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'''*'"'''"""^*'^^^^

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Li^

THE RAILWAY POLICY

OF THE

Government of Quebec.

SEYMOUR.

1878.

*J<%^f^, ,..,,; ..^J^

TH E

RAILWAY POT.ICV

(J F T H )

Government of Quebec,

BEING A REVIEW OF THE REPORTS OF THE RAILWAY

COMMISSIONERS, AND OF MR. WALTER SIIANLY. IN

RELATION THERETO; IN A SERIES OF LETTERS

HERETOFORE WRITTEN AND PUHLISHED

li Y

GHNERAL SILAS SEYMOUR,

Late Chief and CoNsuLrrNO Engineer of the
NORTH SHORE RAILWAY:

—<l39^<a»-

i^ogetbtr iuitb nn |nttobnctoiu %i\\tx abbrtsseb to

The Honorable H. G. JOLY,

P R E M I E R

OK I HE

PROVINCIAL G(»VERNMENT.

18 7 8

INTRODUCTORY.

To THE Honorable H. G. JOLY,

Premier, and Minister of Public Works and Ayriculture,
of the Province of Quebec.

Mr. Premier : —

I take the liberty of bringing to your notice the follow-
ing reprint in pamphlet form of my former published letters
in relation to the Railway Policy of the Government, of
which you have but recently become the honored Chief.

In doing this at the present time, ray only apology is the
fact, that, while acting as the Chief and Consulting Engineer
of the North Shore Railway, I made myself personally
and professionally responsible for the location of the line,
and the plans of construction, which form the basis of the
existing contract for the construction and equipment of the
road ; all of which were being faithfully adhered to and
carried out, so long as the work remained under my own
charge and supervision.

Since that time, however, the construction of the Railway
has been undertaken by the Provincial Government, which
has, most unfortunately, been guided in its policy by Engi-
neers who have heretofore revelled in Government pastures,
and been fattened at the Public crib ; and who, regardless

INTRODUCTORY.

of the cost to the Government, and the interests of the Prov-
ince, liave, for the sole purpose of creating a reputation for
themselves, induced the Government, by means of fictitious
estimates, and misrepresentations, to depart from the original
location a»id plans of construction, to such an extent, that
the cost of the work has l)een largely and unnecessarily in-
creased ; its capacity for business h.as been materially im-
paired; and the time of its completion has been indefinitely
postponed.

All of the foregoing charges and allegations, you will find
fully corroborated in the following letters, which have been
written and published from time to time in the newspapers
of Quebec, with a view of protecting my own character and
professional reputation from the effects of the misrepresenta-
tions and fallacies which have been brought to bear upon
the Government, for the purpose of inducing it to depart
from the policy which it endorsed, and undertook to carry
out, when it first assumed the responsibility of completing
the Railway.

When, in 1871 and 1872, I undertook the Herculean
task of l)ringing the North Shore Railway undertaking to
the favorable notice of the Public and of Capitalists, my
location, plans, and estimates of its cost, were based upon
the most direct practicable route that could be obtained
between the cities of Quebec and Montreal. And my esti-
mates of its future earnings, which were the means of inducing
Railway men and Capitajlists to undertake its construction,
were based upon the assumed fact, that, by reason of its
being, by far, the shortest, cheapest, and most direct route,
it would always be able to compete successfully with the
Grand Trunk Railway for the business between Quebec,
Montreal, and the great South and West. And it is very
well known that the parties who were engaged in its con-
struction, previous to its coming under Government control,
would have fully succeeded in their object, had it not been
for the steady and unrelenting opposition of the Grand Trunk

TNTROmTCTORT.

.«)

Railway management, both in this country and in Europe ;
which opposition was caused solely from a knowledjje of the
fact, that the construction of the North Shore Railway, as
then projected, would prove fatal to the best interests of the
Grand Trunk Railway Company.

I lasmuch, therefore, as all of the elements upon which
my calculations were based, both with reference to actunl
cost and future earnings, have since been either radically
changed, or entirely abandoned, by adding indefinitely both
to the length of the route, and the cost of construction ; and
as these changes will, in my opinion, detract largely from
the future earnings and usefulness of what was formerly
known as the " North Shore Raihvai/^'' I shall hereafter con-
sider myself fully absolved from all responsibility in connec-
tion with what I have formerly said and written, with refer-
ence to the future commercial and financial success of the
Enterprise.

Your own Government, Mr. Premier, cannot justly be held
responsible for the delinquencies of your predecessors, nor
for the ignorance, dishonesty, arrogance, and selfish ambition
of the Engineers whom they employed.

In selecting a distinguished Canadian, and a gentleman
of Mr. Walter Shanly's high reputation and acknowledged
ability, as your professional adviser in all Railway matters,
you did precisely what I would myself liave advised at the
time ; and the appointment was undoubtedly well calculated
to shield your Administration; in the future, from any just
cause for censure on the part of either your political oppo-
nents, or the people at large.

But while entertaining the highest personal regard for
Mr. Shanly, with whom, also, my professional relations
have always been of the most friendly nature, I find myself
reluctantly compelled, as you will see by referring to the
last two of the accompanying letters in review of his recent
Report, to consider his views and conclusions as therein ex-
pressed, upon the location of the Q. M. O. & O. Railway,

TNTllOnUCTOnY.

vvcjst of Maskitionirc, as being entirely unwarranted hy the
facts in the case ; and such as wuuld be disapproved by a
large majority of practical and disinterested Kai'way men ;
and filso such as, I have no doubt, Mr. Shanly himself will,
on more mature reflection, regret having recorded over his
own signature.

I neither expect, nor venture to hope, that anything
which I have said, or may now say, will induce you to
change the policy which you have .already adopted, and in
fact entered upon, under the advice of Mr. Shanly.

But having, as in duty bound, defended myself in this
manner, to the best of my ability, up to the present time, I
shall rely with the most entire confidence upon a full and
perfect vindication of all I have said and written upon this
subject, when the time arrives, if it ever shall, for a final
settlement with the Contractor ; and for a practical test of
the working of your Railway system, when fully completed
in accordance with the plans and recommendations of your
present advisers.

Wishing you every success, in the exalted and resjjonsible
position which you have been called upon to fill,

I have the honor to remain,

Mr. Premier,

Your oLv,.lient servant,

SILAS SEYMOUR,

Late Co7i8ulting and Acting Chief
Engineer of the North Shore Railway.

August 20th, 1878.

GOVERNMENT RAILWAY POLICY.

rf.vip:w of the commissioneks' report.

I have oxaminod with some euro the rccontly piihHshcd Report
of the CoininiHsioner-i of the q ,1, (). & (). Railway, in which is
iilso embodied the Reports and Estimates of several Engineers
employed l)y the (iovernmont, with refi rente to the location of the
Western portion of what was formerly known as the Nortii Shore
Railway.

It appears from these Reports, that the Provincial (Jovernment
has been made to Itelieve, that the line or route, via Berthier, L'As-
somption, and P>ont de I'lsle. to Montreal, as adopted by i'.e
Railway Company, upon my recommendation, and which forms the
basis of the existing Government contract, was not located upon
" the most direct and practicable route of whicli the capabilities of
the country will reasonably admit," as reciuired by the terms of
the contract; but that another and far superior route has been dis-
covered since the work came under (iovernment control, and that
the former location has therefore been abandoned, and a new one
adopted by the Government, upon which the road is now being
constructed.

Holding myself personally and pi'ofessionally responsible for
the adoption of the line as recommended by me, while actino- as
Chief p:ngineer of the ro,')d, it cannot be expected that 1 will remain
entirely silent and passive while the Government and the public are
being made to believe that either through ignorance or neo-lect, '
I failed in the performance of my whole duty to tlie Railway
Company, in selecting the proper location for the railway.

OOVERNMENT RAILWAY POLICY.

In view of m}' formf r position, in connection with the road, it
would seem to have ])een, to saj' the least, simply courteous, if not
altf>g('ther just, for the Government to have afforded me an oppor-
tunity of explaining and vindicating my professional acts and
opinions, respecting im^jortant matters of this nature, before
publishing to the world a wholesale condemnation and repudiation
of them, based entirely uix)n the opinion of an Advisory Engineer
who had never examined the localit}' in question, and consequently,
had no means of verifying the statements upon which his decision
was based

It appears, however, that the present Government, and Railway
Commissioners, have, for some reason, thought proper to pursue
an entirely different course ; which, as I am fully prepared to show,
will lead them, not only into a certain extra expenditure of several
hundred thousand dollars, but also into the adoption of a location,
which will detract largely from the future earnings and usefulness
of the road. The limits of the present communication will not
permit of my pointing out, with an}' degree of particularit}', the
many fallacies and misrepresentations which are contained in the
Reports al)ove referred to ; neither have 1 any reason to suppose,
that »»ither the Government, the Legislature, or the public, have any
desire that an exposure of this nature should be made. But, for
my own vindication, I shall take an early opportunit}- to place
before the public, sucii facts as will enable all parties in interest
to understand the matter full}'.

i^UEBEC, Jan. ;{0, 1878.

II.

I regret exceedingly that any of the expressions used in my let-
ter of the 3()th January, as published in the Chronicle of yesterday,
should have been construed as a personal insult to any member of
the Provincial Government or Legislature ; and that they should
have been the cause of wasting nearly one entire session of the
valuable time of the Legislative Assembly in a discussion, the
only object of which appears to have been to cast a slur, not only
upon the Legislatures and people of the United States generally.

REVIEW OF THE COMMISSIONERS' REPORT.

but upon m^'self, as a former citizen of tlie United States, in par-
ticular, for having dared to ; indicate botli my private character,
and i)rofes8ional reputation, from tlie insidious attacks which have
been repeatedly made upon them by the servants of the (iovern-
ment, and tacitly endorsed by the Government itself.

