IMAGE EVALUATION TEST TARGET {MT-3) 1.0 i.l l^|28 150 '""^* 1^ 1 3.2 Hi 2.5 2.2 ^ U& 1120 IL25 ill 1.4 m 1.6 Fhol ^ Scmces Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 87!2-4503 k A {./ ^ .^^.. y*^ <: ^M :/ ^7 1 « L1>^ l\ iV q> V ^mc^ '9) yjc ^ CiHM/ICMH Microfiche Series. CiHM/ICMH Coliection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notaa/Notas tachniquaa at bibiiographiquaa Tha Initituta haa anamptad to obtain tha baat original copy availabia for filming. Faaturaa of thia copy which may ba bibliographically uniqua. which may altar any of tha imagaa in tha reproduction, or which may significantly change the uaual method of filming, are checked below. 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Q Additional comments:/ Commentaires suppiimantairea: Varioui psgingi. Thia item is filmed at the re Auction ratio cheeked below/ Ca document est film* au taux de reduction indiqu* ci-desaoua. 10X 14X 18X 22X 26X 30X 12X / 16X 20X 24X 2ax 32X Th« copy film«d hart Has baan raproducad thanks to tha ganarosity of: Ligiiiature du Quibec Quebec Tha imagas appaaring hara ara tha baat quality possibia eonsidaring tha condition and lagibiiity of tha original copy and in icaaping with tha filming contract spacificationa. Original eopias in printad papar eovara ara filmad baginning with tha front eovar and anding on tha last paga with & printad or illustratad impras- sion, or tha bacic covar whan appropriata. Ail othar original eopiaa ara filmad baginning on tha first paga with a printad or illustratad Impraa- sion. and anding on tha iaat paga with a printad or llluatratad impraasion. T!ia last racordad frama on aach microfieha shall contain tha symbol —^'(moaning "CON- TINUED"), or tha symbol y (maaning "END"), whichavar appiiaa. Mapa, plataa. charts, ate., may ba filmad at diffarant raduction ratioa. Thoaa too iarga to ba antiraiy inciudad in ona axpoaura ara filmad baginning in tha uppar iaft hand comar. taft to right and top to bottom, aa many framaa aa raquirad. Tha following diagrama illustrata tha mathod: L'axampiaira fiimA fut raproduit grica it la gAn4rositi da: L^iil3ture du QuAiec QuMmc Im» imagaa suivantaa ont 4t« raproduitas avac la plua grand soin, compta tanu da ia condition at da la nattat* da l'axampiaira film*, at m eonformiti avac laa conditions du contrat da fiimaga. Laa axamplairaa originaux dont la couvartura 9n paplar aat imprimte sont filmis an commanqant par ia pramiar plat at an tarminant soit par la damlAra paga qui comporta una amprainta d'impraaaion ou dllluatration, soit par la sacond plat, salon ia caa. Toua laa autras axampiairas originaux sont filmte sn commandant par la pramiAra paga qui comporta una amprainta dimpraasion ou d'illuatration at an tarminant par la damiira paga qui comporta una taiia amprainta, Un daa symbolaa suivants apparaftra sur la damiAra imaga da chaqua microfieha, salon la caa: ia symboia — »> signifia "A SUiVRE". la symbols V signifia "FIN". Laa eartaa. planchaa, tablaaux. ate, pauvant dtra filmte k daa taux dm rMuetion diff«rants. Lorsqua ia documant aat trop grand pour 4tre raproduit w* un saui cllch*. il aat film4 A partir da rangia sup4riaur gaucha. da gaucha d droita, at da haut 9n baa, it pranant la nombra d'Imagaa nAcaaaaira. Las diagrammas suivants illuatrant la m4thoda. 1 2 3 1 2 3 4 5 6 NORTH SHORE RAILWAY. OPINIONS OF SEVERAL ENGINEERS RESPECTING TITP: SPECIFICATIONS. 1873. NORTH SHORE RAILWAY. OPINIONS OF THE ENGINEER IN CHIEF, AND OF SEVERAL CANADIAN ENGINEERS RESPECTING THE SPECIFICATIONS AND CHARACTER OF THE RAILWAY. I •V • NORTH SHORE RAILWAY. V • LETTER from the ENGINEER in CHIEF to the PRESIDENT of the Company. » OFFICE OF THE ENGINEER IN CHIEF, Quebec, June 5, 1873. Colonel Wm. RHODES, President, N. S. R. Dear Sir : I am informed that at the meeting of the Board of Directors, held yesterday, it was intimated by some of the Directors, that the existing Contract does not pro- vide for a first class Railroad. So long as these charges were confined to newspaper articles, written by unknown and irresponsible parties, who admitted that they had not even seen the Contract and specifications, I have not felt called upon to notice them, any farther than was done in my report of May 28, 1873. But inasmuch as the matter has now become a subject of serious discussion in the Board of Directors, Several of whom are new members, it seems both just and proper that it should receive some attention at my hands. During the negotiation of the Contract, and at the time of its execution, it was distinctly understood by the Com- fiv i 2 NORTH SIIOUE RAILWAY. pany unci Contractors, tliat the superstructure of bridges should be of wood instead of iron, and that the rails should be of iron instead of steel, and should weigh not less than fifty-six pounds per yard, upon the Main Lino, and forty- five pounds upon the Piles Branch. The specifications wen^ therefore made to contain these provisions. The Contract provides : " That the most direct and prac- ticable route, of which the capabilities of the Country will reasonably admit, shall be adopted, both for tlie Main Line and Branch." It also provides : " That the said materials^ workmanship and fixtures required for the construction equipment, finishing and completion of the said Railway shall ho first class in their character, and that they shall conform in every respect to the requirements of Law, t6 the General Railway Acts and other Statutes referring to the said Company, and to the annexed specifications." The " requirements of law and of the General Railway Acts " referred to in the above paragraph, are such as relate to fencing, road-crossings, draw-bridg(^s, &c., which are found in the General Railway Acts. And also to the following extract from the Act of December 24, 1870, relating to the grant of two million acres of land : " The Company shall be entitled to such grant on the following conditions only : 1st. The said Railways shall have been completed and put in operation to the entire satisfaction of the Lieutenant Governor in Council ; and steam navigation shall have been put into operation on the St. Maurice."^ Also, to the following extract from the Act of December i.4, 1870, relating to the subscription of one million dollars by the City of Quebec ; 4. " The Corporation shall issue their capital, according to the progress of the work, pro-rata to the total cost of the LETTEll FROM TIIR CHIEF ENdlNEER. 8 road ])ot\veeii Quebec jukI Montreal, on Ihe rcr/ijlcates oj the Engineer to be named by themse/ves. " It \vill be Keen IVom the ifa/icised portion of the above extracts, that the Company will not securt* its land g-rant unless the road is " completed and put in operation to the entire satisfartion of the Lieutenant Governor in Council. " And that the Contractors will not receive the (Quebec City- Debentures, unless the character of the work shall be such as to meet th(» approval of an En■ ' " >■ ' LETTER FROM THE CHIEF ENGINEER. 9 pressed and well established rules of the profession, in matters of this kind. And I know, from the high cha- racter, large experience and established reputation of the gentlemen who have undertaken in good faith to construct and equip the North Shore Railway as a first class road, that they will not hesitate to incur any expense that may he necessary to accomplish that object. I have the honor to be, Very respectfully, Your obedient servant, "Silas Seymour, Engineer in Chief. 4 ■ NORTH SHORE RAILWAY. SPECIFICATIONS For the Construction and Equipment of the MAIN LINE. »i I I. General Provisions. 1. The Initial point of the Main Line of the North Shore Railway, will be at or near St. Pauls market, in the City of Quebec, at such point as the Eailway Company may de- signate. And the Terminal point will be at or near the north-easterly limits of the City of Montreal, at such point as the Railway Company may designate. The location of the line and the arrangement of grades, between the initial and terminal points, will be made under the direction and supervision of the Engineer in Chief, and subject to the approval of the Board of Directors of said company. 