rMAGE EVALUATION TEST TARGET (MT-S) •% A f/ ^ ^. ^. 1.0 lU IL25 OU |iO '■■'■ |2£ ^ 12.2 IM 2.0 1.8 m ill 1.6 ■1 ;|» ^%A /a ^v: ^ >^ -y .■^ ■> /A '/ Photographic .Sciences Corporation %Z WEST MAIN STREET WEBSTER, N.Y. 14S80 (716) 8724503 % '^ o ^y%/^^ ^i ;'. 1 CIHM/ICMH Microfiche Series. CIHM/ICIVJH Collection de microfiches. Canadian Institute for Historlcai Microreproductions / Institut Canadian de mfcroreproductions historiques Technical and Bibliographic Notes/Notes techniques et biblliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. Coloured covers/ Couverture de couleur I I Covers damaged/ D D D D D Couverture endommagie Covers restored and/or laminated/ Couverture restaurie et/ou peliicuiie I I Cover title missing/ La titre de couverture manque I I Coloured maps/ Cartes g^ographiques en couleur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) I I Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur Bound with other material/ ReilA avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La re liure serrde peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout6es lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 fiim^es. Additional comments:/ Commentaires suppldmentaires: L'Institut a microfilm^ le meilleur exemplaire qu'il lui a 6tA possible de se procurer. Les details de cet exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la methods normale de filmage sont indiquAs ci-dessous. □ Coloured pages/ Pages de couleur □ Pages damaged/ Pages endommag6es Pages restored and/or laminated/ Pages restauries et/ou peiiiculAes Pages discoloured, stained or foxed/ Pages d6coior6es, tachetdes ou piqu6es □ Pages detached/ Page^ d^tachdes D This item is filmed at the reduction ratio checked below/ Ce document est film6 au taux de rMuction indiquA ci-dessous. Showthrough/ Transparence I I Quality of print varies/ Quality in^gaie de I'impression Includes supplementary material/ Comprend du materiel suppi^mentaire Only edition available/ Seule Edition disponible Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuiMet d'errata, une pelure, etc., ont 6x6 fiim^es d nouveau de fapon d obtenir la meilleure image possible. 10X 14X 18X 22X 26X 30X i y ' 12X 16X 20X 24X 28X 32X 1 The copy filmed here hes been reproduced thenks to the generoeity of: Library of the Public Archives of Canada L'exemplaire film* f ut reproduit grflce A la gAn4rosit6 de: La bibliothique oes Archives publiques du Canada The imeges appeering here are the best quality possible considering the condition and legibility of the original copy and in iceeping with the filming contract specifications. Las images suivantes ont 6tA reproduites avec le plus grand soin, compte tenu de la condition et de la nettet* de rexempieire film6, et en conformity avec les conditions du coi^trat de fllmage. Original copies in pointed paper covers are filmed beginning with the front cover and endir g on the last page with a printed or illustrated Impres- sion, or the bacit cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, end ending on the last page with a printed or illustrated impression. Les exempiaires originaux dont la couverture en papier est ImprimAe sont filmte en commengant par ie premier plat et en terminant soit par ia dernlAre page qui comporte une empreinte d'impression ou d'iliustration. soit par le second plat, salon le cas. Tous les sutres exempieires originaux sont filmfo en commenpant par la premiere pege qui comporte une empreinte d'impression ou d'iliustration et en terminant par ia dernlAre pege qui comporte une telle empreinte. The last recorded frame on each microfiche shell contain the symbol ^^- (meaning "CON- TINUED"), or the symbol y (meaning "END"), whichever applies. Un des symboies suivants apparaitra sur la dernlAre image de cheque microfiche, selon le cas: le symbols — ► signifie "A SUIVRE", le symbols V signifie "FIN". IVIaps, plates, charts, etc., may be filmed at different reduction retios. Those ton large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and tup to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, pienches, tableaux, etc., pouvent Stre filmte A des taux de reduction diff^rents. Lorsque le document est trop grand pour 6tre reproduit en un seul clichA, 11 est f ilm6 A partir de I'angle supirieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images n^cessaire. Les diagrammes suivants iliustrent ia m^thode. 1 2 3 32X 1 2 3 4 5 6 •w« -T'.-r:.--- ^r ^^••^r'l'ri'^mf ■!-r ■Kg B¥f(DWKf AM© Fm]Sg€((i)t;i RAILROAD, IvNi; IN BEE'S REPORT. wfirMmmmmmmi^m. i • •* - i ii ;<■ ^ ' \ ■ ;■ ...^'^-v. ^ ^""^^'-..-..-j, ' .....i... 3 K K P O U T ON Til J, iLtD^i\/ia«j, ^nimviE\Ts iiHiD i^sTTHMiiiri© « y r H h. BYTOWN AM) PRESCOTT IRiUiLKDAV©. ev WALTER SHANLY, CHIEF ENGINEER. rj^Bf" BTTOWN: TRIMED A I' THE OTTAWA CITIZEN" OFFICE. ^wicsajrESTT hi ij.i, i. 1 N •^ 'j 7 7 ' I : i ^J "ir R E P O R T . F,NOINKER»S OFFICE BYTOWN AND PRESCOTT RAILWAY,! BVTOWNj > 36lh July, 1851. S To the President and Directors of the Byiown and PrescoU Railway Company, 0£NTL£MEN, — 1 am now enabled to lay before you my Report on the final loca- tion of the Line selected for the Railway which is to connect the Ottawa, at Bytown, with the St. Lawrence, at Frescott, embracing a detailed estimate of the cost of completing the undertaking ; — Maps and Profiles are also submitted, exhibi^ng the geographical position and facial outluie of the Route. The time occupied in ejffecting the Surveys and preparing Esti- mates has somewhat exceeded the period I had hoped would be suf- ficient to accomplish them. This was owing in part to the very large proportion of heavily timbered lands upon the Route and in part to the additional Surveys required in Bytown and its vicinity, as called for under a Resolution passed at your meeting of 21st May. The instructions conveyed to me subsequent to your Session of 17th April, adopting the " Kemptville Route, East of the Rideau," as the Line of your Road were followed out, and my surveys and examinations confined wholly to that route. The opinion I formed last winter of the facilities presented for accomplishing your project at a moderate cost have been satisfac- torily borne out by the more searching examinations since made, and, with some few exceptions, which will only slightly affect the General Estimate, I have no reason for pronouncing the advantages pesented, for the cheap and speedy construction of a Railway, as less favorable than set forth in my Report of April 17th. Immediately upon the low lands becoming sufficiently dry to admit of the examinations being carried on to advantage I com- menced operations by sending out an exploring party from the Pres- cott end of the route; this was towards the close of ApriL In the first week ol May, a second party had commenced, at the Bytown end, and by the expiration of that month, a careful Trial-Line had been run — and Levels taken, from one terminal point to the athec The preliminary survey completed, I lost no time in setting the two parties to " locate " the Line definitely, and that branch of the work was pushed forward with all the despatch compatible with taking the necessary pains to seek out a route which, without too great a sacri- fice of directness, would combine as many as possible of the advan- tages which admit of a road being graded speedily aud at the same time with economy. - In charge of the party working from the St. Lawrence, I placed I ft I p. Mr. CJeoi>u' Wail; Aoilli, llif jurvt'y ol the Olluwa IimII of llif roiilf I eiitiustoil to Mr. .Mtrcil SV. Sims; boih tieiilU'riiiMi liuviiii/ hail coIim- (lerable practice in Ickmuii.'