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REPORT

A RECONNOISANCE

ROUTE FOR A RAILROAD

FROM

PORTLAND TO MONTREAL

BY JAMES HALL, Civil Engineer.

PORTLAND:
PRINTED BY ORDER OF THE CITY COUNC!

M.DCCC.XLir.

»/

]

■„: F-

REPORT

To the Mayor and Aldermen of the City of Portland.

Gentlemen :— Having been honored by you, on the
21st October last, with the appointment to make a recon-
noisance to ascertain the practicability of a railroad route
from this city to the Canada Line, to connect with a route
from the Boundary to Montreal ; in which project our cit-
izens generally have expressed such a lively interest, as
promotive of the permanent prosperity not only of this
city, but of our whole State, I without any loss of time
commenced the examination, on the 23d of the same
month. The season had already too far advanced to
make a minute examination of the whole distance, before
winter should set in, and as it was desirable that as much
information as possible should be obtained before the as-
sembling of the Legislature, that, if the project was feasi-
ble, a charter might be obtained, and other preliminary
steps taken, so as to insure the earliest possible success of
the enterprise, in accordance with your suggestions, and
those of other gentlemen interested, I proceeded at once
to the interior to examine the more difficult parts of the
route, through the forests, among the highlands, trusting
to the general information I had already acquired of the
intermediate distance and such as I could cursorily obtain.

REPORT,

for a description of this part of the route. With this plan
ill view, I proceeded to Andovcr — and before leaving that
place, secured the services of John M. Wilson, Esq. of
Township No. 5, Second Range, a practical Surveyor, and
best acquainted of any in that region, with the route from
Anuover to Magalloway river and the lakes to the boundary,
which your instructions indicated as the one to which my
special attention should be first directed. The other route
by Dixville Notch to Colebrook and Canaan, and thence
to Compton and Sherbrooke, in Canada, I left for examin-
ation on my return. As the result has proved I now
regret that my first attention had not been given to this
route, that I might have had more time to devote to it.

Soon after leaving the settlements it commenced storm-
ing ; rains and snows prevailing for most of the time
during my examination ; and in passing over the route
from Andover to the head waters of the Magalloway, and
across the boundary to the first settlements on the Canada
side, seventeen days were diligently spent in the wilder-
ness, with the snow for most of the distance fifteen inches
deep, and our progress along the streams, obstructed by a
low growth of fir, spruce, and cedar, which grows very
dense, and was heavily loaded down with snow, which
added much to the difliculties we had to encounter ; and
all combined, prevented me from obtaining so full and
satisfactory a view of the surrounding region as could
have been desired.

In describing the country traversed, little need be said,
as to that part which lies between this ci*v and the An-
droscoggin River, at Rumford. Beyond that point, to the
North and West, the whole region presents a bold and

RE POUT.

rugged aspect. Higli mountaina and swelling hills, deep
vallies, lakes, and ponds, with livors and brooks running
in every direction, as they wind their courses to their out-
lets, form the entire face of the country, presenting at first
sight an impassable barrier against the construction of
even the common highway, and much moro so to that of
a railroad track. The whole country north of Andover,
on the Magallov^ay route to the boundary, is yet a wilder-
ness, and no settlements are found after passnig the boun-
dary line, within thirty miles of it, on the Canada side.
On the Western route, on the contrary, by the Dixville
Notch, scattered settlomeuts, and a travelled road near the
route, are to be found for most of the distance to Cole-
brook, and onward to the Canada line, and inhabitants are
constantly settling in that region, and opening and im-
proving the country.

You will at once perceive, from the foregoing statement,
that the short space of time, which the season has permit-
ted me to devote to this reconnoisancc, and the many dil-
ficulties I have had to encounter from the inclemency of
the weather, must necessarily have prevented me from
making such a thorough examination, as could be entirely
satisliictory to myself, yet I have spared no efforts to ac-
complish all that circumstances would admit.

