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CORRESPONDE

CEiVc'olTJ"

, t .» ■ (''.

RESPECTING THE

> 1

AND

/J S\)- ■

HEPOItT

f^:

Messrs, Isaac Newton & John Meehan,

■ CIVIL ENGINEERS, Ac, &o.

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CHARLOTTETOWN :

& Mitchell, Printjurs, South Sidb Queen Squar*

1873. s

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CORRESPONDENCE

BE8PECTIN0 THE

ll.i ' ■!.- '1.* ' ».

V I I

Irinoe ttward Msland Railway,

AND REPORT OF ='

MESSRS. ISAAC NEWTON AND JOHN MEEHAN,

CIVIL ENGINEERS, ftc, &c.

189*3.

■<-9'>-

The Correspondence relative to a proposed
inspection of the Prince Edward Island Railway
was commenced by telegraph. A message was
sent by the Lieutenant Governor to the British
Consul at New York, in which the latter was
requested to recommend to the Lieutenant Gover-
nor persons competent to undertake the contem-
plated enquiry. In reply, Mr. Consul Archibald
named the Messrs. Kennedy & Co., 41 Cedar
Street, New York, whereupon the following letter
was written to them : —

Executive Council, Prince Edward Island,

May 21st, 1872.

Gentlemen : — The Lieutenant Governor of this Colony,
William C. F. Robinson, Esquire, recently applied by Tele-
graph to the British Consul at New York, asking him to name
■ome competent persons. Civil Engineers by profession, who
would be likely to undertake the service of inspecting the
works of the Prince Edward Island Railway, together with
the Plans and Specifications of the sections which are in course
of construction, and of others not yet commenced.

Mr, Consul Archibald, in reply to Mr. Robinson, named
your firm, and I now address you on the part of the Lieutenant
Governor's responsible advisers, requesting to be informed — >

}

ENGINEERS REPORT

First — Whether you are disposed to undertake such a
servico, and

Second — If so, what remuneration you will require 1

I should state for your guidance that the contract, which is
for a road three feet six inches guage, and about one hundred
and twenty miles in length, together with Stations, Rolling
Stock, Fences, and four Wharves, was let by tender in Au-
gust last, without a complete survey, or a precise location of the
line, and that the Gve lowest tendei's were withdrawn or set
aside. The parties accepted as contractors are Messrs. Schrei-
ber and Burpee, of St. John, New Brunswick, at two thous-
and eight hundred and forty-five pounds, sterling, per mile. It
is now ascertained, the surveys being completed, that the line
spoken of originally as "about one hundred and twenty miles,"
measures one hundred and forty-seven miles ; and much of this
additional length is attributed, justly or otherwise, to various
deviations being subsequently adopted, which, in the interest of
the Government, were not called for, and might fairly have
been avoided, at a great saving of expense to the Colony. Many
other complaints have arisen — for example, respecting the
quality of the sleepers, the sufficiency of the bridges, and of
the wire ani' posts to be used for fencing ; and Lieutenant
Governor Robinson's present advisers connider such a personal
inspection and thorough investigation would be mostpioperly
conducted by two Foreign Engineers, who might be assisted
by a gentleman of capacity and experience, now a resident on
this Island.

I may add that Pnuce Edward Island is easy of access by
Rail and Steamship, and that, after landing here, no dilficul-
ties would be experienced in inspecting the work.

In conclusion, I request you to communicate with the
Lieutenant Governor, by telegraph, (unpaid), and state
whether you are prepared to undertake the proposed enquiry ;
and, if so, upon what terms. The contents of your telegram
might be stated more in detail by letter, which may be ad-
dressed to the President of the Executive Council, Charlotte-
town, P. E. I.

Any further information that you may require will be
promptly supplied,

I remain, etc.,

• ROBERT P. HAYTHORNE, !

President Executive Couacil.

ON THE RAILWAY. 5

After some correspondence by telegraph and
letter, relative to tefins of remuneration, and a
limitation of the ])eriod over which the employ-
ment Avas to extend to thirty (30) days, Messrii.
Kennedy wrote the President of the Council on
the 1st July as follows : — , ,

" Referring to our letter of the 27th ultimo, to Lieutenant
Governor Robinson, we beg to say that we have succeeded in
engaging the services of Mr. Isaac Newton, and Mr. John
Meehan, Civil Engineers, in place of Mr. Evans and Mr,
Sickles, whom we had originally detailed for this work^
These gentlemen leave here on Wednesday, anil will proceed
direct to Charlottetown, where they are directed to report to
Lieutenant Governor Robinson, for such duty as he may
assign them." ,v, ;»,■,•.-'>. '; /-:m-;: i:,i) / / -.^t ii ))•!,; ,■/>/•

Messrs. Newton and Meehan arrived in Char-
lottetown on the 8th July, were introducea to
the Lieutenant Governor on the 9th, and after in-
specting the Contract, Specifications, Plans, and
some parts of the line east and west of Charlotte-
town, they proceeded to the westward, accom-
panied by the Honorables Messrs. Sinclair and
Muirhead, and Mr. Boyd, Chief Government En-
gineer.

The Inspecting Engineers were furnished with
written instructions relating to the enquiry, ap-
proved by the Lieutenant Governor in Council,
which were as follows : —

To Isaac Newton, Esquire, and JohnMeeuan, Esquire, Civil
Engineers : —

The Lieutenant Governor in Council being notified of your
arrival here, and your readiness to undertake the duty of in-
specting the works in progress on the Prince Edward Island
Railway, also the plans and specifications, the materials sup-
plied by the Contractor, and generally to examine and report
on the character of the undertaking, has been pleased to fur-
nish you with the following instructions for your guidance : —

^KT

E>^GINEERS REPORT

1. The first and principal object is a thorough inspection
of the works in progress, and careful comparison of them with
the specifications.

2. More particularly your attention is directed to the
Embanhnmts. Do they show signs of hasty or imperfect
construction, or of buried timber or stumps ? ., , A . < i m vi

3. To the Curves of the line. Are the numerous curves a
necessity, entailed by insurmountable natural obstacles, or
have they been made in the interest of the Contractor ? In
taking into consideration any particular curve, and reporting
on it, you will state in what manner it could bo avoided,
and what the expenae of doing so would be ; if by cutting
and filling, the number of cubic yards required. This is a
most important part of the enquiry. The engineers will bear
in mind that the Government pays for this road, per mile,
and provides the location. The Contractor makes the sur-
Tey, and finds everything else. If, therefore, he is allowed to
turn on ground, having a gradual slope not exceeding sixty
(60) feet to the mile, and use it for the purpose of arriving
iat a point which could not otherwise be reached without
catting or filling, or both, it is obvious that th6 interests of
the country are sacrificed, and the Contfact6r overcomes
natural difiiculties, not at his own expense, but by entailing
an additional mileage and land damage on the country.

4. The Sleepers. Reference to th« Contract shows that
these must be of juniper, cedar, pine, hemlock, or spruce ; also
their dimensions. You will state whether all or any of these
kinds of timber are suitable, and is the quality of the sleepers
supplieu unobjectionable? ., ,( , :; ,,, ,.,,, ' , ';

6. The Fences. The Railway Act, o4th, Victoria, Cap. 4,
Sec. 26, directs that these should be boards or battens, and
the posts Cedar or Juniper. The Government, however, were
induced to allow a change from wood to wire — the Contrac-
tor agreeing. Your attention must be specially directed to
these points : Are the wires u«ud sufficiently heavy ? Is a
sufficient number used to make the fence close enough ? Are
they of a durable description, and properly strained ? Are the
posts of sufficient dimensions, and firmly set? What change,
if any, is necessary to make the fence substantial and secure ?

6. StOftions. Are the Stations judiciously placed, and are
the Station Houses such as will supply sufficient accommoda-
tion? and, judging from the specifications, are they suffici-

ON THE RAILWAY.