^ Kailii'U.ls, im>ltM expL'rit.'iu't'il KnymetM'*, in the United States. On the 'i7th May, I received, Irtmi yuiu' Seeretiiiy, ii copy ol the Resolution, passed at y(»ur ineetni:^ ol-iL-t that month, di'eiilinj4 upon havino a survey made with a vii-w to asreitaininy; the hieilities lor carrying the Line to the Canal Basm instead ol to Lot letter " O," as suggested in my formei Report, and adopted at vour meeting ot Apnl 17th. This Survey has been conducted by Mr. James 1). Slater, and every pains have been taken to select the most feasible route. Departing from the Canal Ha.sin at i'-s South Masterly corner it crosses Concession Lino '' 1)" at its angle with "'i'lieodure Street," then Curving to the South passes close in the rear of .Mr. McCracken's Distillery, and crossing the Rideauon Mr. Bearnians property falls in with the other Line on Mr. Smith's farm ; Lot 13 in the (iore. 1 observe from some of the Public Prints that the question of the location of the Northern Terminus is one of keen interest to the peo- ple 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 on Lot letter " O," North of the Nunnery and fronting on the Ottawa. The two moiSt 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 lit and proper place for a Railway Terminus. In such a case as the first mentioned the diflerence in cost of con- struction might be such as to warrant the sacrilice of a ."ry eligible Terminal position to one of inferior merit,— or the reverse might be the case, and the most desirable location adopted, leganlless of the cost of reaching it. Instances of both kinds are rife in Railway History. In arbitrating between the rival location.s 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 compel a decision in favor of that location which would involve the least outlay of Capital. That no such an- tagonism, as that above supposed, e.xists in the case under discussion can, I think, be satisfactorily shown ; but in order to place before you as distinctly as possible all the relative merits of the proposed Ter- minal point.s, and their adjunct.?, it will be necessary for me to enter veiy fully into details; before, therefore, proceeding with my Report as to the Ime generally I shall first lay before you that portion of it bearing more particularly on the question at issue. The point where the lines from each of the proposed Termini fall in with one another, am the main Line, is on Mr. Smith's farm, Lot 15 in the Gore of Glouce: ter : — I r, '1 III" ill-laill'f li) tilt' MllVi'M'.l Kitllf tMllli l.lil ••(>" tu ttial I'liiiiiiiuii |iiiiiil ix. . . I . 'J I iiiilt' Ami t'iDiii llii' CiiiKil I'if.siii •! . I*') <• iJilltMnn't' ill lavoi ul ilit> I'axii KiMilf 'i.C-S " III |Hiiiit t)l c'u-.| the loiii^iT KHilc has tlic aiUaiilaye. TJh- 1 miles iu Lot " ()"' can lie ('()iislnirlei.l ul less t'\|)«'iii't.' lliaii tli»! '?, miles lo tlie Canal Hasiu liy a vfiv (.•(msuleiahk' hiim, an I sluiH pKj- t-eecl to explain. This tliireiencc of cosl, inakinir the l(iiiii;t'r fln.'apfjr ol (•(iiislmc- lion than the .shoitor lunle will he iiiuieistood at auhiiice hv leh-iiinn to the Profiles herewith siihmitted, niul horn which it jiitiy he seen thnt ill till' case of ihe route; to Ivcllcr <•()'' there ars; no ciiltiiiy^s ol ^leattM' ih)()th than S feel — the aviMai^t; being seaiei'ly I leet — ami few embankments to exireeil H feet in lieii^lit, their aveia;ie beinir but 3 feet. The material wherewith to form these emhankmeiils is in nearly every instance to be fonnd close at hand — either sn|>pli(;d by tlie ciittinsjs or else by the nei-essary side-ilitches — (/// at firsl cosl. Oil the other hand, iu the (lase of tin.' Basin Honte, tlie valley of the RiJeau would have to t)e crossed by means of an embankment oi very considerable magnitude — upwards of one mile in length, with an average height of nearly 1') feet, whilst much nl it would e.vc^i'cd 20 feet in height, and containing no less a (luantity of material than one hundred and eighly Ihnusdiid nihir ijards. A deep cut would also be iinavoiilable iu order to cot through the ridLr<" UiiiiT between the Basin and the Distillery ; and whicli alone would in\olve the removal ui' more maUrial than the whole 4 niHcs leading lo the Lower Terminus. The amount of material in this cut would be upwaitis of eighty thousand cubic yards ; a portion of which, by being hauled a great distance, could be applied to loriniug the embankment on the West Mide of the liidcau — the reuuiiuder slionid either be disposed of by being cast up on each side of the cut (as iu the case of the Deep cut of the Canal), to the detriment of adjoining properties or else hauled, at an increase of cost, so as to be "wasted" on the low grounds bordering on the River. The construction of the embankments across the valley would be attended with ceilain difficulties, causing it to cost more than the or- dinary value of such work. These diliicnlties consist in the great dis- tance the material would have to bo 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 hauling of material from the cut, for the Western embank- ment, would add about 70 per cent to the lirst cost of 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 permanent way until the requisite material could be brought from a distance by means of the Engine and Railcars — which would not be until 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 simultan- eously 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 iu t> r. l>i)tli ca*"*'"! ui \\if I.itl»*r "()'■ loiiii' ili»« wiillli lu \>t' luiilgeil woulit tte 'l(X) ti'i'l witli uii aviMHvP .U'plli of water ol M l«et ; af^aiiiHt 3tK) I'eet width aiul 15 teel ilfplli ul svalor (»ii tliP Hiisiii route — tlm cost ol the j'jeator loiiuth of superslnictiuo in lh»i loriuer cajie l)eiiig fully cuun* terbahineeu by the ureuter aniuunt of masonry reciimed in the latter. The subjoined Table, oniboilyiuij the Kstiniates of both routes, exhibits in wliat items ol construction the ditferenco between thorn consiyts, and what would be thu actual excess of cost of the one line over the other. 