ADOPTED BY 
 
 THE BOARD OF DIRECTORS, 
 
 TORONTO 
 
 I’UfNTED BY BRE^yE^l', IVj'rilAIL AND CO., KING STREK 
 
 
 
 
 
 •- ¥< y V V Y Y y vcY 
 
 
 
 
 
/ 
 
 €nrniitn cnii (Hudjili Mmaq. 
 
 CHIEF ENGINEEH’S REPOET, 
 
 ADOPTED BY 
 
 THE BOARD OF DIRECTORS, 
 
 May 21, 1852» 
 
 TORONTO: 
 
 miNTED BT BREWER, M'FHAII, AND CO., KING STKEEt! 
 
 1852. 
 
■T 
 
 TORONTO AND GUELPH 
 
 EAILVAT COMPANY. 
 
 DIRECTORS; 
 
 3Prcsftient 
 
 John G. Bowes, Esq., Mayor of Toronto. 
 Ufce-^resftient. 
 
 S James M. Strachan, Esq. 
 
 -jc-' 
 
 William Clarke, Reeve of Guelph Town. 
 p) Benjamin Thurtell, Reeve of Guelph Township. 
 John Lynch, Reeve of Chinguacousy. 
 
 Hon. J. H. Cameron, Toror^o. 
 
 A. M. Clark, Esq., ** 
 
 George Duggan, Jr. Esq. ‘‘ 
 
 John Fiskin, Esq., 
 
 Wm. Gooderham, Esq. “ 
 
 G. J. Grange, Esq., Guelph. 
 
 William C. Gwynne, Esq-, Toronto. 
 
 George Herrick, Esq. “ 
 
 John Hutchison, Esq. “ 
 
 Lewis Moffatt, Esq. “ 
 
 E. F. Whittemore, Esq. “ 
 
 Frederick Widder, Esq. “ 
 
 
 Secratarg anti STraasutcr. 
 
 Samuel Thompson, Esq. 
 
 ISnflfnaar. 
 
 Walter Shanly, Esq. 
 
 SoUcitor. 
 
 John W. Gwynne, Esq., Q. C. 
 BSaufeers. 
 
 The Bank of Upper Canada. 
 
 781304 
 
Digitized by the Internet Archive 
 in 2017 with funding from 
 
 University of IllinoiSjUrbana-Champaign Alternates 
 
 
 % 
 
 https://archive.org/details/chiefengineersreOOtoro 
 
REPORT 
 
 Engineer Department, T. and G. Railway, 
 Toronto, 21st May, 1852. 
 
 To John G. Bowes, Esq., President 
 
 Toronto and GuelpH Railway Company. 
 
 Sir, — 
 
 The preliminary Surveys to determine the most 
 eligible route for the proposed connexion of Guelph with 
 Toronto, by Railway, which were committed to my charge 
 by two resolutions of the late Provisional Committee, dated 
 respectively 24th January, and 17th March last ; being now 
 brought to a close, I have the honor to submit the following 
 report upon the results of those surveys, and the conclusions 
 they induce me to form as to the selection of the line, which 
 I deem it for the best interests of the Company to recommend. 
 
 The reports of progress submitted from time to time to the 
 Provisional Committee, related entirely to one route ; that 
 which I have designated below as the “ Central” one, passing 
 through North Toronto Township and Esquesing, by George- 
 town and Acton. 
 
 In order now to lay clearly before you the whole of the 
 proceedings, I will, with your permission, review step by step, 
 all that has been done since the commencement of operations, 
 towards obtaining what I conceived to be of the highest 
 importance to the success of your project, namely, — ao 
 thorough a knowledge of the topography of the region of 
 country lying between the terminations of the proposed road, 
 
6 
 
 as would satisfy the Board and the Public, that in deciding 
 on the route to be adopted, due regard was had to combining 
 as far as practicable the two great desiderata in all such cases : 
 Economy of construction in the present, with the greatest 
 probable amount of Commercial Usefulness in the Future. 
 
 I was called to this City towards the close of November 
 last year, to treat with the Committee for the management of 
 the work, but did not receive any definite instructions as 
 to the course of operation to be pursued, until 8rd January, 
 when the Secretary requested me to make such a reconnois- 
 sance of the line of country, through which, from an inspec- 
 tion of the map, it was presumed the road would pass, as 
 would enable me to determine where the cost of surveys 
 might be most judiciously incurred. 
 
 A reconnoissance of that nature I at once set about effect- 
 ing, and on 23rd January reported to the Board, that the 
 Engineering difficulties to be encountered were so much more 
 formidable than I had been led to suppose, that before recom- 
 mending any thorough survey being undertaken, it was 
 desirable, in fact indispensable, to ascertain by instrumental 
 examinations, at what point the summit of the elevation on 
 which Guelph is situated, (being a continuation of the lofty 
 table land, known at Hamilton as “ Burlington Heights,” and 
 further West as “ Flamboro’ Heights,”) could most easily be 
 attained. 
 
 The ascent of those heights, from the abrupt front which 
 they presented, forming a perpendicular and almost continu- 
 ous rocky barrier, very lofty, and of transverse direction to 
 your road, at once struck me as an obstacle for which you 
 had not been prepared, and of such magnitude as might pos- 
 sibly altogether deter you from prosecuting your design. 
 
 I advised accordingly, that the surveys should be limited to 
 an examination of the Mountain, until the existence of a 
 practicable ascent had been placed beyond doubt, and was 
 
7 
 
 authorized to carry out my views. ^'Before organizing an 
 Engineering staff, 1 deemed it advisable to devote some fur- 
 ther time to exploring the opposing barrier referred to ; which 
 object having engaged my personal attention until the middle 
 of February, I came to the conclusion, as stated in my 
 report of 15th March, that within the widest lateral range 
 which I felt at liberty to assume for the location of your road, 
 stretching from the Centre line of Trafalgar Township, on 
 the South, to the Esquesing and Erin line, on the North, there 
 exist but two routes whereby the summit of the table land can 
 be reached by Railway, within the bounds of any possible 
 outlay that you might be prepared or willing to incur. 
 