Disavowing any intention to rouse the British Lion, by insulting
either the Government or the Legislature: and merely referring
to the Montreal "Land Swap" and the Pacilic Scandal, as a
sufficient answer to the attempted insult to the American Kagle,
I will state, for the information of the Honorable the Attornej'-
General of the Province, vfbo seems, in the debate of yesterday,
to have been in great doubt upon the subject, that my only reason
for writing the letter in <piestion, was, ''for m;i own viiuUcation,'"
as stated at the close of the letter which he claims not to have read.

As a justification for remarking that '' I had no reason to
suppose that either the Government, the Legislature, or the
public have an}' desire that an exposure of the Diisrejur.sottations
and faUaci'es contained in the Report oi' tlie Railroad Connnis-
sioners should be made," it will ))c sufficient to state, that, in the
'''•correspondence'' and publications so gracefully alluded to in the
debate of yesterday by the Ilonoral)Ie the Secretary of the
Province, 1 had repeatedly and in self-defence demonstrated by
facts and tigures that have not, ami cannot he disi)roved, a nudti-
tude of misrepresentationa and faUacieti in relation to matters of
equal if not greater importance, all emanating from the same
source, and involving a waste of several hundred thousand
dollars from the. Provincial Treasury, without attracting the least
attention from the Government, the Legislature, or the pul)lic;
and I therefore had no reason to sup[)ose that anything 1 might
say upon the nmtter now in hand would ))e of the least interest to
them; and, it is quite needless to say, that tlie debate of yesterday
has fully confirmed this impression.

None of these things, however, will deter me from the fearless
performance of a duty which I owe to myself in \ indicating my
own professional character and reputation from the injurious
effects of these aspersions. The cost to the (iovernment is a
matter of entire indifference to me, and will only be fully known
and appreciated upon a final settlement with the Conti'actor. when
1 shall be much disappointed if they are not found to exceed a
3

GOVERNMENT RAILWAY POLICY.

million dollars over and above the amount named in the contract.
1 will at |)r('S(!nt call attention to only one of the man}' rais-
representations, which I shall hereafter expose, and which I should
have taken pleasure in explaining, both to the liailwa}" Commis-
sioners and to Mr. Fleming, their Advisory Engineer, if the op-
portunit}' had been afforded.

It is stated on page 7G of the Commissioners' Report that the
quantities assumed for line No. 1 were those left in the office of the
Railway Company, and ''presumed to be correct." On page 79
it is state<l that "• TT.OOO cubic yards of earth-work were added
to get the embankments above water," and that " 1(50, 000 cubic
yards have been added to the estimate of No. 1 to reduce the
intdination of the grades," /. c. from 52 feet 8 inches to 2G feet
I inches per mile.

1 shall show that the quantities referred to, and forming part
of my schedule of October, 28, 1874, were computed upon a grade
line, one foot above the highest water ever known between
Maskiufuige and llerthier, and upon a inaxiuunn grade of onl}'
2(! feet 4 inches per mile, l)etween Maskinouge and Montreal.

I feel (|uite sure that neither the Attorney-(Jeneral, nor the
Secretary of the I'rovince, will, u[)on a full knowledge of the facts,
condemn me for treating such misrepresentations as they deserve.

S.
QiTEJiRC. Feb. 2, 1H78.

III.

Referring to my letter of the 2d inst., which was puV)lished in
the Chronicle of the 4th, 1 find an expression, which, without fur-
ther explanation, may be calculated to mislead the reader, and to
throw a doubt upon the correctness and reliability of some, and
perhaps all of my statements — and I therefore embrace the first
opportunity, tifter arriving here, to place the matter in its proper
light.

It was stated in that letter that the cost to the Government of
the tiiisrcim'sfiiiftdi-nts and falhtricx therein referred to, " will only
be fully known an<l appreciated n\w\\ a final settlement with the
Contractor, when 1 shall be much disappointed if they are not

KKVIEW OK TIIK COMMISSFONEKh' KKrORT.

tbund to exceed a miUion dollan^ over and above the amount
named in the contract."

It was not intended to convey the idea that the (-hanging of the
location between Maskinonge and Montreal would alone involve
that amount of expenditure, but that the gross amount involved in
and growing out of (til the departvreK. bv the Railway C'onnnission-
ers, from the existing (iovernment contract, plans, specifications
and schedules, will in all probaltility be found to exceed a million
(/o//(fr.s' over and above the gross amount named in the contract ;
which contract was Intended to provide for a ^/irst-class railiraif in
all respects, without any extra charges whatever, except such as
might grow out of a (^lange in the location of the line.

It is very well known that several hundred thousand dollars
of extra allowances have already lieen made to the Contractor, upon
the work between (Quebec and Three Kivers, upon the Reports of
Mr. Walter Shanly ; and it seems somewhat strange that these
Reports were neither e?^il)odied nor alluded to, in the recent published
Rei)ort of the Railway Commissioners, in order that the Govern-
ment and the Legislature might become i)ossessed of the facts, and
also of Mr. Shanly's views as to whether the changes in plans,
&c., which nivolved these extra exi)euditures, were necessary in
order to produce ajirst-chtss ndhnt)/.

It would also appear ('(pially strange that no member of the
Government or Legislature has had the courage, or felt sutlicient
interest in the subject, to call for these Rei)orts.

It is (piite safe to assume, however, tliat a similar amount of
extras would have been expended upon the original location between
Three Rivers and Montreal, and tiiat, owing to the change in loca-
tion between INIaskinonge and Montreal, the Contractor will claim,
and eventually collect from the ( ilovernm(>nt, an amount which,
with previous allowances, will aggregate at least a million dollars
more than his contract i)rice.

The cost of constructing the original line, upon any arrange-
ment of grades and plans of structures, can now be ascertained
with a very close ai)i)roximation to accuracy, for the reason that it
has been dcjinitj'hi iocafed. For the same reason, some confidence
may probably be placed in the length and estimated cost of the
new location between Maskinonge and Terrebonne. IJut no confi-
dence whatever should be placed in the reputed length and estimated

GOVERNMENT RAILWAY lY»LirY.

cost of the proposed new line lietween Terrebonne and Montreal,
for the reason that both its U'ngtli, assumed grades and cost, are,
according to the Commissioners' Report, based ujwn an assumed
or iiiwfiiiuiry line, whicli will probal>ly never be found to exist ; and
therelbre the raisreprc-rscntations and fallacies, which have evidently
been manufactuied for the special purj)ose of casting discredit up-
on the original location, cannot, from the nature of the case, be
fully exposed at the present time. Having thoroughly explored
and surveyed the locality myself, however, I have quite sufficient
data to demonstrate, to the satisfaction of an}' competent judge,
not only that the original location was the proi)er one. V)ut, that the
best thing for the Government now to do, is to take the best line that
can be obtained from their present crossing of L'Assomption river
to Bout dc risle, and then to adopt the original location from there
to Montreal.

I shall also make it equall}' apparent that the original crossing
at Bout de I'lsle is, as stated in one of m^' former Reports, the
proper point of departure for the loop line to St. Therese ; and that
when this looj) line is constructed, us it surely ivill &e, either by the
Government or the lessee of the road, the present line between
Montreal and St. Therese will be practicalbj abandoned.

S.
Boston, Feb. G. 1878.

IV.

I see from the papers that, during my absence last week, our
Local Ijcgishiture has been wasting some more of its valuable
time in a fruitless discussion over tlu; pro[)riety of bringing me be-
fore a Committee of the House for the purpose of ascertaining the
facts in relation to the pn^posed route of the North Shore Railwa}'
between Maskinonge and Montreal ; and that the Government had
steadil}' refused to permit any more light to be thrown upon that,
to them, very embarrassing subject.

The course which the Government is pursuing in this matter, is
one which certainly shows great tact and foresight, and one which,
if it had been adopted and followed by the Dominion Government
at the outbreak of the Pacijic Scamkd,, would probably have pre-

RKVIKW OF THK COiMMIvS8I«»NEU8 KKPOKT

vented a revolution in that riovernment ; and it is also one which,
if it had been followed hy the immediate predecessors of the pre-
sent Local Government when the first rumors of the Montreal
Land Sump began to assume form and sul»stance, would, in all
probability, have prevented the premature dis.solution of that
Government.

It is not in'obable, however, that the Governments above refer-
red to were either in a position, or had the will, to exercise the
same arbitrary power and control over their partisans in the Legis-
lature that is shown to be possessed by th'^ present Local (Jovern-
ment of (Quebec ; and hence they were forced to bow and give way
to the public opinion of the countr}-.

The fact that the present Local Government has already deter-
mined to change the organization of its Rnihvny Department, by
dispensing with the services of its Board of Haihvny Commissioners,
shows conclusivel}' that this organization has been a signal failure
from the commencement, and therefore the (i<jvernment is full}'
aware that the most glaring exposures of mismanngenient and ex-
travagance would be made public the moment the door is opened
for a Parliamentary investigation.

Hence, it has been quite sufHcient, up to the i)resent time, for
the members of the Government to stave olf the uni)leasant sub-
ject, whenever it has been broached in the Legislature, by casting
obloquy and contempt upon myself, as the former Engineer and
chief promoter of the road ; and also, ])y some Parliamentary
quibble, to have all motions and resolutions h)oking to such an in-
vestigation promptly ruled out of order.

If such be not the case, and if evervthing has been right tnul
above board in the past administration of the Hnilway Department,
whv, mav it not very well lie asked, does the (iovernment resort to
such dishonorable and pettifogging means for the inirpose of stifling
investigation in a matter which certainly involves not only the good
name and credit of the Province, but also an expenditure of at
least ten million dollars of the people's money ? And would it
not be far more wise and honorable for the Government, — instead
of taking municipalities by the throat and extorting from them the
[>remature payment of (piestionable subsidies, with the conditions
of which the Government has never complied ; and instead of im-
posing additional taxes and burthens upon the people, and thus.

(JOVEKNMENT RAILWAY POLICY.

like death and the grave, contlmially crying, " Give ! " " Give ! ! " —
to invite the fuUest investigation into all oi" its expenditnres ; and
thus, if possible, to satisfy both the municipalities and the people
that their money has been and will continue to be properly ex-
pended ?

