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3:x

MONTREAL NORTHERN /l

COLONIZATION RAILWAY.

REPORT ON EXTENSION

FROM

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UOK-r •> . ,

AYLMER WESTWARD.

CHS. LEGGE, Esquire,

CHIEF SiraillESS, U. IT, c. s,

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MONTREAL:
"Gazette" PruNTiNC House, nearly opposite the post office.

1873.

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MONTREAL NORTHERN

COLONIZATION RAILWAY.

MoNTEBAL, 3rd April, 1873.

Sir,— In accordance with instructions from
the Vice-President, I have made a general
exploration of the country on the north side
of the Ottawa River from Aylmer to D'iep
River, with the view of ascertaining If a
practicable route can be had for an extension
of the Montreal Northern Colonization Rail-
way over the intervening distance.

As you are aware the village of Aylmer, by
an amended Act of the Provincial Legisla-
ture of Quebec, passed In the year 1871, was
constituted the Western Terminus of the
Montreal Northern Colonization Railway,
with an average land grant from Montreal to
that place of ten thousand acres per mile.
Under this arrangement of terminal point
the road at Aylmer would be In connection
with the Upper Ottawa navigation, and at
Hull and Ottawa City a junction could be
*flfected with the Canada Central Railway,
leading in the direction of Pembroke, a point
of considerable importance in the Ottawa
Valley, but in the Province of Ontario, on the
south side of the river. Supplementing the
Government Land subsidy, municipal aid to
the extent of $1,500,000 had been given to
assist in constructing the line between
Montreal and Aylmer, a total distance of
about 128 miles.

Such in brief were the position and policy
of your company, up to a recent period, when
the inception and inauguration of the Pacific
Railway line with its eastern ter-
minus at Lake Nipissing directed the
attention of the Quebec Government and
of your company to the possibility
of an extension of the Montreal Northern
Colonization Railway along the North side of
theOttawa,to the greatest practicable distance
in the Province of Quebec, crossing the river
at a suitable point, and thence through the
Province of Ontario to a junction with the
great work. With this extension and union
accomplished, your road would form the
eastern link in the inter-oceanlc route,touch.
Ing marine navigation at Montreal, and via
the North Shore route from that city reach,
ing the same at Quebec.

Moved by the patriotic desire of securing
the location of the railway to the greatest
possible distance through the Province of
Quoboc, in order to open up and colonize, as
well as develop its vast timber, mineral, and
other natural wealth, the Legislature passed
an Act at its last session, voting a land grant
of ten thousand acres per mile for an exten-
sion of the Montreal Northern Colonization
Railway from Aylmer to Deep River, or to
such distance from Aylmer as the road
might extend within the Province of Que-
bec,

Deep River referred to, is a long and
navigable stretch or reach of the main Ot-
tawa itself, and following the course of the
stream is about 110 miles above Ottawa city,
or say 230 miles north-west from Montreal.

Until the recent exploration it was con-
sidered doubtful if a line could be carried
along the north side beyond Portage-du-
Fort, a point following the river, about 57
miles above Ottawa, or 53 miles from Deep
River. It was stated by many that the natu-
ral obstacles to be overcome from the Portage
up, if the Quebec route were followed, would
prove insurmountable, and that consequent-
iy from that point westerly the line would
require to pass through the Province of On-
tario to reach the Pacific terminus at Lake
Nipissing.

Having no dtfinite information on that
point, and anticipating its probable truth,
application was made to the County of Pon-
tiac, through which the road would pass, for
municipal aid to the extent of $150,000, or,
assuming the distance from Aylmer to
Portagc-du-Fort to be 50 miles, by the line
to be followed, the sum of $3,000 per mile,
the Company agreeing to push on the road
ly the north shore of the Ottawa above Port-
age du Fort as far as it can be found practi-
cable both in an engineering and financial
point of view. With this understanding, a
By-Law granting $150,000 was passed by the
Oonncil, and will Hj ratified b" the rate*
payers on the th and 10th of the present
month. The explorations since that time
having established the feasibility of a good
route to Deep River, and from the informa-

tlon gained as to the public feeling generally,
there is no doubt but the By-Law will be al-
most unanimonsi/ sustained by the popular
vote.