 The Committee having declined to fix, for my guidance, 
 any intermediate localities to which the road was to be carried, 
 I proceeded to select the best routes in an Engineering view, 
 by taking measures to establish a just comparison between 
 their topographical characteristics : and which could only be 
 arrived at by careful and searching instrumental examina- 
 tions ; because in both the passes referred to, the features of 
 the Mountain front, elsewhere uniform and unbroken, are 
 there so shattered and distorted by a long series of Geologi- 
 cal changes, as to baffle the most practised eye to discover, 
 that in point of cost, either route would have any decided ad- 
 vantage over the other ; though at the same time there might 
 exist such differences between them, in the outward confor- 
 mation of the ground, discoverable only by the spirit-level, 
 as would largely affect the estimate of “ Grading.^’ I ac- 
 cordingly organized two exploring parties, instructing one, 
 commencing at Milton, in Trafalgar, to run through the val- 
 ley of the Sixteen Mile Creek, until the summit of the heights 
 was reached, and so on to Guelph : the other, commencing at 
 George Town, in Estjuesing, to follow the Valley of the 
 West Credit River, and extend their explorations also to 
 Guelph. Those two streams, or their valleys, presenting the 
 only “ breaks” in the face of the precipice, through which a 
 
 0 
 
8 
 
 direct rail communication between Toronto and Guelph, can 
 in my judgment ever be effected. 
 
 Operations had only just been commenced, when* I Was 
 instructed to the effect, that it was deemed inexpedient then to 
 survey more than one route — and that the Northerly one, via 
 Georgetown and the West Credit valley : I at once therefore 
 altered my arrangements, by withdrawing the party from the 
 Southern exploration, and sending it to the aid of that engaged 
 in the Northern pass, where the very great and almost unpre- 
 cedented depth of the snow, would in any case have demand- 
 ed an augmentation of the force at first employed. 
 
 The actual surveys were not commenced until the 18th 
 February. On the 15th March, I reported the existence 
 of a practicable, but costly, route from Georgetown to 
 Guelph, taking in Acton. 
 
 The practicability of the ascent being thus established^ I 
 was empowered to produce the Surveys from Georgetown, 
 Eastward, to such point on the Main Credit River as I might 
 find best adapted for conveniently crossing the stream and 
 valley, and thence to seek the most direct practicable route 
 to Toronto. 
 
 After a careful personal reconnoissance of the country 
 from Georgetown to the Humber, I directed my assistant to 
 guide the Surveys to Silverthorn’s Mills, (Meadowvale,) in the 
 Township of North Toronto ; at which place' the' banks' of 
 the Credit are less bold, and the facilities for bridging better, 
 than at any of the many points examined higher up the stream. 
 From Silverthorne’s, the line was continued in a direct course 
 to Fisher’s Mills, on the Humber, and thence to Toronto, 
 entering the City near the Toll-gate on Queen Street, and 
 terminating at the Queen’s Wharf. 
 
 On the 29th March, I submitted the result of this “ trial 
 line,” showing that upon that course there exists a feasible 
 route, presenting no difficulties that need deter the citizens of 
 Toronto, and other Share-holders, from prosecuting an enter- 
 
 % 
 
9 
 
 prize in which they had already embarked with so much 
 spirit. 
 
 The “ trial” Surveys so far made, were sufRciently search- 
 ing, supposing the route to which they referred to be uncon- 
 ditionally adopted, to admit of the next important step being 
 taken, namely, — the final “ locating” of the road preparatory 
 to its being declared open for competition to contractors. 
 
 As is usual in all such cases, however, considerable diver- 
 sity of opinion existed, out of doors, giving rise to much 
 Newspaper discussion, as to whether the one line examined 
 was certainly “ the best one,” or whether the interests of the 
 Company would not be better consulted, by ascertaining from 
 actual survey, the comparative merits of certain other mooted 
 routes. 
 
 Accordingly, on the 3rd April, I received a copy of a resol- 
 ution, passed at the first session of the present Board of Di- 
 rectors, instructing me to survey a line “ from Georgetown 
 through Brampton to Toronto,” or “ any other line” that I 
 might “ deem advisable for the interests of the Company.” 
 
 The responsibility of deciding on the route thus in a great 
 measure devolving upon me, I pursued the course usually 
 taken by Engineers under similar circumstances, namely, — 
 that of providing myself with facts wherewith to sustain 
 whichever route it might become my duty to advocate. 
 
 Such facts could only be gathered from instrumental ex- 
 aminations, and I accordingly exercised the power vested in 
 me, by carrying out what I had designed in the outset of 
 operations : Surveying each route under discussion, namely, — 
 the Southern one, through the still untried valley of the Sixteen ; 
 and, below the Mountain, two others. North of the central 
 one already run : the one passing through Brampton, the 
 other through Brampton and Weston ; being desirous, in arbi- 
 trating between the rival locations, of placing them before you 
 in their true merits and in all their bearings. 
 
 This course was, I feel assured, the best for the interests 
 
10 
 
 of the Company, because all experience in such matters goes 
 to show, that so long as there exists the probability of improv- 
 ing upon a route, when the work must be of an expensive 
 character, as in the case before us, the cost of thoroughly 
 surveying the country is money judiciously laid out. It 
 was also the course certain to prove eventually most satisfac- 
 tory to the Board, as enabling them to meet the clamor 
 amongst “ those without,’’ which local partialities and disap- 
 pointed individual interests will ever give rise to, where a 
 coveted prize has to be adjudged undivided to some one of 
 many competitors. 
 
 I have compressed the foregoing preface into as small a 
 compass, as a detailed exposition of the proceedings of the 
 last four months seemed to me to admit of, and will now lay 
 before you a sketch of each of the Routes explored, and 
 which for perspicuity I designate as follows : — 
 
 1st, The “Southern” or “ Streetsville and Milton” Route. 
 
 2nd, The “ Central” or “ Meadowvale and Georgetown” 
 Route. 
 
 3rd, The “ Humber and Brampton” Route. 
 
 4th, The “Weston and Brampton” Route. 
 
 To simplify the comparisons I am about to draw between 
 the foregoing lines, I will here premise, that with the excep- 
 tion of the last named, one crossing point of the River Hum- 
 ber is common to them all, that being on Lot No. 8 of 
 Etobicoke, a little below Fisher’s Mills, where the valley of 
 the stream is 750 feet wide, and the water 105 feet below the 
 “ Grade Line” of the Road ; thence to the City limits, or to 
 any point within the City, there are scarcely ordinary diffi- 
 culties to stand in the way of construction. 
 
 The “ Southern Route,” departing from the Humber at the 
 point above noted, is straight to where it intersects the Credit, 
 close by and South of the Village of Streetsville ; thence 
 ^gain, we have an almost undeviating straight line to Milton, 
 
11 
 
 in Trafalgar, at which point, where we are 412 feet above the 
 Lake, commence the difficulties of scaling the Heights. 
 Leaving the Village of Milton close on the right, and passing 
 a short distance in rear of Peru Mills,” the line follows the 
 general direction of the Valley, having to cross the Sixteen 
 Mile Creek twice within a distance of one mile, and at a least 
 elevation of 30 feet above its waters. 
 
