus of your Railway as Lot Letter * O,' and I was then of opinion — as I still am — thai economy, both as regards lime and money, is an element wliich, to ensure the success of the undertaking, must enter largely into the construction of the Bytown and T escott Railway, — an opinion it) which I am gratified to find I have the support of many who differ from me entirely on the question of* lo- cation' — for in the Proceedings of a partial meeting of Stockholders held some short lime since in this Town, for the purpose of bringing before the Public the alleged advantages of the Basin Terminus, I find a Resolution, unanimously concurred in, to the effect, that in con- structing this Road " Economy is of all things desirable" — a cardi- nal maxim — which all true friends of the enterprise should unite with them in inculcating. I will now, with your permission, touch upon the subject in a commercial point of view : — The facilities afforded by the Canal Locks as a medium of com- munication with the River might sound like a valid argument in favor of locating the Terminus at the Ba^in were the Trade to accrue to your Road from the region of the lower Ottawa likely to prove of such early importance as to warrant a sacrifice of the many advantages which the rival location holds out for the accommodation of all other business ; but, though not prepared to go the length of an article which lately appeared in a Bytown Journal (advocating the claimfc' of the Basin location) to the effect that all the merchan- dise to or from that quarter (the Lower Ottawa) " might be transported the year round by a Horse and Dray," I still think it very certain that the Traffic to be derived from that sourc3 wi)i for k u 23 some considerable time to come rank least in impoilanco of any to which your Road must look for its support : But, supposing it to be otherwise, the space aflordcd by the Basin would be utterly inade- quate to the requirements of a thriving Railway business ; and as that business continued to increase, calling from year to year tor enlarged land accommodation, in tlio same ratio would the water accommodation coniinuc to inr.rease in lUl/eness until, as an adjunct of the Railway, the Canal Basin would sink into utter insignificance. Doubtless at no very distant date the country North of the Ottawa, below Bytown, stimulated by Railway rnfluence, will become a productive region, and a tributary of such importance to your Road as will render it worth while to afford its traders and their wares every possible facility for reaching the Rail, at Bytown. When that time does arrive appliances can be constructed directly on the River front, and in connection with your Track, whereby burdens can be elevated and lowered more expeditiously, and at less cost, than by Lockage, securing to your Road, at the same time, an untrammelled communication with the Ottawa. I can point to works on this Continent where Frei'^dits are raised and lov/ered more than five times the height of the Ottawa banks at Lot Letter ' O' (which is 62 feet) by means of Machinery that cost less than half the sum which I have shown would be the excess of cost of the Basin line over the longer one I have recommended, — Machinery which can raise Eight Hundred Tons a day, and at rates, too, with which the Locks could not compete, even were the * probable reduction of fifty per cent' from the present Tariff, as apoken of at the " partial meeting" above referred to, to become a fact. Before dismissing this subject of the Terminus, I would beg leave to place it before you in one other point of view, — that of Appearance — which, howevei minor a consideration vhrn placed in the scale against TJliUly, should not be wholly disregarded, where both attributes can be made to harmonize, in legislating in the pre- mises for the future City of the Ottawa. Immediately before reaching the Canal Basin the Track, for 24 upwards of half a mile, would lie in the bottom of a deep, unsightly cut, much resembling the " Deep Cut" of the Canal,— close by. Through this Trains would situlk into the Town, to reach a Ter- minus which would, inevitably, be soon built round on all sides — giving it a confined and hampered appearance, and limiting the prospect to an occasional view of the Basin, when it did not happen to be obscured from sight by the presence of a small number of diminutive craft. On the other hand, the approach to Lot Letter " O" would be, for several miles, on the surface of a fine open country, where Trains would show to advantage — reaching their destination on a fair and level plane, fronting on, and in full view, of the noble Ottawa — a view which can never he ohstruc^t^d, and the effect of which upon the stranger visiting Bytown would be to create a lively and enduring impression of the beauty of its situation. K I III ■;!!