MEMORANDUM 
 
 ADDBESSBD TO 
 
 THE HONOURABLE THE MINISTER 
 
 RAILWAYS AND CANALS 
 
 BY IHK 
 
 ENaiNEEH-IlSr-OHIEF 
 
 OF THE 
 
 CANADIAN PACIFIC RAILWAY 
 
 OTTAWA : 
 
 PRINTKF) BY MACLEAN, ROGER & Co,, WELLINGTON STREET. 
 
MEMORANDUM 
 
 ^ ^ S I ' ' ' 
 
 ADDRESSED TO 
 
 THE HONOURABLE THE MINISTER 
 
 OF 
 
 RAILWAYS AND CANALS 
 
 ENGlNEER-TlSr'CIIIEF 
 
 OF THE 
 
 CANADIAN PACIFIC RAILWAY 
 
 OTTAWA : 
 
 PRINTED BY MACLEAN, ROGER & Co., WELLINGTON STREET. 
 
[Printed by authority of the Honorable the Minister of Railways and Canals, 
 
 \^th April, 1880. J 
 
 MEMORANDUM 
 
 ADDRESSED TO 
 
 THE HONORABLE THE MINISTER OF RAILWAYS AND CANALS 
 
 BY THE 
 
 ENGINEER-IN-CHIEF 
 
 OF THE 
 
 CANADIAN PACIFIC RAILWAY. 
 
 CANADIAN PACIFIC RAILWAY. 
 
 Oppick op the Engineer-in-Chiep, 
 
 Ottawa, 26th March, 1880. 
 
 Memorandum. 
 
 On the 3rd March, grave charges were made in the House of Commons, against 
 the writer, as Chief Engineer of the Canadian Pacific Railway, which have since 
 been published throughout the Dominion. Tliese charges seriously affect his personal 
 character and his professional reputation. 
 
 A member of the House of Commons has certainly the right to investigate the 
 conduct of any public servant, if he deems it proper to do so. Equallv the party 
 assailed, if wrongly accused, may claim to be heard in his justification. 
 
 An Engineer is an executive officer of the Government, to Avhom the public 
 interest is confided according to his rank and status. No charge can be more painful 
 than that he has neglected his duties, or that he has failed honestly, and with ability, 
 
 to consult the interests he has undertaken to protect. 
 
 \ 
 
9 
 
 It is obvious lliat, if cullod iipoti to vindicate his charactoi’ iVcm what he holds to 
 ho an unjust accusation, the only course open to an Engineer, in the employ of the 
 Government, so long as he holds his position, is to address his remonstrance to the 
 Minister at the head of the Department. 
 
 Ho cannot with propriety avail himself of the colums of the newspapers or of a 
 magazine, neither can he publish a pamphlet in his vindication. To the mind of the 
 writer it is still more objectionable to have recourse to a bori-owed pen, and to gef 
 ])ublished anonymously what he holds inexpedient to state above his signature. 
 
 The writer, therefore, respectfully asks leave to address the Minister on the snh- 
 ject of the charges made against him in P.arliamcnt. 
 
 They may be formulated: — That the writer has recom ’ended an ill-judged arnl 
 unwaranted site for the bridge-crossing of HedKiver; that he was long absent in 
 England from his duties, during which time the railway work was unconsidcred, and 
 his responsibilities neglected ; that the original estimates given for the work under 
 contract have been greatly exceeded ; that he has cause! needless expenditure at 
 Cross Lake on an improper location, and, that he has permitted large sums of money 
 to ho carelessly wasted. 
 
 The writer has submitted, at length, the reasons which have led him to recom- 
 mend the location of the Red River Bridge. They^ are set forth in his report to the 
 Government, of 8th December, 1879, to bo laid before Parliament. Subsequent 
 enquiry h.aving confirmed the facts he cannot change or modify his opinions. 
 He respectfully submits that, if the question be examined and the facts and the circum- 
 stances be fully weighed, it will Imj found that his view of the case will be sustained 
 and his recommendation justified. It is known that the location recommended l»y 
 him is not looked upon with favour in quarters and localities .adversely interested; 
 hut his own convictions remain unchanged, and ho hohls it incumbent on him, in the 
 general interest of the public, to adhere to the selection ho h.as submitted, and to ask 
 that the considen’Gons which dictated it ho fully examined. 
 
 On this point of the censure directed against him, he begs leave respectfully to 
 refer to his report to the Government, and to ask for it impartial consideration. 
 
3 
 
 Ho turns to the oilier issues which have been raised. Tlie chargo^is unusually 
 grave, that of having neglected his dut}’ and allowed large sums of money to be 
 squandered. An engineer is in no way answerable for the policy adopted by the 
 Government in making contracts; but once a contract is entered into and placed in 
 his hands, he is responsible to the Government, through the Minister of the Depart- 
 ment, that it be honestly fulfilled. It is his duty to carry out and enforce its con- 
 ditions, to see that the work is properly performed and full value given for the money 
 paid. It is equally his duty to do justice to the contractor, as to the public ; indeed, 
 to act as a judge between parties whose views of right are not always identical. It is 
 moreover, his duty to submit to the Minister anj' changes, in construction or other- 
 wise, he may hold to be desirable, and, on obtaining the Minister’s authority, to have 
 them carried out, 
 
 Between 1803 and 1871, the writer was Chief Engineer of the Intercolonial 
 Railway. From 1871 to 1876, he filled the position of Engineer-in-Chief of both the 
 Intercolonial and Canadian Pacific Railways. In the latter year the Intercolonial 
 was opened for traffic, and the writer ceased to act as Chief Engineer. At 
 this date most of the difficulties connected with the Canadian Pacific location had 
 been solved. Two sections, ea-sj* of construction, had been placed under contract; 
 No. 13, the first section west of Fort William, Lake Superior, 33 miles ; No 14, the 
 first section east of >Selkirk, Rod River, 77 miles. 
 
