Digitized by the Internet Archive in 2008 http://archive.org/details/n09sessionalpaper42canauoft Gnov.D OC SESSIONAL PAPERS VOLUME 9 FOURTH SESSION OF THE TENTH PARLIAMENT DOMINION OF CANADA SESSION 1907-8 VOLUME XLII 7 Edw. VII. Alphabetical Index to Sessional Papers. A. 1908 See also Numerical List Page 5. ALPHABETICAL INDEX TO THE SESSIONAL F A I> J] H S OF THE PARLIAMENT OF CANADA FOURTH SESSION, TENTH PARLIAMENT, 1907-8 A Acetylene Gas Buoys 209 Adulteration of Food 14 Agriculture, Annual Report 15 Alaska Boundary 54 Aluminum Exports and Imports. .136, 136a Applications for crossing railway tracks 86 Archives, Canadian 18 Astronomer, Chief, Report of 25a Athabasca Fish Co 225 Auditor General, Annual Report.. .. 1 B Bait Freezer and Cold Storage 101 Banks, Chartered 6 Banks, Unpaid Balances in 7 Barbados, Trade Conference at 158 Bastedo, Samuel Tovel 139 Bate, H. N. & Co 199 Beauharnois Canal 83 Belleville Harbour 163 Bell Telephone Co 122 Blunden, Frederick 165 Bonds and Securities 44 Boone Company 177 Bounties paid by Government 93 Bow River 202 Bridge Materials from U. S 194 British and Continental Ports 21c British Canadian Loan and Invest- ment Co 128 British Columbia : — Chinese in Public Schools 74 Disallowance 84 Dominion Lands 46 Indian Reserves 169 Joly de Lotbiniere, Sir Henri.. .. 75 Metlakatla Indian Reserve 89 Natal Act 99 Patterson, J. W 90b Revenue and Expenditure 219 7461—1 B British Columbia: — Richard L. Drury 164 W. Maxwell Smith Ill Brodeur, Hon. L. P., &c, Travelling Expenses 109, 109b By-Elections, House of Commons.. .. 17b C Canada Year Book 66 Canadian Manufacturers' Associa- tion 234, 234a Canadian Pacific Railway: — - Business with Interior Department. 45 Lands sold by 69 Liability for Taxation 203 Canadian Transportation 21c Canal Statistics 20a Cassels, Hon. Walter 182 to 182c Cattle Embargo 187 Census, Agricultural 188 Census, North-west Provinces 17a Central Experimental Farm 80, 112 Chartered Banks 6 Chinese and Japanese 74b to 74g Civil Service : — Examiners 31 Insurance 49 List 30 Report of Royal Commission .. .. 29a Superannuations 51 Coal Lands 108 to 108ft Coal, Timber and Mining Lands. 88 to 88bb Cold Storage and Bait Freezer.. .. 101 Cold Storage Report 15a Colonial Conference, 1907 58, 109a Colonization Lands 155 to 155d Commissions of Inquiry lS2d Congdon, F. T 55 to 55/ Convicts in Penitentiaries 179 Criminal Statistics 17 Customs Department Officers 156c 7 Edw. VII. Alphabetical Index to Sessional Papers. A. 1908 D Dairy and Cold Storage Report.. .. 15a Delisle, Michel Simeon 210 Dividends Unpaid in Banks 7 Dolkese Indians 197, 197a Dominion Lands 90c Dominion Police 67 Dredging Work.. 12 1 to 124c, 141, 141a, 204 Drill Halls 193 Drysilale, DTon. Arthur 176 Dunne, M. C 81a E Eclipse Manufacturing Co 129 Edwards, W. C. & Co 199 Elections, House of Commons 176 Elections, Forms for 64 Electricity and Fluid Exportation Act 137 Electric Light, Inspection of 13 Estimates 3 to 4a Exchequer Court Rules 53 Excise Revenue 12 Expenditure by Government in N.S. 102 Experimental Farms 16 F Fast Line of Steamers 100 Fertilizers, Analysis of 235 Fishermen, Bounty to 56 to 56b Fire Extinguishers 160, 160a Fisheries Act, Violation of 168 Fisheries, Annual Report 22 Fisheries Treaty 215, 215a Fishing Licenses 143 Forbes, F. F., Judge 85 Forestry, Report of Supt. of 25 France and Canada, Commerce. .10a, 10b G Garrison Artillery Companies 196 Gas, Inspection of 13 Gaudet, Victor, Report of 211 Geographic Board 21a Geological Survey Report 26 Georgian Bay Ship Canal.. 19a, 178 to 178b Government Vessels 148, 148a, 170 Governor General, Expenditure for office of 146 Governor General's Warrants 50 Grain, Movements of 192 Grain Trade, Report of Royal Com- mission 59 Grand Trunk Pacific Town and Deve- lopment Co 90c G Grand Trunk Railway: Entrance into Toronto 63 Major's Hill Park Site 76 Sale of Liquors 61, 61a Grazing Lands 155a H Harbour Commissioners 23 Heath Point 198 Hillsboro' Bridge 186 House of Commons: — Changes in the Staff 149 Elections for 17b Internal Economy 37, 37a Returns presented 150 Hudson Bay, Railroad to 138 Huntingdon, Waterway in 161 I Immigrants, Expenditure for 81j Immigrants in Canada 81d, 81a Immigration Agents 81c, 81b Immigration Agents in Ontario.. ..81b, 81/i Immigration from the Orient and India 36a Imperial Conference, 1907 58, 109a Indian Affairs, Annual Report 27 Indian Agent Yeomans 103 Indian Reserves 159 Industrial Disputes Inspection Act.. 131 Inland Revenue, Annual Report.. .. 12 Insurance, Abstract 9 Insurance, Annual Report 8 Intercolonial Railway: — Accident at Mulgrave 205b Belfast and Murray Harbour.. .. 205t Claims for Damages 205 Fences 205a Freight Rates 119, 205a Highway Crossings 39fc, 39? Locomotives 205d, 205/ New Accounting System 205ft Steel Rails 205e Trains Breaking Down 205c Various Expenditures 78 Winter and Summer Tariffs 127 Interior, Annual Report 25 International Boundary 54a, 54b International Waterways Commission. 19b, 19c J Japanese and Chinese 74b to 74a Joly de Lotbiniere, Sir Henri 75 Justice, Annual Report 34 7 Edw. VII. Alphabetical Index to Sessional Papers. A. 1908 L Labour Department, Annual Report of 36 Lake, Major General, Memorandum of 228 Lands, Dominion 90c La Societe Canadienne 200 Library of Parliament, Annual Report 33 List of Shipping 21b M Madden, Report of Justice 60 Mail Subsidies to Steamships 82 Manitoba Homestead Entries 155b Marconi Stations 183, 183a Marine and Fisheries Department, Bookkeeping in 142 Marine, Annual Report 21 Measures, Inspection of 13 Meat and Food Inspection Act.. 91, 134, 134a Members of Parliament appointed to Offices 52, 230 Metlakatla and Songhees Indians.. 197l» Midland Towing and Wrecking Co... 123 Military Institutions, Provisions for.. 104 Military Service, Appointments to the 94 Militia, Colonels in the 73 Militia Council, Annual Report.. .. 35 Militia Dress Regulations 41a Militia General Orders 41 Miller, N. B 81 Mill Settlement, West 171 M. J. Wilson Cordage Co 113 Mines, Report of Department.. ..26 to 26b Mining, Coal and Timber Lands 88 to 88bb Mint, Royal 71 Moneton Car Works 107 Montcalm-Milicaukee Collision 221 Montreal Examining Warehouse.. .. 120 Montreal Turnpike Trust 126, 126a Mounted Police 28 Mulgrave, Nova Scotia 205b Mc McDonald, A. G 81i Mcllreith, R. T 181, 181a N National Transcontinental Railway. 39 to 39b Engineering Staff 62a Resignation of Mr. Hodgins 62 Routes in New Brunswick 180 Values of Tenders 62b New Brunswick and Nova Scotia Mails 171c Newspapers, Money paid to.. ..174 to 174b North Grove, Grenville 171a Nova Scotia, Expenditure by govern- ment in 102 7461— 1£ O Office Specialty Co 184 Opium Traffic 36b, 36c Orders in Council 47 Oriental Labourers, Report of W. L. M. King 74a, 74ft Ottawa Improvement Commission.. .. 70 Ouimet, Judge J. A 65 P Peace River Valley 106 Penitentiaries, Annual Report 34 Petit Rocher Breakwater 147, 147a Petrel, Steamer 218 Pevelan & Co 72 Piers or Docks in Ontario 92a Police, Dominion 67 Police, Royal Northwest Mounted 28 Port Bur well Harbour 217 Port Maitland 92, 92a Postal Charges 171t Postal Service Delays 17le Postmaster General, Annual Report. 24 Pound Net Licenses 130 Power, Augustus, Report of 55 Prince Edward Island: — Alex. McLeod 171b Archibald McDonald 171d Branch Railway Liiie^ 190 Expenditure 216 Freight and Passenger Rates.. .. 205a Freight on Winter Steamers.. .. 110 Leasing Properties 145 Lobster Fishery 231a Mail Service 171; Mrs. Mary Finlay 171b Removal of Post Office nig Rights of Vessels 208 Terms of Union 189 Wharf at Little Sands 125 Winter Communication 212 Withdrawal of Winter Steamers.. 110a Printing and Lithographing 220 Public Accounts, Annual Report .... 2 Publications having Newspaper Rate. 195 Public Buildings 229, 232 Public Printing and Stationery .. .. 32 i Public Works. Annual Report 19 Q Quebec Bridge: — Report of Royal Commission.. .. 154 Reports and Orders in Council.. 154a Stock Subscribed 154b Quebec, Founding of 207 Quebec Harbour 233 3 7 Edw. VII. Alphabetical Index to Sessional Papers. A. 1908 R Railway Commissioners, Report of 20c Railway Crossings 39/, k and I, 115 Railways and Canals, Annual Report. 20 Railways not under Commissioners.. 39; Railway Statistics 20b Reductions and Remissions 95 Regina Lands District 77 Robertson, E. Blake, Report of 81fc Robins Irrigation Co 206 Ross Rifle Company 68 to 68d Ross Rifle Hand-book 42 Royal Northwest Mounted Police.. .. 28 S Sabourin, Major 153 Samovici, A., and Bolocan, II 116 Saskatchewan, Province of: — Fishing Licenses 105, 151 Homestead Entries 90, 90a Saskatchewan Act 185 Valley Land Co 90d Savard, Doctor Edmond 222 Secretary of State, Annual Report.. 29 Seed Grain 25d Seizures by Inland Revenue Depart- ment 156 to 156b Senate: — Appointments to 52, 114 Bills sent from 121 Committee on Railways, &c 166 Debates 135 Senators appointed to office 230 Shareholders in Chartered Banks.. . 6 Shepley, Mr., K.C 175 Shipping, List of 21b Six Nations Indians 197c Sorel, Piers at 167 Spain, Commander, Expenses of 162 Standard Chemical Co 72 St. Andrews Rapids 96 Steamboat Inspection 23a Steamship Fast Line 100 Steamship Traffic 10c Steel Concrete Co 172 St. Gabriel de Brandon 171/ St. Lawrence River, Damming of.. 140, 140a Supplies for Department of Marine and Fisheries 214 Supreme Court, N.S., Suit in 117 Sutherland Rifle Sight Co 226 T Temperance Colonization Co 223 Timber, Application to cut 78 Timber, Coal and Mining Lands. .88 to 88bb Tobacco Industry 157, 157a Tonnage at St. John and Halifax.... 227 Topographical Surveys, Report on 25b Toronto Harbour 213 Trade and Commerce, Annual Report 10 Trade and Navigation, Annual Report 11 Trade Unions 43 Transcontinental Railway 39 to 397i Transport on Government Account.. 224 Treaty between Great Britain and United States 215, 215a Treaty Powers 144 Trent Canal 133 IT Unclaimed Balances in Banks 7 Unforeseen Expenses 48 United States Warships 191 V Valley field, Regiment in 153a Volunteer Camps, Contracts for.. .. 118 W Waugh, James S 81e Weights, Measures, &c 13 Wilber force, Dam at 132 Windsor, Detroit and Belle Isle Ferry Co 98 Y Yukon : — Criminal Conspiracy 97 Estates of Deceased Persons.. .. 55b Finnie, O. S 152 Lands at Whitehorse 55e Lord's Day Act 57 Mining Regulations 201 Morality of the Yukon 55d Ordinances 40 Placer Claims 173, 173a Report of Commissioner 25c Report of Mr. Beddoe 55a Rev. John Pringle 55c, 55/ Right to divert water 87 W. H. P. Clement 55 i W. W. B. Mclnnes 55g 4 7 Edw. VII. List of Sessional Papers. A. 1908 See also Alphabetical Index, page 1. LIST OF SESSIONAL PAPERS Arranged in Numerical Order, with their titles at full length; the dates when Ordered and when Presented to the Houses of Parliament; the Name of the Senator or Member who moved for each Sessional Paper, and whether it is ordered to be Printed or Not Printed. CONTENTS OF VOLUME 1. (This volume is bound in two parts.) 1. Report of the Auditor General for the nine months ended 31st March, 1907. Partial report presented 28th November, 1907, by Hon. W. S. Fielding ; also 2nd December and 17th December Printed for both distribution and sessional papers. CONTENTS OF VOLUME 2. 2. Public Accounts of Canada, for the fiscal period of nine months ended 31st March, 1907. Presented 28th November, 1907, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 3. Estimates of the sums required for the services of Canada for the year ending 31st March, 1909. Presented 11th December, 1907, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 3a. Further Supplementary Estimates for the year ending 31st March, 1909. Presented 9th July, 1908, by Hon. W. S. Fielding. . .Printed for both distribution and sessional papers. 4. Supplementary Estimates for the twelve months ending 31st March, 1908. Presented 3rd February, 190S, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 4a. Supplementary Estimates for the year ended 31st March, 1908. Presented 16th March, 1908, by Hon. W. S. Fielding Printed for both distribution and sessional papers. 