The only offences that I am aware of ha\ing committed against
the Crovernment and people of the Trovince of Quebec, during a
residence of six or seven years in the countrv, are, in having been
chiefly instrumental in l)ringing the North Shore Railway from the
state of iionetd.ity in vvhich I found it, in 1871, to the condition in
which it was ibund by the (Jovernment, in ISTo, when it undertook
its completion, after nearh' a million dollars worth of work had
been done by the Railway Company, and it was obliged to abandon
the enterprise in conseciuence of the refusal of the Government
to pay its j)roportion of the estimates, according to agreement ;
also, in aiding the (iovernment. to the best of my ability, in the
negotiation of the existing contract for the construction of the
road ; and, lasth', in endeavoring, by the only means at my com-
mand, to protect my i)revious administration of the luigineer De-
partment, and my professional reputation, from the injurious efl['ects
of the insidious attacks which, with the full knowledge and consent
of the Government, have been repeatedly made ui)on them by its
otilcers and servants. — all of which ott'ences on my part, it appears,
have rendered me so obnoxious to the Government that my pres-
ence before a committee, or even as an assumed criminal at the
bar of the Legislature, is considered as bestowing far more notice
u[)on me than I deserve, and, cohsequenth', an infringement upon
the dignity of the (Jovernment and the Legislature.

Waiving, however, for the i)resent, any further allusion to mat-
ters entirely personal to myself, and referring more particularly to
those of far greater interest and importance, at least to the public,
I will, in my next, furnish your readers with a brief review of the
recent Rejiort of the Railway Commissioners, and of the history of
the location of tlu? line between Maskinonge and Montreal, which,
I think, may possibly atford both them and the Provincial Govern-
ment and Legislature some sound and interesting food for reflection.

QuEiucc, Feb. 13, 1878.

REVIEW OF THE COMMISSIONERS' REPORT.

I desire to call attention, as briefly as possible, to the new ant]
somewhat peeniiar style of Government Arithmetir, whioh has been
introdueed into the recent Report of the Railway Commissioners,
and further exemi)lifled in yesterday's Leoislative debate ni)on the
resolutions of the Provincial Treasurer.

Referring to page 18 of the Commissioners' Report, it appeals
that the totjd contract price for constructino; and equipi)ing what
was formerly known as the North Sjiore Railway is %\JllJ}{H\Jui,
including ''the amount of fiar/>-(/work authorized by Order in Council."

On page 9 it is stated that the Contractor had received up to
Dec. 1, 1877, ihe sum of S3,'5G2,;no.2r,.

TheAttorney-(Jeneral stated yesterday in Parliament that ''the
Government had in their hands foi- security a large dmw/xtel' of
nearly $250,000 belonging to the Contractor, which was almost sutli-
cient to pay for the it'mainderof the undertaking." Tiiis. with the
amount already paid, would make 83,(>12.370.2(). as rei)resenting
the value of work done by the Contractor up to Dec. 1. 1S77 —
whichamount beingdeducted from the contract price, $4, 777,r)r)3. .').'),
leaves $l,l(;r),193.2'.» to represent the value of work yet remaining
to be done under the original conti-act. and upon the oiiginal
location, via Bout de I'lsle, which formed the basis of that contract,
and also in accordance with the quantities given in "Schedule B,"
attached to the contract, which schedule purports, in its heading,
to provide for everything that is necessary in order "to render
the road acceptable to the (iovernment and the Corporation (of
Quebec) as ajii'st-el<(,ss raihvinf.'"

Hence it appears that in this case the Government Arithmetic
makes $250,0(»n ''ahuo.^f sufficient " to pay for, or, in other words,
almost equal in value to, $1,10;'), 193. Referring again to page 13
of the Commissioners' Report, it will be seen that the estimated
cost of the main line, including "the amoinit of extra work author-
ized by Order in Council," is put down at $4,361,176, which would
be at the rate of about $27,538 per mile for the entire distance
(via Bout de I'lsle) of 158.37 miles. On page 19 of the Report, it is
stated that, "'i'he section of the shore Une between Bout de I'lsle
and Hochelaga, 11.90 miles long, is estimated to cost $28,047

GOVERNMENT RAILWAY POLICY.

more than the correspoiuling section of the direct line between
Terrebonne to Hochehiou." Also, "The section of the (No. 4)
line, from Terrebonne to Iloehehijjfu, 11. oG miles in length, is
estimated to cost $')!*), ();")(), or $4;"), ()()() per mile for works alone,
exchisive of land damage, stations, rolling stock, &c." Hence it
appears that in this (;ase the Gomrnmeiit Arithmetic makes one
line — the contract price for which is S27,r)38 per mile including
"land damages, stations, rolling stock, cV:c." — cost S28,047 more
than another line which is admitted to cost $45,000 per mile
exclusive of these appendages.

It shonld be rememl)ered, however, that in this case an argu-
ment was being made in favor of abandoning the line from Terre-
bonne to riochelaga altogether, and of constructing the line from
Terrebonne direct to St. Therese.

Referring to page 85 of the same Report, it will be seen that,
in referring to the different lines between Maskinonge and Hochelaga,
the following statements are made : —

" The first is No. 1, on the old North Shore line via Bout de
rislo, distance 55.41 miles ; cost, including land damage, but
exclusive of stations and roUing stock, is $1,298,986," and
again : —

"The second, or No. 4 line, direct from Maskinonge to Hoche-
laga via Terrebonne and ' Des Prairies,' is 58.54 miles long, and
the estimated cost $1,094,537." Thus making the Bout de IMsle
line cost $204,449 more than the Terrebonne line.

Hence it a[)pears that in this case the Government Arithmetic
is made to produce a result ditfering from the one last mentioned
in the sum of $176,402.

But it should be remembered that in the latter case it had
become absolutely necessary for the Government to kill the Bout
de risle line very dead, for the reason that it had already located
and partly constructed the line to Terrebonne, with the intention,
as above stated, of going direct from there to St. Therese, and of
abandoning the line to Montreal ; but when this plan was frustrated
by tlu! people of Montreal, it became necessary to show, by its vei'y
convenient Arithmetic, that it would have brought certani ruin upon
the Province if a better line had not been invented than the one
via Bout de I'lsle.

Referring to page 5 of the Report, it will be seen, "that the whole

REVIEW OF THE COMMISSIONERS* REPORT.

line completed from Quebec to Montreal, passing throiigli Terre-
bonne (Piles Branch not included), will cost, a(;cording to
Mr. Light's estimate, the sum of $4,r>18,fi57.80 ; which makes an
increase of $202,607.89 on the amount of' Schedule B,' annexed to
the contract." It is not stated, however, whether this amount
includes the large extra allowances that have already been made
to the Contractor, by virtue of the late Reports of Mr. Walter Shanly,
which, for some mysterious reason, have not yet been made pul)lic,
and also any additional allowances to the Contractor on account of
the change in the location of the line between Maskinonge and
Montreal.

But leaving these items out of the question for tlie present,
it appears that in this case the Government Ai'itftmetir is made
to show that, while the line via Terrebonne will cost 8204, 44!> Jt^ss
than the line via Bout de I'lsle, yet b}' some strange man-
ipulation of the figures, this same line (via Terreboiuie) when
extended in one direction to Quebec, and in another direction to
Montreal, will cost $282,057.89 more than the line via Bout
de risle. And the same convenient Arithmetic is also made to
show that, in the present case, the estimated cost of the main line
is $4,r)18,6r)7,80 ; while on page 13 oftlic same Report it is made
to show that the estimated cost of the main line is S4,. '5(51,1 70.

It should be remembered, however, in view of the entire Rei>f)rt,
that when it was written by the Connnissioners it was not ex-
pected that an}' one would take sufficient interest in tlie matter, at
the present time, to question either its Arithmetic or tlie reliabil-
ity of its statements ; but, would it not have l)een (piite as well
if the Commissioners had considered that all the misrepresentations,
discrepancies, and fallacies, which are contained in their Re[M)i't
and its appendages, will be quite sure to become exposed t^) public
view before a final settlement can be made for the construction
of the road?

The Provincial Treasurer, in yesterday's debate upon his
Financial Resolutions,, stated, "that he had made provision for the
full amounts required by the estimates and by the Commissioners'
Reports ; " — and it is therefore to be presumed that he depends
upon this same Government Arithmetic for the accuracy of the
amounts required to cover these estimates and Reiwrts. The fore-
going exposure of their utter non-reliability, it is ho])e«l. may
3

GOVKUNMKNT RAILWAY POLICY.

posHibly open his oycs to tho real ooinlition of things in lime to

save the Trovince IVoni tinaneial diseredit and ruin.

8.
QUEHKC, Feb. 10, 1878.

VI.

A printed Circular, containing the " (Jeneral conditions for
Leasing and Working" the ''(.Quebec, Montreal, Ottawa and Occi-
dental Hailway," was issued by the (Quebec Provincial Govern-
ment, on the 20th December, 1877, over the signature of " ,/. A.
Olnqtle<(u.i Serretdt'f/ of the Province," which contains the following
clauses, or paragraphs : —

^'The two sections, with their dividing point at Montreal,
will be leased, either separately or all in one, as, when proposals
shall have l)een received, may to the Government appear most
desirable.

"In the event of the railwa}' being leased in two sections, and
to separate parties, it must be imdorstood, th((t the ports between
Montreol {Citif) on<\ the jntiction with the direct line between
Quebec (tn<J ^If/inier, will have to be vsed ond worlxcd in common.'^

Would it be asking to much of the Government to explain the

meaning of the iudicized portion of the latter clause, and where it

was proposed to establish " the junction with the direct line between

Qnebec and Ayhner"? Also, whether this '-'"direct line" did not

refer, unqualifiedly, to the loop line or cut off between Terrebonne

and Saint Tlierese ?

S.
QuEDEC, Feb. 19, 1878.

VII.

I notice a misprint in my letter in this Morning's Chronicle,

which, as it occnrs in a quotation from a Government document,

and changes the sense of the paragraph materially, I would like

to convLV't.