 The writer’s health had been much affected by his labours; his medical adviseis 
 counselled rest. He himself felt that abstinence from work was indispensable. 
 He applied, accordingly, for twelve months’ leave of absence. So much a matter of 
 necessity did this rest appear to himself, that he had determined, should the leave 
 of absence not be granted, to resign his position, a fact perfectly capable of being 
 established. 
 
 Before leaving, it was arranged that the Senior Assistant, on the Pacific Rail- 
 way stafl', in the writer’s absence, .should assume his duties. Full confidence was felt 
 in the abilit}', c-Kpeiicnce and reliability of that officer, and, on the writer s recom- 
 mendation, the then Minister of the Department consented to the arrangement. 
 That gentleman was placed in charge, and he enleieJ on hiS duties with the title of 
 Acting Chief Engineer. 
 
 n 
 
4 
 
 The writer left for England. At that time Sections 13 and 14 only were under 
 construction. The work then performed was valued at — 
 
 Section No. 13 $127,353 
 
 do 14 102,140 
 
 Section No. 25 had been placed under contract as the writer was leaving, but no 
 work had been executed. Six months afterwards the contract was signed for Section 
 No. 15. 
 
 During his absence the writer was relieved from active direction of work, super- 
 intendence of details and all the incidental duties appertaining to his office. Matters, 
 however, connected with the railway wore frequently brought to his notice, and 
 formed the subject of correspondence. 
 
 Twice he was re-called by the Government. His leave was thus temporarily set 
 aside, and in consequence renewed and extended. Before six months had passed 
 he was peremptorily summoned by the Minister to Ottawa. Leaving England 
 in December, 1876, he remained in Canada until May following. In this period, 
 independently of the other duties which engaged most of his time, the writer 
 completed the voluminous Eeport of 1877, which he had commenced in England. 
 
 The leave of the writer was renewed, and he again left for England. He was 
 again recalled, and so urgent was the summons that he started on a few days’ notice. 
 The consequence was that he was forced to neglect important private affairs, the 
 arrangement of which necessitated his I'eturn to England. 
 
 In October, 1878, he returned to Canada and resumed his duties. The Acting 
 Chief E ngineer had, from July, 1876, hold the position of principal executive officer 
 of the Government to supervise the works under contract, to give directions to the 
 engineering statt’, to control the expenditure, and to issue proper certificates for 
 work performed by the contractors. 
 
 Fi’om July, 1876, to October, 1878, no charge was taken by the writer of details 
 of work under construction, beyond replying to the points submitted to him and 
 receiving the reports forwarded from time to time. The latter in no way presaged 
 the difficulties which now attract public attention. 
 
5 
 
 On the return of the writer to his duties in the autumn of 1878,. his attention was 
 directed to the difference between the original quantities and the work returned as 
 executed on Sections Xos. 14, 15 and 25. 
 
 Whatever the cause, it was plain that the original quantities had been greatly 
 increased. No report of any such contingency had been made to him. The fact fell 
 upon him as startling, from being unexpected, as it was alarming and unaccountable. 
 
 He had never supposed that a result of this character was possible. Had he been 
 in the country his duty would have led him to take means to keep down the expen. 
 diture, to amend the lino where change was advantageous and possible, and if through 
 any cause the quantities of work executed showed a tendency to over-run the esti- 
 mate, his attention would have been at once directed to the subject, as progress 
 sections and the monthly returns conveyed the unwelcome information. No time 
 would have been lost in endeavoring to ascertain the cause of the difficulty, and steps 
 would have been taken to rectify it. 
 
 The original bills of quantities were made up without the exact data necessary 
 for forming estimates with accuracy. They were prepared, from the best information, 
 by engineers who had charge of each particular survey. As there was great pressure 
 to have the work placed under contract, and definite quantities were indispensable, 
 the results were, to a certain extent, assumed. 
 
 Much of the line passes through muskegs and marshes. The surveys were 
 mostly made in winter when the ground was frozen. This circumstance doubt- 
 less, in some cases, deceived the surveyors as to its character, and led them to mistake 
 marsh and muskeg for firm earth. One thing is certain, the quantities published 
 before tenders were invited made no claim to exactness. 'ihQw primd facie character 
 establishes this fact beyond dispute. The amounts are almost in variably in round 
 figures, such as 100,000 lineal feet or 1,000,000 cubic yards. At the same time^ 
 although estimated, or rather assumed, specially to admit of a comparison 
 of tenders by having the different prices applied to them and the total amounts thus 
 worked out, it was also supposed that if not approximately correct, they would at 
 least not be greatly at variance with the actual results. 
 