2. The term Engineer, when used, either in the contract or specifications, will in all cases refer to the Engineer in Chief of the North Shore Railway, or to any siibordinate Engineer, who, acting under instructions from the En- gineer in Chief, may, for the time being, have the direct charge and supervision of the work particularly referred to. 3. The work will, in all cases, be under the direct charge and control of the En-i'neer; and his orders must be complied with in every " r. spect, and under all cir- cumstances. He will have power, and it will be his duty to reject, or condemn, at any stage or condition of the 2 NORTH SHORE RAILWAY. work, all workmanship or material, which in his opinion may be imperiect or unsuitable ; and the same must be immediately corrected, or replaced, to his entire satisfaction. He will also have power to discharg-e from the work, any foreman, mechanic, or laborer who may prove to be either incompetent, or disrespectful and riotous in his conduct ; and the i)erson so discharged shall not be employed there- after upon any portion of the work. 4. The work of graduation will be divided into sections averaging about one mile in length, the sectional divisions being made to accommodate, as nearly as practicable, the economical distribution of the material found in excava- tions, or required in embankments. But this will not prevent the removal of materials required for the road-bed, or mechanical structures, from one section to another, whenever, in the opinion of the Engineer, it may be neces- sary or expedient to do so. 5. The right of way, or lands procured by the Eailway Company for the roadway, depots, sidings, machijie shops, &c., will not include private roadways to and from the work during its construction, nor lands required by the cont^-actor, for storing and manufacturing timber, stone and other materials or fixtures, preparatory to their being used in the work. These must be procured by the con- tractor, at his own proper charge and expen.se. 6. It is intended that the materials and workmanship, both in the roadway, track, structures, buildings, and equipments, shall all he first class, so far as regards strength, durability, and practical adaptation. Nothing superfluous will be required ; but every thing must be executed neatly, thoroughly and in good taste, so as not to offend the eye, nor convey an idea of carelessness or want of skill iu execution. 7. Working plans, and specifications more in detail, for the more important mechanical structures, depot build- ings, machine shops, engine houses. &c., will be furnished by the Engineer, as they may be required from time to time, during the progress of the work. + II. Right of Way and Fencing. 1. The lands required for the roadway, depot grounds, sidings, machine shops, and other ai)purtenances of the t SPECIFICATIONS FOR THE MAIX LINE. d t '4 > liailway, must be of such width as the Enrrineor may direct ; and will embrace a width sufficient lor a future double track, whenever the same may be required by the business of the road. 2. A good and substantial fence, to be composed of durable material, must be constructed along the boundary line of the company's lands, upon both sides of the liailway throughout its entire length : and convenient gates must be inserted whenever required for farm crossings or other purposes. In settled portions of the country, the fencino" should be completed in advance of the commencement ol" work upon the road, in order to prevent damao-es to the adjoining land owners. ° III. Clearing and Grubbing. 1. The ground set apart for the railroad and its appur- tenances, must be chopped and cleared to the boundary of the company's lands. The stumps, bushes and other rubbish which are of no value, must either be destroyed by fire, or otherwise removed, so as not to disfio-ure nor interfere with the work. ° 2. Trees that are of any value for wood or timber, must be neatly trimmed, and either chopped or sawed to such lengths as the Engineer may direct ; and piled in some accessible place for future use. Such portions of this timber as in the opinion of the Engineer may be suitable for bridges, foundations, cross-ties or other purposes con- nected with the work, may be used by the contractor free of charge ; but the remainder will be retained and pre- served for the use of the company. 3. Over all excavations, and also under all embankments not exceeding two feet in hight, the stumps and other perishable matter, must be grubbed out, and removed entirely from the road-bed, slopes and drains. Where embankments exceed two feet in hight, it will be sufficient to cut the stumps low ; but in no case must they be left so high as to come within two feet of the grade line of the road. IV. GrRADUATION. 1. The road-bed will be graded for a single track, except where depots, stations or sidings occur. 4 NORTH SHORE RAILWAY. 2. The road-bed for sin^rle track will be not less than twelve feet in width at ernde ; but will be increased on embiiikments, accordinuf to hight, or character of material, at the discretion of the Engineer. 3. The grading will be made of such extra width, at stations and sidings, as the Engineer may direct. 4. All excavations must be made sufficiently wide to allow of ample side drainage. 5. The side slopes of excavations and embankments, which are coniposed of loose material, will generally be one and a half base, to one vertical— but they Avill vary from this, according to hight, or character of material, at the discretion of the Engineer. 6. The materials composing embankments must be en- tirely imperishable. 7. Whenever the material found in road-bed, or side excavations is unsuitable for sustaining th(» permanent track, such other material shall be substituted as the En- gineer may direct. 8. Material found in excavations will generally be placed in embankments ; but such material will be wasted, and other material borrowed for embankments, whenever directed by the Engine<>r. 9. Spoil banks, and borrowing pits w\\\ be so made as not to disfigure nor interfere with the permanent road-way and slopes ; and they must be dressed up in such form and dimensions as the Engineer may direct. 10. Highways, road crossings, and private roads, conti- guous to the railroad, will be changed, constructed, or rebuilt, whenever directed by the Engineer ; and the work must be so carried on, as not to interfere with the rights and privileges of the public, or adjoining property owners. 11. Whenever stone are found, in rock excavations, that are suitable for masonry structures, or for slope, retaining or rip-rap walls required upon the work, they may be used for such purposes by the contractor ; but when such ma- terial IS not so required, it will, at the discretion of the Engineer, be retained by the company for other purposes, and neatly piled up by the contractor, so as to be acces- sible from the track. 1 2. Retaining, and protection walls will be constructed ; and the slopes of embankments will be faced with rip-rap, whenever required for the safety of the work. SPECIFICATIONS FOR THE MAIN LINE. 5 13, Tho road must be thorouo-hly drained in all placi's, so that no water will be allowed to accumulate and stand either in tho cuttings, or along side of th(^ embankments ; and ample bridges, culverts, or sluices must be constructed across the roadway at proper points, for the purpose of leading the water away from the railroad to its natural channels. 14. In grading for a single track, care will be taken not to excavate side ditches and borrowing pits, nor to deposit waste material, where the same will interfere with the future construction of a double track. V. Foundations. 1. Foundation pits will be excaA'ated of such size, and to such depth as the Engineer may direct. Wheii below water, they must be kept dry by pumping, bailing, or extra draining, until the excaA'ation is completed, the founda- tions prepared, and the masonry, or other structure brought above the surface line of tln' water. 2. VVheni'ver solid rock is not found, the foundations will consist either of paving, concrete, piling, or platforms of timber and plank, as the Engineer may direct ; the whole to bi> protected by sheet piling, rip-rap, crib-work, or cofR'r-dams, when necessary ; and executed in the most thorough and substantial manner. VI. Masonry. 1. The different varieties of stone work required for abutments and piers of bridges, arch and box culverts, ox)en drains, cattle guards, slope and retaining walls, c^c, must be executed in a skilful and workmanlike manner, after the general i)lan of alternate headers and stretchers ; and must be composed of durable well shaped stones, laid upon their broadest or (|uarry ])eds, and adapted to the ibrmation of the dilferent works or structures. 