■: The position which I would recommend for this Terminus will be understood by referring to the Map of Bytown, which I have laid before you as an auxiliary to this Report. 1 propose to run the Track through the centre of McTaggart Street, from the Rideau River to Dalhousie Street, without infringing on any private property. Arrived at Dalhousie Street, I would there commence the Branch Tracks for Station purposes, and would here strongly recommended the acquisition, by the Company, of as much land North and South of McTaggart Street as it is within their means to secure. It should be bounded on the rear by Dalhousie street, on the front Ly the Ottawa — to the South it should reach to Cathcart Street, and should stretch as far as Baird Street on the North. t. gtstription ojf i\t fine. Having already described the linear featuresof the route from the Canal Basin to where it merges in the common line I shall commence 25 the General Description of the Line at the other proposed Terminal point, which from the reasons above given, cannot fail to be the one definitely selected as the starting point of your road. Departing from the Ottawa at the waterlots where the new wharves are to be erected, I pursue the centre line of McTaggart Street to the East side of the Rideau, making a straight line of nearly 3000 feet. This brings us into the township of Gloucester, through which the line is less favorable in point of directness than I had anticipated ; the trial line was first run over the ground which I had selected in my previous cursory examinations, and was straight from the " L'Orignal Road" to the Southern limits of the township. The result of this survey went to s' ow that the ascent of the " Hogs-Back" Ridge could be accomplished with less labor by keeping nearer to thf Rideau. This location has been adopted and the greater facilities it presents for attaining the summit without having recourse to deep cuttings and steep embankments compen- sates for the increase of distance and curvature consequent on abandoning the straight line. On leaving the Rideau the line curves rapidly to the South and runs nearly parallel to, and within a short distance of, the River as far as Mr. Billing's : passing close to the rear of his fiirmyard, and curving to the East, it enters the " Rideau Front" near the centre of the 3rd concession, and con**' ^s in a straight line — almost at right angles to the Lots, as far as No. 17, at which point it is half a mile east of Cunningham's Tavern. Here it deflects to the west, and intersecting the high road on lot 20, is straight to the southern line of the township, which it cuts at the angle post between the ♦' Gore" and the 2nd concession. Gloucester presents less favorable features for the construction o^ a Railway than any other township on theRoute — except Edwards, burgh. There are four important ridges to be cut through — one of which will be " rock" — and the excavation from Bytown to the summit of the '• Hogs-Back" will generally be hard clay interspersed with boulders — about two thirds of the distance is through wood- lands — and most of the " improved" portions being in the vicinity 20 of Hyfown will' probably cause the land-damages to range higher on this section of the line than elsewhere. The highest point on the whole route from the Ottawa to the St. Lawrence is mot will) in this Township — in the vicinhy of Cun- ninf'hum's — and is 244 feet above the former and 120 feet above the latter River. The distance from the Rideau River at By town to where the line leaves Gloucester is 14 miles. Osgfoodc. The Straight line which commences in rear of Cunningham's Tavern, co'.itinues into the Township of Osgoode for about a mile and a half. It then becomes desinible to bear to the west to avoid a lofty elevation on Lots 7. 8. and 9. in the 2nd Concession- continuing on this course for about li mile, it resumes its previous direction and retains it as fur as Lot 32, First Concession, where it becomes necessary to deflect strongly to the west, bearing up for Kemptville; on this latter course it reaches the western line of the Township. The geography of the line as regards Osgoode is as follows : — It enters it on the N. W. anijle of the 3rd Concession, and crossin? Lots 1 to 10, inclusive, in the Second, enters the First Concession on No. 11 — and leaves it on No. 