It was, therefore, incomprehensible to the writer that the actual quantities should 
 in nearly every case be so much greater than those originally assumed and printo<J. 
 Making every allowanee for imperfect data, misleading those who had made up the bills 
 of quantities, for the frozen marshes having been considered to be solid ground and for 
 other contingencies, in the writer’s mind there was no satisfactory explanation for 
 the extraordinary differences.’ ' 
 
 When the discrepancy came under the writer’s n<jtice, ho at once gave it his 
 serious attention, and the difficulty with all the circumstances connocte«l with it was 
 frequently and earnestly discussed with the Minister, 
 
 It was not possible for the writer to acco])t the returns of the work executed and 
 the certificates whieh had been issued. Accordingly he declined to grant any certificates 
 whatever, for what had been done during his absence, until the quantities were pro- 
 j)erly accounted for and irrefiagably established as correct. He caused an investiga- 
 tion to be made into each case separately. Ho sent for those who had been engaged 
 in the work to learn the course taken in canying on operations, and the principle 
 adopted in making measurements, and full}- to satisfy himself as to the accuracy with 
 which the quantities had been computed; but he failed to obtain any satisfactory 
 information with regard to the excess of quantities. 
 
 A romoasurement of the work on each section was, therefore, recommended by 
 him ; a course approved by the Minister. 
 
 The value of the work certified as having been exccutcHl when the writer look 
 
 the matter up, was as follows ; — 
 
 On Section 18 — Gross amount certified $331,978 00 
 
 “ 14 “ 583,742 00 
 
 “ 15 “ j,151,S75 57 
 
 “ 25 1,180,800 00 
 
 In the winter of 1870-7, during the writoi’s stay in Canada, he was called upon 
 as Senior officer, to put his name to certificates which had been prepared 
 
 and laid before him. Their accuracy was not investigated by him, as he had the fullest 
 confidence in the returns submitted. These are the only certificates for which the 
 
7 
 
 writer is in anyway rcKponsible up to the time ho resumed his duties. According 
 to the certificates which he finds iu the office, work to the value of $2,539,181 has been 
 executed in the interval, on the four sections in question. 
 
 Jn the case of Section 13, Ihe writer w i-s iiol called upon to take any action, as 
 the work had been completed, the conti’act closed and the money paid before he 
 loturned to Canada. 
 
 A i cmcasuienieut of Sections 14 and 25 has been made, but it does not verify 
 and substantiate the previous returns. In consequence, the writer has been unable to 
 confirm the certificates issued during his absence, for work reported as executed. 
 
 Section 15, and the circumstances connected with it, have formed the subject of 
 a special report. The facts have been laid before the Minister. Errors in the system 
 of measurement and classification of work have been rectified. Explicit rules have 
 been laid down for future guidance. A verification survey to check measurements 
 has been commenced. The whole contract has been placed on a new basis under an 
 Order in Council, dated 20th May, 1879, under which the work has since been carried 
 on and payments made. No certificates have been issued by the writer since hia 
 return, except in accordance with its provisions. 
 
 These four sections only had been under construction when the writer I'eassumed 
 his duties as Engineer-in-Chief; since then, seven additional sections, some of them 
 vciy heavy, have been placed uudor contract, lie has taken every means to prevent 
 a repetition of similar difficulties. The precautions adopted may, in part, be under- 
 stood by reference to the letters of instructions to the Resident Engineers, one of 
 which is appended. 
 
 From October, 1878, the whole time of the writer, and hia best efforts, have been 
 g.ven to the discharge of his duty. From that date every point of detail, more or 
 less, has come under his personal cognizance, and for the results he holds himself 
 
 answerable. 
 
 This remark cannot, with justice, be aj.plied to the period when he was on leave 
 of absence, and he should not be identified with operations, over which he exercise-! 
 
 no supervision, carried on during the time when, with the approval of the Govern- 
 
 merit he wrr abBcnt from the Dominion. 
 
8 
 
 The question has been raised that the writer caused needless expenditure by 
 an ill-judged location of the line on Section 15, in the neighborhood of Cross Lake. 
 
 There are points between the terminus on Lake Superior and the Prairie Region 
 which govern the whole location. The geographical position of the Lake of the 
 Woods on the International Boundary, defines Keewatin, at the outlet of the lake, to 
 be one of these points. Selkirk, in the writer’s view, is clearly another. The prob- 
 lem was to connect these points by the shortest, best and cheapest route. With the 
 exception of a limited area of prairie or thinly-wooded country near Selkirk, the 
 whole distance is forest. A great extent of the surface is rocky, broken and rugged, 
 with many long, narrow lakes, some of which it is impossible to avoid. Cross Lake, 
 met some 36 miles west of Keewatin, is of this class. 
 
 The country here, and for a long distance, is exceedingly rough, and when the 
 surveys commenced it was a wilderness, well nigh impenetrable. It was neces- 
 sary, however, to find a railway line through it, not simply a line over which trains 
 could be taken, whatever the cost of working them, but a railway which could be 
 operated cheaply and which would admit of the conveyance of farm produce to the 
 eastern markets at the lowest rates, a re.-.ult only to be attained by limiting tbe 
 gradients. 
 
 This view has governed the writer from the earliest inception of the undertaking. 
 In his published report of January, 1874, he set forth the paramount importance of 
 finding a location with the easiest possible gradients running easterly. He directed 
 attention to it again in his report of 1877, and again in 1879. 
 
 Extracts from these reports are appended. This principle has been constantly 
 kept in prominence, and its importance has been generally admitted. It has been 
 frequently brought forward during the last six years. The writer does not know 
 any instance of a public man having protested against it, or of any newspaper having 
 taken exception to it. 
 