2. Bridge abutments and piers, arch culverts, and the side walls of open drains, road crossings, or cattle passes exceeding five feet in liight, will be laid in hydraulic mortar ; and will correspond in character to what is gene- rally termed first class rubble masonry The face stone must be hammer dressed to good beds and joints, and t 6 NORTH SHORE RAILWAY. l)i!'-h(Ml in, or .scubbliMJ, io a lijic, iqioii iho htnls and builds, convspondiiii;' with thf linish line ol'the work. All ung-los th;it arc ('XI)os(mI lo view, must Ix' cut clean and shnrp with the c'his.'l, to an arras of at least one inch in width, and laid to a peri'ect line. The ^vork will be laid in cour.>-es, each otuniiorni thickness, when ihe (|uarry allords strata suitable lor that purpose ; but when this is not Jho cnse, it will be sullicitMit to build and level up sections of from two to lour feet in hig'ht. as the Enn-ineer may diri>ct, with square W(dl shai)ed stones of suitable size, lu'ouuht to close joints, iind IVei^ ironi spalls, both verticallv and horizon- tally. .')' The copinii- must be of proj^er aiul uniform thickness, neatly hannuer dressed upon the face, beds, and vertical joints ; the front ansi'les must be cut sipiare with the chisel, and the stone must be of sulFicieni width to give a good iinishing boiul to the work after projecting- a lew inches over the face of the wall. In cases where the coping forms the iinishing- cours(\ or bridge seat for truss bridges, their upper surfaces will be dressed to a smooth and uniform plane ; and they will be securely fastened to each other, and to the maiii wall, by means of strong iron clamps and dowels, whenever directed by the lilngineer. 4. The stones composing tlu^ arch, in culverts, must be placed p{n'pendicular to the curve ; and extend entirely through the thickness of the arch, and be dressed throughout to close beds and joints. These must be laid in regular courses of uniform thickness, and the inner faces dressed smoothly to a line with the hammer. The outer, or ring stone, must have an extra linish ; and the key stone must be neatly cut with the chisel, and so placed as to project slightly from the face of the work. 5. The mortar used in masonry must be composed of the best quality of hydraulic cement, mixed in proper pro- portions, with clean sharj) sand ; and applied to the work within the proper time for rendering the adhesion and solidification most perfect. When grout or concrete are used, they will be manufactured and applied under such special directions as the Engineer may deem applicable to the case. 6. Box culverts, and open drains, sluices, or cattle- guards, not exceeding five feet in hight, will be of rubble masonry, and will generally be laid dry. The side walls t li ^¥ SrECIFICATIOXS FOR THE MAIN LIXE. 7 musl he livid uj) stroma and well bonded Ihroug-liout, tho iippor courso Imiidiiin- the onlirc wall. The coverint»- stone ol' box culverts must l)e entirely sound, and wide enough to extend at least tWo thirds across either wall; and 'gene- rally of a thickness equal to one half of'fhe width or space to be covered. The end walls of box culverts must be laid with extra care and iinish, the stone beino' of good beds and builds, Avith Joints and aiig-les clean and square, so as to be Tree I'rom spalls. The coping- must be of proi)er aiul uniform thickness, neatly hammer dressed on the face ; and so laid as to have a slight projecitiou over the i'ront wall, and to extend back so as to give a good iinishing l)ond lo the work. The ends of the side walls of open drains, &c., w^ll be composed of square well shaped stoinns, laid in re- gular steps or ollsets to correspond with the slope ol' the adjoining bank ; and so well bedded and iitted as to riM|uire no spalls or wedges to keep them permanently in place. 7. Slope and retaining walls will be laid at such angle, and of such thickness, as the Engineer may direct. The stone must be sulliciently massive and well l)onded, to withstand the lateral thrust ol' the banks, and also any shock, or pressure to which they may he exposed upon the outer surface. The upper course must be as nearly uniform in thickness as practicable, and sufficiently wide to bond the entire wall. VII. BlIIDfllNG. 1, The timber composing the bridges, must all be of the strongest and most durable kinds ; and must be properly adapted to the specihc purpose lor which it is intended. It must also be entirely free I'rom sap, shakes, loose or black knots, or other symptoms of decay. The kind, length, and si'''o required for the different structures, must conform to the bills furnished by the Engineer ; and be framed and put together in the most skilful and workmanlike manner, in conformity with the plans and speciiications furnished by the Engineer for the respective structures. 2, The iron required in rods, straps, bolts, i\uts, \vashers, &c., must be of the best quality in use for such purposes ; and it must be neatly and properly manufactured. 3, The truss bridges must be of a quality equal in. strength and durability to the How^e patent truss, the pro- portions varying according to the length between bearings. 8 NOKTir .SHORE UAIIAVAY. 4. BridgcH of smaller .span, where lull trusNiiij,^ is not re(jnii-e(l. will he built in iiccordance with the phm and speciliciilions liunishod I'or euch particiilur Htriicture by the Engineer. VIII. SUPEKSTKUCTURE. 1. The cross-ties must be of the best and most durable timber attainable within a reasonal)le distance I'rom the line of the railroad. The particular kinds lor each locality Avill be designated from time to time by the ICngineer. 2. The ties will be eight feet long, si*x inches thick, and if llattened upon only two sides, they must have a l)earing surface of at least six inches in width in the narrowest part ; and they must })e sawed or cut square at thc! ends, and of uniform length. The timber must be sound and straight, and either hewn or sawed to a line, with parallel surfaces, at top and bottom. If hewn or sawed upon four sides, they must be six by seven inches throughout their entire length, 3. Th(» iron rails must be of the best quality of English or American Manulticture, weighing not less than iifty-six pounds per lineal yard ; and of such form or pattern as the Engineer shall approve. 4. The joints must be properly secured by fish-plates of the most approved pattern, leaving sufficient space between the rails to allow for their contraction and expansion. 5. The track must be laid in the most thorough and workmanlike manner. The cross-ties will g-enerally be laid two feet apart from centre to centre. They must be thoroughly bedded with a maul, and their upper surfaces brought to a perfect line with the straight-edge, so as to conform to the grade-pegs, as given by the Engineer. And the centre of each tie, when laid and properly bedded, must conform to the line of centre stakes as given by the Engineer. 6. The rails will be laid with a gauge of four feet eight and one half inches, and thoroughly spiked with two spikes in each cross tie upon alternate sides of each bar, so driven as not to split, or otherwise injure the tie. 7. After the rails are laid; ,; piked, and perfectly adjusted, the spaces between, the ti- ; : : .. ist >.e fdled in with proper material, and thoroughly lair^j.)ed, so as to hold the ties ^ "^ SPECIFICATIONS VCm THK AfAIX LINE. 9 ^ firmly in position, and, at tin; saino time, socuro as perfect (Irainairc lor the HUporstnicturo uh possible, H. XeiUier the slopes, nor the road-bed must be disljo-ured or weakened, by taking material therelrom IWr fillin'Mn or adjnstiny- I he track. ° !>. Whenever, in the opinion ol'tho l':noiiuH'r, the materi d comp()^,ln^•, or eonlio-uous to the road-bed, is unsnitablo lor ballastnig the track, other suitable mnterial sludl be substituted therej'or. and hauled in upon the track with gravel trains, until the same is thoroughly l)allusted to the satistaction ol" the I'hiu'iui'er. 10. .Switches and sidings shall be put in, connectiii"- either with the main track, or with other sidings, at such pomts as the I'higineor nniy designate. And these sidin«.s shall, il required, he equal in the aggregate to at least live per cent ol" the main line of track. 11. At all street, public road, and larm crossin^-.s a suitable platl'orm oi' plank, equnl in thickness to the hi'.