5. (No issue.) 6. List of Shareholders in the Chartered Banks of Canada, as on the 31st December, 1907. Presented 8th May, 1908, by Hon. S. A. Fisher. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 3. 7. Report of dividends remaining unpaid, unclaimed balances and unpaid drafts and bills of exchange in Chartered Banks of Canada, for five years and upwards, prior to 31st December, 1907. Presented 29th June, 1908, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 4. 8. Report of the Superintendent of Insurance for the year ended 31st December, 1907^ Printed for both distribution and sessional papers. 9. Abstract of Statements of Insurance Companies in Canada, for the year ended 31st Decem- ber, 1907. Presented 14th May, 1908, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 5 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 5. 10. Report of the Department of Trade and Commerce, for the fiscal year (nine months) ended 31st March, 1907. Part I.— Canadian Trade. Presented 29th November, 1907, by Hon. W. S. Fielding. Part II. — Trade of Foreign Countries and Treaties and Conven- tions. Presented 11th March, by Hon. W. Paterson. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 6. 10a. Convention respecting the Commercial Relations between France and Canada, entered into at Paris on the 19th day of September, 1907, between His Majesty and the President of the French Republic. Presented 28th November, 1907, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 10b. Correspondence and memoranda in connection with the Convention of 1907, respecting the commercial relations between France and Canada. Presented 9th January. 1908, by Hon. W. S. Fielding Printed for both distribution and sessional papers. 10c. Supplement to Report of Department of Trade and Commerce, with statistics showing steamship traffic, &c. Presented 17th March, 1908, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 11. Tables of the Trade and Navigation of Canada, for the nine months of the fiscal year ended 31st March, 1907. Presented 2nd December, 1907, by Hon. W. Paterson. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 7. 12. Inland Revenues of Canada. Excise, &c, for the nine months ended 31st March, 1907. Presented 28th November, 1907, by Hon. W. Templeman. Printed for both distribution and sessional papers. 13. Inspection of Weights, Measures, Gas and Electric Light, for the nine months ended 31st March, 1907. Presented 28th November, 1907, by Hon. W. Templeman. Printed for both distribution and sessional papers. 14. Report on Adulteration of Food, for the nine months ended 31st March, 1907. Presented 28th November, 1907, by Hon. W. Templeman. Printed for both distribution and sessional papers. 15. Report of the Minister of Agriculture, for the year ended 31st March. 1907. Presented 2nd December, 1907, by Hon. S. A. Fisher. Printed for both distribution and sessional papers. 15a. Report of the Dairy and Cold Storage Commissioner for the year ending 31st March, 1907. Presented 10th February, 1908, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 8. 16. Report of the Directors and Officers of the Experimental Farms for 1906.. Presented 10th January, 1908, by Hon. S. A. Fisher. Printed for both distribution and sessional papers. 17. Criminal Statistics for the year ended 30th September, 1907. Printed for both distribution and sessional papers. 17a. Census of Population and Agriculture of the Northwest Provinces: Manitoba, Saskat- chewan and Alberta, 1906. Presented 18th February, 1908, by Hon. S. A. Fisher. See 17 a, 1907. 17b. Return of By-Elections for the House of Commons of Canada, held during the year 1907. Presented 6th March, 1908, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 18. Canadian Archives. See No. 15, page Iv. 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 9. 19. Report of the Minister of Public Works, for the fiscal period ended 31st March, 1907. Presented 2nd December. 1907, by Hon. W. Pugsley. Printed for both distribution and sessional papers. 19a. Georgian Bay Ship Canal Survey. Report on the Precise Levelling; from 1904 to 1907. Published by the Department of Public Works. Printed for both distribution and sessional papers. 19b. Progress Report of the International Waterways Commission. Supplementary Report to 31st December, 1907. Presented 5th June, 1908, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 19c. Supplementary Report of the International Waterways Commission, 1908. Printed for both distribution and sessional papers. 20. Report of the Department of Railways and Canals, for the fiscal period from 1st July, 1906, to 31st March, 1907. Presented 29th November, 1907, by Hon. G. P. Graham. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 10. 20a. Canal Statistics for the season of navigation, 1906. Printed for both distribution and sessional papers. 20b. Railway Statistics of Canada for the year ended 30th June, 1907. Presented 16th January, 1908, by Hon. G. P. Graham. Printed for both distribution and sessional papers. 20c. Second Report of the Board of Railway Commissioners for Canada, 1st April, 1906, to , 31st March, 1907. Presented 29th November, 1907, by Hon. G. P. Graham. Printed for both distribution and sessional papers. 21. Report of the Department of Marine and Fisheries (Marine) for 1907. Presented 18th December, 1907, by Hon. L. P. Brodeur. Printed for both distribution and sessional papers. 21a. Seventh Report of the Geographic Board of Canada, 1907-8. Printed for both distribution and sessional papers. 21b. List of Shipping issued by the Department of Marine and Fisheries, being a list of vessels on the registry books of Canada, on the 31st December, 1907. Presented 24th June, 1908, by Hon. L. P. Brodeur. . .Printed for both distribution and sessional papers. CONTENTS OF VOLUME 11. 21c. Report on British and Continental Ports, with a view to the development of the port of Montreal and Canadian transportation. Printed for both distribution and sessional papers. 22. Report of the Department of Marine and Fisheries (Fisheries) for 1907. Presented 18th December, 1907, by Hon. L. P. Brodeur. Printed for both distribution and sessional papers. 23. Report of the Harbour Commissioners. &c. Printed for both distribution and sessional papers. 23a. Report of the Chairman of the Board of Steamboat Inspection, 1907. Presented 27th February, 1908, by Hon. L. P. Brodeur. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 12. 24. Report of the Postmaster General, for the nine months ended 31st March, 1907. Presented 3rd December, 1907, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 25. Report of the Department of the Interior, for the fiscal period from 1st July, 1906, to 31st March, 1907. Presented 29th November, 1907, by Hon. F. Oliver. Printed for both distribution and sessional papers. 7 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 13. 25a. (1906) Report of the Chief Astronomer for the year ended 30th June, 1903. Presented 17th December, 1907, by Hon. F. Oliver.. .Printed for both distribution and sessional papers. 25a. (1907) Report of the Chief Astronomer for the nine months ending 31st March, 1907. Printed jor both distribution and sessional papers. 25b. Annual Report of the Topographical Surveys Branch (Department of the Interior) 1906- 7. Presented 8th June, 1908, by Hon. F. Oliver. Printed for both distribution and sessional papers. 25c. Report of the Commissioner of the Yukon Territory, for the year ended 31st March, 1908 Printed for both distribution and sessional papers. 25d. Correspondence and papers relaling to Seed Grain in Saskatchewan and Alberta. Presented 18th July, 1908, by Hon. F. Oliver. Printed for both distribution and sessional papers. 26. Summary Report of the Department of Mines (Geological Survey), for the calendar year 1907. Presented 16th January, 1908, by Hon. W. Templeman. Printed for both distribution and sessional papers. 26a. Summary Report of the Mines Branch of the Department of Mines, for the fiscal year 1907- 8. Presented 17th July, 1908, by Hon. W. Templeman. Printed for both distribution and sessional paper:,. 2Gb. Annual Report on the Mineral Production in Canada, during the calendar year 1906. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 14. 27. Report of the Department of Indian Affairs, for the year ended 31st March, 1907. Pre- sented 29th November, 1907, by Hon. F. Oliver. Printed for both distribution and sessional papers. 28. Report of the Royal Northwest Mounted Police, 1907. Presented 29th January, 1908, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 29. Report of the Secretary of State of Canada, for the year 1907. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 15. 29a. Report of the Royal Commission on the Civil Service, with appendices and evidence taken before the Commissioners. Presented 26th March, 1908, by Hon. W. S. Fielding; also Analytical Index of evidence and memorials. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 16. 29a. Report of the Royal Commission on the Civil Service — Continued. 30. Civil Service List of Canada, 1907. Presented 3rd December, 1907, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 17. 31. Report of the Board of Civil Service Examiners, for the year ended 31st December, 1907. Presented 8th May, 1908, by Hon. S. A. Fisher. Printed for both distribution and sessional papers. 32. Annual Report of the Department of Public Printing and Stationery, 1907. Pesented 11th May, 1908, by Hon. S. A. Fisher Printed for both distribution and sessional papers. 33. Report of the Joint Librarians of Parliament for the year 1907. Presented 28th Novem- ber. 1907. by the Hon. the Speaker Printed for sessional papers. 8 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 17— Continued. 34. Report of the Minister of Justice as to Penitentiaries of Canada, for the nine months ended 31st March, 1907. Presented 4th December, 1907, by Hon. J. Bureau. Printed for both distribution and sessional papers. 35. Annual Report of the Militia Council of Canada, 1907. (Interim Report presented 6th March, 1908.) Printed for both distribution and sessional papers. 36. Report of the Department of. Labour, for the nine months ended 31st March, 1907. Pre- sented 18th December, 1907, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 36a. Report of W. L. Mackenzie King, C.M.G., Deputy Minister of Labour, on his mission to England to confer with the British authorities on the subject of immigration to Canada from the Orient, and immigration from India, in particular Printed for both distribution and sessional papers. 3Gb. Report by W. L. Mackenzie King, C.M.G., Deputy Minister of Labour, on the need for the suppression of the opium traffic in Canada. Presented 3rd July, 1908, by Hon. R. Lemieux Printed for both distribution and sessional papers. 36c. Return to an address of the Senate, dated 16th July, for all correspondence, reports, memorials and protests forwarded to the Government in connection with the opium trade in Canada, whether asking for the suppression of said trade or otherwise. Pre- sented 18th July, 1908.— Hon. Sir Mackenzie Bowell Not printed. 37. Minutes of proceedings of the Board of Internal Economy of the House of Commons, pursuant to Rule of the House, number 9. Presented 2nd December, 1907, by the Hon. The Speaker Not printed. 37a. Return to an order of the House of Commons, dated 10th February, 1908. Minutes of proceedings of the Board of Internal Economy of the House of Commons from 1st January, 1902, to 1st January, 1906. Presented 6th March, 1908 — Mr. Roche (Marquette). Not printed. 38. A copy of the new rules of the Supreme Court of Canada, promulgated on the 19th day of June, 1907. Presented 28th November, 1907, by the Hon. The Speaker Not printed. 