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FhotogiHphic

Sciences

Corporalion

23 WIST MAIN STRUT

WnSTH,N.Y. 14SM

(716)«73-4S03

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North Shore Railway.

REPORT

OF THE

CHIEF ENGINEER

UPON THE SITUATION,

WJTH SEVKN APPEND J CKS.

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North Shore Railway.

REPORT

OK THK

CHIEF KN(;iXJ-:Ek

UPON THR SITUAIION

WITH SKVK.N AI'I'KNDICKS.

I>A1'K1> MAKCJI I, Itftrr,.

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PHINTKI) BY ALGLSTIN ..nT|:: \ ..

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NORTH SHORE RAILWAY.

REPORT OF THE CHIEF ENGINEER

UPON THE SITUATION.

Mr. riiE.sn)KNT

OKKK K or THE KN«ilNKKIl IN ClIIKF,

(Jiu'l.i'f, March, -llli 18".').

1 have tlio lioiim- to sulnuil the' lolldwiiii;' r('i)or( u|i()ii (In.' |)iv-
hoiit siduitioii til' tl)c Com pill ly'^ atlairs, for tlif coii-idc'ratioii of tin-
Hoard of I)irt'C'tors. ami siicli other partii-s as may foci an intercut
ill tlu! s|K'i'(ly c(iin]ilclion of the North .Shore IJailway.

Ill (lisciissiiii;- a matter of this imporlaiiee, I (Icem it ijiiite
])ropei', even at the ri>k of ])rovini;' te'lioiis, to refer to siieh i'aets
and eireiiiiistani'Os eoniieeted with the pa>t history and present
eonditioii of the road, as may l»e ealeuiated to throw lii;hl upon
the siiltjecl ; and at the same time, to place the ilitlerenl parties in
intciv-«t, in a position where they will each see, and feel inclined to
hear their duo j)roportion nf respoiisiliility.

I. (.)]J(;ANIZAT1()X of TIIK IIOAKM) of dikmutoi^.s.

The Hoard of J)iree(()rs of this ('ompaii}' is constituted in a
somewhat peculiar manner, the ideaof the oi'nani/.ation ovidentlv
liL'ing to all'ord a representation to theditlereiit parlie> in interest,
upon the most eqiiitahle and praeticablo basis.

It may bo protitablo, and I trust not entirely unintere>tini;- lo
the pre.>ent members of the Hoai'd, to take u rapid i!;laiice at the
dittbreiit s(a,:^es of progress towards the point at whieii the JJoard
has now arrived, in its system, or ba.si.s of organization.

The original charter of the Com])any, ]>assed Ajiril 22nd 1853,
provided for the election of nine Directors by tlie original .stock-
holders.

The original charter of the " St. Maurice llailway and Naviga-

UKPORT OF TIIK CIIIKK KNdlXEi:...

i I i

lion ('omimiiy," (now tlio '• Piles Hraiirli") pn^sM .Imu' 10, IS')

)«.

jirovidoil also lor tlio Kloetioii ol' iiiiiu Directors in tlic sanu

iiiaiiiH'i-

om-

M'S

The saint" Act jirovidcs for ijic nnialiraniation of the l\vo(
panics; alter which the respective hiivctoi-s of the t\vt> Cornpan
"shall he the Directors of the Conipany I'orined out of the said
siniali^'ainated Coinnaiiies nntill the tlien next election n|' |)iroc.
l(.rH;' \c.

The Act ol" J)eccinl)er 2Hh, ISTO. i.-i'antini"- two million aci-es of
tiiiduM- lands lo the ("oni|iiUiy, j)rovides that; " tlu! liieiilenaiit
(lovenior in (!<»iincil, shall have the a)ipoinlnient of one tlird of
the Directors of said Company, wiihoiit countini; the cr-officio
Directors, or Directors represeniinir innnici|ialities," \c.

Tiie Act of Decemlii-r 24lh, 1S7<». extendiiii,^ the period for coin-
]th'tini; the K'ailway to May 1st, 1877, |)rovides thai : •' The IJ lai'd
of Direclois of saiil ( 'onipany shall lu' composed o| twelve meiii-
her> in addition to the ri'|ti'(>sentativesof tlie miinii'i|talilies enlil ed
to f'r?ii part Ihereoi'. Of llie>e twelve menihors. four shall he
named hy the liienlenant-dovernor in Conncil, ei;;;lit onl\ in
iiitnre to ho tdecied hy tlie shareholders."

Tlie same Act authorizes tlie Council of tlie City of (iuidu-c to
Mihscriiie one million dollars to the capital st ndc of the llailway
('om))any ; and '• to he represented at the Board of Diieclors hy
tin' .Mayor and Ihi-i'c other memhers appointed hylhe <'(iinicil."

The .Mayoi" of liie City of Three IJivci's had also lu'come r.com'.'/V^
director, hy virtue (da sul)scri|ition l)y tliat City of one hinidred
thousand dollars. And tlie .Mayor of. St. Sauveur had also heconie
^',>'t^'!lX'Vtli.'"^'^''**''' ''y virtiK' of a suhscription hy that mnnieii»ulity,

' Q^^a^ntt|J

thousand dollars

The Jioard of Dii-eclors at that tii: and until tiirther lei^isla-
tion. was therefore conj|iose(l of (d^'htecn memhors, as follows :
Hi^'iit (dected liy the Stocklndders ; tbur n.-imed hy the I'rovini-ial
(iovernmenl ; four from the City of (Juehec ; one from the City
<d'Thi'ee Hivei-.s ; and one from St. Sauveur.

The '• (iuehec Railway Aid Act of 1874," passed l-Vhruary ath,
1874, which withdraws all of the jirevious land ifrant, exce|il

OCK

md suhstitute.s therefor, a (lel>enturc or moiiev loan

ofSl,248.G;U, ])rovides that: "The I'.oard of Directors ot the
('ompany shall he composed of twelve memhei-s, in addition to the
lepresentativos of the municii»alities entitled to forin i)art thereot.
Of these twelve members, six shall he named hy the Lieutenant-
Governor in Council, and six only shall, in future, ho elected hy
the Shareholders and ]Jonddiolders, in tho manner hereiiuifter
])r()vidod." Also that : " In tho election of Directors of tlio said
Compan}' on the 20th Maj' next, and at all elections thereafter,
each Shareholder shall be entitled to one vote for each one hundred
dollars of Stock hold by him, upon which at least 10 per cent shall
have been paid up, and upon vvliich all other tjub;5e<iiient calls shall

ORGANIZATION OF HOARD OF DIRECTORS. 8

nlso hnvo. Itocn paiil up. An<l oncli porsoii lioldiiii^ lioruls or (IcIk'Ii-
tiirrs ot tilt' siii<l < 'i»mpaiiy. issiu-d iiikUt soctiun suvciili'i-n of this
Act, >liall lio cntilli''! Id *»ih' vott' lor oa'-li liiiiiilrcil <lnllai"sn(l)uu(lH
or (U'Ik'hIihi's so Ik'M \>y liiiii ; aii'l micIi Shaii'lioldcrs ami Hoiul-
licddi'i's ^liall lu- fiitilK'd to vote I'illu'r in person <»r \>y proxy. "

Tlio last named ,\cl lu'in::; nnw in H>p'i', it will Ik; seen that the
Board of hiri'ctors is m»\v <itnstitiited of ei^^hteen memhers, as
follows: Si.\ elected jointly hy the Stock and Bond holders ; six
named l»y the I'rovineial (iovernnnMit ; four from the City of
(^iitdiec ; and om- ea<d» from the City of Three i'ivers and S:.
Saiivenr.

it will also he ohst-rved that twelve, or two-lhinls <■! '!ic mem-
hers of tliu |{oard. who hold the olliee, either c.r iiiji< ,u, or as
representatives of the Provincial and Municipal ( ii-vei-nments,
are lialiU- to Ik' (dialled or superceded, either i lon^ >»r shovL
intervals, as tho caM' may happen to i)e, hy any clianu;e that may
occur in t! • ministration id'which tln-y ar", for tin lit le heiuir.
the representative^ ; so that it would appear from tie ualiiie of
the t ;;st', to hi' ([iiite improliahlc, if not impos>iliU . foi- the l)o;ird
of |)irectors to adopt any decision, or line of policy, llmt Mild ho
considered as permanent ; or at least, not lialde to lu' departed
from at soim- future lime.

For example, durinn' the past two year-, the < Jov 'riimciil
J)irectors siltinn' at the IJiaril, have rt'presi'iited three >epar;ite'
and distinct ornani/.ali(»ns of the I'rovineial ( Jovernincni ; and the
(^uchec Cily hiri'ciors sittinii; at the Ijourd durini!; the >ame lin.e,
have rojiresented two distinct ori^anizations of the City (ioverii-
ment ; and llii' same with Three IJiver.s and 8t. Saiiveur ; and, so
the changes are likely to contiiiiie for an inileliniie leni;lli of

The consetjuence is, that there an* only tSf^ mctnhers of the
present Hoard (d" [directors, who were memhers when the original
contract, for the construction and iMpiipment of this iioad, was
entered into, on the Hth April. 1S72 ; and oidy twelve inendiers
of the jtnsenl Jioard, who were memhers wlcn the supjdemenlal
contract was entered into, on the 21st Feljruary, ISTl.

It also appears, that another and most poti-nt element is here-
after to he introduced into the ornani/.alion of the IJoani. hy virtue
of tho ju'ovision in the jiresent '• I'ailway Aid Act," whicli allows
the Jiond holders to vote for l)irectoi's.

When this power shall he exercised, it is not at all improhahlo
that tho only remainim^ liidv hetween iiie present and the ]>asr.
will ho entirely severed, hy the displacement of the J)irectors who
have heretofore heen elected hy the original stock-holdei-.s.

While it must be admitted that this state of things is not calcu-
lated to insure that harinon}' of action, ai)d adherence to any fixed
hnd bettled policy', which are always considered quite essential to
tho success of un important entor[)rise of this kind ; it is hy n'»

BEPOBT OF THE OHIEF ENGINEER.

inoan» conceded that it lessens the obligations of the Boaixi at any
one time, to carry out in good faith, such obligations and under-
standings as the same body, although differently constituted, or
composed of different members, may have entered into at any
previous time.

Neither, is it conceded that either the Pi'ovincial Government,
or the City Council of Quebec, can consistently ignore the acts or

Salicy of any one set of their respective representatives in tho
oard, by tho subsequent approval of an entirely'- different and
perhaps antagonistic policy, on the part of another and more
recent class of representatives.

II. CONNECTION OF THE PRESENT CHIEF

WITH THE ROAD.

ENGINEER

In view of the fiict, that but a small minority of tho Members
composing the present Board of Directors, are at all familiar with
the circumstances under which I first became connected with this
Road, I propose, as a matter of history, as well as in justice to
myj^elf, to refer quite briefly, and without intentional egotism, to
some of the more important events which preceded, as well as
followed, my appointment as Chief Engineer, up to the date of the
present supplemental contract.

In the month of September, 1870, Mr T. C. Durant, of New- York,
with whom, as Vice-President and General Manager of the Union
Pacific Railroad, I had been associated as Consulting Entrineer,
during its entire construction, invited me to accompany liimto
Montreal, Three-Rivers and Quebec, for the purpose of looking
into and obtaining information respecting the merits of the North
Shore Railway and Piles Branch, together with the land grants
which had been appropriated by the Government in aid of the
enterprise.

After spending several days in the above investigation, accom-
panied by Hon. Wm. McDougal, Mr. Willis Russell, Mr. P. B.
Vanasse and others, we returned to New- York with a very high
appreciation of the value and importance of the undertaking.

During the following Spring, I was called upon, at my otfice in
New- York, by Col. Wm. Rhodes, Director, and Mr. Dunn, Treasu-
rer of the North Shore Railway Com])any, who informed me that
they had been requested by the Board of Directors, to see me with
reference to taking charge of the road as Chief Engineer; and, if
my engagements would not permit of my doing so, to ask mo to
recommend a competent Engineer for the position. Col. Rhodes
called up n me several times afterwards, upon the same businos.

In the month of May 1871, I again visited (itieboc in the inte-
rest of Dr. Durant, for the purpose of satisfying both him and
myself, as to whether there was sufficient vitality in the enter-
prise to justify us in taking hold of it at that time ; after spending
►everal days here, I informed tho President, Col. Rhodes, Mr.
Russell, and such others of the Directors as I happened to meet,
that if they would come to New- York with proper data and autho-
rity, I thought they might close an arrangement with Dr. Durant
for constructing the road.

On the 8th July, 1871, a Committee of Directors composed of
the President, Hon. Jos. Cauchon, and Messrs Irvine, Rhodes,
Russell atid Tascbereau, Directors, visited New- York with the

■ I

ii.

REPORT OF THE CHIEF ENGINEER.

maps and profiles of the lino ; nnd on tho 13th, closed nn an-nn-
goment with Dr. Durant, by which ho was to furnish the means
roquii'od for making a now survey of tho road. It was also av-
ranged that 1 should come hero and direct the surveys in behalf
of the Railway Company.

On tho 20th July, Dr. Durant informed mo, in New-York, that
he could not keep his engagement with the North Shore Railway
Committee ; and advised me not to como to Canada. I started,
however, on the same evening for Quebec, in accoixlanco with my
agreement, arriving here on Saturdy, July 23, 1871.

The President and Directors were very much disappoii.toil
and disheartened upon my notifying them of Dr. Durani's deci-
sion ; but requested me to drive over the line, and inform them
whether I could aid them in procuring tho necessary means for
constructing the road.

Upon returning to (Quebec, after examining the cap.nbilities
and resources of the country, I informed tho President and Direc-
tors, that if tV»ey could raise tho means among themselves for a
re-survey of tho line, so that I could have reliable data upon
which to base an estimate and report, 1 had no doubt that I
could induce some of my friends, whom I knew to possess tho ne-
cessary experience and capital, to undertake the construction of
the road : provided the Company would ajipropriale for that juir-
pose, its land grant, the one million dollars of City subscription,
and the one million dollars of Municipal subscriptions which tho
Directors telt quite euro of obtaining from tho Counties and Pn-
rishes along tho line.

The members of the New-York Committee accordingly met in
Quebec, on tho 28th July, and agreed to raise five thousand dol-
lars among themselves, towards defraying tho expenses of the
survey ; and also authorized me to open negotiations with respon-
sible parties, for the construction of the road ; and also, to re-
survey the lino. Which action, as I have always regarded it,
was the important and decisive step which finally resulted in plac-
ing tho construction of tho road beyond the reach of any ordinary
contingency.

After spending some days with tho President, Hon. Jos. Cau-
chon, Hon. J. J. Ross. Hon. Wm. McDougall, and Mr. Willis
Russell, Directors, in visiting the counties west of Three Rivers,
with a view of creating some enthusiasm about the road, I went
to Chicago for the purpose of meeting some parties from Wis-
consin, with whom I had already opened a correspondence with
reference to constructing tho road. Failing to meet these parties
according to appointment, I was induced to open a negotiation
with Messrs. P. H. Smith, George L.Dunlap and Samuel L.Keith,
of Chicago ; which resulted in a proposition on their part, to cons-
truct and equip the road upon the basis above referred to; which
proposition was afterwards accepted by the Railway Company.

CONMEOTION OF CHIEF ENGINEER, &C.

A complete survey was ivUo made of the line, during the Sum-
mer and Fall of 1871, with a view, mainly, of inducing the Coun-
ties and Parishes along the line, to subscribe to the Stock of the
Company ; but owing to a defection in the County of Champlain,
the entire subscription failed ; and it was therefore thought for a
time, that there was no further present hope for the road.

During the following February, however, I succeeded in bring-
ing the parties together again in New York, for the purpose of
renewing the negotiations upon the then diminished basis of the
Company's assets; which negotiations terminatod in a renewed
jigreomont on the 13th of February ; and the signing of u final
contract by the parties, at Quebec, on April 5, 1872.

It is proper to mention here, that the specifications attached to
contract had previously been carefully examined and a])proved
by a special committee appointed by the board for that ])urpose,
consisting of Hon. Joseph Caucho". President, Hon. Geo. Irvine,
Solicitor - General, and Government Director, His Worship
(P. Garneau) the Mayor of Quebec, II. T. Taschcreau, City
Director, and J. B. Renaud, stock-hold era Director A majority
of whom, as will be observed, were representatives of the Pro-
vincial Government, and city of Quebec.

The contract and specifications had been prepared by myself
with very great care, after a very extensive and varied profes-
sional experience upon many of the most important first class
railways in the United-States; and after a careful examination of
the specifications of other works with which I had not been
connected; and they were made, as I then believed, and still
believe, to conform both in spirit and in substance, to the
specifications under which the New- York and Erie, the Chicago
and North- Western, and the Union Pacific Railways were con-
structed, which aggregate nearly three thousand miles in length,
and are all regarded as fully up to the rjnitcd-States Standard of
first class Railways.

The Government Standard, under which the Union Pacific
Railway was constructed, together with extracts from the opinions
of several of the most eminent Engineers in the United-States,
who were consulted upon the subject ; also extracts from the
specifications of the Erie, the Chicago and North- AVesiorn, the
Montreal Northern Colonization, and the North Shore Railways
are annexed hereto, for convenient reference, and marked
"Appendix No. 1."

Every suggestion that was made, however, by any member of
this Committee (and several were made by the Mayor of Quebec)
were incorporated into the specifications ; and they were unani-
mously' approved by the committee; and subsequently by the
Board of Directors in connection with the contract.

MlU

»f

*!' il'

REPORT OF THE CHIEF ENGINEER.

,: !

It may also be proper to mention, in this connection, that
during the ne^^otiation of ihis contract, my salary as Chief
Engineer, which had not been previously decided upon, became
the subject of discussion between the Contractors, the Committee
and myself; and it was then fully agreed and understood, that it
was to be tixed at ten thousand dollars per annum, exclusive of
travelling and incidental expenses, during the construction of the
Boad.

It was very well known to the Contractors, that during tho
previous several years, I had been receiving compensation for
my professional services, in the United States, quite equal to that
amount per annum; and they therefore expressed themselves as
being quite ])leased as well as surprised, that I was willing to
sever my business connections in the States, and to accept so
moderate a salary, particularly when the important services
which I had renderoa to themselvo-*, as well as to the Railway
Company, were taken into consideration.

During the year 1872, the entire line was re surveyed, and
located with reference solely to obtaining tho best Engineering
route "of which the ca, (abilities of the country would reasonably
admit" as jjrovided for in the contract.

The maps, profiles and grades of the above location were
thoroiighl}' examined and unanimously approvod by the Board of
Directors, from the City of Quebec to " the East End of Section
No. 132," by Eesolutions passed August 8th and October lOlh
1872.

In arranging the grades upon these profiles, it was done, as
stated in my rejwrt of October 10, 1872, " with p.irticular ro-
feronce to the avoidance of cuts which would be likely to become
filled and blockaded with snow, during the winter season ; " they
were, as a general rule, placed at least 20 per cent higher, than
had been mj^ previous practice, and than the strict rules of econo-
my in construction would justify, in order to meet the difficulties
apprehended from snow ; and the gross quantities in Road-bed of
excavation and embankment, as computed at thj lime, showed
that tho embankment exceeded the excavation by more than SO
per cent.

An examination of the ])re8entand former profiles will also show,
that the Top rail line will be at least three feet above the natural
surface of the ground, upon from 70 to 8U per cent of the entire
distance between Quebec and Montreal; and whenever the em-
bankments are made from side excavations, tho adjacent surface
will necessarily be depressed from two to five feet, in order to ob-
tain the requisite material ; which, so far as snoio obstructions are
concerned, will be the same in effect, as raising the bank to that
extent.

CONNECTION OF CHIEF ENGINEER, *C. 9

The work of construction was also commenced during 1.h«
summer of 1872, from the City of Quebec, westward, «i.»d several
miles of grading completed.

In the meantime I had prepared full detailed rejiorts, respecting
the probable cot-t and future earnings of the road; andalso. of the
value of the C mpany's land grant, with a view ",f enabling the
Contractors to place the securities of the Company upon the
market at the proper time.

Two of the Contractors, Messrs. Dunlap and Smith, sailed for
Europe, on July 20, 1872, for the purpose of placing these securi-
ties upon (he market; and remained there until the summer of
1873. At their request, I left Quebec on the 28th February, 1873,
with full Maps, Profiles, Rciwrts and Estimates of the line; and
joined them in London on the 13th of the following March.

I remained in London until the 14th of May, and then returned
to Quebec, for the purpose of obtaining an important modification
of the contract, on the part of the llsiihvay Company*. I arrived
here on the 25th May; an J on the 7th of June, cablet to the Con-
tractors in London, that the Company had acceded to the modifi-
cation of the Conti'act.

Soon after my return from Europe, my attention was directed
to some anonymons articles, which had appeared in the news-
papers of Montreal and Quebec, derogatory to the character of the
North Shore Railway; and hinting that ihe Chief Engineer was
in complicity with the Contractors &c. These articles were re-
ferred to and answered by the Chief F)r.gineor in a Ro])ort *' to
the New Board of Directors," under date of May 28th 1873, from
which the following are extracts :

" The statements contained in the newspaper articles referred to,
and which were extensively published during my recent absence
in Europe, for the evident purpose of prejudicing the minds of the
new members of the present Board of Directors against myself, as
the Engineer of the Company, as well as against the Contractors
who have undertaken to uuild the road, seem to justify if not de-
mand a more extended notice."

"I deem itexceedingly fortunate that at this the first meoting of
the present Board of Directors, f am permitted, as an act of justice
to myself, and duty to the Board, to make such explanations with
reference to the contract, and such a vindication of my own posi-
tion in conricction with it, as will, if believed by the Board,
exonerate mo from the charges and insinuations contained in
these articles."

" The Northern Colonization Compiny may therefore regard
themselves as exceedingly fortunate if they succeed in construct-
ing and equipping their railway upon as favorable terms as those
embraced in the present contract for the North Shore Railway."

" With reference to the above direct charge of complicity or

BmI

REPORT OF THE CHIEF ENGINEER.

collusion " with the American Contractors at the expense of the Pro-
vince," lis well an of the Euihvay Company, 1 can only say that it
lias never been my pi'atice to answei* news|)aper attacks made
tsither upon my integrity or ability as a Civil Engineer."

" If ii tolerably long and acti\o life devoted entirely to the pro-
fession, uj)on sinne of the most important works of public impro-
vement upon the American continent, has not secured for me a
reputation that is above and beyond any injury that can be
fffectod by the publication of cowardly articles of this kiiul, it
would ccj'tainiy be iisolcss for mo to attempt to bolster it uj) by
any other means, at this late day in my professional life."

" It may not be out of place, however, to enquire at the j)iesent
time, why Mr. liCgge, " the astute, clever, and experienced Chief
Engineer' of the Northern Colonization Jiaihcay," an ho \» called in
the article referred to, or some other of the "eminent Canadian
Engineers in whom, the public have confidence," have not, during the
pa&l twenty years in which the North Shore IlaiUvay has been in
a languishing and almost dj-ing condition, discovered its j)eculiar
merits as " the first link in the Great Northern RaiUcay, to extend
at no distant date from one end of our Province to the other, " as is
very justly claimed by the article referred to ; and have not by
their reports and representations in its favor, induced Canadinu
contractors to undertake its construction, and thus reap for
themselves the enormous benefiis that it is claimed will accrue to
American Contractors, who, at this late day, and almost solely
upon ni}' estimates and representations, have in good faith under-
taken to construct the road.

" I have deemed it proper to make the foregoing statements in
defence of the previous policy of the Company as connected with
the ])resent contract, in order that the members of the present
Board, who are not entirely familiar with the past history and
present condition of the Company, may act intelligently and
without jirejudicc upon the important proposition which is now
before them."

The matters referred to in those communications, however, soon
became a subject of discussion in the iioard of Directors; and
afterwards resulted in a correspondence between myself and
tiCA-eral of the most prominent Engineers in the country, respecting
the " class " or character of Eailway called for under the provi-
fc ions of the contract and specifications; all of which was duly
reported to the Board on the 14th July, 1873, by order of a
resolution of the Board to that effect.

The work of constrvtion was not resumed by the Contractors
in 1873, althou'n some Engineering was done, at different points
upon the line, with a view of improving the previous location,
which changes were also appovod by the Board.

III. EEVIEW OF PRINCIPAL EVENTS SINCE THE
TEANSFER OF THE ORIGINAL CONTRACT.

On the 12th of January, 1874, the original contract was trans-
ferred by the Chicago Contracting Company, to Hon. Tljomas
McGreovy, of Quebec, for a verj'' largo bonus over and above past
expenditures ; it being distinctly understood at the time, (as I was
subsequently informed by both parties,) that no change was to bo
made in the Engineering organization, in consequence of this
transfer.

The transfer of the contract was afterwards duly recogniztd by
the Railway Company ; and a supplemental contract was entered
into with Mr. McUreevy, on the 2l8t of Fcbruarj'', 1873, in which
was embodied the provisions of the " Railway Aid Act " ; which
had, in the meantime, been enacted by the Provincial Goveriunent.

The provisions of the "Act" above i-oferred to, changed the
nature of the " Aid, granted to th'> road by the ProvinciaKJovern-
menl. from a land to a money subsidy, to such an extent that the
Board, through the recommendation of a Committee, consisting of
the President, Col. AVm. Rhodes, Hon. George Irvine, Attorru-y-
General, and Government Director, lion. P. .]. O. Chauveau,
Government Director, the Mayor of Quebec, (Hon. P. Garneau),
the Mayor of Three Rivers, (.Mr. Normand), Mr. Weston Hunt,
City Director, and Mr. Andrew Thomson, Stock holders Director,
unanimously agreed with the present Contractor upon a supple-
mental contract, which provides for an expenditure on his part,
of several hundred thousand dollars more than wiifi i:)rovided for iu
the original contrHCi.

It will be observed that the above named Committee consisted
of a large majority of Government and City Directors.

It will also be remembered that the expediency of providing for
a higher class of road than, it had been claimed, by outside-
parties, was contemplated by the original contract and specifi-
cations, was fully discussed both in the Committee, and in the
Board ; and that it was concluded that the " correspondence "
above referred to, and then before the Board, had placed that
matter upon a satisfactory basis.

After placing the administration of his contract in the hands of
his brother, the Hon. Thomas McGreevy left for Europe, on tho
evening of the samo day, 2l8t February; and he returned to
Quebec on 2nd of May following ; having, as he then informed
me, and reported to the Company, completed all the financial
arrangements necessary for a vigorous prosecution of the work.

REPORT OF THE CHIEF ENGINEER.

The principal ovonts which have occured since the return of tho
Contractor from Europe, are so frenh in the minds of most of the
present Directors, that I deem it quite unnecessary to refer to
them here, except to state generally, that the Engineering organi-
zation had heen placed uj.on a basis barely sufficient to enable it
to meet the requirements of re-tracing the entire line between
(Quebec and Montreal, which had become totally obliterated since
it was originally located ; and to make such changes in tho
details of the former location as seemed expedient, both for tho
good of tho work, and economy in construction ; and al^o, to lay
out the work and su|:ervise the construction upon that portion of
the line between Quebec and Three Rivers, upon which, only, the
Contractor has com memced operations.

The progress of the work upon this portion of tho line, up to
tho close of the past working season, was duly reported to tho
Board on Dec. 21st 1874, a cop}' of which report, together with a
copy of a letter addressed to the Secretary, on the 12th Jan., 187.5,
which has an important bearing upon this subject, are annexed
hereto, marked " Appendix No. 2,

Tlie onlers of the Engineer, respecting the execution of tho
work have been complied with by the Contractor, as a general
rule, the most important exception being with reference to tho
♦Ste. Annes River Bridge, the correspondence in relation to which
is annexed hereto marked ^'Appendix No. 3."

The earth-works have been commenced and carried on upon
the theory of a not less than twelve feet width of road-bed, at tho
base of the cross-tie, or superstructure of the track; and from
fourteen to fifteen feet, according to height, nature of material, &c.,
at the base of the ballast, whenever in the opinion of the Engineer,
the native material "is unsuitable for sustaining the permanent
track."

These works, however, were, as a general rule, left in a veiy
rough and unfinished state, at tho close of the past working
season ; very few of the excavations or embankments having
been carried out to tho requisite widths, or brought to tho
required top-grade or sub-grade line, as the case might be.

The material in cuttings has also, in many cases, been tem-
porarily thrown upon the sides, with a view hereaftorot hauling
it into the adjacent banks, or using it for ballasting the track.

In a contract of tho kind under which this road is being
constructed, where the consideration named is a lump sum for tho
final execution of the work in tho manner and within the time
therein specified, it has not been assumed that the Engineer could
consistently direct the order in which certain details of the work
should be executed, unless in his opinion the present safety or
future permanency of certain works or structures should require

REVIEW OF PRINCIPAL EVENTS, drC

the exercise of this power, as for instance in the case which hrs
iilready been referred to, of crib and pile fondations in deep
water.