Anticipating this favorable result, the
selection of the route through the connty
which, while keeping the interests of the
Company in view, will likewise contribute
in so far as possible to the greatest good of
the largest number of inhabitants, beco nes a
question of considerable importance. This
selection, however, must finally be the result
of careful instrumental examinations. In
the meantime two distinct lines may be
indicated and their relative merits glanced
at. No. 1, or Front Route, may be described
as leaving Aylmer and proceeding in the
direction of Qaio, keeping on the lower
plateau or level. From Quio, the general
course will be in the direction of Clare idon
Centre, an important business locality, and
thence to Bryson, the county town
striking the Ottawa at the latter place'
and skirting its margin to either the
outlet of Deep River, or to a point
about five miles to the east, or within one
mile of Fort William; both places being ad-
vocated as suitable sites for bridging the
Ottawa and carrying the road into Ontario.
The first is comparatively narrow, but with
a great depth of water. The second has a
considerably greater distance between the
extreme banks, but a large section of the
space is occupied with islands, the water
being also shallow with a rockv bottom, and
therefore admirably adapted for the founda-
tion of the bridge piers. This line pass-s
over comparatively a level country, with
little bridging or clearing to do. The cur-
vature and earth work|will also be light, and
a small amount of rock work encountered
But few gullies, and those of small extent
occur. '

While following the margin of the river
for a considerable distance, at other places
the line will be rt least six miles from it,
owing to the crooked course of the stream •
the proposed location will therefore, to a
certain extent, combine the qualities of a
front and rear route. The policy of touching
the Ottawa with the raUway as frequently as
circumstances will permit, in the interest of
the company, may be supported by the fol-
lowing considerations. For many years to
come an immense trade in sawn lumber will
exist, the saw-logs being obtained largely
from the headwaters of the Ottawa and its
tributarie- and floated down to conreaient
points or bays along the river, where rail
connection can be had. Steam saw mills will

be erected at these favorable sites and cut
the logs into lumber Ui the Canadian,
American and other foreign markets, and
then bo transported by rail to the reepec-
tive destinations. A considerable traffic
will also be drawn from the South or Ontario
shore; al' o." which, together with the lum-
ber trade would probably be lost, were the
Railway /ocated eight or ten miles Inland
from the river, with a rough country inter-
vening. At many points on the Ottawa
river there exists immense water power,
which in course of time will be utilized, and
large manufacturing towns spring up. A
front location of the Montreal Colonization
Railway will anticipate the extensive trafSo
to be derived from those important poliits.
The distance from Aylmer to the outlet of
Deep River by this line, will be about one
hundred miles.

A'o. 2 or rear line will strike through the
county from three to four miles to the north
of Quio, Clarendon Centre and Brysou. It
may either continue on an inland course to
Deep River or strike the Ottawa bo me miles
to the East and follow Line No. 1 to either
point of crossing before referred to. From
all I can learn with reference to this route
the cost of construction per mile will act
diflfer materially from that of Line No. 1.
On the map it measures 96J miles, or 3*
miles less than the competing front route,
but from its inland poaition, no doubt has .
to surmount a higher summit level between
the two common objective points, Aylmer
and Deep River. If this be so, the equation
of the grades may produce a greater equality
In lengths of the two routes than is indi-
cated by the measured distance on the maps,
or even on the ground. Assuming, on the
other hand, that it may be 3} miles shorter,
and of similarity in construction and equality
in gradients, the difference in distance will
effect a saving in first cost to the company
of at least $70,000, and a large annual sum in
transport of through freight. Whether
such results will follow, or in the event
of doing so, if they will counterbal-
ance the advantages previously indicated
for line No 1, can only be determined after a
thorough and exhaustible instrumental sur-
vey has been made, and all the rival
merits carefully weighed and com-
pared. In the mean time for our pre-
sent purpose, it may be well to assume
No ], and endeavour to form some opinion
with reference to ite cost and financial posi-
tion. Judging from the character of the
country passed over, and its similarity in
general features to the first division from

Montreil t<» .^ylmer, an approximate eati-
mato of the cost ot constraction, Including
rolling-stock, station buildings, &c., may be
placed at |30,000 por mile.

Taking now the entire lenprth of line from
Aylmer to outlet of Deep Riv(!r, so as to
command the maximum of laud grant, we
have,
100 miles by f 30,000 per mile

equal $3,000,000

From this muBt be deducted

the land grant, which at

the lowest valuation should

command $2 00 per acre, n

rate recently obtained by

the Qovernment for timber

limits at public auction.
100 miles by 10,000

acres per mile,

equal 1,000,000

acres at $2 per

acre $2,000,000

Pontiac Municipal

vote 150,000

$2,150,000

Leaving balance to be provided

by issue of bonds of $850,000

This amount at 7 per cent, will require aa
annual outlay to meet interest of, say $60,000.
In sparsely settled new sections of the
country it is considered a safe rule to assume
that every individual of the population
within a belt of fifteen miles on each side of
the railway will contribute directly and In-
directly the sum of $7 to the t.affic.

