IMAGE EVALUATION TEST TARGET (MT-3) m // 4. y 5r /^/^ 1.0 I.I 11.25 I Iif ilia ^ 1^ 12.0 1.8 iA 1116 V] 7 '^V-^ >^ Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, NY. H580 (716) 872-4503 r o C/j h ^ CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes techniques et bibliographiques The to th The Institute has attempted to obtain the best original copy available for filming. Faatures of this copy which may be bibliographicaliy unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. v/ D n D Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommag^e Covers restored and/or laminated/ Couverture restaurde et/ou pelliculde □ Cover title missing/ Le titre de couverture manque □ Coloured maps/ Cartes gdographiques en couleur Hi: Coloured ink (i.e. other than blue or black)/ ere do couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur D Bound with other material/ Reli6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ Lareliure serr^e peut causer de I'ombre ou de la distortion ie long de la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout^es lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 film6es. Additional comments:/ Commentaires suppl6mentaires: L'Institut a microfilm^ le meilleur exemplaire qu'il lui a 6t6 possible de se procurer. Les details de cet exemplaire qui sont peut-dtre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mdthode normale de filmage sont indiquds ci-dessous. n 1/ n n Coloured pages/ Pages de couleur Pages damaged/ Pages endommagdes Pages restored and/or laminated/ Pages restaur^es et/ou pellicul6es Pages discoloured, stained or foxed/ Pages d^colordes, tachet^es ou piqudes Pages detached/ Pages d^tachdes Showthrough/ Transparence Quality of print varies/ Quality indgale de I'impression Includes supplementary material/ Comprend du materiel supplementaire Only edition available/ Seule Edition disponible Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont 6t^ filmdes d nouveau de fagon h obtenir la meilleure image possible. The poss of th filmi Orlgi begii the I sion, othe first sion, or ill The I shall TINL whic Map: diffei entir begir right requi meth This item is filmed at the reduction ratio checked below/ Ce document est filmd au taux de reduction indiqud ci-dessous. 10X 14X 18X 22X 26X 30X y 12X 16X 20X 24X 28X 32X lire details jes du modifier jer une filmage i6es The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol — »> (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. L'exemplaire filmd fut reproduit grdce d la g6n6rosit6 de: La bibliothdque des Archives publiques du Canada Les images suivantes ont hxh reproduites avec le plus grand soin, compte tenu de la condition et de la nettetd de l'exemplaire film6, et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprim^e sont film^s en commen^ant par le premier plat et en terTiinant soit par la dernidre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont film^s en commengant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la dernidre image de cheque microfiche, selon le cas: le symbole — ► signifie "A SUIVRE", le symbole V signifie "FIN". ire Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre filmds h des taux de reduction diffSrents. Lorsque le document est trop grand pour dtre reproduit en un seui clichd, il est filmd d partir de Tangle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. ty errata ed to nt ne pelure, i90n h 1 2 3 32X 1 2 3 4 5 6 p] REPORT / b ON THE SURVEYS OF THE QUEBEC AND RICHMONP KAILWAY. BY A, C. MORTON, Eso„ CIVIL ENGINEER. "& s? t ' QT7EBSC: PRINTED AT THE MORNING CHRONICLE OFFICE. 1851. REPORT ON THE SURYEYS OF THE QUEBEC AND RICHMOND RAILWAY BY A. C. MORTON, Esq., CIVIL ENGINEER. QUEBEC : PRINTED AT THE MORNING CHRONICLE OFFICE, 1851 OFFICE OF THE QUEBEC & RICHMOND RAILWAY COMPANY. Quebec, August IStli, 1851. To the rrcsidcnt and Bircctms of the Qiichcc and Richmond Railroad Comjpa^iy. Gentlemen : Having in accordance with your instructions, completed the survey of a continuous line for your road from Richmond to the city of Quebec, I have the honor to submit the following report thereon :— The survey was commenced at a point on the St. Lawrence and Atlantic Railroad in the village of Richmond, on the 19th of February last, and was continued through the inclement period of the year, with little or no interruption. During a portion of the spring, it was deemed advisable to suspend field operations, the country being flowed with water to a considerable extent, but this time was usefully employed in the office, in pre-; r-ng plans, profiles, and estimates of cost of that portion of the i" ^,e then surveyed. After a few weeks interruption, the field work was again resumed, but long continued rains delayed the completion of the work, till