38a. Rules and orders of the Supreme Court of Judicature for Ontario, passed on the 27th March, 1908, under the power conferred by the Criminal Code. Presented 12th May, 1908, by Hon. A. B. Aylesworth Not printed. 39. Return to an order of the House of Commons, dated 6th July, 1908, showing the length of the National Transcontinental Railway from Moncton, New Brunswick, to Prince Rupert, in the province of British Columbia, and the estimated cost of the same. Presented 6th July, 1908 — Hon. G. P. Graham Not printed. 39a. Report of the Commissioners of the Transcontinental Railway for the fiscal period ending 31st March, 1907. Presented 29th November, 1907, by Hon. G. P. Graham. Printed for both distribution and sessional papers. 39b. Supplementary return to an order of the House of Commons, dated 12th December, 1907, showing: 1. The estimated quantities used by the Transcontinental Railway Com- mission for arriving at the moneyed values of the tenders for the construction of the 50 miles, more or less, from Moncton westerly ; for the construction of 62 miles, more or less, from Grand Falls westerly; from the south side of the St. Lawrence river, easterly 150 miles; for the 45 miles more or less westerly from near La Tuque; and for the 150 miles easterly from near Abitibi, known as the Abitibi section. 2. The various prices which each tenderer placed opposite the several items in the schedule or form of tender. 3. The total number so ascertained of each tender. Presented 24th January, 1908. — Mr. Schell (Glengarry) Not printed. 39c. Beturn to an order of the House of Commons, dated 8th January, 1908, for a copy of all tenders received up to date (30th November, 1907) by, and now under contract to, the commission appointed for the construction of that portion of the line of the 9 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 17— Continued. Transcontinental Railway between the city of Winnipeg, in the province of Manitoba, and the city of Moncton, in the province of New Brunswick; that 6uch copy or return shall contain (1) signatures attached to the tenders; (2) the total amount of each tender as "moneyed out" by the said commission; (3) the quantity of each class or kind of material as used by the said commission in figuring out the cost; (4) the price per unit of prices submitted by those who responded to the invitation for tenders; and (5) the total cost of each item in the schedule, which, added together, gives the grand total cost of each undertaking tendered for. Presented 24th January, 1908.— Mr. Taylor Not printed. 39. On what date did each of the aforesaid persons or companies pay into the hands of the company the price (in part or in whole) of the stock so subscribed. 6. And if this amount of $200,000 was paid in full and in what manner, distinguishing the amount paid in cash from the amount paid in promissory notes or in any other ways. Presented 2nd June, 1908. — lion. Mr. Landry See No. 154. 154'.. Return to an address of the Senate, dated the 29th January, 1908, showing: 1. The amount of money really paid by each of the present directors of the Quebec Bridge and Railway Company into the capital stock of the said company. 2. The date each otf these directors made each of his payments. 3. Among these payments or instalments the proportion or amount that has been paid by means of promissory notes or of unaccepted cheques. 4. By whom individually, and for what amount each one. 5. The amount of money each of its directors has received from the Quebec Bridge Company and from the Quebec Bridge and Railway Company up to this date, directly or indi- rectly, personally or otherwise. 6. The nature of the services rendered for which each of these amounts was paid. 7. The amount the present secretary has received out of the funds of the company since he has been in the service thereof. S. The resolution that subsequently to the collapse of the Quebec Bridge, within a few days immediately following the disaster, the bridge company has voted giving a bonus of $3,000 to its president* 9. The name of the funds, out of which the amount of this bonus was raised. 10. The resolution, if any, the company, on the same occasions, voted to aid the families of the victims of that disaster. Presented 18th February, 1908.— Hon. Mr. Landry. Not printed. 155. Return to an order of the House of Commons, dated 10th February, 190S. showing what land has been withdrawn for settlement, or set apart, or sold, for colonization pur- 38 7 Edw. VII. List of Sessional Paper* A. 1908 CONTENTS OF VOLUME IB— Continued. poses, since 1896; the location and amount in each case, specifying townships, sections, half or quarter-section; to whom it has been sold, or alienated, and on what terms of settlement; the price per acre, on terms of payment, and the nationality of the settlor, in each colony; when the land was sold, alienated, reserved, or set apart, for such pur- pose, in each case; and how many of these companies have complied with their con- tracts, and to what extent. Presented 9th March, 1908 — Mr. Sproule Not printed. 155«. Return to an order of the House of Commons, dated 26th February, 1908, showiug what lands, if any, have been reserved for grazing purposes or for acquisition by means of irrigation within the tract described as follows: Townships 12 to 19, inclusive, in ranges 15 to 21, west of the 4th meridian ; and when such lands were so reserved, and for how long it is the purpose of the Government to continue such reservation. Presented 16th March, 1908.— Mr. Lennox Not printed. 155b. Return to an order of the House of Commons, dated 11th March, 190S, for a copy of all correspondence, telegrams, reports, applications, surveyors' plans and maps, in reference to the homestead entries for the southwest quarter of section 27, township 18, range 10, east, in the province of Manitoba. Presented 27th March, 1908— Mr. Staples. Not printed. 155c. Return to an order of the House of Commons, dated 2:1th January, 1908, for a copy of all correspondence, applications, recommendations for patent, and all papers in any way relating to the disposal of or granting of privileges in connection with the s.e. \ of section 2, township 8, range 2, west of the 5th meridian. Presented 3rd April, 1908.— Mr. Herron & ..Not printed. 155d. Return to an order of the House of Commons, dated 23rd March, 1908, for a copy of all correspondence, applications and all other papers and documents relating in any way to any and all applications for or in connection with or relating to the southeast, quarter of section 14, township .12, range 6, west 4th meridian. Presented 6th April, 1908.— Mr. Herron Not printed 156. Return to an order of the House of Commons, dated 2nd March, 1908, showing who made the seizures under the Inland Revenue Department in the fiscal years 1900 and 1907, in Cornwall, London, Ottawa, St. Catharines, Toronto, Joliette and Montreal, an I what the seizures consisted of; the name of the party or parties from whom the material was seized; the amount realized by the sale of such seized material; and how this seized material was disposed of. Presented 9th March, 1908.— Mr. Barr. Not printed. 156u. Return to an order of the House of Commons, dated 26th February, 1908, showing the number of seizures under the Inland Revenue Department in the years 1906 and 1907 the name of the party or parties making the seizure; the description and quantity of material seized; the name of the parties from whom the material was seized; how the seized material was disposed of, whether by public auction or by private sale, and whn the amount realized thereon was. Presented 9th March, 1908.— Mr. Barr.. .Not printed. 156b. Return to an order of the House of Commons, dated 9th March, 1908, showing the number of seizures made by the Customs Department for the fiscal years 1905, 1906 and 1907; the reason for each seizure; the disposition of each case; the amount received by the Government, and by the party seizing or giving information in each case; and the names of the ports at which such seizures took place. Presented 23rd April, 1908.— Mr. Cockskutt Not printed. 156c. Return to an order of the House of Commons, dated 4th May, 1908, showing the names of all officers employed in the Customs Department at the ports of Niagara Falls, Port Erie, Sarnia and Windsor; the rank and duties of their respective appointments, their salaries at the time of appointment, present rank, and increase of salary to any of these officers since date of their appointment. Presented 4th May, 1908.— Hon. W. Paterson ; Not printed. 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME IB— Continued. 157. Return to an order of the House of Commons, dated 8th January, 1908, for copies o' all documents, petitions, memoranda and correspondence received by the Governmen* since 1904, to this day, regarding the amendments to be made to the Inland Revenue Act for the purpose of encouraging and protecting still more the Canadian tobacco industry. Presented 9th March, 1908.— Mr. Dubeau Not printed 157a. Return to an order of the House of Commons, dated 12th February, 1908, for a copj of all correspondence between the collector of customs at Charlottetown, Prince Edward Island, and the Minister of Customs, or the Commissioner of Customs, including declarations or statements in writing made by Messrs. Donald Nicholson and EvelyD B. Harnett, of the Hickey & Nicholson Tobacco Company, Limited, respecting alleged infraction of the provisions of the Inland Revenue Act, and of the regulations in respect of tobacco and cigars and tobacco and cigar manufactories, by Messrs. T. B and D. J. Riley, of Charlottetown, or one of them. Also a copy of the reports of William Caven and other officials and collectors of Inland Revenue; and of all corres- pondence, letters and telegrams between the said T. B. and D. J. Riley, or either ol them, and the Government, or any department, or officer thereof; and of all corres- pondence between the officers of Inland Revenue in Charlottetown and the Government or any department or official thereof, respecting said alleged infraction of said Act or regulations; and all other correspondence, statements and information in possession of the Government relating to the matter aforesaid; together with a statement of the moneys paid voluntarily or otherwise in settlement or otherwise of penalties for sucb infraction of the law, to whom paid, and the date of payment. Presented 16th March. 1908. — Mr. McLean (Queen's) Not printed. 158. Papers relating to Trade Conference at Barbados. Presented 10th March, 1908, by Hon. W. S. Fielding Not printed. 159. Return to an order of the House of Commons, dated 29th January, 1908, for a copy of all applications, tenders, correspondence, telegrams, or written communications of any kind, in connection with the sale of certain lands in the Ocean Man, Pheasant Rump, and Chasastapsin Indian Reserves, on the 15th November, 1901; together with a copy of advertisements of sales, the names of the newspapers in which they were inserted, and the dates of insertion. Presented 12th March, 1908. — Mr. Lake Not printed. ICO. Return to an order of the House of Commons, dated 22nd January, 1908, showing how many fire extinguishers were purchased by the Government for the different depart- ments of the public service since the 30th June, 1906, to January 1st, 1908; from whom they were purchased, and at what price; and the total amount paid for the same. Pre- sented 12th March, 190b.— Mr. Taylor Not printed. lGOn. Supplementary Return to an order of the House of Commons, dated 22nd January, 1908, (as far as the Department of Marine and Fisheries is concerned), showing how many fire extinguishers were purchased by the Government for the different depart- ments of the public service since the 30th of June, 1906, to 1st January, 1908; from whom they were purchased, and at what price; and tht total amount paid for the same. Presented 26th March, 1908.