. The following is the paragraph referred to : "In the event of

KKVIKW OK TIIK TiiM'Ml.ssiONKKS UKI'nUT

I'J

the railway being leased in two sections and to separate parties, it
mnst he understood that the part I»etween Montreal (City) and the
junction with the dtrert line between (^ucl)ec and Ayliner, will have
to be used and worked in common." The word part was pnnted
parta^ and would therefore signify that the (jrovernment contem-
plated two junctions lietween Montreal and " the direct line between
Quebec and Aylmer," to wit, one at Terrebonne and i)ne at St.
Therese ; whereas, the correct reading of the paragraph shows
quite clearly that, no later than the 2()th of December last, when
the (lovernment advertised for leasing tlie road, only the St. The-
rese junction was contemplated ; and that the line between Terre-
bonne and Montreal had been virtually abandoned.

Such having, most undoul)tedly, T>een the explanation given
to the parties proposing to Icjise the road, it remains to l>e seen
how far these parties will feel bound by their j)ropositions, since
the Government has determined not to construct " the direct line
between Quebec and Aylmer," sind thus to force all the through
business over the twenty miles of extra distance, and the ruling
grades of 87 feet per mile, via Montreal.

QuKBiic, Feb. 20, 1878.

VIII.

ike
of

In connection with the Circular of 20th December last, signed
by the Secretary of the Province, and freely distributed among
parties who intended to propose terms to tlie (iovernment, for
leasing the (^. M. O. and O. Railway, in which, as already shown,
the following paragraphs occur : —

"The two sections, with their dividing point at Montreal —
will be leased, either separately, or all in one, as, when i)roposals
shall have been received, may to the Government appear most
desirable " ;

'^'In the event of the Railw.ay being leased in two sections, and
to separate parties, it must be understood, that the part between
Montreal (City) and the junction with the direct line, between Quebec
and Aylmer, will have to be used and imrked in common " ; it has

<40VKRNMKNT RAILWAY VOIACY.

occiint'tl to me that it would be both iiitcrcHting and instructive to
refer, in the same eonneetion, to the more recent letter, signed by
the Premier ol' the (lovernment, and addressed to the members
of the (Quebec Itoard of Trade, from which the following is an
extract : —

"Were the (iovernment (juite free to consider the question as
an abstract one, entirely unrestrained by any pre-existing legisla-
tion or pre-exisling contracts, it is quite possible that the route
you point out (i. e. from Terrebonne to St. Therese) would be
found to.be the shorter one between (Quebec and Ottawa. Your
Board is, however, respectfully informed that, under the existing
legislation, where))y the (lovernment is obliged to construct a line
of railwaj' from deep water, in the i)ort of Quebec, via the City of
Montreal, to some point in the County of Pontaic suitable to cross
the Ottawa, to connect with the (ieorgian Bay Branch of the Can-
ada Pacific Railway, it is impossible now to make any such devia-
tion as is proposed."

Here is another striking illustration of the facility with which
different results and conclusions may be reached by means of the
^^ Government Arithmetic^" to which allusion has already been made.

The IIonoral)le Secretary informs intending lessees of the Road,
in effect, that: "A direct line between (Quebec and Aylmer" will
be constructed by the Government ; and that whoever leases this
'•^direct line" must also '•''work in common the part between Montreal
{City) and the junction ivUh the direct line."

Per contra : — The Honorable Premier, only a few days later,
informs the Quebec Board of Trade, in effect, that owing to " pre-
existing legislation, or pre-existing contracts " — " it is impossible
now to make any such deviation, as is proposed," i.e., to build
that portion of the '•'- direct line" hGUacw Terrebonne and St.
Therese.

As another illustration of the mysterious workings of this won-
derful Arithmetic^ it may be well to examine the ^^pre-existing legis-
lation and contract " referred to by the Premier, for the purpose
of ascertaining why they should exercise such unlimited control
over this question of locsition. Both the contract and the legisla-
tion confinning it, will be found in the 9th section of " an Act
respecting the construction of the Quebec, Montreal, Ottawa and
Occidental Railway," assented to Dec. 24th, 1875, which reads as
follows ; —

REVIEW OF THK ('OMMISS(()NKUS KKIMUM.

" The contract, passcrl at thf v\t\ of QiH'hcc, on the 21th of
Soptfinber, last past, befoiv Mtrc. I'h. Iliiot aiul <.'«;lleagiit'H, Nota-
ries, between the lion. C H. DcBoiichervilK', representing; tiie
Province of Quebee, an«l Hon. Thomas MHireevy, for the «on-
strnetion and completion of tiiat portion of the said railway b*'tween
deep water in the port of the City of (^iu'bt'<', ixiid the t'ity of
Montreal, and the l>ranch thereof to (irand Piles, in hercb// nitijicd
and conjirmed."

The contract above referred to distinctly speiitit's : — That *' the
most direct and practicabia route of which the capabilities of the
country will reasonably admit, shall be adopteil, hoth for tlic Afain
Line and Piles liranch." The schedules of (|iiantities. together
with the maps and profiles, which were si<»;ned by the contractinji
parties, and attached to the contract; also the total coiisidi-ration
t .'■ 5^4,732,387.55 mentioned in the contract : all reCei-red cri'lusirr/i/
to the line as then located, via Berthier, Assom|»tion and IJoiil de
risle ; and this location, therefore, became as lej;ally iiiiidin«i;
upon the Government as any other provision, either in the contract
or in the law which sanctioneil it.

It appears, however, that the Government Arithmetir is, at one
time, made to sanction an entire change in the location of about
one-third of the main line, at the western end, witliot ' any legisla-
tive authority or previous agreement with the Contractor, and with
the manifest intention on the part of the Government, as shown in
Mr. Chapleau's circular, of ignoring Montreal and going direct to
St. Therese — while, but a few weeks su])se(iuently, the same con-
venient Arithmetic is made to show that "pre-existing legislation
and contracts (to wit. the same legislation and contracts above
referred to) render it impossible for the Government to construct
the road to St. Therese ; but fully authorize it to adopt an entirely
new and imaginary location, via Terrebonne, to Montreal, vvhicii
will involve an additional expenditure of several hundred thousand
dollars, an increased length of four or live miles in the line, and
much higher grades than would have been re«iuired if the original
location and contract had been adhered to.

With an Arithmetic capaljle of producing such extraordinary re-
sults, it is not at all surprising that this same (roverinnent is now
seeking to lease the road, under the authority granted by the
Legislature, in Section 42 of the same law which sanctioned the

(iOVKKNMENT RAILWAY I'OLU Y

contract for its construction : which stiction reads as follows : —
''The Lieutenant-Governor in Council may, (W soon as the said
road., or out/ secfion (hereof., shall have been completed., lease the
said road, or section thereof, to any person or persons, or to any
corporation, sul)je('t to the approval of the Legislature."

Although probably not one mile, certainly not any continuous
se(!tion of live miles upon the entire road between (.Quebec and
Montreal, has yet been completed according to contract; although
the line has not yet been located, nor the ground broken upon the
last fifteen or twenty miles nearest Montreal ; although the extension
to deep water at <iuel)ec Harbor has not boon touched; although
comparatively nothing has yet l)ecn done towards the erection of
machine shops, engine houses, way, passenger, and freight stations,
water stations, wood sheds, &c., ttc. ; and although, according
to the Commissioners' late Report, it will yet require at least
$1,.5()(),()(»0. but more probal)ly quite $2,000,000, to complete
this portion of the road — yet, I have no doubt that, when the
proper time arrives, the GoLH'rnment Arithmetic will demonstrate
quite clearly that the italicized portion of the section above quoted
has been fully complied with.

Quebec, Feb. 21, 1878.

IX.

It a})pears from the debate in the Legislative Council yesterday,
upon the (Government Railway Hill, that a new tlehl has been dis-
tMnered in which to develop the powerful capacity of the "Govern-
ment Arithmetic."

The II(»n. Premier is reported to have " conmienced by quoting
the Report of Gc j. Seymour, formerly Engineer of the N. S. R.
Company, condemning the Bout de I'lsle route," &c., &c. "Also
that the Rout de I'lsle route had never been fixed on by the old
N. S. K. Company."

While thanking the Hon. Premier for his kind recognition of my
name, as somewhat an authority in Railway matters, even with the
Provincijil (iovernment, I cannot refrain from exposing this new
"thimble trick," of this extraordinary " little Arithmetical Joker,"

UKVIEW OF THE COMMISSIONERS' REPORT.

rn-

by explaining that in tlie Railwaj' Comnnssionors' Report the terms
"Line No. 1," ''Bout de I'Lisle Lino." and "Slioro Line" arc all
used "synonymously," and have rel'erence entirely to the "one
located Hue," via lierthier and I'Asso uption, wliieh was recom-
mended by mr^'self as Chief Engineer, adopted by the lioard of
Directors, and now forms the basis of the existing (lovcrnmcnt
contract ; which contract distinctly spt'cifies that •' the most direct
and practicable route of which the cai)abilities of the country will
reasonably admit, shall be adopted, l»oth for tlie main Hue, and
Piles Branch." It is also the line whicii the (iovcrnment has
already abandoned by the substitution of a line whi<'ii is designa-
ted in the same Connnissioners' Ivei)ort as •' Line No. t." via
Terreboime : which line, or at K'ast that portion of it belween
Terrebonne and IMonti'eal, tiie (iovcrnment really knows nothing
about; but which it will ultimately find to be four oi' five miles
longer, to have at least doul)le the maximum grades, and to cost
several hundred thousand dollars more than "LineNo. 1," as
originally coutemi)lated .

Having thus clearly deiined the competitive lines, it may be proper
to explain farther tliat the lirst surveys for the North Shon^ Railway
were made in ISao, by Mr. James N. (iildea. who established the
line via Berthier and Bout de I'lsle proper, oi' neai' the confluence
of J^'Assomption and Ottawa Rivers, making the entire distance
from Quebec to Montreal !.")<» miles. Some years later another
survey was made by Mr. T. Trudeau, the present Deputy Minister
of l*iil»lic Worlds, at Ottawa, which followed substantially the route
indicated by Mr. (lihlea.