 Although a great extent of the country between Lake Superior and the Red 
 River is very rugged, the general level over long distances is not diversified. There 
 are no great elevations or depressions to control the location and enforce the intro- 
 
9 
 
 duction of heavy gradients. Cross Lake is probably the only place on the whole 410 
 miles where any saving worthy consideration could have been etfected by a departure 
 from the principle of light gradients, which it was found possible to apply generally. 
 
 In the neighborhood of Cross Lake a number of lines were surveyed. Ultimately 
 the choice was narrowed to tWo lines, connecting common points, east and west of 
 Cross Lake, about six miles apart. No. 1 crossed the lake at a high level and gave 
 the desired easy gradients, none of which exceeded a rise of 26 feet per mile, and 
 the longest being for about one mile. No. 2 crossed the lake at another place, on a 
 lower level, but it involved a continuous ascent of 2f miles, on sharp curves, with 
 a rise of 44 feet per mile. The lake at the cro.sslng of No. 1 is 600 feet wide ; at 
 that of No. 2 fully 900 feet ; for five miles east of the lake the work is heavier on 
 No. 2 than on No. 1, while at the lake, and for one mile west of it, the work is con- 
 siderably the heaviest on No. 1. Although No. 2 would, upon the whole, cost less 
 in the first place. No. 1 would undoubtedly, in the end, prove by far the most 
 economical. After full consideration. Line No. 1 was selected, and it is on this line 
 that construction is now being carried on. 
 
 The writer respectfully submits that the line which conforms with the policy of 
 successive Ministers, and with the prevailing faith of the public mind, that 
 on the railway between Manitoba and Lake Superior all gradients ascending eastward 
 should be kept within the established limit, was the only one for selection. 
 
 It was according to this principle that the location was first made, and the writer 
 respectfully submits that there is no act of his in connection with the Canadian Pacific 
 Railway which should claim higher appreciation than his advocacy of the principle, 
 and his constant efforts from first to last to secure to the country a line with the 
 lightest possible gradients between Red River and Lake Superior. 
 
 It was six months after he left for England that the contract for Section 15 was 
 signed. As a matter of course, before the heavy work at Cross Lake was commenced 
 nothing should have been left undone to reduce its magnitude by revising and perfect- 
 ing the location, and by every possible means. When the writer resumed his duties 
 the work was in progress, and it was too late to make any change at this point, even 
 if a change at an earlier stage had been desirable or possible. 
 
10 
 
 Tlie writer believes that he has c.slablishcd that the censures which have been 
 ili ecte I rguinst him are not warranted by tlic facts, and he respectfully submits: — 
 
 1. That he has not unwisely advised the Government with respect to the bridging 
 of Hed River, 
 
 2. That ho has n >1 alsjiitol him elf from his duties without authority and 
 without cans 
 
 3. That he has not negle.'tcd his responsibilities, or subjected to injury the 
 i iterests entrusted to him. 
 
 4. That he is in no way to blame for the original quantities being exceeded an 1 
 the cost of the work increased on the sections in question. 
 
 5. That he has not caused needless expenditure at Cross Jjake on an improper 
 location. 
 
 6'. That he has not allowed public money to be carelessly wasted ; but that by 
 every means in his power, he has endeavoured to control the expenditure on the 
 work, and that he has earnestly endeavoured it) all respects faithfully to discharge 
 the duties ot his position. 
 
 The writer trusts that the urgency of the circumstatiecs which have called for 
 this memorandum, will be held by the Minister of Railways and Canals snflicient 
 justitication lor submitting in this form the facts which it sets forth. 
 
 SAND Foil D h'LEMING, 
 
 Engineerin-C hief. 
 
11 
 
 EXTRACTS FROM THE REPORTS OF THE ENOINEERIN-CHIEF IN REFERENCE TO THE 
 ADOPTION OF LIGHT GRADIENTS IN CONNECTION WITH THE QUESTION OF CHEAP 
 TRANSPORTATION FROM THE PRAIRIE REGION TO LAKE SUPERIOR. 
 
 From the Report of January, 1874. 
 
 “ One of the questions which will undoubtedly force itself on jiublie attention 
 whe 1 the Prairie Kegion begins to raise a surplus for exportation, wiil bo the cheap 
 transportation of products to the east. Looking to this view of the question, the 
 importance of a location which will secure the lightest gradients in an e.nsterly di- 
 rection is manifest. 
 
 “ The gradients and alignments of a railway have much to do with its capacity 
 for business, and the cost of working it. It is well known that by attention to these 
 features, in locating a line, it is quite possible, in some cases, to double the trans- 
 porting capacity of a railway, ana very largely reduce the cost of conveying freight 
 over it. 
 
 “That portion of the Can-udian Pacific Jtailway between IJcd L’iver and the 
 navigable waters of Lake Superior, is precisely one of those cases whore the utmost 
 attention should be paid to its engineering features. The reduction of the cost of 
 transportation on this section to the lowest figure is a question which affects the 
 future of the country, as upon it, to a large extent, depends the settlement of the 
 western prairies. 
 
 “The more this portion of the railway can bo made to convey cheaply the pro- 
 ducts of the soil to the navigation of the !St. Lawrence, the more will the field bo 
 extended within which farming operations can be carried on with profit on the fertile 
 
 plains. _ . _ . 
 
 “ The information obtained suggests that it will bo jiossiblo to secure maximum 
 easterly ascending gradients between Manitoba and Lake Superior, within the limit 
 of 26 feet to the mile, a maximum not half so great as that which obtains on the 
 
 majority of the railwaj’S on the continent. 
 