From the census returns of 187,1 and
1871, the population of the County of Pon-
tiac is placed at 15,810. To this should be
added the Township of Eardly in the County
of Ottawa, through which the road passes,
numbering 1,120 ; and we have a total pop-
nlation on the north side of the Ottawa, de-
pendent on the road of 16,930, or say 17,000
souls.
Applying the usual rule of $7

per head, the gross receipts

from ordinary traffic will

give $119,000

This will be the Postal route

for the country above Otta-
wa City, and should, with

express receipts yield $1 00

a mile per annum, or 10,000

A region so rich in scenery, and

as yet but little known,

will during the summer

months command a large

tourist travel, while a t
other seasons of the year
large numbers of lumber-
men will pass over the
road, to and from the shan-
ties in the interior, and to-
gether with the proportion
of supplies which they
will require and to bo
transported over this line,
we may confidenlly antici-
pate that the through traf-
fic from these various
sources will amount to the
usual proportion of J of
the general traffic, or say.

round numbers a total
local gross revenue of . . . .

30,000
$169,000
$160,000

The low grades on this line, will render
the working expenses comparatively light.
We may therefore assume that 60 per cent
of the gross earnings, or $96,000, will cover
the cost, and deducted from the total receipts
$160,000, there will be a balance to meet in-
terest on bonds of $6t,000.

It has been shown, however, that the in.
terest account will amount to only $60,000,
thus obtaining an annual surplus of earnings
of $4,000, with ordinary legitimate local
traffic alone considered, and without inclu-
ding the revenue which will be derived irom
transport of sawed lumber and m'nerals.

With reference to the first o' these items,
it would be difficult to establish a limit to
the amount of business which will be brought
into existence by the facilities for cheap and
rapid transport to market, where none now
exists. As Ru illustration, reference is made
to the Brf v-lle and Ottawa road, running
from the t..- St. Lawrence to Sand Point, a
locality on t! e Ottawa River opposite our
proposed railway. This line with a short
branch to Perth, about 84 miles in ail, and
just touching the great lumber district as it
were, during the year 1872 received for
freight on account of this item alone, the
considerable sum of $83,521. Now, with the
extension of the Montreal Northern Coloniz-
ation Railway to a distance of 100 miles,
parallel with or touching the Ottawa at many
point?, and entirely through the lumber
country, with a through route to Montreal of
at least 40 miles shoiter than via the Brock-
ville and Ottawa line it is p.nrel^ not ftflt'??iTn=
ing too much to claim a far higher revenue
from the transport of sawed lumber than the
amount mentioned, or a sum exceeding the

iblaX estimated local troflac ($100,000) derived
from otbur soarcea.

No water competitor for this transport
need bo anticipated for many yeors The
Ottawa River is only navigable in roaches,
with intervening yorla^et, around which
tawed lumber cannot be profitably carried
The artificial slides which convey the
square timber or saw logs around
these obstructions In the navigation, are
not adapted for the passage of lumber which
must therefore continue to be carried by
rail. With the road In operation not only
will manufactured pine be conveyed to mar-
ket but all the various descriptions of hard-
wood also. Important items of return
freight, from the agricultural counties of
Quebec, for the Upper Ottawa, will bo hay
and coarse grain for the extensive lumber
establishments of that district ; thus open-
ing up a profitable market for the agricul-
tural products jf such great producing coun-
ties as Argenteuil, Two- Mountains and
lerrebonne, and at the same time materially
reducing the cost of those articles to the
consumers in the interior.

The recent discoveries of most extensive
and valuable iron mines on the line of the
proposed extension of the Montreal Northern
Colonization Railway, will conduce most
essentially to the prosperity and wealth of
the country, and success of the road. These
mines are now being opened up with the
njost promising results, several of them fur-
nishing or yielding over sixty per cent of
Iron. Large deposits of super-phosphate of
lime, excellent marbles, plumbago, and valu-
able minerals of several descriptions, have
also been found, proving this region to be
one ot great richness, in addiUoa to its tim-
ber wealth.