In 1.S72 I re-surveyed the line over nearly the same ground,
witli the exception of a slight detour between (Quebec and Paradis
Pass, for the purpose of reducing the grades, and another at the
crossing of the St. Maurice River, for the purpose of acctunino-
dating the Piles Branch.

My first Report upon the location was dated ()ctol)er lOth, 1.S72,
in which I recommended the Board of Directors to approve the
locatioli from (Quebec to a point a few miles west of Berthier.
reserving the portion of the liiu' between that point and Montreal
for future considen^tion.

During the years iS72 and b**"^.'} I made surveys of several
lines between Berthier ai;d Moni'ieal, crossing the branches of the

GOVERNMENT RAILWAY POLICY.

Ottawa River at Laclienayo, Terrebonne, and several intermediate
points ; and on ()etol>er 9th, 1873, T made a Report to the Presi-
dent of tlie Company, aocomi)anied by full maps, profiles and esti-
mates, in whieh the merits of these distinct lines were discussed,
marked respectively A, B, and C; — Line A being the Bout de
risle or lower crossing. Line B an intermediate crossing,, and Line
C the Lachenaye or upper crossing.

A reference to this Report will show that '* Line B," or the in-
termediate crossing, was unqualifiedlj' recommended by me for
approval by the Directors ; and it is very well known (except,
perhaps, by the lion. Premier) that this line is exactly S3'non3-mous
with " Line No. 1," as referred to in the Commissioners' Report.

The following are extracts from my Report of Oct. 9th, 1873 : —

"The middle crossing, upon Line B, has been selected with
great care, and almost entirely with a view to the avoidance of the
diHiculties above referred to.

"At the point indicated upon the Map as the crossing of this
line, it will be observed that the entire river occupies one straight
channel for a considerable distance above and below the point of
crossing ; and, therefore, that there is ample room for steamers and
vessels going in either direction, and for rafts passing down the
ri\er, to mnkc and pass the draw opening in the bridge, in com-
paratively smooth water, and with perfect safet}'.

*■' It will also l)e observed that Line B crosses I'Assomption
River consideral)ly above the highest point at which it is navigable,
and therefore no draw opening will be required in the bridge.

" Having thus i)resented to the Board of Directors the princi-
pal features of the different routes between the west end of the
former location and the City of Montreal, I would most respect-
fully, but unhesitatingl}', recommi nd the adoption of the line
marked B, or the middh» crossing of the Ottawa Branch, in prefer-
ence lo either of the other lines herein referred to.

" In arriving at this conclusion, it may be proper to state that
the stipulation contained in the present contract for the construc-
tion and ('(piipment of the road, which provides, "that the most
direct and praidicable route of which the capabilities of the country
will reasoi.ably admit, shall' be adopted," has exercised a control-
ing inHnen''e over my mind ; and 1 think it has been satisfactorily
demonstrated that, <jwing to the impj acticabilit}' of maintaining a

REVIEW OF THE COMMISSIONERS REPORT.

bridge over the Ottawa Branch, at the lower crossing upon line A,
the line marked B, or middle crossing, is the only one which comes
literally within the requirements of the contract.

"• In addition to this, 1 have become thoroughly impressed
with the fact, that it is (piite as ini[)ortant to ibrui the most direct
connection practicable witli the city of Montreal, and the great
amount of business which must always converge at that point
from the South and West, as it is to form the shortest coimection
with the proposed Northern Colonization Railway, and the pro-
posed lines extending westward from the city of Ottawa, by which
it is proposed, at some indefinite i)eriod in the future, to connect
with Toronto, Georgian Bay, Sault Sainte Marie, and the Canadian
Pacific Railway. There can be no doultt, that under any circiun-
stances, we shall monopolize the through trafHc which comes and goes
by the valley of the Ottawa River ; and there can be no reasonable
doubt, that by ado|)ting the most direct and practicable route to
Montreal, we shall secure much tlu; largest share of the through
business which naturally concentrates at that i)oint for transmission
to Quebec and intermediate points."

Inasmuch as the Railway Comjiauy adopted the line which I
recommended, and which, as above stated, coincides exactly with
the line upon which the contract is based, it is ceitainly somewhat
diillcult to reconcile the statement made by the Hon. Premier,
3esterday, with the real facts in the case.

I have the highest personal regard for the lion. Premier, as
well as for every member of his (lovernment (particularly since
they kindly rescued me from the *'contem[)t" into which the leader
of the Opposition endeavored to place me, a few weeks ago. when
I ventured to intimate that the Report of the Railvv:»y Commission-
ers was not entitled to the fullest credence), and I have not tlie
least objection to their practising the '' (iovernuient Arithmetic "
upon the citizens of Quebec and Montreal, as well as upon theii-
constituents generall}' ; but wlien an attempt is made to I'ulslfy tlu;
record of ni}' \niHi connection with the road, and thus to impugn
my professional standing and re[)utation, it nnist not be expecli-d
that these misrepresentations will remain inianswered and ini-
exposed.

When the time arrives for a settleuR'nt of the existing contract,
the Government will find, too late, that other prinei|>les than those

•26

GOVERNMENT RAILWAY POLICY.

I I

which appear to be laid down in its present "Arithmetic," will
govern the final resnlt ; and I feel quite sure that then my own
vindication, in eoiujection with all 1 liave said and done, with refer-
ence to the North Shore Railway, will be full and complete.

S.
QuEBKC, Feb. 2«, 1^78.

After an absence; iVora Queb(;c of but a little over a week, I
return to lind the Provincial (Jovernm(>nt revolutionized, the Par-
liament prorogued, and an entire change; in the political atmos-
phere of the place. In other words, the Uitc Government has been
" Hoist hji its owti Pctdrd"

In view of the i)reHont condition of things, and of tlie fact that
the matters in ditferenee between his Excellenc}' the Lieutenant-
(Jovci'nor and his late Ministry, are soon to be submitted to the
arbitiament of the people, through the ballot-box, it has occurred
to me that it would 1>e both interesting and instructive to review the
real causes of the overthrow of the late Government ; and thus
to erect a IWwon by the light of which its successors ma}' avoid
the fatal rocks u^wn which it was wrecked.

It is well understood that the two measures which caused the
dismissal of the late (iovernment, and which were being pushed
through the Legislature I)}' what the present Premier so aptl}'
termed '' Bnite Jorce" and without the previous sanction of the
Lieutenant-CJovernor, were : 1st, The lidihvay Bill, which estab-
lished the location of that portion of the <,^. M. O. & O. Kailwaj'
between Terrebonne and Montreal, upon the "Line No. ^J," as
described in the recent Report of the Railway Conmussioners ; and
also, as admitted by one of the late Ministers, upon the floor of the
Legislature, authorized the (Jovernment ''to tnke by the throat"
the Corporations of (Quebec, Montreal and other municipalities
along the line, and iMfnre, in the most sunnnaiy manner, the pay-
ment of the subsidies which they had vote«l in aid of the Railway.
An<l 2il, Tne Tax Bill, the object of which was to force from the
people suttlcimt additional revenue to enable the Government to

KKVIEW OK THK Cf>MMISSI<>NEl{s' KEPOUT.

[)rotect itself from the disastrous effects of its own mismanageiueiit
and extravagance.

I propose to demonstrate, as hrietl}' as possible, that both of
the above measures, with all their odious features, were the natural
and inevitable result of the reckless mismanagement of the Railway
Department of the Government.

In 187r), the Provincial Hovernment, with the almost unani-
mous approval of Parliament, adojjted the bold and enlightened
policy of completing the construction of the great Northern Trunk
line of Railway (extending from (Quebec westward, via Montreal
and Ottawa, throngii the entire Province) as a (4overnment work.
Contracts were accordingly entered into, with the previous Con-
tractors, upon a cash basis, for the construction and equipment of
afrst riass Rail way ^ for a fixed or Uimp^Un\ : and it was distinctly
understood and expressed in these contracts, that no extras would
be allowed to the Contractors, unless they grew out of a change in
the location of the line, or were esix'cially ordered and approved
by the Government.

The price fixed for that jwrtion of the line between (Quebec and
Montreal, including the l^les Branch, was $4,7IV2,3H7.50 ; and for
that portion between Montreal and Ottawa, including the St.
Jerome Branch, was S-^, HO 1,(14!).!)."), making an aggregate of
$8,334,087.45.

The entire line had been carefully located, with the unanimous
approval of Boards of Directors, in which the (Jovernment and
the cities and municipalities who were aiding in its construction,
either had a decided majority. <jr were largely represented. The
dimensions of the earthworks and the plans of all the structures
had been made to conform to the (Jovernment standard. More
than one-third of the work iiad abn-ady been executed and approved
by the (Jovernment. and for which the cities and municipalities
had advanced largely from their subsidies. The maps, profiles,
specifications and schedules of <iuantities, in wliidi ani[>le allow-
ances were made by the (Jovernment and its Engineers, for every
contingency that was not provided for in the original contracts,
were also carefully prepare<l, and either embodied or referred to in
the contracts. So that there seenu'tl to be, and in fact there was, no
door left open for future extras and contingencies ; and the Finance
Minister of the Government, who was by far the most active in

2«

GOVKRNMKNT KAII WW Pf)LICY

the negotiation of the contnicts. fVeciuontl}' and veiy justly boasted
tliat he had accomplished what he believed had never been done
before, in closing a Railway contract, nnder which, if properly
administered, the Contractor was bound to deliver to the Govern-
ment a^fii'ftt class Jiailwdtfy without having a just claim for one dollar
beyond the gross consideration named in the contract.