One route, of which I thought very favorably, leaves
Portland in the direction of North Yarmouth, crosses the
outlet of Back Cove, near Tukey's Bridge, on a pile
bridge about half a mile long ; thence passes over a neck
of land, forming Martin's Point, to the outlet of Presump-
scot River, where a pile bridge will be required, extendmg
half a mile in length ; it then passes over favorable ground

II El' OUT.

to the valley of Mill or Muscle Brook, and up that valley
to Unxton's Corner. Or, in crossing Prcsnmpscot River,
the lino may be carried farther west, in a more direct
course, by making a pile bridge, a distance of about two
miles, and then entering the same valley, and following it
as l)efore mentioned.

From Buxton's Corner, the route inclines more north-
erly, over favorable ground, passing Avest of the upper
village of North Yarmouth, and east of Walnut Hill
mcoting-housc, to the valley of Royal's River, which it
folloAVS up to a summit dividing the waters of that river
from those that emjity into the Little Androscoggin. It
then pursues the course of a range of ponds, over favora-
ble ground, passing near Poland Corner, to the outlet of
the Hogan Ponds, near the Little Androscoggin. It then
takes the valley of the Little Androscoggin, and follows it
almut twenty-four miles, to Bryant's Pond, near Bacon's
Hill summit. From this pond, the route folloAVs down
the valley of a brook to Concord River, and over favorable
grounds bordering this river, and along the meadows of
the Androscoggin, to Rumford Point, at the junction of
the Androscoggin and Ellis Rivers, the distance is about
nine miles. A bridge about 450 feet long will be required
to cross the Androscoggin, at the north side of Ellis River.
The route then follows up the valley of Ellis River, cros-
sing it occasionally to shorten the distance, or to avoid
uneven grounds, to Andovcr, which is ten miles from
Rumford.

The whole distance from Portland to Andover, is com-
puted at seventy-two miles, and the most of this distance
may be considered as unusuallv favorable for the location

REPORT. '

of a railroad. The gradations will bo easy, exceptin- at
one point, namely, at Bacon's Hill summit, where, howev-
er, the rise will not exceed sixty feet per mile, and that for
one mile only ; and the curves will in no place be less than
one thousand feet radius, and generally will far exceed
that length.

NORTHERN ROUTE.

From Andover, which I designated at the commence-
ment of the Northern or Magallowat Route, to the
outlet of Richardsons' Lake, called the Narrows, I was not
able to examine personally, owing to the necessity of get-
ting our provisions and baggage to that place before the
waters were closed with ice, but I gained very satisfactory
information in regard to that part of the route, from men
long familiar with it. And this distance was also travers-
ed by Col. Long, in his reconnoisance in the summer of
1835, and I shall adopt his description of it, somewhat

abridged.

Leaving Andover, the route passes up along the main
west branch of Ellis River, crossing two of its tributaries,
and on the westerly slopes of Boggy Brook, to the easterly
slope of Round Hill, and then on the slope of this hill,
until it enters the valley of Black Brook, which it pursues
quite to its source, in the vicinity of Lake Wclakenneba-
cook, a distance of ten miles. The first two miles of this
distance are over uneven ground, requiring much cutting
and filling, together with two considerable bridges, the
grades rising to forty or fifty feet per mile. The next five

8 KHl'ORT.

miles of lliis distance nn- ovor rugged and steo]t side hills,
rcf|iiiring mnch deep cutting Jind heavy side walling, the
grades being not less thnu sixty feet ])er mile. The re-
nin in ing three miles, to the Inke, is on flat swampy land.

The ionl(! then traverses tho uortlicrly shore of the lake,
cither upon fl s or Ptee}) hill sides, to the outlet of Rich-
ardson's Lake, called the Narrows, about six miles. At
this ])oint, my route leaves Col. Long's, and crossing the
TS'nrrows, follo\rs along the Westerly shore of the Lake to
its northwestern source, about seven miles, and then in-
clines more westerly over a rise of land connected with
the east side of Aziscooiw Mountain, to the Magalloway
River, about three miles. The route then follows up the
MagalloAvay to its source, which is within three-fourths of
a mile of the boundary lino on the Highlands, a distance
of thirty-five miles.