 “1 think the line should be located so as to have the best possible alignment, 
 with no heavier gradients than the maximum referred to. But the importance of 
 securing the benefits of an unbroken steam communication at the earliest 
 moment are so great that I consider that it would be advisable, in the first instance, 
 to construct the cheapest possible line. While adhering to the permanent location in 
 the main, 1 would, with a view of accomplishing the desired object, recommend the 
 construction of a cheap temporary line, avoiding for the present all costly permanent 
 works that would retard its comnletion. In order to gam access to the country as 
 speedily and cheaply as possible, it might indeed become necessary to overcome 
 special difficulties by adopting temporarily, for short distances, deviations from the 
 true location with heavy undulating gradients and sharp curvature. 1 have no 
 
 reason, however, to think that this expedient would frequently be required, lam 
 satisfied that for the greater part of the distance between Lake Superior and Manitoba, 
 the permanent location may be substantially adhered to. 3 .) 
 
 From the Report of Februciry, 1877. 
 
 “It has been held from the first that the successful occupatmn of the Prairie 
 Begion and the extent to which it may become thickly populated will, m ^ 
 measure, be governed by the capability of the line to Lake Superior to carry cheaply 
 the products of the soil. The success of the railway itself must be deterrainea by 
 the number of inhabitants which can bo established in the country, and t e legiee 
 
12 
 
 of prosperity of the population will be influenced in nonarrow limit by the character 
 of the outlet for the products of their industry. The mo^’C, therefore, that the 
 eastern section of the railway can be rendered available for cheap transportation, 
 the more rapidly will the Prairie Region become populated and the more speedily will 
 the line become self-sustaining. 
 
 “ I have felt it my duty to re<;ard those views as of paramount importance in the 
 location of the line between the Prairie Region and Lake Superior. .Accordingly, 
 every effort has been made to discover the shortest line, with the lightest po'-sibie 
 gradients and easiest curvature, especially in the direction which heavy traffic will 
 take, towards the At'antic seaboard. 
 
 “ On the sections placed under contract from Red River to Keewatin, 114 mile.s, 
 and from Rnglisb River to Port William, 113 miles, the maximum gradients are as 
 follows : — 
 
 Ascending East. 
 
 Per 100. Per Mile. 
 
 “ On tangents and 1^° curves, equal to 3,820 feet radius. 0-50 26*40 feet. 
 
 On 2° do 2,b65 do 0*45 23 76 do 
 
 On 3« do 1,910 do 0-40 21-12 do 
 
 On 4« do 1,433 do 0-35 18-48 do 
 
 Ascending West. 
 
 Per 100. Per Mile. 
 
 “ On tangents and 1^° curves, equal to 3,820 feet radius. 1-00 52-80 feet. 
 
 On 2° 
 
 do 
 
 2,865 
 
 do 
 
 0-90 
 
 47-52 
 
 do 
 
 On 3° 
 
 do 
 
 1,910 
 
 do 
 
 0-80 
 
 42-24 
 
 do 
 
 On 4° 
 
 do 
 
 1,433 
 
 do 
 
 0-70 
 
 36-96 
 
 do 
 
 “ On the remaining distance to be placed under contract, between Keewatin and 
 English River, 183 miles, equally easy gradients have not been as yet, at every 
 point, secured. At the few exceptional points, the location will however be revised, 
 and I have confident expectations that all the gradients will be reduced to the same 
 standard, without materially increasing the cost of the works. 
 
 “ Thus, there will be no impediment to the Pacific Railway carrying products 
 from the heart of the continent to Lake Superior, at a lower rate per mile than 
 those now obtaining on the leading railways already in operation.” (Page 81, 82.) 
 
 * 5 ): 
 
 “ I have described the efforts that have been made to obtain a line, with the 
 easiest po.ssible gradients, from the Prairie Region to the navigable waters of the St. 
 Lawj-ence, and the paramount importance of this feature.” 
 
 * * 4: * sp * 
 
 “ Cheapness of transportation is thus to a certain extent assured — an important 
 element in facilitating the prosperous settlement of the fertile territory in the 
 interior.” (Pago 85, 86.) 
 
 Erom the Report of April, 1879. 
 
 “ I have always attached great importuiice to the endeavor to secure the best 
 location attainable for the railway. I have elsewhere described the efforts which 
 have been made from the commencement of the survey to obtain a line favorable 
 for cheap transportation.” 
 
 * * * * 4 : 4 : 
 
13 
 
 “ The whole of the railway between Foi-t William and Selkirk, in length 410 miles, 
 is now under contract. It is with no little satisfaction that I am enabled to point to 
 a table of the gradients which have been definitely established in this length. Under 
 the contracts which have been entered into, these favorable gradients are to be 
 carried into execution without having recourse to the temporary expedients which I 
 thought necessaiy to suggest five years ago. 
 
 Summary of Gradients, Fort William to Selkirk. 
 
 Ascending Easterly. Feet per Mile. No. of Miles. 
 
 Rise ’10 to *20 per cent 
 
 
 38-52 
 
 
 do "20 to -30 do 
 
 
 17-11 
 
 
 do ‘30 to ‘40 do 
 
 16 to 21 
 
 42-97 
 
 
 do -40 to -50 do 
 
 21 to 26.4 
 
 8011 
 
 178-71 
 
 Level 
 
 
 10806 
 
 108-06 
 
 Ascending Westerly. 
 
 Feet per Mile. 
 