During the following session of the Legislature, an Act was
passed ap[)roving of these contracts, and also providing the ways
and means which, according to their terms, were necessary for
their full completion. These linancial measures were based upon
the assumption that the nuuiicipal .subsidies, which had previously
been granted in aid of the road, amounting to nearly' three million
dollars (a portion of which had already been paid to the railway
companies), would be paid into the Provincial Treasury ; and also,
upon the other most important assumption, that the total expen-
diture would not exceed the gross amoimts named in the contracts ;
therefore, any failure on the part of the municipalities to pay these
subsidies, as well as any excess in the cost of the works, would
necessarily cause a corresponding deficiency in the means provided
for their completion.

Ik'Uce it appears that the (lovermnent, b}- pro[)er organization
and prudent management, was only required to guard carefully
against these contingencies, in order to secure for its Railway
Policy the most comi)lete success, and at the same time to render
it a tower of political as well as luumcial strength, both to the
Government and the Province at large. But instead of doing this,
the first act of the (lovernment was to dismiss the only one of its
ministers who really understood the nature of the contracts, and
had alread\ made himself responsil)le not only for them, but also
for i)roviding the means required for carrying them out. The next
act of the Government was to a[)point three Railwa}' Commission-
ers, all of whom were entirely without knowledge or experience in
Railway matters, and who were therefore comparatively at the
mercy of ignorant or designing Engineers and unscrupulous politi-
cians, whose interest or ambition would naturally l(;ad them to
r« jonnnend changes in the location and plans of construction,
which wo'dd not only be a violation of the good faith of the Gov-
ernment with the nnmicipalities, but add millions of useless expen-
diture to the cost of the road.

•m^

REVIEW OF THE fOMMlSSIONEKS REPORT.

By these means the Railway Policy of the Government, instead
of proving a sonrce of strength, has, as the events of the i)ast
few days have shown, cansed the destruction oi* the Government
which inaugurated it ; and, unless speedily checked and placed
under proper control, it will l)e <piite sure, at no distant day, to
bring the Province of Quebec into financial bankruptcy and ilis-
grace.

Referring more particularly to that portion of the line formerly
known as the North Shore RnUwuy. with which I am most familiar,
and in relation to which I claim the inght to speak, there can be
no doubt that if the location of the line and plans of construction,
which were contemplated and provided for in the contract, had
been faithfull}' adhered to by the(4overnment, a tirst-class Railway
would long since have been compU^ted and in successful operation
from Quebec to Montreal, which would have been several miles
shorter, have had much more favorable grades, and have cost at
least a million dollars less than the one contenjj)lated. and only
about one-half constructed by the late (iovernment. Neither can
there be any doubt that the subsidy voted by the Cori)oratioii of
Quebec in aid of the Railway, upon tlie original location, would in
that case have been promptly \)U\{\ into the Provincial Treasury ;
while at the same time the only ground upon which the Cori)ora-
tion of Montreal refuses to \^f\y its subsidv, would never have
existed ; and that also wouhl undoul)tedly long since have been
in the hands of the Government. Whereas, if the subsidii's of
both these cities had been placed at the disposal of the late Gov-
ernment, it is now (piite apparent that tlie road would never have
reached Montreal, except l\y way of St. Therese, which woidd be
no material improvement over the (Jrand Trunk Line, the incon-
veniences and delays of which, it was the sole object of the (^uebtic
su})scription to avoid.

It therefon' becomes quite apparent, that all the embi.i'assnients,
both political and financial, which induced the late (Jovcrnment
to attempt to force through Parliament the extreme measures which
have caused its overthrow, iiave grown directly out of the mal-
administration of its Railway Department. If additional evidence
were wanted to establish this fact, it will readily be found in the
recent Report of the Railway Commissioners, from which one
would naturally expect to derive a large amount of valuable

GOVERNMKNT RAILWAY POH< Y.

information ; instead of which, I daiy any one to ascertain from
this Report, where the road is f^oing ; how it is to get there ; what
amount has ah'eady been expended upon it ; what will be its
ultimate cost : or wlien it will be completed. Although it is claimed
in the same Report, that about HO per cent, of the entire work has
been completed, yet it is very well known that several of the
heaviest items of expenditure have never been counnenced. Nearly
the entire Report of 90 j)ages is matle up of contradictory Engin-
eering Reports, based upon fictitious estimates and imaginary lines ;
the chief object of which, seems to be. to show how to avoid
getting the Railway into Montreal, by '•' the shortest and most
practicable route of which the capabilities of the country will
reasonably admit." as provided for in the contract. It really
seems a wonder that the peculiar style of Arithmetic^ the principles
of which seem to have governed the conclusions arrived at in this
Re]X)rt, as well as all the operations of the Railway Department,
should not have cyi)liered the Government which practised it
out of existence long ago.

S.
Quebec, March 14, 1878.

XI.

In my last letter I endeavored to point out the causes which
produced the overthrow of the late l)e Boucherville Government,
and, as I believe, demonstrated quitu clearly that its downfall was
attributable entirely to the mal-administration of its Railway De-
partment. It remains to consider whether the present, or any
future Government, can redeem the Province irom the effects of this
mismanagement to such an extent as to avoid the necessity- either
of further taxation or of taking the municipalities by the throat,
and compelling them to disgorge the balance of their subsidies,
which were the two measures that were being i)ushed through the
Legislature, by what was termed brute force, at the moment when
the career of the late Government was so suddenly brought to a
close 1 ly the promi)t and fearless action of his Excellency the Lieu-
tenant-Governor of the Province.

Tht first step in the right direction should evidently be to as-

UfciVlEW OF THE COMMISSIONEUS' IlEPOKT.

certain the precise nature and extent of the liabilities which have
been fastened upon the country by the late (lovernnient, and,
secondly, the means at the command or disposal of the Government
that can be made available in cancelling these liabilities.

In order to accomplish the above objects successfully, and thus
save the further loss of time and money, it would l)e well for the
present Government to ascertain fiom the Reports of Mr. Walter
Shanly, and from monthly estimates and other documents on tile in
the Railway Department — but which the Government Arithmetic
would not allow the Railwa}' Commissioners to embody or even
refer to in their late Re})ort — the actual amount already credited or
paid to the Contractors for extra work done outsideof their contracts,
including the items for changes in locatiou and grades, which had
previously been fully ai)proved by the (Jovernment Engineer, and
in the plans for foundations in deep water, which, with some modi-
fications, had also been approved by theCJovermnent Engineer, and
provisions made for these modifications in the schedule attached to
the contract ; also the item mentioned in the Counnissioners' Report
for " rebuilding a consideraltle part of the masonry done by the
old Company" upon the western section, which masonry had pre-
viously been not only approved but highly complimented by the
Government Engineer (who, at the same time, condemned a corres-
ponding class of work upon the eastern section, which has never
been rebuilt) ; together with the reason for doing this extra w<jrk
and making these allowances, and also for the delays in prosecuting
the work ; also the probable amount that would be involved by the
continuance of the same system of management.

It would also be well for the (iovernment to ascertain, at once,
through the agency of a competent and disinterested Engineer, all
the facts in relation to Line No. 4, between Maskinonge an Mon-
treal, referred to and recommended in the Railway Commissioners'
Report, and to institute a fair and impartial comparision between
that and the Line No. i, which forms the basis of the existing
contract. And if it shall be found, as I have no doubt it will, that
no such line exists upon the ground between Ten'cboime and
Montreal, as is described in the Report of the Railway Commission-
ers ; and that all the advantages claimed for that line, over Line
No. -Z, are entirely without foundation in fact, and predicated upon
fictitious estimates, imaginary lines, and the most gross if not

OOVEKNMENT KAILWAY POMCY.

wilful nusropresontatioiis, it iiuiy not he too late for tlio Govern-
ment still to avail itself of the principal advantages of Lim' No. 2,
I)}' conneetinji the uneonipleted portion of Line No. 4 with it, at
so'me point east of the Ottawa IJranch ; and thus save several
miles in distance, and a worse than useless expenditure of several
hundred thousand dollars, which would otherwise he added to the
large amounts which have already been thrown away upon the
road.

Such a line would possess, approximately, the advantages of
the (original location, between Maskinonge and Montreal ; except
that it would be about a mile longer, cross several more dangerous
sti'eams, and pass througli several miles of bottomless miasmatic
swanqt, which is liable at any time to swallow up both the Railway
and any passing trains. It may be found, however, that these
disadvantages had better be condoned, for the present at Iciist,
rather than lose the benefits of the large expenditure which has
already been incurred upon that portion of the line already con-
structed.

It is believed, also, that by adopting this course, the Govern-
ment would avoid an}' further trouble or delay with the cities of
(Quebec and Montreal, with reference to the payment of the
balance of their subsidies, which, if now in the Government
Treasury, would go very far towards completing the road into
Montreal ; and thus, with such other retrenchments as may be
within its control, relieve the Government in its efforts to save the
I'rovince from bankruptcy, or from the necessity of resorting to the
extreme and arbitrar}' measures which very justly caused the
downfall of its predecessors.

Quebec, March 25. 1878.

G()Vr:RNi\lI:NT RAILWAY POLICY.

RP:VIEW of MR. SlIANLY'S REPORT

I notice, somewhat to my surprise, that tlie friends and admirers
of Mr. A. L. Light, (loveriiment Engineer, claim to l»c very nuicli
elated by the assumed fact, tiiat Mr. NVtdter Shanly fully endorses
Mr. Light's views and reeonnuendations, with reference to the
(ihange in the location of what was formerly known as the North
. Shor(! Railway, between Maskinonge and Montreal.

S(mie of your readers may remember that, as soon as the Re-
port of the Railway Connnissioners was pubhshed. (hiring the past
winter, in which Mr. Light's reasons for recommetiding the (change
in location west of Maskinonge, were given to the i)ublic. I took
the lilterty of publishing some letters in which it was stated that
no such line as Mr. Light reconnnended would be found to exist
upon the ground ; and that all the advantages which he claimed for
his hne (No. 4) over my original hne (No. 1), were ''without
foundation in fact, and predicated upon fictitious estimates, imagi-
nary lines, and the most gross, if not wilful misrepresentations."