'Mi, thence toils point of departure from the Township (Lot 36) it is ia what is termed the " Broken Front." The whole of the Osgoode portion of the Route may be termed woodland, showinj; a hwge proportion of swamp, but it is all singularly favorable, both as to level and s~il, for the construction of a Railway. The soil is for the most part sand ; the timber Cedar and Tamarac. The length of the road in this Township will be 9.65 miles, and the general level of the ground may be taken at 57 feet above the St. Lawrence. 27 Goirer. The line through the Townships of Gower is pprfectly strnight (from the last deflection in Osgoode.) It enters North Gowcr on Lot 38 Second Concession — South Gower on Lot 8, eighth Conces- sion and reaches the Oxford line on Lot 14, seventh Concession. The Route through these T nships is all a woodland one — chiefly Tamarac Swamp, but with afirmsnndy fi)undiition, present- ing a level surface, and only requiring to be drained and cVnrcd to exhibit a highly favorable aspect for the formation of a Railway. About 2i miles of the line lie in North, and .T.1.5 in South Gower; the surface of the ground is very uniform, lying from 5 to 10 feet above the water of the long level of the Riilonu Canal — which is 152 feet above ihe Ottawa, at the foot of the Locks, and close upon 34 feet above the St. Lawrence at Prcscott. Oxford. The straight line which commences on Lot 34 Oscoode, and continues through the last named Townships, enters Oxford to the North of the third Concession and runs uninterrupted to within loss than a quarter of a mile of the village of Kemptville. At this point there is a deflection of 22 degrees bending for Prrscott — of the exact location of the line with regard toKcmptvillo I shall tville phmk road at the School House at Mr. McCargar's farm — thence crossing the lots almost diagonally it ci"j the Southern boundary of the Township on Lot No 19. Nearly half the distance through Oxford is in clenrod lands — which are for the most part very stoney — whilstthe wooJtd portions w 1 28 in the Southern part of the Township are generally swampy, with a deep coating of vegetable soil — an unfavorable feature which, notwithstanding the uniform outline of the ground, will add con- siderable to the cost of grading it. On leaving Kemptville the land rises to the South until in the eighth Concession it reaches a point 117 feet above the St. Lawrencei this is a ridge of limestone formation which will involve a cutting of some magnitude, — thence to the Edwardsburgh line the land falls gradually until at that point it is but 81 feet above the St. Lawrence. The length of Rail in tliis Township will be 9.28 miles. Edwardsburgh. :l I The line continues straight from the Oxford boundary to the eighth concession of Edwardsburgh — then assuming a more easterly direction it crosses the Nation River 1.1-5 mile west of Spencer's mills, from which point to the St. Lawrence there is but one deviation from a straight course. The route through this Township is laid more to the west than my explorations carried me last winter, whereby the " South Branch of the Nation" is entirely avoided and the ground generally found to be more favorable. The point where the line strikes the St. Lawrence is one fifth of a mile below Fort Wellington — the li.ie between the Fort and the Town of Prescolt has also been fully surveyed — I shall state the reasons which induced me to adopt the former one when speaking just now of the Southern Terminus. The greater portion of the line through Edwardsburgh is very densely timbered, and some of the swamps are of so soft a nature as will probably require the Track to be carried through them on piles — or some other kind of timber structure. The work altogether in this Township will be the heaviest met with in the same distance — there are hard ridges to be cut through on the 6th, 7th, and 8th ■» ' > 99 Concessions, and the deep cut on the approach to the St. Lawrence will be by far the most important on the whole route — as an oflset to these difficulties, however, there is a good deal of sandy soil to be met with, and the amount of rock cutting will be inconsiderable — where I most apprehended finding it, close to the St. Lawrence, there will, upon the route I have adopted, be very little to interfere with the grade of the Road. The highest point of land in Edwardsburgh is found in the ninth Concession, 122 feet above the St. Lawrence, and distant from it nearly 13 miles— thence