-ht ol the rails, shall be laid and thoroughly spiked do\\'n between the rails, and also upon the approaches thereto, so as to insure a sale and convenient crossiii'v. 12 A suitable sign board, painted in large letters, will be placed at each road crossing, indicating the dan"'er of crossing the track while the engine bell rings. ' 18. Suitable and permanent cattle-guards^ will be cons- tructed undermnith the track, at all public road crossiims • and the adjoining fences must be so connect(>d therewith as to prevent animals from entering upon, or followino- the track. ° ShoNld lite i>-eNera/ plan of superstructure, for the whole, or any iiortionof therailwnijjie chan longitudiiial centre of each sill, when laid and properly bedded, must be in a line parallel with the centre Hue of the railway, and such a distance from it as to bring the centre line of the sii] directly uiulerneath the centre line of the iron rail which it is to support. 6. The rails will be laid with a gauge of four f(^et eight and one half inches, and so arranged as to break joints" at least two feet with the sills upon which they rest. They must be thoroughly spiked to the sills at intervals of three feet upon each side of the rail upon tangents and two feet upon curves, and the spikes must be so driven as not to split or otherwise injure the sill or cross-tie. One spike must be • I M*" SPECIFICATIOXS FOR THE :MA1N LINE. 11 U driven into and through each cross-tie, upon lie ^nter side of each rail ; and if this spike is two inches longer than the ordinary railroad spike, and of proportionate size, it may he substituted at the tie joints for the fastenings specified at the close of article 2. 7. After the rails are laid, spiked, and perfectly adjusted, the space between and immediately outside of the sills must be filled in with suitable material to such depth as the Engineer may require, and thoroughly tamped, so as to hold the sills lirmly iii position, and at the same time secure as i^erfect drainage for the sux)erstructure as possible. IX. Machine Shops, Engine Houses, and Water Stations. 1. One large and commodious Machine Shop is to be constructed, either of brick or stone, at or near the station at Quebec, of such dimensions, and iitted up with such macliinery and other conveniences, as the Engineer may deem suital)]e and proper I'or the ordinary repairs, ])uilding and rebuilding of the Engines and other rolling stock in use upon the road. 2. One Itcpair Shop is to bo constructed, either of brick, or ston(\ at each of th(> stations Three-Rivers, and Mon- treal, of such dimensions, and iitted up Avith such ma- chinery, as the Engineer may deem suitable and proper, for the ordinary repairs of rolling stock at those stations, 3. One l*]ngine House with ten stalls, and a turn-table, is to be constructed, either of brick ov stone, at each of the stations Quebec, Three-Uivers, and Montreal, of such dimensions and details of construction as the Engineer may deem proper. 4. AVaier Stations, with all modern improvements, shall be constructed, at each of ihe stations Quebec, Three- Kivers. and ^lontreal ; and also at such intermediate sta- tions, or point--' at intervals of not less than hfteen miles, as the l']ngineer may deem necessary and proper, for the safe and convenient working of the road. '' If I X. Passenger and Freight Stations. 1. One large and commodious Passenger House shall be constructed, either of brick or stone, ut each of the stations 12 NORTH SHORE RAILWAY. Quebec, Three-Ttivers, and Montreal, of such dimensions, and with such finish and i'urniture, as the Eiig-ineer may deem necessary and proper lor ihe accommodation of the ]>ublic ; and for such oihces as may bo necessary and con- venient for the transaction of the business of the Company at those points. 2. One lari,'e and commodious Freight House shall be construcled, either of brick or stone, at each of the stations Queb_'c, Three-ltivers, and Moiitreal, of such dimensions, and with such oflices and iixtures as the Engineer may deem necessary and proper for the convenient transaction of business at those points. 3. A Station House, with ]>assenf^er and freight accom- modations combined, must bi^ constructed either of wood, brick or stone, at each of the intermediate, or w^ay stations ; of such dimensions, and with such furniture and fixtures, as the Engineer may deem necessary and proper . for the accommodation of the way business upon the road. XL Locomotive Engines, and RoLLiNCf Stock. 1. Nine first class Passenger Engines, and seven first class Freig'ht Engines, shall be furnished upon the road, of such weight, and details of construction, as the En- gineer may deem necessary and proper for their respec- tive uses. 2. Ten first class passenger cars ; eight second class jjassenger cars ; seven baggage, mail, and express cars combined ; eighteen emigrant cars ; twenty-two cattle cars ; one hundred and ten box freight cars ; seventy-five pfatform cars ; and eighteen hand cars shall be furnished upon the road, of such dimensions, construction and finish as the Engineer may deem necessary and proper for their respective uses. 1 NORTH SHORE RAILWAY. 1 SPECIFICATIONS For the Construction and Equipment of the PILES BRANCH. The Specifications for the construction and equipment of the Main Line, so far as relates to the general character of work and materials, will apply, and be in force upon the Piles Branch, subject only to the following- modifica- tions : — 1. The lower Terminus of the Piles Branch will be within the limits ot the Town of Three Rivers : and, if the principal portion of the line shall be located by the Railway Company upon the east side of th(^ St. Maurice RiA^er, the point of Junction with the Main Line will be so fixed, that one bridge over said River will answer for both the Branch and Main Line. The upper Terminus will be fixed by the Railway Company at o^ near the Grand Piles, upon the St. Maurice River, where a convenient connec- tion may be made with the navigable waters of said River. 2. The right of way will be procured, and the road-bed prepared, without any reference to the future construction of a second, or double track. 3. Trestle work may be substituted for embankments and masonry, in extreme cases, where, in the opinion of the Engineer, either on ace cunt of the scarcity of material or other suilicient causes, it may be justifiable or expedient to do so. But the trestle work, when so substituted, must il 14 NORTH SHORE RAILWAY. be made to conform to the plans and specifications furn- ished by the Engineer. 4. The Iron Kails may be of not less weight than forty- five pounds per lineal yard. 5. An Engine House, with turn-table, must be cons- tructed, either of brick or stone, at the terminal station at the Grand Piles, with stalls for two Engines. 6. A Water Station must be constructed at the Grand Piles ; and also one, if required by the Engineer, at some convenient point between the Grand Piles, and the Junc- tion of the Branch, and the Main Line. 7. A Passenger and Freight station combined, must be constructed at the station at Grand Piles ; and also two or more, if required by the Engineer, shall be constructed at some proper intermediate points, between the Junction and Grand Piles. 8. The Rolling Stock will be of the same character as required for the Main Line : one passenger engine ; one freight engine ; two first class passenger clirs ; two second class passenger ears ; one baggage and express car ; two emigrant cars ; three cattle cars ; fifteen box freight cars ; twenty-five platform cars ; and two hand cars must be furnished upon the Piles Banch. 9. A suitable and permanent Wharf or Landing, must be constructed at the Grand Piles, for the convenient transfer of passengers and freight, between the cars and steamboat. 10. A good and substantial Steamboat, such as the Engineer shall approve, and suitable for the navigation of the St. Maurice Kiver, above the Grand 1 iles ; and having proper accommodations for the transportation of passen- gers and freight, must be furnished upon the St. Maurice River, at the terminal station of the Branch, at the Grand Piles. 81^ RESOLUTION OF THE BOARD OF DIRECTORS. 1 <¥- 21^ NOKTII SnOTlE RAILWAY. OFFICE OF THE ENGINEER IN CHIEF. Quebec, July 14, 1873. Sir, The Secretary of the Company has placed in my hands the following copy of a resolution which was adopted at a meeting of the Board of Directors held on the 10th inst. •* Resolved.