The principal Contractor has therefore generally been allowed,
through his sub-con tractoro and agents, to commence and carry
on the work at his own discretion ; the Engineer in the mean
time endeavoring to see that the work, when done, was properly
done ; and also that the quantities returned for the monthly or
progress estimates, were certified upon a proper basis to secure
the ultimate compleiion of the work, in accordance with the
terms of the contract, and the requirements of the rtpccirtcations.

The masonry thus far constructed, consisting of one finished
pier iat the Jacoucp-Cartier River, several unfinished bridge abut-
ments, the commencement of two piers at the Port-Xeuf River,
and several box culverts along the line, is all^rs^ class in charac-
ter, for the purposes designated; and no question has thus fur
been raised by the Contractor respecting the character of masonry
required to be constructed, except in the case of one box culvert
laid in cement, which the Contractor thought should have been
laid dry ; and also as to whether a portion of the bridge masonry
could not be laid in lime instead of hydraulic cement mortar, as
specified in the contract.

In fact tfeitt the Contractor succeeded in getting a small quantity
0^ lime mortar into the Jaeques-Cartier pier, during the absence of
the Inspector upon an adjoining piece of work. Upon the matter
being brought to my notice, after several courses of cement work
had been laid ever the lime; and upon being assured, both by the
Inspector and the Assistant and Resident Engineers, that the lime
mortar had been used only in two or three courses, near the center
or heart of the pier, I permitted the word to go forward.

While speaking of this particular |)ier, it may be proper to ex-
plain, that the thickness of 4 feet 6 inches at top mider the coping
was originally designed for an abutment for the support of the
Avestend of a single truss spanning the River; under which arran-
gement it was designed to construct a few short spans of trestle
work, to clear some mill races, and connect with the bank, above
high water mark, upon the west side of the River ; but at the spe-
cial request of the Contractor, an additional truss was afterwards
substituted for the trestle work ; and as the masonry had been
commenced, and as I had no doubt as to its requisite strength, I
did not consider it worth while to change its dimensions.

■aii

IV. DIFFERENCES BETWEEN THE CONTRACTOR AND

THE CHIEF ENGINEER RESPECTING THE TRUE

INTENT AND MEANING OF THE CONTRACT.

The Contractor has constantly and persistently insisted upon
his right under the contract, to control the organization, appoint-
ments, and salaries of the Engineering Start". And the Chief
Engineer has with equal persistence resisted this construction of
^hc contract.

An appeal to the Board of Directors however, lias resulted in a
reluctant consent on the part of the Contractor to pay the Engi-
neering expenses, up to the 1st of December last, since which
time he has neglected or refused to pay these expenses, in conse-
quence of which every one connected with the Start' is suftering
from financial em harassment.

This vexatious subject has given rise to an extensive corres-
pondence between the Contractor and Chief Engineer ; and also
to several communications from the Chief Engineer to tlio
Railway Company, all of which are quite familiar to the Board of
Directors, ancl therefore no further allusion need bo made to tlio
subject hero, except porhaps to refer to a pamphlet, entitled
" Vieicsof the Engineerm Chief ", dated July 16th 1874, and another
entitled, " Review of Engineering expenses, past, present and
prospective, by the Chief Engineer," dated February 2nd 1875,
which are now in the hands of the Secretary.

An extract from the last named pamphlet headed " Statement
of Engineering expenses upon the Main Line, up to Dec. Ist 1874"
is however annexed hereto for convenient reference, and marked
" Appendix Jfo. 4."

A very decided difference has also been found to exist between
the views of the Contractor and the Chief Engineer, respecting
the power of the Chief Engineer, subject to the approval of the
Board, to change the line, grades and plans of the work ; ajul
also the Schedules upon which the montnly estimates are based,
during the construction of the road, without the consent of tlio
Contractor.

The views of the Chief Engineer upon this important subject,
having been presented to the Board in printed form, under date
of January 30th 1875, no further allusion will bo made to them
in this place.

The Contractor has also raised a question as to the binding force
of " Circular No. 2," dated June 12th 1874, which was intendea to

DIFFERENCES AS TO CONSTRUCTION OF CONTRACT. 15

moot in detail, cortnin roquiremerits of the general specifications
respecting the character of the work ; but no controversy has
yet arisen respecting the general character, or proper execution
of the work therein referred to.

The foregoing, I believe, coniprisos, substantially, all the ditt'e-
rencesofa serious nature, which have arisen between the Con-
tractor and the Chief Engineer, respecting the true construction
of the contract, up to the present time.

It is quite true that a voluminous, and I regret to say, some-
what acrimonious correspondence has been carried on, during the
jiast few months, betwocMi the Contractor and the Chief Engineer
principally through the medium of the Company, respecting
matters of a more personal nature than it would bo proper to
treat of in this report.

V. THE CLASS OF ROAD, ANB CHARACTER OF WORK
ALREADY EXECUTED.

DifforonceHof a voiy 80riou8 and cmbaraHHi'ng nature having anticn
between the Provincial Government and the City Council of
(Quebec, on the one part; and the Railway Company and the Chief
Engineer on the other part, which i*' not removed or harmonized,
must inevitably result, either in an entire suspenHion of the work,
or in the negotiation of a now contract, it seems important that
this branch of the subject should be considered with especial care
and attention.

With a view to a full understanding of the questions at issue,
it will be advisable, to retrograde somewhat, in oi-der to see tlio
relations which actually exist between the respective authorities
above referred to, and the Railway Company.

Reference has hereinbefore been made to a land and money
grant, or subsidy, given by the Provincial Government in aid of
the road, by virtue of which the Government appoints six of tlio
eighteen members of the Board of Directors of the Railway Com-
pany ; and reference has also been made to a subscription to the
Capital Stock of the Company, in the City Council of Quebec, by
virtue of which the City is represented in the Board by four
Directors; thus giving the Government and the City a joint
majority oi' three votes upon any question or division that may bo
brought before the Board.

The act of December 24th 1870, granting lands by the Govern-
ment in aid of the road ; povides that these lands shall be so
granted when : " The said railway shall have been completed and
j)ut in operation to the entire satisfaction of the Lieutenant Governor
in Council."

"The Quebec Railway Aid Act" of 1874, " provides, that the
pubsidy or loan of one million two hundred and forty-eight thou-
sand, six hundred and thirty-four dollars, shall be granted upon
the condition that :

" The main line of said railway shall bo a first-class road, and
8hall have been accepted as such by the Lieutenant-Governor in
Council, on the report of the provincial railway board. "

The same act also provides that :

" Notwithstanding anything to the contrary contained in this
act, it shall be lawful for the Lieutenant-Governor in Council, on
satisfactory proof that the Montreal Northern Colonization Railway
Company, or the North Sliore Railway Company, have raado
complete financial arrangements, or entered into contracts in good

CLASS OF ROAD ALREADY EXECUTED.

faith, for tlio coriHlniotlon of tho'w rospoctivo linos of road, nixi
tliiit tlio worU tlu'iToii iw in aclivu progress, to mlvaiice, from
tiniu to liniu, unto citlicr or belli of ttucli railway companies, out
ol till' ^rant or loan, to which they would ho entitloii nndor this
net, a ."nm hoaring Mich jtrojiortion to the total amount ot the
^rant authorized lierein, as the jtro^ress of the work, and tlio
hccurily taken hy the Comjianies, for the conijiletioii thereof, may
tlien seem to the Jjentcnant (iovernor in ('ouncil to jiisiijy. "

Olio of the original conditions upon which the City Couiieil of
(Quebec agreed to aid the eompaii}' is as follows :

*' 4. The Corporation hhull issue liieir capital accordin<i; lo tho
progress of the work, imd pro-rofa to tiie total cost of said road
ictweeii l^iiehec . id M(jntrehl, on certijicdte of the EiKjinetr to he
named by tlitiusci ^s. "

Upon tho return of the Contractor from Kuropo, in May, 1S74, ho
rcj.ro. ented to the J{ailway Com))aiiy (hat, in ortler to enable him
to perfect his financial ari-angcnieiits in Kurojio, ho would reqiiiro
that a jtortioii of the CJovernnient and City aid, should be granted
in larger j)ro]K)rtioiis to the actual expenditure, during the early
stages of liic wo)k, than hiid jirevioiisl^- berii provided for.

Theiefore, upon the ii))j)lication of the Ifailway Coiii| aii\' to the
(iovei'iiment, the following t)ider in J'ixeeutivc ("ouncil was jiusscd
on Juno 27, 1874.

" 1. That tho CJoveriiment should issue \o the said JJailway
Company tho bonds of the Province for one third of the cash
value of the work done on the said Railway as the work jirogresses,
the other tAvo thirds to be paid by the bonds or stock eertif eates
of the Corporation of Quebec, and tho b(iiids of tho said IJailwa^'
Company in equal i)ro])orlions.

2. Tho amount of such cash value of the work, to be asertained
by tho certificate of a ]{ailway Engineer to bo appointed b\' tho
(.ioveniment.

3. The above mentioned advances lO be made in projiortion of
ouo third, lo the extent of $500,000. jn-ovided the Government
{'ontinuos to be satisHc' with the ])rogress of the work, and after-
wards to bo continued in the projtortions which Avillthen bo deter-

mined

upon.

Upon the same application being made to the City Council oi
Quebec, tho following Ifcsolution Avas adopted on July 21, 1874.

" Resolved. — That this Council do prepare bonds to tho amount
of five hundred thousand dollars, being one half of its subscription
to tho capital stock of the North Shore Railway Company, tho
said bonds to be delivered to tho said Company at par by the Cor-
poration of Quebec, on the certificate of a competent Engineer to bo
named by this Council, in the proportion of one third (^) of tho
actual cost in money of work done, as certified in each estimato

PI \

REPORT OF THE CHIEF ENGINEER.

by the said Fngiticev ; on coiulilion, liowovcr, that the Govcrii-
juent and the said Company shall continuo to pay in the saiiio
]»i()porti()n. And in the event of the Government ceasing to pii}*
its share of its subscription as above stated, this Council sliall
liave povver to stoj) issuing any more bonds in favor of said Com-
]iany and further, that no progressive estiniato of the Engineer
named by the Corj)oration sliall be i-ecognised or jiaid by this
Council, unless ]»ei'manent works have been i-eally commenced and
continued within the limits of the City of Quebec."

•' Thai all the other conditions relating to the said subscription
by this Council of one million dollars towards aiding the con-
struction of the said North Shore Eailway betweeri Quebec and
lilontreal remain unchanged, in full force and elfectas heretolbie."

It will be observed that, under tlie acts granting Government
aid to the road, no provision was made with reference to the "cer-
tificate olan Engineer," the only i-equirement being, that the road
■would be constructed " to the enlii-e satisfaction of the Lieutenant-
Governor in <ouncil," so far as the land grant was concerned; and
*' that it should be a First Class Hoad, and sliall have been accepted
as such by the ]iieutenant Governor in Council, on the report of
the Provincial liailway Board;" so far as the money grant was
concerned.

It will also be borne in mind, that at tho date of the original
contract, Api-il 5th 1872, tlio ordy condition on the ])art of the
Government, was the one with reference to the land grant ; and
that no condition respecting the certificate of a Eailway Engineer
to be appointed by the Government, had been imposed upon the
(.'ompany, until June 27th 1874, at which time the line had boon
located, tho grades established, the widlli of o.irth works designed,
and the work of construction going forward between (^)uebec and
Three Kivers, all of which had been, and was being done, under
the approval of a Board of Directors, a majority of whom were tho
legal aiid responsible rejiresentativcs of the Provincial Govern-
ment, and the Cit}' of Quebec.

Both the President and the Chief P'ngineer, of the Bailway
Com]jan3' had, since tlie date of the original contract, made i'ro-
(|uent and urgent a])plication to the Mayor and other City Direc-
tors upon the Board, to have an Engineer appointed on the part
of the City, who would indicate his views upon important matters
connected with the plans and details of the work, in time to avoid
any future and perplexing questions that might arise upon these
})oints; but no sucli appointment was made until after an expcn-
ditui'e of nearlj' a half million dollars had in good faith been
made uj)on the road.

Tho same views were also urged upon tho members of tho Board
who were representatives of tho Provincial Government, so soou

CLASS OF ROAD ALREADY EXECUTED.

as it was ascertained tliat the payment of a portion of the subsidy
provided for under tlio order in Council, dated July 21, 1874, rc-
«|uired that the amount of such paj-ment would be subject to ''tho
certificate of a IJailvvay Engineer to be appointed by the tlovcrn-
ment ;" but the appointment of the Government Engineei- was
deferred until work had been suspended for tiie Wintci'; and there-
fore, when he did finally examine the work, it was done overapor-
tion of tho distance in a driving snow «torm ; and over tho re-
mainder of the distance, with several inches of t-now upon the
ground; circumstances under which I claim, that it wouUl be im-
jiossible for any one to form an intelligent opinion resjiecting tho
real character and condition of the work.

It is but just to state, however, that the City Council of Quebec
promptly ordered tho payment of the amoMut (g 112,000) which
the City Engineer certified as being due to the Company under
the resolution above referred to.

It should also ie stated that the Provincial Government took
early steps to secure tho services of Mr. AValter Shanly as Tns|)ect-
ing Engineer upon this road; and it was hoped by all parties that
the ertort would succeed ; but most unfortunately, when Mr.
Shanly received the appiintment, he found that it embraced also
the inspection of tho .Montreal Northern Colonization IJailway,
and he therefore peremptorily declined the situation.

Having thus failed to comply with the just expectations of tho
Company, and the Contractor, respecting the appointment of an
Engineer; and having become satisfied fi-om other sourc- s as to
the amount expended upon the I'oad, iheGoverment very prompt-
ly and properly advanced §80,000 on account, in Soj)tember last,
bubject to further adjustment.

During the latfei' part of October or early in November, tho
Government appointed «i.s Ins];ecting Engineer Mr. A. L. Light,
a member of Mr. Saiidford Flemirg's Eiigineei-iiig Stafi^", upon tho
Intercolonial Ilailv.ay ; who accepted tho ri)»poiiitment very
promptly, aid entered upon his duties r.s above mentioned.

li
1

"i :. s

!li

</i'
^■;

li I

VI. THE P1?KSE^'T SITUATION.

Hsniri*; Ihiis liroiight tlic l)isloiy of succetssivo events down
Hiibt-tsmlially 1o llic jires-ont time, 1 will juocccd, as biicfly as
]ios.'-ibIc, to htaie the jjies-cnt condition of atliiirs.

Tl.c (iovd-rmcnt Erginoor lias made two reports iij)on ilio
cliaiac'ter oltlie work already dor.e n),on this road.

In his fiist rejdit, dated 25th ^ctven^ler. lfeT4, immediatol}'
after his tii]» over the lino before refened to, ho >ays :

" The works generally are well done, with some exceptions,
afterwards mentioned, and in accordance witli the specilicutions.
and progressing in a satisfactory manner. "

" The question whether the works a*e sul)stan(ial and perma-
nent in character m alt res};ects,i:i\n bo answei-ed in the offinnatirr,
witli two exceptions, viz: the earth works constituting the road-
bed are insufficient, although in accordance with tlie profiles."

" 77«e ///<^/>>ja^i!0« of the gradients is generally all that can liu
desired, hut thev are laid too lon\"

In is i-econd leport dated .January 12th !875, more than six
weeks after the date of his first repoi-t, the Government Engi-
neer, without having made any subse<iuent inspection of the line,
proceeds to siate categorically ^^ Jice additional reatons" for eon-
sideringlhe North Sliort Railway, not first class, neither of which
reasons are specified or referred to in liis original report.

In another report (of which I have not the dale, but probably
written about the same time) upon the "Montreal Northern Co-
lonization IJailway," the same Govei-nmont Engineer, in speaking
of the I'jigineering Expenses upon that road says :

•' This compares favorably with similiar expenses on tlio Xortii
Shore Railway, where these three items to date amount to about
$180,000, while the valuu of the work done is but 8220,000, the
£nfji7ieerin(j beiufj about SO per cent on the actual outlay for leorh
done.''

As I have had the honor of lajMng befere the Board full replies
to the niulti))lied objections raised by the Government I'lngineerto
the class of woik u])on this road, under date of January i)th, and
•Fat.uary 2Gth 1875, it will be supererogatory to repeat them here;
but as 1 have had tio previous opportunity of noticing the extra-
ordinary statement respecting tliiw road, which ho has vo-
lunteered to make in a report upon an entirely different road, \
will meiely remark, that a refei-encc to the " Statement of Engi
neering expenses upon tlu* Main Lino up to Docembor 1st 1874,"

THE PRESENT SITUATION.

hereto annexed, and inarked "Apendix Xo. 4," will show that
his siaiement has no fovndation in fact.

It will answer my present purpose lo slate, that these reports of
the Government Engineer, caused u feeling of distrust on the part of
the Government with reference to the character of the work already
done, and the amount of money that had been ])ropcrl3'' expended
upon the road ; Avhilo at the same time they could but produce a
feeling of doubt and anxiety in the minds of many of (lie Eailway
Directors, rt^pecting the professional ability and intogrit}'
of the Chief Engineer, under whose advice, the ovigin.'d contract
and specitications, had been prepared and ado])ted, and the subse-
quent location and grades of the line liad been approved ; and
under Avhose immediate direction and supervision, the plans have
been prepared, and the work thus far executed.

The Government immediately calls the attention of the
IJaiiway Company to the subject ; and states, in effect, " although
the cerliHcate of our own Engineer shows conclusively that at
least $110,000 is due to the Company, of which the Government
had already paid $S0,000 yet we will not pay you the balance
tmtil we know, ichat you are (join<j to do about it. "

The members of the City Council of Quebec sa}", "although
we have paid the Com])aii3' §1 12,000 as cortitiod by our Engineer
upon the supposition that every thing was all right, yet wo will
not vote to pay another dollar until we know, what you are ijoimt
to'^huut it."

The'Raibray Company reply to the Government, that they will
proceed to rectify matter^ immediately ; and then turn to the Chief
Engineer and sa}', it seems that you have been (he cause of all
this ditl.culty, by your loose and im|)erfect contract and specifi-
cations ; and hy the improper manner in which you have devised
your plans and superintended the work, rttfiat are you goiiKj to
do oboxii it " .'

The Chief Kngineer replies,''"! confess to having been the prin-
c;);a/ (///<7iMn the matter, and will therefore ivy and see ■ ichat
can he done about it. "

The Contractor cooly places (he money which he has received
from the Government and the City in his capacious vaults, turns
to the poor Engineers, who are waiting at his door for tltree
monihspay ; and inquires " xchat arc you going to do about it ? "

It was finally decided by the IJailway Company, with the
assent of the Government, the Chief Engineer, and the Contractor,
to call in another Engineer, and see what ho would advise all
parties to do about it.

Telegraphic communications were immediately opened Avith
Mr. Walter Shanly at Montreal, and with Mr. Sandford Fleming
at Ottawa, in order to ascrlain whether they Avould come and
tell us, ichat to do about it.

^" >,^ %

REPORT OF THE CHIEF ENGINEER,

i:l

Mr. Shanley, altlioiigh urgently requested to do so, both l>y
letter and telegraph, fult obliged to decline the service, on accomit
of other and more pressing engagements.

Mr. Fleming at tirst i-equesfed that tl)c case should be bi-ouglit
to him at Ottawa. But after the final declension of Mr. Shiiuly ;
and upon being further urged, he consented to come to Quelioc,
without however having received the least intimation as to what
he was coming to (^uebee for.

Upon reaching Quebec and learning the state of tho case, Mr.
Fleming di covered that he had previously formed nnd exiiresstfl
a very decided o})inioi), a printed copy of which was now iu ))os-
session of the Company, u])on several of the most impoi-tant ([iies-
tions that were to be submitted to him ; and he therefore x.-rv
pr')j)erly and honorableyinfoimed the Board, that he could uot
act in the matter unless with the full consent of the C'-ief Eiii;i-
neer, whose opinion as to the character of work called for uikU-i"
the existing contract and specifications, he had already fourd to
differ so ei tirely from his own.

The Chief Engineer was immediately called before the Board
and again aske(l, what he vas going to ti/o about it ?

Feeling (|uite satisfied in his own mind, that the work alreu ly
done upon the road, was fully up to the required standard ; and
believing also that the contract and s])ecificalions, as ani]>litie(l
and ex]ilained by "Circular No. 2, " which had not been exaniineil
by Mr. Fleming ; but which had been prepared in ]mrsuan(c of
the powers which Mr. Fleming had previouslj'^ decided were dcde-
gat( d to the Kngineer nnder the Contract, would effecually meet
and cover the objections which he had ])reviously raised respeetinu'
the future class of the road, as well as his assumed vagueness and
ambiguity of the specifications ; therefore, after a full and explieit
understanding with the Board of Directors, to the effect that Mr.
Fleming's ()]iinions upon the various matters to be submitted to
him, would l)i' regarded as onh/ ndcisori/, so far as they related to the
subject n])on whicii he was already committed ; and also that the.
Board in taking final action, would give due consideration to the
faci of 1ms having so committed himself; and also to the fact tliar,
Mr. Flemings previous practice had differed so widoly in many
respects from that of the Chief Engineer ; feeling also quite
unwilling to assume the responsibility which had been placed
upon his shoulders, bj' the action of Mr. Fleming, in creating
further delav in the decision of matters which were of the most
pressing im))ortanco to the Railway Company, whose servant he
is, the Chief Engineer felt impelled to give his full consent thnt
Mr. Fleming should enter upon and perform the very responsible
duties which had been nfsigned to him.

Mr. Fleming entered upon his duties at once, and collected all
the information he could here, during the two days which he had
allowed to himself for that purpose, after which he returned to
Ottawa, and prepared his report.

-i* i

THE PRESENT SITUATION.

Mr. Fleming's reporl, dated February 10, 18T5, has now been
lofore ihe Company and the Governniont ^^evel•al weeks, and no
decision has yet been reached as to uhat (cill be done about it.

lie decides every question at issue between the Contractor and
tlie Chiet Engineer, herein before referred to, in accordance with
the views always entertained and submitted to tiie Company by
the Chief Engineer, except as to the binding force of ''Circular
Xo. 2," in regard to which ho saj's : " I have (jrace donbta as to
some matters therein referred to, being fully authorized by the
conttact,"

His views respecting tiie c^rt^N or character of road, called for
inider the contract and specifications, remains unchanged. In lela-
tion to this matt r he concludes by. saying :

'' 1 am decidely of opinion thai the expression. First class
Eailiraij, is not in harmony with the terms of the general speciri-
oations. I have already* expressed my opinion on this cjuestion in
letters dated June 11, 1873, and .June 23, 1873, addrcsstMl to the
Chief Engineer, appended hereto; and I have no reason to alter
the views then formed."

As to the proper width of earth-works he saN's :

'' The general specifications give 12 feet as the width of road-
bed. The amended specifications (Circular No. 2) give 15 feet.
The minimum width ordinairly adopted on Canadian Railways,
has heretofore been 18 feet, and this bas been found barely sutti-
cient. 1 am j-cj-fectly well satisfied that much less than 11 feet in
the present case, would not bo found to give pernianent satis-
faction."

With refeience tolho elevation of the top-rail line he sa_ys : "'it
is lor long stretches, tco low to obviate the climatic ditticulties al-
luded to, and which are met with in this section of the country."

With referi'iice to the plans of artificial foundations, and stone
]>iers, he s;iys :

" This is a matter of opinion in which Kngineors may honestly
(litter ; setting aside my own preference, i have no hesitation in
f-aying that, under certain circumstances the ])lans of artificial
foundations, with sonie modifications, might be advantageously
adopted."

" With reference to the stone ])iers, in my own ju-actice 1 cer-
tainly would have made them heavier than shown on the jdans
referred to."

With refei-ence to the powei of the Engineer to change the
plans, profiles, specifications etc., during construction Mr. Fleming-
bays :

" Should the Contractor act on the plans profiles and specifica-
tions put in his hands, and make expenditure in preparing mate-
rial, or in doing work in connection therewith, which would be
useless in whole or in part, in carrying out the altered plans etc., the
Contractor should be indemnified for loss so sustained. The Com-

■ 'h
it

EErORT OF THE CHIEF EXGINEER.

])aiiy liowcvcr sliouldl)jive llio power (as nircad}- expressed in
repi}' to No. 8), ihromjh the En<jim:er to chamje any ]/lans at any
ti/ne it may appea?- apecfient.' Al^o :

" I can sec nothing wlialever to prevent any defect in the (/ni-
(iuation being remedied, and 1 am satisfied from wlwit 1 luivo
learned, that verj' little, \ii any work already executed, would ba
i-eiidered u^cless hy any cJunuje which may now be deemed adcinibky

The foregoing " extracts" are intended to re])rcsent so much
of the suhstance or drift of A'r Fkminir's conclusions hjkmi the
particular subjects referred to, is I ma_y have occasion to allude to
hereafter.

Upon finding that Mr. Fleming still adhered to his oiigiiisd
views upon by far the most important question submitted to liini;
and the one resjjecting which 1 had taken special care to guard
the Company from being fully committed ; and believing that
the opinion of Mr. WalterShanly. whose experience as a Canadian
Ei)gineer liad been quite as exten>ive. if not mere so, than tluit
>f Air. Fleming ; and whose opinions in mattei-s of this kind would,
under all the circumstances connected with this parti, ular ca!-o.
be entitled to have even more weight and influence, both with tlie
Govern inenf, and the liailway Company, Xhnw tho.-e of Mr. Fleming,
1 took the liberty, upon my own res2)0ll^ibility, ofiigain opening
a coi'respondence with liim upon the subject, which J am hapin-
to say has elicited from him a very clearly e.spressed opinion upon
all the ])oints submitted to Mr. Fleming.

The correspondence will be found annexed hereto, and marked
Appendix No. 5.

1 would respectfully invite the particular attention of theEoiird
of J)irectors, and all other parties interested in this road, as well
as in the public improvements of Canada generally, to the very
able, lucid, and comprehnsive views contained in Mr. Shanly's
letter, not only ujion the particular question submitted to him, but
to a general public |)olicy respecting the prosecution of public
works.

Believing that Mr. Shanly's position before the country as an
able and experienced Engineer ; and enlightened, public s])iriiod
and progressive citiien of the Province of Quebec, and tlie Domi-
nion of Canada ; and also as a gentleman of ineprochable
character and reputation, are such as will command for his opi-
nions the attention to which they are so justly entitled, 1 will
make no further reference to thorn here, as affecting the quebtions
now under discussion, except to remark that he fully sustains every
position which the Chief Engineei- has heretofore, and at all times
taken, with reference to the proper construction to be placed
upon the present contract and specifications, and their sufficiency,
if jiroperly administered by the Engineer, and faithfully executed
hy the Contractor, to secure the construction of a first class Rail-
way.

THE PRESENT SITUATION.

I CHTi but regard it as exceedingly unfortunate, that the Govern-
ment failed in securing Mr. Slianly's services as " Inspecting
Engineer; " and this having failed, tliat the Jhiihvay Company
did not succeed in securing his services as " Advisoiy Engineer "
in the present important crisis of its affairs.

If the first result had been secured, tlie ewernency requiring an
•' Advisoiy Engineer " would evidently never have occurred ; and
this emei'gency liaving occurred, if the second result had been
secured, it is equally evident that the differences between tho
piesent conflicting interests would long eio this, have been fully
harmonized ; and that all parties would now have been working
heartily together, under the ]n'o>eiit conti-act, for the speedy com-
jilction of the North Shore Railway.

Entertaining as I do, a very high regard for Mr. Fleming, both
as a bi'i>ther Engineer, and also as a gentleman ; and feeling a
sincere desire to place him in a ])Osition where ho could coii!>iiit-
enlhj re-consider or modify liis views to some extent, upon certain
points ; and thus secure to llie Conipaii}- the jiowerfiil aid of his
name and influence, in the midst of its ))resent difficulties, 1 took,
perhaps the xnuc arrant able, liberty of oj)ening a further correspon-
dence with him, U|)on two of the subjects treated ol' in his report;
and of ]»lacing before him some views of my own relating tlu-roto,
which had be n omitted fmm the statements previously, and at
his own request, ])laced in his hands

But lio has thought ])roper to decline my overtures; and to I'est
liis case upon the report which he had previously submitted to
the Company.

From the tone of ilr. Fleming's reply to my letter, I apjtrehend
that ihc understanding between the ]J(janl and myself,witli reference
to the biniUmi effect of hi^ opinion upon certain points, could not have
been explained to him ; and also, that the reply of the l*ivsident
of the Company to the telegram referred to in Mr. Flemings
letter, (which however I have not seen) n ay have impressed him
witli the idea that the President did not desire to have the question
re-opened.