'I'lio Kstiniales have been carefully prepared from actual measurements — simiLrcharactcnistics being supposed for each route, namely, no gradient to oxceeil HO feet to the mde; and half a mile of the roadway approaching the Terminus to bo graded for Double-Track. ESTIMATK TABLE. Ba ^IN Roi'TB. Dt'iKiniiimtioii of Wnrit. C^uhii- iiiii.'H. Price. Amount. Kxcnvnlion, cut). yd«. 8,5,613 F.uibaiikiiicnt Iruiii Cutliiifn. " 41).7S(I ilo. l)(>rri)\vp. dsi. 9(1. 2». 650/. £ 3;2\l l.iill 6339 4.dS(i 1 531 H'l 3,3U 200 n,634 2,9-r 541 i0.09. LeTrxR *'0'» RouTR. r^uaii- tities. 4 6fl,.n2 I'rice. Od. O 11,763 I «. I 100 7i«. l,.i0O 2.S. 6il. 8. 9 4| 0.| 13; 4:] 2'~fl'i 10 4i 1.3M/. •■] 23W. Tdtal Cost, Difference in favor of Letter " " Route. AinouiU. £ S. 2,226 9 fiSfe 3 4,A<0{ 2451 nsl aioi 60J 8,lfi412 8.731 IC 1,062|1C 14.954!l2 JC«.036 10 8 By e.vaminiug the above Table, it will be seen that there is a diflferenco in the cost of Gradinfr the two Lines of upwards of XOOOO, in favor of the longer one. This difference is reduced on the com- pleted way to £6000, — owing to the cost of Superstructure being, of course, in favor of the shorter route. I would here beg leave to im- press npon 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 you will have your chief financial difficulties 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 feel— the remainder of the road being level or under 20 feet to the mile. — Whereas the Basin route shows two inclines of 30 feet to the mile, descending both ways to the Rideau, and the joint length of which is 8300 feet. In their lineal features both lines present the most objectionable curves to be found on the whole route of the Railway — each having Jwo such curves— of .lout roual length in all cases, but on the route U to Lot Lrftrr "0," both dccui either nn U-vpI or oii vi-ry :;<'iiIIm (Uu- (lients ; whiUt on tho oth^r route one ut thetii is iii cniijinictioii with an ascent, — going Southward, ~~i)i 'Mi led in the inih^. Thus far I havu only dealt willi the rehitive merits ol the //ok/^i /t'adwtg to the proposed 'I ermiiii. The locations theinsolvos are ntill to be considered. At any point on Lot Letter '* O," u Station afiouiid cnn be cons- tructed at compaiiitively Htn.ill expense-— the oxcnvaiion required would be inconsidt^rable, because the Grade-Line of the road agrees very closely with the natural surface of tho lar:d. The first cost of the ground, therefore, would bo the principal outlay towards securing abundance of Spack. At the Basin there only exists of level land the narrow margin lying between it and Nicholas Street, aflToiding an area entirely in adequate, if it is worth while to construct the road at all, to accom- modate its probable business. Further room should, therefore, b<; sought for in rear of the Court House, where the surface of the land is from 6 to 15 feet above the * (irade-Line ; ' in addition to tho first cost of the ground, therefore, every acre of room there required would have to be 'made' — demandin • the excavation, and removal, of from 8000 to 'i5(J(K) cubic yards of material, '.n other words adding to the original cost of the ground from £300 to £1000 per acre. There is one more objection which I have to this location — it is, that by adopting it as tho Northern Terminus of your Railway you would retard the accomplishment of the undertaking kvelve months — the magnitude of tho works connected with it, and the route leading to it, requiring at least that much more time for completion than would be sufhoient to finish all the other works upon the route — to sum up, in conckision, all the disadvantages attaching to the location in question you would, by selecting it, have to incur an increased outlay of SIX thousand pounds, to secure an inferior road — leading to an inferior Terminus — and would sacrifice twelve months of valuable time — which might, otherwise, be employed in earning you a devi- dent on your investments. I trust that I have succeeded in showing that in an Engineering point of view everything, save distance, 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 v ild see, * with half an eye,' that no spot within the limits of the Town (East of the Canal) is so cheaply accessible or, when reached, so well adapted for the Ter- minus of your Railway as Lot Letter 'O ', and I was then of opinion — as I still am — that economy, both as regards time and money, is an element which, to ensure the success of the undertaking, must enter largely into the construction of the Bytown and Prescott Railway, — an opinion in which I am gratified to find I have the support of many who differ from me entirely on the question of * location' — for in the Proceedings of a partial meeting of Stockholders held some short time since in this Town, for the purpose of bringinjr before the Public the alleged advantages of the Basin Terminus, I find a Resolution unan- imously concurred in to the effect that in constructing this Road <' Economy is of all th'ngvS desirable"— a cardinal maxim — which all true friends of the enterprise should luiite with them in inculcating. I will now, with youi permission, touch upon the subject in a B 1 i coniineiciHl point of view. Tlie facilities alioidcd by the Caiiul Looks as a muiliuin of cotii- rniuiicatioM with llie Kiver rniglit sound like a valid ar^uuieiit in favor of locating the Terminus at the Basin were the Trade to accrue to your Iloail from the region o*" 'he lower Ottawa likely to prove of such early iiii])ortance as to warrant a sacrifice of the many advantages which the rival location holds out for the accomrncdation of all other business; but, though tiot prepared to go the length of an article winch lately appeared in a Bylown Journal (advocating the claims of the Basin location) to the effect that all the merchandise to or from that quaiter (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 source will for some considerable time to come rank least in importance of any to which your Road must look for its support : But, supposing it to bo otherwise, the sp»ce af- forded by tlie Basin would be utterly inadequate to the requirements of a thriving Railway business ; and as that business continued to increase, calling from year to year *br enlarged land accommodation in the same ratio would the water accomodation continue to * increase in littleness' until as an