— That the Secretary be requested to ask General Seymour to place before the Board, the corres- pondence which has ensued in consequence of the letters which he informed the board he has addressed to Mr. Shanly, Mr. Gzowskiand other Gentlemen, referring to the construction of the North Shore Railway." In compliance wath the request contained in the above resolution, I have the honor to enclose, for the information of the Board, a copy of the correspondence referred to. I am, very respectfully. Your Obt. Servt. (Signed,) S. SEYMOUR, Eng. in Chief. Colonel IVm. RHODES, President. W CORRESPONDENCE REFERRED TO IN THE FOREGOING RESOLUTION CiRCUi-AR from General Seymour to Messrs. Shafily, Flemings Gzowski and Cumberland. NORTH SHORE RAILWAY. Office of the Engineer in Chief, Quebec, June 4, 1873. My dear Sir, I have the honor to enclose a printed copy of the specifications attached to the contract for the construction and equipment of the North Shore Railway ; and to ask of you the special favor, that after examining them, you will inform me at your earliest convenience, whether in your opinion they provide, so far as the main line is con- cerned, for a first class Railway, according to the present general acceptation of that term, with the exception per- haps of iron bridges and steel rails, which are now in use upon many first class Railways. If you should be of the opinion that they are in any manner defective, you will oblige me exceedingly by sug- gesting such changes as you would recommend. Yours very truly, (Signed), S. SEYMOUR, Eng. in Chief. .^- .:: MR. SHANLY'S letter. Jl/r. Shaiily to General Seymour. 8 NORTH ADAMS, Mass. U. S. 9th June, 1873. My Dear Sir, Your letter of 4th inst., enclosing-, and asking my opinion of the Specification for the construction of the "" North Shore Railway " (Quebec to Montreal) was re- ceived on 7th. I have carefully studied the Specification (now returned) ^nd find in it the requisite conditions for securing, in all the work provided for, a " First Class Railway " in the usual American (and Canadian) acceptation of the term. There are a few points where, following my own line of practice, I would perhaps have been more explicit, as for instance in defining the minimum widths of cuttings and embankments at formation level or sub-grade, also as to the width and depths of dressed joints on beds and builds ■of Bridge Masonry. But then the power of deciding all *' open questions " is placed so entirely in the hands of the Engineer (as it should be) that I do not think it necessary to formulate here my own particular views on those ques- tions. In respect to the Superstructure, you timber your track Tery amply, rather more than I have been in the habit of •doing ; a wise precaution in a clay country, subject to severe frosts. A 56 lb rail so timbered, is sufficient for a, line with such grades as you are likely to encounter. I note that you adopt the " Fish-plate fastening" in which I •entirely agree with you. It is the best rail joint I have yet used or seen. NORTH SHORE RAILWAY. From my own knowledge of the character of the country on the line of your road, I judge that good ballasting ma> terial is scarce, and am confirmed in my supposition by the mode of track laying you adopt. I never would maid my crossties where ballast was good and abundant, nor would I tamp the filling in the spaces between them. In clay countries such mode of track-laying may, of necessity, have to be resorted to. The siding accomodation provided for, five per cent of main line length, is very small ; insufficient for properly serving a large way traffic, such as is likely to be the chief dependence of the North Shore "Railway. Whether it may not be sufficient in view of the means at command, and the price to be paid for the construction of the Railway, in the first instance, I have not the opportunity of judgino-. The way stations are, of course, in the same proportion, as the sidings, and, like them, will call for future increase. The water stations are required to be " at intervals of not hss than, fifteen miles, " This I think should read, " not more than &c., " much inconvenience, particularly in winter, would certainly accrue from having waterings appliances so wide apart as more than fifteen miles. The other buildings called for, appear to me to be suffi- cient for the requirements of a new road. The Rolling Stock is on a very limited scale, but that too,, is probably in accordance with the present financial ability of the Company. Such limitation is usual on this conti> nent in the outset of most such undertakings. No reference is made to Grades. They, I presume, are to be in reasonable conformity to the outline of the country, and, like all other questions not specially defined, in the discretion of the Engineer. O. s MR, FLEMING'S LETTEK. $ The specification, take it all in all, is full, clear and com- prehensive ; providing, in respect of all structural require- ments, for ver?/ good tvork. My observation on the superstructure of your road refers to the cross tie plan only. I would wholly eliminate from the specification the alternative proposition of continuous bearings; no track so constructed can, in my judgment, claim first class registration. Yours very truly, (Signed), W. SHANLY. General S. Seymour, Chief Engineer, &c., Quebec. Mr. Saiidford Fleming to Gaicral Seymour. a. \ CANADIAN PACIFIC AND INTERCOLONIAL RAILWAYS. OFFICE OF THE ENGINEER IN CHIEF, Ottawa, June, 11th 1873. My Dear Sir, I have been extremely busy for sometime back, and have not been able to reply to your letter of the 4th inst. sooner. I have now glanced over the Specification which you sent" me, and agreeably to your request, remark my opinion thereon. In this Specification, the character of the work to be executed is very indefinately described. There are no plans 6 NORTH SHORE RAILWAY. furnished or referred to, and no dimensions given except in one or two instances. Everything is vague and left to the discretion and directions of the Engineer. It would be quite possible under this Specification, if both Engineer and Contractors were anxious and willing, to construct a sound substantial and durable road ; on the other hand, it would be equally possible to produce ai inferior Railway, with structures of very superficial character, quite unsuited for the rigors of this climate, and which would really require to be rebuilt in a very short time, I enclose herewith a copy of my Specifiations for the Intercolonial Railway ; this line will, I think, approach the character of a first class road ; the works of art, built to Specification, will far exceed in durability any thing which any Contractor would be likely to construct under the Specification which you sent to me ; and yet I do not believe, taking permanent economy into consideration, it would be advisable to make the works much less efficient. One of the few dimensions given in the Specificatio.i, is the minimum width of road-bed, viz : 12 feet. I am satisfied this is too narrow, it would leave no room for ballast ; indeed I see no provision for ballast, beyond rather an ambiguous one under the heading " Superstructure," to the effect, that " if in the opinion of the Engineer, the material composing the road-bed is unsuitable, other suitable material shall be substituted until the road is ballasted to the satisfaction of the Engineer " ; everything is left with the Engineer, he has very little to guide him ; if he be easily satisfied, a very inferior description of road may be turned off the hands of the Contractors ; and vice versa, if he be very exacting, and they willing to obey orders. 'h MR. OZOWSKI'S LETTER. 