The further corres])ondanco with ^Fr. Fleming will be found
annexed hereto, marked " Appendix I^o. 6. "

I have also felt exceedingly anxious, as stated in a commiini-
cntion dated Jan}'. 30, 1875. to ascertain the legal construction
that tho Alt(>rtieys of the Comijany would jdace u]>on certain
l»rovisions of the contract. With this object in view, I took tho
liberty on the 25th Feby. last, to enclose to tho Secretary some
legal points, and to request him to procure such opinion; which
correspondence is also annexed, marked '■'^ Appendix No. 7. "

From the opinions therein cxpros-cd it appears, that in a legal
point of view, both contract and specifications bind the Contractor

EEPORT OF THE CHIEF ENGINEER.

to build a first class Railway ; that tlio Engineer in Chief la
delegated with ail the powers required to enforce complianco
with this conditiou of the contract ; and the views of the Kn-
gineer in Chief as to the interpretation to be given, as well to
the clauses of the specifications relating to dimenwions of road
bed ; and to his right to issue and enforce the provisions and
directions relating thereto, contained in "Circular No. 2 ; " and to
all other points covered by the opinion above mentioned, aro
correct.

VII. WHAT ALL PARTIES CONCERNED
" SHOULD DO ABOUT IT."

\st. As to the Provincial Government and the City of Quebec.

It has been deinotiHtrated ; tliat when the original oontracl and
specifications for tlio constrnction and equipment of the Railway
-were entered into, the Government and tlie City were represented
in the Board of Directors of the said Company by four members
each. That the Board so composed, subsequently approved of the
line and grades of said Railway. That the question as to tlie snlli-
ciency of the specifications to meet the condition that the Railway
should he Jirst-c/afS, came before the Board in July 1873, when, in
compliance with a Resolution of the Board, theChief Engineer sub-
mitted to the President of the Companj', a pamphlet containing
the "Opinions of several Engineers respecting the Specifications."
That subsequently, the Provincial Parliament pashcd thn "Quebec
Railway Aid Act." in which it was provided among other things,
that the Government Directors in the Board should be increased
to six. That subsequent to the passing of this act, a su])plemental
contract was entered into with the present Contractor, which
supplemental contract was based entirely upon the original con-
tract and specifications ; and was entered into by the Board so
composed, after the question as to the suflBciency of the specifica-
tions had been duly brought under the notice of the Board, both
at the time of, and subsequent to the execution of the original
contract. That since said contracts have been entered into, the
manner in which advances were to be made by the Provincial
Government and the City of Quebec, in aid of the Companj'^, has
been changed as hereinbefore recited, with a view of facilitating
ii speedy construction of the Railway, under the existing contract
and specifications.

That the Government and the City have each paid a large
amount upon the estimates of the Chief Engineer of the Railway
Company, which estimates were based entirely upon said origi-
nal and supplemental contracts.

That the Provincial Government and the City Council h.avo
failed or neglected to appoint any Engineers, either to examine
the line, grades, or plans of structures adopted by the Railway
Company ; or to inspect the work executed in accordance there-
with; or to certify to the amount expended thereupon, until after
the close of the past working season, when nearly a half million
dollars had been in good faith expended upon the road ; although
frequently and urgently requested, by the Chief Engineer and

I i

It r.

-If;;

*4i

REPORT OF THE CHIEF ENOINISER.

i i

^ !

other ofliccrs of tho Ilailwuy Company, to make such appoint-
ments.

In view of the foregoing fncis, it appears quite evident, that tho
(rovcrtinient and the (Jity art' each pledged hy their previous acts
and uniU'rtaking.", tot^taiid liy the present contract in good faith;
and to carry out all of its j)rovisions in their integrity ; and that
the (iovernrnent is precluded from raising any furtlicr (piostions
as to the cliaractcr and sut!icieticy of tlio work jnovidcd for liv
the existing contract and speeitications, until sucli time as it i.t
fully completed, and reported upon by the " Pi-ovincial Railway
Board," as provided for in section IG of the " (^uobee Jlailway
Aid Act of 1874. "

AVhen it is considered, that by tho terms of the act of 1870,
granting lands in aid of the Company, the Government has
power to withhold these valuable timber lands, now amounting
to 1,140,875 acres, until: "The said Kailway sliall have boon
completed and put in operation to the entire satisfaction of the
Lieutenant-Governor in Council," it is difficult to see what better
socurit}' the Government could hold, for tlio taitliful pei-fornianoe
of all obligations imposed upon, and assumed by the Uuilvvay
Company.

And even had Government no such security, it is manifest from the
reports, correspondence, &c., referred to herein and appended hereto,
that the icork being done, and for which the contract and specifications
provide, are iuch as will meet the requirement that the road shall be
first class.

The height of grades, a difficulty of easy solution, being perhaps
the only one objected to by the Government Engineer, which is
not fully and satisfactorily answered thereby.

2nd. As to the Railway Company.

In view of the fncts and considerations heretofore referred to,
as being of binding force and effect upon tho Provincial Govern-
ment, and the City of Quebec ; and of the further fact, that all
the foregoing considerations were duly brought to the notice of
the Board of Directors at, and before the time of the execution of
tho existing original and supplemental contracts for the con-
struction and equipment of tho Eailway ; and have also had their
duo weight and influence in the subsequent expenditures upon the
road, it would certainly appear that the Eailway Company should,
in good faith to all parties concerned, stand by and uphold tho
existing contract in its integrity ; holding tho contractor to a
strict gompliance with all its provisions, both as to the manner,
and time in which the road shall bo constructed ; until it shall
have been clearly demonstrated that the character of tho work,
and the materials therein provided for, are not such as are required

WHAT ALL PARTIES SHOULD DO ABOUT IT.

by its act of incorporation, and tlio subsequent enactments under
wliich it is to rocoivo aid from the Provincial Government and
the City of Quebec.

Altbougli tbo recent Itoport of Mr. Sandford Flemini^ seems to
have bt>et) generally regarded as a revelationor disc-ovory, of equal,
and perbaps greater importance and magnitude iban the one pre-
viously made by the Government Engineer ; yet I have been
totally unable to discover, that further than U> fitth/ sii!<t(iin the
jireviously expressed views of the Chief Engineei", with reference
to his powers, duties and responsibilities under the existing con-
tract, he has succeeded in throwing any more h'yUt upon the
Hubjcct, through the medium of his present report, than was
reflected from his published letters of 1873, to which ho now
refers as fully oxpr.ssivo of his present opinio?is ; and which, as
before stated, has been chining steadily \ipon the Government, the
<-'ity, the llaiiway Company, and every one connected therewith
(luring all of tlieir subsequent acts connected with the location
and construction of the Kail way.

]^y reason of this important fact, it was at my own suggestion,
distinctly understood, that the Railway Comp:iny was not to bo
govoraed or bound by any further opinion which Mr. Fleming
rnight think proper to express upon this ])articular sultject.

It was also in consequence of this understanding, that I subse-
quently referred the matter again to Mr. Walter Shatdy, who
had also given an adverse ojiinion to that of Mr. Fleming upon
the .same subject, in 1873; which opinion had also been before the
Board of Directors, the Governmont, and the City, during tho
same length of timo.

And it is in consequence of this understanding, together with
tho further important facts, that Mr. Shanly has since been
solicited to become tho Government Inspector of the road ; and also
tho Advisory Engineer of the Railway Company, each party, by
this act, having fully endorsed his previous views, both as to tho
true intent and meaning of tho original contract and specifica-
tions, and as to tho character or class of Raituay pi'ovidod to be
constructed under their provisions, that I now consider his more
recently expressed opinions, already referred to, and hereto
annexed, as being entitled to even more consideration ; and as
being of really greater binding force and effect upon tho Railway
Company and tho Government, than those contained in Mr.
Flemings previous letters and present Report.

Srrf. As to the Chief Engineer.

If, after the most thorough and searching investigation, tho Rail-
way Company shall become satisfied that the Chief Engineer is pro-
fessionally incompetent to fill tho position which he now occupies ;
or that ho has failed in the due performance of his duties at all

I*'

W':

REPORT OP THE CHIEF ENGINEER.

times, and niider nil circiimstnnces ; or that he haw over acted in
had faith towardw the Railway Comi)any, or the Contractor, ii
will clearly bo his duty to place his resignation in the hands of
the Company, and to leave the Country in disgrace.

On the other hand, if he shall still retain the confidence of the
Comj)any, it will be as clearly his duty to continue to use hi»
best endeavors to oromote the interests of the Railway Company,
the Government, the Citv of (Quebec, and public at largo, by the
speedy and proper completion of the great enterprise with which
ho has had the honor of being so long connected.

In doing this, however, he should not fail to aid and encourage
the Contractor, by every legitimate means at his communil, to
prosecute the work with vigor; and with a duo regard to all tlio
requirements of the contract.

4th. As to the Contractor

Having, as a Director of said Railway Company, previous to, at
the time of, and subseciuent to the execution of the origii al con-
tract; and also at the date of his becoming the assignee of said
contract ; and as such Director, necessarily knowing that the
only maps and ja-ofiles of the line for which the present J?aihvay
Compan}', or its Chief Engineer could be hold responsible; or that
coula have been discussed during the negotiation of said original
contract, were those of 1871, which show a much more expensive
line to construct, than the profiles that have been adopted since
the execution of said contract.

And having, as such Director become possessed of the "Opinion"
of the present Chief Engineer respecting the true intent and
meaning of said contract, as the same is fully expressed in the
document hereinbefore referred to entitled " Opinions of several
Engineers respecting the specifications," dated July 14, 1873.

And having become the nssigvico and legal representative of the
original contract : " hereby declaring that he is well acquainted
with the terms of said contract, and with the specifications there-
unto annexed " ; and having undertaken by the terms of said
assignment : " that he will fulfil all the obligations undertaken
by them (the original Contractors) in virtue of the said contract,
towards the said Company, for which they may be now liable,
or which may hereafter become due under the said contract, from
and after the first day of the said month of January instant " ;
and having also undertaken and bound himself, in the existing
supplemental contract, to do and perform certain works and
obligations, in addition to, and which are not provided for in said
original contract ; and also having entered upon and executed
a portion of said work and undertakings ; and received payments
therefor, with a fidl knowledge of all the conditions and requi-
rements contained in said contract, and the laws therein referred

WHAT ALL PARTIES SHOULD DO ABOUT IT.

to, in respect of the Hallway being Jirst-clnsti in its conBtriiction
and appurtenances, it would f I'rtiiinly appear to be his duty to
meet \\\h obligations promptly and in good faitli ; and in such a
manner as to secure the coniplol ion of the grout work whicli he
has undertaken, in the manner, und within tlio time specified in
the existing contract.

In doing this, however, he should not fail to recognize and
consider the responsibilities which are Imposed upon the Chief
Engineer, by the terras of the contract.

5</t. As to the Changes jtroposed.

In view of the objections which have been raised to tlio width
of our earth works; I would respecfully submit, that from the
best Engineering and legal opiniom hereinbefore referred to, and
which liave been elicited previous to, and during the present
discussion of this question, there c..,! bo no reasonable doubt
that the existing contract provides for a loidth of road-bed, of
" not less than twelve feet" at the top, or full grade line, when the
road is properly ballasted, and ready to receive the cross-tie or
superstructure of the track ; and also, that a width of at least
fifteen feet, and as much more as the Engineer may think neces-
sary, is fully provided for at sub-grade, or the base of the ballast,
when the native material is found to bo unsuitable for the recep-
tion of the cross- tie.

Also, that the above lateral dimensions are fully up to the
requirements of a first class Railway.

That the existing contract and specifications were prepared by
the Chief Engineer with a view of producing the above result, is
fully demonstrated in the fornn^r part of this report; in the pam-
phlet containing, " Opinions of several Engineers " ; in '' Appendix
No. 1," in which is embodied his opinion, written and published
in 1865, of the standard which should be, and was adopted for the
Union Pacific Railway ; in his " Gauge, Report," written and pu-
blished in 1871 ; and also in his recent " Correspondence with Mr.
Fleming," as contained in *•' Appendix No. 6."

That the same views have also been entertained and acted upon
by the original and present contractors, is fully evidenced by the
fact, that the work has heretofoix. been staked out by the Engineers,
«nd executed by the contractors, with a view, when fully com-
pleted, of producing the same results.

I may also add, with reference to this question of width of
tarth-works, that it would be quite as inconsistent for me to make
any material departure from ray former practice, at this time ; as
it would be for Mr. Fleming and Mr. Light to depart from theirs,

t^i

REPORT OF THE CHIEF ENGINEER.

while thej', with a full Government Treasury \o dnwv upon, arc now
Btsmdiiiji,- Avlu'i'o Mr. Shnnly Htood a quarter of a century ago, wlioii,
to iiKo his own ian^niu^e :

" I fonght for 18 and 20 foot at suh grade ; even though o\\ rv-
thing above that lino had to ho " robbed " to secure the covotod
widths; and that too very frequently, when mono}- was so bciu^'o
that I did not know from month to month from what source the
" next estimate " was to be paid."

In view of the ohjeetions which have been raised to the hciijht
or elevation of uur earth irorks ixhos-o the natural surface of tho
ground ; l)iit more particularly in view of the unanm-erahle argu-
ment; which Divine Providence has seen tit to promulgate dui'iiig
the jiast few weeks, in the way of the most extraordinary ob-
structions from snow that have ever been ex])erienced, in tliis or
an}- other country, I would respectfully advise, that tho top-rail-
(jrade-Hiie be so ai'ranged, as to sei'ure an elevation of at least
^/i/f<; /V/7 above the natui-al sui-faco of the ground, in all casos
where this elevation is not nece^^sarily controlled by v}aximuvi
grades, viittiwtnn curves, unavoidable cuttings, hiidge elevations,
and bridge apjiroaches ; also by a due regard to dangerous or
ol)jectionablo undulations in the grade.

In consideration of the very decided objections which have been
raised by the (iovernnicnt Kngineor and the Contractor; and also
ejulorscd to some extent by .Mr. Fleming, resj)ecting the irritjht
and dinien!<ions if onr bridge masonry : 1 would respectfully recom-
mend, that the same be increased to any extent that shall be
found necessary to meet the views of these gentlemen ; having
at the same lime, duo regard to the natural flow ami expansion of
the streams ; and also to the tith clause of the " (Jeneral I'rovi-
sions " <>l tlu' '■ ypecitications for the Main Line/' which jirovides
that " njthing siiperjluoiis will be i-equired," &c.

In considei'ation of tlie </o!(?'^s, wlj'ch have been expressed b}
the Govei'nment Kngineor and the Contractor; and alsoendorsod to
sonic extent by Mr. Fleming, res])ecting the safety and adaptabiliy
of the pi'csent plans ami sjjociiications for composite foundations in
deejhirater ; I wouldresj)eetlidly recommoiul, that the .same be either
strengthened and improved, to any extent that may be found neces-
sary to meet the views of these gentlemen ; or that they be dis-
carded entirely, and tho " cotl'oi- dams " referred to in the "General
Specificatiojis," bo substituted theiefor ; having at the same time
due regard to tho " Superfluous " provision in the " General
Specitications " above referred to.

Tho above recommendations respecting masonry and founda-
tions, are made at this tinio, because I boliovo that it would be

SHI

WHAT ALL PARTIES SHOULD DO ABOUT IT.

good policy on the part of the Company, iiu'lor till the cii-
cumstances, to yield the ])oints, in order to fully siilisfy the
demands of the Crovornment, if further insisted upon ; smu not
because 1 have any doubts whatever, as to the entii-e suilicieney of
the plans heretofore adopted tor those puiposeH.

Gth. As to extra aUoicances to the Contractor.

In ^'i.nv of the fact that the Contractor claims that, wiihnut
his consehtj no chani^es can be mailo by the Kn<fiiii'er or the
Bailway Company, in the line, iijracles, plans, speciHcations
and schedules, that have once boon ])lai'c'd in his huiuls ; I
would respectfully submit, that all the Kngineei-inj^, as well
as legal authorities thus far consulted, iire dearly ai/ainst such a
construction of the contract; except in cases where he may
have entered upon the work, and made some expenditure in con-
nection therewith which would be lost to hiu) by reiison of such
change ; in which case, as Mr. Fleming cxp^•es^es it : " the eon-
tractor should be indenmijied for loss so sustained. "

Witliout having made any tleliuite caleuhiiion, ] will venture
the opinion that, in case tlu' chtmgos heroinbcfore suggested and
rocommeiided,are ado|)lcd by the Railway Company, anJ approved
by the Provincial Government and the city of t^uebec;, the
"indemnity" above referred to will amount to /f6'i- than ticentii
thousand dollars.

Witli aviev-' of settling this matter justly and amicably however
as well as the manner in which this indemnity is to b-j made to
the Contractor, I would respectfully recommend that Mi-. Fleming's
decision, based upon the joint or separato reports of the Govern-
ment Engineer, the City Engineer, the Contractor's Engineci-, and
the Chief Engineer, shall bu considered as final and bind'tnj upon
all parties.

4 .»■ iU

ill \

■b

VIII. OONCLUSIOX.

I have but to remark in conclusion, that if, in travelling over the
long and tortuous path which the importance of the subject
herein discussed has soemod to render it incumbent upon
me to pursue, I have succeeded in investing the matter wiin.
sufficient interest to induce other parlies to follow me, wlio ia
my opinion, have a much deeper intei-est in the result ol" tl\e
present unfortunate controversy than myself; and, what I can
but regard as of much greater importance, to arrive at the same
general conclusions which have forced themselves upon my own
mind, as to the proper answer that all parties should give to the
important question which has of late engrossed the undivided
attention of so many minds, to wit : ** What should be done .^bout
it ? " I shall never cease to feel that I have now performed the
greatest service that it has ever been my duty, as well as plea-
sure to render to the Company, which has never failed to hoQor
mo with its e7itire confidence.

All of which is most

Respectfully Submitted,

SILAS SEYMOUR,

Engineer in Chief,
To THE

President and Directors.

: t 8

«|

APPENDIX No 1.

AMERICAN STANDARD FOR FIRST-CLASS

RAILWAYS.

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APPENDIX No 1.

AMERICAN STANDARD FOR FIRST-CLASS

RAILWAYS.

UNION PACIFIC RAILWAY.

The charier of this Company, as granted by the Coiigress of the
United States in 1862, requires that the Construction, Equipments,
and all other apjmrtenames connected therewith, shall conform in
their character to a " First Class Hailroad."

In order to secure this result, the President of the United States
"was authorized to appoint five Government Directors to sit at
the Board, or.o of whom was to be placed upon each standing
Committee. Also three Government Commissioners, whoso duty
it should be to report upon the character of the different sections
of the Eoad as completed ; and upon the certificate of these Com-
missioners; the Government subsidy, amounting in the aggregate
to Fiffy Million Dollars was paid to the respective organizations
named in the charter.

In February 1866, the Secretary of the Interior, by order of the
President, directed that the Government Directors, Commissioners
and Engineer, should be convened at Washington, for the purpose
of determining on a standard for the construction of the road that
should meet the requirements of the charter.

Previous to t!i° jnoeting of this Board, Lt. Col. J. H. Simpson,
U. S. Engineers, who was Chairman of the Board, addressed
letters to several of the prominent Engineers in the country,
requesting their views upon the different points that would come
before the Board.

The following ^extracts from the replies of some of those

APPENDIX No. 1.

Engineers, express the views cnteitnined by them respecting the
proper width of earthworks.

General Herman Haupt of Philadelphia, says :
•« The width of road-bed, even on the same line of road should
not be considered a fixed and invariable dimension. The elements
which determine the width of road-bed (for double track) are the
gauge of the track, the distance between tracks, and the width of
the side ditches." " In a shallow excavation in dry earth, I would
give the side ditches a width of five feet at top, three feet at
bottom, and slopes of forty-five degrees. And in this case, allowing
the gauge of tracks to be 4 ft. 8^ inches, the distance between
tracks 6 ft., the length of cross-ties 8 ft., and tivo feet from ends of
ties to edge of ditch, the minimum would bo 22 ft. 8|^ inches ; but
24 ft. }v hotter."

Mr. John B. Jervis, of Chicago, says :

" Wihiiof •nad-bed at grade, &c. — In excavation, the road-bed
should bo con^iderci the base of the ballast. If this is tAVO feet
below the rail, the width should be for road and slopes about 16
feet. The slopes will occupy 3 feet each side, and 10 feet for
breadth of road and proper support for the ties."

Mr. G. a. Nichols, Genl. Supt. Phil, and Beading Railroad,
says :

"On a double track railroad, the two main tracks should not be
less than 6 foot apart, and sufficient room should be allowed in cuts
for good and thorough drainage on each side. On embankments
the edge of the bank should not be less than two feet outside end
of sills. Ballast should not bo less than. 10 inches thick, making
about 1760 cubic y^ rds per mile of single track."

Hon. Jesse L. Williams, of Fort Wayne Ind. Civil Engineer
and also a Government Director of the Road, says :

** As to width of embankments and excavations. — On all parts of
the roads or its branches, where a single track is contemplated,
embankments should not be lees than 14 feet wide on top, this
width being necessary to receive the ballast, whether put on
before or after the track is laid."

Mr." Ashbel "Welsh, Civil Engineer of Lambertville New Jersey,
says :

" I make road-bed at grade 14 feet wide for single track, with
side ditches in excavation 8 feet wide at grade, and 2 feet deep ;
the size of the ditches, however, varying with the circumstances.
Ballast should be at least one foot deep under the tie."

Mr. Silas Seymour, of Neio York, the Consulting Engineer of the
Road, was also requested to furnish the Board with an opinion
upon the various points submitted.

APPENDIX No. 1. $

As his letter, which was read before the Government Board,
contains the views which he then entertained upon this, as well
as many other subjects, which it may be found expedient to refer
to, the coi respondence is given entire, as follows :

Z/. Col. Simpson to Mr. Seymour.

Department of the Interior,

Engineer Office,

Washinton, D. C, Dec. 18th 1865.

It being desirable to establish a standard to which the Pacific
and other railroads in which the Government has an interest
shall bo made to conform, I am instructed by the lion. James
Harlan, Secretary of the Interior, to solicit y«."U' opinions on any
of the following points which your c'Xj)erience and observations
will enable you to give :

1st. Weight of rail for a first class road, relative durability of
rails of different weights with same traffic, best cross section for
same, and merits of different varieties of American iron.

2nd. Best plan for chairs, spikes, or other joint fastenings.

3rd. Dimensions of and distances between ties.

4th. Width of road bed at grade, in excavation and embank-
ment, dimenhions of side ditches in the former, depth of ballast,
and expense per mile it would be worth incurring to get il.

5th. Kclative advantages of different plans and materials for rail-
road bridges.

6th. Weight and other characteristics of engines and rolling
stock suitable for a large business and different grades.

7th. Katio in which rails and rolling stock deteriorate with
diffeiHjnt velocities.

In the above, interest on first cost is to be considered in con-
nection with expense of repairs and deterioration, so that their
annual sum shall be a minimum.

Your views on these points, as well as on any others, having an
important bearing on the subject, are desirable, in order that
they may be laid before a meeting of the Government Commis-
sioners, Directors, and Engineer of the Pacific Eailroad, early in
January next, and should, if possible, be sent to this ofiice before
the 1st January. They will be every valuable in aiding tho
Government in et^iablishing such a standai'd for these roads that,

*3g< :;

4 APPENDIX No. 1.

•when finished, they will sub-serve the purposes for which they
are built, and bo a credit to the nation.
Please address mo under cover to the Secretary of the Interior.

I am, very respectfully,

Your obedient servant,

To Col. S. Seymour, C. E., and
Consulting Eng., U. P. R. R.

J. H. SIMPSON,

Lieut. Col. Engineers.

Mr. Seymour to Lt. Col. Simpson.

Union Pacific Railroad Company,

Engineer Department,
13, Wiiram Street, New- York, January, 29th 18(56.

Colonel : I have the honor to acknowledge the receipt (some
weeks since at Omaha) of your circular letter of tho 18th of De-
cember, 1865, accompanied by a circular from the honorable
Secretary of the Interior, in which you invite my opinion on
several points connected with the cont-truction and operation of
railroads, Avith a view of laying it, with others of the same cha-
racter, before a board of " Government Commissioners, Direc-
tors, and Engineer of Pacific railroad, " for tho purpose of " aid-
ing the Government in entablishing such a standard for these
roads, " (the Union Pacific and its branches) that, when finished,
they will sub-serve the purposes for which they are built, and be ji
credit to the nation. "

A reply to your communication would have been forwarded at
an earlier day, hjid j'ou not inCoimed me, in person, that tlie
meeting of the board had been postponed from early in January
to early in February.

The position which I have the honor to occcupy, of consulting
engineer, of by far the most important of the roads referred to
in your letter, might be regarded as placing me in a position of
some embarrassment, and possibly of warping my judgment in re-
lation to the subject matter of your letter; but I shall endeavor,
in what I may say, to be entirely frank, as well as independent of
any interests which I may be supposed to represent I shall claim
your pardon, however, if from this, or any other consideration,
my discussion of the subject takes a somewhat wider range than
appears to be comtemplated in your letter.

APPENDIX No. 1. 5

The law of congrops, granting government aid to the Union
Pacific railroad and branches, provides that they shall be built as
*';.T5f class railroads. " It also provides, that the President of the
United States shall appoint three commissioners, whose duty it
shall be to examine the roads and certify to this fact. It also pro-
vides that the President shall appoint five government directors
for the Union Pacific Baiiroad Company, one of whom shall be
placed upon each of the standing committees of the board. It
also provides that the President shall fix the eastern terminal
point, the point of crossing the 100th meridian of longitude, and
approve the location between these points. It also fixes the extreme
limit to the grades and curves of the road, the width of gauge,
and character of the iron rails.

With all these safe-guards thx-own about these roads, for the
purpose of protecting the interests of the government and securing
their proper construction, it would seem almost impossible (unless
the government officers fail in the performance of their duty) for
the railroad companies to evade a proper discharge of the responsi-
bilities imposed upon them by Congress ; and it will, in my
opinion, be equally difficult for the board of government commis-
sioners, directors, and engineer, referred to in your letter, to
establish a common and unvarying standard for the construction
and equipment of these roads. The term '' first class '^ railroads,
as generally used in this country, does not, as far as my expe-
rience and ob^ei'vation extend, either depend upon, or apply to
any particular " weight or cross-section of rail, plan of chair,
spike or other joint fastenings, dimensions of and distance between
ties, width of road-bed at grade in excavations and embankments,
dimensions of side ditches, depth of ballast, different plans and
materials for railroad bridges, weight and other characteristics of
engines and rolling stock, or ratio in which rails and rolling stock
deteriorate wilh ditferent velocities. "

You will find that all the foregoing characteristics which are
specified in your letter, not only vary materially on the different
first-class roads throughout the country, but upon the same road,

I do not know of a first-class railroad of any considerable length
that has not almost every variety of weight and pattern of rails,
chairs, engines, cars, plan of bridges, width of road-bed and
ditches, machine shops, station houses, etc., etc. These are or
have been generally governed either by the location of the road,
the grades and curvature, the peculiar views of Engineers, thi
financial condition of the Company, or the nature and extent of
the traffic for which the road was constructed. You may, therefore,
select any number of the acknowledged first-class roads through-
out the country, and you will find that their general characteristics
will vary just in proportion as their peculiar location, the views
of their builders, and the character of their business varies.

You will also find that these roads have generally, if not in all

lit ih

i i

4-....

'':\ ..

i ^ ^

K:n['

i^lP— «-

appeKdix No. 1.

cases, been constantly improving their condition in regard to
structures, outfit, and other ])articular», since Iheir first constriic-
lion, in order to keep pace with their constantly increasing traffic,
so that a road five or ten years old presents an entirely ditt'eient
aspect from what it did when first opened to the public as a first-
class railroad. Hence it may be considered porfiactly safe to
assume that all these things will bo regulated by the managers
of the road as fast as the interests of the company or the require-
ments of the public may demand.

In view of ihe foregoing facts and considerations, I have
assumed that the term first-class railroad, as intended by Congress,
to bo applied to the Union Pacific Eailroad and its branches,
moans a railroad suitable and proper in all respects for the nature
and extent of the traflic which the whole or any portion of the
road may reasonably be expected to do when first opened to the
public, of which the commissioners appointed by the President
wei-e to bo the judges; and that everything beyond this was
intended to be left to the future control of the stock -holders and
managers of the road, whose interests will at all times be at least
twire and perhaps, three times as large, as those represented by
Government; and fui'ther, that in granting n liberal donation of
lands and loans of Government securities, to aid in the construc-
tion of these roads, the character of the roads and their outfit was
a secondary consideration with Congress, when compared with
the great importance to the Govc moment and country of their
speedy construction.