\ \\

ently substantial? (After travelling through the country,
and observing its population and resources, you will probably
be in a better position to estimate the importance of this
question.) But with reference to Summeiside and Alberton
Stations, as first laid off, you will take special care in making
your examination and report, au very high prices have been set
on the localities first selected, and a change is in contempla-
tion. The Station at Georgetown will also claim your atten-
tion, as some dissatisfaction exists as to the site now chosen.

7. The Rails must, h/ the contract, be not less than 40 lbs.
to the yard. Is this weight sufficient? Do you consider
those delivered of good quality, and stipulated weight ?

8. The Ballast. Island stone is to be used. Is it suitable ?
Will it not, after heavy rains, deposit much sand on the rails?

9. Drainage. The drai age of the road will claim your
attention, ind the provision for the passage of water under it.

10. The Culverts. Some substantial box culverts may be
shown you, but these being a cheap substitute for masonry,
are, it is thought, an advantage to the contractor. The facil-
ities for building them should have been taken into account in
letting the contract.

11. The Bridges. Observe whether wood bridges are sub-
stituted for Brick or Stone more frequently thaa they ought.
Whether level crossings of Highways are not sometimes re-
sorted to where a bridge ought to be built. Also enquire
where masonry of the First Class named in the Specifications
is to be seen.

12. Report your opinion on the character and quantity of
the Ttolling Stock named in the specifications.

13. In visiting those parts of the route where the works
have not commenced, you will pay special attention to the
eligibility of the LoeatioUf and ascertain by reference to the
plans, what is the nature of the works to be carried out, and
report your opinions thereon.

14. You are not to consider yourselves limited to the sub-
jects herein mentioned. You are expected to report on any
matter relative to the contract, the works, the wharves, the
stations, or any other thing connected with the Itailway,
which your experience may suggest.

15. It is essential, in the opinion of His Honor the Lieuten-
ant Governor in Council, that you should form your own un-
biassed opinions on the matters submitted to you ; and that

ENGINEERS REPORT

jnti should, therefore, nvoid as far m possible, the intrusion of
persous desirous of volunteering information, and offering their
opinions. Any inforn)ation you require will he promptly
supplied by the Railway CommissionerH, and by the Chief
Engineer, J. Edward Boyd, Esq.

The^e instructionfi are not penned by a professional man.
The Members of the Government place the most implicit
confidence in Messrs. Meehan and Newton reporting e.^pecially
and fully, upon every matter which may strike them while
performing their duties, or attract their notice, and prejudicial
to the interest of the Government, whether called for by the
express directions of the instructions or not.

Arrangements will be made for your journeys to the differ-
ent parts of the Island, and for your reception in the different
localities you visit. . , . .,

(Signed,) W. R.

' After returning from the Westward, the Engi-
neers proceeded, via Mount Stewart, to George-
town, inspected the works in progress on the line,
also the proposed Station ground, and the Wharf
in course of construction at Georgetown. On this
journey they were accompanied by the Honorablea
Messrs. Haythorne and MacLean, and the Chief
Railway Commissioner, and after some time in-
specting plans, at the request of the Government,

they put in the following, in advance of .their
Report: .-..-■•■';;■.. : - ■ a ' : -■'

Charlottetown, July 24, 1872.

Hon. R. P. Haythorne, President Executive Council,

Sir : — In reply to your request, to give in advance of our
Report, our views in relation to proposed change of Stations
at Alberton, Summerside and Georgetown, we beg leave to
state as follows : ,., ^.,, ^^.^ ^^^.^,^,^. .^,, ... ^,. ,^,,^ , ,,,,,„

1. Jliberlon , — We think the location selected at this place
might be bettered", inasmuch as it is some distance from the
heart of the town, is on a grade and curve ; accordingly, we
suggest that it be changed to a location marked on the align-
ment map. ., , ;', ...i.i- 7- J.-ii ;-'! ,■> ?,|l ., '.\-> i ■••>,•■; i

ON THK UAlIiWAV.

tho

2. SummerSide. — We tliink thnt by dispensing with the
branch at this place, and rnnniug the mad along the water
front, with the station in the noijrliborhood of the wharf,
would be a better location than the present one. Of course,
in taking this suggedtion into coneideration, the increased cost
must be borne in mind. , . ( . • •, i i , ,

t. Georgetown, — The change we would suggest at this
place is simply to run the road down Fitzroy .streft,and to place
the wharf as near its termination as circumstances will permit,
provided there are no engineering difRculties developed by a
survey. • ' • " ..,..,.,.;,,-..■.:,■ •■;>,■.

With respect to change in alignment near Barlow's Mills,
we suggest that the first line laid down by the Chief Engineer,
Mr J. E. Boyd, should be adopted, — this point will be allu^^'^'l
to in report aod aligoroent transmitted.

' '•■ . Very respectfully, . ''

'" ' "" " • ' Your obedient servants, '*

' I. NEWTON,
' JNO. MEEHAN.

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Their General Report was received here on the
27th August, 1872, and the plans illustrating the
Report on 10th Sept., 1872, having been sen(, by the
Halifax route, which occupied several days longer
than the more direct and usual one via St. John,

New Brunswick. The following is the

■( I

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RKPORV:

' S " • ' Nrw Yohk, August 16, 1872. '

Hon. R. P. Haythorne, President of the Executive Council,
Prince Edward Island.
Sir: — In accordance with the instructions we had the honor
to receive from the Lieutenant Governor in Council, relative
to an examination of the Prince Edward Island Railway, — ^a
copy of which accompany this report, we beg respectfully to
present the following statement:

ENGINEERS REPORT

Location.

Under this head are embraced the most prominent points in
our instructions, namely : the curves, and the question respect-
ing the length of the line as laid out, compared with the length
it was thought in the beginning would be required to traverse
the distance between Alberton and Georgetown.

The history of the Railway, so far as comes within the scope
of this inquiry, begins with the Railway Act, 34 Vic. Cap. 4,
dated April 17, 1871.

This Act, among other things, directs that the total cost of
the Railway, including Rolling Stock, Stations, <&;c., in fact
every thing needed to operate the road, shall not exceed £5000
currency, per mile. With the view, also, of keeping the cost
within this limit, so it appears to us, the Act further directs
that the guage shall be S feet 6 inches .

His Honor the Lieutenant Governor in Council ordered the
Gov. Chief Engineer to make the preliminary survey, and
directed him, »t the same time, to run the line so that it
would pass through certain points between the termini, Alberton
and Georgetown, copies of the orders in Council containing
these instructions are appended.

In view of these instructions, and with the Railwav Act
before him, we are of opinion, that it was the duty of the
Chief Engineer to stake out a line running through the points
named by the Government, on which the proposed Railway
could be constructed, if possible, at a cost per mile, within the
limit fixed by law. To have commenced surveying operations
on a basis other than this, to have chosen a line on which per-
haps a moi'e direct road, but at a cost exceeding the legal limit
might be built, would not have been in accordance with the
intentionr of the Government, when the orders in Council
above mentioned were handed to the Chief Engineer. To have
kept this important provision of the law out of sight, would
have caused the survey to be practically valueless, as no con-
tract conditioned for a greater price than this limit could be

mmmmm

ON THE RAILWAY.

:^1

legally entered into. Now bearing in mind this limitation, we
think that it was the duty of the Government Engineer to de-
cide on a line which would make the quantity of excavations
as little as possible, and to endeavor to make them balance
the fillings with moderate transportation. This is essential in
order to avoid opening burrowing pits, making waste or spoil
banks, building construction roads, and other operations usual
in Bailway construction, but which would have made the cost
of this one, far in excess of the legal limit. In other words,
we think it was the duty of the Engineer to locate a railway
that could be constructed for £5000 currency per mile, or fail-
ing in this, to state that this could not be done.