7 I need Bcarcely say that these remarks apply mainly to the road-way. The specification specially mentions the number of Locomotive Engines, cars and buildings of several kinds to be furnished. The question of equipment depends on the expected traffic ; and as I have no informa- tion at hand to guide me in forming an opinion on these points, I am not prepared to say much. Yours very truly, SANDFORD FLEMING. Gen. S. Seymour, Quebec. Mr. Gzowski to General Seymour. Toronto, 11th June, 1873. My dear Sir, In reply to your letter of the 4th instant, accom- panied by the specification for the construction and equip- ment of the main line of the North Shore Railway, in which you ask, whether in my opinion the specification " provides so far as the main line is concerned " for a first class Rail- way, according " to the present general acceptation," with the exception perhaps " of iron bridges and steel rails," I beg to say, that I consider the specification a very cleverly prepared document ; but it is so vague, and general in its character and description of work to be performed, that a very inferior road could be built under the very general provisions it contains ; and the work done will be quite within its scope and meaning. The point on which the specification is clear, is the width 1 1 NORTH SHORE RAILWAY. of tho road-way at fp-ado, it provides that it should be " 12 ft. wide at grade," that width in my opinion is insufficient for a first class railway of 4 ft. 8 J in. guage. I remain, My dear Sir, Yours very truly, (Signed) C. S. GZOVVSKI. S. Seymour, Esq., Chief Engineer, North Shore Railway, Quebec. Mr. Ciimbcj'land to General Seymour. f NORTHERN RAILWAY OF CANADA. Managing Directors Office, Toronto, June, 9th 1873. Dear Sir, I have the honor to acknowledge receipt of your letter of the 4th June, enclosing a printed copy of specifica- tions to be attached to the contract for the construction and equipment of the North Shore Railway, and inviting me to examine them, with a view to expressing an opinion whether they provide for the building of a first class Rail- way. I should have had much pleasure in complying with your request, but that I feel I should thus be invading the territory of those who are professionally acting as Engi- neers. I have myself not been so practising for a long time, and ■^ i GENERAL SEYMOUR TO MU. KEEFER. 9 naturally profer therefore, not to incur the rosponsibility of expressing an opinion such as that you desire to elicit. I am sure you will not misunderstand my position in this matter. Yours truly, (Signed), F. W. CUMBERLAND. S. Seymour, Esq., Engineer in Chief, North Shore Railway, Quebec. General Seymour to Mr. Keefer. "^ NORTH SHORE RAILWAY. Office of the Engineer in Chief. Quebec, June 18th, 1873. My dear Sir, I enclose for your examination, a printed copy of the specifications for this road ; and also a printed copy of a letter addressed by me to the President of the Company, on the 5th instant, respecting the character of railway pro- vided for in the contract and specifications. This letter, as you will see, contains a copy of a circular letter w^hich I addressed on the 4th instant, to the Cana- dian Engineers therein named, and I beg to assure you that your name would have been included, if I had known of your address. I will now take the liberty of asking, whether in your opinion, the specifications, taken in connection with the ex- tracts from the contract contained in my letter to the Pre- 10 NORTH SHORE RAILWAY. siJent, do not, if properly administered by the Engineer, and executed in good faith by the Contracting Company, provide for a iirst class railway, according to the general acceptation of that term. The question having been raised as to the width of the road bed, it is proper that I should inform you, that the minimum width of 12 ft. referred to in the 2nd specification for graduation, is in all cases to apply to the width at the base of the superstructure, after the track has been pro- perly ballasted, or where the native material is of such a quality as to require no ballast. In case you should form an adverse opinion, I will thank you to specify as clearly as possible, your objections to the specifications, in order that I may act intelligently in the redemption of the promise made to the' Directors at the close of my letter to the President. Hoping to hear from you soon, I remain, my dear Sir, Yours very truly, S. SEYMOUR. Thos. C. Keefer, Esq., Civil Engineer, &c., Ottawa, Canada. I MR. KEEFER'S letter. Mr. Keefer to General Seymour. 11 Ottawa, 23rd June 1873. Gen. S. Seymour, Chief Engineer North Shore Railway, Quebec. My Dear Sir, I have the honor to acknowledge your letter of 18th, enclosing specification of North Shore Railway, and your printed letter of 5th, asking whether in my opinion the Specification, taken in connection with extracts from the contract contained in the letter above referred to, do not, if properly administered by the Engineer, and executed in good faith by the Contracting Company, provide for a first class railway, according to the general accepta- tion of that term. The expression " first class Railway " has been used over twenty years ago in contracts in this country, and has been therein specially applied to Railways which had neither steel rails or iron bridges. The expression has generally been confined to the road- bed and superstructure, or what in England is called the permanent way ; and means a road having a finished and so called permanent way, in which imperishable stone and earth works are substituted for the cheaper and more ex- peditious, but temporary and perishable structures of wood. It also is intended to secure, (where those matters rest with the Contractor) the best route and the best grades which the country aflbrds. I havej not seen the contract or profile of the line, and 12 NORTH SHOEE RAILWAY. am not therefore able to appreciate the specification as fully as could be done in connection with these ; but I have no hesitation in saying that, the specification, taken by itself, properly administered by the Engineer, and complied with in good faith by the Contractor, will secure a first class railway, such as the Great "Western of Canada, w^hich has been referred to before in contracts as a first class railway, though it then had all iron rails and bridge superstructure of wood. Taking the Specification as part of the contract, it is but justice to the Contractors, who are entirely unknown to me, to say, that in accepting it, they must expect to build a good substantial road adapted to the situation, and in which they will probably have a large interest as share or bond holders. The points in which Contractors get the better of the Company, and w^herein the road and country suffers, are where they control the engineering, location and arrangement of grades. This was the fatal error with the Grand Trunk Eailway. You have carefully guarded the interests of the railway in this most important partic- ular by your specification, that the location and arrange- ment of grades shall be subject to the approval of the Board of Directors ; and in that provision of the contract, that the most direct route shall be adopted. In this contract everything depends on the Engineer, who is the specification ; and, practically in every public "work, everything relating to construction must depend on him. The important points referred to the Engineer here, are : 1st. The width of right of way. 2nd. The depth of ballast. 3rd. The width of cuttings. As to the first, I infer from the specification, that the I- I ME. keeper's IxETTER. 13 Company are to procure the right of way, in which case the contract calls for no special protection to secure suffi- cient width between the fences, in view of snow obstruc- tion. The proper depth of ballast depends so much on the sub-soil ; and the facilities for obtaining proper material are so irregular, that a uniform depth is not desirable ; but wherever ballast is required, a minimum and maximum depth under the ties may properly be provided for. As to the widih in cuttings, I understand the width of 1.2 feet is that of the roadway " at the base of the super- structure after the track has been properly ballasted," or where no ballast is required. As some question might be raised as to whether ballast is a portion of the superstruc- ture ; I think the 12 feet should be measured at the base of the tie. I consider this ample for the top width in em- bankment, and for top width of the low embankment form- ed by the ballast through cuttings. As to the cuttings, a necessary evil in railways, which cannot be avoided, should be as short, as shallow, and as wide as possible ; and I would endeavour to throw up the grade when it is short, and increase the bank and the haul to secure these conditions. The quantity of Rolling Stock and proportion of sidings I assume to be sufficient for the prospective business, and for these, the first class conditions depend on the quality rather than the quantity. As you have already stated, the Contractors must, in self defense, build a