it fulls to the Nation River — which is 8 miles from the St. Lawrence and 48i feet above it. The distance through Edwardsburgh by Railway measurement Is 13.91 miles. Bridging. There are but two streams of importance to be crossed upon the route — the Rideau at Bytown and the Nation in Edwardsburgh; — making in all about 520 feet of Bridging. All other water courses, — and they are few, — can be crossed by means of simple culverts, or bridges of from 10 to 15 feet span. Soutliern Terminus. A By-Law, passed at your meeting of 17th April, fixes the Southern Terminus of your Road within the limits of the Town of Prescott, and further ordains that the approach to it should be between the Fort and the Town, contingent, of course, on obtaining permission from the Ordnance to pass through their lands ; in default of such permission being granted, the Track would have to be carried in front of the Ordnance property, on an embankment made in the waters of the St. Lawrence. Awaiting the decision of the Ordnance Officers, I have had both lines surveyed, and from the result of these surveys consider t a matter of congratulation for the Company that the permission sought f. r 80 for was not accorded in time to render the location, as laid down in the By-law referred to, absolute, without allowing latitude for more cxlciided cxaininutions. The place which I consider most eligible for this Terminus is in the Buy lying between Frazcr's wharf and the projecting point of land in front of Fort Wellington. The most judicious way of approaching this situation, both as re^^ards economy of construction and convenience of road when made will be by carrying the Track in front of the Ordnance Lands and curving into the Main Line on the farm next below that belong* ing to Sir James Stuart. This Track can be so constructed as in no way to interfere with Ordnance rights, should permission so to do be withheld. I propose to construct a wharf of Crib- work (similar to that enclosing the Ogdensburgh Railway Depot) from Frazer's wharf to the Point in front of the Fort — 1200 feet in length — and to fill in the Bay between this wharf and the shore with material from the Deep cut above : this would afford you an area of about eight acres; space sufficient whereon to "set up" in business. The deep cut on the ascent from the St. Lawrence will contain a large amount of material which must be hauled to the river — there being no other way of disposing of it. It could not, therefore, be better applied than in making embankments whereon to carry the Track to the place laid down as the Terminus, and in filling in behind the wharfin*;. By laying the Track in this manner, it can at any time, or from time to time, to suit existing business locations, be continued up along the shore, at moderate expense, if necessary, to the extreme western limits of the Town. And when Prescolt begins to find its present bounds too narrow to accommodate its increasing commerce and population, the Track can be carried down stream with as much facility as it will have been carried up, and there can, I think, be little doubt, but that it is in that direction, doton stream, \l 81 the Town will extend when its present water front becomes fully occupied. A Map of Prescott and the vicinity, herewith submitted, will render more clearly intelligible the proposed position of this Ter- minus. The relative position of the Terminus of the Ogdcnsburgh Railway is also shown. I would here bring under your notice the very groat ndvanfnge to be derived to your project from the acquisition of llml purl of the Ordnance property lying between the Queen's Highway and the St. Lawrence River, if the Department could be induced to dispose of it. It would enable you to enlarge your land accommodations as occasion required, to meet the increased demands of Trade, whilst the material necessary to be removed to bring it to the requisite " grade" could be advantageously applied to forming more land in the River and extending the water front. Should there be no present disposition on the part of the Ordnance Department to dispose of this ground you might pnrhnps obtain the " refusal" of it whenever they should decide on selling. It will be necessary to say a few words explanatory of my reasons for adopting the Line helow the Fort instead of carrying it through the Gully above as laid down in the By-law referred to. Istly. The Gully Line would involve the excavation of 220,000 yards. The Lower Line — 80,000 yards. 2ndly. The Gully Line excavation would be all Rock — the Lower Line would involve little or no rock cutting. 