We find in the contract the following sections which bear on
the subject of location ; the last one quoted, we think sustains
the view we have advanced respecting the principles which
ought to govern the selection of this line : —

" The general route of the Railway will be defined by the
Commissioners, and the Contractors will be required to locate
the line as nearly on that route as the nature of the country
"will permit."

*• No curve of a less radius than 600 feet will be allowed,
nor any gradient steeper than sixty feet per mile."

" No grading shall be commenced until the Contractor has
received notice in writing from the Engineer that the location
lias been approved by the Lieutenant Governor in Council."

"The embankments are to be made from the cuttings, and
no borrowing pits must be opened or earth carried to spoil,
without special directions in writing from the Engineer."

Attention is now requested to an examination of the align-
ment; in doing this the line of the road has been divided into
convenient sections, defined chiefly by the points given in the
orders of the Lieutenant Governor in Council, and where these
points are not at sufficient intervals — as on the eastern portion
of the line — we selected such as are convenient.

The figures in the column marked "A," are the distances
in feet, in an air line, between the points named opposite to
them. This column is given merely for the purpose of enab-

ENGINEKRS' REPORT

ling comparison to be made of the actual road with a perfectly
straight line, not with the view of asserting that it could be
built on this line. .' ■ '■ '•''> '•li,.^.': :r.n-y --■■;. ; ., .->,.,.

The figures in column "B," are the lengths of the sections
as actually laid out. . ,. . .

The figures in column " C," are distances between the given
points, over which the road might have been built, but in most
cases at a cost considerably exceeding the limit of the Railway
Act. ' ' ' . ^

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ON TUB RAILWAY.

WESTERN DIVISION?.,

1 — Alberton, (new station — stake 69 — to
Reid's Corner.) General character of
country, flat. No hills; scarcely
practicable to shorten the line.

2— Reid's corner to O'Halloran's lload.
The actual line is the only practicable
one. General character of country, flat,

8— O'Halloran's Road to 'Lear y Road.
The distance in column ' C ' could only
be made at great expense in the way of
cutting — beyond a reasonable amount.

j ; General character of country consider-
ably broken. Streams in moderately

, I deep gullies,

4 — O'Leary Road to Brae Road. The
distance in column ' C ' could only be
made by heavy filling, opening bor-
rowing pits, &c. General character of
country, rolling,

6 — Brue Road to Aldous Koad,.(li miles
East of M'Donald's.) It would be dif-
ficult to better the actual location ; the
deviation is to clear a lake. General
character of country swampy,

6— Along the Aldous Road to the point
where the line turns northward. Gen-
eral character of country flat,

7— From Aldous Road to G. Barlow's.
General character of country, flat.

8— From G.Barlow's to Egmout Bay Road,
the actual location can scarcely be bet-
tered. General character of country
tolerably flat, a few brooks to ho
crossed,

9_From Egniont Bay Road to Northam
Road. General character of country,
level,
10_From Northam Road to Western lload
(at FitzGerald's). Summit near cen-
tre of line, deviated to avoid too high
a summit. Location can scarcely be
bettered,
11— From FitzGerald's to change indirec-
tion to reach Barlow 'n Mills. Posible

FEET

12,900

32,200

40, 100

FEET

13,600

34,800

9,900

12,70D

30,900

16, 900

41,083

5,982
22,200

10,142

12,700

FEET

13, 600

34,803

(i-t

28,600

16,200

41,083

6,982
22,200

14,400

15, 100

10,142

12,700

15, 100-

ENOINEBil^ REPORT

WESTERN DIVISION.

: r- / 1 f

Air

line.

Actual

Line.

Possible
Line.

route would bo very expeosire ; not to
be considered when the limitation is
borne in mind. General character of
country, hilly, broken,

12 — From Station 671 to crossing of the
Grand River. Maps of the two lines
(marked) are herewith submitted.
The shorter line was recommended
by Chief JBngineer, J. E. Boyd. We
concur in the recommendation. The
change takes away two crossings of
Barlow's Road, u : - »

13 — Station 560 to 523, curve n6ces4ary for
change of direction,

14 — Station 523 to Miscouche. General
character of country, swampy, flat,

15 — Miscouche to Summerside, (to point
from whence it is under considera-
tion to direct line along water front
will be discussed hereafter,) Govt.
Chi^f Engineer mil furnish cost of
change,

CENTRAL DIVISION. •

1— From Station at Summerside to Sta-
tion 86. This will not be built if
change of direction above discussed
is made. General character swampy
and hollow, ' ■ *

2— Branch to Wharf. Will not be neces-
sary if change of direction is adopt-
ed.

3 — BVom Station 86 to Kensington (1) 86
to Townaend's stream,

4— (2) Townsend's Stream to crossing
of Summerside Road. This may be
surveyed to ascertain if it is worth
the additional expense necessary to
save 700 feet, the difference. Gen-
eral character of country fat.

5 — From crossing of Summerside Road to
Kensington. General character of
country flat. If it is considered de-

FEET

32,200

FEET

18,900

FEET

11,600

12,200

8,700

32, 200

20, 100

8,600

3,700
18,600

12,700

11,100

3,700

32,200

7
8

20,100

8,600

3,700
18,600

1]
13

12,000

K-^ianWiiwrwW

Olf THE RAILWAY.

15i

i«

soo

100

roo
200

100

; > ^. ^i CENTRAL DIVISION.

600

700
60O

000

sirable to move station to South side
of Boad, the necessary surveys must
be made.

6— From KensiDgton Station to Freetown
Road. The difference 1100 feet can
only be saved by going to consider-
able expense. The exact amount can
onl^ be ascertained by making sur-
veys.

7~From Freetown Road to Haslam's
Mills. The line is about as short as
it can well be made, at reasonable cost.

8— From Haslam's Mills, following the
valley of the Dunk River to Elliot's
Mills. It is here necessary to keep in
valley in order to reach head of Dunk
River. Line is as direct as can rea-
sonably be expected.
9— From Elliot's Mills to Crabb's Mills
on Clyde (or Hunter River.) Follow-
ing Dank to Hunter's River, if straight-
ened to amount of diiference, would
vastly increase cost. Hill side in val-
ley of Dunk.

10— From Crabb's MiHs to crossing of
Clyde between Lets 22 and 23. Hill
side mostly. To gain the difference
would make very heavy and expensive
work.

11 — Crossing of Clyde to Norman Camp-
bell's (to Station 1511) crosses Clyde,
still following a small branch, in valley.

12 — From Norman Campbell's to crossing
of Colville Road, near McLeod's.
This is one of the points of greatest
curvature. A map of present line
and of trial lines (13U0 feet) are
appended, marked. The Trial line is
impracticable within reasonable cost.

13 — ^From crossing of Colville Road to
crossing of Loyalist Road. Road runs
along valley of North River. Note —
Preliminary lines were run from
this point to Georgetown, by Mr%

FEET

17,800

FEET

6,600

27,400
19,116

FEET

6,600

26,800
19,116

23,200

22,000

20,000

12,228

21,427

19,000

11,700
20,800

20,120

18,000

i«

ENGINEERS REPORT

CENTRAL DIVISION. -< H-I

®
.■2 2 •

14-

Cox, and to Alberton by Mr Gregory.
Difference in distances can be saved
only at considerable expense.
-From Loyalist Road to crossing of
Curtis' Creek to commencement of
curve at Widow Stewart's. The line
is run as direct as is practicable.

16 — From crossing of Curtis' Creek to,
and including curve at Widow Stew-
art's. Note — Ihoo lines were run
before this was adopted; the one
adopted was run by Mr. Cox, and the
Government preliminary survey was
followed closely by contractors. Trial
lines over the shorter distance are
appended, marked. They appear to
us impracticable as the difference in
cost shows.