the 12th of July. The section of country traversed by the line, is of a gently undulating character, and is drained by some of the smaller tribu- taries of the St. Francis river, running in a westerly direction, and the Nicolet, Becancour, and Duchesne rivers, running north- westerlv into the St. Lawrence. I 'VUv. lino p.i-sfs |iiplon, Tingwick, Warwick, Arlli:il)a»ka, Slaiit'old, Soiiici.sol, and Nelson, ami lhroiiji,li tin; Stii^niorit's of St. Croix, Si. (i'il('<,S(. yVnloine, St. Nicholas, aul Laiizon. The elevation of the (livenMni:^" jioinl of I lie lin(. on the St. Lawrence and Atlantic Uailroad, i;:, about .'Hj feet above tide, and the elevation of the country passed over by the line on the .southerly side of tiie St. LaAvrencc, varies from 200 to 540 feet. The ground;; in the innnediate vicinity of the river, are prcci- pitous and broken, and the streams entering it in the vicinity of t^uebec, from the south, pass through deej) narrow gorges, having a rapid descent and a winding, irregular course. The principal diiiiculty encountered on the route, is found in approaching the St. Lawrence river, and although other portions of the line follow a course transversely to the direction of the princij)al streams, yet the grades and cost of construction may be regarded as favorable. In leaving the valley of the St. Francis and running in the general direction of Quebec, it becomes necessary to cross the dividing grounds between the waters of the above mentioned stream and those of the Nlcolet. This is accomplished by following up a small stream which enters the St. Francis at Richmond, to its source and thence striking across to the head of Beaver brook, which is a tributary to the Nicolet. The distance from Eichmond to this summit is 4 3-5 miles and it is elevated 122 feet above the grade of the road at the former place. In overcoming this eleva- tion, a grade of 50 feet per mile, for about li^ miles, is required, and on the remainder of the distance, the grades vary from a level to 30 feet per mile. In crossing other undulations of the country, no gradients arc requiied exceeding 37 feet per mile, with one exception, which is 42 feet. This may probably be reduced to the same maximum witliout increa«;cd expense. I ■< I Tho d'ossin;;', ol 'ic sdram^ nro u iially LivoiMhl.-, and llu: cutlings and liHiiins, wiili llie exception of llm-.i; on ilie portion ol' the line descending to the .^l. Lawrence are Iii;Iil. The present survey may he regarded as only an a; proximate location, and I douht not thai willi the aid of the iatorrnation now acquin^d, inipruvenients may he maih; on >,oine portions of the line, which will <;ive more i^ivoralde resnits. This may readily he dnno, after the commencement of the work .shall have been deternnned npon. In the townships of Somerset and ^lanfold there have been three lines surveyed, two of which diverge near the South line of Stan- fold, and unite one mile North of the village of Somerset, (^nc line hears Northerly, passing through Uie village of Shudohl and crosses the i'i\er JMauche near the village of Somerset. This line may he so modified as to pass through the litter place without any material deviation from a direct cour..c or additional expense. The other line occupies a more Southerly position avoids the village of Stanfold and passes through Somerset. Tliis lino al- though shorter than the North line by ;^")00 feet, unavoidably encounters heavier grades and more expensive work. There is a gradient on this line, of 70 feet per mile for 1^ miles. This is required in crossing an elevated ridge on the Southerly side of the iliver J31anchc. A branch line from this was surveyed, divero-inff on the Southerly side of this ridge and pursuing a still more Southerly route crosses the valley of the River Jilanche at a point about one mile above Somerset. Although this modification of the South line permits more favorrble grades yet the expense and the distance is considerably- increased and it avoids the village of Somerset, which is a point of some importance. The North line, hy a slight modification mo} pass through both the villages of Stanfold and Somerset. It is the most favoraahle as regards grades and co.st, and its poHtJon being such as to diaw t !