road satisfactory to the Grovcrnment and City of Quebec ; and as the question has been raised, I assume that in the interest of all, any thing which can now be settled as to the specification will be done. The 14 NORTH SHORE RAILWAY. specification is one which contractors can only afford to accept when they have confidence in the Engineer, and appears to me to have been framed with a view to secure a railway to the North Shore at the earliest date ; and that the best class of Railway which the condition of route, and the future of the Company and the country will warrant. I remain. Yours very truly, (Signed), THOS. C. KEEPER, General Seymour to Mr. Sandford Fleming. NORTH SHORE RAILWAY. OFFICE OF THE ENGINEER IN CHIEF. Quebec, June 18th, 1873. My Dear Sir, Your letter of the 11th inst., containing your views respecting the Specifications for this road, which were submitted to you, has been received, and I regret exceedingly to trouble you again in a matter respecting which you can feel no very great personal or professional interest, particularly when your time is so much occupied with other and more pressing duties ; but I find that my letter to you of the 4th inst. enclosing the S, ecifications and asking for your opinion upon them, did iiot state the case so fully as I now see from your reply, was necessary to a full understanding of the subject. And your reply therefore, very naturally fails to meet the exact condition % ■ GENL. SEYMOUR TO Mil. FLEMING. 15 h * •ii of the case as it exists here between myself, and a few of the new Directors of the Eoad. I now take the liberty of enclosing for your information, a letter, which I addressed to the President of the Com- pany, on the 5th inst., upon the same subject, in which reference is made to certain clauses of the contract, re- quiring the Contractors to build a first class road, in con- formity with the requirements of law, to the entire satis- faction of the Lieutenant-Governor in Council, and subject to the approval of an Engineer to be named l)y the Council of the City of Quebec. With the above specific conditions in the body of the contract, I claim that the Contractors are bound in self defence, if by no other obligations, and without regard to the Specifications attached, to construct a first class road otherwise the land grant which forms the principal basis of the mortgage bonds, which they receive in payment, will not be granted by the G-overnment ; and the deben- tures which they are to receive from the City of Quebec will not be issued. It was quite important therefore, that your attention should have been called to these provisions in the con- tract, as well as to the specifications, before you could be expected to form an intelligent opinion as to the probable character of the road. The contract really places the Contracting Company in the position ordinarily occupied by Railway Companies themselves, for the reason that they pay the past expen- ditures and .indebtedness of the Railway Company, as well as its future expenses. They also negotiate the securities of the Railway Com- pany, and provide for the interest on these securities until • 16 NORTH SHORE RAILWAY. after the completion of the road. They also, as before re- marked, are bound to comply with all the provisions of law that are binding- upon the Company. Upon the com- pletion of the road they also become the owners of a ma- jority of the Capital Stock of the Company. ♦ In view of these important facts and considerations, it was not regarded as important that the Specifications should be as explicit as they ordinarily are upon ' let in small contracts by railway Companies, who a.o pre- pared to pay cash upon monthly estimates of the Engineer ; or upon a Government Road like your " Intercolonial," where every Contractor feels justified in doing the small- est possible amount of work for the largest possible amount of money. A somewhat extended experience in matters of this kind has satisfied me that, so far as the character of work is con- cerned, much more depends upon the good faith and in- terest of Contractors ; and upon the honesty and capabil- ity of Engineers, than upon any conditions or penalties that may be embodied in specifications. The entire Union Pacific Railway was constructed without any specifications whatever, and yet it was accepted by the Government as a first class railroad ; and it is even referred to as a model in the charter for your own Cana- dian Pacific. . The Specifications for the " Intercolonial Railway " which you kindly enclosed to me, are very full and com- plete in all their details ; and yet I see that quite as much power is left with the Engineer in these specifica- tions, as there is in those for the North Shore Railway ; and I shall be greatly disappointed, if when fully com- pleted according to the present contract, the general char- i H GENERAL SEYMOUR TO MR. FLEMING. 17 I ( acter of the work upon this road, is not found to come quite up to the standard ol' similar work upon the Interco- lonial. In your letter of the 11th June, you make the fol- lowing remark about the v/idth of road-bed : " one of the few dimensions given hi the Specifications, is the mini- mum wddth of the road bed, being 12 ft., I am satisfied this is too narrow, it would leave no room for ballast, &c." It is perfectly well understood that this is to be the minimum width at the bat:e of the Superstructure after the road has been properly ballasted, or when the native material is such as to require no ballast. And if you will read the 2nd and 7th Specification for " Grraduation, " and the 9th specification for superstructure, I think you will see that there can be no ambiguity either upon this point, or upon the question of ballasting. You wil. observe, in the enclosed letter to the President, what I have to say respecting the width of road-bed, in reply to the objection made by Sir Charles Fox & Sons. And I will therefore not reiterate them here, any farther than to assure you that they are well settled convictions, after many years of experience and close observation upon the subject. The matter is referred to on the 8th page of my gauge pamplet (of which I believe you have a copy) in the follow- ing language " The road-bed for the wide gauge is generally fourteen feet in width at grade, but 1 assume that twelve feet in good material is quite ample. This w^as written in 1871, and long before the specifications for this road were prepared. I am still of the opinion, that the persistency wdth wdiich the Engineers and Railroad Managers of the present day, adhere to their stereotyped notions respecting the proper ^ 18 NORTH SHORE RAILWAY. dimensions of road-way and structures, as well as the weight and size of rolling stock upon four feet eight and a half inch gauge Railways, has given the advocates of the norrow gauge theory an undue advantage in their argu- ments in favor of the relative cost of these narrow gauge Railways. Having thus placed the matter before you in a perfectly proper, although somewhat different light from the one presented in my letter to you of the 4th instant, which referred only to the specifications separate from the con- tract, you will oblige me exceedingly, if, after considering, in connection with the specifications, the quotations from the contract contained in my enclosed letter to the Presi- dent of this company, you will take the time and trouble to inform me whether in your opinion, when taken as a whole, and upon the assumption that both contract and specifications are fairly and honestly administered by the Engineer of the Railway Company, and executed in good faith by the Contractors, the Board of Directors have any reasonable grounds for apprehending that the road will not come fcirly up to the standard of first class railways, both in Canada and the United States, according to the general acceptation of that term. If it should be your deliberate opinion that the road will not come up to such standard, please point out, with greater particularity than you have done in your letter of the 11th inst., the reasons for your opinion, in order that I may act intelligently in redeeming my promise to the Directors contained in the closing paragraph of the en- closed letter to the President. I regret exceedingly that the facts and explanations contained in this letter, were not embodied more fully in t y- k t y- MR. Fleming's letter. 