3rdly. The Gully Line would cost more than the Lower one by not less than JC20,000. 4thly. As a good and convenient Railway Line, the comparison is largely in favor of the Lower Route. Way Stations. Id laying out Railway Lines, the locating of Way-Stations 'ib w 32 the question which, after that of the Termini, generally calls down the loudest anathemas on the I'^iiglncer's devoted head. The following points will probably bo best adapted, and sufficient in number in the outset, to meet the requirements of the way-busi. ness of your Road. No. 1 *t 3 4 5 6 Name of Station. nvToww Junninghom's. Long Island ... (inrlick's Kemptville .... Sanderson'8 ... Spencer's Prescott Table of DisTANcrs. Between Stuiiuna. Miles. 10.95 .< 85 6.55 865 6 10 7.60 9 10 From Byiown. Mil es. 10 95 15 80 2-2 .35 31 00 37 10 44.70 53.§0 From PrescoH. Miles. 53.§0 4'i 85 38110 31.45 22 80 1670 9 10 ToWlfSBIP. Nppean. Uluucester. Oiigoode. O-Mgoode. Oxford. Oxford. Kdwardsburg. Auguaia. The first named location should accomodate, for some time to come, all the Gloucester business which will not be transacted directly in Bytown. The second point is well situated to attack the Traffic from Metcalfe and all the ISiorthern sections of Osgoode — also from a large portion of Nepean, North Gower, and Goulborn. It is situated on the "nine mile road" in rear of Rossiter's Tavern, ("Barton's Corners") from which it is distant about 2^ miles, and is within a little over 2 miles of the Rideau Canal, at the Head of Long Island. The Station at Garlick's will be likely to prove an advantageous one. It is less than a mile from Garlick's wharf, on the Canal, and on the direct road from thence to John C Bower's store in the 3rd Concession of Osgoode — and distant from it about 2^ miles. A large portion of the business of Marlborough and North Gower, on the West, and of Osgoode, Mountain, and Winchester, on the East, will find its way to this Station. Amongst the Maps before you is one of Kemptville and its vicinity — showing the location of the Line with regard to the village. 88 The most siiitftMo position for the Station, is on tho Finst side of the Creek near by Mr. Uarne.s' Saw Mill, heinf^ just half a mile from Adums' Tavern. The ^'rouml in almost " ready-made" for Station purposes, und the main Line can he connected by a few lunulred feet of Side Track with the navigable waters of the Soutli Branch of the Ridouu, The business to which the Railroad may look forward at this point, will bo derived from the nourishinif Township of Oxford, in which Kemptville is situated, and from IMouiitain and South Gowcr, East of the Line — whilst Marlborough, Montague, Wolford, and other productive Townshij)s further West, on the Rideuu Canal, will here find a cash Market, at all seasons of the year, for their surplus produce, and a cheaper one than they have ever yet known wherein to purchase their supplies. The next point at which I have suggested the construction of a Way-Station is at Mr. Sa> nderson's Farm, on the Ninth Concession of Oxford — a little West of the "Johnston settlement." It is but 4J miles from " Heck's Corners," and will bo a convenient " rally- ing point" for the Settlers of the Northern portions of Augusta and Edwardsburgh and the Southern sections of Wolford, Oxford, South Gower and Mountain. Spencer's Station will be situated 1.1-5 mile West of the Mills, on the new Macadamized Road leading to Prescott. From its close proximity to the " Front," there will probably be less business done here than at any other Station on the route. C^arattmstics of i\t ^oab. Distance. The length of the Line from the West end of McTaggart Street (Bytown), directly above the Ottawa, to where it strikes the St. Lawrence below Prescott, is 53.12 miles — being nearly 10 per E 84 cent. l()ii^(!r tliuii uii air line betwcuii tliest! points ; this incrcnsc of length is uliit'fly (jccusioiud l)y thn 'ilcluiir' iiocossury to reach Kcni|itvill(', — iKilwithstiiiKlin^ wliich th(! |)C'r.cGiitaf,'o of incroiiso is small cnnipiircil to miiiiy of iIk; must imporliuil Roads in the United States, wliorc! the iielii;il distjuiocs traversed often exceed air-lines between the Termini by from HO to 00 per cent. The whole Icnfrth of Uiiil upon your Road, measuring from the ubovo named [)oint in Ilytown to Frazer'H wharf, within the Town of Prescott, will bo 03.75 miles. £iiiicar Features. About 8fi per cent of the al)ov(! distance will bo in straight lines, and, exco|)ting close to the Termini, thoro will bo no curves of less radius than 5730 feet ; the least radius anywhere being 2865 feet. Siiminary of Tanscnti aud Cnrvci. Strnit,'ht Line, 47.47 Curvea of 2HCr> feet Radius, 1.19 " 5730 2.53 « 7G40 1.08 " 10000 " and over. 1.48 Miles 8trai<,'lit 47.47 Miles curved 6.