« I'l ilio r<);ul lilt; lar^t si ainuiiiil '>! iraili, il;: uiloiilion i:- rci^pccllull) rccoiiimcmled. Tlu! instruct inns under winch tli(» survey was mailo, confined our I'xaniintitions for discLMiding to the St. Tiawrcnre River, to tho Parish of St. Nicholas, and to Point Platon, both of nhiclf places contenipiatt! the use of a ferry and the txtcnsion of the road to the city of (iuehcc, on the Northerly side of the river. The former crossinf o^ivos a distance of road to be built on that side of the river, of S:| miles, and tho latter about 35 miles. On a rcconnoissancc of the ground in the immediate vicinity of Point Platon, and Portneuf on the opposite side of tlx river, it appeared of an unfavorable character which together with the great iidditional length of road to be biult on this route, seemed to render it unuecessary that a detailed survey of the whole should be made. An instrumental examination was made to ascertain the height of the table land at Point Platon, and practicability of distributing the ascent over ground admitting of the use of loco- motive power and reasonable expense of construction. Commencing a grade of 70 feet per mile at the pier, the principal elevation would be overcome in a distance of about 2 miles, thence a gradient of less inclination would carry the line to the top of the table. In making a terminus on the South side of the river it would be necessary to have at least half a mile of level ground for depot and other purposes, but as the water increases in depth and rapidity at that place, it would probably be necessary to adopt a gradient of 80 to 90 feet per mile commencmg a short distance from the river, thus giving an opportunity for a short distance of level road. The length of this grade would be 1| miles and the road-bed would necessarily be formed in the nearly perpendicular clilT and steep banks of the river. ill i! 5 The work would be very expensive and the line circuitous. To develope the line by extending it further down the river, with a view to lessen the inclination, would place the road on unfavorable Hull) ami more eiovatctl iiroumi in Itaviii;; flic river in llir diroclioM "I the necancoiir. At Portncuf, ou the opposite si«h; of the river, a long ami expen- sive pier wouhl have to he constructed in coiisecpiencc ol" the f^rcat distance of shoal water. There would however, be less dillieulty in surmounting the elevated grounds in the vicinity of the river, than at Platon, from the facilities alVorded by the valley of a stream of considerable size, which here enters the St. Lawrence. In addition to the difllculties above referred to, is the greatly in- creased distance required for this route above all others. From the best information that can be obtained, sliort of a survey of the whole route, it is believed that the distance will exceed that of the St. Nicholas route, about 20 miles. In view, therefore, of these facts, I would respectfully recom- mend that this route be abandoned. Extensive surveys liave been made in the Parish of St. Nicholas, in the vicinity of the St. Lawrence, with a view to determine the most feasible plan of overcoming the diiriculties of eflecting a descent from the elevated table grounds to the river. There arc two small streams which enter the St. Lawrence with' in this parish, and are known as St. Nicholas river and Frechette's mill stream. The latter reaches the St. Lawrence opposite Cap Rouge and the former at a point known as Ro-'^' mills, which is about two miles above. The depressions in the high grounds formed by the entrance of these streams, afford the only means of reaching the level of the St. Lawrence in the Parish of St. Nicho- las without a very great developemcnt of the line and an unrea- sonable expenditure for grading. Availing ourselves of tho greater advantages afforded by these valleys, we nevertheless find that the obstacles are still of a somewhat formidable character. The position of Frechette's mill stream is such that it cannot be reached without cucouuterinic an amount of curvature at two points, s oijuiil to IbO tlogrcc> ciich, or rci^orliug to the u.-i; uf ^juitche-! oi culininaling jioints in place oi" curvt;.>^, cither ol' wliicli would be highly ol)jcc{ionah]o. Tlie rapid descent of the stream, the greater portion of the fall being confined to a distance of 1,000 foet, renders along and expen- sive cutting necessar}', the grade of the road being far below the bed of the stream, and in approaching the bank of the river, a heavy embankment is also required. The distance by this route will exceed that of the St. Nicholas river by 2\ miles, yet this in- creased distance does not to any extent, favor a more equal distri- bution of the descent. These difllculties are such as to render the route impracticable, having a proper regard to reasonable expendi- ture for construction and the usefulness of the road when completed. The valley of St. Nicholas river, facilitates in some degree the approach to the St. Lawrence, on account of its general direction being favorable, yet it is exceedingly irregular in its course, and the banks are high and broken. The upper portion of the valley has not a very rapid descent, but on arriving at the St. Lawrence, this stream descends 135 feet in a distance of 900 feet. The