 On reaching the “ Third Line” of Nassagaweya, we are 
 clear of the valley and on comparatively even ground, but 
 still ascending. In the first Concession of that Township, we 
 reach the summit of the Table land, 920 feet above the Lake, 
 being just 10 miles from the foot of the ascent at Milton, 
 having in that distance risen 508 feet. 
 
 The Township of Puslinch is entered on Lot 18, and on 
 the front of the tenth Concession, an abrupt rocky ridge, at 
 right angles to the line, has to be crossed, the width of which 
 may be taken at 4000 feet, and its elevation above the Lake 
 1011 feet ; thence we have a direct route, nearly due West, 
 to the Guelph boundary, enter that Township at the angle 
 of the dividing line between Blocks C and G, and continuing 
 on same course to the Town of Guelph, cross the Speed a 
 little North of the Dundas Bridge, having altogether shunned 
 the Eramosa Creek, which upon every other route surveyed, 
 involves a crossing of no trifling magnitude. 
 
 The Central route is straight from the Humber to the Es- 
 quesing line, the Credit River being crossed, very favorably, 
 at Silverthorn’s Mills, in tlie third Concession of North To- 
 ronto. From the Toronto and Esquesing line to Georgetown, 
 the course is perfectly straight, crossing the West Credit 
 Stream, in the tentli Concession of the last named Township, 
 and leaving Norval Village 1^ mile to the North. 
 
 At Georgetown, which stands 635 feet above the Lake, the 
 ascent of the mountain on this route may be said to com- 
 mence, as it does at Milton on the other. Leaving George- 
 town, the line has a direction about S. 70° W., passes Clcndin- 
 
12 
 
 an’s Mills in the sixth, and Lawson’s Mills on the fourth Con- 
 cession, and so on to Acton ; 1^ mile beyond which place, 
 the summit is attained, 971 feet above Lake Ontario, and 336 
 feet above Georgetown, from whence it is distant 7 miles. 
 
 From this summit to Guelph, I have had three surveys 
 made ; two only of the lines are practicable ; one of them 
 follows the old course traced by Messrs. Brough and Wells ; 
 the other, more northerly, passes near the Mills at Rockwood. 
 Those two routes converge to the same point on the River 
 Speed at Guelph, close by Allen’s Mills ; the latter line, that 
 via Rockwood, has in every respect the advantage of the 
 other, and would be the one adopted, should the “ West 
 Credit” Route come to be elected over that through the 
 valley of the “ Sixteen.” 
 
 As those two routes, Nos. 1 and 2, are to be compared with 
 one another throughout their entire length, I shall proceed to 
 strike a balance between them, before touching on the other 
 two, both of which have reference to the Eastern section of 
 the road only. 
 
 The characteristics of all that portion of the “ Southern 
 line,” lying below the Mountain, are generally similar to those 
 of the corresponding portion of the “ Central Line.” In 
 point of directness they are about equal, and so with regard 
 to the River crossings. On both, there exists a most objection- 
 able ridge, dividing the Etobicoke valley from that of the 
 Credit, and which in both cases would compel us to adopt 
 a gradient of 53 feet in the mile for a distance of 2^ miles. 
 
 From the crossing of the Main Credit, on the Central 
 Route, to Georgetown, 10 miles, the character of the work 
 would be neither very heavy nor expensive, except at the 
 crossing of the West Credit stream, and the maximum gra- 
 dient 47 feet per mile. 
 
 On the Southern Route, after the Credit has been crossed 
 at Streetsville, a sudden descent in the ground, and, further 
 on, an abrupt “ step” bars the way, again forcing us to the 
 
13 
 
 expedient of a 53 feet gradient, fora distance of 1^ mile, and 
 even that would be obtained by recourse being had to a cut- 
 ting of 40 feet in depth, and an embankment of great length, 
 varying in height from 30 to 46 feet. This plane added to 
 that on the east side of the Credit, gives 4 miles of 53 feet 
 gradient, below the mountain, on the Milton route, against 2^ 
 miles on the Georgetown line ; a feature, which alone, even 
 were the advantage in point of cost not ranged upon the same 
 side, entitles the Eastern section of the Central route to an 
 unqualified preference over its Southern rival. 
 
 But it is on the merits of the portions lying West from 
 Milton and Georgetown, that the verdict will mainly hinge. 
 
 On the Southern route, the general summit of the table 
 land is 920 feet, on the Central 971 feet above Ontario. In 
 the former case, the highest point is reached in a distance of 
 10 miles from, and an elevation of 508 feet above, Milton ; in 
 the latter case, from Georgetown 7 miles, and above it 336 feet, 
 those two places being assumed as the “ foot of the mountain’* 
 on their respective routes. 
 
 The above figures, comparing heights to be overcome with 
 distances, show a balance in favor of the route through the 
 West Credit valley, over that through the valley of the Six- 
 teen Mile Creek ; in addition to which, the “ rise” is more 
 evenly distributed over the whole distance on the former, than 
 on the latter line, where the profile presents a series of abrupt 
 “ steps,” which would cause the cuttings, in seeking for simi- 
 lar grades (53 feet per mile), to compare impracticably with 
 those, on the West Credit Route ; and with similar cuttings, 
 we would have to put up with 4 miles of 70 feet gradient and 
 a startling amount of rock excavation. 
 
 In point of “ allignement” the more Northerly is also the 
 more desirable route ; there being from Georgetown to the 
 summit but two gentle deflections called for, whereas the other 
 demands three, of much lesser angle, in order to adapt itself 
 to the sinuous windings of the valley. 
 
14 
 
 From the summit to Guelph, the superiority of the North- 
 ern over the Southern line is so decided, as scarcely to call 
 for comment ; it will be sufficient to say, that the former has a 
 gentle and uniform descent, the whole fall, westwardly, from 
 the summit to the market square in Guelph, being 171 feet : 
 on the latter, a rocky ridge is intersected, standing up 90 feet 
 above the general surface of the mountain top, and having a 
 base of about 4000 feet in width. 
 
 The surveys of both these routes have been made with 
 such care, as to warrant me in pronouncing that the following 
 facts have been fully and fairly substantiated : — 
 
 Istly, That the Eastern Section of the Streetsville route 
 would require two 53 feet gradients, isolated from one anoth- 
 er, of the combined length of 4 miles, whilst the correspond- 
 ing portion of the Meadowvale line shows a necessity for but 
 one such plane, the length of which would be 2^ miles. 
 