^8 T otal 53.75 There are six tangent lines varying in length from 4^ to 6^ miles each. Gradienti. There is no gradient on the Route exceeding 30 feet to the mile, and of planes of that degree of elevation there are in all but 4^ miles — seventy.five per cent of the whole Line being cither level or in inclines of less than twenty feet to the mile. ^ ! 35 All miliary of €iirn«i. Lovol nn has done more towards constructing a motive power for machinery than has been eflbcted at an outlry of hundreds of thousands of dollars by the enterprising men to whom Lowell, Lawrence, and Hadley, and other great manufacturing towns of New England, owe their existence. The population of the "Ottawa Country," as above laid down, may be taken at 65,000 — in the following proportion to each territorial division: — I County of Ottawa, 18,000 " Prescott and Russel, (in part) 5,000 " CeMeton, 22,000 " Lanark and Renfrew, (in part) 23,000 Town of Bytown, 7,000 Settlers on unsurveyed Lands — say, 6,000 Floating Population in Lumber region, — say 5,000 85,000 That portion of the valley of the St. Lawrence through which the Line is located, consisting of the County of Grenville, contains about 20,000 inhabitants ; so that there is a total present population of 105,000, to whose industry and requirements the projected Railway would have to look for its support. Of this number probably 65,000 would contribute to the " through business," and 40,000 to the " way -traffic" of the Road. Even with this population and the known fertility and resources of the Country, the enterprise cannot prove otherwise than a safe one to those embarking in it : whilst counting on the rapid increase certain to take place under Railway impulses (unless yours should prove an exception to all similar undertakings,) and on the greatly enhanced value of real estate, throughout the length and breadth of the circum-jacent district, it cannot fail, within a brief period from its completion, to be a most remunerative one. 45 I havo already (pacjo 40) quoted some instanops of the amazing growth of towns, under the f«.stpring inflnciico of Iliiilways, in the neighboring States : not onn of the inland towns or cities there cited possesses natural advantages equal to thoso with which Bytown is so liberally endowed ; nor is any one of them surrounded by a territory of greater capabilities than the Counties ot Carleton and Grenville. I refer you to Appendix Q for details of pojtulation, assessed value of property, &c., &c., on, and in connexion with the Route. To render apparent what must be the advantages derivable to the " Ottawa Country" and the Townships on either side of the line of road from the opening of such a channel of communication with tiie avenues to the sea-board, I must again point to the Map of this section of Canada. The Road will connect Bytown, — the Capital of sixty miles of country below and one hundred and fifiy miles above it, — with the River St. Lawrence, at the most favorable point possible, to wit. : — The foot of Lake navigation, and wiiere a Ferry of scarce a mile in width, gives a connection with tiie Ogdensburgh Rail, and through it, an unbroken communication with the Cities of New York, Boston and Montreal, and the entire chain of Railroads in the New England States, and the Southern section of the State of New York. From present appearances it is, at least, probable that the " Main Trunk Line of Canada," will be laid not very far from the St. Lawrence. I would condsider this as advantageous to your interests, becuse all the traffic, whether passenger or freight, destined for Montreal — from the Ottawa — and which would be immense — would then have to pass over three fourths of your Rail, and would contribute to your revenue nearly as much as so much " through" business. You will thus have a choice of Markets : by means of a well arranged system of " Ferriage" at Prescott, you can have access throughout the year to the two best that this Continent can boast —Boston and New Yerk — and, awaiting the construction of the Trunk Road, you will be able to reach Montreal by Rail, via Rouse's Point and St. John's, at all seasons. »f 40 The f)llowing Table shows tho flistanco from I^ytown to the principal Cities and Towns where tho business of her Merchants is lii pr 1000 foot — your