Fourteen miles up this river is Lake Pamachena, three
miles in length and one in breadth, and through which
this river flows. The first ten miles of this distance of
the route, must follow the valley of this river, with very
slight grades, occasionally crossing the river by bridges, to
shorten the distance and avoid projecting points and une-
ven ground, and with embankments and some walling
along its banks, to prevent tho overflowing of the road in
freshets. For the remaining four miles it must follow
along the slopes of the hills, to overcome the rise of the
Lake, with heavy embankments and side walling, and
rock excavation. The grades for the first two miles will
be from twenty-five to fifty feet per mile, and the last two
miles at sixty feet per mile.

From the outlet of Pamachena Lake, the route passes

ui'.roirr.

on the rastorn shore, iiiul coiitimios up the stream to the
Ea5;t Branch of the river, a distance of nine miles; thenco
to the West Branch, five miles, over uneven ground; and
in no place the gradations need exceed forty feet per mile.

From the outlet of the West Hranch, the route passes
up the valley of the Middle Branch ; the first three miles
re(iuiring heavy cmhankuKnits, side walling, and some rock
excavation ; and the grades must he about ninety-three
feet per mile. Thence succeeds two miles of level, by a
range of ponds ; thence one mile with a rise of one hun-
dred feet, which may be overcome by a grade of fifty feet
per mile, by commencing back one mile, and keeping on
the slope of the hills adjoining the ponds, from this to
the boundary is o)ie mile and three-fourths. A part of the
distance embraces the shore of a pond, which is the source
of the Magallaway, and the last three-fourths of a mile
rises one hundred and thirty fe( I, which must be overcome
by kee])ing along the slopes of the liills, and dividing the
grade ecpially for the whole distance ; which will, in that
case, be about seventy-five feet per mile.

From the boundary, the route passes down the valley of
Salmon River, a distance of forty miles, passing Victoria
to the river St. Francis, and thence by the river St. Fran-
cis to Sherbrooke — distance about thirty-five miles.

WESTERN ROUTE.

From Andover, the Western Route passes up the val-
ley of Sawyer's Brook to a summit, ten miles, dividing
the waters of this stream and Dead Cambridge Stream,
which empties into Lake Umbagog. For the most of this

u s: V o K T

distance the grades will vary from fifty to eighty feet per
mile, with heavy embar.kments, side walling and some
rock' excavations. On this mnnmt, a deep cut will bo
necessary, and a heavy embankment, and side walling, for
a distance of a nulc from it, along the northerly side of C
Pond, to descend to the ilats, which extend along Dead
Cambridge Stream, -initc to the lalce shore, distmice seven
miles; and passing Now Hampshire lino a little before
reaching the Tiako.

The route then crosses iho Lake, at the Narrows, whore
the water is shoal and iavorablc for the erection of a
bridge, which will be half a mile long.

From the lake, uie route passes ovov flat land along
the valley of the Androscoggin, and crosses it, at a dis-
tance of about three and a half miles, where a bridge of
two hundred fe(^t will be required ; thence up the valley
of Clear Stream, nine miles, <iuitc to DixviUe Notch.
From O Poi.d to the Notch, distance twenty-one miles,
the ground is favorable, and in no place the s^-^^f^cs will
exceed thirty feet jjer mile, with gentle curves. At Dix-
viUe Notch tlunv is a rise of two Imndied feet in a distance
of three-fourths of a nnle. on the easterly side, and a fall
of one hundred feet in a distance of one-fourth of a mile,
descending on the westerly side : from thence the fall is
one hundred and fifty feet, in a distance o( one and a half
nules. to the vallev of the :dohawk River, which the route
: pursues down-vard. nine and a lialf miles, to the Onnnivli-
! cut River, nt (jolel^rov.k. cT-sm- it im (^annnn. ^'l.. and
\ followin- up I.ea-h Sircpm 1^. Ihr .blll^ iiinvillel, =>r n.-nn-
dar'- !in(> nf Cnnada : distance- from Colchrook nine ;nid a
half miles. The -nmnnt at rhxvilie Notch must l.e ])assud

R E V O 15 T ,

11 '

by a tunnol fifteen liuiidi-cd feet in length,, with the com-
non highway directly over it, and the dcsocnt in each
direction mnst be overcome by extending heavy embank-
ments, and side walling, to the Hats, so that the grades
shall not exceed eighty or ninety feet per mile. The re-
maining distance to the boundary is favorable for the con-
strnctior of a railroad.