adi'nict of the Railway the Canal Basin would sink into utter insignificance. Doubtless at no very distant date the country North of the Ottawa, below Bytovvn, stimulated by Railway influences, 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 thoir wares every possible facility for reaching the Rail, at Bytown. When that lime does arrive appliances can be constructed directly on the River front, and in conn*»'^tion 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 untraramellled communication with the Ottawa. I can point to works on this Contineut where Freights are raised and lowered more than five times the height of the Ottawa banks at Lot Letter ' 0' (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 Hi-.idred Tons a day, and at rates, too, with which the Locks coukl not compete, even were the *pioba- ble reduction of fifty per cent' from the present Taiiff 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, however minor a consideration when placed in the scale against Utilify, should not be wholly disregarded, where both attributes can be made to harmonise, in legislating in the pre- mises for the future City of Ike Ottawa. Immediately before leaching the Canal Basin the Track, for upwards of hall 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 skulk into the Town, to reach a Terminus 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 bn tbsrured fioni siglit by the i>rf.sence of a small number of diminutive cra't. * I On ihe other hand, tho approach to Lot Letter "0" 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 be obstructed, and iht, eli'ect of which upon the stranger yisitmg Bytown would be to create a lively and enduring impression of the beauty of its situation. The position which 1 would lecornmend for this Terminus will be understood by rell'rring to the Maii of liylown, which 1 have laid before you as an axillary to this Report. I propose to run ihe Track through the centre of McTaggart Street, from the Ruleau River to Dalhousie Street, without infringing on any private properly. Arrived at Dalhousie Street, I would there commence Ihe Branch Track's for Station purposes, and would here strougiy recommend the acquisition, by the Company, of as iTiuch land North and South of MoTaggart Street as it is within their means to secure. It should be bounded on the rear by Dalhoasir; Street, on the front by the Ottawa — 10 the South it should reach to Cathcart Street, and should stretch as far as Baird Stieet on the North. I Having already described the linear features of the route from the Canal Basin to where it merges in the common line I shall commence 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 water lots where the new wharves are to ba erected I jiursue the center line of Mr.Taggart Street to the East Side of the Rideau, making a straight line of nearly 000 feet. This brings u? into the Township of GuorjcEsrsa through whic. the line is less favourable in point of directness than I had anticipated ; the trial lino was first run over ths giound wtiic'i I ha.l selected in my previous cursory examinations, and w, is straight from the " L'Orignal Road'* to the Southtirn limits of the township. T.i i rvsult of this survey went to show that the ascei.t of the ' Hogs-Back' Ridge could be accomplished with less labor by keeping nearer to the Ride ui. This location has beea adopted and the greater facilities it presents for attaining the summit without having recourse to deep cuttings and steep embankments com- pensates foi the increase of distance and curvature consequent oa aban- doning the straight lirie. On leaving the Rideau the line curves rapidly to the South and rrns nearly parallel to, and within a short distance of, the River as far as Mr. Billing's, passes close to the rear of his farmyard and curving to the Eas* enters the " Rideau Front" near the centre of the 3rd con- cession, fjud continues in a straight line — almost at right angles to the Lots, as far as Lot 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, woich it cuts at the angle post beween the " Gore" and the 2nd concession. '■: ! 10 Gloucester preseati less f lloiiiishiiiM , Ita^H ol AylriU'i'. 'rii«Micu llioro iiii' HO iiiiics ol Stcaniliojt iiiivi;^'atiiiii lo till' *• ('hats " Ha|)iils at uiiicli jtuiiit tlioit.' .tft'ius a '• poiia^u " of llii(((! iiiilo-', liy Hiiilwdij. I'loiii llu; " ClialH' to " I'oitat^i- <|ii Kdit" — MO mil(»a — is also iiavi'^iihlo, and liorc, at 70 t'liloH aljovci Hyinwii and •200 iniU'H tioiii its jiiiiciiMii with llic Si. Lawicncf, hclow Montical, \vt! find I'oiiiniodiutis JStuaiiiljoals )>lyiiiy; on llic tlii''s|)acioiis Ito.soni of tliin iiol)lu Uivor. AHiMMidin;^ liirlliur towards its »till jar ilistuiit, sonrft's, and inlcrrnptt'd hnt liy ono inconsidcraMi! Hiipid, tlicic art! not less than \Hi inih's o! iiavi;4ahU' watiM' ; ri'ariiin;,' limn liu; " Cahi- nicl " Falls, 7 iriilur, above •• l*orta;,'t' ihi Fori," to the hi'ail ol Him »< Dt'cp liivfr," lit mill's alKivi.* Hytowii. Doiihtlcss tlio tinin is at ham! whi'ii thr jilat'ld sinlai'i' ol ihoso distant uatris, oM-r wliiidi, as y«!t, has only skiinrrifd tho frail ciiiioo, will ho nililod hy tht) paddlu whi'ids of till' hiisy StiaiiiLT, carryinir iii'o thcsH ahno-t iiiii'\|)loii'd roiii'Mis till' iniiiii'iisi,' siipiilirs aiiiinally rtM|iiiii>(l hy tho lliintiM', tim " VoyugiMU " and llu! •• Lninhi'iinaii '* — tiioso Canadian '* Arabs" — whoso nuinbi'rs an; now comitt'd by ihoi^aiids and whoso imli.vod iibodosaio in the oviM-rrci'dinij loivsls boyoial. Tho Hlrcains abovo relont'il Id, as tributary to tho Ottawa, soe- tioru'd by frcqiu'iit Falls and Kapids — arc all pt'onliarlv lavoralilo for hciii;^ turiUMl to aci-uiiiit lor inaiiiilactiiiiiiy puiposos. I'hc auioiiiit of '* water-power " that could thii.-. bo made available, oven within a rnnderaie cireiiit u{ lUtown, is beyond all calciilalion— whilst within the very prei.'iiiets oT tin; 'i'own i'selt', the main liiver. pre('i[)ilated over llio "Chaudieres" Falls, presents a pewer, almost ready made, to the extent and capacity of tlie whole volume oflhat mi;jhty stream, lu this instance alone Nature, anlicipatiny Art, has done more towardH const rue tinjj,- a motive power for maidiiiu'iy than has been i.-Mc'cted at an outlay el lumdieds of thousands of dollais liy the enterprisinjf moii to wiiom Lowell, Lawroiice and Hadley, the jjieat manufacluriiii; towns of Ne*v F.ui^laiid, owe tludr e.xisti.'nce. The pepn'ation of tho '' Ottawa Country," as abovo laid down, may bo taken at 85,000— in the following proportion to each territorial division, — County of 0(1 luvii. .... 18,000 " •• W.iis.sril (mi purt) - - 5.000 " •' (.urli'toii, - - - . 