roail would roap from this sourcn an incniuo of XO'jno 10s. From lliu various and iiurncroiis other shiipcd artich's in wood, such as Lath, 8hinj,'l(', Staves, IIijops, A;c., I would assuino an inconic of Xir)()0 — making tlio wholn rovenuo from tho jjfoducts of tho forest, amount to Jt7750. Tho country North and North West of Myiown, will have a surplus produce to send out, consisting of tho coarser kinds of grain — Kye, Barley, Oats, tVc, also pota- toes in large quantities. Ashes, and Cattle. Judging from tho j)ro- sent products of the country, it is safo to count on JC1.'')0(), as the amount of freigiit on such exports as the above ; and which, wit'i the revenue from Lumber, as above detailed, stands as follows : — Through freight business, jei2,rv"0 Way " " 7,(it(0 Passenger " " 4,700 Mails, 150 Total assumed receipts for second year's operations, £25,000 allowing, as before stated, 50 per cent, of the gross receipts for the expenses of operating the road, there would remain a ilance suffi- cient, within a few hundred pounds, to pay a divid- , i of 6 per cent, on the estimated amount of capital required to complete and stock the road. Whilst such results, obtained within so short a period from the accomplishment of the work, should satisfy those embarked in i* of the safety of their investments — those most skeptical aa to the project being carried out, or as to its beneficial results if com- J w 54 pleted, will, I think, admit that the above estimate of revenue is predicated on reasonable grounds; most of the items assumed being based on the present capabilities of the country, without allowing for the certain increase of population, and consequent enlarged de- mands of trade, which must annually take place — Railway or no Railway. The indirect benefits to the whole region interested in this project would very far surpass in importance the most favorable estimate of direct results — as above touched upon. Its accomplishment would place By town in a position second in commercial importance to that of no town in Upper Canada : — Prescott would at once be elevated into a place of consideration, as the trans-shipping point and depot of a large and growing trade, whilst, the wide extent of country be- yond the Northern terminus, and on either side of the line, would feel the vivifying effects of Railway communication in the enhanced value of property, in the stimulus given to its agricultural and man- ufacturing capabilities, by the opening of new markets, and the influx of foreign capital ; and lastly, in the cheap and speedy facil- ities for travelling, which, whilst inviting the stranger to visit the country of the Ottawa, will place within reach of the many — among its inhabitants — the means of visiting, in turn, the more advanced and flourishing secti'^ns of the Province, and the neighboring States. m By taking advantage of the remaining poruon of the present sea- son, in making a vigorous commencement of the work — to wit — in clearing the whole of the wood-land portions of the route, and enter- ing oil the grading at the points where the excavations will be of the greatest magnitude — the Bytown and Prescott Railway can be ushered into existence, as a public highway, in May, 1853, — and in concluding this report, I would express an earnest hope that no un- toward event may intervene to mar the timely completion of a pro- ject fraught with benefits to so important — though hitherto not too well known — a portion of this noble Province — a project, the ac- complishment of which, I believe to be within your grasp; for, after all, it is but a pigmy one compared to mati that might be instanced on this continent — successfully achieved, in the face of truly great difficulties, by communities possessed, comparatively speaking, of S5 no more extensive resources — and with no higher interests at stake — than your own — proving to the world how great obstacles can be vanquished, and how much public good compassed by well directed energy and union, I remain, Gentlemen, Your obedient servant, W. SHANLY. ■ ' APPENDIX. APPENDIX A. TABLE OF LINEAR ARRANGEMENT OF ROUTE. II "■ Stations. ij CURVES. ■ 'i Strnishl Tn»nl From To l| Line. Uiullii luet. Miles. s Riidiu 5.730 feet. Miles. s Riidiu 7,«i40 ftiOt. s Rndiu io,om fcet. s Radius ^;"; "' ll,(i40 , ""'es leet. 1 i KEMARK8. 28 Miles. 0.53 Miles. xMilos. Miles. ■j . 28 607( i 0.42 1 Bytown. 