cha" racter of the valley and the stream approaching this point, does not permit its bed to be lowered so as to be of much avail in reducing the gradient, therefore there is no way of accomplishing the descent except by following the precipitous and rocky banks of the St. Lawrence, descending to the level of that river at a point nearly opposite Cap Rouge. This is found to be difficult on account of the irregularity of the grounds, and heavy work is unavoidably encountered. A line has been traced down the St. Nicholas valley, and along the banks of the St. Lawrence, having a maximum gradient of 55 feet per mile for 5^ miles, terminating nearly opposite Cap Rouge. This gradient suits the upper portion of the valley very well, but for the last two miles, it gives excessively heavy work, requiring a greater oxpciiditure than would l)o advisable to incur. A ijradicnl "I i i i) of from 70 to 80 Icet per inilo, for hvo miles, woulil avoid consi- derable curvature and reduce the cost within rcaso\u\l)le l)ounds, and is regarded, under all the circumstances, as preferable. This gradient, being at the terminus on the river, may be con- sidered as less objectionable ; for additional power is always at hand to assist in overcoming it, should occasion require. But su ,n an occasion is not likely to occur, for it is believed that the tonnage of trains at this place will seldom exceed the power of the engines. With this gradient, there will be about 1^ mile;^ of level road in leaving the river, wjiich would be an advantage to trains ascending it, and with the greatest probal)lc weight of trains, it would be attended with little or no objection except perhaps a slight diminu- tion of speed. I would not wish to be understood as advocating grades of this class, except in cases where a great saving in cost may be made, and when from the nature of the business to be done, it will result in no material inconvenience or increased cxpence in operating the road. Gradients of this class, and even much greater arc adopted on important trunk lines in the United States, and although in most cases unavoidable, these instances show that such roads nevertheless have the capacity to do an immense business and prove profitable investments. It may be proper to state in connection with this subject, that further and more minute surveys, which would ])e required in making a final location of so important a portion of the work, may show that these difficulties can in some measure be avoided or so modified as to admit a reduction of the inclination of this gradient without excessive cost. The line, as before stated, was carried across the river to Cap Rouge, and thence to the City of Quebec. The distance from the end of the proposed pier on the southerly -id(.', •" that on tlic opposite side at Cap Rouge i .- 1 1 n^ile^;. i; !i! 10 Deep water is reached in a short distance on the southerly side of the river, but at Cap Rouge the distance is greater, requiring a pier of about 1 500 feet in length to reach the required depth of water. The ground in leaving the river at Cap Pwouge, and for the whole distance between that place & Quebec is of the most favorable character for the construction of a road. The maximum grade need not exceed 20 feet per mile, except for a short distance within the city, where the grade of the road should conform to that of the streets. The greater portion of the road from Cap Rouge to Quebec, will be level or nearly so. The distance is a trifle less than nine miles, and on the greater portion of it, the cost of grading unusually cheap. The total distance from Richmond to Quebec, as now surveyed, is 101^ miles. The total distance surveyed, including the survey of subordinate routes and side lines amounts to an aggregate of 154-1 miles. ESTIMATES OF COST. The estimates of quantities are based upon the requisite width of road-bed for a single tract, with the usual slopes and a proper allowance for side tracts. The masonry for the more important structures is supposed to be hammer dressed, with quary faces, and the culverts, small bridges, passes, &c. to be of substantial rubble masonry. Stone of a suitable character for this masonry is found on large portion of the line, but at points where suitable material is not found in the vicinity, it is proposed to adopt wooden structures for a few years when permanent work may readily be substituted, the materials being transported on the road to points required. The track is to be formed of such timber as is found along the line, with a rail weighing 100 tons to the mile. The wharves are supposed to be constructed of timber, with stone filling, and of the 11 requisite widtli for three tracts, and for the reception and transfer of passengers and the various kinds of