 No. of Miles. 
 
 Rise -10 to *20 per cent .. 
 
 
 28-51 
 
 
 do *20 to '30 do 
 
 10 to 16 
 
 10-91 
 
 
 do *30 to -40 do 
 
 16 to 21 
 
 9-74 
 
 
 do ’40 to ’50 do 
 
 21 to 26 
 
 12-83 
 
 
 do to *60 do 
 
 26 to ;-i2 
 
 6-82 
 
 
 do *60 to •70 do 
 
 32 to 37 
 
 10-65 
 
 
 do *70 to ’80 do 
 
 37 to 42 
 
 12-76 
 
 
 do ’80 to 1*00 do 
 
 
 31-01 
 
 123-23 
 
 Total miles 
 
 
 410-00 
 
 410-00 
 
 ‘‘ 111 determining the gradients the rule has been laid down to equate them with 
 the curvature, so that when sharp curves were called for by the physical fea,ture8 of 
 the country, the inclinations of the line would in those cases be proportionately 
 
 reduced. . • x i iv. 
 
 “ The practical eftect of a sharp curve on a maximum gradient is to make the 
 
 gradient heavier Iin’ reducing the eftective power o( a locomotive making the ascent, 
 thus preventing the passage of full loaded trains over the line. The object has been, 
 whatever the curvature, to secure a degree of inclination which in no case would 
 exceed, on tangents, 1^6-4 feet iier mile ascending easterly, or in the di region ot 
 heavy traffic. The contract profiles of the line over the 410 miles from Fort William 
 to Selkirk establishes that this object has been substantially secured. Only at one 
 point (eighteen miles out of Fort William) has the locating engineer neglected to 
 enforce this rule. I greatly regret that such is the case, as it will invo ve an expen- 
 diture to remedy the defect greater than would have been called for in the first place, 
 
 when the cost would have been comparatively trifling. , , ... tj -i u 
 
 “ With the exception referred to corrected, the portion ot the Pacific Eailway be- 
 tweenLake Superior and Manitoba is thus finally established with extremely favoi- 
 able engineering features, and it may be claimed that when completed under existing 
 contracts, it will be available for conveying the products of the soil from the Prairie 
 liegion to Lake Superior, at the cheapest possible rates. 
 
 As this portion of the Pacific Railway must, for a long time to come, form the 
 great outlet of much of tho Prairie Eegion, the lavorable character tor cheap lans- 
 portatioii which has been secured for it cannot be over-rated. Indeed upon 
 portant condition very largely depends the successful settlement of lertiie 
 
 plains and the permanent advantage of the future settlers.'* (P^-ge lo-21.) 
 
14 
 
 HEMOUANDUM OF INSTRUCTIONS TO MR. W. T. .JENNINGS, RE.SIl)ENT ENGINEER IN CH.ARGK 
 OF SECTION 42, EXTENDING FROM EAGLE RIVER TO THE EASTERN END OF 
 SECTION 15 NEAR RAT PORTAGE (KEEWATIN). 
 
 Canadian Pacific Raiway, 
 
 Office of the Engineer-in Chief, 
 
 Ottawa, 3rd June, 187'J. 
 
 Memorandum. 
 
 The lion the Minister has appointed Mr. Jennings to the charge of Contract 
 Xo. 42, embracing all the works of construction required to complete the railway 
 between Eagle River and the eastern end of Section 15, near Rat Portage. 
 
 1. A copy of the contract entered into with Me.ssrs. Fraser, Manning & Co., has 
 been furnished Mr. Jenning.s. Ho has also been supplied with copies of the plans 
 and profiles and all the documents relating to the work to be executed. 
 
 2. The undersigned has verbally communicated to Mr. Jennings his views with 
 regard to the work and the manner it should be carried out. He has explained to 
 Mr. Jennings the points where changes may be made, and has indicated on the profile 
 some alterations that suggest themselves in the gi-ade line. These changes are 
 suggested with ihe view of reducing and expediting the work, the Contractoi-s being 
 limited to time. 
 
 3. Mr. Jennings is desired at the earliest possible period to direct his attention 
 to any possible change that may be made in the alignment whereby the work will 
 be decreased without increasing the curvature or gradients. 
 
 The undersigned directs the attention of Mr. Jennings to the importance of, in 
 no case, o-xceeding the rates of gradients and curvatures, as follows : — 
 
 Ascending East. 
 
 On tangents and curv'e.s, gradients not to e.xeeed *50 per 100. 
 
 9© U ‘ ' U ii 41 4< 
 
 (( (( if i{ H n 
 
 (( (( i( 4° u 4( if a *2^ 4( fi 
 
 Westerly, 
 
 On tangents and U° curves, gradients not to exceed 1-00 per 100. 
 
 << if if 2^ ‘‘ “ << ‘QQ ^ a ft 
 
 << “ .go << a 
 
 a << 4® tc 44 
 
 While insisting that in no case these gradients shall be exceeded, the Chief 
 Knginecr directs the earnest attention of Mr. Jennings to the very great importance 
 of keeping down the cost of the work, and he trusts that wherever it be possible 
 without lowering the character of the engineering features of the line, Mr. Jennings 
 will studiously avoid incurring any expenditure beyond that absolutely required 
 
 4. The undersigned recognizes the peculiar difficulties which will be met by the 
 contiactois in this section , not the least serious being the inaccessibility of the 
 country through which the line is to bo constructed, and he foresees the great im- 
 liortance to them of having the rail track extended as far as possible easterly from 
 Rat Portage, the moment the rails are laid throughout Section 15. From 2 to 5 
 miles east of Rat Portage, the profile show-s some of the heaviest work on the whole 
 section, after which for several miles the work is comparatively light. 
 