607( ) 7500 , 0.47 7501 ) 108C0 0.63 10801 165 1.06 166 19648 0.68 19548 243 0.90 243 267 267 27850 0.22 0.46 Billing's. 27850 30950 0.68 30950 666 4.84 666 682 0.32 682 847 6.02 847 865^0 35 86550 930 1.22 930 961 961 124164 6.61 0.40 124104 126930 0.62 126930 162265 6.70 162205 166233 0.66 Kemptville 165233 188637' 4.41 188537 1896281 0.21 189628 2247 6.64 2247 226501 0.36 226601 i 260101 6.36 260101 1 262644 0.46 262544 : 2774 ; 2.82 0.13 0.30 2774 i J797 j 2797 i J838 1 0.78 1 1 47.47J 1.19 w 2.63 1.08 1.02 0.46ji J )3.76 Prescott. 58 \ APPENDIX B-Tabic of Oradcii. ii Stati ONI. Lkviei.. An( KNDINIK 1 Dkhicndinu, Iloiiriit „,,|gh, 11I.UVO „|,„ye [ s Length Riito Longih ; 1 Kiitu Leiigtii n rf From To in jxsr in Rise.! Iter in Full. »'• i'"w- oituwtt.l 1 Foot. Milo. Foot. Mliu. Foot. ronco. U 1 725 725 -54.40 64.00 Uytown. 1 9 735 18 1320 1.02.'i 2C« '-57.08 61.32 1 3 IB 28 1.000 1 «i 1 «« 1 ' Rideau River. 4 28 4d'A 1050 1.075 430-61.38 57.021 1 S 4950 90 4.050 1 6 90 120 1848 3.000 105«) -50.88 67.52 7 120 175 3W} 5.500 413 -46.75 71.65 ; 1 8 175 328 3030 15.300 370«, 41.23 159.63 9 328 334 600 <■ 1 K 10 334 36450 1848 3.050 1007 30.56 148.96 11 364^0 453 3030 8.850 5089 81.45 199.85 12 453 560 600 10.700 13:« 94.83213.23 13:1 560 600 2640 4.000 20'»" 1 114,83 233.23 Summit. u: 600 640 2370 4.000 1800 96.83215.23 (Cunningham's) 15! 640 656 1.600 " 1 .:! 16 656 681 2640 2.500 1250 109.. 33 227.73 Spratt's Ridge 17 681 735 2904 5.400 29701 79.63 198.031 ^' ' 18 735 761 1050 2.600 520 84. 83 203.231 19 761 878 11.700 (« « 20' 878 940 2112 6.200 2480 60.03 178.43 21 940 969 2.900 ! e la © M in l>. B. 00 OS 00 M t-^ 00 TO '/I O. »^ If: ' W h. CO If? 1-4 1 l-H l-H © -< p^ CO C3^ 00 ~ TO'l • M •^ i- I-4 t^ '1 r M i • • CQ TO •^ TO ' (0 w TO l-H .H I 'A to"~ (TJ r^. u t/i "5 10 TO Li Q XI S 33 • • OS • © u TO TO rH ^ Hi TO 1 c Oh 03 M 05 00 l-H £ «r 3 • • • a » ^ •^ w © »! 10 p-» TO m D H 1 l^ l>H i H :3 TO cJ • • c5 • s ^ (£ n CO ( < < •0 © l-H )-H 0" £ ( n V i 00 C' C^ H 5 CD H ^ w CO • • OS • • HH a n 0> 1-H OS QD OS Q OJ ^H 00 TO »o C* 12; 00 l^ r- H IM V a .a > 71 3 • w • 00 • Ph l> a 1— 1 CO p-l TO r^ Ps Q " - a l-H TO 3 OS lO TO TO Mat b • • • • • *« B. CO (N OS f-H m iS f-H PD w r-l 7i ft — »^ — > a T3 ' •\ ^ (3 c a CD F— ^ *> C 0) 4-1 cd cd S 1^ .-J rt li 00 APPENDIX D. Statement of the number and cnpnci/y if Saw Mills on tJie Ottawa and its IVibutaries, which are cutting for exportation only. T !'■ 'i: Name or EgTADLIflllMKNTB, Whero Situated. Iliiwksbury MilN, on the OttMwn, .. Kowinan's Mills, on tho liOliinvrc, . ]tl)iitl(i\v's Mills, on tho lifil.li'vni, . (•iliniiur'H Mlllo, on the (iatlnc^iii,. Wrlulu's MilN, II thij (fiitiniMtii,. Mi'Kiiy&. McKinnon'H M ills,, lit Hytown, Hliisdoii's Mills, lit Hytown, lOlfiin's Mills, on thc^ liKCiilliitn, Clink's Mills, on N. Niition K.. Mc.Miirtlii's Mills, on 8. Nation l{.. Pijrkins' Mills, on I'lumr lllaiicliu Willson's Mills, im Itoworltlanchc Chrysler's MilN, on fc». Nation U., Hinsdell's Mills, on S, Nation U.. Costlogrovo'u Mills, on 8. Nation U. . No. of Ha Wit. 110 \n 4.5 Wi :i(i aj id jti JO iti it.) I-j AW'i LoRS Cut. Piocos ot Htanil'rd Doul.s. Fcot Hoard iiiouHiiro ^ifl !'Ht' 40,IH)(lj ■10,0111 ll 50,0110' 40,0001 >,jO,OIM)| iJ."),(IOO, ItO.OOO ;)o,ooo •,'0,(MK»' V'0,(MH) X>0,(IO(l >jo,oiii(! '^'O.OIM) 'jo,ooo; r>40,IHKI i!rt|S,(MH» •.»HH,000 ;{iio,oiio •JfJH,0(HI 144,000 1M0,000 !JiO,OiHI 1210,000 14 1,0(10 144,000 144,000 I44.(HHI 144,000 144,0(H) I4,K)0,(HM) 7,l>'.'(t,00<» 7,!h.1I.IHH» 1),1M)0,IMH) 7,il-.'0,IMM) :<,0,0II0 5,<.)40,OIH) 5,040.000 ;i,>iiio,ooo :i,<.HiO,tNH) :i,0(io,ooo ;<,00,(HM) :i,!H>0,000 301) J HO I HO J HO IHO 00 {)(» i:w i:t5 00 00 00 !K1 *.MI 00 470,000 :<,:0,(HK); 'JOIU N. B. — The above Table is borrowed froin a By town publication of 1849. Improvements and increase of capabilities have since taker place in many of the establishments. APPENDIX E. Comparative Statement of principal Entries of Canadian Produce at Ogdensburgh Custom House, for the year ending 3lst December, 1860, and half year ending 30lh June, 1851. DESCRIPTION OP ARTICLE. Oats, bushels Potatoes, bushels Barley, bushels Eggs, dozen Butter, lbs Cattle (neat) No Swine, No y.... Wool, lbs '. Rags, lbs Sawed Lumber, feel B. M. Undressed Skins, value Year ending 31st Decem- ber, 1850. Half year ending 30th June, 1851. 7,051 517 140 52,033 2,875 185 6,879 7,055 195,573 $113 21,934 11,635 2,552 15,137 36,182 1,753 353 5,549 14,015 230,735 $203 Annual Ratio of Increase. 620 per cent 4500 " 25000 " 22000 40 25 380 62 400 240 360 « (( •( it tt (( <( /t^^/^n- fa/ce/i*/^ I ''^l-•h«4»e»• Milf ^ Th/^tUe/*^ ' Z^yry 7i/ninffta ' HuU /Ithiiuy Van Jiiyi. 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