I have therefore advised that the line should be so located as to
admit of the jn-esent or future adoption of the easiest gradients
and curvatures consistent with reasonable length of line, and cost
of construction ; that the excavations, embankments side ditches
and cross drainage, should be of liberal dimensions ; that the
culverts and bridge abutments should bo permanently built of
stone whenever it was to be found within reasonable distance ;
and when it was not, to use the most durable timber attainable,
.with a view to the substitution of stone hereafter ; that the truss
bridges of long spans shcnild be of the best plans in use, and com-
posed of durable timber; that the cross-ties should be of liberal
dimensions, of the most durable timber attainable, and laid not
less than twenty-four hundred to the mile ; that the iron rails
should be of the most approved quality and pattern, weighing not
less than fifty pounds per lineal yard, and thoroughly secured to
ties with wrought iron chairs and spikes ; that the track should
be ballasted with the best material on hand ; that sidings not less
than two thousand feet in length should be inserted, and water
stations constructed at intervals of ten, twenty, or thirty-miles, as
the probable running arrangements of the road would require: that

Eermanent and capacious machine shops and engine houses should
e constructed at the Eastern terminus, and at proper locations

II I

APPENDIX No. 1.

nlong tlio lino to nftbrd tho necessary facilities for rojioii'H, at
intcrvaJH of from two to llircc liniuli-ed miloH ; that passenger
and ficight Htations sliould bo oonHtrufted Of Miitablo dimensions
and at ])j'oiter jioints, to accomodate tho j)roliable Ijiisiness of tho
road when opened to tlie ])ul»lic ; that tlio road should be fenced
and catile-g.iards put in wherever it ])as!-cd through cultivated
farms or difsti-icts ; thai the rolling stock hhould be of uniibrm
pattern, of the best quality and workmanship atlainabh', and suffi-
cient in kind and quantiij'^ lo accommodate the traflic; and that
beyond this, no money should bo expended at pres< iit, except in
])ushing the work forward wiih tho greatest ])Ossiblo energy and
denpatcli.

1 have nevor for a moment doubted that a road of tho character
above described would come clearly within tho requirements of
the law, entitle the com])any to the (roveri ment aid which Con-
gress intended should bo nlaced at their disj)osal, " subserve tho
])urpo^es for which it was built, and be a ciodit lo tho nation. "

Having thus stated the general principles which, in my
opinion, should gDvei'U tho action of your boaid, I will now ])i'o-
coed lo state, as eonsisoly as possible, my views on tho si)ecific
])oints submitted in j-our loiter.

1. I consiiler that a rail of good quality of iron, weighing fifiy
pounds ])er lineal yard, of tho Union Pacific railroad pattern,
when ])roj)erly sup])orted, is the best and most durable rail that
can be used for ordinary traffic on level or moderate grades. Tho
weight of rail, or underlying support, should be increased ])ropor-
lionately as the weight or draught of the engine is increased, by
reason of steeper grades or other causes.

2. Tho best joint fastening now in use I beleivo to bo the fsh-
joint : next lo that is the wrou/^ht-iron chair of tho pattern
adopted by the Union Pacilic-]?ailroad Com])any,

3. ('ross-ties should be eight feet long, and six b}' (not less
than) eight inches s(|uaro, and should be laid not loss than
twenty-four hiuidiod to the mile.

1 desire lo say in this place tliat I am not now, and nevor have
been, in favor of a cross-tie track. I believe that a continu r
bearing of limber (say eight bj' twelve inches) is much the safest,
as well as cheapest in the end. I have scarcely taken up a news-
paper within the past month, that has not recorded a serious acci-
dent and loss of life occasioned by a broken rail. These accidents
could not occur with a continuous bearing of longitudinal timber
underneath the r.iil ; if the rail should break, it could not got out
of place. Broken axles and wheels, as well as most other acci-
dents to the running machinery, occur from the same cause, or
from the shock occasioned by passing from a full bearing on a
cross-tie, over the vacant space between tho ties. The rail in
time becomes dosintegratod and weakened, and finally breaks.
I would rather have a forty pound rail, laid on a continuous

If m

I !^

APPENDIX No. 1.

boarin/4; of timber, timii a fifty poiiml rnil laid on u crosH-tios two
foot a part fiom coiitro to ooiilro. Tlio Having in tlio woar uiitl
tour ()f rolling htoclc unci rails, will bo at I oast ton j)or cent, pc
unnuin.

4. Tlio width of road-bed i)ropcr at grade, or bottom oftio, botii
in oxcavatioii and ombanUnu'nts, composod of nuitorial tliat does
not wash or slido, should not bo loss, and nood not bo moro, than
twolvo foot. Tho dimonsions of sido ditt'hos should bo govoriied
by tho probablo amount of drainage aid the width botwci-n bottom
!-l()po> of excavations; and by tho character of nuitorial and depth
of cut.

5. I consider tho " McCallnm patent inflexible arched truss
railroad bridge" to bo the best in use. The " Howe truss" is tho
next b')st ; oitlier are good enough for any ordinary purj)oso. 1
have never been in favor of iron bridges f(>r railroads.

ti. A locomotive witli five feet drivers, cylinders sixteen by
Ivvcnty-fiMir inches, and weighing from twenty eight to thirty
tons, is tho best for ordinary work on ordinary grades. If you
wish to transport extraord'naiy loads on high grades, you must
increase tho power and weight or adhesion proportionally.

7. I think that, as a general ride, and ^^ith ordinary'- use, tl
rails and rolling stock of a railroad de])rcciato about tifteen per
cent, per annum ; and, with roference to ditt'oront velocities, that
they deteriorate in the ratio of the increase of speed; that is, tho
wear and tear is twice as great at a speed of twenty miles ])cr
hour than at ten, and so on to any reasonable limit.

The foregoing, I believe, covers substantially all the points
specified in your letter. Tho viewi* upon them are expressed
hastily, and without resoi*t to calculations or statistics.

In conclusion, I desire to cxj^ross my entire confidence in tho
disinterestedness of the motives of yourself and tho other officers
who are associated with you on the part of the government, in
connexion with this groat national enterprise, in whatever you
may do to elevate and establish tho standard of tho work. In
doing this within reasonable and proper limits, you will always
have my he rty co-operation and support.

I desire also to express the hoj that you will not lose sight of
the other great idea, that all these things are, or should bo, subor-
dinate to the vigorous prosecution and speedy completion of tho
road. Whatever you may do to facilitate this result will be
regarded as a great public benefit.

I am Colonel, very respectfully,

Your obedient sei'vant,

Colon'el J. II. Simpson,

U. S. Engineer, Washington, D. C.

S. SEYMOUR.

APPENDIX No. 1.

for

Tho Government Eoard finally adopted »ho following standard

EiMBANKMENTS AND EXCAVATIONS.

" Tn all partH of the main lino of road or branches, emhank-
mentH hhoiild not be Ivsa than fourteen feet wido at the grade lino.
ExcavationH, ifthoeuts are lengthy, whoiild bo twonty-Mix foot
wide, and in shorter cuts at least twenty-four feet ; thus leaving in
all cases room for continuous side ditches of ttm]»lo depth and
width, wo as to Hocuro that most oosential reqalBite, a well drained
Hoad-bed. "

The width of fourteen feet, above referred to, was urderstood to
be the width of embankment required at the base of the ballast, aa
exj)resHed in Mr. AVilliam's letter ; and the road was so constructed.

In regard to the character of the masonry requiied ujxm the
Union Pacific Eailway, the ditt'erent Engineers consulted, gene-
rally express no o])iiiions as to details, but unite in lecommending
stone .stmctvres instead of wood, Avherevor good stone can bo
obtained at a reasonable cost.

Tho following is quoted, hoAvevcr, as exj)rcssing the views of a
gentleman, who is now regarded .'is the best authority in tho
United States, upon the subject of Masonry, he having ])re|,ared
the plans and specitications for tho "Washington Aiiueduct ; "
and also of the " Capital Extension," at Washington, I). C.

General M. C. Meigs, U. S. Ewjineers ofWashiiujion, I). C, says :
"Tho experience of the Eiench Engineers has shown that it is
not necessary, in order to build stone arched bridges of consi-
derable span, to use expensive cut stone masonry.

There are arches of 90 feet span, and even longei*, built of
brick and rubble masonry, which stand secure. There is no difficulty
with a sound, strong stone, Lreaking into reasonably good shapes,
in constructing a stone bridge with arches of 120 feet span, enti-
rely oi' rubble masonry laid in a strong cement mortar."

•

Inasmuch as the entire report of the Government Board, may
bo regarded as expressive of the highest authority in the United
States, as to what should constitute u ^^ first class Railway " it is
given entire as follows :

Washington, February 5, 1866.

" Tho fourth and last meeting of tho Board was held at 11 A. M.
After it had been called to order tho minutes of the previous
meeting were read.

General Curtis, as Chairman of the business committee, read its
report as amended at the previous meeting.

Mr. Williams suggested that the paragraph relating to sawed
ties be amended to read, " If sawed, they should not be less than

IBDIH

APPENDIX No. 1.

eight inches wide, and not less than 2,-100 per mile, or 8uch numbei'
as will hjivo Iho same I earing surface, ])rovided that if any sawed
ties have been already deiiverctl or contracted for, only bovou
inches wide, they ni!>y L*; laid dowMi. ''

On motion of jMr. Wiiite, the amendment w;is adopted unaiii-
mously.

At tl:e suggestion of Mr. ITarbangli, nnd on motion of Mr.
Williams, the following addition was made to IJie report: " Whe-
rever cattle-guards and I'oad-crossings are necessary they should
be niade. "

On motion of Mr. Sherman, tlie report of Business Commilteo,
as tinally amended, V/as then adopted unanimously by the Board.

Report ov Businkss Committke.

Your Committee, towliom wei-e referred various communications
of ex])erienced !uid sciontitic Kiiginocrs concerning a >-uitable stan-
dard fai- the work on the Pacilie Jiailroadand it several branches,
jind to whom was also assigned tho duty of nrcsenling to the Board
proper h^ultjects for its consideration, a- contemplated \)y the cull
of the Honorable the Secretary of the Interior, have the lionor to
present iho following report :

The various locations through which the Pacitic Eailroad and its
branches are destined to run, oecu])y such a variety of country as
to render a specific stj'le of work suited to all localities extremely
difficult. Tho to]togi'aphiC!il features of the surface, the groat
variety of soils and lower strata of tho earth, the singular variety
of climate as to cold, heat, ar.d wet and ciry, all have to be consi-
dered in determining details of location, material, and form of the
Avork. It Avas, ]n\>bably. because (f these diffi^-idties, tho laws of
congress authorizing the consti'uction, give only general oi* very
meagre specilications as to the details of the Pacitic railroad.

But your committee, alter availing themselves of the views
expressed by the several I^ngineers to which they have referred,
and in contemplation of the reasonai)Io conslriiction of the law of
congress, recommend to the boa d thc^ adopting of the following
go'ieral rules as those which should govern all ])arties engaged in
directing, constructing, or accepting tho work :

Everv step taken in tho woi'k, and es]ieciaily in tho location ()f
lines and grades, should be adapted to ultimate j)erfection, whatever
may bo immediate interests or necessities, so as to secure to tho
nation a grand and complete structure, every way worthy of our
country, and honorable to tho distinguished men who involve
their cai)itai and energies in so vast an enterprise.

Location.

'' Great care ;ihculd bo observed in the determination of the
j!;oneral vnd detailed location cf the niain-lino and branches, so as

APPENDIX No. 1.

to secure tho shortest lines consistent with economical grades to
the most desirable passes of the mountain ranges. The law names
but few points ; still it is clearly th'^ interest of the Government
and not prejudical to tho companies, to determine such points as a
great general lino should have so as to unite, as far a possible, all
the great ultimate purposes of a central and convenient channel
for the commerce of nations tliat is likely to traverse the road.

With this general view of the work, cai'oiul and extended sur-
veys should be made and well considered."

Grades and Curves,

'' While the law makes the grades and curves adopted on the
Baltimore and Ohio railroad a standard, this is onl^' to be con-
sidered as a limit to bo adopted in mountain districts. To intro-
duce grades of IIG feet per mile, or curves as shai-p as 400 feet
radius, on othor parts oftheioad, M'ould manifestly violate tho
spirit and intent of the law. Grades and curves should bo settled
upon princi])les of true economy and adajitation, leased upon
careful scientific and practical investigati(yns, having due regard
both to cost of construction and future working of the road.

It is safe to say, in advance, that on the IMatte and Kansas
Valleys, anu on similar smooth valleys or level plains, no grade
should exceed thirty feet elevation per mile."

Embankments and Excavations.

"In all parts of the main line of road or bianches, embankment
should not be less than fourteen feet wide at the grade lino. Ex-
cavations, if tho cuts are lengthy, should be twenty-six feet wide,
and in .shoiter cuts at least twenty-four feet ; thus leaving in all
cases room for continuous side ditches of ample depth and width,
BO as to secure that most essential requisite, a well drained road-
bod. Kocic excavai,ions should be not less than sixteen I'eet wide,
and all tunnels should bo excavated for a double tnick. Slopes of
earth embankments should be one and a half base to ono rise.
Excavation^', except in roek, should have slojjcs fi-om one to ono
and a half base to one rise, depending upon tho material; or if
steeper, then to have increased width at grade, so as to remove
the ^5ame quantity of earth contained within tho slopes."

Mechanical Structures.

•''Culverts and abutments for bridges and drains should bo of
stone, whenever v durable article can bo obtained within a reason-
able distance, say from five to eight miles, depending upon cir-
cumstances ; provided that temporary trestles may bo adopted
upon assurances, to tho satisfautioa of the Commissioners, that

i I

APPENDIX No. 1.

stone abutments will be substituted immediately after the line
shall bo ojjened, so that stone can be transported thereon. But if
good stone bo too remote, then liardburned brick or wooden tro8tlo
work may be adopted. The wood to be of the most durable cha-
racter the country will affoj'd ; anil the wood or brick to be
replaced by stone when that material can bo conveyed conve-
niently by rail. Bridges of stone, or iron or wood, (such as Howe
truss, or other equally good structure) si .Jd be used at the dis-
cretion of the company."

Ballasting.

'•A railroad cannot be considered complete until it is well
ballasted. If composed of gravel or broken stone it should be
from 12 to 24 inches thick, dojiending on the lower material. In
view of the settling of new embankments, Which require time and
rains before ballasting can be properly placed, and also in view of
the number of miles required by the law to be constructed tin-
nually, the pei-fect finish of the road-bed in this respect must be
progressive and the work of time. Yet it is the ojiinion of tlio
board that such work of perfecting the ballast must proceed as
usual on first-class railroads; othervise subsequent sections should
not be accepted, because the whole work is not then being carried
forward as a Great Pacific Eailroad, such as the law contem-
plates."

Cross-ties.

" Oak or other suitable timber should be used, where it can bo
obtained with reasonable transportation. When such timber cannot
be had for all the ties at reasonable cost, then the best the
country attbrds may be adopted ; but it it be Cottonwood, or similar
.?oft matei'ial, it must be Burnettized or Kyanized thoroughly so
as to increase its durability. But it all cases the joint tie should
be of oak, or other suitable timber, the better to hold the spikes
at these jioints. Thei-e should be at least 2,400 ties to the mile.
They should be eight feet long, six inches thick, and, if hewn, six
inches on the face. If sawed, they should not bo less than eight
inches wide and not less than 2,400 per mile, or such number as
will have the same bearing surface, ])rovidcd that if any sawed
ties have been already delivcied or contracted for only sevon
inches wide, they may he laid down."

Bails.

" These are to be of American iron, as required by law, of the
best quality, and should weigh sixty pounds to the yard. But in
consideration of the great cost of transportation from the present

APPENDIX No. 1.

location of rolling mills to tho remote sections of this road, iron
may be adopted which weighs only fifty-six pounds to the yard.

In mountain districts, however, where heavier engines will be
used, not less than sixty-pound rails should be adopted ; provided
that if any of the companies have on hand or in transitu, or con-
tracted for, any rails of different weight from that herein specified,
and not under fifty ])ounds per yard, such rails may be used. The
rails should be attached to each tie bj* spikes driven on both sides
of tho rail. As the nearest approximation to a continous rail, the
po-called fish-joint is jDrcferi-ed and recommended ; but if found
that it will retard tho progress of the work, the common
American wrought iron, chair may be used."

Sidings.

"The length of side tracks should be at least six percent, of tho
line completed, to be increased as the number f»f passing trains
shall demand. Side tracks should also be laid eight ll'ot apart in
tho clear between the rails,
crossings are necessary they should be made."

Whoi'over cattle guards and road-

EoLLiNG Stock.

" Locomotive engines and cars must bo provided in liberal pro-
portion to the tratfic and the convenient construction, to be
increased from time to time as the completion of additional sections
and the increase of business seem to require."

Buildings.

:;3 If

I'il'!:

"Engine-houses, repair shops, and station buildings should bo
adapted to tho wants of tho service.

At tho opening of business, the extent and capacity' of buildings
may be only such as to provide liberally for the existing roiling
stock and the business of the road, and such ])rol)ablo early increase
as may seem likely ; yet the plans in all cases, both as to the
buildings and grounds, should be arranged for jtrospcctive enlarge-
mer.ts and extensions equal to any future business of the road, the
buildings at first erected forming appropriate parts of a complete
and sj'stematic whole.

Engine houses and repair shops at the ])rinci]>al stations must
in all cases be of stone or brick, with good stone foundations. The
covering should be slate or metallic, to guard as far as possible
against fire.

W''er stations should be erected at convenient distances to suit
the wants of the trains.

Extensive and convenient locations of ground should be pro-
cured to accommodate a future large business, and tho proper

APPENDIX No. 1.

titles should be carefully secured. All this is the more desirable,
as lands are now easily obtained at moderate prices.

In these speeitications it is believed that nothing is required
which may not be regsirded as essential to a commodious and
complete railroad. Nothing is proposed to retard the progress of
the companies. The importance and public desire for accelerated
movement have been fully appreciated, and the board earnestly
desires to favor and foster the energy and fidelity which now
seems to animate those engaged in the construction. But while
guarding against delay on one hand, the public interests roqiiire,
on the other, a substantial and complete work, and the highest
perfection of track reasonably attainable on a new road is expected
and projected as the standard to which the workmen are o arrive.
The argument in favor of speedy construction must be subordinate
to the substantial objects of the road, and the government must
be certain to have a work that will convey her mails, troops, and
munitions of war, and commerce of the country with entire cor
tainty, celerity, and conveniunce. It is the aim of this board to
secure all these objects, and it is also our belief that they are not
incom))atiblo it being only necessary on the part of the govern-
ment to insist upon the reasonable requirements embodied in this
report to hasten the completion of the great work, and at tlio
same time adapt it to tho high public interest which it is intended
to subserve."

The question having been raised as to whether the " General
Specifications" for tho main line of the North Shore Eailway,
are suflicient to secure the construction of a First Class liaihcaij,
according to the general acceptation of that term ; mo.o parti-
cularly m regard to the width of earth loorks, and the character of
masonry, the following extracts from the specifications under
which the " New-York and Erie," and the " Chicago and North
Western liailways" were constructed, both of which are regarded
in the United States as First Class llaihoays; and also a quota-
tion from the spcciticatious for the " Montreal Northern Coloniza-
tion ilailwa}'," are given for the purj)oso of comparison with the
specification for the same work upon the " North Shore Railway."

New- York and Erie Eailway (6 feet gauge).

Extracts from the Specifications.

" The work shall be executed under tho direction and con-
stant supervision of the Engineer of the Company, by whose mea-
Buremonts and calculations, the quantities and amounts of the
several kinds of work performed under this contract shall be
determined, and whose determination shall be conclusive upon the

APPENDIX No. 1.

parties, and who shall have full power to reject or condemn all
work or materials which in his opinion do not fully conform to
the spirit of this agreement, and shall decide every questtion
which can or may arl.-e between the parties relative to the exe-
cution thereof, and his decision shall be final, and binding upon
both parties.

Grading.

" Where the road is graded for a single track, it will generally
be fourtoeen feet wide at grade on embankments, twenty feet in
thorough cuts, and seventeen feet in side-cuts. The side-ditches
which are included in the above widths, will be four feet wide at
grade. The double track will usually be twenty-six feet wide on
embankments, thirty-two feet in thorough cuts, and twenty-nine
feet in side-cuts. The slopes of earth excavation will usually be
one and a half to one, but will vary from this according lo circum-
stance, at the discretion of the Engineer In rock cuttings they
will vary according to circumstanoos, Iteing generally four inches
horizontal to one foot vei'tical. When the excavations are in clay,
or other material unsui'able for the road-bed, the contractor shall,
when required by the Engineer, excavate to such a depth below
grade as the Engineer shall direct, and shall fill the spjice so made
with good clean gravel oi- other suitable material. C\ciy en "nnk-
ments are in like manner to be covered with one foot of good
gravel. Ilock excavations are to be made one foot six niches
below grade, snd the space re-filled with gravel.

The materials conijiosing the embankment must be approved
of by the Engineer, and in places where the natural surface of the
ground upon which the embankment is to rest is covered with
vegetable matter, which would in the opinion of the Engineer
impair the work, the same shall be removed to his entire satis-
faction.

Besides the ditches named above, ditches shall be made when
required by the Engineer, leading to a? d from the works of drai-
nage of the road ; also excavations for turning, or making of
watercourses and roads, all of which shall be done according to
the direction of the Engineer.

All materials found in the road-bed, side ditches, or borrowing
pits, must be moved in such manner, and deposited in such places
as the Engineer may direct. In cases where the excavations of
ordinary width are insuificicnt to form the contiguous embank-
ments, the deficiency shall be suppliod by widening the cuts, or
from the sides of the road, or from borrowing pits.

All borrowing pits shall, if required by the Engineer, be
dressed to a good shape, and properly drained.

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APPENDIX No. 1.

Masonry.

"The different varieties of stone-work, comprising slope and
retaining walls, square or box culverts, arch culverts, and bridge
abutments and piers, must be excuted in a skillful and workman-
like manner, after the general plan of alternate headers and
stretchers, and must be composed of durable and well shaped
stones, adapted to the formation of the different structures.

The end walls of box culverts must be neatly hammer dressed,
and laid in courses not less than six inches in thickness. The
coping on the | arapets to be handsomely dressed, and brought to
a close vertical joint, to extend at least eighteen inches fi'om the
face.

The arch culverts are to be well laid throughout in mortar,
formed of hydraulic lime, unless otherwise dii-ected. The dimen-
sions of the arch stone to bo such as to extend through the entire
thickness of the arch, to be placed perpendicular to the curve of
the same, and to be well and closely fitted. The outer, or ring
stone of the arch, to be as nearly uniform in thickness as possible,
and lo be neatly dressed with a bush-hammer and chisel, and to
bo well bonded with the contiguous arch stone, breaking joints at
least eight inches. The side, end, and wing walls, are to be formed
of well shaped stones of the propor thickness, the beds to be
pointed down, so as to give an even bearing ; to be hammer-
dressed on their exterior faces, and the wings and parapets to be
surmounted with a coping of broad, flat stone, of at least six inches
in thickness, neatly dressed, and brought to a close vertical joint.
The coping and ring-stone, as also the arch and cap stone, to bo
included in the estimate, with the other masonry, without extra
charge.

The bridge abutments and piers, to be formed of sound,
durable, and well-shaped stones, of the propor thickness. The
end joints to be dressed back close, for a distance of at least eight
inches from the face of the wall. The beds must be pointed down,
eo as to give a tirm and evon bearing over tho whole surftice of
the stone, and must be brought to half inch joints, both vertically
flnd horizontally. The face of tho work to be rock-dressed with
cut quoins. The whole to be well laid in full mortar, composed
of hydraulic cement, the general proportions of which will be one
part of lime, to two of sand, which must be thoroughly mixed
upon a platform of boards, and applied to the work within the
proper time for rendering tho adhesion and solidification most
])erfect.

Eetaining Walls will vary in dimensions, according to circum-
stances ; ordinarily, they will bo two feet six inches thick on top,
and have a slope or batter on the face, of one-tenth horizontal, to
one foot vertical. The walls will be sunk to such a depth as is
necessary to secure a solid and permanent foundation. The stone

APPENDIX No. 1.

used in the walls must be of a firm and durable character, well-
shaped, and of sufficient size to ensure stability. The^o wallH
must be so constructed, as to form a complete bond throughout
their entire thickness, and neatly coped with flat stones two feet
wide, and as long* and heavy as the quarries will furnish.

Slope Walls will vary in thickness from one to three feet, and
in slope from one to one, to one and a half to one, as the Engineer
may direct.

Where these walls are founded in water, Rip- Rap foundations
will be made of large stone and brush laid in alternates courses,
so as to form a bond. By the term Rip- Rap, is meant, piles of
rough stone, not dressed nor placed in a regular wall, but handled
and disposed of by laborers, to suit the purposes intended ; such
for instance, as jtiotection to banks, blind drains, foundations to
ma-onry, &c.

The details of the character, proportions, and dimensions of
the work, will be represented upon the plans ; and all necessary
information in relation to the preparation of foundations, manner
and time of doing the work, &c., will hi communicated by the
Engineer as cii'cumstances may rcquiie."

Chicago and North Western Railway (4 foot 8^ in gauge).

Extracts from the Specifications.

" That said work shall, in all particulars, be made to confoi-m
to the plans, specititations and directions of the Chief Engineer,
and the Engineer in charge of the work, by whose measurements
and calculations the quantities and amounts of the several kindn
of work perfomed under this contract shall be determined, and
who shall have full power to reject and condemn all work or
materials which, in his opinion, do not conform to the spirit of
this agreement, and shall decide every question which may or
can arise between the parties, relative to the execution thereof,
and his decision shall be conclusive and binding upon both parties
hereto."

Graduation.

"The width of the road-bed at the grade lino will bo from
twelve to lifteen feet on embankments, and from eighteen to
twenty feet in excavation, including ditches, but may bo varied,
as may the width and depth of the ditches, according to cii'cums-
tances, and at the discretion of the Engineer.

The side slopes of excavations and embankments will be of
euch inclination as the Engineer may designate.

All materials taken from excavations, except when otherwise
directed by the Engineer, shall be deposited in the embankments.

ill

APPENDIX No. 1.

Tho cost of movincf the samo, wlion the di.slpnco does not exceed
feet, will bo considered as included in the price
per yard for excavation ; also all materials necessarily procured
from outside the i-oad-bed, and deposited in embankments, will
be paid for as excavation only ; and for all excavations, whether
procured from the road-bed or from outside the roadway, a price
will be allowed ))er cubic yard for hauling each additional one
hundred feet after the first feet hauled.

J 11 ]irocurii!g materials from oulsido the road-bed, the j^laco
and manner of taking it out shall be designated by tlio Engineer,
and in excavating it care must bo taken not unnecessarily to
injure or disfigure the land.

Embankments will be formed in layers of such dej)tli, and the
materials distributed in such manner as the Engineer may direct;
and all the material necessarily waited from the cuttings will be
deposited on the sides of the einl)ankments, or in such other
manner as may be directed by the Kngineer ; and, when directed
by the J<]iigiiieer, the contractors will deposit on the side of the
lailroad, or at such convenient points as may bo designated, any
rock or stone they may have excavated, and all such rock or
stone so deposited, together with the timber removed from the
width of roadwa}', unless allowed to bo used in tho work l)}- the
contractors, shall be considered the property of tlie Company.

The alignment and adjustment of the gi-ades of tho road may
lie changed wlienever tho pjngineer may consider it necessary or
expedient, it being understood that no claim will be made or
allowed for damage, or increase of prices in consequence of such
change.

The line will be divided into sections averaging about one mile
in length, these divisions being made to accommodate, as nearly
as ])racticable, the economical distribution of material found in
excavations or required in embankments. But this will not pre-
vent the removal of materials rei|uired f<>r tho road-bed, or
mechanical structures, from one section to another, whenever, in
the ojiinion of tho Engineer, it may bo necessary or expedient to
do so."

Masonry.

" Tho different varieties of stone work and masonry, comprising
paving for foundations, rip rap, sloijo, retaining, battered and
vertical walls, cattle guards, box and open culyerls, arch culverts,
bridge abutments and piers, &c., must bo composed of durable and
Avell-shaped stones, of the size and dimensions best adapted to the
formation of tho different works or structures, and tho work must
be oxeci'ted in a substantial and workman-like manner, after tho

APPENDIX No. 1.

general plan of alternate headers and stretchers, and all stones
must be laid on their broadest quarry beds.