Mr. Light had stated in his Reports above referred to, that his
"• Line No. 4" would be 8.15 miles longer, and cost ^204 A4U Jess
than the Boat de risle, or Line No. 1. And it was upon these
representations that the De Boucherville Government was induced
to adopt the change in the location west of Maskinonge, as reitom-
mended by Mr. Light, and endorsed by the Railwa}' Connnissioners.

We will now refer to the late Report of Mr. Walter Shanly,
(which, on account of m}' absi^nce, has but recently come under
my notice) and sec to what extent Mr. Shanl}' endorses Mr. Light.
On pages 10 and 11 of his Report, Mr. Shanly says : —

" From Terrebonne, two lines, as has been stated, were surveyed
to Hoeholaga ; the most direct <me (almost absolutely diret^t) cross-

(♦OVKUNMKNT UAILWAY POLICY.

iiifj^ Riviere dos PrurieH vvhoiv, on the highest water line, it is 8700
feet wide, Jind the valley in which it tiows, about 4H00 feet from
bank to l)ank. From i\w. bottom of the river to the grade line, the
height is about G;') feet. The carrying of the railway across this
gap, due regard being had to navigable rights, would be very ex-
pensive work, affecting the cost ol" the whole line, Maskinonge to
Ilochelaga, so as to make this" (Mr. Light's line) " a wry much
morv i'xpcisivc line to cnnstnui flum the Bout de rjsU' one^ with its
bridge [)laced at the highest niicessary elevation."
Connnent seems to be entirely unnecessary.

liUEiUic, August 5, 1878.

II.

Having shown in my letter of y(!ster<lay, that instead of endorsing
Mr. Light, Mr. Siumly's Report convit^ts him of having misrep-
resented the relative cost of two competitive lines, by an amount
"■ very nuicli more" than ^204,4 1*J (but precisely /u>?<? /yutcA mnrc is
left to conjecture), it must be assumed that all the evils which
have followed, or which may still result from the change in loca-
tion, west of Maskinonge, are directly chargeable to the fact, that
the late l)e lioucherville Government, and its Railwa}' Commission-
ers, and also Mr. Fleming, were entirely misled or deceived by
Mr. Light, as to the real facts in the case.

Inasmuch as Mr. Shanl}, in his Rt^port, advises the i)re.sent
(irovernment to adhere to the ohauged location, as far west as
Terreboinie. rather than lose, or tl;r w away the large amount
of money that has already been (-xoended upon that route ; and
conditionally recommends two alternative routes west of Terre-
bonne, one to Ilochelaga, by way of St. Vincent de Paul., which
will be five miles longer than the Bout de I'Me route, and the other
to 'Saut-fm-liecollet, which will make the distance between (Quebec
and Montreal eleven miles longer than by way of IJout de ITsle,
I desire with your permission to call attention very briefly, to one
or two imi)ortant elements, which, as it ai)pears to me, have been
either greatly distorted, or almost entirely overlooked, in the dis-
cussion ol" this important subject.

UKVIKVV OK -MI.'. SHAM.YS HKI'OKI .

I'y

her

)CC

sle,
one
een
ilis-

Tlic ^* hUtody shirt " !ii<i;iiiiu'iits wliic^h have Itccn tipiilird .'injiiiist
(l^lvv-l»^i(l^(^s in <j:t'ii('r:il, .'iiid to tlic lioiit ilc T hlr one in imrticuhir,
are altogether nion; iinii<j;in:irv than real ; and tlie ((ncstion may
very well Ik- asked, why tiie Kn<;ineer who first started the outcry
ajijainst fheni, did not use the same arirnnients a<2;ainst the <lraw-
hrid^e at Hatisean, which must l»c (|uite as ol)jectionnl»le. and could
have been avoitled (luite as cheaply, as the one at IJout de I'lsli!.

It is very well known liiat the Kivcr at liout de I'lslc, is not
navi«?able much more than one-half of the year: and, that durinjj;
that pi'riod, the draw wc^dd not be opened more than from two to
lour or five times each day. It is also very well known that no
accidents, whatever, have; occmrred at draw-bridi^es since the
orders, which are now generally in force, to brin<f the train to a
Htiind-dill before ent(!rin<; the bridi^e, are fully compliinl with ;
this requires only a minute or two of time, and <^en(^rally occurs
at a station, where even that amount of time is not lost. It ma^',
therefore, be; saf<>lv assumed, that with ordiiuiry care and dili<5ence,
an accident is no more liable to occur at a draw-bridge, than at
any other bridj^e, or even at an ordinary switch or road-crossing.

The value of tlie great saving in distance upon the Bout de I'lsle
route, between Quebec and Montreal, for the travel and traffic that
must i)as8 over it during all time, has never, so far as I am aware,
been considered, or even alluded to.

It has ))een clearly cstal)lished tiy ex[)erienc(!, that the cost of
railway transportation, both in the Tnited States and Canada,
ranges from one, to one and a half dollars, per train, per mile.
Assuming, in this case, the minimum of one dollar, and that
onl}' five trains pass over the road, in each direction, per day,
the cost of running the live miles of extra distance involved by
the adoption of the St. Vincent dr Pmd route, which Mr. Shanly
reconnnends in pndVu'cnca to tlie IJuid de l' Isle, route, will l)e
$lcS,2o() per annum : or a little more than the interest, at six per
cent., upon a cai)ital of S«500. ()()(). And upon the Saut-au-Recollet
route, which IMr. Shanly recommends in preference to either
the Bout db risJc or *S7. Vincent de Paid routes, the cost of opera-
ting the eleven miles of extra distance, will amount to |40,1;')() per
annum; or a little more than the interest, at six i)er cent., upon
a capital of $650,000 ; to say nothing of the 87-feet grades, to

<!<>VKUN>rKNT RAILWAY POLICY.

iivokl which, the ■ Haihvny Manngcr," whose antliority Mr. Shanly
quotes, wouhl ghidly run several miles of additional distance.

'li other wo.ds, tlu^ Government can all'ord to pay $;^()0, ()()()
more lor the Bout de ritile, than for the St. Vincent cle Paul route ;
and S(j.')0,()00 more for the Bout de I'lsle, than for the Saut-au-
liecoUet route, for the mere saving in distance alone. The
iSt. Vincent de PnnI route imposes Jive miles of unnecessary
distance, upon all the travel and traffic that will ever [)ass either to
or from Montreal, without materially diminishiiig the distance be-
tween points east of Bout de I'lslc, and Ottawa; while the /Saut-
aii-RecoUet ronte imposes 'not only elemm miles of unnecessary
distance, but also ruling grades of eig/ity -seven feet 2>er iiiile, upon
all the travel and trallic that will ever pass over the line to or from
]\Iontreal ; arid effects no saving in distance to and from Ottawa,
that will be of any value after the St. Theresc cut-off shall have
been constructed.

I still maintain, therefore, timt both in an engineering and

conunercial point of view, the original location, l)y way of Bout de

risle^ with a cut-off to St. Therese as reconnnended in my Reports

and i)rojected upon all my maps, should have been strictly

adhered to by the Governnvent : to say nothing of the immense

saving, both in time and money, that would have been elfected

thereby.

S.
QuKiJEc, Aug. 6, 1878.

III.

{Not he:-.'tofore pHbluhed.)

I was unexpectedly called away from (Quebec, before I had
quite finished all I had to sa}' respecting Mr. Walter Shanly's late
Report upon the location of the (,^. M. O. iV: O. Railway, between
Maskinonge and Montreal,

When the present Provincial Government came into power, a
few months ago, it found all matters connected with the C^. M. O.
&0. Railway, in such a complete muddle, chat an Order in Council
was adopted on May 11th, IHT-S, appointing Walter Shanly, Ea(|.,
" Ut investigate into the n^hole matter, and report thereon," in order
" tlat a thorough under standi mj should be arrived ut, as to the

IIKVIKW <»l Ml{. SIIANI.V ,s KKIMIKT.

actual poHition. ol" the (iuobec, Moutroal, Ottawa, and Occidental
Railway undertaking," &c.

Mr. Shanly liad been long and honorably connected wiHi the
Grand Trunk Railway, with which the (.^. M. O. i!^ (). IJailway is
to become a most formidal»le competitor, lie was also known to
"be thoroughly identified with, and a strong adherent of the Con-
servative Party, which had recently been disi)laced. \)\ reason ol
the obnoxious features of its Railway I'olicy, and other measures,
which it had introduced into, and was foirim/ througli the I'i'ovin-
cial Legislature ; and the fact of his being appointetl to perform
this high and respon.sible duty, should therefore be rcgardcil as
affording the highest degree of confidence in his profession:! 1 skill
as an Engineer, and also in his strict inti'grity as a man and a
politician, on the part of the present Liberal (lovernment. The
question, therefore, very naturally arises, in coimection with
Mr. Shanly's recent Report, as to whether this confidence iuis, or
has not, been misplaced.

It is a very noticeable feature in Mr. Shanly's Report, tli;il he
does not call the attention o'" the (iovernnu'nt to the im[)ortant
fact, that the contract under which the Railway is now being coii-
structed, contains a stipulation to ilie ellect that, ••the slimii'st
and most practicahle route of which the capabilitii's of the count it
will reasonably admit." shall l)e adoi)ted. l)ctwecn (^Micbcc as the
initial, ;uui Montreal as the; objective [)oint. Also, that any de[»ar-
ture from this line, which at the time was well understood to lie
the Bout de VMe line, or from the plans wln^'li were fully ngi'ecd
upon and und^u'stood. for its construction, would involve a claim
for extra work and damages, on the pait of the Contractor, o\ er
and above the specific amount named in th** contract.

