WM ^, ..^... IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I If 1^ 1^ "■ K^ 12.2 S- I u "i I. 1^ IIIIL25 i 1.4 1.6 V '^^ 'V Photographic Sciences Coipomtion 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 V m %^ iV <^ 4' CIHM/ICMH Microfiche Series. CIHM/iCIVIH Collection de microfiches. Canadian Institute fo> Historical Microreproductioris / Institut c<jnadien de microreproductions historiques Technical and Bibliographic Notas/Notas tachniquas at bibliographiquaa The Institute har attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which m&y alter any of the Images in the reproduction, or which may significantly change the usual method of filming, are checked below. □ Coloured covers/ Couverture de couleur L'Instltut a microfilm* la meilleur exemplaire qu'i] lui a itt possible de se procurer. Les details de cet exemplaire qui sont peut-itre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la m^thoda normale de filmage sont indiqute ci-dessous. □ Coloured pages/ Pages de couleur t o f I — I Covers damaged/ Couverture endommagA* □ Covers restored and/or laminated/ Couverture restaur^ et/ou pelliculAe □ Cover title missing/ Le titre de couverture manque □ Pages damaged/ Pages endommagies □ Pages restored and/or laminated/ Pages restauries et/ou pelliculies Pages discoloured, stained or foxed/ Pages d<kcolories, tacheties ou piquies n D D D n Coloured maps/ Cartas giographiques an couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre qua b!aue ou noire) Coloured plates and/or illustrations/ Planches et/ou illustrations on couleur Bound with other material/ Relii «v*c d'autres documents Tight binding may cause shadows or distortion along interior margin/ La re liure serrie peut causet de I'ombre ou de la distorsion le long d« la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ il se peut que certaines pages blenches ajouties lors d'une restauration apparaissent dana le texte, mais, lorsque cela 4tait possible, ces pages n'ont pas 6ti filmAes. □ Pages detached/ Pages ditachies Showthrough/ Transparence □ Quality of print varies/ Qualiti iniga^e de I'impression r^ Includes supplementary material/ D D Comprand du matirtel suppl^mentaire Only edition available/ Seule Edition disponibie Pages wholly or partially obscured by errata slips, tissues, etc., have been ref limed to ensure the best possible image/ Les pages totaiement ou partiellement obscurcies par un feuillet d'errata. une pelure, etc., cnt it6 fiimies i nouveau de facon a obtenir la meilleure image possible. T si T v« IV ri! re m D Additional comments:/ Commentaires supplAmentaires: This item is filmed at the reduction ratio checked below/ Ce document est film* au taux de rMuction indiqui ci-dessous. lOX 14X 18X 22X 26X »X J 12X 1IX aox 24X 28X 32X Thtt copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada TK« images appeering here are the best quality possible considering the condition and legibility of the original copy and in Iceeping with the filming contract specifications. Original copies in printed paper covers ere filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies ere filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol — ^ (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: L'exemplaire film* fut reproduit grice A la gAnArositA de: La bibiiothique des Archives publiques du Canada Les images suivantes ont it6 reproduites avec le plus grand soin, compte tenu de la condition at de la nettet« de I'exempieire film«, et en conformity evec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprimte sent filmAs en commen^ant par le premier plat et en terminant soit par la derniire page qui comporte une empreinte d'impression ou d'illustration, soit par le second plet, seion le cas. Tous les autres exemplaires originsux sont filmte en commen^ant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant per la derniire page qui comporte une telle empreinte. Un des symboles suivants apparaftra sur la dernlAre imege de cheque microfiche, seion le cas: le symbols -^ signlfie "A SUIVRE", le symbols V signlfie "FIN". Les cartes, planches, tableaux, etc., peuvent Atre filmte A des taux de reduction diff«rents. Lorsque le document est trop grand pour Atre reproduit en un seul clich«, 11 est film« A partir de I'angle supArieur gauche, de gauche A droite, et de haut en bas, en prenent le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mAthode. 1 2 3 1 2 3 4 5 6 REPORT or 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. I' I »/ I ] \ 1, c ^ I i* ■„: F- i/ i i 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. 5 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. f 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. 9 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 B 10 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. 12 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. 13 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. 15 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,