16 — From end of above curve to Royalty
Junction. We do not think the differ-
ence can be saved without running
considerable expense, far more than it
is worth.

EASTERN DIVISION.

;^\i

From Royalty Junction to Mount Stew-
art the preliminary line staked out
by Mr. Cox to be adopted as base line
by contractors.

1 — From Royalty Junction to crossing of
Union Road. Note — Location forced
i)y contour of ground and necessity for
getting round to head waters of Win-
ter River.

2 — From crossing of Union Road to be-
ginning of curve at Robertson's farm,
Contraclor followed closely Mr.
Cox's line Rolling country; it is im-
practicable to run this more direct.

3 — From commencement of curve on
Robertson^ 8 farm to end of trial lines
runs nearly over chord of curves.
This is a curve wltich has caused a

FEET

FEET I FEET

12,700

10,600

12,000
10,430

6,600

12,700

-• ''I

8,430

12,700

10,400

14,425

10,400

14,426

;. ',i .^(?>TW )r**'fl v,VWJ'9Vltt't'^

OK THE BAILWAT.

2 2 •

00 "^ ^^

U ^

FEET

2,000

0,430

'\ ',

..'(

it f

n /
J, 430

1,700

400

great deal of discussion, accompany-
ing the report marked, will he found,
sections, t!kc., over trial lines. The
cost of straightening this will be about

4— From end of above curvature to cross-
ing of St. Teter's Road. The air line
out of the question. The location is
as good as cai^ be made.

5— From crossing of St. Peter's Road to
Mouftt Stewart, Hillsborough River,
character of country hilly and broken.
The difference between actual and
possible could only be secured by going
to great expense.

6— From Mount Stewar^i crosamg Hills-
borough River above shipyards, thence
turning southward in valley of Pisquid
River, thence keeping close to Cardi-
gan Road, up to corner of Baldwin s
Road, thence sweeps southward to
head of Cardigan River, which it
follows to Georgetown. Ist to 2d
crossing of. Cardigan Road. The Ime
could not have been made shorter
without going to great expense. The
line is as direct as is practicable.

7_From 2d Crossing of Cardigan Road
to crossing of Cardigan River, geneial
character of country— broken laud
between Morell and head of Cardigan.
8_From head of Cardigan River to
Georgetown. Line as direct as prac-
tjcahle— could only be shortened by
going to great expense.

FKET KKET

20,600

13,141

FEET

trial

line
10,200

21,800

30,272

29,600

50,410

25,390

19,000

25,000

46,110

15,000

i25

;18

engineers' report

WESTERN DIVISION.

h I

' :^f

13,600
34,800
- 30,900
16,900
41,083

5,982
22,200
10,142
12,700
15,100
13,900
12,200

3,700
32,200
20,100

284,807

13,600
34,800
28,600
16,200
4*1,083

5,982
22,200
10,142
12,700
15,100
11,600
11,100

3,700
32,200
20,100

279,107

',;'■>..":•.,.;,,,■

^,,,,v--:i-

ON THE RAILWAY.

CENTRAL DIVISION.

[)0

•0

Section.

No. 1

—

8,600

, ,kL ,',f :

3,700

> <' ; ?■ j8 ;■

(,:;:i^J-r !

18,600

ou^rOi^ ■

iu,-!- !

12,700

12,000

M.M'r-f :

jH!-'^ iv^

6,600

lii.:. !'-6

27,400

26,300

..i'.T

17,300

19,116

^,MW^« 1 .

• h;.: ('-v

23,200

22,000

.u^;!'.j9 i ■

i;i i ;...

20,000

19,000

.....m..^ :.-....

12,223

11,700

.viM ^

■ ' '" - "■ ' t ' '"'

21,427

20,800

-■■■"-iKr" ■

^ ■ '—,■ -p^

20,120

13,000

12,700

12,000

10,600

10,430

( '\ . '

6,600

3,430

. ■

12,700

12,000

. •••

236,286

219,276

; ' (

ENGINEERS^ REPORT

; >'

* .■'••» ■ . .

EASTERN DIVISION.

Section.

' No. 1

■ ■ ' V , ,

10,400

•'■" 2 !

1 : ' . r'- i !

14,425

' Z '

' t • *

]3,14l

10,200

-'.^ 4 '

■ 20,500

21,800

..,-,.5 ^

1: . . 1

30,272

29,600

50,410

49,000

■ ■ ' 1

25,390

25,000

8 1

.' '. ' - '

46,110

45,000

211,948

205,425

SUMJVJ

[ARY.

■

DIVISIONS, ETC.

MILES.

Eastern Division, - -

40.141

38.906

Central Division, - -

44.751

41.529

Western Division, - -

53.940

52.861

To Wharf, - - - -

1.25

Charlottetovvn Branch,

5.9

•

143.942

139.696

mammm

ON THE ilAILWAY.

I "" i I 1 .• ;; /( ,1 f ; ! . ;

This examination of the location of the Line,
■was made, not Avith the view of pointin*^' ont a new
general location, (which could oidy be done after
surveys of an extent not contemplated had been
executed, a work under the circumstances (piite
useless,) but to see whether the line ou,i>ht to have
been placed differently, Avithin a reasonable limit
of the <^^(meral location. It is j)roper, however,
we should state, tliat from our observations of the
character of the country, no evidence was brouj]:ht
to liglit which leads us to believe that a new sur-
vey could materially impro\'e the present aeneral
location of the line; kee[)in;nr in sioht the fact, that
there are many places through which it is impera-
tive the railway should pass so that it may be of the
greatest utility to the country. The tables above
presented, in our opinion, shew that while it was
possible to have so run the Railway, that its total
length between the termini, would have been, say
in the neighborhood of five miles less than it is,
yet that this could not have been done, without
increasing the cost per mile to a sum greater than
the limit fixed by the Railway Act. Section 5 of
this Act commands that " No contract shall be
entered into for the construction of said Railroad,
conditioned for the payment of any greater sum
than five thousand pounds currency per mile, for
the whole distance, including all surveys and
locating the line, and all suitable Stations, Station
Houses, Sidings, Turn-tables, Rolling Stock, Fences,
and all the necessary appliances suitable for a first
class Railroad, and the construction of suitable
Wharves at Cascumpec, Sunnnerside, Charlotte-
town and Georgetown." From our examination
we believe that the line is located so as to fairly

ENGINEERS REPORT

comply with tlu; letter and spirit of the law and of
the contract, that the alignment for the most part,
is such as is proper, in view of the <;onditions im-
posed. This is otti* answer to the (piestion in the
instructions, ''are the; numerous curves a ne(X'Ssity
entailed hv insiu'mountablc natural obstacles, or
have they been made in the interests of the con-
tractor."

We believe that the Government Ch'ici Engineer
has confined the contractor within reasomible
limits. We have given nuich thought to this sub-
ject, and haT(! endeavored to kee[) constantly in
view the relative positions of the (lovernment, the
Govermnent Engineer, and the Contractor. To
repeat in part what has been before stated, tie
Governmiint, — i?i our o))inion, — really directed its
Engineer, to so locate the line, that the proposed
railway could be constructed fV)r the amount fixed
by law; if he had done otherwise his work would
have been useless, the intentions of the Govern-
inent and of the law would have been made nuga-
tory. The contractor, we suppose, endeavored to
secure a h)cation as advanttigeous as would be
allowed, but we do not think th(^ Government
Engineer has pei'mitted a location which conflicts
with his duty. Tiie Government Engineer could
not be expected to insist on a line almost perfectly
straight, without regard to the (piestion of cost ;
while on the other hand, the contractor reasonably
supposed that such a line would be a})proved by
the Government, as could fairly be built for the
price sti])ulated by the contract. The manner of
letting the contract, viz: at a certain price per
mile, instead of at a fixed price between given
points, and over a staked out line, we think is the

tj
t

ON THK RAILWAY.