— Mr. Taylor Not printed. 161. Return to an order of the House of Commons, dated 22nd January, 1908, for a copy of all letters, correspondence, plans, surveys, estimates, fie., in connection with the proposal to open a waterway in St. Anicet and Ste. Barbe, in the county of Hunting- don, from Lake St. Francis to St. Louis River. Presented 12th March, 1903.- Mr. Walsh. (Huntingdon) Not printed. 162. Return to an order of the House of Commons, dated 12th March, 1908, for copies of all correspondence between the Auditor General and the Department of Marine and Fisheries, concerning the travelling expenses of Commander Spain in 1905-6. Presented 12th March, 1908.— Hon. L. P. Brodeur Not printed. 38 7 Edw. VII. List of Sessional Papers. A. 1903 CONTENTS 0E VOLUME 19— Continued. 163. Return to an order of the House of Commons, dated 12th February, 190S, showing: 1. Tl, 1906 and 1907. 2. The expenditure for the years above-mentioned in the harbour; (a) for salaries, and to whom, (b) dredging in each year; (c) for building retaining walls along the river at entrance of harbour; and (d) to whom or what persons such last-named sums were paid. 3. What money, if any, the Government has advanced to the Harbour Commissioners of Belleville for improvements, how much and when. 4. If any money has been advanced, what security the Government holds for repayment of the same, b. The tenders received for building the retaining walls for improvement of Belleville Harbour, the tenderers, the amount of each tender, and to whom the contract was awarded. Presented 13th March, 1908. — Mr. Porter Not printed. 164. Copy of the order in council appointing Mr. Richard L. Drury, of Victoria, B.C., as a special officer of the Immigration Branch of the Department of the Interior in Japan. Presented 17th March, 190S, by Sir Wilfrid Laurier Not printed. 165. Return to an order of the House of Commons, dated 19th February, 190S, for a copy of all letters, telegrams, reports, documents and papers (so far as the same are not of a confidential character) in relation to the trial and conviction of one Frederick" Blunden, for cattle stealing at Macleod, in the province of Alberta, in 1904. Presented 19th March, 190S— Mr. Ward Not printed. 166. Return to an order of the Senate, dated the 17th March, 1908, for a copy of the Minutes of the meeting of the Standing Committee of the Senate on Railways, Telegraphs and Harbours, held on the 21st and 22nd of May, 1901, be laid on the table. Presented 18th March, 1908. — Ron. Mr. Landry Not printed. 167. Return to an order of the House of Commons, dated 23rd March, 1908, for a copy of the interim report of the commissioner appointed to investigate alleged irregularities at Sorel in connection with construction of piers on Lake St. Peter. Presented 23rd March, 1908. — Hon. L. P. Brodeur Not printed. 168. Return to an order of the House of Commons, dated 20th January, 190S, showing all fines imposed for violation of the Fisheries Act in Division No. 2, Nova Scotia, com- prising the counties of Antigonibh, Colchester, Cumberland, Guysborough, Halifax, Hants and Pictou. showing the amount of each fine, dates cn which same were imposed and paid, the place of trial in each case, the offence charged, and the names of the convicting justices or fishery officers. Presented 23rd March, 1908. — Mr. Sinclair. Not printed. 169. Return to an address of the House of Commons, dated 11th March, 190S, for a copy of all orders in council, reports, correspondence, documents, letters and papers not already brought down, relating to a grant by His Majesty of any Indian reserves in the province of British Columbia to the Grand Trunk Pacific Railway Company, or to any officer of the company, or to any person on behalf of that company. Presented 24th March, 190S. — Mr. Borden (Carleton) Printed for sessional papers 170. Return to an order of the House of Commons, dated 20th January, 1908, showing the amount paid each year for provisions on each of the Government steamers for the last three fiscal years, the average complement of officers and men provisioned on each for each year, and the cost per man per day. Presented 24th March, 1908. — Mr. Foster. Not printed. 171. Return to an order of the House of Commons, dated 12th February, 190S, for a copy of all petitions and correspondence relating to the establishment of a post office at Mill Settlement, West, and also at north side of Newcastle Creek, in the electoral division of Sunbury and Queen's. Presented 26th March, 1908. — Mr. Wilmot Not printed. 39 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 19— Continued. 171-1. Return to an order of the House of Commons, dated 11th March, 1908, for a copy of all letters, petitions, correspondence and other papers in connection with the applica tion to establish a post office at North Grove, in the county of Grenville. Presented 3rd April, 1908.— Mr. Reid (Grenville) Not printed. 171l>. Return to an order of the House of Commons, dated 29th January, 1908, for a copy of all letters, telegrams and petitions, in possession of the Government, or any member or official thereof, respecting the dismissal of Mrs. Mary Finlay as postmistress at the hea.i of St. Peter's Bay, and the appointment of her successor. Presented 3rd April, 1908 — Mr. Martin (Queen's) Not. printed. 171c. Return to an order of the House of Commons, dated 18th December, 1907, showing the number of post offices receiving daily, tri-weekly, semi-weekly, and weekly mails, in each county of the provinces of New Brunswick and Nova Scotia, and the total postal revenue and expenditure in each of said counties. Presented 3rd April, 1908. — Mr. Crocket. Not printed. 17 Id. Return to an order of the House of Commons, dated 16th March, 1908, for a copy of all correspondence, telegrams, petitions, &c, in possession of the Government or any member or official thereof, respecting the dismissal t>f Archibald McDonald as post- master at Whim Road Cross, Prince Edward Island, and the appointment of William McGinnon as his successor. Presented 3rd April, 1908. — Mr. Martin (Queen's). Not printed. 171c. Return to an order of the House of Commons, dated 11th December, 1907, showing what complaints respecting the inadequacy of postal service or delays therein, or re- specting lack of or defects in postal facilities or means of communications, have been received by the Post Office Department since the 1st day of January, 1907, and the general nature of such complaints. Presented 29th April, 1908.— Mr. Armstrong. Not printed 171/. Return to an order of the House of Commons, dated 9th March, 1908, for a copy of all petitions, letters of recommendation, written requests and correspondence with the government in connection with the opening of a Post Office Savings Bank in the post office at St. Gabriel de Brandon, in the province of Quebec. Presented 29th April, 1908.— Mr. Monk Not printed. 1713. Return to an order of the House of Commons, dated 9th March, 1908, for a copy of all correspondence, telegrams, petitions with signatures thereto, in possession of the Government, or any member or official thereof, respecting the removal of a post office from A.ngus McDonald's place in Pisquid, Prince Edward Island, to Russell Birt's, of the same place. Presented 29th April, 1908. — Mr. Martin (Queen's) Not printed. 171/;. Return to an order of the House of Commons, dated 16th March, 1908, for a copy of all correspondence .telegrams and petitions in the possession of the Government or any member or official thereof, respecting the dismissal of Alex. McLeod in 1905, as post- master at Valleyfeld East, Prince Edward Island, and the appointment of his successor. Presented 29th April, 1908. — Mr. McLean (Queen's) Not printed 11 W. Return to an address of the House of Commons, dated 26th February, 1903, for a copy of all correspondence, telegrams, reports, memoranda, resolutions and any information in the possession of the Government, relating to changes in postal charges or regula- tions within the past two years, between the United States and Canada. Presented 5th May, 1908.— Mr. Armstrong Not printed 171}. Return to an order of the House of Commons, dated 13th January, 1908, for a copy of all correspondence, telegrams, reports and memoranda, in possession of the Govern- ment, or any member or official thereof, respecting the establishment of daily mails and improvement of the mail service in the county of Queen's, Prince Edward Island. Presented 26th May, 190S.— Mr. Martin (Queen's) Not printed. 40 7 Edw. Vir. List of Sessional Papers. A. 190S CONTENTS OF VOLUME 19— -Continued. 172. Return to an order of the House of Commons, dated 26th February, 1908, showing what sums of money were paid during the fiscal years 1905-6 and 1906-7 by any department of the Government to the Steel Concrete Company, Limited; for what purpose such payments were made; what orders for work or material to be done or supplied by that company are now being filled, and the aggregate amount payable for same. Presented 26th March, 1908.— Mr. Boijcc Not printed. 173. Eeturn to an order of the House of Commons, dated 9th March, 19C8, showing ,hpw many renewals of placer claims were granted by the Gold Commissioner at Dawson, on or subsequent to the 1st of August, 1906, at $10 each ; why the fee of $15, as required by 6 Edward VII., chapter 39, was not collected in these cases; and what shortages wcr& afterwards collected. Presented 27th March, 1908 — Mr. Lennox Not printed. 173a. Return to an order of the House of Commons, dated 9th March, 1908, showing how- many renewals of placer claims were granted by the Assistant Gold Commissioner at Whitehorse on or subsequent to 1st of August, at $10 each; why the fee of $15, as- required by 6 Edward VII., chapter 39, was not collected in these cases; and what shortages have been collected. Presented 30th March, 1908.— Mr. Lennox. .Not printed. 174. Return to an order of the House of Commons, dated 8th January, 1908, showing: 1 "What sums of money have been paid for advertising and printing, respectively, to the Sun and Star newspapers of St. John, N.B., the Chronicle of Halifax, the Echo and the Glace Bay Gazette, and the St. John Globe, during the following periods respectively: the fiscal years 1904-5, 1905-6, and from June 30, 1906, to date. 2. In what offices or job offices the printing is done for the Sun, Star, Chronicle and Echo. Presented 30ri; March, 1908.— Mr. Foster Not printed. 174«. Return to an order of the House of Commons, dated 13th June, 1908, showing all sums of money paid by the Government, or any department or official thereof, during the years 1902, 1903, 19C4, 1905, 1906 and 1907, for advertising, printing, or for any other purpose, or on any other account whatever, to the Sault Express, a newspaper published at Sault Ste. Marie, Ontario, or to any person or persons, firm or company for or in respect of any work done by said newspaper for the Government, or any department or official thereof; also showing what amounts, if any, are disputed and unpaid, and showing for what purpose such moneys were paid, and accounts were incurred, respec- tively, and by what departments, or officials of the Government. Presented 30th March, 1908.— Mr. Boyce Not printed. 174b. Return to an order of the House of Commons, dated 22nd January, 1908, showing what amount has been paid by the Dominion Government for all purposes, from 1st January, 1901, to 1st January, 1908, to the following papers: Alberta Star, Cardston ; Lethbridyi- Herald, Macleod Advance, Nanton News, The Frank Paper. Presented 30th March, 1908.— Mr. Herron ^.J^,.*,, Not printed. 175. Return to an order of the House of Commons, dated 15th January, 1908, showing the various services on which Mr. Shepley, K.C., has been engaged by the Government since 1S96, and the amount that has been paid him for salary and expenses for each. Presented 30th March, 1938.