 2ndly, That the Western Section of the former line would 
 exact a maximum p’adient of 70 feet per mile, for nearly 4 
 miles ; and 2 more miles of 53 feet ascent per mile ; whereas 
 the Georgetown route admits of the summit being attained at 
 less cost, in a distance of 6 miles, and on the least of the gra- 
 dients above specified. 
 
 3rdly, That the amount of curvature is greater, and the 
 character of the curves more objectionable on the Sixteen 
 Valley route, than on that through the valley of the West 
 Credit. 
 
 4thly, That a glance at the “ profiles” is sufficient, without 
 going into any calculations whatsoever, to show that, in <jom- 
 paring those two routes, the pecuniary interests of the compa- 
 ny point to the one via Georgetown and the West Credit 
 Valley : and 
 
 Lastly, As I cannot detect any probable commercial 
 superiority, that a Railway as far South as Streetsville and 
 Milton, (Trafalgar,) could possess over one no farther North 
 than Meadowvale and Georgetown ; I am very decidedly of 
 
15 
 
 opinion, that in every point of view the interests of the 
 Company forbid the selection of the Southern line for the 
 location of the Toronto and Guelph Railway ; and that there- 
 fore, as regards the ascent of the Heights, the proper route 
 for the road is through the valley of the West Credit River. 
 
 Georgetown thus established as a tangential point for the 
 road, the question next arises, whether, from there Eastward, 
 it will be better to take the route above described, via Silver- 
 thorn’s Mills to the Humber, or to steer more to the North, so 
 as to touch at Brampton. 
 
 The trial line No. 3, which I have had run for the purpose 
 of testing the merits of such a route, crosses the Main Credit 
 River mile above Norval, where the valley of the stream, 
 being the most favourable crossing point thereabouts, is 800 
 feet wide, and its water 110 feet below the Grade Line of the 
 Road, involving the necessity of a very costly Bridge struc- 
 ture and a vast embankment. 
 
 This is the most unfavourable feature of the “ Brampton 
 Line,” and compared with the crossing of the same River on 
 the “ Central Line,” is a very unfavourable one ; from the 
 Credit to Brampton village, and thence through the Townships 
 of North Toronto and Etobicoke to the Humber, the con- 
 tour” of the ground is generally favourable for the economical 
 construction of a Railway, and the natural outline of the 
 surface can be judiciously conformed to without resort being 
 had to any gradient exceeding 40 feet in the mile. 
 
 In arbitrating between this and the Central line, the chief 
 points of difference occur, in the number and magnitude of the 
 streams to be crossed, and the grades that can be obtained. 
 
 As respects length and allignement, neither can be said to 
 have any decided advantage of the other, nor can I see that 
 either could justly claim any commercial superiority. 
 
 The prevalent idea, that to secure the carrying trade of 
 intermediate and neighbouring towns and villages. Railways 
 must pass through them, is generally erroneous. All railways 
 
16 
 
 possess a more or less extended “ circle of attraction,” and 
 despite of the opposition growing out of local prejudices, and 
 petty individual interests, the whole commerce of the region 
 within the limits of that attraction, will, in the end, be carried 
 on through the medium of the rail. I shall therefore confine 
 myself simply to the Engineering merits of the two lines 
 under discussion. 
 
 The Central Line crosses (between the Humber and 
 Georgetown,) the Mimico, the Etobicoke, the Main Credit, and 
 the West Credit Streams, the cost of each crossing ranging 
 from £5,000 to £10,000. 
 
 The Brampton route avoids the Etobicoke altogether, or 
 at least intersects it at a point where it has dwindled down to 
 an insignificant brook. It also escapes the West Credit River, 
 which upon the other route ranks as the most expensive of the 
 crossings ; the bridging on this, the Brampton line, therefore, 
 is confined to the Mimico and the Maine Credit stream, the 
 former of no greater magnitude than on the rival line ; the 
 latter presenting a barrier of rather startling aspect, the 
 bottom of the ravine in which the stream lies being 110 feet 
 below “ grade,” and to ensure a safe and permanent cross- 
 ing over which, will call for an expenditure of not less than 
 £25,000 ; upon the whole, the crossings of the four streams 
 upon the Central, can be effected at a considerable saving of 
 cost over the two upon the Brampton Line. 
 
 Next, as regards Grades : — That in ascending the mountain 
 we should be driven to adopting as steep a maximum as 53 
 feet in the mile, was entirely unlooked for when your project 
 was first mooted ; but that such a necessity should also exist 
 helow the mountain in the apparently level Township of Tor. 
 onto, must at first sight appear improbable ; such, however, 
 is the fact as regards two of the routes already described, the 
 Southern and the Central. 
 
 In overcoming the ascent of the mountain by such a grad- 
 lent, I would consider a couple of miles more or less of 
 
17 
 
 continuous grade as of no very material consequence, but 
 detached and isolated inclines of that nature must if possible 
 be avoided even at an increase of cost. 
 
 Fortunately such a possibility exists, by incurring a trifling 
 increase of distance and no increase of outlay ; this is to be 
 effected by adopting the Brampton Route, which in every 
 Engineering point of view, save the chasm at the Main Cre- 
 dit river, is as much superior to the Central route, as I have 
 already shown the Central to be superior to the Southern. 
 
 The portion of the above line lying between Toronto and 
 the Humber, at Fisher’s, and thence to Brampton, has still 
 to undergo the ordeal of comparison with a line from Toronto • 
 to Brampton, via Weston. The distance from this City to 
 Brampton by the former route is 20^ miles, and by Weston 
 21 miles, showing, in point of length, a difference in favour 
 of the Humber Line of 1^ miles. 
 
 But the most prominent feature on which to institute a com- 
 parison between these routes, is the crossing of the River 
 Humber, the water of which at Fisher’s is 105 feet below the 
 grade of the road, and the Valley 750 feet wide ; at Weston, 
 the water 55 feet below grade, and width of valley 900 feet. 
 
 In other words, the crossing of the Humber can be effected 
 for less outlay at Weston than at Fisher’s, by from £8000 
 to £10,000. ’ 
 
 As respects the other features of No. 4 route, the ground 
 from Brampton to Weston is very favorable ; from Weston 
 to the City I have had no survey made, having, through the 
 kindness of the Engineer of the Northern Railroad, been 
 furnished with the notes of a trial line run by them, and 
 which shows a highly favourable Section, demanding no grades 
 of greater elevation than 40 feet in the mile. 
 