Ncicher doc;-. Mr. .shanly call the atlcn u of the (lovernment
to the fact, that but for the departures that :iave been made fn mi
the original location and plans, the Railway between (Quebec ano
Montreal might, long ere this, have been com[)lete<l nu'' iii sut--
cessful operation, without involving the [»jiynient of a dollar more
than the coiisi<leration named in the contract. Neither does he
allude to the fact, that the original loc:ition secup'S, for till tiine,
to the city of (^u<'bec, and the uor'V shore of the St. Lawrence,
the shortest possible line to and iiom jNIontreal, New York, and
other southern points ; and aiso, by m^ans of the St. Therese

OOVKKNMKNT UAIl.WAV I'OMCY.

cut-oir, to Ottawa and otlier western })oints, and tl'iis accomplishes
all that the (iities of (Quebec and Montreal had in view, \^lien the}-
subscribed a million dollars each, in aid of the undertaking;
vfhcreiis. ihv '' Saat au Hccollet'' line, which he recommends in
preference to all others, will afford no better means of communi-
cation between the cities of Quebec and Montreal than the (irand
Trunk now alfords ; while it will increase the distancjc from (Quebec
to Ottawa by several miles.

The foregoini^ facts would certainly ai)pear to be of sulKcient
importance to justify Mr. Shanly in calling the attention of the
Government to them, at least incident'iUy, if nothin<j; more.

It is also a very noticeable feature in Mr. Shaidy's Rei)ort, that,
after having unwittingly relieved the oiiginal, or IJout de I'lsle
route, from the load of about a quarter of a million dollars of extra
cost, which Mr Light had surreptitiously placed ui)on its back, in
order to secure its rejection by tlu; former (iovernment, he
attem[)ts to ''Ilandinij)" or load it down in other ways, which are
manifestly (juite as unjustifiable, a[)parentl3' for no other purpose
than to induce the present (Iovernment to adhere to the same
policy which caused the ruin and overthrow of its predecessors.

Mr. 1*. A. Peterson, the (Iovernment Engineer upon that
portion of the Railway west of Montreal, had, in an (Jflicial Report
to the late (Government, dated January 27, 1<S77, ui)on the sub-
ject of till' change of location west of Maskiiionge, exposed nuuiy
of the fallacies and misrepresentations contained in Mr. Light's
Report, which had been referred to him; and he came at the con-
clusion that the lioiit de FUlc route, with the bridge over the
Ottawa raised to the level recpiired to disi)ense with the draw,
would cost at least ^100,000 less than Line No. 4, which Mr.
Light had recommeu<led in its stead. \\\ this Rei)ort Mr. Peterson
estimated the extra cost of raising the bridge, at ^30,053. In
arri\ ing at this restilt, he, aftei having consulted with the proper
olllcer of the Dominion Government, and obtained his approval,
adoi)ted the i)lan of giving the recpiisite headway, under only the two
centre; spans, and allowing the grade to descend in each direction
from these spans to either shore ; thus very materially reducing the
height of the approaches, and consecpuMitly the cost of construction ;
which plan, as is very well known, was adopted with the most con)
ploti. success, in the construction of nut only the Victoriit Tabular

UEVIKW OF MR. SHANLY S IlEPORT.

Bridge^ over the St. Lawrence River, at Montreal, but of other
important Railway bridges, both in Europe and America. AVhercas,
Mr. Shanly estimates the cost of raising the same bridge to the re-
quired height, at $100,000, and disposes of Mr. Peterson's plan and
estimate, in the folio 'ving very curt and somewhat dogmatic manner :
" Mr. Peterson placed the two centre openings of his design sufil-
ciently high, but sloped the rest of the structure each way from the
centre, landward ; adopting an objectionable system of construc-
tion, in order to keep down "quantities," and so make his estimate
of cost favor his plan. I venture to say that his bridge would be
condemned b}' the authorities at Ottawa. / believe so, because I
think it ought to be."

It will be observed with surprise, that, for some uniiucountable
reason, Mr. Shanly is very ([uick to discover, and to (!all the
attention of the Government, to what he erroneously regards, and
inferentially styles as a fraud in Mr. Peterson's plans and esti-
mates, to the extent of but a feiu thousand dollars; whiles at the
same time, he seems (juite oblivious to the fact, which, according
to the same Report, places his friend, Mr. Light, in the unpleasant
and very uiqirofessional position of having, as shown in a for.ner
letter, distorted his plans and estimates to the extent of, at least,
a, quarter of a million dollars, for the same dishonorable purpose
which he so unkindly attributes Lo Mr. Peterson.

With reference to the cost of Right of Way, Mr. Siianly says.
"I iim satisfied that land would prove a very much heavier item
of cost on the Bout de risle, than on the Terrebonne route, and
ihough I have added largely to Mr. Light's figures under that head,
1 greatly doubt whether the sum I have allowed would i)rove sulH-
<r)';nt yet." Mr. Light had already ^■handicapped'" the Bout de
I'Isle line with $100,000 more, for cost of Right of Way, than Jiis
Terrebonne line ; and Mr. Shanl}', it seems, thinkis p'oper to " add
largely " to this amount in conii)aring the cost ol" the Bout de I'Jsle
with that of his iSt. Vincent de Pavl line, wliich he admits to be
five miles the longest, and the land upon which, as every one
knows, is of about the same value as that upon the Bout de risle
line ; or, at least, of suflicient value not to admit of any such
difference.

Mr. Shanly also heaps upon the ba<'k oi" the alreaily over-l)ur-
thened Bout de Vlsle line, some !B7r),000 or !$.SO,000 of past expen-

^^1

GOVERNMENT RAILWAY POLICY.

(liture upon tho Terrebonne line, wliicli ho v^lainis would he thrown
away if the line wore now diverted to the Bmit de VMe crossing.
He also eliari?cs it with the very jjjreat fault of refjuirintr a year
longer to construct than the Terrebonne line ; while it is very well
known that, l)ut for the 'J\'rrel>onne diversion, the line by way of
Bout (le rjsle would long since have been completed and in suc-
cessful oi)eration.

It is but fair to assume, when an Engineer persists in looking
through a glass which maf^nifies every dilliculty and expense con-
nected with a route which he has undertaken to disparage, that
it will bo natural for him to reverse the glass, and thus minimize
similar features ui)on ;; line which ho has determined to favor. I
will therefore leave it ■. \ • ''rrs to judge as to how far Mr. Shanly
has ad()plo(l this metlux distorting the real or natural charac-
torislics of the respective hues discussed by him in his Report.

Notwitlistauding all of the above "• J/rtnfZicv^j9j>m7," however,
ho sinnmariz(!s the original cost of the Bout de VMe line as being
])ut S:^0,()0() more than "the cost of the longest but best of the
'rorrobonue linos ; " which he roconunends in preference ; and which,
as 1 have demonstrated in a former letter, the Government had
better pay S''}<><^< ><>(>, rather than to adopt, on account of tlio five
miles of extra distance to Montreal. lie even goe^ so far as to
reconunond in preference to either of the other routes, the one b}'
way of JS<(iif-<iu-JiecoIlet, which makes the distance to Montreal
eleven miles greater than by way of Bout de I'lsle, rather than to
adoj)t whi(!h, as I have already demonstrated, the Government
had ])etter pay the enormous sum of $n')(),()0() ; to say nothing of
the ruling grades of .S7 feet per mile which it would necessarily
encounter ; to avoid which grades, any intelligent Railway manager
would be glad to run a nuich greater distance than Mr. Shanly
claims he would run. in order to escape the annoyance of the draw-
l)ridge at Bout de Vide.

I \onturo to say, therefore, that if the C^. M. O. & O. Railway
A, ere advertised l)y the Government for h-ase, upon condition that
such route would be adopted between Maskinonge and Montreal
as would secure to the Government the largest returns for its Rail-
way' investment, intelligent Railwa}' managers would offer a much
larger percentage for ilu' original Bout de I'lde route, than for
eitlu r the ^7. Vincent de l*<iul or the S<mt-nu-HecoUet routes. And

KEVIKW OV Mil. SHANLV S KEPOKT.

t'urthor. thai in case thv Bout (h rish^ route is linally aljaiuloncd.
they would offer the Government (luile as large an income upon
its investment, if it would also abandon the Snut-nn-RcroUet. route
which iVIr. Slianly so unciualifiedly recommends, and simply con-
struct the C'ut-otf from Terrebonne to 8te. Therese. thus securing,
at least, the l)est possible connection ])etween the city of Quebec
and the Ottawa vallev, west of Ste. Therese, which is not achieved
by the Savt-a}i-RecoUot route : wliile at the same time this would
add but a tritle to the ditHculties of a connection between the
cities of (Quebec and Montreal, which the adoption of that route
would necessarily involve.

Were it not for jNIr. Shanly's v. ell-estabhshed rej)utation. l)oth
as a skilful and exiterienced Kngineer, and a (ientk-man of the
niosl undoubted integrity, one inigiit almost be led to infer, from
some of the conclusions arrived at in his Heport, that it was written,
either in the interest of the (irand Trunk liailway, or of the Con-
servative Part}', rather than in the interest of the Q. M. O. ifc (J.
Kaihva}', or of the Government which employed him.

It is certainly quite clear, that no location would please the
Grand Trunk Railway management so well, as the one which Mr.
Shanlv recommends ])v wav of •• ISaut-au-lieroUet.'''' wliich manage-
nient, as Mr. Shanly says, would " gladl}' avail itself of the easy
means thus provided, for reaching deei) water at and adjoining
Hochelaga. altogether the best part of the harbor for loading large
vessels with grain and other wi'stern i)roducts ; " while it would.
at the same time, render the Q. M. (). &(). Railway comparatively
powerless, on account of its increased length and objectionable
grades, to compete successfully with the Grand Trunk, for the
carrying trade between the cities of C^uebec and Montreal.

And from the triumphant manner in which tlie Hon. Mr.
C'hapleau, the astute leader of tlie Opposition, alluded in Parlia-
ment to the Railway Policy of the present Government, as based
upon the recommendations of Mr. Shanly, and claimed that it was
a complete vindication and endorsement of the I'olicy foi- which
the late (ioverninent had been condemned, it is veiy evident that
Mr Shanly's views are in full accord with the views of the leaders

of the Conservative Part v.

S. SEYMOUR.
Boston, Aug. 9, 1878.

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