— Mr. Foster Not printed. 176. Return to an address of the House of Commons, dated 16th March, 1908, for a. copy of all orders in council, letters, telegrams, correspondence and papers of every description and nature relating to the appointment of the Hon. Arthur Drysdale as justice of the Supreme Court of No\a Scotia, and especially all such documents as relate to the date of his acceptance of said appointment or the date of his declaration of intention to accept the same. President 30th March, 1908.— Mr. Taylor Not printed. 177. Return to an order of the House of Commons, dated 23rd March, 1908, showing how- much has been paid to C. Boone or the Boone Company, since 1896, and the amount paid for work in each year at each point where same was performed by said party, firm or company. Presented 30th March, 1908 — Mr. Bennett Not printed.. 41 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME Id— Continued. 178. Maps and plans in connection with the Montreal, Ottawa and Georgian Bay Canal. Presented 30th March, 1908, by Hon. W. Pugsley See 178b. 178a. Further maps and plans in connection with the Montreal, Ottawa and Georgian Bay Canal. Presented 13th May, 1908, by Hon. W. Pugsley See 178b. 178b. Return to an order of the House of Commons, dated 6th July, 1908. Report of the engineer on the Georgian Bay Ship Canal, together with estimates, plans, &c, illus- trating the project in its main features. Presented 6th July, 1908.— Hon. W. Pugsley. Printed for both distribution and sessional papers. 179. Return to an order of the Senate, dated the 12th February, 1908, for a copy of: 1. The number of convicts under the age of twenty, and their respective nationalities. 2. The number of convicts fiom the age of twenty and upwards, and their nationalities, in each of the penitentiaries under Dominion control, for the years 1903, 1904, 1905, 1906 and 1907. Presented 31st March, 1908.— Hon. Mr. Comeau Not printed. 180. Return to an order of the Senate, dated the 18th February, 1908, showing with respect to the two routes of the Transcontinental Railway that were surveyed between Grand Falls and Chipman, in the province of New Brunswick, the estimated cost of each of the lines, that is to say. 1. The "Back Route," so-called. 2. The St John Valley route. With the following details: (a) Cubic yards of ordinary excavation and fills; (b) cubic yards of loose rock; (c) cubic yards of solid rock; (d) cubic yards of concrete; (e)miles of steel trestle and cost; (/)number and cost of bridges. And with respect to the " Back Routes," giving the last-mentioned details as regards the following sub- divisions of that route: 1. Grand Falls and Tobique River. 2. Tobique River and Intercolonial Railway. 3. Intercolonial Railway and Chipman. And is it the intention to adopt a pusher grade in the route selected? Presented 31st March, 190S.— Hon. Mr. Thompson Not printed. 181. Return to an order of the House of Commons, dated 6th February, 1907, for a copy of all letters, accounts, vouchers, cheques, correspondence and documents relating to any amount paid to Mr. R. T. Mcllreith, barrister, of Halifax, for legal services, by the Government of Canada, during each of the fiscal years ending, respectively, 30tn day of June, 1902, 1903, 1904, 1905 and 1906. Also relating to all amounts similarly paid to any legal agent or representative of the Government at Halifax during each of the fiscal years ending respectively, 30th June, 1891, 1892, 1893, 1894, 1895, 1S96 and 1897. Presented 1st April, 1908. — Mr. Crocket Not printed. 181a. Supplementary return to No. 181. Presented 3rd April, 1908 Not printed. 182. Copy of order in council relative to the appointment of the Honourable Walter Cassels, a commissioner to investigate and report upon certain statements contained in the Report of the Civil Service Commission, reflecting upon the integrity of the officials of the Department of Marine and Fisheries. Presented 2nd April, 1908, by Sir Wilfrid Laurier Not printed. 182a. Correspondence between Sir Wilfrid Laurier and the Honourable Mr. Justice Cassels on the subject of the appointment of the latter to investigate and report upon certain statements contained in the Report of the Civil Service Commission, reflecting on the integrity of the officials of the Department of Marine and Fisheries. Presented 7th April, 1908, by Sir Wilfrid Laurier Not printed. 182b. Correspondence between the Honourable Mr. Aylesworth and the Honourable Mr. Justice Cassels on the subject of the appointment of the latter to investigate and report upon certain statements contained in the Report of the Civil Service Commission, reflecting on the integrity of the officials of the Department of Marine and Fisheries. Presented 19th April, 190S, by Sir Wilfrid Laurier Not printed. 182c. Letter of instructions from the Minister of Justice to George H. Watson, Esq., K.C , respecting the appointment of the latter as counsel to act with Honourable Mr. Justice Cassels in the investigation upon certain statements contained in the Report of the 42 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 19— Continued. * Civil Service Commission, reflecting on the integrity of the officials of the Department of Marine and Fisheries. Presented 1st May, 1908, by Hon. A. B. Aylesworth. Not printed. 182d. Return to an order of the House of Commons, dated 15th January, 1908, showing all commissions of inquiry appointed between 1896 and 1908, the dates of appointment thereof, the names of the commissioners appointed and the secretary and counsel, or others appointed to assist them, the purpose or object of each such commission, the date of report of each such commission, what legislation, if any, has been enacted in consequence of such commissions and reports, the cost of each such commission, includ ing salaries, travelling expenses, witness fees, fees of counsel, and other assistants, and for printing, distinguishing each separately. Presented 5th May, 1908. — Mr. Porter. Not printed. 183. Return to an order of the House of Commons, dated 18th December, 1907, showing the various Marconi stations established by the Government, their location, the cost of construction and maintenance of each, the messages sent by each, the rate of tolls and the receipts, and all contracts, reports, papers and correspondence, in connection there- with. Presented 3rd April, 1908.— Mr. Foster Not printed 183u. Supplementary Return to No. 183. Presented 11th May, 1908 Not printed. 184. Return to an order of the House of Commons, dated 17th February, 1908, showing what quality or quantity of goods or supplies have been furnished by the Office Specialty Company to the Dominion of Canada in every department of the service since 1896, and the total amount for each year. Presented 3rd April, 1908.— Mr. Bennett. .Not printed. 185. Return to an address of the House of Commons, dated 19th February, 1908, for a copy of a memorial addressed to His Excellency the Governor General, respecting a refer- ence to the Privy Council in regard to the constitutionality of the Saskatchewan Act passed by the Legislative Assembly of the province of Saskatchewan on the 23rd May, 1906; together with a copy of all correspondence, telegrams or other communications, relating thereto, between the Dominion Government or any member thereof, and the Government of Saskatchewan or any member thereof. Presented 31st March, 1908.— Mr. Lake Printed for sessional papers. 186. Return to an order of the House of Commons, dated 29th January, 1908, for a copy of all reports, plans, specifications, tenders, correspondence, telegrams, and all other papers, documents, and other information in connection with the construction of the Hillsboro' Bridge and approaches, including land purchases necessary therefor. Pre- sented 6th April, 1908.— Mr. Lefurgey Not printed. 187. Return to an order of the House of Commons, dated 10th February, 1908, showing what action, if any, has been taken by this Government since 19th March, 1903, which would have for its object the removal of the cattle embargo upon Canadian cattle entering Great Britain. 2. For a copy of a resolution said to have been passed some years ago by the committee on agriculture, which requested that the Minister of Agriculture of the Dominion should invite the ministers of the different provinces in the Dominion to form themselves into a committee, whose object was to lay before the Government pf Great Britain the importance of removing the cattle embargo. 3. Also showing what efforts, if any, have been made by the Minister of Agriculture to comply with the wishes of the above-named committee so expressed; together with a copy of the reporv, if any, of the same to the House, and what efforts have been so made; with what reason, if any, the Government assigns for not taking action in the matter. Presented 6th April, 1908.— Mr. Armstrong Not printed. 188. Census and Statistics, Bulletin V., Agricultural Census of Ontario, Quebec and ,'the Maritime Provinces, 1907. Presented 6th April, 1908, by Hon. S. A. Fisher.. Not printed. 43 7 Edw; VII. List of Sessional Papers CONTENTS OF VOLUME 19— Continued. 189. Return to an address of the House of Commons, dated 30th March, 1908, for a copy of all memorials, documents, telegrams, and correspondence between the government of Prince Edward Island and the Government of Canada since 30th June, 1904, with respect to the non-fulfilment of the terms of union and for claims for damages in respect thereof. Presented 7th April, 1908.— Mr. McLean (Queen's) Not printed. 190. Return to an order of the House of Commons, dated 17th February, 1908, for a copy of all correspondence, telegrams, reports, memoranda, resolutions, and any other informa- tion in possession of the Government or any member or official thereof, respecting the construction of branch railway lines in Prince Edward Island. Presented 13th April, 1998— Mr. Martin (Queen's) .Not printed. 191. Return to an address of the House of Commons, dated 30th March, 1908, for a copy of all orders in council, reports, documents, correspondence and papers, from the 1st day of January, 1907, to the present time, relating to the passage of United States wai* ships or training ships through the St. Lawrence canals and Great Lakes, including a statement showing the number of United States war ships or training ships which have passed through the St. Lawrence canals during that period, and a statement of aR such war ships or training ships now on the Great Lakes, and particulars of the tonnage, horse-power, armament and crew of such war ship or training ship, and of the naval reserves or other naval forces of the United States Government, or of any State Government upon the Great Lakes; also all correspondence respecting the proposed passage of the gunboat Nasliville through the St. Lawrence canals and river on her way to the Great Lakes next summer. Presented 7th April, 1908. — Mr. Taylor. Not printed. 192. Return to an address of the House of Commons, dated 29th January, 1908, for copies of all papers, representations, memorials and correspondence had with the Minister of Finance or any member of the Government in reference to the proposed action of the Government through or in conjunction with the banks, to facilitate in a financial way the movements of the grain from the western provinces of Canada. Presented 7th April, 1908.— Mr. Foster Not printed. 193. Return to an order of the House of Commons, dated 11th December, 1307, showing: 1. How many drill halls have been constructed or are under construction by the Gov- ernment since 1S96. 2. In what localities these buildings have been constructed, and the cost of construction in each case. 3. What military organizations exist in the respective localities in which these drill halls have been erected, and the numerical strength of each such military organization. Presented 7th April, 1908.