 I refer you to the attached Estimate tables (vide Schedules 
 A and B) for the cost of this compared with the other routes 
 examined, and from which you will see, that it is not only least 
 in cost per mile, but that the total cost of this, the longest of 
 
 B 
 
I 
 
 18 
 
 the routes, is lower than that of any other line, the next lowest 
 being the line to Brampton by the Humber. 
 
 I have endeavoured to place the relative merits of the 
 several lines talked of and explored, as clearly as possible 
 before you, and carefully weighing all the points of compari- 
 son, cannot pronounce otherwise, than, that the one that offers 
 the greatest facilities for construction is entitled to the prefer- 
 ence. That one is Route “ No. 4,’’ passing through Weston, 
 Brampton, Georgetown, and Acton ; its sole objectionable 
 feature, as compared with “ No. 3,” (the only one of all the 
 others that can compete with it,) being its greater length, and 
 ♦which is too inconsiderable to outweigh the other advantages 
 set forth. 
 
 But there is another question, still undiscussed, that may 
 render it advisable to leave the final decision between these 
 routes some time longer in abeyance ; I allude to the obtain- 
 ing of the “ right of way.” Beyond all doubt, the most ex- 
 pensive portion of your line in that respect will be found in 
 the Townships of York, Etobicoke, and Toronto ; and whilst 
 the question of “ location” is still, as regards that Section of 
 the route, an open one, Releases” may be obtained on more 
 favourable terms ; or it might be, that that very question 
 would assume so important an aspect, as to be the one on which 
 the final judgment should be rendered. 
 
 As regards the Estimates — 
 
 The amounts of excavation, &c., in the several lines sur- 
 veyed, have been carefully ascertained, and such “ margin” 
 allowed in calculating the quantities, as to ensure the estimate 
 being ample to cover the cost of construction. 
 
 The results of the measurements and calculations are given 
 in tabular form in appendices A and B, herewith submitted. 
 You will there observe, that the Weston Route “ No. 4,” is 
 cheaper than the next cheapest, ** No. 3,” (via the Humber 
 
19 
 
 and Brampton,) by £350 per mile, the cost of the former 
 being estimated at £6350, of the latter at £6700 per mile. 
 
 Appendix D shows the number, magnitude, and cost, of the 
 several streams and valleys to be crossed, and to which will 
 be due upwards of one third the whole cost of graduation. 
 
 The amount of rock excavation may be considerably re- 
 duced, provided that at the lofty rock ridge near Clendinan’s 
 Mills in the Fifth Concession of Esquesing, a Tunnel can be 
 substituted for a thorough mt, but of this I am doubtful until 
 closer examinations have been instituted ; the rock is so much 
 “ displaced” and shattered, as, I fear, to render it too unsound 
 to admit of a Tunnel being safely resorted to ; I have conse- 
 quently based my estimate of this part of the work on the 
 supposition of having to adopt the most costly expedient. 
 
 At some of the least considerable of the crossings, a saving 
 of some thousands of pounds may probably be effected, by 
 recourse being had to “ Trestle-work” structures, of Timber, 
 instead of the imperishable but more costly combinations of 
 earth and stone ; but in this case too, I have assumed the high- 
 est estimate, and calculated for permanent structures at all 
 the crossings : because whatever reductions might be effected 
 in the ways suggested, they might again be swallowed up by 
 unforeseen casualities, from which few great public works 
 » are wholly exempt, and against which no human foresight 
 can entirely provide. 
 
 The sum assumed to cover “ Lands and Damages,” has 
 been put down from no ascertained data, as I have as yet had 
 no reliable means of learning how far the “ liberality” of the 
 farmers along the line of road is to be counted upon ; but if 
 I have Mnder-estimated this item in the cost of your undertak- 
 ing, it arises from my having over-estimated the patriotism of 
 the population with whom the Land Commissioner has to deal. 
 
 The Characteristics of the Road, in its completed form, 
 will upon the whole, be favorable. 
 
 In point of directness, it will, practically, differ very little 
 
20 
 
 from a straight line ; the longest of the routes exceeding but 
 by 2| miles, (equal to about 10 per cent,) an air line between 
 the terminating points. Few roads, in fact, through a similar 
 region, could show more favourable allignement. On the 
 Eastern Section, we have tangent lines of from 3 to 12 miles 
 in length, the curves being described by radii of more than two 
 miles ; on the Western Section, there are two curves of 3820 
 feet radius, whilst the radii of the remainder will vary from 
 one to two miles in length. 
 
 As regards Grades, there are no ascents Eastwards, or in 
 the direction of the trade, to exceed 36 feet per mile ; and 
 Westwards, the up grades do not exceed 40 feet, except on the 
 immediate ascent of the mountain, where we have 6 miles of 
 53 feet elevation per mile, and on that portion of the route 
 there is only one deviation from a straight line. 
 
 Appended to this report is a Table of Grades, (vide appen- 
 dix C.) showing how the Gradients compare on each of the 
 surveyed lines ; in that table, the lengths of the several lines 
 are also given. 
 
 Before closing this report, I deem it necessary to say some- 
 thing with respect to the Termini, a question, on which, 
 generally, there is more diversity of opinion amongst parties 
 interested, than on any other of the many disputed points 
 inseparable from the selection of a line of Railway. First 
 then, as regards the 
 
 Western Terminus. 
 
 The Line, the adoption of which I have recommended 
 above, crosses the River Speed, and enters the Town of 
 Guelph close by Allen’s Mills. The Town being once fairly 
 entered, the sooner the Terminus is reached the better : — the 
 direction in which we cross the River, carries us into the 
 market square, an open, roomy space, well adapted for all 
 the purposes of a Railway station ; the same line produced. 
 
21 
 
 would carry us through the Town on favorable grades, should 
 it ever be found desirable to extend the road further West- 
 ward. I therefore recommend that the Market Square of 
 Guelph be selected as the Western terminus of the road ; 
 provided always, that the requisite facilities for adapting it 
 conveniently to the necessary purposes of a Railway Termi- 
 nus, be afforded by the Townspeople ; otherwise, the next most 
 fitting spot for the Station would be found near the Western 
 limits of the Town plot, in rear of the Catholic Church hill. 
 
 Eastern Terminus. 
 
 In selecting the fittest place for the City Termination of the 
 Road, W0 must look very far beyond the present time, and lay 
 our plans with a view to extending, with the least expense 
 and in the most convenient manner, the advantages of Rail- 
 way connexion not only to the limited number of landings 
 now existing, but also to the shippers, merchants, and others, 
 who, beyond all doubt, will in a few years hence, have ware- 
 houses and wharves where now there is but waste ground and 
 water. 
 