freight. The buildings are supposed to be principally of wood, and of such dimensions as to accommodate the business of the road, without reference to any great increase from other railway connections. In the erection of the buildings required at the junction with the St. Lawrence and Atlantic Railroad, the two corporations will doubtless bear the expense jointly. The amount of machinery embraced in the estimate, is sufficient for the business for a few years, additions to which may be made from time to lime as the increase of business may require. It is proper to state that a considerably large equipment is necessary to operate the road in consequence of its being divided into two distinct parts. The land for the roadway and stations from Richmond to the Becancour river, will be obtained free of charge or at a very low rate. From the Becancour River to the St. Lawrence, the land passed over by the line, is in a high state of cultivation and there being a much greater number of proprietors, the cost will conse- quently be considerably greater. From the same and other causes, the lands from Cap Rouge to Quebec, will cost much more than on any other portion of the line. Tlie cost of land is an exceedingly uncertain item of expenditure, depending on judicious management of the agent to whom this busi- ness is entrusted, the intelligence and liberality of the proprietors and the character of the country. The amount allowed in the estimate for these items are more than could be allowed by a just and equitable appraisement. 1-2 ESTIMATE. i I 1| ITEMS. Quantities Cleaning and Grubbing. . . Earth Work. Excavation Earth, incliul- ing haul Do do do Do Solid Ilock Do Loose do Do in Pit Maso7iry. Jj ridges Abutments and Pi- ers Culverts Protection Wall Bridge and Culvert foun- dations Bridge Superstructure. Truss Bridging Do do Track. Main Track Side track and fixtures. . . Machi7icry. Locomotive Engines Passsenger Cars Baggage and Mail Cars. . Box Freight Cars Platform Cars.. .. Earth Cars Hand Cars Snow Ploughs .... Buildings and Fixtures. . . Road and Farm Crossings. Land and Fencing Wharves Prices. Cubic yds 1854000 380,000 190,000 r>i. ,000 05,000 14,152 21,600 5,600 9,500 Linear ft 1,700 550 Miles. 100^ Number. 7 9 3 13 18 25 13 3 s. d. 1 3 1 G 4- 3 2 1 G 1 5 12 G 7 G Amount. £14,000 115,875 28,500 40,375 5,400 4,875 17,690 13,500 2,100 9,500 Aggre- gate. je 14,000 5 4 1550 2000 625 250 200 175 80 20 225 8,500 2,200 155,775 10,750 14,000 5,625 750 2,600 3,150 2,000 260 675 15,750 12,500 16,000 15,500 195,025 42,790 10,700 166,525 29,060 15,750 12,500 16,000 15,500 Total cost je517,850 Average cost per mile. .je5,152. Tlie preceding estimate iiidiulos the cost of Llio wliohi i-oad, witli t'cuiipment for the commencement of business. It is proper to state that the road on the southerly side of the St. Lawrence river is distinct from that on the northerly side, it tlierefore follows that each must be furnished with machinery, and operated separately. The road having four termini, retpiires also an additional number of station buildings, turning tables, fixtures, &c., and an additional expenditure for wharves. The expenditure for machinery and buildings wiiich is required for the short piece of road on the northerly side of tiie St. Law- rence, would probably be equal to the cost of the same items for the one third of the road on the opposite side of the river, the whole being operated in connection. The cost also of operating a short road it is well known is much greater in proportion to its length than for a long one. The Iptal cost of the whole road as per estimate is ^£517,850, or an average cost of £5,152 per mile. The cost of the road from Richmond to the St. Lawrence river is jG4<55,10G, and the distance 91 1-3 miles, giving an average cost on this part of the line of jG^jOSS per mile. The total cost of the road from Cap Rouge to Quebec is J£62,7'i4<, or an average of £6,970 per mile. In view of the importance of your road, which is to form a part of the great trunk line through the Provinces, and the necessity of placing it in such a position as will facilitate a connection with the Halifax line ; I say, in view of these facts, the question of routes approaching the southerly side of the St. Lawrence, is one which should re ceive the most mature and serious consider ation. I can on this occasion only present the facts so far as developed by the surveys above described, and until further surveys are made, I am unprepared to institute a comparison of the merits of the various proposed routes, or to recommend any route for that part of the road between the Becancour and tlie St. Lawrence for your adoption. 