19 my letter to ou of the 4th inst ; and it is this omission on my part, coupled with a strong desire to act in full accord with prominent members of the profession in Canada, in their commendable efforts to keep up the proper standard for first class Railways, which must be my apology for troubling you again upon the subject. Believe me, my dear Sir, Yours very truly, (Signed,) S. SEYMOUK, Eng. in Chief. Sandford Fleming, Esq., Civil Engineer, &c. Ottawa, Canada. Mr. Fienihig to General Seymour. CA.NADIAN PACIFIC AND INTERCOLONIAL RAILWAYS. Office of the Engineer in Chief. Ottawa, June 23rd, 1873. Ghen. S. SEYMOUR, Quebec. My dear Sir, I have been confined, for the last 10 days and am still confined in my room, with a badly sprained ankle ; and hence some delay in replying to your letter of the ISth instant. I cannot now undertake to do so, except briefly and I fear, not very satisfactorily. 20 NORTIJ SlIOIiK RAILWAY. You say that the Contractors are bound under cvrtain clauses of the contract, to make a first chiss Railway ; I could have understood this, had there been no specification whatever attached ; first class would have then meant one of the best description of railways commonly made. The specifications do not, in my opinion, indicate that the Railway must bo of first class construction ; as I said to you in my letter of the 11th instant, it would be quite possible under these specifications to build a railway of a substantial character ; but apart altogether from the ques- tion as to who are the Contractors and who is the Engineer, 1 do not think that these specifications alone would be at all likely to secure to the Company a first class Railway. First, with regard to the masonry, I do not think that you are likely to have such substantial work as would gen- erally endure the rigours of this climate under the specifica- tions which I have read, unless the Contractor makes the structures at a much higher standard than he is really obliged to do under the specification, this I think is not probable; then with regard to ballasting, the Railway cannot be considered even up to an ordinary standard, without a liberal supply of good ballast ; I enclose our specification for bnllasting on the Intercolonial Railway ; less than the quantity here given, would not prove very efficient ; and if this quantity is used, I am quite certain the width of roadway specified, would be too little. I have thus given you in a few words, my honest opin- ion, regretting very much that I cannot go into the mat- ter at greater length at the present time. Yours very truly, (Signed), SA.NFORD FLEMING. J-M OENKUAL aEYMCJUR TO MR. OZOVVSKI. 21 General Seymour to Mr. Gzcics/:i. \ ' NORTH SHORE RAILWAY. Office of the Engineer in Chief, Quebec, June 18th, 1873. My dear Sir, Your favor of the 11th hist., in which you express an opinion with reference to the Specifications for this road submitted to you, has been received. I beg now to enclose, for your information, a printed copy of a letter upon the same subject which I addressed to the President of this Company, on the 5th inst. ; from which you will observe I have promised that the opinions of yourself and the other gentlemen named, " will have a controlling influence in my own mind in the consideration of any matter that is left open to the decision of the En- gineer, during the progress of the work. " You will also observe that this letter contains some im- portant extracts from the contract, which, without reo-ard to the specifications, it is assumed will compel tho Con- tractors to construct a first class railroad, before the Com- pany will be entitled, either to its land grant of two million acres, or to the million dollars of Quebec City subscription. It was for this reason that the parties ir London, who pro- posed to invest in the securities which v;ere based mainly upon the Company's land grant, submitted the contract and Specifications, together wdth my plans, profiles and 22 NORTH SHORE RAILWAY. osh'matcs to the EnyiiuMM-in^- TFousm of Sir Charles Fox & Sons, for an opinion m to whethor provision Wiis mado for HtM'urini^ a first r/nss Rai/irn// according- to the jrenoral nrcoptation of that term. I have therefore embodied in tho enclosful letter to th(« Prefiideiit, Home extracts from their r(»port, from which you will see, that, like yourself they take exception to the " width of the earth works. " In this connection I desire to say, that probably without inteiidiuy: to do so, you have givtm iii your letter a some- what unfair version of this portion of the SpeciUcations. You say : " The point on which the specification is clear, is thi> width of roadway at j,n-ade, // pnwhies thai it should 1)6 "■ \'l feet wide at grade, that width in my opinion is imufficient for a first class railway of 4 ft. 8J inch guage," whereas, by referriu<^ to the specifications, you will see that the exact lanc.>s,sury to en- titl,. It to be drsc-ibid us a first class road," c-^c. The same n-marks will apply to ih. obj'ections made by Mr. Gzowski, that were made in roply to Mr. Flemino-'s letter ; and thoy will therefore not be repeated. As an effectual answer to all the objections made, and so earnestly persisted in, by both Mr. Flemino- and Mr G^owski, It may not be improper to call attention in this place, to the important fact, wliich seems to have been en- tirely overlooked by both these o-entlemen. that, by the terms of the contract, it is quite evident that the Contract- ors will not be entitled to receive, either the morto-ac, bonds of the Railway Company, the debentures of the City oi Quel>ec, or the Government subsidy, which constitute the only coiisideration specificul in the contract for the construction and equipment of the road, unless, in the opin- ion oi competeiit and disinterested Eno.ineers, the mate- rials and workmanship are all fully up to the standard of first class Railways, according to the g-eneral acceptation of that term. Mr. F. W. Cumberland declines to give a professional opinion upon the subject, for reasons stated in his letter I iv'gret exceedingly that his delicacy should have prevented him from speaking upon a matter ivspecting which his earlier experience as an Engineer, and his later experience in ^he general management of an important Railway (of which I happened to be one of the original promoters) would seem to have given him unusual facilities "or forming an intelligent opinion, especially as to the proper and most economic. 1 width of road-b.d, in a climate where thorouo-h drainage, and protection from snow, are regarded as of the iirst importance. 11- O r. s KKMAUKS OK THE CHIEF i:^■(HNEEK. 35 air. Tliomas C. Koeiur, who is one ol" the oldesf tviul most experienced Engineers in Canada, both in the construction and management of Itailvvays, discusses the subject more at Icnyth, and in much oivaier detail than either of the other Engineers. Mr. Keel'er's conclusions coincide so entirely with those of Mr. Shanly, as well as with my own, that I will repeat them here by quoting the following extract from his letter. *' I have not seen the contract or prolile of the line, and am not therefore able to appreciate the specification as fully as could be cone in connection with these; but I have no hesitation in saying, that the specification, taken by itself, pioperly administered by the Engineer, and complied with in good faith by the Contractor^ will secure a first class railway, such as the Great Western of Canada, which has been r.^ferred to before in contracts, as a first class railway, though it then had all iron rails, and bridge superstructures of wood. " Mr. T. E. Blackstone. President of the Chicago and Alton R. 1^. Co., was referred to, respecting the proper width of road-bed, for the reason that he has a large expe- rience, both as a Civil Engineer, and Manager of Railways in the Western United States ; and his opinion is there regarded as very high authority. His reply is very short, but at the same time conclusive as to a width of twelve feet being quite ample for the top width of road-bed in good material. It will thus be seen, that of the four prominent and very justly distinguished Canadim Engineers, who have been kind enough to express an opinion upon the subject re- ferred to them, two have given a somewhat qualified 36 NORTTT SnoilR RAITiW.W. vonlict nsriiiiist thoSpocificati-dis ; and two have exproHseil an un<|ii!ilili('