2S^

cause of the clifForonccs whicli liavo arisen between
the Government, tlie Government Engi -ir, and
the Contractor. • , i : - <r

The time allotted for the preliminary surveys of '
the road, was altonrether too brief. The following ■
dates shew this to linvc; been the case ; the (rovern-
ment Chief En<Tineer came to the Island May 10, '
1871, tenders for the construction of the Road
were advertised for, May 23d, 1871, the survey
was beofun about June 1st, 1871, tlie contract was
signed September 11th, 1871, and the ground was '
broken October 5 th, 1871.

Our attention \ ^^ been called to the fact, that '
in the debates on tne Railway Act, and also in the
Contract, — which was drawn up we believe before *
any survc^ys had been made, — the total length of
the road between th(^ termi-ii, Alberton and George- ''
town, is spoken of as ''about 120 miles.^^ We do
not know on what data this distance was estimated; '
it seems clear, however, on an inspection of the
map, that a lino but 120 miles in length cannot
be run between these places, intersecting the points
the Government directed it should intersect, even
if it Avas njuitc^ straight, without a curve, other than '
such as would be needed for changes of direction. '
An estimate of the cost of road is appended
(marked .) This estimate should be kept in '

view in connection with what has been said on the '
subject of location.

We are requested to make an examination of the
works in progress, in order to ascertain whether
they comply with the specification A Report on
this head will embrace an answer to several of the '
interrogatories in our instructions. The work that
has been already executed under the contract con-

ENGINEERS REPORT

sists chiefly of grading', toirrether with those culverts
which occur on those portions of the line where
the embankments have been commenced; also a
portion of the masonry abutments for bridges; also
the wharves at (^^iscumjjec, Summerside, Char-
lottetown and Geoi-^^etown, which are ])retty well
advanced.

Western Division.

From Alhertnv, to Siny/insj'side. — About
one third of this division is graded; the embank-
ments are made according to the spc^-ifi cation, and
the ground appears to have been properly grubbed.

The general character of this division is flat, in
some cases swampy. With the precautions pro-
posed to be observed in carrying the embankments
over the swamps, they will be safely crossed. No
masonry has been commenced on this division, but
there are to be masonry abutments for the bridge
over Dock Creek, at Grniul River, at Barlow's, and
we believe at one other point. These Bridges are
to be of small span, and deserve no special mention.

The wharf at Cascumpec is })retty well advanced;
so far as completed it comj)lies fairly Avith the
terms of the speciiicatio]).

With, respect to the location of the line on this
as well as the remaining divisions, oiu" views have
been already given.

Central Division
From Summ crude to Cliaiiottetowri.

This distance is about three quarters graded ;
the embankments are well made, and comply with
the specification. We may here remark, that the
soil of the Island makes a very good embankment.

T — ^-

ON THE RAILWAY.

erts
here
^0 a
[also
bar-
well

The p^rouiid appears to have been properly ^^rub-
bed; ill a few cases stuni|)s seemed to be somewhat
higher than allowable, but the intention, it seemed
to us, was to clear the groiuid thorongldy. '

About two thousarid yards of culverts have been
com[)leted ; the rhai'acter of the masonry is very
good, and the finished culverts which we examined'
are properly built. The bridges on this division
are as follows, viz: Bradalb3'n, 25 feet span;
Biggar's Mill's, ?Ai feet; Elliot's Mills, 40 feet;
Hunter's l^iver, 80 feet ; Cattle pass at Crabb's, 80
feet ; and Curtis' Creek, 25 feet span. All these
bridoes are to have mason rv .abutments ; the
masonry on the abutmc^nts in process of construc-
tion was well executed ; it was evident those in
charge were taking pains to do good work. None
of the superstructures for these bi'idges were ready.

The drainage of the ro;id appears to have been
carefully considered ; we think it will be found to
be ample; indeed the contractors must be careful
on this point for their own interest, if for no other
reason, as it will be considerable time before they
will have completed th(nr contract ; meanwhile any
imj)erfection in drainage will become visible.

The Avharf at Sunuuerside is partially built, and
We believe agices fairly Avith the stipulations of the
SjK'cifi cation.

The Charlottetown branch which belongs to this
division is graded; the embankments are properly
built. There are two or three culverts of the
same character as the othei's we examined.

The wharf at Charlottetown is also partially
built, and we believe fairly agrees with specifi-
cation.

ENGIIiEFiUS KKPORT

Eastern Division.

This Division extending from Royalty Junction
to Georgetown, is about two thirds graded; the
embankments appear to liave been ])roperly made.
No masonry of any consequence has been executed.

There is to be a " Howe " Truss of 100 feet span
at Mount Stewart; the abutments are to be of
masonry, resting on a rip-rap foundation.

The wharf at Georgetown is in about the same
stage of advancement as that of Charlottetown,
and the remarks on tliat will a])ply to this as well,

Ir, general terms, the work already executed on
the entire line appears to be well done, and if the
stipulations of the contract are carried out — and
we have no reason to think it will be otherwis(? —
the result will be an excellent road bed. We may
say that the fipecihcations are quite full, and Avell
drawn up.

Ballast.

Respecting the inquiry on this head, w^e are
informed the ballast will be Ishmd stone — sand-
stone. Some nineteen miles of the St. John and
Shediac Road are ball.asted with this material. It
there answ^ers }>erfectly, and will answer equally
well in this tr„se. No a[)pi'(!hension need be felt
respecting the accunuilation of sand on the rails
from its use.

Bri(1g;es :

We do not think wooden liridgos are substituted
for iron or stone more frequently th-an they ought
to be. As has been no doubt already observed,
there is but one Bridge on the line of considerable
span, viz : Moiuit Stewart Bridge. We suppose

ON THE RAILWAY.

this query refers to superstructures), as all the abut-
ments are to be of masonry.

Sleepers:

Are the woods called for by contract proper,
&c etc '^ We thmk they are proper woods to be
called for by a contract for a Road on this Island ;
of course the timber should be properly selected.
The sleepers Avhich we observed piled up along the
line, were, with a few trifling exceptions, ol very
good quality.

Level Crossings of Highways :

There are some serenty crossings of highways
at grade ; these grade crossings can only be obvi-
ated, as need scarcely be said, by carrying the
Railway either above or below the highways.
Such engineering as this is for the most pai-t only
carried out on the costly European Railways,
and cannot be i)ractised on a road ot the character
of this one, unless the nature of ground happens
to favor a particular locality. There are many
railways in the Unit-d States running through
more f)o])idous districts than this one, AVluch cross
a oreator number of highways at grade, within
th(? same length; in short, this is the usual prac-
tice in xVmerica.

Curves:

The question is asked, " are the curves safe for
tolerable speeds ? " There are no curves ^^dilch are
not safe for any reasonable speed ;_ provided, ot
course, that the track is properly laid.

28 ■

ENGINEERS KEPORT

Ralls:

The weight of Rails called for by the specifica-
tion, is forty [)oiincls per yard ; this weight is ample
for a railway of this character ; with respect to the
quality, wc can only say, the specification for
rolling theui, ought to insure a good rail. We
believe that all the usual precautions have been
observed in order to bring about this result

Wire Fence:

A memorial, signed by certain citizens of the
Island, has been handed to us, with the request
that we report our opinion on the same. This me-
morial states that '' the wire fence is wholly in-
sufficient to keep off and from the raiUvay ti'ack,
farming stock, &c.," and " the Gates that are to
be erected along said line of railway are to be only
nine feet wide, which should be at least eleven
feet wide, as it will be an impossibility for farm-
ers to take their mowin"' machines in and throufi:h
a gate only nine feet wide.