 Towards effecting this object, one thing I look upon as in. 
 dispensable : — The direct connection of the Track with the 
 Lake. Next to be considered is, in what way that can best 
 be carried out, so as to accommodate the greatest number of 
 the community and the greatest variety of trade. 
 
 The city of Toronto stands unrivalled amongst our inland 
 Ports, for the fine harbourage afforded by its magnificent Bay, 
 accessible at all seasons : this, joined to the rich agricultu- 
 ral region immediately surrounding it, and extending far 
 away to the west and north west, together with the immense 
 traffic to be attracted to it from without the Province, by the 
 railways now projected or in progress, will forever render it 
 the principal focus of the inland Marine trade of Western Ca- 
 nada ; with this in view, I conceive that, now, in the outset of 
 
22 
 
 your railway schemes, it is of the very highest importance to 
 the interests of the city and its connexions, that the first step 
 in constructing a railroad terminus should be designed merely 
 as a part of di future Marine Depot of vast extent, taking in, 
 
 I should say, the whole navigable front of the City. 
 
 With the details of a plan for such a Depot, I am of course, 
 not yet prepared ; they must be the result of long and careful 
 consideration ; but I will here give a general sketch of the 
 design I propose ; which will be rendered more intelligible 
 by referring to the outline plan herewith laid before you, and 
 which in its general effect, when completed, would not differ 
 very much from the talked of “ Esplanade.” 
 
 The line, as I have already stated, reaches the city limits 
 on Queen Street, (at the Toll Gate) : — thence it is produced 
 till it strikes the Lake a little west of the “ Old Garrison,” 
 whence it curves so as to cross the Queen’s Wharf close in 
 shore, at which point the track should be about 5 feet above 
 the water (the level I propose for the terminus.) • 
 
 From the point of reaching the Lake, there are to be two 
 or more parallel tracks, the inner one, that next the shore, to 
 be appropriated to Passenger-trains only, and to be continued 
 down to whatever point may hereafter be selected as most suit- 
 able for the Passenger Station, probably the foot ofYonge 
 Street. 
 
 On the other track, or tracks. Freight-trains come in, and 
 from them curved “ Sidings” can branch off* to each Wharf 
 that may from time to time be constructed. 
 
 I would suggest that the water front, (I speak of course 
 with regard to the portion still unoccupied,) instead of being 
 formed into one continuous quay, should be occupied by pro- 
 jecting “ Piers,” or “Jetties,” of about 250 feet front and 
 depth, with “ Slips” between them wide enough to admit, side 
 by side, two vessels of the largest class, that each may lie 
 broadside to a wharf. 
 
 In this way, the greatest possible extent of water frontage 
 
23 
 
 can be secured to the city, and the whole of it placed in direct 
 connexion with the Railways. 
 
 The cars arriving by each train for any particular for- 
 warder or shipper, with his name, or the number of the 
 wharf, chalked on them, can be cast off as the train passes the 
 wharf, “ switched on’’ to the siding, and hauled by horses 
 down to where the vessels lie, and where by a simple arrange- 
 ment of “ Turn Tables” they can be laid along the front and 
 each side of the pier, and the process of loading or discharging 
 be going forward from three Vessels or into three warehouses 
 at the same time. 
 
 Whether those wharves should be the property of the Com" 
 pany, or of the city, and by them leased out to individuals, or 
 whether it would be better that their construction should be 
 the result of private enterprise, will be matter for future con- 
 sideration, as also the terms on which the side tracks would be 
 laid and maintained for their accommodation. In the way 
 above suggested, the whole front of the town can by degrees 
 be converted into a Vast Railway Depot, unsurpassed any- 
 where in extent and convenience ; the plan could be carried 
 out too, without at all injuriously affecting existing individual 
 interests, or, what is scarcely less desirable, interfering with 
 the streets of the city. 
 
 The completion of a design such as that above proposed, will 
 he a work of iirae^ and is not to be thought of as part of your 
 present scheme ; the earlier requirements of trade will neither 
 demand such extensive terminal arrangements as therein con- 
 templated, nor would the estimate on which the cost of your 
 road is based, warrant the very great outlay involved in 
 the construction of so large a Depot. 
 
 I would however advise the construction, simultaneously 
 with the remainder of the Road, of a double track, from the 
 point of striking the Lake as far Eastward, at least, as the 
 front is still Public property, and the cost of which, ftr mile^ 
 
24 
 
 would not much exceed the average of other portions of the 
 work. 
 
 Further extension to accommodate existing places of busi- 
 ness, could be effected at comparatively small outlay, the bur- 
 den of which would probably be borne, at least in part, by 
 those for whose accommodation it would be undertaken. 
 
 I think it advisable that the Engine Houses, Car Depot, 
 Machine Shops, &c., should be situated just without the lim- 
 its of the city, and from these. Freight Trains would take their 
 final departure. A small Service Engine” is despatched 
 from the Engine yard to run along the water front, collect 
 the outward bound cars from each wharf, and bring them up 
 to where the Freight Engine is in readiness to be attached to 
 them ; the cars are there ‘‘ marshalled,” and the Train des- 
 ^patched on its destination. 
 
 There is still another question arises, in deciding on the 
 plan and position of a terminus for the first requirements of 
 the road. 
 
 Below the Queen’s Wharf, the harbour is ice-bound for, it is 
 safe to say, four months of the year, during which time steam- 
 ers are plying on the Lake without ; and probably, in the whole 
 course of the Winter, there is not a week in which the Queen’s 
 Wharf is inaccessible to them. 
 
 To provide for the accommodation of Trade during that 
 season, it is very essential that there should be a terminus on 
 open water, so planned as to be a link in the formation of the 
 general Depot already described. 
 
 Such a terminus I would propose to form, by constructing 
 a dock in 11 feet water, with a front of from 1000 to 2000 feet 
 in length, extending in equal portions above and below the 
 Queen’s Wharf ; the water space between the dock and the 
 shore to be formed into dry land by the material which must 
 necessarily be excavated from the cut through which the 
 Track is to be conducted to the water level. 
 
 Before closing upon this subject, I would beg leave to re- 
 
25 
 
 peat, that as regards terminal acccmimodations, the wants of 
 trade will quickly make themselves heard, once your road is 
 in operation. 
 