For the transport of these ores to market
or for the conveyance of coal to the mining
localities for smelting purposes, the Montreal
Northern Colonization Railway extension is
an imperative necessity; without it, those
mines of wealth must remain undeveloped
the prosperity of the country generally, and
that of the Ottawa Valley in particular will
eufifer accordingly.

It is thought that sufficient evidence has
been advanced to establish the financial suc-
cess of the enterprise, even when resting on
local merits, without reference to its impor-
tant function as a link in the Inter-oceanic
chain from the Atlantic to the Pacific. What-
ever fair amalgamation or running arrange-
ments may be made betwenn iht* nanadi-n
Pacific, and Montreal Northern'Colonization
Roads, cannot but cocdace to the benefit of

the latter by the vast through traffic which
will flow over the rails and give a pro-rata
profit to the company.

In so far we have couHidercd the Montreal
Northern Colonization Railway as termina-
ting financially at Deep River. A petition
la now before the Dominion Legislature for
an extension ot the charter to Lake Nlpls-
sing, and to some point touching the waters
of Lake Huron, or the Sault Ste. Marie.
Assuming for the present that the western
terminal point will be in the neighbonrhoo<l
of Lake Nipiesing to establish the proposid
junction with the Pacific Line, it becomes a
matter of some importance for your company
to determine the route from the foot of Deep
River to that place, and the financial basis
to bo established for the construction of
the road.

In the event of the Pacific Rillway passing
to the north of Lake Nlpissing, the location
of that work would be favourable for the
extension of the Montreal Northern Coloni-
zation Railway through the Province if
Quebec, at least so far as the River Matawan
a tributary of the Ottawa, about seventy- five'
miles above the foot of Deep River. From
the River Matawan, a distance of thirty .five
miles will reach a point of junction with the
Pacific Railway, moking a total distance
from Ottawa city of two hundred and ten
miles, or three hundred and thirty miles
from Montreal.

The enlightened policy of the Quebec
Legislature in the assistance rendered the
Montreal Northern Coloniz«ion Railway in
its onward progress to the foot of Deep
River, will no doubt still support your com-
pany in its efi'orts to reach that " Ultima
Thule," a Pacific connection, in so far as a
Quebec route can be followed. Passing
from the foot of Deep Rivor to the Matawan
for a distance of seventy-five or eighty miles
towards our destination, through a compara-
tively uninhabited country, atil consequent-
ly withouc any probability of municipal aid,
there is little doubt but the generosity and
patriotism of the Provincial Legislature
would increase the land grant to at least
twenty thousand acres per mile, or say a total
of 1,600,000 acres in aid of this last Qutbac
section of the road. From the Matawan to
Lake Nipissing a similar grant would be re-
quired either from the Dominion or Ontario
Government, for the thirty-five miles to reach
the junction, or 700,000 acres, making a total
land grant of 2,300,000 acres as a bond basis
to otisble the last link in the Montreal
Northern Colonization Railway, of 110 miles,
to be built. The construction of this entire

line from Lake Nlpissine to Uoutreal, while
Riving a greatly enhanced value to the land
already, and to be grantea by the respective
Oovernment8, in the region traversed by the
proposed road, will also correspondingly
benefit the balance of the public aomaine In
opening it up for gettlement to such an ex.
tent or degrej as no other means could ac-
complish.

Being assured of the cordial co-operation
of the Quebec Government if a North Shore
route is attainable, it remains to determine
the possibility of meeting the above require-
ment.

It is popularly believed that a lino from
the foot to the head of Doep River, a dis-
tance of about twenty.flve miles, is quite
impracticable, on account of the high banks
and mountainous character of the country
on the North or Quebec side of the river.
Nearly all the persons with whom I conver-
sed during the recent visit united in stating
that if this section can be overcome, a fine
route could be had from the head of Deep
River to the Matawan, a distance of some
tifty miles, and thence through to Lake
Nipissing.