The fence along the line of the road ought cer-
tainly to be sufficient to keep farming stock — ?'. e.
cattle, sheep, &c. — from the track. If the govern
ment are satisfied that the doubts respecting the
sufficiency of this fence are w^ell founded, measures
should be taken to make it of adequate strength.
Methods of doinii; this will no doubt su^ro'est them-
selves to any one who will give attention to the
matter: introducinii; an additional wire of the
same size as the present upper one, about from
one-third to one-half the height of the fence from
the ground, thus reducing the spaces ; also, to
secure the four lowxn' wires with three tie wires

ox THE RAILWAY.

instead of one, as at present intended, will, we
think, place its strength beyond doubt — a wooden
batten along the top of the posts above the wires,
is another plan which would probably prove to be
adequate. The posts should, of course; be of
proper wood and of proper size, and they should
be placed in the ground so as best to resist the
heaving action of the frost. The point made in
favor of the wire fence, as compared with the
wooden one originally contemplated, viz : that the
accumulation of snow on the track will be much
less with the former, we believe to be well taken.
With respect to the Gates, we think that they ought
to be made of ample width to permit the passage of
mowing machines or any other farming imple-
ment.

Stations:

Are they judiciously placed? Not including
Alberton, Summerside, Charlottetown and George-
town, there arc some forty-seven stations. Look-
ing at the maps with reference to the population
and the direction and number of highways in the
neighborhood of the general location of these
stations, they appear to us to be properly placed.
On such a subject, however, our opinion is of
little value : the location of these wav-side stations
is scarcely an engineering question ; it can far
better })e decided by a commission familiar with
the wants of the several districts. Such a com-
mission, in coniunction with the Chief Engineer
to ])oint out the engineering features, would
doubtless, decide this point satisfactorily.

Alherton. — In relation to the location of this
Station, we have already had the honor to report

ENGINEERS REPORT

that we think the location selected might be bet-
tered, inasmuch as it is some distance from the
tc)wn, and is on a grade and curve ; accordingly
we suggested that it be changed to a location
shown on a map which accompanies this report.
This suggestion is made on the ground that this is
to be a terminal station, otherwise it might be
necessary to modify it.

Sztinmerside. — ^^e also reported that by
dispensing with the branch at this place, running
the road along the water front, on or about the
preliminary line staked out while we were on the
Island, with the main depot near the railroad
wharf, would be n better location than the present
one, for the business of the town and the commu-
nity generally. In considering this suggestion, it
is expected that the additional cost w41l be duly
considered, and balanced with the advantages that
may be anticipated from the change. Let these
be caretuUy Aveighed before additional expense is
incurred.

Chariot bebown. — The location of the depot
at this place, in our opinion, is a good one. It
would perhaps bo a better arrangement, and give
more room about t!ie station, if the round house
and repair shops could be placed a short distance
up the line. Respecting the extension of the
Railway from the Station to Connelly's Wharf, we
are requested to give an opinion, whether "the
advantages to be derived from the proposed rail-
way extension could not be realized by a Street

.way

vVe are of opinion that it will cost but little
J to construct this distance so that it may be
traversed by locomotives as well as horses, pro-

ON '11 IK HAILWAV

bet-
the

ion
ort.
is is

vided the gradient will pcrniit. We would suggest
however, that this extension should not be com-
menced, until it is seen that the tnitHc demands it.

GeOJ^^etown. — 'i'he change; we would suggest
at this place, is to run the railway down Fitzroy
Street, and to place the wharf as near as possible
at the foot of tliis street ; provided there are no
engineering difficulties, or rather obstacles in the
way, waiting to be developed by a survey.

Station Houses, &c.

From an examination of the Plans and Specifi-
cations we are of opinion that the station-buildings
will be adequate for the business of the road, — we
think they arc sufficiently sul)stantial.

Rolling Stock.

The contract calls for ten first-class passenger
cars, six second-class passenger and baggage cars
combined ; foia" postal, smoking and expi^ess cars
combined; three snow plouglis ; three flangers;
one hundred box, freight, cattle, n.nd sheep cars;
twenty-five platform freight cars.

The contract also calls for ten Engines of ap-
proved design. These Engines, we are informed,
are being built in England of the English style,
with plate iron frames, d^c, In our opinion,
English locomotives have not proved to be a suc-
cess on North American Railways. We are free
to admit that we do not think they are as efficient
machines as the ordinaiy American locomotives.

The number required by the contract ought to
be sufficient to operate the road, at least for two
or three years or thercabouts.

ENGINE RRS REPORT

We are of opinion that it was a mistake to in-
clude the rolling stock in the contract for building
the road. This should have been the subject for
separate negotiation ; this remark refers particu-
larly to the locomotives. 1 ; ',.

The Mode adopted of Letting the Contract.

' The course adopted in letting the contract "vve
have alluded to before. The contract is condi-
tioned on the payment of a certain sum per mile,
including every thing necessary to operate the
road. This plan we do not think is as advanta-
geous as to contract for the construction in sec-
tions, between given points, where the line has
been staked out, and of which profiles, estimates
of quantiti^'s, tfec, have been prepared, for the in-
formation f those wishing to tender.

The way of contracting adopted, as is pretty
certain to be the case, gave rise to differences
respecting the actual distance, as well as other
questions more or less important. It need scarcely
be repeated that it is the length of the road which
decides the sum total of the cost.

Contracting for the Railway in a lump before
the actual line had been fixed, left everything in
the way of deciding on the contractor's location,
in the hands of the Government Officers, with
scarcely time for a thorough revision before the
work was commenced ; and as is pretty sure to be
the case, under these circumstances, exposes those
whose office it is to decide this matter, to suspi-
cions of official fiiYoritism. This is not near so
likely to be the case under the method we have
mentioned as preferable.

There may however have been reasons, but they

ON THE RAILWAY.

to m-
Iding
fc for
^ticu-

the

have not been brou<j^lit to our notice, whicli made
it advisable for the interests of the Colo]iv, to make
the contract as it is. It may not turn out to be
more expensive than the more usual course that
has been mentioned; but to Iwive contracted for
the construction of the line, in whole or ij) part,
between certain points, would, we think, have
avoided nujch of the misunderstanding, which
both the letter of the Government to the Messrs
J. S. Kenned}^ & Co., and our instructions shew
to have arisen between the Government, the
Government Chief Engineer, and the Contractor.

Is it unreasonable to construe Section 5 of the
Railway Act to mean that the spirit of the law,
if not the letter, really intended the railway to be
constructed on the basis oF a certain price per
mile ?

We do not presume to answer this; it is a legal
question. We beg indulgence for its intrusion on
the ground that the diiferences springing from this
mode of payment, were really the most im})ortant
points presented to us, both in the letter to the
Messrs Kennedv, — whicli was our introduction to
the subject, — our letter of instructions, and several
conversations we had the honor to liave with
nearly all the members of the Government.

The following documents and maps accompany
this n^port. We wish them to be considered a
portion of it, because familiarity with them is
essential, in order that our views mav be fully
understood.

Orders in Council respecting location.
Estimate of cost of constructing the Railway.
Map — Proposed change of Station at Alberton.

34 engineers' repoet

Map of old and new line rec d Barlows Mills.

Map of curve near Colville Road.

Map of profile of new line (suggested at bum-

merside.)
Map of alignment of above new line.
Map Robertson s farm curve.
Map Curtis' Creek,— Widow Stewarts curve.
Map Edward Road curve, Charlottetown branch.
Map Alberton,— suggested change of station.

We beo- to extend our thanks for the kindness
and courtesy we enjoyed during our visit to the
Island.

Very respectfully submitted,

ISAAC NEWTON,
JOHN MEEHAN,

Civil Engineers,

ON THE RAILWAY.