 Your wisest policy will be, to keep pace with, rather than 
 anticipate, those wants, and to limit the first expenditure 
 on the city terminus within narrow bounds. Many Railroad 
 companies have crippled their resources by sinking too much 
 capital in stations, buildings, &c., and the premature expen- 
 diture of 20, 30, or £50,000 on a road of under 50 miles in 
 length, could not fail to have a depreciating influence on its 
 Stock. 
 
 I have not as yet had time to collect any statistical informa- 
 tion, to show the present and probable prospective resources 
 of the country on and in connection with the line of road, but 
 at some future date, when I come to lay before you a report 
 on the final “ location” of the work, I trust to be able to show 
 from the census returns of the counties, that the project can- 
 not fail of being a safe investment. 
 
 In order that the work may be put under contract this sea- 
 son, the “ locating” of the Line, and surveys of the lands re- 
 quired for it, should be prosecuted forthwith. 
 
 The General Railway Act would seem to require the com- 
 pletion of the latter branch of the work, before the grading 
 can be commenced. 
 
 I am. 
 
 Sir, 
 
 Very respectfully yours, 
 
 W. SHANLY. 
 
Comparative Estimates of Cost of Grading. 
 
 26 
 
 a> 
 
 O O 
 
 U <D 
 <13 
 
 ^ c 
 
 lO 
 
 •r* 
 
 o o 
 
 o o 
 
 t-i 
 
 . CO 
 
 M rH 
 
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 CO 
 
 QD 
 
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 00 
 
 O CO 
 
 CD 
 
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 eSpLig 
 
 
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 lO 
 
 0) 
 
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 (Of 
 
 <© 
 
 00 
 
 
 lO 
 
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 i-HW 
 
 00 
 
 <35 
 
 •Suiqqnj^) 
 
 O 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 o 
 
 00 
 
 00 
 
 00 
 
 00 
 
 •§UUB0|Q 
 
 !» O 
 
 (Xi o 
 
 ^ Of 
 
 
 w § 
 
 *T3 ^ 
 
 o 
 
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 o 
 
 
 
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 00 
 
 . (N 
 
 
 
 Tjj' 
 
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 CO 
 
 CO 
 
 CO 
 
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 H 
 
 < 
 
 > 
 
 < 
 
 O 
 
 X 
 
 W 
 
 Q 
 
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 W 
 
 
 o 
 
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 o 
 
 ■"O ® 
 
 o 
 
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 CD 
 
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 lO 
 
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 ^co 
 
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 CD 
 
 CD 
 
 n »-<0 
 
 00 
 
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 00 
 
 
 ic 
 
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 of 
 
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 •S9|TJ^ 
 
 ui qji^uag; 
 
 H 
 
 (T) 
 
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 rnl® o'® 
 
 -IS -IS 
 
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 riH 
 
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 • 
 
 • 
 
 • 
 
 JO 
 
 3 
 
 • 
 
 
 
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 • 
 
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 C3 
 
 
 
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 £ 
 
 w 
 
 w 
 
 cS 
 
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 |: 
 
Comparative Estimates of Total Cost of Road. 
 
 27 
 
 •01IIU jod 
 tSOQ O^BiOAy 
 
 £ 
 
 8414 
 
 6760 
 
 6700 
 
 6350 
 
 Total cost 
 
 £ 
 
 387,051 
 
 312,250 
 
 310,670 
 
 301,463 
 
 •S0TDUO°Ui;UOQ 
 
 £ 
 
 15,000 
 
 15,000 
 
 15,000 
 
 15,000 
 
 ^•imuij0jL 
 
 £ 
 
 10,000 
 
 10,000 
 
 10,000 
 
 10,000 
 
 *S0OU0^ 
 
 pue spu^*^ 
 
 £ 
 
 12,000 
 
 42.000 
 
 12.000 
 
 12,500 
 
 •tonj;sj 0 dng 
 
 £ 
 
 68,735 
 
 68,050 
 
 68,500 
 
 70,00 o ' 
 
 •SuiSpLig pu^ 
 
 UOI|BnpBJ£) 
 
 £ 
 
 281,316 
 
 207,200 
 
 205,170 
 
 193,963 
 
 •S0lip\[ 
 
 UI 1{1§U0'^ 
 
 _|0 lo |0 _o 
 
 ®o o ®lo 
 
 ^2 «|2 
 
 CO CO CO 1:- 
 
 Name of Route. 
 
 1 Southern, or Streetsville and Milton.. 
 
 2 Central or Meadow vale & Georgetown 
 
 3 Brampton by Humber 
 
 4 Brampton by Weston 
 
 The above Estimates are based on terminating the Road at the Queen’s Wharf. 
 
Comparative Table of Grades, 
 
 28 
 
 GRADES WESTWARD. 
 
 Brampton by Weston. 
 
 Length Miles. 
 
 ■pA9q 
 
 
 
 
 
 
 ; :§ 
 
 : : 00 
 
 105*8 
 
 §pU90S3Q 
 
 
 
 
 
 
 o lo : 
 lo : 
 
 CO • 
 
 11.25 1 
 
 Spuaosy 
 
 
 CO 
 
 If? tio O lO ’ 
 
 t- uo : 
 
 CO CO 03 ; 
 
 wo 
 
 G3l 
 
 •saani^jo -o^ 
 
 r-t CC CO 03 t- «5 
 
 Brampton by tueHumber 
 
 Length Miles. | 
 
 •|9A9q 
 
 
 
 
 
 
 6.31 
 
 CO 
 
 CO 
 
 SpU90S9Q 
 
 
 
 i 
 
 1 
 
 
 3.50 
 
 4.75 j 
 
 
 wo 
 
 00 
 
 Spuaosy 
 
 
 CO 
 
 00 
 
 11 
 
 6.75 
 
 
 31.751 
 
 •S3UBIJJO -o^i 
 
 I-H CO CO uo lO 
 
 Central Route. 
 
 Length Miles. i 
 
 •19A9''| 
 
 
 
 
 
 
 7.93 
 
 IS 
 
 1 
 
 SpU90S9Q 
 
 
 
 
 
 
 wo o 
 (M wo 
 
 WO wo 
 
 
 10.75 ! 
 
 Spu99sy 
 
 
 O O UO O uo 
 uo O Oi O 
 
 03 -H CM 00 rH 
 
 
 |27.50 
 
 'sauTjjj jo - 0 ^ 
 
 <?r rH rH Tj< ^ Tt t- 
 
 Southern Route. 
 