From the boundary there vnll be no serious difficulty in
passing the Kighlands at Hereford, hi Canada, by passing
up the valley of Leach Stream, and along a range of
ponds on neariy (he yanio level, the waters of a part of
which fall into Leaeli Stream, vvaI a part into Mooes Riv-
er, which runs mto the St. Francis, in a very direct course
to Sherbrooke.

It is supposed that a route may be found, passing up
the valley of the West P.ranch of Leach Stream, to Wallis
or Bradford Pond, and from thence to the Ooaticook River
down to the St. Francis. That part of the route, along
the CoaticooK' River, I passed over on my return, accom-
panied by P>f:n,tam.n Pomuov, Esq. of Compton, and other
gentlemen interested in the enterprise, and I found no se-
rious obstacles to the construction of a railroad.

A route has been spoken favorably of, passing north of
DixviUe Notch, following up the North Branch of Clear
Streom, and thence down the North Branch of the Mo-
hawk, or from the sunmiit in the direction of Canaan.
Another route has been suggested, from Norway Village
to the Androscoggin, at Bethel, and thence up Bear River
to the summit, and thence down Swift Cambridge Stream
to Lake Umbagog, where it would intersect the line I
have described as the Western Route.

RE POUT,

These, however, I have had no time to examine ; and
should the enterprise be undertaken, further examinations
AV.ll of course he made, and some of the most difficult
points on each route, should be tested with instruments,
previous to commencing a line of survey.

Sufficient, however, has been accomplished by this re-
connoisance to satisfy me of the entire feasibility of con-
structing a railroad to the boundary, and thence to Mon-
treal ; and that with less difficulties than have been en-
countered on other roads in our country of equal extent.
And I do not hesitate to say, according to my judgment
and experience, that no railroad in this country has yet
been constructed, of a length equal to the dist.mce from
Montreal to Portland, where, taking one part of the route
with another, the laying of the land is so favorable, the
obstacles and difficulties to be surmounted are so few, and
so easy to be overcome, and the facilities and means of
construction so cheap and near at hand, as is the case, in
these respects, of the route for a railroad from Portland to
Montreal. No engineer can pass over the distance with-
out being struck with the favorable conformation of the
face of the earth, and courses of the streams— with the
passes among and through hills, and across mountain ran-
ges, which nature has prepared beforehand, ready for the
industry and enterprise of man to complete the work.
Only two serious obstacles are to be found in the wliole
distance. These, on careful examination, will prove to be
less serious than they appear and would bo naturally sup-
posed. The rock, for instance, in the Dixville Notch, is
of a kind easily displaced and removed, and is needed for

REPORT.

the embankments on the eastern and western sides of the

mountain range.

It is obvious to every one that, other things being equal,
the nearest and most direct route between the two termmi
would be the best. From want of the necessary mforma-
tion, to be derived only from careful exploration by prac-
tical engineers, it is impossible to determine at the present
time which route would, in fact, be the best. Before that
quesnon is finally settled, it would be good economy, as
well as good policy, to so far examine each and eve-y
practicable route, as may be necessary to act understand-
inc^ly, on a full view of all the facts, and with reference to
the best interest of the country. The route mentioned by
me from Portland to Andover, and thence by the Western
Route to Montreal, extends in the whole a distance of
some three or four miles short of t^vo hundred and fifty.

I cannot conclude this Report, without expressing the
obligations 1 feel myself under to many gentlemen whom
I met on the route, who expressed a deep and lively inter-
est in the contemplated work, and who voluntarily aided
and assisted me, by accompanying me in many cases, and
communicating to me such information as their better
knowledge of the features of the country, in their imme-
diate vicinity, enabled tlicui to furnish.
I am, very respectfully.
Your obedient servant,

JAMES HALL, Civ. Eng.