Paving, when made of tiat stones, must bo set upon their
edges, and, whether flat or rubble stones are used, they will bo
set in such manner as to leave the leuist possible space between
the stones, which must be of sufficient size to reach through the
entire depth of the paving.

Jtip Bop. — By this term is meant layers of rough stones
placed on the slopes of embankments, or about the foundations of
abutments and piers, culverts, trestle and piled work. &c., to pro-
tect them from damage by water, and also for blind diains, when-
ever required to bo done.

Slope, Retaining, Battered and Vertical Walls will vary in
thickness and slope, or batter, at the discrotion of iho Engineer,
and when the walls are moi*o than the tickiiess of one stone,
whether laid dry or in mortar, they must, bo Inid in such manner
as to form a good bond througo'ut the entire wall.

Box, Open Culverts and Cattle Guards will be built of such
dimensions and upon such plans as the Engineer may direct, and
must be of good-sized and well-shaped stones, pr()])ei'ly laid and
bonded together by stones occasionally extending through the
walls, the upper course bonding the entire wall. The covei'ing stone
of box culverts must be entirely sound, aind long enough to
extend at least two-thirds across each wall, and generally Of a
thickness equal to one-half of the width or s])ace to be covered.
The end walls of box culverts must be laid witli extra care and
tinish, the stone being of good bods and luiikls, with joints and
angles clean and square, so as to bo free from spalls. The coping
must bo of j)roper and uniform tliickness, and, if required, hammer
dressed on the face, and so laid as to leave a slight projection over
the front wall, and to extend back so as to give a good tinislung
bond to the work. The ends of the side Avails of open euivorts,
cattle guards, &c., will be composed of squuro, well-shaped stones,
laid in regular ste)is orott'sets, to correspond with the slope of the
adjoining bank, and so well bedded atid litted as to require no
sjjalls or wedges to keep them permanently in ]ilace."

" Arch Culverts must be laid in the best h^'draulic inorter, and
will be built upon such foundations and plans, and of such dimen-
sions, as may be directed by the engineer. The face stone of the
abutments, or side walls, must be liammor-drosscd to good bods
and joints, and pitched in or scabbted to a line upon the beds and
builds, corresponding with the fiivsh line of tho work. All angles
that are exposed to view must be cut clean and sharp with tho
chisel, to an arras of at least one inch in width and laid to a
perfect line. The work will be laid in courses, each of uniform
thickness, with square, woll-shaiDed stones of suiliablo size, bi ought
to close joints and free from spalls, both verticallj^ and horizontally."

" The face stones will consist of headers and stretchers laid alter-

I r

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I; U^

APPENDIX No. 1.

nately sons to break joints. All headers shall extend through at
least two-thirds the thickness of the wall, and shall have not loss^
than tAvo feet length of face. The width of any stretcher, measured
on its bearing surface, shall always be greater than its thickness,
and its length shall be at least three times its thickness; and there
shall be not less than one header in every six feet of face."

" The backing stone must be of large size, with parallel beds,
and laid so as to break joints with each other, and with the stones
in the face of the wall, in such manner as to form a good bond
throughout the entire wall."

" The stones composing the arch must bt, placed perpendicular
to the cui've, a.id extend entirely through the thickness of the
arch, and be dressed throughout to close beds and joints. These
must be laid in regular courses of uniform thickness, and the
inner faces dressed smoothly to a line with the hammer."

" The outer or ring stone must be of thepi'oper size and dimen-
sions to correspond with the thickness of the arch, and must be
neatly cut or dressed, and set to the line of the work."

'* Bridge Abutments and Piers must be built of sound, good
shaped stones, of the proper size iind thickness for the dimensions
of the work to be constructed. The face stone must be dressed
to good beds and joints, so as to give a firm and even bearing over
the whole surface of the stone, and pitched into a line upon their
beds and builds corresponding with the finish line of the work.
The manner of dressing and laying the stone, the proportion of
headers and stretchers, ant' general style of finish, will be tlio
same as above specified for " abutments or side walls of arch
culverts." The upper course of stone on bridge abutments and
piers must be of such thickness and dimensions, and laid in such
manner as to thoroughly bond the wall, and also to give a firm
and even bearing for the wall plates or bolsters of the bridge to
be placed upon them."

" The face of the work for abutments or side walls of arch
culverts, also of bridge abutments and piers, will generally bo
what is called '' rock dressed ; " and the whole Avork must be laid
in full mortar, composed of the best hydraulic cement and good
clean, sharp sand, the general proportions of which wi.l be, one
part of cement to two parts of sand, to be thoroughly mixed, and
used within the proper time for rendering adhesion and solidifica-
tion most perfect."

" All masonry laid in mortar must be well and nicely pointed
up before it will be considered finished."

APPENDIX No. 1.

Montreal Northern Colonization Railway (4 ft. 8J in. Gauge.)

Extract from Specification.

Grading.

" 11. The icjV/^A of Embankment at swA-^mr/e or formation level
is intended to be fifteen feet ; the width of cuttings, as a general
thing, loill not be less than twenty feet, but they may vary accord-
ing to the section of country and other circumstances, as the
Engineer may direct," &c.

Ballasting.

" The material to be used for raising the road-bed to the. final or
full grade or " ballasting the road," shall consist of course sand or
free gravel, to be approved by the Engineer before being used
upon the road. When material suitable for the |»urposo occurs in
the excavation for the road-bed, or in close proximity totlio road,
the ballasting is to be done previously to the track being laid, for
a distance each way of half a mile from the ])()int of construction.
"When fitting material is not to be had as above, the track is to be
laid at " sub-grade," and well packed up with clay &c., to prevent
injury in the rails, and subse(iuently be raised to fidl grade level,
the material for which will be hauled over the railway."

Note. — Attention is called to the italicised words and sentences,
to show their ambiguity, as comijared with the " N. S. E. Speci-
fications."

S. S.

North Shore llArLWAY (4 feet 8J in. Gauge.)

Extracts from the Specifications.

I. General Provisions.

•' The work will, in all cases be under the direct charge and con-
trol of the Engineer ; and his oi'ders must be complied with in every
resp'.^ct, and under all circumstances. lie will have powei*. and it
will be his duty to reject, or condemn, at any stage or condition
of the work, all workmanship or material, which, in his opinion
may be imperfect or unsuitable ; and the same must be immedia-
tely corrected or replaced, to his entire satisfaction. He will also
have power to discharge from the work, any foreman, mechanic,
or laborer who may prove to be either incompetent, or disres-
pectful and riotous in his conduct ; and the person so discharged
shall not be employed thereafter upon any portion of the \'-j/k.

u
i!

APPENDIX No. 1.

" It is intended that the materiulB and workmanship, both in
the roadway, trafl<, KtriictiiroM, buildings, and equipments, nhall
ail be//>s? f/riAS, HO fur as regards Htrength, durability, and ])ra-
ticul adaptation. Nothing superfluous will bo required ; but every
tiling must be executed neatly, thoroughly and in good taste, so
as not to otl'end the eye, nor convoy an idea of carelessness or
want of skill in execution

" Working plans, and specification more in detail, for the more
ii>iportant iMechanical Structures, De|)ot Buildings, Macliino
Sii >ps, Engine Houses, &c., will bo furnished by the Engineer, as
iliey may be required from time to time, during the progress of
the work.

IV. Graduation.

" 1. The I'oad-bed will bo graded for a single track, except
where depots, stations or sidings occur.

" 2. The road-bed for single track will be not loss than twelve
feet in width at grade — but will bo increased on embankments,
according to bight, or character of material, at the discretion of
the Engineer.

" 3. The grading will be made of such extra width, at stations
and sidings, as the Engineer may direct.

" 4. All excavations must be made sufficiently wide to allow of
ample side drainage.

" 5. The side slopes of excavations and embankments, which
arc composed of loose material, Avill generally bo one and a half
base, to one vertical— but they will vary from this, according to
hight, or character of material, at the discretion of the Engineei-.

" 6. The materials composing embankments must bo eniircly
imperishable.

" 7. Wlienever the matoi-ial found in road-bed, or side excava-
tions is unsuitable for sustaining the permanent track, such other
material shall be sub tituied as the Engineer may direct.

" 8. Material found in excavations will generally bo placed ];
embankments; but such material will be wasted, and '>tli ma-
lerial borrowed for embankments, whenever di' y the

Engineer.

" 9. Spoil banks, and borrowing pits will be so m as not to
disfigure nor interfere with the permanent road-way a I s' j^es ;
and they must be dressed up in such form and dimensions -.s the
Engineer may direct."

VI. Masonry.

" 1. Tho different varieties ofstone work required for abutments
and piers of bridges, arch and box culverts, open drains, cattle
guards, slope and retaining walls, &c., must be executed in a

APPENDIX No. 1.

hkilful and workmanliko manner, after tlio general plan of altcr-
iiato hcadern and utrotcliers ; and miiHt bo compoHod of durable
well »bapcd »toiies, laid upon their brojulest or (|iuirry beds, and
adapted to the formation of the ditferent works or strufture.s.

'' 2. Bridge abutments and piers, arch culverts, and tho side
walls of open drains, road crossings, or cattle i)asses exceeding
five feet in hight, will be laid in hydraulic morlau" ; and will cor-
respond in character to what is ge»ierally termed first class rubble
masonry. The face stone must bo hammer dressed to good bods
and joints, and pitched ii:, or scabbled, to a line, upon the beds
and builds, corresjionding with the linish lino of tho work. All
angles that are exj)osed to view, must bo cut clean and sharp with
tho chisel, to an arras of at least one inch in width, and laid to a
perfect line. Tho work will be laid in courses, each of uniform
thickness, when tho quarry atlbrds strata suitable for that ])Mr-
j)Oso ; but when this is not the case, it will bo sutHcient to build
and level up sections of from two to four feet in hight, as the
Engineer may direct, with s((uaro well shaped stones of suitable
size, brought to dose joints, and free from spalls, both vertically
and horizontally.

" 3. Tho coping must be of proper and uniibr.n thickness,
noally hammer dressed upon the face, bods, and vv'rtical joints;
tho front angles must bo cut square with tho chisel, and the stone
must be of sufficient width to give a good finishing bond to tho
M'ork after projecting a few inches over tho face of tho wall. In
cases where tht« coping forms the finishing course, or bridge i^oat
for truss bridges, their upper surfaces will be dressed to a smooth
and uniform j)lane ; and ll»ey will bo securely fastened to each
other, and to tho main wall, by means of strong iron clam|)s and
dowels, whenever directed b}' tho Engineer.

" 4. The stones composing tho arch, in culverts, must be placed
perpendicular to tho curve ; and extend entirely through tho
thickness of tho arch, and be dressed throughout to close beds and
joints. These must bo laid in regular courses of uniform thick-
ness, and the inner faces dressed .-smoothly to a lino with tho
hammer. The outer, or ring stone, must have an extra finish ;
and the key stone must be neatly cut with the chisel, and so
placed as to project slightly from the face of tho work.

" 5. The mortar used in masonry must bo composed of tho best
quaiity of hydraulic cement, mixed in proper proportions, with
clean sharp sand ; and applied to the work within the proper
time for rendering tho adhesion and solidification most perfect.
Who grout or concrete are used, they will be manufactured and
applied under such special directions as tho Engineer may deem
applicable to the case."

" 6. Box culverts, and open drains, sluices or cattle-guards, not
exceeding five feet in hight, will bo of rubble masonry, and will
goni -ally be laid dry. The side walls must be laid up strong and

•1' ■

1 :>'v>

APPENDIX No. 1.

well bonded throughout, the upper course bonding the entire
wall. The covering stone of box culverts m;(8t be entirely souncJ,
and wide enough to extend at least two thirds across either wall ;
and generally ot a thickness equal to one half of the width or
Hpaco to be covered. The end walls of box culverts must be laid
with extra care and finish, the stone being of good beds and
builds, with Joinls and angles clean and square, so as to be free
from spalLs. The coping must be of proper and uniform thickness,
neatly hammer dressed on the fiaco ; and so laid as to have a
.slight p'-ojection over the front wall, and to extend back so as to
give a good finishing bond to the work. The ends of the side
walls of open drains, &c., will be composed of square well shaped
stones, laid in regular steps or offseis to correspond with the slope
of the adjoining bank ; and so well bedded and fitted as to require
no spalls or wedges to keep them permanently in place.

" 7. Slope and retaining walls will bo l:iid at such angle, and of
such thickness, as the Engineer may direct. The stone must be
sufficiently massive and .veil bonded, to withstand the lateral
thrust of the banks, and also any ahock, or pressure to which
they may be exposed upon the outer surface. The upper course
must be as nearly uniform in thickness as praticable, and suffi-
ciently wide to bond the entire wall.

Superstructure.

" Neither the slopes, nor the road-bed must be disfigured or
weakened, by taking material therefrom for filling in or adjusting
the traciv.

" Whenever, in the opinion of the Engineer, the material com-
posing, or contiguous to the road-bed, is unsuitable for ballasting
the track, other suitable material shall be substituted therefor,
and hauled in upon the track with gravel trains, until the same is
thoroughlj^ ballasted to the satisfaction of the Engineer.

Note.— For " Explanatory or detailed Specifications," see
cular No. 2," contained in " Appendix No. 7."

Cir-

per course
and siifii-

APPENDIX W' 2.

REPORT OF THE CHIEF ENGINEER UPON

THE CONDITION AND PROGRESS

OF THE WORK.

•I

Mr.

estimi
showi
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with 1
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to wh
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I w
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expire

APPENDIX N^ 2.

NORTH SHORE RAILWAY.

I n

REPORT OF THE CHIEF ENGINEER UPON THE

CONDITION AND PROGRESS OF THE WORK

UP TO DECEMBER 1st, 1874.

Mr. President

Office op the Engineer in Chief,

Quebec, Dec , 3l8t 1874.

It was my intention and desire, to accompany my last progress
estimate of work done, «&c., up to the Ist inst., with a statement
showing the relative amount of work performed and the expen-
ditures incurred by the Contractor, up to that date, as compared
with the total amount of work to be done, and expenditures to
be incurred, before the final completion of the contract, in order
that the Board of Directors might form an intelligent opinion as
to when the whole, or any portion of the road will probably be
completed under the present contract.

I was prevented, however, from porfoi'ming that duty by the
very short time allowed me for the |)reparation of that estimate;
and I therefore embrace the first opportunity to submit the follow-
ing brief report upon that subject tor the consideration of the
Board of Directors, and for such action as may bo deemed proper
and expedient in the matter.

I will premise what I have to say upon this subject by stating
the following facts :

Ist. The charter of the company expires on the first day of
May, 1877.

2nd. The present contract for the completion of the Main Line
expires on the fist day of December, 1876.

M IS

r: e

APPENDIX No. 2.

3rd. The contract for the completion of the Piles Branch
expires on the first clay of May, 1877.

4th. The schedule or relative contract value for completinif
the Main Line is $0,100,000, and the Piles Branch $900,000,
making a total of $7,000, 000.

5th. The progress estimate up to 1st December, 1874, amounted
in relative contract values, upon the main Line to 681,804.06.
And upon the Piles Branch to $19,095.68, making a total of
$700,959.74, or in round numbers, ten per cent of the total
expenditure required to complete the entire road according to
the terms of the contract, has been incurred during the past three
working seasons.

0th. There had been expended by the Chicago Conlraiting
Company upon the Main Line up to Jan. 1, 1874, in relative
contract values, $237,359.77, leaving lo be expended after ;hat
date, $5,802,640.23.

Tlh. The ])rc8ent Contractor, who has now had the control of
the contract during one entire working season has upon the Main
Line expended in relative contract values since Jan. 1, 1874,
$441,504.29, or in round numbers, less than eight per cetit of the
total expenditure required to coni]dete the Main Line has been
incurred during the jiast working season.

From the above statement of facts it would appears that tlie
rate of jji'ogress made upon the entire road during tlie past three
working seasons, will secure its comple;ion within about thirty
years from the date of the Original Contract.

It would also jipjjear, that the rate of progress made upon the
Main Line, during the past working season, will secure its com-
T>letion within about twelve years fron^the date of the supple-
mental contract.

An impression has been made to prevail to some extent, in the
minds of the Directors and the Public, that the road will be open-
ed for business between Quebec and Three llivers, before the close
of the year 1875.

According to the schedule above referred to, a total expendi-
ture, in cash values, of $1,301,678,76 will be required to complete
the fencing, clearing and grubbing, grading, foundations, ma-
sonry, bridging, and track superstructure, between the Cities of
Quebec and Three Eivers, exclusive of Eolling stock, station buil-
dings, machine shops, Palace Harbour, and all other items of expen-
diture.

There had been expended in cash values onaccount of the above
items, up to the Ist December inst., $199,393,30, or about fifteen
per cetit of the total amount, leaving, $1,102,285,46 yet to be
expended, which, at the rate of progress made during the
past working season, will require about five and one half years to
complete the track from the City of Quebec to Three Kivors,

^'•:

APPENDIX No. 2.

oxclusive of the other expenditures above referred ta, a large
amount of which will be required however, before this portion of
the Road can be opened for business.

The supjjlemental contract provides that the work shall be re-
conr:nenced and proceeded with uninterruptedly *' to the satis-
faction of the Chief Engineer of the Railway Company; " ana it
therefore becomes my duty to inform the Company that, up to the
present time, the work has not proceeded at all to my satisfac-
tion, and also that, so far as I can judge from the jirogross already
made, and the preparations made, or likely to be iiuiJe for the fu-
ture prosecution of the work, I do not consider it at all likely that
the road will be completed by the present Contractoi-, within the
lime spocilied in the contract.

Having become thoroughly impressed with this idea, so:ne time
before the close of the past working season, I addressed a letter
1o the Contractor upon the subject, on the 5th October last, of
which the following is a copy:

OFFIOE OP THE ENGINEER IN CHIEF.

Quebec, October 5th, 1874.

Dear Sir,

Your contract for the construction and equipment of this Rail-
way specitios, that :

" The work will in all cases be under the direct charge and
corftrol of the Engineer; and his orders must be complied with in
every respect and under all circumstances, " (the Engineer
referred to being, as therein specitied, " the Engineer in Chief of
the North Shore Railway," &c., &c.)

Your supplemental contract also provides, that you " shall be
bound, immediatelj' after the signing of these presents, to recom-
mence the construction of the said work, and to proceed with the
same without interruption, to the satisfaction of the Chief Engi-
neer of the said Company. If the said work should not be so
recommenced, and pi'oceeded with uninterruptedly within six
months from the date of these presents, the Board of Directors of
the said Company shall have the right, by giving notice to the
said Hon. Thomas McGreevy, to cancel and annul the present
contract. "

In as much as the present working season is rapidly drawing
to a close, I regard it as being within the strict line of my duty,
in view of the responsibilities placed upon the Engineer in Chief,
by rirtue of the foregoing, as well as other provisions in your
contract, to call your attention, at the present time, to some mat-
ters connected with the progress made during the present working
season ; and also to the present condition and future j)rospects of
the work ; in oi"dor that I may be prepared, at the proper time,^

f I

15 1

i:k i

^niHii

APPENDIX No. 2.

to report upon the Fame to the President and Board of Directors
of the Railway Company.

At the oomineiic'cnicnt of tlie season, you informed me that you
intended to procure the rijrht of way, and to make such progress
with the grading-, masonry foundations, &c., between Quebec City
and Three Ilivcrs, during the ])resent year, as would oi able yuii
to lay the track upon this portion of the road beibre the close of
the next working season ; and that you would probably not flo
anything this year west of Three Eivers, except })crhaps to coni-
menco the foundations of the Ottawa biidge near Bont-de-l'Isio.

This programme seemed to me quite reasonable, inasmuch as
you have until 1st December, 187tJ, in which to complete the
entire Main Line of the road.

But I regret to say, that the progress made up to the prcseni
time is not at all satisfactory to me ; and that il does not a])peai',
in any degree, to justify the conclusion that the track will be hiicl
between the Cities of Quebec and Three Eivors during the coining
year.

In fact, unless a much greater degree of energy and order is
immediately infused into the work, than has been shown thus far
during the present season. I very much doubt whether this portion
of the road will be completed before the Fall of 187G ; and the
remainder before the close of the following year.

In order to insure the com})letion of the road to Three Rivers,
Avithin the limits of reasonable economy, during the coming year,
the light grading should have been all completed, and the heavy
work well advanced, during the dry favorable weather which gen-
erally fern)inates, in this climate, with the close of September;
instead of which, a large proportion of this work, consisting, in
many instances, of com])aratively light grading in swampy wet
ground, has been allowed to remain untouched up to the present
time.

The dry masonry in box culverts, and open drains, should all
have been ])ut in before the 1st October; instead of which, only
one small box culvert has, so far as my knowledge extends, been
80 far eom])lefed as to allow of its being covered with earth; and,
as a general thing, no stone has been prepared or delivered for
these sti'ictures.

The foundations and masonry roquii-ed for the Port Neuf, and
other truss bridges, between Quebec and Saint-Annes, should
have all been put in, and extended at least above high water-mark,
during tlie present season ; instead of which, no material progress
has been made with any one of these structures, except porhaj>s
at the Jacques Cartier Eiver, where one pier is considerably well
advanced.

The pile foundations for the bridges at the Saint-Annes, Batis-
can and Saint-Maurice Elvers, should have all been put in, and

APPENDIX No. 2.
the masonry extended up above hiph vvatPi* mark dining the

he pro-
crib in

isent season ; insteail of which, only the linking of the first
deep water ; and the excavation of the foundations for a singUi
abutment have just been commenced at the Saint-Annes; and I
am informed that no stone has as yet been quarried or delivered
for the masonry.

With reference to this particular class of work, it is proper that
I should inform you, that no crib and pile sub structure or founda-
tion, will be allowed to go in this Fall, unless there is a certainty
that the masonry upon it will be carried up either above high
water mark, or sufliciently high to hold the foundation firmly in
its proper form and position, during the floods and ice jams to
which it may be exposed during the coming spring freshets ; Jind,
also, that no cement masonrj'^ should be laid, in this climate, after
the 1st of November, unless the weather should be more than
ordinarily favorable.

The timber required for the superstructure of the bridges should
all be provided during the present Fall and coming Winter, so as
to be delivered upon the ground early next season ; instead of
which, I am not aware tliat any provision whatever has been
made for the construction of these bridges, up to the present time.

The cross ties, or sleepers for the track, should also be provided
and delivered along the line in large quantities, as early as possi-
ble next season, particularly at the east end of the road, where
the track laying will commence.

Assuming that your average rate of laying and ballasting will
be a half mile per day, and that you can rely upon twenty working
days per month, you will require at least eight months to lay the
track over the eighty miles between <^uebec aisd Three liivers,
from which you will see that, at this rate, you would require the
entire coming season in which to lay the track ; and therefore,
that your iron rails should be delivered upon the line a^ the open-
ing of navigation ; and also, that the grading and all mechanical
structures should be entirely completed in advance of the track,
in ordei" that the track-laying may be commenced at the earliest
possible moment, and proceeded with uninterruptedly ; and that
the ballasting may be completed before the road is opened for
buainess.

The necessary engines an<l cars s-hould also be upon the ground
early in the spring, in order fo facilitate the laying of the track j
and work shops should -be in readiness to keep this rolling stock
in repair.

I regret to say that none of the necessary preparations above
referred to, seem to have either been thought of, or provided for
up to the present time.

On the contrary 1 feel compelled to state, that the administra-
tion of your contract thus far, seems to have been directed almost

APPENDIX No. 2.

entirely to an oftbrt to destroy the effieioney of the Engineorinf
Department, by insisting upon the right to appoint and control
the different members of the staff, in direct violation of the intent
stnd spirit of the contract. And also in a persistent effort to force
upon the Railway Company, a class of work and materials, which
we very much inferior to those specified and provided for in the
contract.

With a view to this latter result, sub-contracts have been en-
tered into for work and materials, the conditions of which are
directly in conflict with the specifications attached to your con-
tract with the Eaiiwaj' Company ; and in many cases, 1 have
reason to believe, these sub-contracts provide, that the work shall
be executed under the direction of, and estimated by your own
Engineers, instead of those referred to in your contract with the
Railway Company.

A large amount of work has also been placed in the hands of
inexperienced and irresponsible contractors, at prices considerably
belmv the actual cost of the work; the result of which has been,
that after placing in the work all of their own available means,
and all the means and supplies, that they could raise on credit
throughout the country, they have been compelled to abandon
their work, and to leave behind them a large amount of liabilities.

The above policy has been persisted in to such an extent, that
to-day, a feeling of doubt and distrust, not only towards yourself,
but towards the Railway Conipany, and every person connected
with the Road, pervades almost the entire community along the
line, from the City of Quebec to Three Rivers.

The natural result therefore is, that the working forces have
become demoralized ; and the work itself is very far behind that
Htage of advancement which should have been reached during the
present season, in order to secure either its completion to Three
Rivers, during the coming year ; or the completion of the entire
road within the time specified in your contract.

In view of the whole subject, it really appears to me, that, if as
much zeal had been manifested in the administration of your
contract, towards carrying out its true intent and meaning, both
with reference to the proper control of the Engineer Department;
and to the character of the work therein contemplated and pro-
vided for, as appears to have been exercised in precisely the
opposite direction, a very much larger amount of work would
have already been accomplished, in a more acceptable manner ;
and at a considerably reduced cost to yourself.

1 have thus given you, very frankly, although somewhat
disconnectedly, my views as to the past management, present
condition and future prospects of your work (which views arc
based upon a somewhat extensive and varied experience in matters
of this kind) in the hope that they may prove to be of some

APPENDIX No. 2,

fcrvico to you at tho present time ; and also in the earnest desire
that you may bo induced to avail yourself of the few remaininji^
weeks of tho present working season, to correct some of tho
apparent errors herein referred to; and at the same time, to placo
the work in a position that it will command tlie confidence, both
of the Railway Company and the public, as to its character, ]n'o-
gress and final completion.

Indulging the further hope that the suggestions herein contained
may bo received by you in the same spirit of kindness with which
they are written.

I have the honor to remain,
Dear Sir,

Yours very truly,

(Signed,) S. SEYMOUR,

Chief Plngineor.
Hon. Tugs. McGreevy,

Contractor of the

North Shore Railway,

Quebec.

The Contractor informed me, several days after tho above letter
was written, that he had received it, but had not yet found time
to read it.

I have no reason to su|»poso that he has read it yet, or that Ijo
ever will read it ; because his entire policy seems to be based upon
the theory that any suggestions of this kind are entirely foreign
from tho duties of tho Chief Engineer; and it therefore seems
luirdly necessary to state that no improvement in the management
of tho work was apparent, before tho final close of tho working
season.

Having now relieved myself from any further responsibility in
the matter, by placing tho foregoing facts, together with tho
conclusions which I have based upon them, in your hands, for
the consideration of the Board of Directors.

• I have the honor to remain,

Mr. President,

Your Obt. Servt.,

(Signed) S. SEYMOUR,

Eng. in Chief.

Col. Rhodes,

President., N. S. R. Co.,

Quebec.

Rr <r i

m jmi , • n. ^p wi i i i .wi i ..im w ' f f fwr

APPENDIX No. 2.

The Chief Engineer to the Secretarj/.

Quebec, January 12th, 1875.

Dear Sir,

You will ploaso find herowitli, pi-oi^ress ostimato No. G, for tlio
J^Iain Lino, extcndiufr uj) to the Ist instant.

Before tliis cstiniaio, oi' any ]>orti()n of it is a|)))rovcd by tbo
liojird of Directors, I consider it my duty to call their attention
to some jnatters of considerable imj)ortance connected witii this
and former pro;L?rcss estimates.

The ))rovi>ions of tlie contract, with reference to these estimates
are that thej' shall be based by tlio Engineer, and i)aid by the
Company upon the relative schedule contract values of thcMlitleront
items embraced therein, as made and certified by the Chief
Eiiirineer of the J«'ail\vay Company.

On June lltli, 1874, the Contractor applied to tiie Comiianj'for
a chui)<^e in the basis of ])ayments, as follows : " i have therefore
to reipiest that you will ajtply to the Government and the Corpo-
ration t') pay over tlieir bonds to the extent of tivv; hundred
thousand dollars Ciich, in the ratio of one third cacli on the cash
value of each ])roii;ress estimate of work done, the remaining third
to be paid in the Bonds of the Company."

The J?ailway Comj)any made the application as requested ; and
it is understood that the Provincial Government, and the City
Council of Quebec, have agreed substantially to the terms proposed
by the Company in behalf of the Contractor.

I do not understand however, that the terms of the contract have
ever been dianged, or that the Kailway Company has ever taken
any further action in the matter, except to notify the I'rovincial
Government and the City Council, that the modified terms, as
agreed to by thom res])ectively, are acceptable to the Com])any ;
although 1 believe the progress estimates, for the Main Line,
liavo all been approved by the Board of Directors upon a cash, as
well as a relative contract basis, and that payments have been
made to the Contractor accordingly.