1»2.000 " •• I.iiuiirk .iiid Kcnfrew (in part) 2.iA)m Town of Hytowii, - - - - :.,,00 Scttlirs on iinsiirvcycd liUiids — say, 5.000 Floating Population in Lumber region, say, 5.000 «5.000 That portion of tho valley of the St. Lawrence through which the Line is located, consisting of the County of (^renville, contains about 20,000 inhabitants; so that tliere is a total present population of 105,- 000, to wiiose industry and recpiirenicnts 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-trallic of tho Road. Even with this population, and the known fertility and lesources of ihe Country, the enterprise cannot prove otherwise than a safe one le those embyrkiii'^ in it : whilst counting on the rapid in- 22 rie:ise ocifaiii to take place uiuier Railway impulses (unless yours should piovo ail e.xceptiou to all similar undertakings,) and on the greatly enhanced value of real estate, throughout the length and breadth of the circuin-jacent ilistrict, it cannot fail, within a brief period from its completion, to be a mo!«t remunerative one. I have already (page 19) quoted some instances of the amazing growth of towns, under the fosteiing influence of Railways, in the neighbouring States : not one of the inland towns or cities there cited possesses natural advantages equal to those with which Bytowa is .>o liberally endowed ; nor is any one of them surrounded by a terri- tory of greater capabilities than the Counties of Caileton and Grenville. I refer you to Appendix C for details of population, assessed value of properly, &c. &c., on, and in connection with, the route. To render apparent what must be the advantages derivable to the "Ottawa (Country" and the To nships on either side of the lino of road from the opening of b.uch a channel of communication with the 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 fifty miles above it, — with the River St. Lawrence, at the most favorable point possible, to wit. : — foot of Lake navigation, and where a Ferry ot scarce a mile in width gives a connection with the Ogdensturgh Rail and, through it, an unbroken communication with the Citiea of New York, Boston and Montreal, and the entire chain of Railroads in the New Eng- land Stales, and the Southern Section of the State of New York. — ■ From present appearances it is at least probable that the " Main Trunk Line " will be laid not very far from the St. Lawrence. I would consider this as advantageous to your interests, because all the traflic, 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 re- venue nearly as much as so much " through " business. You will thus have a choice of Markets : by means of a well ar- rp.nged system of ** Ferriage" at Prescott, you can have access throught the year to the two best that this Continent can boast — Bos- ton and New York — 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. *rhe following TabL shows the distances from Bytown to the principal Cities and Towns where the business of her Merchants is likely to call them, and the time it will take to reach them : — Names of Places. Ogdensburgh, - - - - - Burlington, - . - . . Boston — via Verment Central Railroad, New York — per Railway or Troy Steamers. Montreal — via Rouse's Point and St. John's Kingston — per Steamer from Prescott, Oswego, " •' " Toronto, " " " Miles Time. from Bytown. Hours. Minul03 54 1 40 212 7 30 460 16 .^_ 562 21 _ 212 7 30 114 6 40 184 11 295 IS — 23 With your existing modes ol tiiivelling, it rc-(|uirc.s ;u uiru.'ti lime lu reach the St. Lawrence, ut Montreal oi J'rescott, as, with a lliiilway fro)vi Bytown to F eseoU, woukl be sulUcient to carry yon hall way to NewYoik, or three fourths of the way to IJoston- The ti*Hirn'.'y to Kinjrston, which now occupies twenty-four houv.-i thronirh the tedious windings of the Kideau Canal, could then be accomplii^ied in less than one third cf the time, and in the same way— and tiuie— the "Rome and Cape Vincent'' KailroaJ Terminus could also be reached. In the summer trip from Bytown to Montreal, a saving iu time of live houis could be effected by taking the Circuitous Kailway Route ; whilst the winter journey could be performeil in less time by at least eight hours than the best " Sleighing " could admit of. The manifold advantages which the commercial and travelling community, generally, throughout your section of the country would derive from thuse increased faciliMes of intercouse with the larger towns of Canada, and the Atlantic Mties of the Union need no cotu- ment. Railway Traffic may generally be classed under three heads. 1. Through Freight business. 'i. Way do. do. 3. Passenger do. I will touch as briefly as possibly on what I consider to be the legitimate expectations of your midertaking from each of the above sources. Taking the cost of construction and equipment at .t;2-20,000, and the expenses of operating and maiutaing the Road at 50 per cent of the gross earninge — a large proportion in view of its favorable char- acte'ristics — it would be necessary to do a business to the amount of £26,400, per annum, before six per cent on their investments could be divided amongst the Shareholders. If for the first two years rrom the completion of the Road, its earning should only be suflicent to meet current expenses, and the interest on whatever amount of bonds you may have to issue the, Stockholders would not, I think, under those circumstances, have any reason to' be apprehensive of the successful results of their undertaking, because the certain inerease of trade, under its influences, would ensure its becoming from that time forward a remunerative investment. That an amount of business sufFicient to defray expenses and interest would accrue to the Road at once on its coming into operation can hanlly be uoubted, and I incline to believe, even, that the earnings of the second year would be nearly, if not quite, equal to the sum required for expenses, in- terest and a six per cent -Mvided. I predicate my Estimate of the Throug-h Business, to be looked forward to, inainly on the great Staple of the Ottawa Lumber. In the article of "Sawed Lumber," a very large trade has, within a very short period, sprung up between the Ottawa Country and some parts of the United State^. The exportations last year reached as high as twenty millions of feet — board measure. - The Saw Mills at present in operation on the Ottawa, and its tribu- taries are capable of manufacturing five times that quantity— and yet the water powers of that region are scarcely more than " tapped." The demand in the United States for this article of commerce is year- n ; i mmmmmm ■ii I! ly iiicrt'asiiiLi-, \\l'i''' '''*• nicaiis ol supply within hor own T(.M■|■iU)^i^^s are us rapidly uii lire eh^clinc. Tlid iiaiis[)()rtali<»n ironx Hytown is iioweirected l>y wat<:r, and the time recpiired to reaeh Lake Chaiii- l)lain, throu^'lithe ciicnilous route of ihe t.'liutnbly ('anal, about ten days. The Lumber lecpiired tur tiie Eastern Market is then trans- ferred to tlie Rail at lUirlin^ton, that for the Soulli prueeeds by (,'anal to Troy. With your Hallway in operation, Sawed Lumber could bo laid down at ahno>t any poinl in Vermont, New^ llatni)shire or Mas- sachussetts in I'onr days from Bytown, with but one trans-.