PouTLAND, Dec. 2, ISll.

SUPPLEMENTAL REPORT.

To the Maijor (tiul Mdcrmen-

Gentlemen— I received, on the 4tli inst., a communica-
tion from the Committee of Correspondence!, rcincsting
me, in a Supplemental Repoil to your IJoard, to state at
what sum I have estimated the prohablc exi.ensc of a rail-
road in the direction suggested by me in my Report, from
Portland to the Canada line, near Leach's Stream, taking
every thing into consideration, and placing the amount at
such a sum, as, from my knowledge of the ground, and of
the obstacles to be surmounted, and from my practical ac-
quaintance, I judge would cover the whole expenditure, in-
cluding the right of way, depots, engines, cars, workshops
and other usual appendages necessary for the convenient
operation of such a road. They also rc<iuest me to state
my views in regard to the heavy snows in the region
through which a railrond from Montreal to Portland must
pass r and whether they wo-dd or not interpose serious
obstacles to the regular and successful operation and use
of such a road, in the season of our long winters.

With respect to this latter subject of imiuiry, I made it
a particular ])oint to inform myself in regard to it. I find
that falls of snow are freiiuent in tlial region— that the
(piantity of snow on the ,r<unid in the winter season
varies from two t.) tlmM.^ feel ni depth; but very seldom

SUPPf.EMHNTAI. IIEPOIIT.

equals three feet. The snows arc light and dry, unac-
companied by rain, or sleet, or moisture. It is the damp,
heavy snows, sleet, and frozen rain, which create so much
difficulty, and const-nite so serious an obstacle to the ope-
rations of a railroad. A light, dry snow, of any depth
that is known to fall in any one storm, is easily removed
by the snow-plough now in use. On the seaboard, and
further south, the snow and olcet hi their season are occa-
sionally serious obstacles ; but the further you go north,
and the further vou recede from the sealiourd, the drier
and lighter the snow, and the less the dinkulty in rcmov-
in-v It from the track. As n precaution, however, wher-
ever there arc considerable falls of snow, the road bed
should be elevated more than where the falls of snow arc
inconsiderable. This precaution I consider as an import-
ant one, in two points of view : 1st, it renders it more
easy to keep the track clear of snow ; 2d, it saves a good
deal of expense in keeping the road in repair. My answer
to the latter enquiry is, thercf.n-c, that T do not consider
that the snow would interpose a serious obstacle to the
regular and succossful operation and nse of a railroad to
Montreal, in tlic wiiUcr season.

ft xvill not. of coui-s.', bo expected of me that I should
1,,,, a1>l.- 10 make any thini:' like a raim/afioH of the whole
exp.md.tnre necessary lo constru.'t and put such a road m
successful operation, l)ased npon careful surveys and actual
admeasurements. With a view, however, to an estimate
or the expense, I made such observations and UKiuiries, as
I'passed alon-j over the .-.uUe, as circumstances would ad-
mit. !>etvvo."U till. i>Uvv and Aiulover, I am (juite lamiliar
with the ronte. With these explanations m regard to the

16 SUPPLEMENTAL REPORT.

means I have had of forming a judgment, I submit to you
the following estimate, the amount of which, I fully be-
lieve, will be found to cover the whole expense :
For grading the road, bridges, masonry for abutments,
culverts and cattle guards, and for fencing, &c. &c.

. $896,000

. . 42,000

. . 100,000

. . 120,000

. . 100,000

11,258,000

For railing, including superstructure and laying

down the same, 124 mil. •, at .'^8,500 per mile, 1,054,000

For depots, engines, cars, &c. &c. including

.^ . ... 188,000
contingencies, J

Total amount, ^^500£00

Respectfully, your obedient servant,

JAMJ^.S HA.LL, Civil Engineer.

Portland, Dec. 7, 1841.

For 112 miles, at .«5S,000 per mile,
u 3 " " 14,000 " "
« 5 « " 20,000 " "
u 4 u n 30,000 " "
'< Tunnel at Dixville Notch,