The following? Letter addressed to the Inspecting
Eno-ineers, requesting some further explnnntions,
"read in Council and adopted, October 11, 1872.

was

Executive Council Office,

Clmrlottetown, Oct. 14, 1872.

To Isaac Newton and John Meeuan, Esqus.
Civil Engineers, kc 8tc.

Gentlemen :— Your Report on the Prince Edward Island
Railway has como to hand, and more recently the r,l«n<, illn?-
trating the Report; I have also received a letter from Mr.
Newton, offering to give any further explanation which may

be required.

Accordingly, at the desire of my colleagues, the members
of the Executive Council. I write to say, that in our opinion,
your Report fails to elucidate some of the mo.sL iiuporl^uit
points of the enquiry submitted to you, in the full and com-
plete manner which was hoped and expected.

The subject which possessed the chief interest for the people-
of this Colony, and to which especial prominence was Given
in my letter to the Messrs. Kennedy, was the increased length
of the Railway, from " about 120 miles," as described by the
Railway advocates in the Parliamentary Debates and else-
where,— by the Government in their advertisements for tenders,
—by the Government Eagineer, in the contract with specili-
catious attached,— to its actual measurement at the present
time, viz : 147 miles. As this increase of length involves an
addition to the Railway debt, not far short of .£80,000 Stg.
besides an increase of the laud damages and cost of location,
more than proportionate to the additional mileage, my col-
leagues and I expected, to find in your Report, a clear a:rJ
con°necled explanation of its origin and causes. It is true
we find the subject mentioned in folios 1 to 3, again at folios
20 to 22, also at folios 30 to 38, but always in connection with
some near element bearing on the question ; and this frequent

_k.

ENGINREUS RKPOUT

recurrcijco Id liio siilijcct seoms to itidicato thsit you yoursolveg
were rjot cMitirely sati.slied with your former coiidtisiods.

On folios 2 and o you recite tlie coiulitioii.s of tlie Railway
Act — the orders in couru'il c«t:il)lisliin;; certain jxiints through
which the road was to run, and you express tlie opinion that
it WHS ** the duty of the En^^ineer of the (rovernnieut to stake
out a road which could he huilt on that locution within the
liniits of XSOOO currency per mile."

Ilcie, as it secniH to us, you have lost .si;j;ht of the very im-
portant element of ierifrth in connection with irost per mile;
thnu(:h if to the remark just quoted, you had added the words,
"and not materially exceedin<:j 120 miles in total length," —
you would, we think, have defined the Engineer's duty in that
respect with suilicient accuracy ; but to 8poak of .foOOO per
mile as the limit of price, without including length in the
category, seems to iis almost equivalent to the removal of all
limitation on the cost of construction.

If a contractor should bo allowed to avail himself of a tract
of level, or nearly level country, say, for example, from the
junction eastward to the 11 )bert*on farm, and then finding
himself brou^'iit up l)y broken ground he makes use, at the
expense of the country, of the level cleared land of that farm
to alter his coin'se, and turning south, thus circumvent the dif-
ficulty, we do not consider this could pro[)erIy bo termed a
location, in confoimity with the spirit of the law and the
contract : to pursue the illustration a little further, — if after
crossing the Suffolk road, still goifig east, the co tractor should
pursue his course, on a rising grade, but no." e^:ceediflg (50 feet
per mile, to the Thompson farm, where ho finds before him
a quick descent, the grading of whidi ho cannot accomplish
.vithout having recourse " to expensive construction roads,"
he therefi>re uses Mr. Thompson's land to turn on, this time a
northerly direction, until he finds a location practicable at
£6000 per mile ; here again we should say, the spirit and
letter of the law and contract have been infringed. Yet
if we rightly understand your argument, it implies that the

ON THK RAILWAY.

)

Engine(M'*i <luty is to push hi.s Hiirvcy in flici ro(jnirod dirrctioti,
so lonf; ns tlio faoo of tho country permits, at a cost not exceed-
ing £5000 currency [)er mile ; but when ho encounters ditncul-
ties, which, if overcome by (Sittings and etnbiuikinentH, would
involve u larger oulliiy, ho rmiy ailopt the surface system, and
by tlio piibsiitution of curves for cuttin'^-* and (lllinfi^s, imposo
tho extra expense on ijie colony, in the shape of land damages
and incrensed mileage, .still however keeping tho price per niila
within the legal limit.

The compensation to be awarded to tlie owners of those two
farms has not yet been assessed ; but tlic owner of the Stewart
farm near Curiis's Creek, North llivor, where one of the
curvey to which y(jur attention was directed is situated, — will
receive from Government a sum of J^KJO. These, as you are
well aware, are by no means solitary instances of the mode of
grr.cUng adopted on this railway, and they seem to us so incon-
sistent with the maintenance of a limitation on the price per
mile, that some further explanation seems to be required, on
A subject of so much individual and public importance.

Another subject on which your report touches very slightly,
and which, as bearing on the question of increased mileage,
deserves greater prominence, is tho orders in Council directing
the road to be carried through certain points named. Your
tables inform us that the curves a(!Count for some five miles of
additional road, and the deviations made in conformity with
these orders in Council, it is to be presumed, account for the
balance You expi-os'^ your opinions, that on the whole, the
route selected is ih(> best with reference to populatiou and
resources; but wc must remind you that during your visit you
saw only the country in tho immediate vicifiity of the line,
and that the estimates of work performed shew that more than
two thirds of tho whole length pass through woodlands. Our
reason for Jigain directing your attention to the important
subject of increase of mileage and cost of location, is that
many very important and populous townships on the Island,
are situated at a distance from the line of railway so consider-

ENGINEERS KEPORT

able, that they will derive little or no benefit from it,
although they contribute largely towards its construction,
and will do so towards its miiiiifenaiice ; while the great
increase of the railway debt diminishes their chancj of
accommodation by the building of branches. It was chiefly,
though not exclusively, in the interest of persons resident in
these Townships — neglected in the matter of railway accom-
modation, that our application was first made to the Messrs
Kennedy, and your intervention accepted ; but we feel bound
in duty to ndd our opinion, that no satisfactory explanation of
the increase of cost in connection with length between the
termini has yet been offered.

Your remarks on the " mode adopted in letting the contract,'*
seem to us very judicious, and daserving greater prominence
than they receive in the closing pages of your report. We
believe that in the case under review, the disregard of the
precautions which you detail and recommend for adoption
previous to the letting of a contract, has been one of the chief
causes of the trouble which has arisen respecting this line of
Railway. Had a complete survey been executed, stating
distances between the termmi, — naming the points to be inter-
aecied, the bridges to bo built, and giving estimates of quan-
tities, — intending contractors would have had no cause to
complain of want of information. They would have understood
precisely what they were expected to undertake, — where they
would bo required to make cuttings and embankments, and
where they would be allowed to overcome obstacles by means
of curves. Full information on these subjects could not fail
to exercise a material influence on the offers the Government
would receive and to obviate the complaints of p:.rLiality which
have been urged by more than one intending contractor.

The best means of rendering the Wire Fence secure and
durable, is another subject concerning which the Government
expected to find useful practical information in your report.
It is one on which the people feel an individual as well as a
national interest ; they are apprehensive of danger not only

ON THE RAILWAY.

to their farm stock and crops, but also to the trains, in con-
sequence of the fence being insufficient both in design and in
the quality of the wooden materials, and not being in confor-
mity with the Railway Act.

Although the Goverument do not assume the responsibility
of accepting the wire fence from the contractor in its present
condition, yet it was hoped and expected that your report
would have shewn in what respects the fence is objectionable,
and in what manner and at what cost it could be rendered
secure.

la our opitiiou, a railway fence ought to be sufficiently
strong to resist effectually all ordinary attempts to force a
passage ; and the experience we have acquired during the last
few weeks, convinces us that neither the wires (except the
apper one) nor the posts of the Fence now constructing, are fit
for the purpose intended. Even were the materials better
than they are, the manner of applying them is not that best
calculated to secure strength and durability.