Fortunately the difficult portion could ea^sily ho got ovei’ hy adoptiiii^, temporar- 
 ily, a steep grade, as indicated in ihe accompanying protile. Mr.Vennings is authorized 
 to make this suggestion to the contractors, with the understanding that the under- 
 signed will concur in its adoption, should the contractors desire it in their own 
 interest. The line must, thereafter, be constructed with the ])crmanent gradient 
 hetbro the completion cf the contract, and the contractors wull be paid for all now 
 or hereafter executed, which forms any part of the permanent work. The cost of 
 lomporary track laying, and the small amount of excavation of parts A, B, C, i), etc., 
 or any work of a merely temporary character, not nccessaiy in the permanent works, 
 will have to be borne by themselves. 
 
 5. For the guidance of Mr. Jennings, it may be mentioned that on some of the 
 sections which have been under construction the contractors have found it convenient, 
 with the modern explosives, to blast out rock cuttings considerably beyond the slope 
 lines, as defined on the specifications. The I^ngineer-in-Chief directs that only the 
 excavation within the slope lines bo returned as rock. The material beyond the 
 slope lines, if placed in embankments, may be returned and paid for as earth; but, if 
 wasted it must not be returned as excavation under any class. 
 
 6. It may further bo mentioned for the information of Mr. Jennings, that on 
 some sections under construction, when muskegs prevail and the embankments have 
 been formed from side borrowing pits and ditches, serious difficulties have arisen. 
 The material so borrowed is reported to ho, in many cases, vegetable matter of a 
 spongy nature, holding much water, and when dry and compressed by a superincum- 
 bent weight, to have little solidity ; it is consequently, unfit to be used in the formation 
 of earth embankment. The undersigned accordingly disapproves of its use. 
 
 7. There is always more or less difficulty in forming embankments across muskegs 
 or marshes. In some cases where a proper out-fall is available, so that ditches would 
 have the effect of draining and consolidating the ground, it is advisable to form them 
 ])arallcl to the line of railway. But when the ditches, after being formed 
 would simply remain full of stagnant water, their formation is of doubt- 
 ful expediency,and under such circumstances, ditches are of little value. Indeed, in some 
 special localities they may be a positive injury, and in all such cases it is advis- 
 able not to form them, bnt rather resort to a Judicious use of the logging and 
 brushing provided for under the contract. 
 
 This being done a thin covering of earth to form a foundation and bed for the 
 ties may be added. Track may then be laid and thus allow material to be brought 
 from any convenient distance by train. But if this expedient be resorted to, it will 
 bo necessary to bed the track sufficiently even and solid to prevent the rails from being 
 bent or injured in any wa}^ 
 
 8. These several points are brought to the attention of Mr. Jennings, but he will 
 himself determine the best course to bo pursued when he has specially examined each 
 locality, and become acquainted with the depth of the muskeg, and allthe circumstances. 
 I n arriving at a decision, Mr. Jennings will take into consideration the question of haul, 
 for which a price is provided, and he will see that in no case the price of earth and 
 haul together (when material is brought by train) shall exceed the price of ballast, 
 as in such cases ballast would probably be the best and cheapest material with which 
 to form the embankment. 
 
 9. There may bo some exceptional case where it may not be impossible for 
 the contractors to procure suitable material for the road bed and where 
 it would bo a very great advantage to them and expedite their operations, if 
 they were permitted to use in part the spongy material found in Muskegs. This shall 
 only bo allowed sparingly, and in all cases \vhcn used, the solid confents of the 
 
 matter only is to bo paid for. A log i)latform (clause 12) must invari- 
 able be laid on the surface before any of the muskeg material is (lc])Ositcd, and ai*- 
 rangernents must be made to measure the solid cubic contents in the embankment 
 after the water has had time to drain out of it. On these conditions as to measuie- 
 m'ent and payment and on these only, will the undersigned approve of the use in any 
 form, of this peculiar material. 
 
16 
 
 Mr. Jennings will bo good enough to inform the contractors accordingly, and ob- 
 tain their written acceptance of these conditions, when the material is placed 
 in embankments. Wherever it be deemed expedient to allow the use of 
 muskeg material, the whole must be covered over with good earth; in no case 
 should the coating of sand, clay or gravel be less than 12 inches under foi’mation level. 
 
 (Sketch A.) 
 
 As a rule the surface of the muskeg should not be broken by ditches or borrow- 
 ing pits within 50 feet of the centre line. 
 
 10. When it becomes expedient to form the embankments by train, good-sized, 
 poles, or small trees “spotted” on the side, to average say six inches 
 thick, should invariably be laid longitudinally under the ties. These poles should 
 break joint, and every means taken to render the track reasonably solid and secure 
 to prevent injury to rails. See Sketch B. 
 
 (Sketch B.) 
 
 WlL 
 
 _Surface^f_£ Platform of Logs. 
 
 lOJ. The undersigned has given careful consideration to the question of rock bor- 
 rowing, referred to in the specification, and he has arrived al the conclusion that it 
 will not be expedient to resort to the process of excavating rock for forming 
 any portions of embankments, except so far as the embankments may be formed by 
 material from “ rock line cuttings.” 
 