-hipinent, (at Prescott.) Southern New "Vork is fast stretching- out her iron arms to connect with the Ogdensburgh Road at Rouse's Point. With this junction eflected your Lumber conhl also be delivereil in Troy or Albany in half the I'-ne it now takes to reach Whitehall. Tiie tarilfoa sawed lumber over the Ogdensbnrgh Road is $2,50 per M. feet, board measure, allowing lor your Road SI. 50, including the Irans-sliipment at Piescolt, would make the through freight from Rytowii to Lakti Chaniplain i^i.OO per 1000 feet, — at which rate, in the article of Stuftoiud Char Lumber at least, you could very well compete with the water route. The facilities from bringing lumber to the St. Lawrence should open to you other channels for this branch of trade than tlujse to which it is now confined. Oswego would be likely to take large quantities, to be sent through the l'"ii<' (anal for the supply of the numberless llourishing towns along that great high- way. I deem it not impossible, even, that an im|)()rtant trade in this line might be established with the towns upon l^ake Erie, and even further West. The Schooners bearing the products of the Western States to the Ogdeusburgh Railroad have generally to return in "ballast". — and are therefore irlad to get any kind of heavy freifiiht to take back at almost aiiv way the sand stone from the Poi> Ogdeusburgh Road, is sent in r->' and elsewhere on the upper Lakr ifs that will pay cost. In this u (piarries, in the vicinity of the ([uautilies to C'levelaud, Chicago j'or Jlagging, as to form quite an important item of way-trade to that Railway. This otono has been carried to ('levelaud, in its manufactured state for 75 cents the ton. Why might not the Lumber of the Ottawa be sent in the same way to contribute to the growth of these ever increasing cities of the West ? Ill view of all these probabilities of a vast and rapid increase in this branch of Commerce it is hardly presuming too much to suppose that the annual exports to the United States will in three years from now have reached to forty millions i'eet, board measure ; and assum- ing that but one lialf of this cpiautity — twenty millions— is carried by Rail to the St. Lawrence, at the rate of $1 25s. per 1000 feet — your road would reap from this source an income of £6250 10s. From the various and numerous other, shaped articles in avood, such as Lath, Shingle, T aves. Hoops, &c., I would assume an income of £1500 — making the whole revenue from the products of the iorest amount to £7750. The Country North and North Wesi of Bytown will have a surplus produce to send out, consisting of the coarser kinds of grain — Rye, Barley, Oats. &c., also potatoes in large quan- tities, Ashes, and Cattle. Judging from the present products of the Country it is safe to count on £1500, as the amount of freight on suc'.i exportG as the above ; and which with the revenue from Lumber, &c., make up a sum of £9250 for the whole " through freight " receipts, on outward bound articles. 25 Your imports will consist of Provisions, such as Flour, Pork, &c., for the support of the population engaged in the Lumber trade, whose numheisj will .iverage anniuilly nearly 11,000 — and whose conisuniptiou has been estimated ul 30,000 barrels of Flour — 27,000 barrels of Pork — 2,700 chests Tea, — besides Spirits, Clothing, To- bacco, &c. Nearly all the Pork, and much of the Flour is brought from abroad — either from the United States or the Western Section of Ca- nada, and would be certain to roat-h Bylown by way of Rail from Prescott. Those imports, with all their accessories, for the supportof the non-producing population may be set down as adding JE 1500 to the receipts of your road. Many of the principal merchants of Toronto, Hamilton and other rising Towns in Western Canada are beginning to import their goods by way of Bosto.i, bringing them through, in " Bond," ovei the Og- densburgh road. The quantity of "Debenture Guods" that have been brought, and are now under contract to come, over that road, this season, is enormous. With but one break in the Railway con- nection between them and Boston, or New York, the merchants of Bytown will assuredly find themselves equally in a condition with their brethren in the West to act as their own Importfs. It 18 not unreasonable to expect that, by the time the road couia be opened to the public, the demands of the Ottawa Country for British and For- eign Goods would amount to 2000 tons, on which you would receive jEIOOO. There are forwarding Houses in Boston now making con- tracts with merchants in Toronto, and elsewhere in Western Canada^ to deliver goods direct from England at £5 per ton — or if brought per mail Steamers, as " Express Goods,^^ for £8 pei ton, to be delivered in Toronto in 16 days from Liverpool. The heavier articles of Canadian or American manufacture such as Stoves and other Castings — Iron Nails, Plaster, Salt, Machinery, Furniture, &c., &c., will form a large source of income, which I ven- ture to put down at £800. From Imports, therefore you should derive a revenue of jE3,300, making a gross amount of receipts on " through business" of i:i2,5'^0. For the number and capacity of Saw Mills now in operation on the Ottawa and its tributaries, and the number of hands employed in working them, see Appendix D- Way Bnsines*. The Way-Trade to which your road may look forward will be one of its chief sources of profit. The demand in the Eastern States for all description of produce for which the soil and climate of this Section of the Country are best adapted, such as Oats, Potatoes, &c., &c,, is yearly on the nicrease. The farming community on and con- tignons to the proposed line of Railway have already sensibly fell the benefits of the market created by the Ogdensburgh Railroad. Ap- pended to this Report you will find a comparative statement (vide appendix E.) of entries, from Canada, at the Ogdensburgh Custom House,in the year 1850 and the half year ending 30th June 1851. Th# increase there shown is enormous, but does not convey a perfect idea of what this trade has been, because very large quantities of gra/n and potatoes, owing to the want of facilities — since perfected, fdr crossing Lake Champlain,at Rouses' Point, were sent round bjr water S6 :; to Burlington. 