Your report recommends the addition of an eighth wire
equal in strength to the upper one now in use, some additional
lacing, and the use of a batten nailed along the top of the
posts. As this recommendation does not contemplate the
removal of any of the ii:sufficient materials now used, we fear
its adoption would end in further annoyance and loss. "We
will therefore state our views — confirmed by experience — as
to the defects of the fence, and the changes necessary to make
it effective. Though the straining posts are not as large as
they ought to be, wo do not ask their removal ; but many of
the intermediate posts are mere sapling juniper, scarcely four
inches in diameter, and cannot be expected to last beyond the
third year. They should be removed and replaced by uiuerst
which should be set with the spade, instead of being first
pointed by the axe and then driven by the maul. All the
posts remaining to be set up should be inserted in this manner.
As to the wires, our experience shews the three smallest to be
quite useless, and the three next in size are too small, but

engineers' report

might be used in connection with four others similar to the
upper wire, to be substituted for the three smallest. The
fence would thus consist of eight wires, five of which woulJ
be of strength equal to the present upper wire, the remaining
three would be of the medium size now in use. They might be
placed alternately with the heavier wires in the lower part of
the fence, and might be laced once or twice, if necessary, in
every panel. An estimate of the cost of making these changes
in the wires might be of material service to us in case we
should determine to attempt a corapoinisc with the contractor ;
and we suppose your position iu the midst of one of the great-
est emporiums of commerce would enable you to furnish or.&

without much difRculty.

I have, &c.,

ROBERT P. HAYTHORNE,

President Executive Council.

On the i8th of October, Mr. Newton wrote to
Mr. Haytborne : —

<' In order that we may answer the queries iu the letter of
Executive Council, (which I have uot yet carefully read), it
will be necessary for you to send me a copy of our report-
portions of my draft of it having been mislaid. I wish you
would be so kind as to send this at your earliest conve aience.'

Upon receipt of Mr. Newton's letter, a copy of
the report, which had been made with a view to
its publication, was inmiediately mailed to New
Yorkj and its receipt acknowledged by Mr. New-
ton, as follows : —

New Youk, Nov. 6, 1872.
Hon. R. P. Haythornk :

Dear Sir :— Your favor and registered envelope, containing
copy of report, came to hand last Saturday. I will answer

ON THE RAILWAY.

your queries in a day or so. I would have done this before,
but the excitement attending the election of yesterday has
interfered with office work. ^ NEWTON.

On the 21st November, the following explana-
tions were received : —

Departments of Docks, Engineers' Bureau,

346 & 848 Broadway, New York,

November 9, 1872.

Hon. R. P. Haythorne,

President of Executive Council,

Prince Edward Island.

"We have the honor to acknowledge the receipt of your
letter of October 14th, requesting explanation touching cer-
tain points in our Report on the P. E. Island Railway.

The copy of the Report which you mailed, only reached
here a few days since, otherwise your letter would have received
immediate attention.

With respect to the location of the Railway, (taking the
liberty of quoting from your letter), you observe " the subject
which po.ssesse<l the chief interest for the people of the Colony
* * * ^^ was the increased length of the Railway, from
about 120 miled to its present length. As this increase of
length involves an addition to the railway debt, «&c., &c., my
colleagues and 1 expecied to find in your Report a clear and
connected statement of its origin and cause."

In answer to this, we beg leave to say. that we fully ap-
preciated the importance of this question of location— that i*
was the most prominent feature connected with the exami-
nation. Accordingly, we gave it great attention; and, aa
need scarcely be stated, devoted upwards of one half of our
Report to a statement respecting the alignment of the railway
from Albertou to Georgetown. In doing this, as you doubt-

ENGINEERS REPORT

less observed, the line was dividecl into some forty sections,
and the more prominent points respecting each of these divi-
sions, were njenlioned.

The Report was accompanied by maps and particulars of the
principal curves ; indeed, of every one which had caused
remark. Again, after we had made the examination, the
entire line w,'i3 pxphuned, in detail, to yourself and the Hon.
Mr. Palmer, and a day or so afterwards, the same explana-
tion was gone over before the full Executive Council. In
doing this, we read the tables of distances and the remarks
given after each section, prov-isely as tliey appear in our Report,
Our stateuientM seemed lh(-n to be clear to all present; no
questions were asked which wei ^ ^ot satisfactorily answered.
Now th« question is asked why is the total length of the
railway more than *' about 120 miles?" To this interrogatory
wo beg leave to answer, that it is because it cannot be ma-
terially less, and intersect the points named in the orders of
the Government of Prince Edward Island to the Government
Engineer, who had charge of locating the line ; neither do our
observations point out to us that the main line could, under
any circumstances, be much less in length than it is ; certainly
not, unless at a greater expenditure than that fixed by the
the Railway Act.

Permit us to call attention to the following observation
which occuis in your letter ; " to speak of £5000 per mile as
the limit of price without including length in the category,,
seems to us almost equivalent to the removal of all limitation
on the cost of construction." This opinion is illustrated by a
suppositious example, in which the alignment near the Robert-
son and Thompson farms is alluded to as a case in point.
Now we beg leave most respectfully to say, that these remarks
about the alignment at these points, are not borne out by the
facts of the case. Respecting this locality we accompanied
our Report with maps and computations, so as clearly to set
forth the reasons which governed this location.

The amount of land damages would not be lessened by not

§■795=5

ON THE RAILWAY.

i
t

IP
r

a
,s

using " Mr. Thompson's farm to turn on, this time in a
northerly direction," and having recourse as you remark, " to
expensire construction roads." Construction roads and the
borrowing pits, or spoil banks as the case may be, which
accompany them, would in our opinion, damage these farms
much more than the curves which occur in the railway where
it crosses them.*

Regarding the mode of constructing the railway, viz : by
the mile, over an indefinitely located alignment, we have ex-
pressed our opinion ii our Report ; this method, as we stated
while on the Island, places wide discretionary powers in the
hands of the Government Engineer; and to speak with a frank-
ness that the spirit of your letter requires, we feci bound to
say, that we know of nothing which impugns the professional
conduct of this gentleman ; indirectly this matter was fully
discussed in our Report, and we named the features where we
thought improvement might be made.

Respecting the sufficiency of the Wire Fence, of which you
have doubt, we suggested in our report, certain modes of in-
creasing its strength, which we think will make it adequate
to protect the line.

Before closing, we beg leave to say, that in the summary of
the length of the line in our Report, an error occurred in omit-
icg the Summerside Branch, and the Branch to the Wharf aft
Georgetown. This Summary should read as follows: —

Eastern Division
Central do.
Western do.
Charlottetown Branch
Summerside do.
To Wharf at Georgetown
Ex. to Cascumpec Wharf

Total

MILKS

MILES.

^ 40.14

88.90

^ 44 75

41.52

^ 53.9

52.86

^59

*- 1.0

1.0

^ 04

0.4

1.3

147.39

141.88

* The contractor is prohibited by the terms of the contract from
making borrowinir pits or spoil banks without express permiiiBiou from
the Government Engineer.— Note by B. P. H.

^^^/'

•4 ^ '/^

^^.r<;

ENGINEERS REPORT

If our Report is published, it should be accompanied by your
original instructions tons, by your letter of October 14, 1872, ,
and the present letter, which may bo regarded as suppleraen- \
tary to our Report. i

..,.,» Very Respectfully,

Your obedient servants, . ,

ISAAC NEWTON, ^

JOHN MEEHAN.

Certified, William C. DesBrisat,

Assistant Clerk Executive Council.

., . ■ ^. I }

ii 'Y ibjhl If I" .: 1 i CI. ;.

*:-'.