11 Two |)oiiits f conceiv(; iiiusl be quitci clear to every mind, wliich ;ire these : — that your road must have a direct and favorable con- nection with the Halifax line, should that road be built, and that the terminus of your road on the .St. Lawrence should not be fixed without reference to this connection. There is one plan of forming this connection which so far as I am informed has not been suggested. It is to descend to the St. Lawrence through the St. Nicholas valley, and thence follow the bank of the river to some point opposite Quebec. Although I am unable to judge of the merits of this route with any degree of certainty, as contrasted with others, without an instrumental examination, yet it appears to present facilities for descending the St. Lawrence, with gradients quite as favorable as those on oihcr routes. I The cost of construction on this route it is believed will not be considered extravagant in view of the importance of the conlection, and all things considered, may compare favorably with other routes. If it should be deemed advisable to make an examination of this route, very few changes would be required in the general features of the present survey of the St. -Nicholas route, to extend the line for this connection. The question of terminus on the southerly side of the St. Law- rence involves the necessity of surveying several routes in the most careful manner. The line from Richmond to the Becancour, a distance of 62 miles is common to all these routes, and the definite location of this part of the road may be made and the work placed under con- tract during the progress of the surveys of the various routes to the St. Lawrence. Tliat part of tlie road passes through a highly favorable country for the cheap construction of the road, and but little time is required to prepare the line for the coinmencenieut of the work. r 16 Tlic prosiicctlve business of your road is a subject whicb ui the present time I am unprepared to present with much detail, not being in possession of the requisite statistical information. I may briefly remark, however, that the country througli which the line passes, is cultivated to a considerable extent, and possesses great agricultural capabilities. Water power is abundant along the line, and at several points villages have grown up which contain an active and enterprising population. The villages of Danville, Stanford and Somerset are places of some importance, where the trade of the surrounding country is concentrated, and will furnish a considerable amount of business for your road. The townships south and cast of the line are rapidly being settled by a hardy and industrious population, and the country generally is advancing in improvements and in the amount of its products. At the falls of the Becancour in the township of Inverness, there is a valuable water power, and from its favorable position it will doubtless become a flourishing place. The water power is already improved to some extent, and it being situated at the foot of a chain of lakes, which furnish the means of transporting the timber of the adjacent country to their mills, it adds much to the business capa- bilities of the place. With the means of reaching market which would be furnished by the construction of your road, tlie amount of lumber manufactured here, would be greatly increased It is not practicable to carry the road to a point nearer this place than about six miles, without too great a deviation of the line from a direct course, and a large additional expenditure. With a view to the accommodation of the business of the place, and that of the flourishing townships in this direction, it has been suggested that a branch from the main road should be extended up the Becancour river. This is practicable, and is a question which in the construction of your road, will doubtless receive duo consideration. 16 1^ I 1 TIjc city of Qiielx^c is tlui principal port on the St. Lawrence for jica going vessels and being connected with the " far west " by the most inagnilicent line of inland navigation in the world, enjoys great commercial advantages and has an extensive trade in lumber and brcadstulTs and is largely engaged in shipbuilding. There were in 1850, lOG^i vessels, having an aggregate measure- ment of iTDj^-iO tons, loaded with timber at this port. The tola' measurement of vessels built in 1850, was 30,387 tons. The value of exports from the port of (Quebec in 1850 were jei,297,4'23, and of imports jeG86,4j-4'l. The assessed valuation of real estate for the city of Quebec is j£2,500,000. The establishment of the scat of Government at Quebec, will add much to its growth and prosperity and largely increase the travel in this direction. The population of the city and county of Quebec, according to the census of 1848, is 4'9,000. The population by the same census* of the several