 Length Miles. i 
 
 •|9A9q 
 
 
 
 
 
 
 . . CO 
 
 : : CO 
 
 wo 
 
 CO 
 
 00 
 
 §pU90S9(J 
 
 
 
 
 
 
 ! os-5 
 
 1 
 
 
 1 7.50 
 
 Spuaosy 
 
 lO lO o 
 
 lO rr CO 03 
 
 
 wo 
 
 d 
 
 CO 
 
 •S9UBIJ jo -0^ 
 
 
 ! 
 
 Gradient per 
 Mile. 
 
 1 
 
 Feet. 
 
 G 
 
 r- 
 
 i cr 
 
 • k/ 
 
 i r- 
 
 3 
 
 • c 
 
 I’ 
 
 c 
 
 c 
 
 3 C 
 \< er 
 
 20 to 30 
 
 20 and under. 
 Level 
 
Comparative Table of Grades — continued. 
 
 29 
 
 
 
 gpuaosoQ 
 
 Spuaosy 
 
 •sauBij jo-o^ 
 
 CO CO OJ «o 
 
 •|9Aaq 
 
 Spuaos9(j 
 
 Spnaosy 
 
 •sauBijjo -o^ 
 
 
 
 CO 
 
 00 
 
 
 
 CO lO O 
 
 *|9Aaq 
 
 3pU90S9Q 
 
 Spuaosy 
 
 •S9UTJIJ JO -Oil 
 
 Ol T-t ^ ^ 
 
 
 
 
 
 to 
 
 
 
 •|9A9q 
 
 CO 
 
 CO 
 
 H 
 
 m 
 
 
 ;:::::: 00 
 
 00 
 
 H 
 
 O 
 
 
 
 to lO to 
 
 
 to 
 
 O 
 
 
 gpa90S9Q 
 
 t- ct 
 
 
 
 
 -5 
 
 Tt Oi (M to Tf CO O) 
 
 
 o 
 
 
 bo 
 
 
 
 
 CO 
 
 PS 
 
 M 
 
 c 
 
 
 : : : : : o 
 
 
 o 
 
 n 
 
 iJ 
 
 Spuaosy 
 
 ; : ; : ; ^ 
 
 
 to 
 
 P 
 
 o 
 
 
 • . . . ; (M to 
 
 
 
 m 
 
 
 
 
 
 
 
 •89UB|J JO -0^ 
 
 r-lr-li-ICOOiOitO-^ 
 
 
 c ^ 
 
 _<u ;5 
 
 ^ tCn 
 CO 
 
 o 
 
 ■TS 
 
 a 
 
 O O =5 
 CO 
 
 o O ® "o) 
 
mparative Estimate of Cost of Bridging Streams and Embanking Valleys 
 
 'SO 
 
 WESTON AND BRAMPTON ROUTE. 
 
 Amount. 
 
 £ S. D.l 
 
 10533 6 8 
 
 18662 10 0 
 
 10004 3 4 
 
 ' 5366 13 4 
 
 31941 13 4 
 
 16200 0 0 
 
 5933 6 8 
 
 12716 13 4 
 
 5866 13 4 
 
 117225 0 0 
 
 Bridging. 
 
 •jjsjadng 
 
 J9quiij[ 
 
 ^ ; to lO ; lo : : »o lO 
 
 0) . . . CM 
 
 ^ 
 
 •AiUOSBJ\[ 
 
 1 o o o o o o o o o 
 
 1 -Scoooooooo 
 
 OOlOOOOOO 
 
 ■VCM 
 
 O --H 
 
 •juaui^jauqrag; 
 
 mOOOOOOOOO 
 
 ~ooooooooo 
 
 ^ 
 
 rJCOM^OOCOCDTfOCM 
 aTf— iCf?<X)>-iCIOCOrfCO 
 
 5 ,-t <M --H « CM r-i 
 
 auigjjxa 
 
 CCfrtOOiCSOCMOCMO 
 
 ^cocoeocM— 
 
 Widths. 
 
 o . 
 
 ooooooooo 
 
 ooooooooo 
 
 Tj^t^CCOOWOOiOOTl* 
 
 Frm 
 
 ft. 
 
 ooooooooo 
 
 ooooooooo 
 
 1>-O^CM(MIO(MIO(M 
 
 r-^CMCOCM(M^(M-H 
 
 Name of 
 
 Stream or 
 
 Valley. 
 
 BlackCreek 
 
 Humber 
 
 Mimico .... 
 Etobicoke . . 
 
 Credit 
 
 Georgetown 
 West Credit 
 Eramosa.... 
 Speed 
 
 HUMBICR AND BRAMPTON ROUTE. | 
 
 Amount. 
 
 £ S. D. 
 
 9166 13 4 
 
 25483 6 8 
 
 15137 10 0 
 
 5366 13 4 
 
 31941 13 4 
 
 •16200 0 0 
 
 5933 6 8 
 
 12716 13 4 
 
 5866 13 4 
 
 127812 10 0 
 
 Bridging. 
 
 •ijsjadng 
 
 jaquiix 
 
 ; kO ; ITS ; ; ift ic 
 
 0) . t— CM • • • CM t— 
 
 ^ r-t ; rH ; ; (M -I 
 
 •ilUOSEI\[ 
 
 • -ooocoooo 
 
 i-S ’OOOOOOOO 
 
 ^ : o o ics o o o o o 
 
 . ; 05 CM — < CM (M CO (M 
 
 U . F-i 
 
 •juauiJjuEqma 
 
 aJOOOOOOOOO 
 
 rSooooooooo 
 ^ o^ o o o o o^ o^ o o^ 
 •OOCOOOCO(X)TtO(M 
 -Sooo^o'-Hcno'^tco 
 
 g CM (M CM CO CM r-i 
 
 qidsp 9ui3Jjxa 
 
 0>OOif50CMO(MO 
 
 ^UOOCOCM^yS-^rJicO 
 
 Widths. 
 
 o . 
 
 ooooooooo 
 
 ooooooooo 
 
 OrtiOOOCOQOlOOTt 
 
 CM CO —1 .-H 
 
 Frm 
 
 ft. 
 
 OOOOOOOOO 
 
 ooooooooo 
 
 OC-OCMCMiOCMiOCM 
 ri lOCOCMCM— '(M-^ 
 
 Name of 
 
 Stream or 
 
 Valley. 
 
 Peac’k Rav. 
 Humber .... 
 
 Mimico 
 
 Etobicoke . . 
 
 Credit 
 
 Georgetown 
 West Credit 
 Eramosa.... 
 Speed 
 
#4 
 
 ■'SfJS 
 
 n