— Mr. Worthington. Not printed. 194. Return to an address of the House of Commons, dated March, 1908, for a copy of all orders in council and regulations made by the Governor in Council, or prescribed by the Minister of Customs under the provisions of chapter eleven (11) of the Acts of 1907, (6 and 7 Edward VII.), relating to materials to be used in Canada for the construction of bridges or tunnels crossing the boundary between the United States and Canada, and all similar regulations or legislative or administrative provisions of the United States Customs Laws relating to such materials. Presented 8th April, 1908. — Mr. Clements Not printed. 195. Return to an order of the House of Commons, dated 15th January, 190S, for a complete list of the publications in Canada enjoying the newspaper rate. Presented 8th April, 1908. — Mr. Cockshutt Not printed. 196. Partial Return to an order of the Senate, dated the 17th March, 1908, for a copy of the service-roll of the Garrison Artillery Companies of Ottawa and Morrisburg, giving names of the militiamen who were on active service, and who were in barracks at Fort Wellington, Prescott, during the months of November and December, 1865, and during the months of January, February, March, April, May and June, 1866; and also a U 7 Edw. VII. List of Sessional Papers. A. 190S CONTENTS OF VOLUME Id— Continued. statement showing what was the daily pay paid to the soldiers of these- two corps and that which the militiamen belonging to Company No. 2 of the Ottawa Field Battery received at the same time, or that which was received by other corps of the Military District of Ottawa, which were also called out for active service. Presented 8th April, 1908.— Hon. Mr. Landry Not printed. 197. Return to an address of the House of Commons, dated 16th March, 1908, for a copy of all orders in council, reports, memoranda, agreements, contracts and other documents and papers of every kind, nature and description, from the 1st of January, 1900, up to the present time, relating to or touching the Dolkese or Dokis Indian reserve, or touching the surrender thereof of the timber thereon, and especially all such documents as aforesaid as relate to any proposals or arrangements for the surrender of any rights by the Indians in the said reserve or in the timber thereon, or to the sale or disposal of the said timber or any part thereof. Presented 9th April, 1908. — Mr. Borden (Carleton). Not printed. 197". Supplementary return to No. 197. Presented 2nd July, 1908 Xot printed. 197f>. Eeturn to an order of the House of Commons, dated 23rd March, 190S, for a copy of all opinions of the Minister of Justice, or Deputy Minister of Justice, or any official of the Department of Justice, to the Minister of the Interior or any official of the Depart- ment of the Interior, with respect to the Metlakatla and Songhees Indian reserves, or either of the said reserves, since the 1st day of January, 1906. Presented 22nd April, 1908. — Mr. Borden (Carleton) Not printed. 197c. Return to an order of the House of Commons, dated 6th April, 1908, for a copy of all petitions, memorials, documents, correspondence and papers touching any matters, transactions or negotiations between the Department of Indian Affairs and the council of the Six Nations reserve, or the chief or chiefs of the said council or the Indian Rights Association or Warriors' Association, from the 1st day of January, 1906, to the present time. Presented 18th May, 1908. — Mr. Lake Not printed. 1 98. Return to an order of the House of Commons, dated 11th March, 1908, for a copy of contract and all correspondence in connection with purchase of cement from E. A. Wallberg, by the Department of Marine and Fisheries, to heighten Heath Point. Pre- sented 13th April, 1908— Mr. Staples Not printed. 199. Return to an order of the House of C'ommr.ns, dated 19th February, 1908, showing: 1. What amount the firm of H. N. Bate & Co has received from each department of the Government since the year 1896 for supplies, giving the amount paid each year separately. 2. What amount the firm of W. C. Edwards & Co. has received from each department of the Government since the year 1896 for supplies, giving the amount paid eacli year separately. Presented 13th April, 1908. — Mr. Taylor Not printed. 200. Return to an order of the House of Commons, dated 11th March, 1908, for a copy of all petitions, letters and applications, by or on behalf of " La Societe Canadienne d'immi- gration et de placement," for assistance from the Government, and the answer by the Government or its officials to the same. Presented 13th April, 1908. — Mr. Monk. Not printed. 201. Return to an order of the House of Commons, dated 30th March, 1908, for a copy, as it appeared printed in the Yukon World and Official Gazette for nine months of the finan- cial year 1906-7, of a synopsis of mining regulations referred to in the Auditor General's Report, 1906-7, at page L — 37, and also setting forth the number of times Un- said advertisement appeared in the newspapers referred to in the time stated. Pre- sented 13th April, 1908.— Mr. Lennox Not printed 202. Return to an order of the House of Commons, dated 26th February, 1908, for a copy of all correspondence, leases or other papers in connection with the leasing or proposed leasing of Kananaski Falls, on the Boav river. A copy of all correspondence and other 45 7 Echv. VII. CONTENTS OF VOLUME l&r-Continued. papers in connection with the selling or otherwise disposing of 1,000 acres or any lands to the Calgary Power and Transmission Company (Limited). A statement showing an estimate of about the number of acres and territory owned by the Stony Indiaai Reserve, held in trust for the Indians, the said statement showing the quantity on each side of Bow river. Presented 13th April, 1908.— Mr. Reid (Grenville) Not printed. 203. Return to an address of the House of Commons, dated 29th January, 1908, for a copy of all correspondence, telegrams, memoranda and reports, between the Government and its officers and solicitors and the provincial or territorial governments, in regard to the cases taken to test the liability for taxation of the Canadian Pacific Railway Company in the cases Rural Municipality of North Cypress vs. Canadian Pacific Railway; Rural Municipality of Argyle vs. Canadian Pacific Railway; Springdale School District vs. Canadian Pacific Railway; together with copies of all judgments of the courts before whom the cases were tried, and of the refusal of the Judicial Com- mittee of the Privy Council of the application for leave to appeal to that court. Pre- sented 21st April, 1908. — Mr. Lake Not printed. 204. Copy of a Report of the Privy Council approved by His Excellency the Administrator on the 21st April, 1908, on a memorandum dated 20th April, 1908, from the Minister of Public Works, recommending that the order in council of the 30th March, 1908, providing for the continuation of certain contracts therein mentioned for dredging at various places in the provinces of Ontario and Nova Scotia be cancelled. Presented 23rd April, 1908, by Hon. W. Pugsley Not printed. 205. Return to an order of the House of Commons, dated 27th April, 1908, showing claims for damages to property, or personal injury or loss or damage on the Intercolonial Railway, which have been settled since 1st January, 1908; nature of the claims so settled; amount of damage claimed in each case; the settlements arrived at, and the names of the persons so settled with. Presented 27th April, 1908.— Hon. G. P. Graham. Not printed. 205a. Return to an order of the House of Commons, dated 6th April, 1908, for a copy of the Report of the Deputy Minister of Railways and Canals, and the Deputy Minister of Maiine and Fisheries in reference to their meeting with delegates of the Boards of Trade of Prince Edward Island at Charlottetown in June last, to take into considera- tion the removal of the heavy freight and passenger rates on the Prince Edward Island Railway and the Intercolonial Railway, and on freight and passenger rates to and from Prince Edward Island ; also all correspondence, telegrams, &c, in possession of the Government or any member or official relating thereto, and other questions dis- cussed at said meeting. Presented 27th April, 1908. — Mr. Martin (Queen's) .Not printed. 205b. Return to an order of the House of Commons, dated 30th March, 1908, for a copy of ail letters, telegrams and other documents relating to an accident which happened at Mulgrave, Nova Scotia, on the 3rd of December last, whreby Captain James Forrestall lost his life; and also the evidence taken at the investigation subsequently held by officers of the department and the report made thereon. Presented 7th May, 1908.— Mr. Sinclair Not printed. 205c. Return to an order of the House of Commons, dated 6th April, 1908, showing the number of trains, both freight and passengtr, on the Intercolonial Railway breaking down or detained from defects in engines during the months of October, November and December, 1907, and the causes of such defects. Presented 18th May, 1908.--Afr. Reid (Grenville) Not piinted. 205d. Return to an order of the House of Commons, dated 6th April, 190S, showing the number of locomotives on the Intercolonial Railway out of service on the 31st December, 1907, and the date of purchase of each engine out of ser\ice, from whom purchased, type of engine, passenger or freight, haulage capacity, when in efficient state of repair, when put out of service, and when last used. Presented 18th May, 1908. — Mr. Reid (Grenville) Not printed. 46 7 Edw. VII. List of Sessional Papers. A. 1903- CONTENTS OF VOLUME 19— Continued. 205e. Return to an order of the House of Commons, dated 6th April, 1908, showing the, number of tons of new steel rails lying along the line of the Intercolonial Railway unused, date when purchased, if required, and when to be used. Presented ISth May, 1908.— M r. Beid (GrenvilleJ Not printed. 205/. Return to an order of the House of Commons, dated 6th April, 190S, showing the number of locomotives in service on the Intercolonial Railway on the several Sundays in the months of October, November and December, 1907, hauling freight trains. Presented 18th May, 1908.— Mr. Reid (Grenvillc) Not printed. 205fif. Return to an order of the Senate, dated the 12th May, 1908, for a copy of all the corres- pondence exchanged in 1906 and 1907, between Mr. L. C. A. Casgrain, of Nicolet, and Messrs. J. Butler, Deputy Minister of Railway and Canals, and T. C. Burpee, engineer, or any other persons in the Department of Railways and Canals, on the subject of th& fences along the line of the Intercolonial Railway across the county of Nicolet and the neighbouring counties. Presented 21st May, 1908. — Hon. Mr. Landry Not printed. 205/i. Return to an order of the House of Commons, dated 10th June, 1908, for copies of all accounts, vouchers, correspondence and other papers relating to a payment of $8,399.68- to K. Falconer in connection with New Accounting System on Government Railways, as set out at Page W— 192, Report Auditor General, 1906. Presented 10th June, 1908.— Hon. G. P. Graham Not printed. 205t. Return to an order of the House of Commons, dated 6th April, 1908, for a copy of all correspondence, telegrams, reports and recommendations in possession of the Govern- ment, or any member or official thereof, with respect to improved railway service on the Belfast and Murray Harbour Branch Railway. Presented 10th June, 190S.— Mr. Martin (Queen's) Not printed. 206. Return to an order of the House of Commons, dated 18th March, 1908, for a copy of all papers necessary to bring the information contained in Sessional Paper No. 90, 1907, up to date. (Robins Irrigation Company.) Presented 28th April, 1908. — Mr. Lines. Not printed. 