counties contiguous to the line of the road on the Southerly side of the St. Lawrence, was 89,336 or an aggregate of 138,336. At the present time this population is probably not less than 150,000. There has been a great increase in the population of the townships, within a few years from emigration. This population being on or in the immediate vicinity of the road, is directly interested in its construction and will make up the local business of the road. It is however important to take a more ex tended view of the sources of business which may justly be claimed for your line. The connection which your road is to form with those proposed or in progress, gives it an important position. It forms part of the grand trunk line now in contemplation, \vhich is to extend from Hahfax through all the Provinces, to the River St. Clair, a distance of 1388 miles, While it constitutes a part of total 17 thia great line, it liirniMlicsi a connt'ction uiili iln: Si. Iia\vi(iicf and Atlantic road, a direct railway communcation between llu; cities of Montreal and Quebec, which Cvcijeds but a tritle the distance by the river, and will give a saving of time during the season of naviga- tion, of from 3 to 4- hours, and for half the year a saving of one day to each passenger. The intercourse between these important cities, which contain an aggregate population of 170,000, is very great, but when they shall be connected by a railway the travel will be vastly increased. An immense number of pleasure tourists annually visit the St. Lawrence, and the greater portion are drawn to Quebec, from its historical associations and the unequalled attrac- tions of the surrounding country. The greater portion of this travel will be attracted to the road, or at least will pass over it in one direction. Your road also perfects a direct railway cornmuncation from Quebec to Portland, Boston and New York, and by connecting railways to almost every part of tlic United States. Travellers descending the St. Lawrence, will thus be furuishod with a most expeditious and attractive route to the seaboard, with an opportunity of visiting the White Mountains on the way, or return to Montreal by railway and thence visit Lake George and the Springs, in either case passing over the whole of your road. Your road also connects Quebec with the eastern portion of Maine, through the Portland Sc Montreal road and other railways of Maine, and eventually with the lower Provinces through the proposed European 8t North American Railway. It occupies a central position in the ifreat trunk line through the Provinces, and the larger portion of the European or other travel which will be drawn from that route, from either direction, will pass over it. Havmg a wmter communication with Atlantic Ports, mcrchaut- will not necessarily be obliged to purchase six months stock of goods in the fall, butimportatioii'5 may be made monthly if desiriibh . 1>^ I find llm- talii ;i«lTanUi;j,f nitlic mukcl ;ui'.l at llie Mtne time secure ^casonabU) gooil.s. AVitli this general view of the connections anil business ol' your road, I may remark that the value of its slock, will much depend- upon its jiidiclous location and management. If this is secured and its connections with the trunk lines of the Provinces and the United States perfected, there is a reasonable degree of assurance that it will be a rcnumcrative investment. This however, is but a Hunted view of the subject. The great benefits which are to be derived from its construction by the whole of the townships east of the St. Francis River, in opening a cheap and expeditious means of reaching a market, in the settlement of vacant lands — and in the vastly increased value of almost every description of proi)orty both ia the country and the city are consi- derations far outweighing all others. J'Apericncc has shown in nearly all snnilar undertakings, that the increased vaiuo of |)ro})erty consequent upon their construction, and the benefits accruing from a vastly increased amount of business in cities and towns on and adjacent thereto, have been greater than the cost of the works themselves. The secluded district of country through which your road passes, the absence of cheap com- munications to reach a market, and the peculiar position of Quebec, are substantial reasons for supposing that similar results will follow the construction of your road. In conclusion I have to acknowledge my obligations to 11. T. Bailey, Escpiire, who was appointed to the chief charge of the work, and to his assistants, for the energetic and skilful manner in which so extensive a survey was accomplished at the must incle- ment jieriod of the year. 1 liavi; the honor to be. ("''I'litlcmen. Vour )uo:>t 'jbed't -'^r? t- .V. r, MOiiTOiS. Civil LOn^iiu ci