From all the information gained, there Is
no doubt the North 8ho;e of the Deep River
presents from the water, a formidable ap-
pearance to the unprofessional eye, and ap-
parently condemns in toto the construction
of a railway on that side. You will allow
me to observe, however, that our experience
of the past in connection with alleged
natural difficulties on other sections of the
Montreal Northern Colonization Railway,
has rendered me a little sceptical with re-
ference even to thos* said to exist at Deep
River. It will be in the memory of the
company that during the early history of
our railway, it was quite as confidently pre-
dicted, and by those who were supposed to
be thoroughly acqua'nted with tha country,
that no route co ^e had from Grenville to
Ottawa, on the ^, lO .jc side of the river. A
hurried exploration was alone sufficient to
demonstrate the absurdity of the prediction.
The scene .of dlfflcilt'es was then shifted
westward ; no line could be had above
Aylmer ; soon it was found equally fal8e,and
Portage du Pjrt some fifty miles further
up the Ottawa became the fatal
point in our western p-ogress through
the Province of Qoebec. Tue recent in.
vestigations have, however, removed the ob-

-«-«.w „.. ,^.;, ..,{],. j((s ..iicttflliuc ui u:iy miles

beyond the Portage, and the foot of Deep
River is now the "jumping off place" for the
amateur railway engineers. No doubt those

prophetical gentlemen were quite sincere In
uttering their coBvictions, but the satlsfac-
tion of the company and public generally
must be rqnaHy 80, In having those predid
tions falsified, at least as far as Deep River
to which point, for a distance of two hun-I
drcd and twenty miles, an engineer could
scarcely demand a more favorable couniry
for the construction of a railnay.

No doubt from the foot to the head of
Deep River greater dlfllculties will be en-
countered, but from my knowledge of the
Laurentian formation, and that no continu.
ous ridges of any extent are met, but con-
sisting, so to speak, rather of a jumble of
hills with intervening valleys, I have no doubt
by keeping back some distance from the
shore that a route will be discovered in fol-
lowing the valleys referred to until the head
of the river is reached, after which as stated
all Is plain sailing.

At any rate, while the surveys are being
made next summer, from Aylmer to the foot
of Deep River, and before it Is finally con.
eluded to cross Into Ontario at that point, a
most thorough exploration and instrumental
examination should be made of the country
for several miles back of the north shore,
from the foot to the head of Deep River.
On the success, or otherwise, of this invesl
tlgation, depends a land grant from the Pro-
vince of Quebec of at least 1,600,000 acres,
representlug, say $3,200,000, to assist in form-
ing the Pacific connection.

If the Quebec route is obtained, this sum
will establish a bond basis for the balance of
the money required. If on the other hand
we fail in getting above the foot of Deep
River, on the north or Quebec side, it is
doubtful if the Province of Ontario would
be willing to contribute so liberally as the
sister Province, and a larger amount would
be required to be raised from other sources.

You will observe that no special reference
has been made to Portage-du-Fort crossing
or to that at "La-Passe," over the Ottawa
River, into Ontario, as advocated by many.
To cross at either of these points would be
of course to lose the Quebec Land Grant
from that point westerly, without perhaps
receiving any corresponding inducement or
equivalent for the loss.

Before concluding it may be well to make
a few additional remarks with reference to
Pontiac, the most westerly county of the Pro-
vince of Quebec, through which the pro-
posed extension mostly runs.

With the exception of the population
15,810, the census returns of products, kc '

for tho yoM 1870, have not yot been pub.
llBbed.

From tbe conens of I8U0, tho following in-
formation Is obtalnuil :—

Cash Value of Parmg f 1,1 91,400

Cash Value of Farming Impk-

ments $71 ,6.14

Wheat and other Ora'a, miuotu. , . 403,52.1

Root Crops, minots 340,422

Hay, ton« 10,711

Valne of LIva Stock $380,070

Butter and Cheese, lbs 266 809

Beef and Pork, brls 6,300

No doubt a considerable incroaso to the
above quantities has taken place within the
last twelve years.

For some time past, however, tbe lumbor-
lug; industry has boon pre-eminent in this
county, and I am informed on very good
authority that the annual product of Pontiac,
in this item alone, is about $4,000,000. As
an agricultural county, I am told, the val-
leys and alluvial flats are rich in marly clays.

and that wheat grown here actually carried
off thr second priiie at tho Paris Exhibition
of 1807.

I havo now given you the general results
of Investigations and information collected
during tho recent hurried visit to Pontiao
and Deep River, which, perhaps, may answer
the purposes of the company for the present.

To an engineer it Is always more satisfac-
tory to base his conclusion i and reports on
the more accurate data, resulting from in.
strumontal examinations of the country to be
traversed, and which I trust to be able to
give you during the ensuing summer, io
general confirmation of what has now been
written.

I have tho honour to be, sir,

Your obedient servant,

CHARLES LEQQE,
Chief Engineer M. N. 0. R
E. Lsr. Da BBLLKraciLLi, Esq ,

Secretary M, N. 0. R., Mor.treal,