1 know one tradai wl>o shipped 20,0(K) bushels In this way. The nucleus of a trade has thus been established, which, with Railway conveniences of your own, might be mutuied into one of Bufficient magnitude to almst support a Railroad, unaided from any other source. The pioneers in this trade have been a lew stray Ame- ricans, from Boston and the vicuiiiy, who, not dolerred by bad roads, and it must be confessed, rather uninviting appearance of the Coun- try immediately ill rear ufPrescott, have penetrated as far North, perhaps, as Kemptville ; their transactions, last winter, may have reached to the extent of 70.0U0 bushels, chieliy Potatoes and Oats, picked up m small lots, mere " waifs " of the pioducts of the Country. In the apparently insig-nilicant article of eggs 1 find, in the Canadian, entries at Ogdensbuigli, agaiiiat one hundred and forty dozen in 1850 upwards of rifteen thousand dozen in the first six months of 1851. The produce in potatoes, oats, barley, maize &c. of the counties of Carleton and Grenville, and such parts of Lanark, Renfrew, Russell and Dundas, as would contribute to the way-trade of the road, amounted labt year to nearly 1.225.000 bushels : with a certain market to depend upon, there can be no doubt but that a surplus quantity equal to the above would be raised, and disposed of to the foreiijn purchasers. From the products of the field, therefore, with those of the dairy and the poul- try yard which will be attracted to tlie road at all the way-stations — you may count upon a revenue of £6000. At two points convenient to the load the Rideau Canal presents fine but, neglected, water power. Under the new state of things, consequent on railway influences, these will doubtless, be made subservient to manufacturing purposes, and through their agi-ncy a portion of the pro- ducts of the forest wid be shaped into marketable article-^ and sent over the Railway, from the nearest station, to find a ready sale on the oanizs of the St. Lawrence. Another portion of the products will be disposed of in the forms of cordwood, railway tie*, bark, ashes, &.c, and the whole trade from this source — the forest — should be of sufficient magnitude to add £800. to your receipts — the imports " store goods" for Kem])tvlllp, and to be disposed throughout the villages right a"nd left of the line,wiih all the heavier articles of importations, enumerated under *< through business," may be put down as likely to yield you £800 more. You would thus derive from the way-business of your road a re- renue of £7600. That I have not over-rated the probable value of this portion of your prospective .trade, I feel convinced from the results that 1 know to have taken place on the Ogdensburgh Railway — a work construc'.cd through a country of attributes strikingly similar to those of the country between the Ottawa and the St. Lawrence, on the line of your road — abounding in lumber and with great agricultu''dl and manur.iclurin.^ resources, as yet scarcely developed. The local traffic on that road hassurpassed the most sanguine expectations of its projectors, and large sums of money are ,now being expended to increase the accommodations at way-stations. The sum I have put down as likely to accrue to your annual revenue from local traffic hardly amounts to two months average receipts from way-business on the Ogdensburgh joad. There are two stations on that route, those of Fotsdam and Madrid, which eack do as much business annually as I have assumed for your whole income from local sources. The Townships in which the Stations referred to are situated and those » danking them, are perhaps more populous than your best Townships by about one third, but possess no naturnl advantages over yours either in an agricultural or commercial point of view. At other stations along that roapcrtion of the present travel being ' xomplished by meant of private conveyances. 'J'aking into account the numbers that now travel to and from Ey- town, and its surrounding country, via the Ottawa, to Montreal and the Rideau Canal, to Kingston — during the season of navij;alion — and by stages and private or hired conveyances in winter, andbeween Bytown and Prescolt at all seasons, coupled with the rapidly increasing intercourse with the United States and a newly created desire amongst the " Home C immunity" to •• sec the world'' — a nesire invariably at- tendant on Railway conveniences for travelling — I do not think I es- timate too higii in assuming that in three years fmm now there will be travel enough bi-tween ine Oitaaa country and the outer world to afford 12 passengers daily — each way — over the road — bringing into your cof- fers an annual amount of, say, _ . _ £3000 0. to whici) 1 would add for < Wriy passengers' - 1700 0. which only premises under the latter heading, the average receipts per month, at each station, at aboui £18. At the stations above quoted, on the Ogdensburgh road, I fiml that the tickets purchased at the stations, by the travellers outward bound cnlj- amount to from £100 to £40 per month. Reeapitnlation of Items of Revenue. as above detailed, stands as follows, — Through freight business Way " Passenger " « £12,550 7,600 4,700 Total assumed receipts for second year's operations, £24,850 allowing, as hofjre stated, 50 psT cent of the gross receipts for the ex- penses of operating the mad there would rtMnain a balance sufficient, witi in a few hundred pounds, to pay a dividend of six per ( ent on the estimated amount of capital required to complele and stock the load. Whilst such results, obtained within so short a period fioin the accom- jilishment of the work, should sal'stytiiose embarked in it of the safely of t'l. ir investments those most set plical as to the piojecl l)eiMj; carried out, or as to its beneficial results if complete a, will I think, acimit Ihat the above estimate of Revei.u- ij piedicated on reasonable grounds ; most of the items assum "d being based on the present capabilities of the country without allowing for the certain increase of popuiation, and consequent enlarged demands of trade, which must annually take place 28 — Railway or no Railway. The indirect benefits to the whole region interested in this projects would very far surpass in importance the most favourable estimate of Urtet results— as above touched upon. Its accomplishment would pidce By town in a position sound in commercial importance to that of no town in Upper Canada: — Prtrscott would at once be elevated into a place of consideration as the trans-shipping point and depot of a large and flow- ing trade, whilst the wide extent of country bevond the northern Terminus and on either side of the^line would feel the vivifying effects '/bfi/i/if's/rom-' read "facdilusfor. 