 The contractors will, accordingly, be relieved of this expensive and troublesome 
 class of work referred to in Clause 98 of the specification. 
 
 11. Mr. Jennings is probably aware that on Section 15, where the railway is car- 
 ried across lakes and ponds, the material from rock line cuttings has been deposited 
 in two parallel lines along the toe of the slopes. This was done subsequent to the 
 date of the contract with a special purpose in view, but it involves a good deal of 
 extra trouble and expense to the contractors, without corresponding advantages, and 
 as the undersigned recognizes the peculiar diflSculties, these contractors have to over- 
 come, and the importance in the public interest of assisting them in every legitimate 
 way, and of avoiding unnecessary outlay, he does not insist upon the same plan of con- 
 struction being followed on this contract. 
 
 The contractors maj' bo allowed to finish the embankments in the usual way, al- 
 lowing the material of whatever kind to find its proper natural slope, and in the case 
 of the slopes being formed of soft material, in ponds or lakes, they will be protected 
 by rip-rap, a few' feet above and below water level. The rip-rap must be provided 
 after the embankment has to some extent consolidated. 
 
 12. Attention should at once bo given to the volume of all streams crossed by 
 the railway; the necessity for the structures proposed to be erected, and their suffi- 
 ciency and character. 
 
 Mr. Jennings will report from time to time such improvements or suo’o'estions 
 
 in the mode of construction as may appear advisable. 
 
 13. The Engineer-in-Chief encloses printed general instrnctions 1 to 5 for the 
 
 information of Mr. Jennings on the general guidance of the staff under him. These 
 are in force as fiir as applicable. Special attention is directed lu lueco general in 
 structions. ' ® 
 
17 
 
 The object in view is considered of great importance. Not the least 
 important is to secure a complete historical record ol the progress of the work under 
 the contract, with details of every event noticed as it transpires. The purveyor 
 branch, icfcrred to in Instructions No. 2, is, however, abolished, and Mr. Jennings 
 will himself be held responsible for procuring supplies and the proper 
 account of all expenditure. It is the intention of the undersigned to apply 
 for the authority of the Minister to make a money allowance in lieu of rations to 
 members of the staff. In the meantime it is expedient to carry on the old system. 
 Mr. Jennings will, however, bo good enough and report if it will be practicable 
 to change the system, say on 1st September next. 
 
 14- While the Kngineer-in-Chief refers Mr. Jennings to the rules established by 
 the Department, with lespect to the making of payments, the keeping of accounts 
 and the character of the vouchers required by the audit, ho directs his attention to 
 the exercise of proper economy in all matters of expenditure. Any food supplies 
 obtained must be good and sufficient, and procured at reasonable prices. 
 
 15. While exercising prudence and forethought as to the wants of the staff, and 
 the supply of good and sufficient provisions, all extravagance and waste and all 
 unnecessary exncnse must be avoided. 
 
 IG. The following staff has been selected to assist Mr. Jennings in carrying out 
 these instructions : — 
 
 ******* 
 
 17. The Engineer-in-Chief requests that Mr. Jennings will issue a circular letter 
 to the Division and Assistant Engineers, informing them that all orders or communi- 
 cations in writing made to the contractors, respecting the works, must pass through 
 bis hands and be signed by him alone, and Mr. Jennings will be good enough to 
 report all oi’ders so given and draw special attention to any matters of impoi’tanco. 
 
 18. As far as can bo foreseen, ample allowance has been made in the bdl of 
 works for every description of work lequired under the contract. Should it become 
 eX) edient, as operations proceed, to execute any class of work for which no provision 
 is made, Mr. Jenning.s’ attention is directed to the 5th clause of the contract, which 
 stipulates that no additional work shall be performed unless the price to be paid for 
 the same shall have been previously fixed by the Minister in writing. 
 
 The recessity for any additional work must therefore be I’eported to the Engineer- 
 in-Chief, and if appi-oved, permission obtained as above for its performance. 
 
 19. Mr. Jennings will arrange that the monthly measurements shall be com- 
 pleted on or before the last day of each month, so that he may be able to make up 
 and transmit the estimates to this office as early thereafter as practicable. All 
 monthly estimates are to bo signed by Mr. Jennings, and forwarded in triplicate. 
 
 20. In addition to the weekly progress reports a short report should accompany 
 the monthly estimates, referring to any special features of the work done during the 
 month, the progress being made, the length of grading done or track laid, etc. 
 
 21. The Engineer in-Chief impresses upon Mr. Jennings the necessity of 
 holding the division engineers, as well as their assistants, personally responsible for 
 the accuracy of returns of woik done. It will not always be practicable for the 
 division engineers in person to examine the whole work every month, but they 
 should personally go over a portion of their division each month ; the sub-division 
 engineers sending their figures to them by telegraph or otherwise. The succeed- 
 ing month the division engineers will be able to measure the remaining portion, 
 and by this means they will test the accuracy of the whole, as the work goes on and 
 become familiar with all details, with respect to wh ch they are responsible. 
 
 22. Mr. Jennings is furnished with a copy of the contract and every plan, profile 
 and document relating to the works under his charge. The undersigned looks to 
 Mr. Jennings with confidence, believing that he will spare no efforts to have these 
 instructions, and the works to which they refer, satisfactorily carried out, and that 
 ho will earnestly endeavour to have everything done with strict regard to economy. 
 
 SANDFOED FLEMING, 
 
 Enginter-in-Chief. 
 
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