Inasmuch as this change in the basis of payments involves a
very important change in the terms of the contract; and one
which is exceedingly beneficial to the Contractor, T would respect-
fully suggest that before any further payments are made upon
this basis, the modification should bo put in regular form by the
respective jiarties to the contract ; and that the Chief Engineer
should be duly notified thereof, so that his estimates may be re-
turned accordingly.

Up to the present time, my progress estimates have shown both
a cash, and a relative contract value; the cash value being merely
one tliat was assumed, in the preparation of my schedule, for the

APPENDIX No. 2. 9

purpoHO of arriving at relative contract values that would aggre-
gate (seven million dollars for the entire contract. These cash
values cannot therefore be fully relied upon as representing the
actual cash expenditure upon the items that are computed by
quantities in the estimates. My own opinion is that the rates as-
assumed in my last schedule, for items of this class, attbrd thi'
Contractor an average profit of from fifteen to twenty per cent.

At even ten per cent, the aggregate of these items, in the pre-
sent estimate would amoi nt to S22,02(j,89, in cash value and
^33,040,33 in relative contract values, over and above the cahh
expenditure of the Contractor on their account.

The reason for my adopting these rates in the schedule, was to
cover any increase, or change, which might occur in the (quan-
tities, or relative cost of the items, during the progress of the
work ; and it was therefore not intended noranticii>atod ih^it these
rates would bo adopted, as they seem to have been by thedovern-
ment and City Authorities, and also by the Railway Company, as
re])resenting the actual expenditure by the Contractor. And 1 do
jjot feel willing that the system should be continued, wiiiiout
placing on record such an explanation on my part, as will relieve
me from all responsibilities in the matter.

The Contractor has informed me that he shall pay only a por-
tion of the Engineering expenses for the month of De( I'mber.
These expenses, amounting to 83,092.33, as approved by me, are
included in the present estimate, and it will therefore be for the
Board to decide whether the estimate shall be paid bet'ore the
Contractor has made provision for the payment of these expenses,
as required by the contract. I should have i'elt justiried in with-
liolding the estimate entirely, after receiving this notice from the
Contractor, but 1 thought it more advisible to leave the matter in
the hands of the Directoi-s.

Tiie Contractor still refuses to furnish me with any assurance
respecting his ownership and control of the iton\s embraced in the
estimate under the head of " materials delivered and ready for
delivery ;" and I must therefore again refer the Board to my
letter upon that subject dared December 12th, 1874, which accom-
panied my last estimate. And also to a detailed statement of the
items, which accompanies this estimate, from which it will be
seem that they aggregate $23,220.88 in cash values, and $33,831.32,
in relative contract ralues.

Notdesiring to appear in constant antagonism to the Contractor
in this or any other matter connected with the progress estimates,
I would respectfully ask the Board for some definite instructions
upon this subject, in regard to future estimates.

The Contractor has made a claim for an allowance, in the last
and present progress estimate, on account of interest upon Bonds
and Debentures received or earned by him, on account of previous
estimates.

1 I

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nj I

!■

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i

APPENDIX No. 2.

Feeling quite clear, in my own mind, that the time had not yet
arrived when Huch an item was admihisible in the estimates, I
applied to the Secretary for an opinion upon the subject fVom the
legal advisors of the Coinjiany ; and as this opinion coincided
entirely with my own, the item was not entered in the previous
estimate.

I have since leceived the following copy of a resolution passed
by the Board on 12th December, 1874:

Resolved, "That in the opinion of (his Board, the Contractor is
entitled, in equity, to interest on Bond or certificates for Bonds,
to bo paid every six months ; and that the Engineer in Chief bo
instructed to include interest on his estimates for the future. "

Having been officially informed by the Secretary, that no pay-
ments had been made to the Contractor, either in •' Bonds or
certificates for Bonds " prior to Oct. Ist, 1874, and therefore that
no demand for interest could have occured upon such payments,
this item does not appear in the present estimate.

The contract clearly provides that the Contractor shall pay the
intoreston the "first preference Bonds of the Companyonly; " and
also " the interest as it may become due upof) the stock certificates"
of the City of Quebec, which may bo received by the Contractor
for work done under the contract. And it is equally clear that it
is the duty of the Chief Engineer to include, in his progress
estimates, any and all payments which may be made by the Con-
tractor on that account, undor the general head in the schedule,
of " Interest on Bonds and Debentures. " But I do not conceive
that there is any provision in the existing contract by which the
Engineer would be justified in estimating, either the interest om
the expenditures of the Contractor ; or the interest upon the
securities above named, before an instalment of this interest
either becomes due, or has been paid by the Contractor.

Inasmuch as copies of my monthly or progress estimates are
furnished to the Provincial Government and the City Council of
Quebec, as a basis for their Engineers to arrive at and certify to
the amounts payable by them respectively, on account of legiti-
mate expenditures upon the road, I would respectfully request that
copies of such communications as I may make to the Company,
in exjjlanation of any items contained therein, may also bo
furnished with these estimates.

I have the honor to remain,

Mr. Secretary,

Yours very truly,

(Signed), S. SEYMOUR,

Eng. in Chief.
A, H. Vkrebtt, Esq.,

Secretary N. S. R,

Qu«bec.

APPENDIX W 3.

CORRESPONDENCE RESPECTING WORK
AT RIVER ST. ANNES.

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APPENDIX No 3.

CORRESPONDENCE RESPECTING 11 iV, FOUNDATIONS
AT RIVER ST. ANKF.

Chief Engineer to Contractor.

{Extract from Letter of oth October.)

"The pile foundations for the bi'id^es sit the Saint- Annes, Batis-
can and Saint-Maurice Eivors, t-hould have all been put in, and
the maisonry extended up above hi<^h water mark during the i)re-
isent season ; insteod of which, only the sinkini;; of the tirs^crib in
deep water; and the excavation of the foundations for a single
abutment have jnst been coninievced at the Sainte-Annes ; ami I
am informed that no stone has as yet been (quarried or delivered
f )r tlie mason r}'.

With reference to this particulai" class of work, it is jiroper that,
T shouKl inform you, that no crib iind pile sub structure or founda-
tion, will be allowed to go in this Fall, unless there is a dertainly
that the masonry upon it will bo carried uj) either above high
water mark, or sutticiently high to hold the foundation firmly in
its ])roper form ai\'i po- tion, during the floods and ice jams to
which it may be ex))OSv'd diii-ing the coming spring freshets ; and,
also, that no cei>iCiM .;.asom'y should be laid, in this climate, after
the 1st of Noveai oer, unless the weather should be more than
ordinarily favorable."

EN(}INEER i)EPAR'f.MKNT <JF THE NORTU SHORE RAILWAY.

Three Elvers, Oct., 8lh 1S74.
Hon. Thos. McGreevy,

Contractor N. S. E.

Quebec,
Dear Sir,

In reference to Ste. Anne and Batiscan Bridge foundations, the
Chief Engineer's instructions are, that no foundations are to be put
in this season, exce|»t such as can be secured hy the masonry
biiing built to ordinary high water level during this season.

Ir my opinion, the action of the ice (caused by the tides) and

•^

-4«.

APPENDIX No. 3.

the next spring freslict, will cause serious damage to any founda-
tions, which may not be properly secured as advised, and coii-
.se(|ucntly must retard tl)e progress of the work next season.

I am,
Your obedient servant,

(Signed,)

L. B. HAMLIN,

liesdt. Engineer.

8te. Anne do la Peiade, Oct. 25th, 1874.

G. W. BUTTERFIELD,

Dear Sru,

Tlic ])ile8 are driven in hoth ( rihs and all ready for Ww saw.
The tinilier all hewn for iilattbi-ins. The foreman tells me to-diiy.
that the saw will not be ready before two weeks, if this is bO, the
work that is done, I am afraid will be lost, if the piles are not cut.
this fall they will lie destroyed. The woi'k is going on slow. Will
commen<e (Iriving on JNo. 5 to-morrow. Abutment foundation
very slow. All well.

Yours in haste,

(Signed,)

A. L. s^^ITH,

Inspector.

Chief Engineer lo L. B. Hamlin.

Dear Sir,

Office of the Engineer in Chiei
Quebec, Oct. 26, 1874.

Your letters of the 23rd and 24th inst., respecting the driving
of i)iles at the Batiscan Iviver, have been received and answered
sulistantially by telegraph.

I have ])romised the Contractor that the piling and cribbing
could go on for the present, upon his assuring me that it should
be thoroughly protected against ice, floods, &o. But I shall expect
you to see that the piles are sawed otl", the cribs tilled with stone,
the platforms ])ut on, and loaded proj)erly with stone before the
Kivers freeze over.

You should have a separate In.spector for each River ; and I
have telegraphed Mr Chandler to send you one from Montreal
hy the name of McDonald. Until he arrives you must improvise
one for the occasion.

Y'ours truly,

(Signed,) S. SEYMOUR,
L. J3. Hamlin, Esq., Chief Engimcr.

Resdt. Engr. N. S. Ry., Three Rivers.

APPENDIX No. 8.

Contractor to the Chief Engineer.

Contractor's Office.

Quebec, 9tlj Xovomber, 1874.

GENL SEYMOUR,

Chief Engineer N. S. R. R.

Dear Sir,

T had directed, in order to secni'c as early completion of the
work as possible that the men eiiployed at the piling and protection
of St. Annes River should proceed with the work without delay.
The Engineers in charge have prohibited them from proceeding
with the piers in the river on the ground, as they allege, that
they might be carried awa}' during the coming winter. I desire to
inform you that in doing this work, or other works. I am fully
alive to the responsibility attached to it; and am prepared to
-'jsume all the risks attached to proceeding with the work at this
or any other season.

I am yours truly,

(Signed), ROBHRT K. M'jUREKVY,

Fo)' the Contractor.

i- i

Chief Engineer to L. B. Hamlin,

Office of the Engineer in Chief.

Quebec, Xov., 10th, 1874.

Dear Sir,

You will find enclosed a copy of letter just received from R. II.
McGreevy for the Contractor, in which ho stales that he is pre-
pared to assume ai' the risks attached to proceeding with (ho
work (at the St. Annes Rivei) at this or any other season, and
you will therefoi'e be governed accordingly.

Youre truly,

(Signed),

L. B. Hamlin, Esq.,

Reddt. Engr. N. S. Ry.,

Threo-Rivors.

S. SEYMOUR,

Clif. Kngv.

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P' i

ii^f . — I— ^"i— i ^" 'i r i r

4 APPENDIX No. 3.

J. B. Brophy to Mr. Hamlin.

St. Annes, 25th Xov., 1874.
L. B. Ilamlin,

Kesident Engineer,

Throe-Eivcr.s,

Dbar Sir,

Y'oiir.s of the 23rd iiist. just i-eceivcd. I expected to have scon
you before lciiviiii>- 3 J{ivcr.s and should have gone out to your
house tor that purpose, but being Sunday did not know if you
would care about talk'ing luisiiiess.

On ^Vc(lnesday last they had got their sawir\g apparatus in
position and cut otV one pile 2' 10" below surface of water, which
Avas about 10'' higher tliaii the low water elev. estal)lishcd, and
Sampson said they were prepared to cut ott' all the |)iles at thai,
elevation, if I would receive them as finished, which of course I
declined doing, and told him he might cut, them off there if he
chose, with the understanding they should be cut again at the
proper elevation. I told him the crib would Iiave to be lowered
either by taking off the top timbers, or driving it with pile
driver; which he refused to do without guarantee of extra ])a3-.
The}' could not possibly have cut the piles at the ])roper depth
wen if the crib was not too high, as their saw could only work
about 32" under water, as they had it arranged.

There were also several other defects in the machine w'licli
precluded tlieir cutting the piles in a proper manner.

As far as I can umlerstand the matter, they did not war. I Lo go
on with the work, and seized the first shadow of a preteMl i'or
abandoning it.

Tlie ])ile driving on the Island was progressing satisfactorily
and they abandoned that also '.cithout any reason that I am
aware of.

Mr. Normand accuses every one connected with the work of
trying to cheat him, and says he was obliged to stop work on
that account.

I dont know of any way to have a pile driven at Batiscan, as
there is no one liero to do it.

The ])ilo driver is still there, but would require five or six men
and an Engineer to run it.

[ enclose force account for la-*t week and should have sent it
before but thought the account sent last Friday would be
KufRcient.

I remain,

Yours very truly,

(Signed), J. B. BROl>HY,

Asst. Engr.

APPENDIX No. 3.
Chip.f Engineer to the Contractor.

Office of the F^noineer in Chief,

Quebec, November 2()th, 1874'
Dear Sir,

You will please find enclosed a copy of despatch just received
from Mr. A. L. Smith, Inspector at St. Annes, from which you
will 8ee that the work at that place is already receiving injury
irom the action of the ice.

r also beg to inform you, that although you have assume<l all
the risks connected with doin<^ this work in your own tijno and
way, instead ol following the advice and directions of niyseif and
the Resident Engineers, l shall not feel justified in continuing
this item in future estimates, unless 1 am fully satisfied that the
work ali-oady done is protected agiiinst injury, so as to be fully
available next season. 1 would aUo call your attention to what
Mr. Smith says about his pay, board bills, ».S:c,

Yours truly,

(Signed,)

Hon. Thos. McGreevy,
Contractor, &c.

SEYMOUIJ,
Chief Engineer.

Telegram above referred to.

St. Annes, Nov. 26, 1874.

(lENL. Seymour, N. S. Ey. — I find this morning 3 piles drawn
by the ice outside of work, think they will draw out of the work
.soon if the ice is not kept clear from them. I have been here two
months and not paid. Board bill not paid at all. JIave no money
to get home with, answer.

(Signed), A. L. SMITH

Inspector.

Conlractor to the Chief Engineer.

Contractors Office.

Quebec, 26th Nov., 1874.
GK^^. S. SEYMOUR,

Chief Engineer N. S. R. R. Co.

l^AR Sir,

Yom-)* of thi^- date enclosing copy of Udegram from A. L. Smith,
Insjx)ctor, has been received. At the moment I can only reply ihau

III

jLm

6 APPENDIX No. 8.

hhould any'duinagc arise to the piles from any cause, it is you and
your Engineers and Inspectors who are responsible. This arises
from the fact that all possible obstacles have been put in the way
of carrying out the work to proper advantage and security. To
go further into this subject would entail a lengthy correspon-
dence for which I have not nowsuflScient spare time. I think it
is a matter for investigation by disinterested parties, which with
your consent, I am prepared to submit it to. In reply to your
letter of the 20th instant, as well as to others which I will do in
the course of a day. or two T will refer again to this matter.
I enclose copy of Mr. Normands letter received Yesterdsiy.

I am, yours truly,
(Signed), ROB. II. McGREEVY,

For the Conti'actor.

Mr. Normand to Mr. McGreevy.

Three Rivers, 23rd Nov. 1874.
Tiios. McGreevy, Esq.,

Contractor North Shore Railroad.

Sir,

As I told you the other day during the interview I had with
you at Quebec. J have stopped the work at St. Ann. After having
had an understanding with Smith the Superintendent to cut the

1)iles two feet ten inches under water, the next day Engineer
?rophy objected to their being cut at that height and it is im-
])08sible for me to cut them lower down because there is but three
feet iibove the caiss{>n, and moreover this caisson was made after
their plans and to their satisfaction.

In view of all this annoyance, the last act seeming to me to
('vown all the others, and seeing the advanced period of the season,
I have stopped the work and have put everything into winter
■quarters.

I am yours, Ac,
(Signed,)

J. B. NORMAND.

APPENDIX No. 2. t

C%ief Engineer to R. H. McGreevy.

Office of the Engineer in Chief.

Quebec, Nov. 24th, 1874.
Dear Sir,

I beg to acknowledge the rect this morning of your favor of the
■26th inst., relating to the !stop])age of work at the St. Anne's
River, and to state that it contains the first intimation which I
have received from any source, that there was any difficulty or
misunderstanding between your workmen and my Engineers and
Inspectors, in regard to the manner of executing the worif. I have
therefore sent the following message to Mr. Jlumiin, at Three
llivers: " Why was work at St. Amies stopped, please answer
fully and immediately hy telegraph."

I shall also enclo e him by mail a copy of Mr. Normand's letter,
and an exti*act from yours, and i-ecjuest him to report upon the
subject immediatel3^ I will send you his replies as soon as received.
In the mean lime, you have my full consent to institute any
investigation you may think proper, respecting this or any other
portion of the work.

Yours very truly,

(Signed,) S. SEYMOUR.

L. B. Hamlin to the Chief Engineer.
Telegram from Three Rivers, November 27th, 1874.
GENL SEYMOUR,

Engineer in Chief, N. S. lij.,

Quebec.
Work stopped at St. Aiines, will report fully to mori'ow.

(Signed), L. B. HAMLIN,

ifr

Chief Engineer to L. B. Hamlin.

Office of the Engineer in Chief.

Quebec, Nov. 28th, 1874.
Dear Sir,

I enclose copy of letter just received from the Contractor, and
also one from Mr. Normand to the Contractor, respecting the
stoppage of the work at St. Annes River, and have to request that

'Hi:'.*

§1

APPENDIX No. 3.

you will, without delay, furnish me with all the facts in the Ciisc,
supported by the properly authenticated statements of Mr.
Bro[)hy, Asst. Enj^ineer. and Mr. Smith, Inspector of the work.

It seems to be exceedingly strange that there should have been
so much trouble and misunderstanding respecting this work, for
some weeks past, and that 1 should have heard of it just now from
the Contractor for the tii'st time. I have been endeavoring for the
past week or ten days, both by letter and telegraph to obtain
some information ujjon the subject, but in vain.

Yours truly,
(Signed,)

S. SEYMOUI?,

L. B. Hamlin, Esq.,

Eesdt. Engineer,

Three Eivcrs.

L. B. Hamlin {Resdt. Enjr.) to Chief Engineer.

Engineer Department of the North Shore Eailway.

Three Rivers, 28th Xov., 1874.
Gonl. Seymour,

Eng. in Chief. N". S. Railway'-,
Dear Sir,

In reference to the suspension of work at St. Annes. Mr.
Normand (who was apparently in charge) stopped every thing
on the 20 inst. Mr. Brophy immediately reported to me (but
owing to the usual fatality which appears connected vvith all
communications from or to St. Annes) it only reached me on
Wednesday last, and I reserved reporting until obtaining full
information on the subject. The machinery for cutting off the
piles with its appliances is deficient to comply with the speci-
fications.

The foreman in charge of the work, wanted to cut otf the piles
2" 10' below the wafer at its present elevation, which is 10" higher
than our established low water elevation.

Mr. Brophy refused to acccapt the work as finished and all
operations were stopped next day.

Yours truly,
(Signed) L. B. HAMLIN.

APPENDIX No. 8.
Chief Engineer to R. H. McGreevy.

Office of the Engineer in Chief.

Queboo, Nov. 28, 1874

Dear Sib,

I beg to hand j^ou copy of answer just received from Mr. Tlnnilin
to my telegram sent thiw morning in relation to the work at
St. Annes, from which you will hce that I am to have full report
on Monda}'.

Yours truly,

(Signed) S. SEYMOUR,

R. ]I. McGreevy, E.q.,

For the Contractor.

("Copy") " Machine for cutting ])iles inolliciont, and foreman
refused to comply with Engineers instructions. Full report will
reach you Monday morning.

(Signed), L. B. HAMLIN,

L. B. Hamlin to the Chief Engineer

ENGINEER DEPARTMENT.

North Shore Railway.
Three Rivers, 5th Dec, 1874.
GEN. SEYMOUR,

Eng. in Chief, N. S. Railway.
Dear Sir,

In reply to yours of the 28ih ult., (enclosing copies of letters
from Messrs. McGreevy and Normand), I must say that I know of
no nnjnst interference of myself or any of my Staff, with the pro-
gress of the work at St. Anne's. We have simply endeavored to carry
out the work in accordance with the specifications and your
instructions.

I herewith enclose a copy of letter received from Mr. Brophy,
which seems to explain the cause of the work being stopped,
more fully than anj'thing I can explain in the matter. In reference
to the crib protection being now higher, bj'^five inches, than when
it was placed. It could only be caused by the driving of the piles
which must have pressed out the ground and raised it. The men in
charge of the work were recommended to lower it, either by

APPENDIX No. 3.

taking the lop timbers oft', or UHing n pile driver to pres.s it down
to its proper i)osition. Tiie lutter plan I think woidd have
answered all purposes, and l)oen very inexpensive, however,
uccordin<; to Mr. Bro[)hy's statement, even wore tlie I'rih in its
proper plaee, the saw with its pre-ent appliances would not have
cut otV the piles at the proper elevation. In my opinion the saw
will work iidmirahly when properly adjusted lor the purpost'.
AViien the men in char<,'o found it was not, tliey wanted to do the
work their own way and foi-ce us to accej)t it, wliich heing refused
the work was immediately .suspended. T shall make f'liitlier
itHjuiries into the affair, and communicate to you anything that I
may learn.

Yours truly,

(Signed), L. B. IIAMLIN,

J. li. Brophi) (^Asst. Engr.), to 3Ir. Ilaiidln (Resdt. Ewjr.)

St. Anno's, Dec. 7th, 1874.

[Kxtract.]

L. B. IIamlen,

Resident Engineer,

Quebec.
Dear Sik,

" Your letter of the 5th inst., I received last night and '\u reply
beg to report as follows:

The work at St. Anno's commenced on the 2Gth Sept., and was
abandoned on the 20th Nov. The details of work executed to the
latter date, are as follows:

Excavation in foundations. Each abut, excavated to low water
elevation. Pier No. 5 excavated to low water elev. Pier No. (J to
low water elev. Pier No. 1, west branch excavated to 1 foot
above low water elev. Draw bridge Pier. G5 Piles driven. Pier
No. 1, 99 piles driven. Pier No. 5, 91 piles driven and Pier No. 6,
10 pi es driven.

The materials delivered and prepared, are returned in the
estimate, and I presume it is not necessary to repeat the items
here. The piles in draw bridge Pier, have not been straightened
up into line. Those in No. 1 Pier, have been brought into place,
with the exception of one pile, which the foreman said he could
not bring inio position, as he had not the proper appliances to do
it. This crib is partly filled with stone. The crib work in the
draw- bridge Pier ; and also in No. 1, Pier, is too high to allow the

1)ile8 to be cut off at the proper elevation, with the apparatus they
lave for that purpose. This no doubt is partly owing to the extra
lieight put on the cribs to allow for settling in the bed of the
River; bat as far as I could ascertain, they have not settled at all,

APPENDIX No. 3.

but on the contrury appear to liavo risen some, ])artic'ulai*ly the
draw- bridge pier crib, which is 16 inches too high on one corner,
and we only allowed 8 inches for settling.

The top of No. 1 crib is only 5 inches too ]ngl» on the South
end, the rest is about the right elevation. That is about all I have
to report concerning the St. Anne work, excepting what I have
already reported to you in my letter of tlie 25ih Novenibor, in
regard to the stoppiige of the work, and which 1 suj)j)ost) is
unnecessary to report hero. "

1 remain.

Yours very truly,

(Signed,) J. B. BROPIIY.

Itej/ort of Mr. A. L. Smith, Inspector, upon the quality and t/uantifj/
of work done at the St. Amies Rioer, from the 2Sth September to
30 th November, 1874,

(Quebec, December, 31st, 1874.
G. W. Biitterfield,

(ieneral Assistant,

Quebec.

Dear Sir,

I have been instructed by the Chief Kngineer through your.scil",
to give my views, as to the work done at the River St. Annes
foundations during the time that 1 remained in charge of that
work.

On the 2Gth September hist, I was appointed by CJeneral
Sejnnonr, Cliief Engineer, as Inspector of cribs and pile driving
at the St. Annes River, on the 2nd Residency, in cljargeof Mr. L. B.
Hamlin, Resident Pjugineer, with orders to leave Quebec and be on
the work as soon as practicable.

I reported at St. Annes on Monday morning 28th September,
and ins])ected the work whicli had been commenced on the Tui-n
Table crib. This work was in charge of Mr. Sampson, Super-
intendent, who had the plans ; and u])on examination, I found that,
the crib was built substantially, and in accordance with the
plans, &c.

The following materials were in this crib:

12 pieces 34 feet in length —

8 do 2(; *' do —

3 do 12 " do —

4 do 26 ' do —

408 Lineal feet.
208 " "
36 " "
104 " "

Total 756 Lineal feet.

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APPENDIX No. 3.

The platform is prepared to bo put on the crib when tho
piles are ready to receive it, in order to hold the ballast in
pro |>er place ; and aUo to prevent all waste outside of tho crib.
There are also 324 ft. B. M. of plank and 256 lbs. of spikes to bo
used in this crib.

When the crib was completed it was taken to the oast side, and

{ilaced in position on the bottom of the River, accoi*ding to tho
ines given by Mr. J. B. Brophy, Asst. Engineer, in charge, where
it now stands.

There have been 65 piles 20 ft. in length driven insido of the
crib. The said piles are not put in line nor ballasted.

Tho crib has only ballast enough to sink and hold it on tho
bottom of the Biver. I did not reject or condemn any of tho
above work while it was being constructed.

The men worked steady while employed; and they were not
delayed b}' tho Knginoer or myself, on tho contrary, every thing
was done on my part to forward it.

Crib No. 1.

This crib was wjII, and strongly built, according to the plan
furnished by Mr. Brophy, and was built so as to contend against
all freshets.

The following materials were used in this crib.

14 pieces 25 feet in length — 350 Lineal feet.

8 " 45 " " — 360 " "

2 " 19 " " — 38 " "

4 <» 14 « «' — 64 " *'

2 »' 14 " " 28 " "

2 '« 10 " " — 20 •* "

4 '< 12 " " — 48 " "

4 << 4 " " _ IQ " "

Total 924

Flooring 279 ft. B. M.

Spikes 376 Pounds.

Ballast for sinking 8 Yards.

The crib when finished was placed upon the lines given by tho
Engineer, on bottom of the River, to the entire satisfaction of tho
Engineer and myself; and all was done on our part to forward
the work.

The crib was not loaded as it should have boon, and it was
Hndorstood at that time between Mr. Sampson and myself, that
when the piles were driven, both cribs were to be completed, and
the piles straightened, before the pile driver was taken away. But
the pile driver instead of remaining to straighten tho jiiles, was
taken to the shore where it remained for weeks, and nothingwas
done to place the piles in their proper position.

APPENDIX No 3.

At this time new machines wore being built fur the work to be
commenced on the Island.

This is the time that the work of straightening the piles and
ballasting the Turn Table and No. 1 crib, should have been done,
according to the understanding between Mr. Sampson and myself
as above referred to. I can give no reason now for the delay o
this work, unless it was on the part of the Contractor, or that ho
did not intend to finish it. T gave Mr. Normand, and the Foreman,
my copy of the specifications to read, and thoy told me that they
understood them perfectly.

I went with Mr. Sampson, and showed him six pilei* in this
crib (No. 1) that were not in line, lie marked them with white
chalk, and told his foreman to straighten them. Five have been
put in line, but the sixth has not. These piles are partly ballasted,
but not a<!Cording to the specifications.

I accepted the piles as driven, but not as in line, ballasted or
ready for the saAV.

Foundation No. 5 (on the Island.)

The piles in this foundation are all driven in a good workman,
like manner, and are accepted as such the number and lengths
arc as follows :

10 feet in length 26 piles

15 '« «' 42 '«

20" '• 23 "

Total 91 «

Foundation No. 6 (on the Island.)

4 piles J 10 feet in length

6 " 15 " "

These piles are accepted as driven.

When the saw came, it was placed in front of the pile crib in
No. 1 with the intention of cutting off the tops of the piles, pro-
vided the saw would work.

Mr. Sampson asked me the privilege of trying the saw at high
elevation, in order to fit it to its proper bearing, so as to save
time and expense, which was granted ; but when the saw was
tried it was fouud that it would not cut the piles off square, ilo
then asked me to let him saw off the tops of the piles at the
elevation of the work; and when they were ready to cut the piles,
he wished to cut them at the right elevation, I refused both to
him for the following reasons :

1st. The saw would not cut the pile off square.
2nd. The crib was found to be too high, and
3rd. The spindle of the saw was too short.

Mr. Sampson said that they would cut the piles at high eleva*

APPENDIX No. 8.

tion in oinler to protect thorn from the ice, (this he told mo, was
B. H. McGreevy'B orders) I conHonted to this. But when they got
ready to cut them, they wished to cut them at right elevation,
this was also refused for the reasons given above.

Here the work stopped, the cause of which I could not find out.
Mr. Brophy nor myself knew nothing of it until the men were
packing up to leave ; the only thing we could find out, was that it
wns Mr. ISormands orders.