207. Certified copies of Reports of the Committee of the Privy Council, dated 30th March, 190h, and 16th April, 1908, approved by His Excellency the Administrator, and of the 28th April, 1908, approved by His Excellency the Governor General, on certain estimates of expenses in connection with the celebration of the founding of Quebec by Samuel de Cham plain, submitted by the National Battlefields Commission for the sanction and approval of the Governor General in Council. Presented 30th April, 190S, by Sir Wilfrid Laurier Printed for sessional papers. 208. Return to an order of the House of Commons, dated 6th April, 1908, for a copy of all cor- respondence, reports, telegrams, resolutions, petitions, &c, in possession of the Govern- ment or any member or official thereof, respecting the demand of the Charlottetown Board of Trade or any person in Prince Edward Island, for federal legislation to give sailing vessels and steamers equal rights in their proper loading turns at the coal ports in Nova Scotia and Cape Breton. Presented 5th May, 1908. — Mr. Martin (Queen's). Not printed. 209. Return to an address of the Senate, dated 10th April, 1908, showing: 1. The number of automatic low pressure acetylene gas buoys which have been purchased by the Govern- ment during the years 1904-5-6-7 from the International Marine Signal Company, of Ottawa, giving each year separate, and the prices paid for the same. 2. Whether ten- ders were called for their supply ; if so how many tenders were received, from whom, and the prices at which they were offered. 3. How many other gas buoys, beacons, whistling buoys and light appliances were purchased from the same company during the same period of time, the prices paid for the same; whether any tenders were called for; if so, the names of the tenderers and the prices asked. 4. The quantity of the carbide purchased by the Government during the years 1903-4-5-6-7, the price paid, from 47 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 19— Continued. whom purchased and whether by tender or otherwise. Presented 6th May, 1908. — Hon. Sir Mackenzie Boirell Not printed. 210. Return to an address of the Senate, dated 30th January, 1908, showing: 1. Has Mr. Michel Simeon Delisle, of the parish of Portneuf, in the county of Portneuf, merchant, and, since 1900, member of the House of Commons, at any time after the generar elections of 1896, received any sum of money whatsoever coming from the federal treasury. 2. If so, when, how much, and for what object at each time. Presented 6th May, 1908. — Hon. Mr. Landry Not printed. 211. Return to an order of the House of Commons, dated 11th May, 1908, for a copy of/ the report made by Mr. Victor Gaudet as a result of the investigation held by him into charges preferred against E. Roy, foreman of works, under the Department of Marine and Fisheries; and of the evidence in connection therewith. Presented 11th .May, 1908.— Hon. L. P. Brodenr Not printed. 212. Return to an order of the House of Commons, dated 9th March, 1908, for a copy of all correspondence, telegrams, reports, and all other information, not already brought down, in possession of the Government or any member or official thereof, in reference to winter communication, and the construction of a tunnel between Prince Edward Island and the mainland of Canada. Presented 2nd July, 1908. — Mr. Martin (Queen's). Not printed. 213. Return to an order of the House of Commons, dated 3rd February, 1908, for a copy of all tenders, contracts, correspondence, plans, specifications, certificates, schedules, and all other papers and documents, including settlemont, agreements, claims or adjust- ments thereof, relating to the contract of Messieurs Murray & Cleveland to do the work at the eastern gap at Toronto Harbour, which work was completed in or about the year 1896. Presented 14th May, 1908.— Mr. Macdonell Not printed. 214. Return to an order of the House of Commons, dated 6th April, 1908, for a copy of all letters, telegrams, memoranda and correspondence of every kind between the Minister of Marine and Fisheries, or any officer of his department, and any person or persons, respecting the purchase of supplies for the Department of Marine and Fisheries at Quebec, St. John, New Brunswick and Halifax, during the years 1892, 1893, 1894, 1895 and 1896. Presented 14th May, 1908.— Mr. Johnston Not printed. 215. Copy of a treaty between Great Britain and the United States concerning the fisheries in waters contiguous to the Dominion of Canada and the United States, signed at Washington on April 11, 1908. Presented 19th May, 1908, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers 215a. Correspondence, orders in council and despatches in connection with the negotiation of a treaty between Great Britain and the United States concerning the fisheries in waters contiguous to the Dominion of Canada and the Unitec. States.! Presented 4th June, 1908, by Sir Wilfrid Laurier. . .Printed for both distribution and sessional papers. 216. Return to an order of the House of Commons, dated 29th January, 1908, showing the total expenditure by the Department of Public Works in Prince Edward Island over the following periods: 1873 to 1878; 1878 to 1S96; 1896 to 1907; and the total expenditure by the Public Works Department in Prince county over periods 1873 to 1878; 1878 to 1882; 18S2 to 1887; 1887 to 1891; 1891 to 1896; 1896 to 1900; 1900 to 1907, respectively. And the expenditures by the Public Works Department in the counties of Queen's and King's for the years and the periods of years above-mentioned. Also the total expendi- tures in said province by the Post Office Department, the Department of Railways and Canals, and the Department of Militia and Defence. And further, the total expendi- tures by the Department of Marine and Fisheries, including the development, propaga- tion and preservation of the fisheries, and in the maintenance of winter communication across the Northumberland Straits, for the years and periods of years above referred to. Presented 26th May, 1908. — Mr. Lejurgey Not printed. 48 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME Id— Continued. 217. Return to an order of the House of Commons, dated 11th December, 1907, for a copy of all correspondence, contracts and appointments of overseers in respect to Port Burwell Harbour, in the county of Elgin, Ontario, since 1st January, 1907; also a return showing pay-sheets, amount of new material used, from whom purchased, of all day or contract work on the said harbour, giving names of overseers and by whom appointed lor the same. Presented 26th May, 1908. — Mr. Marshall Not printed. 218. Return to an order of the House of Commons, dated 6th May, 1908, showing the names of all persons who furnished supplies to the steamer Petrel between the 31st March, 1907, and 30th April, 1908, the amount paid to each such person, and the date of each payment. Presented 4th June, 1908.— Mr. Chisholm (Huron) Not printed. 219. Return to an order of the House of Commons, dated 19th February, 1908, (a) showing the revenue contributed by the province of British Columbia for each and every year from 1872-3 to 1905, inclusive, under the following heads: 1. Customs. 2. Chinese Immigration. 3. Inland Revenue, Excise, Weights and Measures, Gas Inspection, Electric Light Inspection, Methylated Spirits, Sundries. 4. Post Offices. 5. Public Works, Telegraphs, Esquimalt Graving Dock, Casual. 6. Experimental Farm. 7. Penitentiary. 8. Marine and Fisheries, Sick Mariners' Fund, Steamboat Inspectipn, examination of Masters and Mates, Casual and Harbours, Fisheries. 9. Superannua- tion. 10. Dominion Lands and Timber. 11. Vancouver Assay Office. 12. Miscellaneous. 13. Public Debt. 14. Any other source. And (b)showing expenditure by the Dominion of Canada on account of the province of British Columbia, for each and every year from 1872-3 to 1905, inclusive, under the following heads : 1. Public Debt. 2. Charges of Management. 3. Lieutenant Governor. 4. Administration of Justice, Judges, &c. 5. Penitentiary. 6. Experimental Farm. 7. Quarantine. 8. Immigration. 9. Pensions, &c. 10. Militia. 11. Public Works, Buildings, Harbours and Rivers, Dredging. 12. Telegraphs, Agency. 13. Mail subsidy. 14. Marine and Fisheries, Dominion Steamers, Lighthouses, Meteorological Marine Hospital, Steamboat Inspection, Miscellaneous, Fisheries, Fisheries Inspection, Hatcheries. 15. Indians. 16. Subsidies. 17. Dominion Lands. 18. Customs. 19. Inland Revenue, Excise, Weights and Measures, Gas and Electric Light. 20. Esquimalt Dry Dock. 21. Post Office. 22. Chinese Immigration. 23. Defences, Esquimalt. 24. Chinese Immigration Inquiry. 25. Bounty on Minerals. 26. Miscellaneous. 27. Vancouver Assay Office. 28. Railway Subsidies. 29. Any other source. Presented 10th July, 1908. — Mr. Ross (Yale-Cariboo) . .Printed for distribution. 220. Return to an order of the House of Commons, dated 3rd February, 1908, showing during the last ten years how much money has been expended by years by this Government for printing and lithographing done outside of Canada ; and for what reason sucli work was done out of Canada. Presented 4th June, 1908. — Mr. Macdonell . .Not pointed. 221. Return to an «. der of the House of Commons, dated 5th June, 1908, for a copy of the evidence taken in the Montcalm-Milwaukee collision case, and a copy of the decision of the wreck commissioner and of the assessors on 'the collision. Presented 5th June, 1908.— Hot?. L. P. Brodeur Not printed. 222. Return to an order of the House of Commons, dated 13th January, 1908, for the pro- duction of the following: 1. A copy of the appointment of Doctor Edmond Savard, of Chicoutimi, as paymaster for the county of Chicoutimi. 2. A copy of the instructions given to him as such regarding the validity of the receipts. 3. A copy of all corres- pondence that took place between Doctor Edmond Savard and the Department bf Public Works of Canada in regard to the St. Fulgence pier, in the county of Chicou- timi. 4. A copy of all correspondence that took place between the Auditor General and the Department of Public Works regarding the said Doctor Edmond Savard, pay- master, concerning the St. Fulgence pier. 5. A copy of all the pay lists in connection with the said St. Fulgence pier during the period of time that the said Doctor Savard 49 7461—4 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME Id— Continued. was paymaster. 6. A copy of all the pay lists for works done to the wharfs of C'hicou- timi and St. Alexis during the time that the said Doctor Savard was paymaster. Presented 9th June, 1908. — Mr. Bergeron Not printed. 223. Eeturn to an order of the House of Commons, dated 11th March, 1908, showing: 1. All lands or interests in lands granted by the Government to the Temperance Colonization Society, together with the dates of such grants, description of lands granted, consideration paid, or terms upon which such lands were granted, and all other particulars of sale. 2. Showing the terms of settlement or otherwise upon which such lands were granted, or held by the Society, and the conditions or regulations in force from time to time regarding such grants, and the holding thereof respectively. 3. Showing wherein or in what respect and with respect to what lands, the said Society lived up to, and complied with such conditions and regulations, and wherein the Society failed to comply therewith. 4. Showing what lands, if any, have been reclaimed by the oGvernment from the Society for such non-compliance with such terms and conditions, or for any other cause or reason. 5. Showing what lands the said Society still hold, as far as known. 6. Showing whether the said Society is still in existence, and if so, who compose the same as far as known. 