3— for "mu/urct/" reail «nuWwrct2." 11— read '< the'' before " mere «?ai/s." 20— omit "//le" before "/oreign purcftoiorj. 33— read " o/'" before " 67orc Goods.'' 34__for " rfi,y/;os<'d" read " disj^erscd,'* 5__for '''sound" read <'secorwi." 13— for '' ^vculiies " read "facilities." 15— lor '-"'ibirn" read <' twm." N 189b» 2247 226561 260101 262b44 226561 260101 262544 2774 0.64 6.35 2.82 0.13 0.30 0.35 0.46 i 2774 2797 2797 2838 0.78 i 47.47 1 53.75 1.19 1 2.5c 1.08 " 1.02 0.46 Pre8coU< •ymimnmmmmmmm 28 — lUilwij or no Railway. The indirect benefits to the whole region interested in this projectf would very far surpass in importance the most favourable estimate of dirtet results — as above touched upon. Its accomplishment would place Bytown in a position sound in commercial importance to that of no town in Upper Canada: — Prescott would at once be elevated into a place of eonsic^ration as the trans-shippina: uointand dennt of a l«rcr«» nnH nrrmv- AFFENlilX. TABLE OF UNEAR ARRANGEMENT OF ROUTE. Stations. Curves. Total Straight -. - ,. =^— .-. — -^-..,t:- No. of Remarks. Line. Radius RndiuK Radius Kaaius 1 nauiuv || miles. From To 2.865 6.130 1.640 10.000 U.O'lU Miles. feet. feet. feet. feet. Miles. feet. Miles. Miles. Miles. 2S 0.53 Bytown. 28 ftow 0.43 5070 7560 0.47 7560 10860 0.63 10860 165 1.06 165 ' 19543 0.58 19548 243 0.90 M *lt* f 243 267 0.46 Billing's 267 27860 0.22 27860 3096O 0.58 30960 565 4.84 565 582 0.32 ■ 582 847 5.02 847 86560 0.35 86560 930 1.22 930 951 0.40 951 124164 5.51 124164126930 0.52 l269aoi622«s 6.70 ! KomptTill 162266165233 1 0.56 165238188531 4.41 ^, 188537 189628 1 1 0.21 189623 2247 6.64 1 2247 226o«l 0.3S j 226561 260101 6.35 260101 26254^ I I 0.46 •1 262544 2774 2.82 O.Vi J 0.3C ) 1 2774 2797 2797 2838 1 0.7S t 1 Prescott. - li 47.47^' 1.19' 2.5. ■ 1.08i 1.02 0^4€ (loSJpli ■ A PPCNDIX B — Tabl* of Orada*. Bj l» 5 1 1 ill Ferl. A ■CENIIINO. UeK'F.NOINU. "X s iv^ £ llute per \uw-. Lciigih ill Feel. lllxe KitU' LiCIIKlll f,«i V'is ?5 From Ti) per Milf ill F.el. Full. 7 i 783 72j -34.40 64.0. Oyiowii. 2 7IW 18 1320 1.075 263 -57.08 61. 3i 3 IS 28 i.oj: i< •< 1 Rideau 1 Kivcr. 4 2S 4^jS9' lOM 2.130 430 -61.38 57.0i 6; 4J50 90 4.03C n \ *> 6 90 12) 1843 3.00( 10«o -50.88 67.5S 7 120 173 3»a 5.50, 413 -46.73 71.65 8 17J 3>8 Jj30 15.30! i796 41.23159.6c 9 3:28 334 600 ■ 4 I 11 to 334 36 !« 184.1 3.050 1067 3 ).30 118.91 11 361S'' 433 )036 8.85(' )089 81.43 19.).8.. 12 433 560 i 683 10.70, 1 ::3 > 94.83213.2: 13 560 600 1 >640 4.001 200U - I14.,83 233 2. ■^iimmii 14 600 640 2J^»; 4.000 1800 96 83213.2ol (Cuiiiiiiigha 15 640 63b 1.600 " ', 16 656 681 2640 2.50f 1250 109.33 227.73' 1 J Spratl'* : ^ Ilidgc. 17 681 735 2301 5.400 2970 79 63198.03 18 733 761 1066 2.601, 520 84.83203.23 19 761 878 11.70' 11 1 11 21) 878 940 2112 6.200 2460 60.03' 178. 4 3 21 940 9H3 2.900 • ' 1 1 22 96J 1003 .j20 3.400 86J 51.53 163-93 23 1003 1064 6.100 i • II 24 1064 1030 1 1 32 J 2.600 650 45.03 163.43 2j 1090 1150 6.000 (( 1 1. 26 1130 1196 2112 4.6u> 1840 63.43181.83 27 1196 1239 396 6..'J00 472! .58.71177.11 3ailickU. 28' 1 239 1287 1 lo«i :>.800 840; 50.31 168.71' 2? 1287 1372 1 32= 8.300 860 41.81 160.21 3;i 1372 1503 13.300 1 i( 1 It 31 1303 1619 660 11.400 142.^ 56.06174.46 32 1619 1647 2.800 i< 1 i< Kemptville. 33 1647 1717 2640 7.000 3300 91.06 209.4C 34 1717 1742 15&4 2.500 760 8356 201. 9(; 35 1742 1787 2904 4.300 2475 ! 108.31 226.71 36 1787 1805 1.800 .1 1 ti 1560 92.7l'211.11 37 1803 1837 1 1584 5.200 38 1857 1912 5.500 1 >. 1 11 1 1 Saunder- 1 sou's 39 1912 1947 2904 3.500 1925 !lll.9fi230.3C 40 1947 2002 1 2304 3.500 302.5! 8I.71'200.11 41 2002 2105 264 10.300 315; 86..86i205.26 42 2105 2147 2904 4.200 2310 ,109.% 228.36 43 2147 2192 i 2610 4.50( 2260,1 87.46 205.86 44 2192 222222 1320 3.022 765 1' 93.01 21.3.41 45 2222-^2 226210 2112 4.846 161S| 78.83 197.23 46 226270 2316 11616 5.330 1172 ,: 90.55 208.95 47 2316 2381 23^6 6.500 2926 61.30 179.70 1 Nation 'i River 48 2381 2426 4.50; 11 II ■ CVIWI. 49 2426 2450 1320 2.400 600 67.. 30 185.70 * 50 ;2450 2502 i 1320 5.20C 1300 54.30 172.70 51 ,2502 2632 6336 13.00C 1560 69.90 188.30 52 12632 2716 184S 8.400 2940 40.30 1J;8.90 53 2716 2753 1066 3.701 740 47.90 166.30 54 2753 282919 2904 7.616 419C 6.00 124.40 551 282919 2841 1.181 125.402 1 " (( Pre«coti. ! 1 0^.956 95.742 J/ m o i I* e © e . c c o g QO 1 f»4 u: 2 p« s I e 05 H a 3 u ^M »-M «H ^ S3 t^ 05 en S « ^ ^^ l». er) t^ eo o « 00 n »^ a Amv^'mz D. Stiitrm(n( of tlif titimbcr and lapaiity uf Siw Milh i»i the Ottawa and its Trihutarits, which arc cutting for exportation only. AvciOita 1 No men N^lllll! of No. Loffn riccfiofi F«el nnplnveil I'UuitnMliiiioiitA. Wliero SitUHii'd of Cm. Miuiidard IJouriU ni Ki'liuiK ■Shw*. D«aU. iiiea«ure. lofc* »n\v- iiiiT rHliiiiH fcliriiii;iiii( 110 III iVlHikel Ilawk'tliiiry Milli, m the Otinwn. 7J5,000 AtO.OIN) 14 880.000 300 Uiiwiniiir* Mill*, lieLiLVic. 3'.' 40.(M)0 2hh.0OO I.WO.OOO 180 UlffcloW'H (Id (ii in<)ur'4 (III (X)0 7 !»20.0(J0 lt.0 McKay ^c MLKiiiiioi>> tlo at Hytiwii, 3U 20,000 144.000, 3.900.000 00 HlHIlllsll'.i «lo do 3.1 25,000 i.w.tHW i.ffiio.m) 90 Kiriin'* »lo 111 tlie F.ft'idlicii. in iO.OOd 2IU000 f».0-JOOiH) 13,J CiiokU lit' • • \. Niiiuiii U. Hi 3IIOH) 21(1000 6,!)4')(XKi 135 Mc.Muiiiii'4 •' •• Soiilli do l)i 20 000 141 000 3.9(iO,0(Hi 90 I'iMkiii's do •' rppi-T Dlllill'lir 16 co.ooo 1 H(XH) 3.!)«0()(Kl 90 VVillaoiiU do " '• l^rnVIT do 22 20.000 14».0 !»0 ChryKlfi •« I't) " 80UII1 Nulioii U 12 20.000 141000 3.900 000 00 BIumIl'II'.-. do " •• do do 12 20.000 144 000 3 960,000 90 Cobtlfgfove'* do • " do do 12 20.000 410.(X)0 144,000 3,960.000, 00 4.12 .3. .134.000 93.060.000 2010 N. B. —The above Table is borrowed from a Bytown Publication of 1819. Irnprovemenls and increase of capabiJities have since taken placu in many of tfie Establishments. iiIP3^:S2!DaS E. Comparative SUilement of principal Entries of Canadian Produce at O^dcnsburgh Custom House for the year ending 31st December, 1861, and half year ending SOth June, 1851. Description of article- Oats bushels, .... Potatoes bushels, . . . Barley, do ... Eggs dozen, .... Butter lb., Cattle (neat) No. . . . Swine Nu Wool lb., Rags lb Sawed Lumber feci B. M., Undressed Skins, value, . Year eiicliiig Halt year 31 si Decem- ending 30 ber 1850. June 1851. 7051 21.934 517 11.635 25.52 140 15.137 52.033 36.182 2875 1753 185 a53 6879 5549 7055 14.015 195.573 230.735 $113 $203 1 Annua Katio r f Increase. 620 per cent. 4500 " 25000 " 22000 " 40 " 25 " 380 " 62 " 400 " 240 " 360 " ^m^mr