The work was greatly delayed, owing to break downs of the
machinery ; and men were kept on the work that amounted to
nothing. They put on box pumps to pump out the pits, which
was of no use ; (these pumps were only about 4 inches square)
one man would pump awhile, then another would spell.

Mr. Sampson said that Mr. McGreovy was to furnish Htcam
pumps but nad not ; and that he had to keep his men to work.

Another great invention to forward the work were tin pumps,
to pump the water from the abutment foundation. They punip
the water from one barrel into another, from the last barrel to
the conductor, and from the conductor to the river.

If they had put men to lining and ballasting the cribn, the
work could have been completed and accepted; and there is no
reason, that I know of why they did not do it. I asked why the
piles had not been put in line and ballasted, but could never
get a satisfactory answer, only " that they would bo all right
before they wore cut off." The total amountof prepared materials
is in the hands of Mr. L. B. Hamlin, at Three Rivers.

Yours very truly,

(Signed) A. L. SMITH.

APPENDIX N^ 4.

STATEMENT OF ENGINEERING
EXPENSES.

Stati

In
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The
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APPENDIX No 4.

NORTH SHORE RAILWAY.

Statement of Engineering Expenses upon the iVIain Line, up
♦o December 1st, 1874.

In 1871, tho entire line was surveyed by four field parties, for
ilie purpose of obtaining County subscriptions.

The total expenses of the Comj)any np to the date of tho
contract, April 5th 1872, wore $42,534.28 of which 819,30328
were on account of Engineering, being 45 per cent of total expen-
diture up tx) that date.

In 1872, tlie entire line was ro-swrveycd by four field parties,
for the purpose of obtaining the best Engineering route.

The total expenditures up to December 31st, 1872, were $95,324,
92, of which $6G,855.71 were for Engineering, being 70 per cent
of the total expenditure up to that date.

In 1873 a portion of the line, between Three Eivers and Mon-
treal, was re-located by one field-party, for the purpose of im-
proving the line near St. Partholemi Church ; and changing the
crossing of the Ottawa Branch at Bout de li'Isle.

The total expenditures np to December 31 st 1873, w^ere $158,239.
86, of which $91, 267.7 J weie for Engineering, being 58 per cent
of the total expenditure.

In 1874 the entire line has been re-located by three field parties,
for the purpose of re-setting the stakes, preparatory to construc-
tion, and procuring the right of way; and also to make some
improvements in the line, which have been found practicable and
expedient.

APPENDIX No. 4.

All organization ha» also boon kopt up for the purpOHO of sn-

Ksrvising construction, between the Cities of Quebec and Throo
ivors.

The total ex|)onditures up to December 1st, 1874, wore $454,576.
04, of which $129,699.35 were for Kngineering ; being 28^ per
cent of the total expenditure.

The amount expended from Januairy Ist 1874, to December 1st
1874, was $296,336.19 of which $38,4*11.64 was tor Engineering,
being 13 pok* cent of the expenditure.

Of the amount cxnended in 1874 for Engineering, $17,000.00
was for re locating tne line ; and $21,411.64 wan for purposes of
construction.

Tlie amount expended on account of construction proper, up to
J)eccnibor l.«.t, 1«74, was $236,406.94, of which $21,411.64 was
for Engineering, being 9 per cent of the expenditure.

Tiie total cash value of constructing the Main Lino, as per
Schedule, is $4,066,666.67, of which $255,513 is for Engineering,
being 6J^ per cent of the total expenditure.

Recapitulation.

Exjtonded up to April 5th 1872...

« «' Dec. 3l8t, 1873...

" " Doc. 3lst, 1873....

" •' Dec. Ist, 1874....

" from Jan. Ist to Dec. 1st, 1874.

" on construction to Dec. Ist,
1874

Total Schedule cost

$ 42,534.28

95,324.92

158,239.85

454,576.04

296,336.19

236,406.94
4,066,666.67

Engineering.

$19,303.28
66,855.71
91,257.71

129,699.35
38,411.64

21,411.64
255,513.00

per
cent.

70
58
28i
13

APPENDIX No. 4.

EXPLANATORY RK MARKS.

To persons who are not familiar with accounts of this kind,
the foregoing Statement will appear Homowhat novel, particu-
larly when considered with reference to the variable nature of
the ratios existing between the amounts of total expenditures,
and those of Engineering, during the ditferent stages of progre.>*s
or advancement of the line towards completion. I3ut when it is
considered that all the neces^iary surveys must be made for the
liniil location of the roatl, before the construction account can be
commenced aiid carried on to any considerable extent, the reason
for the increase in this ratio of expenditure up to that particular
]»oint of time, will l)ecome quite apparent. And it will also be-
come equally apparent, that, when the work of construction is
commenced in earnest, and prosecuted with vigor, this ratio will
diminish quite as ra])idly, until it reaches its minimum, at the
final completion of the road.

An examination of the foregoing tabular recapitulation of the
rosolt thus far upon this road, affords a striking illustx'ation of
this principle-
It will be seen that the percentage hud reached its maximum
(70) when the location of the lino had boon substantially com-
pleted at the close of 1872. That it had been reduced to 58 at
the close of 1873, when the present Contractor assumed the work.
That it had been reduced to 28^ by the expenditure on account of
construction during the past working season, up to Dec. Ist 1874,
That it was reduced to 13 upon the total expenditure made by the
present Contractor during the past year uj) to 1st December, which
included the Company's expenses, right of way, re-location of line,
supervision of work, contingencies, &c. That it was still further
reauccd to 9, upon the actual expenditure on account of construc-
tion up to Doc. 1st, 1874. And that, if the road is completed, accoi*d-
ing to the terms of the contract, it is quite sure to reach its mini-
muni of 6J per cent, at the close of the contract.

Another equally arbitrary, and self evident principle will also
be found to govern all expenditures of this nature, which is, that
they are increased in the ratio of any delaj^sthat may occur in the
progress and final completion of the work.

As an example of the effect of this principle upon this road up
to the present time, it is proper to mention, that the entire expen-
diture, amounting to $42,534,28, previims to April 5th, 1872, (the
date of the contract) was practically thrown away. Also that the
entire expenditure made in 1873, amounting to $62,914.93, was
of no practical use whatever in advancing the work, making a
total of $105,449.21, of which $43,705.28, was chargeable to Engi-
neering, which has practically been lost to the Company, and
consequently to the Contractor. And yet, it is quite apparent,

1'^

APPENDIX No. 4.

that tho circiimHtanceH, as they existed at the time, fully justified
thuHe uxi)onditure(4 ; and also, that if they had nut been made, the
road cuuld not hnvo reached even its present state of advunce-
inent ; and perhaps it would have remained in substantially tho
same state of non-entity that it occupied previous to 1871.

Another example of the eitect of this principle, will bo found in
tho experieuce or 1874.

When tho present Contractor assumed the work, in January
1874, he gave notice that ho should commence operations vigo-
rously in tho S|>riiig, upon a scale that would secure the comple-
tion of the road from tho City of Quebec to Three Rivers, hetbre
tho close of 1875.

To carry out this programme would involve tho exjiendituro
of about 9750,000 in actual construction, during each of the two
working seasons, 1874 and 1875 ; but as tho expenditure on that
account has been only about one thiM of that sum during the
post working season ; and as the Engineering organization in
charge of construction, was necessarily quite adequate to the
supervision of the required expenditure of $750,000, it will Ih)
seen that, if that amount had been expended by the Contractor
during the past working season, the percentage of Engineering
chargeable to construction, would have been 3 instead of 9 per
cent, up to the 1st December 1874 ; and proportionately less upon
the entire expenditure up to that date.

Tho preliminary expenses of the Company, as well as the
expenses of location, having now been closed substantially, the
conclusion seems to be quite clear, that tho Contractor has only
to push forwai*d the work to completion, within the shortest time
practicable, in order to reduce the ratio of Engineering expensuA
to their lowest possible limit.

Queb.

ic, December 31, 1874.

S. SEYMOUIJ,
Chief Engineer.

APPENDIX No 5.

CORRESPONDENCE WITH Mr. SHANLY.

If:

COI

My De

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once ni
person)
entire i
you ha

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and 3, "
deep wj

APPENDIX No 6.

CORRESPONDENCE WITH Mr. SHANLY.

The Chief Engineer to Mr. Shanly.

>-' )RTH SHORE RAILWAY.

Office of the Enqineef, in Chief,

Quebec, February 17th 1875.

My Dear Mb. Shanly,

I really hope you will pardon me for troubling you
again about matters relating to this road ; but you will place
me under additional obligations by responding to my call
once more in a matter of very great importance to myself
personally; and I think one upon which depends the
entire future of this Road, in the success of which I know
you have always taken a deep interest.

To be very brief, the matters in dispute here, which it
was first proposed to submit to you for advice, &;c., and
which were afterwards referred to Mr. Sandford Fleming,
consisted mainly in differences of opinion between the
Contractor and myself, with reference to the true meaning
of the contract.

1st. As to the right of the Chief Engineer to control the
Engineer Department.

2nd. As to his power to change the line, grades, plans,
schedules, &c., during construction, and :

8rd. His power to issue and enforce " Circular No. 2
and 3, " also " Detailed Specifications for foundations in
deep water."

jfj

APPENDIX No. 6.

Mr. Flemings report was received and read to the Board
yesterday, when it was found that he was in favor of the
Chief Engineer, on the 1st and 2nd points ; also as to his
power to enforce the " Detailed Specifications." But that
he does not believe •' Circular No. 2," to be binding upon
the Contractor for the reason, as he states, that it is clearly
in conflict with the " General Specifications " attached to
the contract.

The point of difference specially referred to by Mr.
Fleming being, that, as he claims, the *' Circular " requires
three feet more width of Eoad-bed than the GreneraT Spe-
cifications.

Mr. Fleming also decides that a " first class railway " is
not provided for in the contract and specifications ; and he
recommends, at the close of his report, that a further
supplemental contract be negotiated at once, so as to secure
a first class Railway.

I take the liberty of enclosing for your information,
copies of the questions placed before Mr. Flemmg, and his
replies thereto, as relating particularly to the above sub-
jects. Also copies of the " Original and Supplemental
Contracts." " Opinions of Several Engineers," &c. " Views
of the Chief Engineer," &c. " Detailed Specifications," &c.,
and " Circular No. 2," all of which will enable you to see
about how the matter stands with us at present.

There is also another important question, as you will see
from the " Review, " upon which Mr. Light, the Govern-
ment Engineer, differs from me, and upon which Mr.
Fleming, in another part of his report agrees with him,
which is, the proper thickness of piers for bridge masonry.
I need not say to you that the weight of your profes-
sional opinion just now, upon all the above matters, will
have a very decided influence with the Government, the
Board of Directors, and the Public ; and I shall therefore
deem it as a very special favor, if you will give me your
views at as early a day as practicable for which, I shall
be most happy to recompense you in any manner that
may be most agreeable to yourself.

I find that I have neglected to state, that Mr. Fleming
also agrees with Mr. Light in his views of the necessity of
raising the grade so as to obviate the snow difficulty.

The Board has ordered Mr. Fleming's report to be
printed, and I shall send you a copy at North Adams.

APPENDIX No. 5.

The first thing for the Company to ascertain seems to be,
■what changes the Government will require in the plan
of construction. Second : how much of these changes can
be effected under the present contract, and Third : how
any additional expenditure is to be provided for, when
everything which we now have, is pledged to the Con-
tractor.

Yours very truly,

S. SEYMOUR.
Walter Shanly, Esq.,

Revere House, Boston, Mass.

The Chief Engineer to Mr. Shanly.

Office of the Engineer in Chief,

Quebec, February 18, 1875.

My Dear Sir,

I should have stated, in my letter of yesterday, that
Mr. Fleming says just enough about the crib and pile
foundations in deep water to strengthen the impression
contained in Mr. Light's Report, as to their being at least
" hazardous." This, together with the manner in which
he speaks of the masonry, earth- works, &c., has of course
a decided tendency to unsettle the minds of the Directors,
and Members of the Grovernment, as to everything that
has been done upon the Road.

As the subject of these foundations was not referred to in
our correspondence of 1873, I have no means of knowing
your views about them ; but if you should think favorably of
them, it will undoubtedly have the effect to remove many
of our difficulties, and enable us to make a united effort
to push the work forward to completion, under the present
contract, which to me seems our only alternative, if the
road is to be built at all.

Yours very truly,

S. SEYMOUR
"Walter Shanly, Esq.,

Revere House,

Boston.

APPENDIX No. 6.

Mr. Shanly to the Chief En^neer,

North Adams, Mass, U. S.

22nd February, 1875.
My Dear Sir,

I have to acknowledge receipt of your letters of 17th and 18th
inst., referring to me, for my opinion, certain matters in variance
between yourself as Chief Engineer, and the Contractor for the
construction of the North Shore Railway; and also certain points
of difference in pi'ofossional opinion between yourself and the
Inspecting Engineer on the part of the Quebec Government.

The several points submitted are :

1st. As to the right of the Chief Engineer to control the
Engineer Department.

2nd. As to his power to change the Lines, Grades, Flans,
Schedules, &c., during construction.

3rd. His power to issue and enforce Circulars Nos. 2 and 3.

4th. As to detailed Specifications for Foundations in deep-water.

6th. As to thickness of Bridge -Piers.

6th. As to least elevation of Roadway (on embankments) above
the natural surface of the ground.

In the three last questions are involved the points at issue
between yourself and the Government Engineer.

Upon the first point : — I am of opinion that the Contract
contemplated and provides for the Engineering of the lino and,
consequently, for the Engineer Department, being committed
unreservedly to the Chief Engineer, as right and just it should
be. In no other way could the Company be assui'ed of obtaining
work of the rharactoF, which the Contractors undertook to give.
Clause 3 of the General Provisions of the Specification, which is
part and parcel of the original contract (April 5th 1872), loaves
no room for doubt on this point, and his (tho Chief Engineer's)

APPENDIX No. 5.

powers arc again referred to and recognized in clause 7 of the
same General Provisions, and in various subsequent clauses of the
Specification. The work could not truthfully be said to be "under
the direct charge and control of the Engineer" unless he had the
selection and ajipointment of his Assistants.

Upon the second point:— ^s to changing of lines, Grades, t&c.
— Clause 1, section 1, of the General Specification provides that
" the location of the line and the arrangonncnt of grades will be
made under the direction and supervision of the Engineer in
Chief," which, coupled with clause 3, same section, would seem
to clothe the Chief Engineer with full power to make all such
changes as he might deem conducive to the permanent advantage
of the line. As respects changes of location and grades, however,
there is an implied limit, at all even is, to the exercise of such
power where a contract has been let upon representations made
by plans and sections previous to such letting. Material changes
subsequently ordered, might so change the features of a line as to
make what was at first a fair bargain on both sides, a hard one on
the Contractor. While I hold, therefore, that under the North
Shore Eailway Contract the Chief Engineer has the power to
order any changes whatsoever that he may consider advisable,
I am nevertheless of opinion that it would look like an exercise
of might rather than of right on his part, to insist on any material
departiu'e from any arrangement of location and grades, made
and exhibited previous to the making of the Contract, without
engaging to compensate the Contractor for all increased expenses
that such changes might possibly involve him in.

Upon the third point: — The Engineer's power to enforce Cir-
culars 2 and 3. — I have befoi'C me the former of these papers; the
other (No. 3) did not accompany your letter; my observations
must, therefore, be confined to No. 2.

In the very outset, almost, of the original contract (page 3
printed copy) it is " covenanted and agreed " that the *' mate,
rials, workmanship and fixtures for the construction, equipment,

APPENDIX No. 5.

finishing and oomplotion " of the railway shall he first class, con-
forming to th-^ " annexed Hpecifications, " which are " duly
acknowledged " by the parties to the contract as forming part
thereof. Those specifications repeat (clause 6. section 1.) that
all wofks of construction shall be " first class " of their several
kinds ; and the next clause (7) provides, very properly, that as
the work progresses working plans and detailed specifications will
be ** furnished by the Engineer," for the Contractor's guidance of
course, and, equally of course, to be binding upon him. Circular
No. 2 is jnst such a detailed specification as the Engineer had,
under the General Provision referred to, a right to furnish ; and I
can find in it nothing that the Contractor has a just right to dis-
pute. There is nothing in it that clashes with his agreement to
give first-class work ; anything less than this Circular requires,
would not insure the Company a *' first class " railway, even in
the ordinary colloquial meaning of the term.

In connection with this point of reference, you direct my atten-
tion to two special points : The width of earthworks and the cha-
racter of the Masonry.

In June 1873, you submitted to certain Engineers, of whom I
was one, the General Specifications— part of the original Contract
— with a view to eliciting their opinions as to whether those spe-
cifications, general as their terms are, seemed to provide, with
certain stated exceptions, for a •' first-class railway. " I answered
*' Yes, " that in the usual American (and Canadian) acceptation
of the term " first-class," as applied to railways, your specifica-
tions certainly contemplate, in respect of all structural require-
ments, very good work. The question of gradients, or the pro-
file, or section, to enable me to pronounce as to the character of
your line in that important feature, were not submitted.

Among the printed documents now before me, I find one con-
taining my letter to you of 9th June, 1873 ; as also the opinions
of the other Engineers whose views you then sought. I had not
previously been aware that your letter to me, of 4th June (1873),

APPENDIX No. 5.

^as a *• Circular, " or that in answering it I was undergoing a
competetive examination. Had 1 supposed that the opinion I then
wrote you was to be submitted to public criticism, I might have
been disposed to amplify it somewhat, and to have gone mcie into
detail, on the merits and demerits of a document on which was to
depend the proper or improper construction of an important line
of railway. I hereby, however, ratify the opinion I then gave,
for whatever it may be worth ; and " acknowledge my h;;nd and
seal. "

Earth -WORKS.

To come back to the matter under discussion, the width of earth-
works, and the character of the Bridge- Masonry, as called for in
Circular No. 2, and your right to exact the same from the Con-
tractor ; in respect of the former, I avow myself as decided an
advocate to day, for narrow embankments in railway construction,
as I was a quarter of a century ago for " wide formation, " when
I fought for 18 and 20 feet at sub-grade ; oven though everything
above that line had to be " robbed " to secure the coveted widths,
and that too, very frequently, when money was so scarce that I
did not know from month to month from wha*- source the " next
estimate " was to be paid. You see, then, that whatever I may be
in politics, I am not a tory in professional matters.

Your General Specification says (clause 2, sec. 4.) " The road-
bed will not be less than 12 feet in width at grade. " In my letter
of 9th June, 1873, 1 said that it would have been better to fix a
certain minimum width of sub-grade. In my own practice I have
been in the habit of fixing the Grade-line at not less than one
foot above " formation " or sub-grade level. Eeading the opinions
of somo of my brother Engineers, as called forth by your circular
of June 1873, I observe that two of them seem to confound
" Grade " and " Sub-grade," or to treat them as ** convertible
terms," and so condemn your banks as too narrow. To my mind
your requirement of " not less than 12 feet wide at Grade,''
conveyed the distinct idea that your sub-grade dimension would

APPENDIX No. 5.

bo not 1es8 than 16 feet, which i» quite rnough; as 12 feet is cer-
tainly enough a foot higher up. I do not want my plough to
leave snow-lugs on each side of the track, making a trench to
invite rupid filling in, the first wind that blows.

Under the terms of the original, or General Specification, you
have, in my opinion, a well established right to exact from the
Contractor, as in circular No. 2 you do exact, 15 feet width of
earthworks at •' formation level. "

Bridge Masonry.

In my letter of 9th June, above referred to, I drew attention to
what I considered a laxity of description as regarded " first class
Masonry; " and which I suggested ought to have been defined by
mentioning, in stated terms, the amount of cutting that would bo
required on the joints of the face-stone. Without some such defi-
nition the term " First-Class Masonry, " a comparative designa-
tion anyhow, will always be open to misunderstanding as between
engineers and builders. What passes, and may properly pass, as
first-class work in a railway bridge, could hardly claim second
rate classification in a canal lock. In the immediate case before
me, however, it seems to me that the detailed specification (Cir-
cular No. 2) which you not only had aright, but were in a man-
ner bound, to furnish the contraetors, calls for nothing unreason-
able in respect of Biidgo-Masonry. The contractors were fairly
notified in the original contract and specification, that first class
work of all kinds, would be expected at their hands, and they, being
men of large experience in railway works, undertook to give it;
and their assignee, the present contractor, has, in my judgment^
no just ground of complaint in being called upon to dress the
&ce-Btone of the highest clnss of Mason-work required of him to
quarter-inch joints. The clauses you have incorporated into your
Circular from the Intercolonial Bailway Specification, exact
nothing more than first-clas^ railway masonry ; and for that the
bargain stipulated, .<rhile you have not eliminated from your

APPENDIX No. 6.

•detailed or working Bpecification, the breaking-of-coursoa pro-
mised to the contractor in the general one.

Upon the Fourth point :—Plan and Specification for Bridge
Foundations in deep water. — If I understand your letter aright, the
quention here involved is two-fold ; Ist, as to whether you have
the powei' to enforce your plan, &c., the Contractor objecting ;
and 2nd, whether the exceptions taken to the plan by the Govern-
ment Engineer are well grounded.

I am at a loss to understand the " previous question " as to
on what plea the Contractor objects, seeing that your plan, in point
of expense, is largely in his favour as compared with the alterna-
tive proposition of coflFer-damming, excavating and pumping which*
by section 5 of the General Specification, he undertook to risk.
The saving of expense in the crib-work-and-piling plan, as against
the system of foundations, contemplated by the contract, would be
immense ; and as to the Engineers power to " enforce " any plan

aning of the General

*V>o

C Lie

or specification i-easonably within

Specification, as this change in foundations undoubtedly is, my

opinion is already given under the second point of reference.

In respect of the desirability of the kind of foundation you
propose, and which the Government Engineer pronounces
" hazardous, " it is beyond controversy that the wood-work would
have nothing to fear from the inroads of natural decay. Always
under water it would be as durable as the stone itself. I have
myself built bridge-piers of which the under- water portions were
of crib-work, and now recall one long bridge, in particular, the
substructure of which was so constructed ; where, I venture tj
say, any signs of deterioration that are to be discovered, after
twenty-three years of trial, may be looked for rather in the stone
work above, than in the wood-work below water.

Next, on the question of stability, I am of opinion that, in fitting
localities as perfectly secure and stable base, whereon to erect
piers of mason- work, may Ivt constructed on the composite plan,
forming the subject of discussion, to such a height, some 25 feet,

APPENDIX No. 6.

fts yoar spocification contemplates, always assuming that the
above water, or Mason- work portion of your pier, will not much
exceed in height, that of the timber-work portion below.

Whore such kind of structure may be judiciously used, however,
will always largely depend on local conditions, and not being
familiar with any of the places where you design adopting this
system, I am not prepared to give more than general views upon
it, adding that 1 would be timorous of using it in streams where
the bottom is of shifting character, the current swift, and the
ice above, liable to break-up and " run " rather than melt gradually
out. Under such a condition of things, the cutting process, which.

would be relentlessly, and year after year, exercised on the upper
courses of the wood-work, might ultimately have a damaging

effect on the stability of the structure. There ai*e certain of the
details of your crib- work in which, were we to sit down together
to dibcuss them, 1 might be found to differ from you.

Fifth point: — The sufficiency of your Piers in respect of width
on the Bridge- Seat. —In a matter of this kind I would to a certain
extent, also be governed by local condition. Before venturing a
decided opinion, I would want to know something of the loading
features of the structure to be provided for. Its height above
foundation level : the character, as to size, of the stone obtainable
for the Masonry, &c., &c. ; but from such general knowledge atid
recollection as I possess of what the ordinary height from river
bottom to grade-line is likely to be on the Quebec North Shore
Bailroad ; and also of the stone that, in some localities at all
events, is likely to be available, I should say that six feet will
be ample width for the top of the piers, and with such stone as I
have seen come from Descbambault, for instance, I would not
fear to build and guaranty, them on a width of five feet across the
coping.

Sixthly :—As to minimum elevation of road-bed over general stir-
face of country, on embankments. — I am bound to say that the pla-
cing of <Ae top of tJie rail at a height of but two feet above the nar

APPENDIX No. 6.

tnral surface of the adjoining lands appears to mo to be quite too
low. It will do for sub-grade level ; but while so low, for rail-level,
as not to admit of the snow being effectually flung aside by the
plough, it would also prove, two or three months later, when
water-courses are gorged, and every thing a foot or two above
field-level a-fleur-d'eau, too low to insure a tolerably dry base to
the superstructure. Whether you can best raise your low earth*
works now while the road is building or, for economic reasons,
would do better t"> defer doing so until after the track is down, I
am clearly of opinion that those one- foot-high banks of yours will
eventually have to be brought up a foot higher.

Having now addressed myself to each of the points, to which
you particularly directed my attention, I would like, since most
of the matters in difference seem to have grown out of the interpre-
tation to be put upon the iovm first class, as used in the original
Contract and Specification, to bo allowed to add a few words as to
my own ideas on the subject.

The designation " first class " was in common use in American
Bailway phraseology, long anterior to the day, now only in its
dawn, of Iron Bridges and Steel Rails. As these and other ad-
vances towards greater permanency in the upper works of rail-
way construction become more general, a new classification will
doubtless obtain ; and lines hitherto indexed as in the front co-
lumn, will, if unable to keep pace with the improvements of the
time, have to take second rank; as will also those still to be
built which, not having Government coffers, or other equally co-
pious sources of supply to draw upon for construction pjirposcs,
cannot be excepted at once to step forth in full panoply of steel
and iron.

For the characteristics heretofore entitling American, and
Canadian railways to first-class certificates, we have commonly
had to look below the ballast. Substantial eiirthwcrks, good,
durable Masonry in Bridge-piers and Abutmentt, and the same

»* .1

APPENDIX No. 5

in Arch or " Box " culverts, for the minor water couraes, with
above all else, liberal provision for drainage, were the objects
chiefly aimed at by Engineers, with a view to attaining as nearly
as practicable to permanency in the road-bed.

Boads so constructed long years ago, are to-day fitted out with
steel and iron bridges, with little or no change of the original
Hubstructure, and after having undergone three or four renewals
of the undoubtedly second-class kind of superstructure in vogue
when they were built.

your contract and Specifications contemplate just such work ns
gave to such roads the high classification accorded to them by
general consent, and also provide, in all respects, for just as high
a character of road as the country can afford to have.

Your general Specification is less general in its terms than that
under which the Grand Trunk Railway Contracts wore let ; and
}Y was either drafted in London; or else in Canada by English
Engineers •* just out. "

If Canada is to keep on extending her railway system ; or the
United States either, for that matter ; the principles that guided
the construction of *' first class " roods in the past, will have to
be adhered to, though the roads yet tc, be built may have to put
up with a modified classification.

On the plan you are endeavoring to carry out in Quebec, there
is every prospect of our having ere long the long-hoped for North
Shore Eailway ; while, had the new reading of the term " first-
class " been adopted in the outset, the work, it is safe to say,
would not yet have been begun ; and, if it is to bo enforced now,
will probably never be completed; not, at all events, in your time
or mine.

Yours very truly,

W. SHANLY.

General S. Setmoub,

Chief Engineer,

North Shore Bailway,

Quebec.

APPENDIX No 6.

CORRESPONDENCE WITH Mr. FLEMING.

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APPENDIX No 6.

CORRESPONDENCE WITH Mr. FLEMIN(;.

The Chief Engineer to Mr. Fleming.

Office of the Engineer in Chief,

Quebec, February 22, 1875.

Mt Dear Sir,

Through he kindness of Ihe Secretary, I haA'e just
had an opportunity of reading, with some care, your report
to the President of the Company upon the affairs of this
Road, under date of the 10th inst. ; and am exceedingly
gratified to find that in many of the points submitted to
you, consisting of the power of the Engineer, under autho-
rity of the Board of Directors, to control the Engineer
Department ; to change the line, plans, schedules, &c , &c.,
during construction ; and generally to exercise supreme
control over the w^ork for the proper execution of which
he is held responsible, are so fully in harmony with my
own views.

There are however, one or two other very important
matters upon which your opinion differs so radically from
my own, that I trust you will pardon me for calling your
attention to them again, in the hope that a further ex-
change of views may lead to a somewhat nearer approach
io that harmony of sentiment and action which I feel to
be so very essential in the present state of our afiairs.

I refer particularly to your views as to the general

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1 1

111

APPENDIX No. 6.

character of the Road, if constructed under the present
contract and specifications ; and also to your opinion that
" Circular No. 2, " is not authorized by the contract.

It is proper to mention that, beiore accepting the position
of " Advisory Engineer," you called the attention of the
Board of Directors to the fact that you had already com-
mitted yourself upon the subject of the class of road pro-
vided for under the present contract, in a correspondence
with the Chief Engineer upon that subject in 1873 ; and
*hat you should therefore decline to act in the matter, at
*he present time, unL ss it should be with the full con-
"Surrence of the Chief Engineer. I should mention further
that, upon being called before the Board, I gave my full
consent to your acting, with the understanding, which was
assented to by the Board : 1st, that your views should not
be considered as binding, either upon the Company or
myself, so far as they related to the matters upon which
you had previously expressed an opinion ; and 2nd that in
taking linal action in the matter, the Board would give
due consideration to the fact of your having previously
pre-judged the case ; as well as of the fact, that your pro-
fessional practice had hitherto been very different from
my own in many particulars that could but have a very
decided bearing upon several of the most important ques-
tions presented to you.

On referring to my letter of the President of the Com-
pany, dated June 5th 1873, ipage 8 of pamphlet containing
" Opinions of Several Engineers, &c.,i" it will be observed
that, after informing him that I had taken the liberty of
soliciting these opinions, I assure the Board " that they
will have a controlling influence in my own mind in the
consideration of any matter that is left open lo the decision
of the Engineer during the progress of the ivorfc,"

Upon receiving, and carefully examining these opinions,
I round in three of them, a very remarkable unanimity of
A'^iews upon at least one point in the contract and specifica-
tions, that is, the one which relates to the power of the
Engineer.

M. Shanly says : " But then the power of deciding all
open questions is placed so entirely in the hands of the
Engineer (as it should be,") &c.

Mr Keefer says : •* In this contract everything- depends
on the Engineer, who is the specification," &c.,

APPENDIX No. 6

Mr. Fleming says : ** Everything is vague and left to the
discretion of the Engineer, " also, " Everything is left to
the Engineer," &c. " It would be quite possible under these
Specifications to build a Railway of a substantial char-
acter," &c.

Upon examining your own objections to the character
of the Road provided for in the contract and Specifica-
tions, I found that they related principally to the width of
the earthworks, and the character of the masonry ; and I there-
fore proceeded to prepare such " Explanatory or detailed
Specifications," as I believed, under your own construction
of the contract, I had the power to do ; and such as I
thought would meet your objections, and at the same time
redeem my promise to the Board of Directors.

I will very frankly confess, that it was my firm belief
that you would now sustain me in the exercise of that
power ; and also that you would decide that " Circular
No. 2," covered most, if not all of the objectionable points
which you had previously raised, respecting the character
of the work, and the vagueness of the General Specifica-
tions, that influenced me, to a great extent, in consenting
to your being again called upon to express an opinion
upon a matter respecting which you had previouly com-
mitted yourself.

In fact, I felt so clear upon this point myself, that I did
not think it necessary to trouble you with any arguments
upon the subject, further than the submission of the naked
question, accompanied by the Circular itself, which as I
believed, contained in its own preamble the most con-
vincing argument that could be made upon the subject.

Under the foregoing circumstances ; and also in view of
the very grcsat importance which I attach to this particular
branch of the case, I trust that you will pardon me for
asking you to re-consider your answers to questions 12
and 16, in so far as to allow the views which I may now
present, to have the same weight in your mind, as they
would have had if presented previously to your having
given your present answers ; which answers I find coin-
cide substantially with the views previously expressed in
your letters to me upon the same subject.

The General Specifications say : " The road-bed for
single track will not be less th^in twelve f'^et in width at

APPENDIX No. 6.

grade ; but will be increased on embankments, according*
to heig-ht, or character of material, at the discretion of the
Engineer."

The 7th clause in the specification for graduation, and
the 9th clause in the specification for superstructure, pro-
vide that " when the native mateiial is unsuitable for sus-
taining the permanent track " or " for ballasting the track,"
(which are evidently synonymous terms) " other suitable
material shall be substituted therefor," &c..

You seem to have inferred, both in your letter to me of
June 11, 1873, and also in your recent report to the Pre-
sident of this Company that the minimum of 12 feel is at the
base instead of the top of the ballast ; and you therefore
compare this minimum of 12 feet, with your own approved
minimum of 17 feet at sub-grade ox formation level, and very
naturally conclude that our width is 5 feet too narrow ;
and that it is not sufficiently wide to hold the ballast.

I must confess my utter inability to comprehend how,
under the plain reading of the Specifications, you arrive at
the conclusion, either that this width of 12 feet is at sub-
grade ; or that the Engineer has not the power to increase
the width of road-bed at grade, to any extent that in his
opinion the character of the material may render neces-
sary, in order to secure for the base of the superstructure a
good bearing width oinot less than 12 feet upon material
that is every way suitable for ballast ; and also why, if
the Engineer has this power, and chooses to exercise it,
your comparison should not be based upon a width of 15
instead of 12 feet at sub-grade or formation level.

It has occurred to me, however, that this misunder-
standing may be the result of the different meaning
which, in our respective practices, we may have attached
to the terms: "Road-bed" "Formation Level," "Sub-
Grade," &c.

In my own practice I have always regarded the top of
the " Road-bed " as representing substantially the same
elevation, when fully completed and ballasted, as the
bottom of the cross-tie or superstructure of the track ; and
the terms " Formation Level " or " Sub-G-rade " (which I
assume to be synonymous) as representing the base of the
ballast, whenever it is found necessary to substitute a
better material for the bed of the superstructure, than the
native mateiial of which the Road-bed may be composed.

APPENDIX No. 6.

To assume that the width of " Road-bed, " was to be
only 12 feet at " Formation Level" or " Sub-Grade," when
the nature of the material was such as to require one foot
in depth of ballast ; thus reducing the top width of ballast
to nine feet, has certainly never entered into my own
mind ; and I am quite sure that neither the former Con-
tractors, nor the present Contractor have ever placed such
a construction upon the Specifications.

To show you that my present views upon this subject,
are the same that I have always entertained. I have but
to refer to my letter to you of June 18th 1873, in which
reference is also made to the same views as contained in
my ' Gauge Pamphlet," which was written in 1871.

In the copy of the General Specifications for the Main-
Line, which in February, 1872, I submitted for the appro-
val of the Board of Directors, the following language w^as
used:

" 2. The Road-bed for single track will generallif be
twelve feet in width at grade," &c. ; but at the sugges-
tion and special request of Honorable P. Garneau, then
Mayor of Quebec, and now Commissioner of Public Works
for this Province, the word "generally," was stricken out,
and the words " not less than " substituted therefor, so
that, as he expressed it " there could be no possible mis-
take upon this point."

If I have succeeded in satisfying you that the question
of the width of Road-bed, immediately under the tie, is fully
understood by all parties hereto be " not less than 12
feet " vn'ier any circumstances ; and consequently that the
width of the Road-bed at sub-grade, must be at least 15
feet, and as much wider as the Engineer may deem neces-
sary, " according to hight of bank or character of
material," may I ask you, in comparing this width of 15
feet at sub-grade, with your own approved width of 17
feet, to state some of the more prominent reasons, why in
your opinion, a greater width than 12 feet, is required at
the base of the tie ; and also why a greater width than
15 feet is desirable for the ballast to reet upon, which
generally slopes from 1, to IJ to 1.

Referring also to that portion of " Circular No. 2, "
which relates to " Masonry," will you kindly inform me
of the particular clauses which in your opinion are in
conflict with the General Specifications. It has occurred to

€

APPENDIX No. 6.

me that if the entire 3rd clause was stricken out ; or
perhaps if the words " and details " were stricken out
from the third line of the 3rd clause, you might consider
the balance as being within the authority and require-
ments of the contract.

I beg leave to state, however, for your information, that
no question has thus far arisen between the Contractor
and the Engineer as to the character of the Masonry
already built ; and I have no reason to suppose that any
question of the kind will be raised in future.

Will you also kindly inform me of the increased width
or weight that you would give to my plans ibr masonry ;
and also of the modifications which 3'ou would suggest in
my plans and specifications for foundations in deep water.
I will take the liberty of enclosing another copy of
" Circular No. 2," with the request, if not giving you lOO
much trouble, that you will erase, alter or interline it, in
such a manner that when taken, either as a whole or in any of
its parts, it may be regarded as foreshadowing the decision
of the Engineer ; or rather deciding in advance, such ques-
tions as in your opinion are clearly left open for his
decision, in the existing Contract and General Specifica-
tion8„

I beg to remain,

My dear Sir,

Yours very truly,

S. SEYMOUR,
Chief Eng.N.S.R

SANDFORD FLEMING,

Chief Eng. C. P. R. R
Ottawa.

APPENDIX No. 6. t

The Chief Engineer to Mr. Fleming.

Office of the Engineer in Chief,
Quebec, February 23, 1875.

My Dear Sir,

I beg to enclose extra copies of " Circular No. 2, "
which I find were omitted from my enclosure of yesterday.

If you should conclude to open or re-consider any por-
tion of your report of the 10th inst., I will thank you to
re-consider especially the ground you take respecting
the precedence which should be given to the " General
Specifications " over the expressed conditions contained in the
bodij of the contract to which it is annexed. And also,
please give due consideration to the 8rd and 6th clauses
of the General Specifications, under the head of " General
Provisions." My own views upon this subject are ex-
pressed on 2nd and 3rd pages of the Pamphlet containing
" Opinions of several Engineers," &c., also on the 15th and
1 6th pages of the " correspondence," contained in the same
Pamphlet.

I desire to assure you, my Dear Sir, that my only object
in asking you to re-consider any portion of your former
report, is if possible to find some common ground upon
which we may meet, and act together in the promotion of
the true interests of the Railway Company ; which in-
terests, I am firmly persuaded, will be placed in great
jeopardy by the re-opening of the present contract, as
you at present advise.

Your very truly,

S. SEYMOUR,

SANDFORD FLEMING, Esq.,

Ottawa.

APPENDIX No. 6.

Mr. Flemmg to the Chief Engineer.

Canadian Pacific and Intercolonial Railways,

Opficb of the Enoineeb in Chief,

Ottawa, Feb. 24th 1875.
My dear Sir,

I am this day in receipt of your favor of the 22nd instant.

I regret exceedingly that I cannot comply with your wishes
with regard to reconsidering some of my answers to the questions
which were recently submitted to me by the Board of Directors
of the North Shore Railway. I have had no communication with
the Board on the subject since I sent my report, on the 10th insl.
The subject has not since engaged my attention, and I have
nothing to add or take away from what 1 then submitted ; and I
could not conveniently take it up at this time, so as to give it
that consideration which it deserves, without seriously neglecting
other uuties M'hich are now pressing on mo.

Under all the circumstances, I trust you will not consider me
at all discourteous in thus simply acknowledging the receipt of
your letter at this time.

Believe me,

My dear Sir,

Yours very truly,

SaNDFORD FliEMINO

Genl. S. Seymour,

Chief Engineer,

N. S. Ry.

Fob. 25th.

P. S. — I wrote the above before seeing your telegram, announ'
cing that a second letter had been foi warded me, and asking mo
to wait until its receipt. Yours of the 23rd is now received and I
liave telegraphed the President of your company on the subject.
For the present I am sure you will pardon me declining to take
up the subject again.

S. F.

APPENDIX No 7.

CORRESPONDENCE RESPECTING
LEGAL OPINIONS.

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APPENDIX No. T.

CORRESPONDENCE RESPECTING
LEGAL OPINION.

The Chief Engineer to the Secretary.

Office of the Engineer in Chief,

Quebec, February 20, 1875.
Dear Sir,

In a conimuiiication addrcsHcd to Ihe President and Directors
of the Company, on the 30th January last, I had the honor to
state, that: " in view of the great importance to the Eailway
Company, of the questions herein discussed; as well as others
which are now pending with the Government and the Contractor,
1 would respecfully, but earnestly recommend that the Company
take measures necessary to ascertain its legal position and rights
under the contract, at the earliest possible day.

Having learned from you that no such measures have as yet
been taken by the Company ; and believing it of the greatest im-
portance that the legal position of the Company should be fully
understood by the Board of Directors, I have taken the liberty of
preparing and enclosing to you herewith, some of the points
which 1 consider to be of the most pressing importance, for sub-
mission to the Legal Advisers of the Company.

I beg leave respectfully to ask that I may be furnished with
legal opinions upon the points referred to, in time to enable me
to prepare some remarks upon the present situation of the Com-
pany's affairs, which 1 propose to submit for the consideration of
the Board of Directors at its next meeting, which I understand
is to be held on Tuesday of next week.

I have the honor to remain.
Mr. Seci'etary

Your Obt. Servt.,

A. H. Vetret, Esq.,

Secretary, Jf. S. R. Co.,
Quebec.

S. SEYMOUR

Eng. in Chief.

Note. — The points onclosed in the above letter will be found
in the following opinion.

LEGAL OPINION

OF MESSRS. ALLEYN AND CHAUVEAU.

Quebec, 1st March, 1875.

A. H. Verret,

Secty. N. S. 11 Co.,

Sir,

We have the honor to acknowledge the receipt of j^oiir letter of
the 25th ult. containing the questions hereinafter contained, and
I'equesting our opinion concerning the same, which we send :

1st. Keferring to the original contract and general specifications
for the Main Line. The contract clearly calls for the construction
Qf a " first class Railway'. " Do the general specifications contain
any provisions which have the eifcct to release the Contractor
from the clearly expressed requirements of the contract to which
they are annexed ?

Answer. The general specifications referred to, form part of the
contract. The}- do not release the Contractor from his obligation
to construct a " first class Eailway " such as contemplated by
the parties to the contract. The express undertaking is to build
*' a first class Kailway; " and the parties have defined by the
specifications in question what, under said contract, they consider
a " first class Railway, " leaving therein great control to the
Engineer in Chief. In other words, the Contractor is bound to
construct a Railway in conformity with the contract, and not
beyond the requirements of the specifications.

2nd. Referring to the original contract and specifications : are
the powers therein delegated to the Engineer in Chief of the
Railway Company, when taken in connection with the other pro-
visions therein contained, sufficient if properly exercised, and
complied with by the Contractor, to secure a " first class Railway, "
as that term was understood by the respective parties thereto, at
the date of the contract ?

Answer. The powers delegated to the Engineer in Chief are, in

APPENDIX No. 7.

our opinion, umpio, if properly exercised, and complied with bv
the Contractor, to socuro a " first class Railway, " as that term
tippoars to have been understood, and is used by the respectivo
parties in the contract.

3rd. Roferrinjj to the 3rd & 6th clauses of the general specifi-
-cations for the Main Line under the head of *' General Provisions ; "
also 2rid & 7th clauses under the head of " Graduation ; " and
IHh clause under the head of *' Superstructure. " Has the Ciiief
Kngineer the power to re(piiro that the road-bed shall be of any
width, not less than twelve feet, at grade or the bottom of the
<'ross tie. And also that the character of the material of which
the top of the road-bed is composed, shall be suitable for sus-
taining and ballasting the permanent track ?

Answer. The Engineer in Chief has, under the contract and the
general specifications, the power referred to in this question.

4th. Referring to the accompanying " Circular No. 2 ; " are the
i)rovisioiis and directions thei-ein contained, such as are authorized
l)v the contract, and the specitications thereto attached ?

Answer. The language and expi-essions used in " Circular No. 2 "
are, in several respects, ditt'erent from the terms used in the con-
tract and specifications; and we are not pro'^ared, without further
explanation, to say if all the provisions and directions contained
in such circ\ilar, are authorized by the ^aid contract, and specifi-
cations thoi-oto attached. We arc however inclined to think, that
the provisions contained in said circular under the heads of '' Right
of Way, " " Fencing, " " Earth Works, " and " Drainage, " are
authorized by the contract and general specificaions. An Engineer
could, we believe, more readily answer this question than a lawyer.

5th. In case of a violation of the contract by the coiitra^-tor, in
not compljMng with the directions of the Engineer as to the man-
ner of executing the work ; in not progressing with the work to
the satisfaction of the Chief Engineer, so as to complete the road
within the time specified in the contract ; in not furnishing the
Railway Company with the money when required to pay for
the right of way ; or in not paying the Engineering ex])enses
of the Company ; what is the proper remedy of the Railway
Company under the existing contract ?

Ansiver. Under the supplemental contract of the 2'st February
1S74, the work of construction is to be commenced immediately
after the signing of the contract, and to be proceeded with to the
satisfaction of the Chief Engineer of the Company; and the Direc-
tors have the right to have the contract declared cancelled if the
work is not commenced within six months from the signing of
the contract, and proceeded with continuously thereafter. Under
the above terms, we are of opinion that, in the event of the Con-

4 APPENDIX No. 7.

tractor violating his contract, as inentionod in said queution, the
Directors would have the right to take stops to have the contract
eancellod, and to huo the Contractor for anv liabilitios incurntd
by hiin towards the Company under the said contract; and in the
event of the Contractor not furnishing the Railway Company
with the money required to pay for the right of way; or not
pjiying the Engineering expenses of the Company, the Directors
would moreover liave the right to retain out oF any monies, in
their hands, due to the Contractor, a sum or sums sufficient to
meet the above requirements.

Your Obt. Servants,

(Signed,) ALLP]YN & CHAUVEAIT.

NORTH SHORE RAILWAY.

CIRCULAR No. 2.

{Beprred to in the above opinion.)

VCR THE INFORMATION AND OUIDANCE OF THE ENQINEEB DEPARTMENT

ANI> CONTRACTORS ;

With reference to certain matters uhich are left open for the decision
of the Engineer f in the General Specifications for the Main Line.

The contract for the construction and equipment of the North
Shore Railway, and the general s))ecitication8 attached thereto,
provide for a first-class railway in all respects, so far as the main
line between Quebec and Montreal is concerned.

The fact that this was made a condititjo precedent, which must
be co^nplied with before either the IJailway Company, or the
Contractor, would be entitled te receive t!je large amount of aid
granted to the road by the Provincial (.!o.ernment, and the City
of Quebec, rendered it unnecessary to embody in the original
fpecifications, all the details which are usually contained in the
specifications for a first-class railwa}'; and many matters of im-
portance were therefore left to the decision of the Engineer, du-
ring the progress of the work.

In view of the great importance of insuring a perfect under-
standing, and harmony of action, at the out-set ; as well as
uniformity in the character of work upon all portions of the line ;
and also for the purpose of facilitating the proper execution of
the work} and of carrying out the true spirit and meaning of the

APPENDIX No. 7. 6

contract nnd original Hpecificalions, tho following explanatory or
detailed »\>Qc'\^cvki'\ov\>\ have been prepare*! in relation to the difte-
Tent claHses of work hereinafter refered to, ho far as any contii^
gency connected therewith can now bo foreseen and provided for.

I. KioHT OF Way.

1. The Right of Way must be secured of HufTiciont width for tho
construction of the llailway ; and Jils-o to allow of the bounduiy
fences being built entirely upon the Company's land, without
interfering, either with adjoining lands, or with top slopes of
excavations, side drains, and borrowing pits required to bo made
during the construction of the Railway.

2. At points were Stations may be located, tho extra width
required will bo designated by special instructions form the olfiee
the Engineer in Chief.

II. Fe^:cino.

1. The character of the fencing .nd gates along the boundary
lines of the Railway, as regards the durability of the materials of
which they are composed, and the style and workmanship of their
construction, must be fully up to the standard of the fencing and
gates in general use upon the tirst-class farms contiguous to the
Railway, iuihe Parishes and Counties through which the Railway
passes.

III. Earth Works.

1. Tho grade line as indicated upon the profiles, is intended t j
represent tho elevation of the bottom of the cross-tie in the super-
structure. ,

2. The minimum width of twelve feet, as specified for single

track, is intended to apply only to cases, both in excavations and

embankments, where t!io native material is oK sand or gravel,

.suitable for the reception of the superstructure without requiring

ballast; but when such is not the case, the road-bed will be left
with a top width of fifteen feet at sub-grade, so as to allow of one
foot in depth of ballast, and a finishing width of twelve feet at
grade.

3. The elevation of the sub-grade, will generally be one foot
below the grade line, as indicated upon the profiles; but it may
vary from this at the discretion of the Engineer, after allowing
for proper gradients for the .saperstructure.

4. The finishing width of twelve feet, as above specified, is in-
tended to apply to the road-bed after becoming fully settled ; and

.Hfler the slopes have become firmly fixed in position, so as to bo
free from the dangers of scouring, slides, &c. ; and the Engineer

\-^>

APPENDIX No. 7.

in charge must inako due allowance, in extra widths, for height
of banks, chuiacter of material, and other contingencies of this
nature, during the progress of the work.

5. Surface, or catch-water drains, must be excavated at a proper
distance above the top slopes of excavations, in wet ground, when-
ever they will have a tendency to turn the water from the
slopes and road-way, and lead it into an adjacent culvert or
isluice.

(i. The present line of location is intended to be the center lino
of the single track now to be constructed; and the space reserved
for an additional track, will be twelve feet in width ; and will, as
a general rule, be located upon the Southerly side of the present;
road-bed ; but the Engineer in charge may depart from this rule
in exceptional cases, having due regard to the distribution and
procuring of material, and also to the proper future alinement or
the track.

7. Whenever there is a scarcity of material for embankments,
the space reserved for the uouble track may be encroached upon
for borrowing purposes, to a sufficient extent to avoid the neccs-.
sity of hauling loi g distances : but before doing this, the adjoin-
ing excavations, if within hauling distance, will be excavated to
the full width required for double track, or even a greater width
if necessary, and the material hauled into bank.

8. In excavating side drains and borrowing pits, care must be
taken to leave a sufficient bcrme, with proper sIojjcs, for sustain-
ing the embjinkments, and also the division fences, without en-
dangering their stability or usefulness. The width of this bermo
will generally be two feet, but may be governed by the nature
of the material, the height of banks, and the depth of side exca-
vations.

9. The side drains at the foot of the upper side slopes in exca-
vations, whatever may be the depth of cut, or nature of the ma-
terial, should never be less than one foot in depth, one Coot in
width at bottom, arid four feet in width at lop, v/hen the road-way
is ready for the superstructure ; and they should always have
sufficient longitudinal inclination to carry otf the water with fa-
cility. Upon the lower side slopes, where the surface drainage
is away from the Eailwa}-, and the slopes are of moderate height,
these drains may be reduced in sii^e. AVhere the cuts are exca-
vated to sub-gi'iuie, these side drains should never be less than
one foot in width at bottom, and one half foot in depth below sub-
grade. In cases of very wet material, or whore a considerable
volume of water is necessarily carried through these drains to a
cross opening, they will bo increased in dimensions to suit the
circumstances.

10. In side hill work, where materials for the adjacent banks
are scarce, it is desirable to borrow fr»m the lower Bide of thorough
cuttings to as great an extent as practicable, even to the rcmo-

mmmmmm

APPENDIX No. 7.

ving of the entire body of earth down to Ihe level of the grade,
from that Hide of the road-bed, in order to avoid obstructions from
snow, and to facilitate the drainage of the roiid-bed.

11. The Ergineer in direct charge of the work will b'Mir con-
stanly in mind the paramount necfisBity in ihis climate, of guard-
ing against the danger of obstructions from snow, in the future
running of the road ; and he will bo expected to adopt every
practicable expedient to obviate this danger, both in the forma-
tion of earth works, and in the borrowing and disposition of ma-
terial; having in view also the future construction of snow fence*
along the lino, at all exposed points.

IV. Drainaoe-

1. The question of cross or lateral drainnge will be made tlio
Bubject of s|'ccial observation and study by the Engineer in direct
charge of the w«)rk ; jind great care must be taken to adopt opc-
iiigs of sufficient sectional area to pass the waters of the highest
floods ever known, or likely to occur in the locality. In cashes of
doubt, the decision should alwaj's be u])on the side of safety.

2. Open or beam culverts and sluices will be avoided in all
cases where covered box culverts will s^afel}- answer the purpose,
and where the depth of bank upon the covering will be sufticient
to protect the masonry from injury by the pas^^age of trains.
Two feet in depth of earth, below the bottom of the cross tie,
should 'lo renarded as a minimum. French drains, and tubes,
composed of iron or other suitable mrtoiials, may be used in
cases where it can be done with safety.

3. The side walls of opetj water or road-ways, cattle grards,
&c., of twelve feet spans and under, will bo left two feet below
grade, in order to allow for a wall jlate and longitudinal sleeper
for the su])pr: I of the cr.'is^s-lies. Whenever the spans exco^xl
twelve feet, these structures, as also the masonry required for
piers andabutmen^H if trnss bridges, will oe made to coii rm to
the specific plan of such structure.

V. CATTLi; Guards.

1. Cattle guards will generally be constructed of stone masonry,
of the character described in the 6th paragraph, under the bead
of Masonry, in the General Specifications. This will always bo
the case when they are used for ])urposes of lateral drainage ; but
when this is not the case, and when suitable stone is not easily
attainable, they may, at the discretion of the Erwliieer in charge,
be constructed of good sound Cedar, or oth^' equally durable
timber, after the plans adopted upon jthr firsv slass Eailways
in Canada.

APPENDIX No. 7.

VI. Masonry.

1. The term First-class rubble masonry, as used in paragraph 2,
under ihe head of Mason av, in the Gonei'al Specifications, is in-
tended, so far as regards strength, durability, general appearance,
and pi'oper adaptation, to secure worlc which shall be fully up
to the standard for similar structures upon the Intercolonial,
(rrand Trunk, Great Western or any other tirst-ijlass Kaihvay in
Canada.

2. The exception with reference to broken or irregular coui'ses,
in extreme cases where the quarry will not afford stone of uniform
thickness for every coiuvjc, must not be construed in such a
manner as to result in work which shall be inferior in strength
and, durability, to ordinary first class ranged work.

3. The following extract from the 67>ft'//zcrt^wi,s/<>;' the Interco
tonial Railway is given as a guide to the Engineer in charge. Con-
tractors and Insjjectors, with reference to the general character
and details of this class of work in the more important structures
upon this road :

" 42. First-class viasonry shall be in regular courses, of large
well shaped stone, laid in mortar on their natural beds, the beds
and vertical joints will bo hammer dressed, so as to form quarter-
iuch joints. The vertical joints will bo dressed back square 9
inches, the beds will be dr«>ssed perfectly parallel throughout.
The work will be left with the " quarrj' face, " except the outside
arrises, strings and coping, which will be chisel dressed.

43. The courses of first class masonry will not be less than
twelve inches, and they will be arranged in preparing the plans
to suit the nature of the quarries, courses may range up to 24
inches, and the thinnest courses invariably bo placed towards the
top of the work.

44. Headers will be built in overy course not further appart
than 6 feet, thoy will have a length in lino of wall of not less
than 24 inches, and thoy must run back at least 2^ times their
height, unless when they will not allow this proportion, in which
case they will pass through from front to back. Stretchers will
have a minimum length in line of wall of 30 inches, and their
breadth of bed will bo at least 1^ times their haight. The vortical
joints in each course must bo arrangea so as to overlap those in
the course below 10 inches at least.

45. The quoins of abutment-, piers, &c., shall bo of the best
and largest 8tone.<i, and have chisel drafts properly tooled on the
upright arris, from two to six inches wide, according to the size
and character of the structure.

46. Coping stones, string courses and cut-waters shall be neatly
dressed in accordance with plans and directions to be fui-nif/ned
during the progress of the work.

47. The bed stones for girdei-s shall be the best di^cviplion of

APPENDIX No. 7.

sound stone, free from dry s or flaws of any kind, they must bo
not less than 12 inches in depth for the .smaller bridges, and eight
fieet superficial area on the bed. The larger bridges will require
bed stones of proportionally greater weight ; these stones sliall
be solidly and carefully placed in position, so that the bridge will
set fair on the middle of the stone,

48. The backing will consist of flat bedded stones, having an
-area of bed equal to four saperficial feet or more. Except in high

piers or abutments two thicknesses of backing stone but no more
will be allowed in each course, and their Joints must not exceed
that of the face work ; in special cases where deemed nooossary
by the Engineer to insure stability, the bedding shall be in one
thickness ; the beds must, if necessary, he scabbled ott", so as to
give a soHd bearing. No pinning wilt bo admitted. Between the
backing and face stones there must be a good square joint, not
exceeding one inch in width, and the face stones must be scabbled
off to allow this. In walls over three feet in thickness, headers
will be built in front and back alternately, and great care mu.st
be taken in tne arrangements of the Joints, so .is to give perfect
bond.

49. Every stone must be set in a full bed of mortar and beaten
solid, the vertical Joints must be flushed up solid, and every course
must be perfectly level and thoroughly grouted. "

Should contingencies occur during the progress of the work,
which have not been referred to, or provided for in the above,
they will be immediately reported to the oftico of the Engineer-
jn-Chief for further information and instructions.

SILAS SEYMOUi?,

Engi neer-i n-Chief.

Qncl>ec, June 12, 1874.