7. Also for a copy of all correspondence, reports, memoranda, orders in council, or other docu- ments in possession of the Government, relating to the said Society or the lands granted thereto. Presented 10th June, 1908. — Mr. Macdonell Not printed. 224. Return to an order of the House of Commons, dated 13th January, 1908, showing the number of men and the quantity of supplies, material and mails transported o;ii Government account over the Qu'Appelle, Long Lake and Saskatchewan Railway, the Calgary and Edmonton Railway, the Lake Manitoba Railway and Canal Company, and the Winnipeg Great Northern Railway, with the cost of same at current transport rates, since the beginning of the contract arrangements made with each, up to date. Presented 17th June, 1908. — Mr. Foster Not printed. 225. Supplementary Return to an order of the House of Commons, dated 17th December, 1906, for: 1. A copy of all leases and agreements between the Government, repre- sented by the Department of Marine and Fisheries, and (a) the Athabasca Fish Com- pany (J. K. McKenzie, Selkirk, Manitoba), or their assigns, Messrs. Butterfield & Dee; (b) A. McNee, Windsor, Ontario; (c) the British American Fish Corporation, of Montreal and Selkirk (F. H. Markey). 2. A copy of all reports, correspondence or documents, relating to or touching upon the application for securing of, transfer of, or enjoyment of any privileges under said leases. 3. A statement of all rentajs, bonuses, or payments to the Government in respect of such leases to date. 4. All information in the possession of or procurable by the Government with reference to (a) the number of tugs, boats and men employed; (b) the quantity and value of nets used; (c) the number and value of fish taken; (d) the quantity of fish exported under each of said leases during the last period of twelve months, for which such figures are available. Presented 26th June, 1908. — Mr. Ames Not printed. 226. Return to an order of the House of Commons, dated 23rd March, 1908, for a copy of all contracts, papers and other documents between the Government or the Department of Militia and Defence, or any member thereof, or any one acting for or on its behalf, and the Sutherland Rifle Sight Company, or any one acting for or on its behalf, relating to the purchase of rifle sights or any other materials. Presented 26th June, 1908 — Mr. Worthington Not printed. 227. Return to an order of the Senate, dated 18th June, 1908, showing the tonnage entered at St. John, N.B., and Halifax, N.S., for the years 1905, 1906 and 1907. Also the value of imports for the same years at St. John, N.B., and Halifax, N.S., and also the value of exports for same year from St. John, N.B., and Halifax, N.S. Presented 7th July, 1908.— Hon. Mr. Domville Not printed. 5U 7 Edw. VII. List of Sessional Papers. A. 1908 CONTENTS OF VOLUME 19— C< , 228. Return to an order of the House of Commons, dated 13th July, 1908, for a copy of a memorandum by Major General P. H. N. Lake, C.B., C.M.G., Inspector General, upon that portion of the Report of the Civil Service Commissioner?, 1908, which deals with the Military Administration of the Militia. Presented 13th July, 1908. — Sir Frederick- Borden Printed for distribution. 229. Return to an order of the House of Commons, dated 13th January, 1908, showing the population of each town, village or other place in Canada, in which any public building has been erected at the expense of Canada since 1st January, 1897, or for a (public building in which any public money has been voted, expended or appropriated since that date, together with a statement of the amount voted, expended or appropriated in each case, the total cost of each such building, the estimated total cost of any such building not yet completed, the purpose of each such building in each instance, the cost of the anmial maintenance and upkeep thereof ; and so that the said statement shall show the information aforesaid by division of the said towns, villages or other places in the following classes: Those having a population not exceeding 2,000, 3,000, 4,000. 5,000, 6,000, 7,000, 8,000, 9,000, 10,000; also giving the names of all other towns and vil- lages in Canada of each of the said classes in which no such public buildings have been erected up to the present time. Presented 13th July, 1908.— Mr. Borden (Carleton). Not printed. 230. Return to an address of the Senate, dated 2nd July, 1908. showing: 1. The names of all senators and members of the House of Commons who have been appointed to office of emolument during the years 1896-7-8-9, 1900-1-2-3-4-5-6-7 and 8. 2. The name of the office to which each senator and member was appointed. 3. The salarj- attached to each office. Presented 14th July, 1908. — Hon, Mr. Landry Not printed. 231. Return to an order of the House of Commons, dated 10th February, 1908, for a copy of all petitions, letters, correspondence, reports, documents, papers, and other informa- tion in relation to the granting of a license in the year 1905 to E. H. McLennan and G. A. Redmond, both of River John, Nova Scotia, for the erection of a factory and to fish lobsters, with the date of such license. Presented 16th July, 1908. — Mr. McLean (Queen's) Not printed. 231a. Return to an address of the House of Commons, dated 23rd March, 1908, for a copy of all correspondence, telegrams, petitions, orders in council, applications for licenses, in possession of the Government or any member or official thereof, respecting the granting of lobster fishing and packing licenses in Prince Edward Island for the year- 1904, 1905, 1906 and 1907-8, and the report of the inspectors thereon. Presented 18th .luly, 1908.— Mr. Martin (Queen's) Not piinlcd. 232. Return to an order of the House of Commons, dated 16th December, 1P07, showing: The amounts paid by the various departments of the Government since July, 1896, for sites for the following purposes, respectively: (a) court houses: (b) Royal Northwest Mounted Police purposes; (c) jails or penitentiaries; (d) armouries; (e) post offices; (f) Daminion lands office; (ve, N.S Lloydminster, N.W.T Lockport Station, N.S . Longueuil, P.Q., public building wharf London, Ont., public buildings Lord's Cove, N.B Lotbiniere, P.Q Louiseville, P.Q Lower d'Escousse, N.S Lower Lincoln, N.B Lower St. Lawrence piers, P.Q Lunenburg, N.S., public buildings Mc McGregor's Creek. Ont. McKay's Point, N.S McNair's Cove, N.S Part 1 Page. Part 2 Page. Part 3 Page. 20 24 20 20 13, 34 M Mabou Bridge, N.S " Harbour, N.S Macleod, Alta, public buildings. Madawaska River, slide Magdalen Island, P.Q telegraphs . . . Magog, P.Q., public buildings . Maguasha, P.Q Magnetawan, Ont Main-a-Dieu, N.S Magnet Channel, Ont. . . Malagash. N.S Malbaie, P.Q Mallorytown, Ont 20 8 29 20 10, 32 16 16 20 22 18 16 20 18 17 16 7, 29 16 13, 34 15 8, 30 20 10, 32 18 20 16 18 20 7, 29 22 15 16 16 . 13, 34 . 25 . 20 . 26 . 8 . 20 . 1 1 Part 4 Page. 270 54 83 122 26 26 27 201 153 136 25!) 136, 206 100 Part 5 Page. 70 101 201 38 77 138 25 29 30 30, 159 ,s:-i 16 22 16 20 22 136 142 31 104 137 8, 13 Part 6 Page. Part 7 Page. 1 1 41 XIV DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Names of Places, &e. M. Manitoba, dredging " public buildings " harbours and rivers Main River, St. John, N.B Maintou Rapids, Man Marble Mountain, N.S Margaree Harbour, N.S Island, N.S Maritime Provinces, dredging telegraphs Marshall's Cove, N".S Marsouin, P. Q Marysville, N. B., public building Maskinonge, P.Q Masson, P.Q Matchedash Bay, Ont Meaford, Ont Medicine Hat, N.W.T., public buildings Meteghan Cove, N.S , River, N.S Middle Country Harbour, N.S " River Dam, N.S Midland, Ont Mill Cove, N.S Mill Creek, N.S Millers Wharf, N.B Mille Vaches, P.Q Mitchells Bay, Ont Miminigash, P.E.I Minnedosa, Man Miscellaneous Miscou, N.B Mispec, N.B Mistook, P.Q Mistasini, P.Q M one ton, N.B., public building Monet ville, Ont Montague, P.E.I., public building Mont Louis, P.Q . Montmagny, P.Q., public building " wharf Montmorency Falls, P.Q Montreal, P.Q., public buildings " harbour Moosejaw, Alta., public buildings " telegraphs Moosomin, Alta., public buildings Mossy River, Man Murray Bav, P.Q Harbour, P.E.I N Names of chief officers Nanaimo, B.C., public building Nanaimo-Comox, telegraph Nappan, N.S., experimental farm Napanee, Ont., public building Narrows, Man National Art Gallery, Ottawa Negro Point, N.B Nelson, B.C., pubile buildings Neepawa, Man., public building New Brunswick, dredging harbours public buildings telegraphs New Campbellton, N.S New Carlisle, P.Q Newcastle, N.B., public building " District, slides Ont Newfoundland, telegraph New Glasgow, N.S., public building New Harbour, N.S New Liskeard, Ont New London, P.E.I Newport, P.Q New Westminster, B.C., public buildings. Niagara Falls, Ont., public buildings Part 1 Page. 10 Part 2 Page. 12, 1.3 13. 32 Part 3 Page. 33 Part 4 Page. Part 5 Page. 247 152 78 152 31 32 102 42 7, 12 201 101 20G 137, 207 35 33 . 33 . 34 i. 137, 207 33 102 138, 207 55 70 102 102 138 103 12, 13 ' ' 35 38 38 103 248 104 55 152 71 31, 56 60, 160 60 34 35 207 56 104 19, 48 Part 6 Page. Part 7 Page. 5, 13 23 11) SESSIONAL PAPER No. 19 INDEX XV Names of Places, &c. Nicola-Penticton, B.C., telegraph. Nicolet, P.Q., public building.... " wharf Nigger Island, Ont Nominingue, P.Q., immigration building North Bav, Ont., public building North Cove, P.Q North Cardigan, P.E.I North East Harbour, N.S , North Head, N. B Northport, Ont North Pond, N.S Nortn Saskatchewan Hiver North Shore St. Lawrence, telegraphs. . . North Sydney, N.S., public building.... North Thompson River, B.C Northwest Branch, N.B Northwest Miramichi, N.B Northwest Territories, bridges rivers public buildings. telegraphs Notre Dame du Portage, P.Q. . .' Notre Dame de Pierreville, P.Q Nova Scotia, dredging harbours public buildings telegraphs 0 Oak Point, N.B Officers of the department employed on graving docks. . . " on slides and booms. Official correspodnence Oka, P.Q Oliphant, Ont Ontario, bridges " dredging " harbours " public buildings " telegraphs Orangeville, Ont., public buildings. . . . Orillia, Ont., public building " harbour Oshawa, Ont., public building Osoyoos, B.C, post office Otonabee River, Ont Ottawa, Ont., public buildings parliament building addition. " art gallery " buildings and grounds " government house experimental farm Major's Hill park new departmental building.. . observatory i: post office printing bureau river, dredging " slides and booms roads and bridges " streets, repairs Owen Sound, Ont " post office Part 1 Page. Pacific cable tarirf Papineauville, P.Q Paris, Ont., public building. . . . Parker's Cove, N.S Park Hill, Ont., public building Parliament buildings, Ottawa. . Parr, J. A., gratuity Parrsboro', N.S Parry Sound, Ont Parry Sound Island, Ont Part 2 Page. Part 3 20 23 9 10 20 17 16 18 23 16 24 26 7, 29 24 18 18 20 23 25 22 22 9, 31 26 10, 32 10, 32 23 10, 32 13 23 10, 32 11 11, 32 11 11 10, 32 10, 32 11 10, 32 11, 32 10, 32 23 25 25 25 23 11 20 32 16 11 9, 31 27 16 23 23 Part 4 Page. IPart 5 Page. Part 6 Page. Part 7 Page. 14 17 22 25, 27 24 17 201 201 28, 58 36 72 207 159 154 8, 21, 48 157 73 270 153 104 201 3, 159 3 9, 26, 52 73, 161 201 139 267 205 129 14, 45 9, 25, 51 23 31 27 41 139 207 261 267 139, 207 201 ' 36 37 139 37 19 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Names of Places, &c. Part 1 Page. Part 2 Page. Part 3 Page. Part 4 Page. Part 5 Page. Part 6 Page. Part 7 Page. P Partridge Island, N.B " quarantine " wharf Paspebiae, P. Q Peggv's Cove, N.S Peel Head, P.Q Pelee Island, Ont., telegraph Pembroke, Ont " public building Penetanguishene, Ont Perce", P.Q Pereaux, N.S Peribonka, P.Q., immigration building... dredging Peterborough, Ont., public buildings.. . . Petewawa, River, slides Petites Bergeronnes, P.Q Petite Cap, P.Q Petite Riviere, N.S Petit Rocher, N.B Petrolea Ont., public building Philipsburg, P.Q Phinney's Cove, N.S Picton, Ont., public building Pictou, N.S., harbour Pictou N.S., I.C.R. wharf Pictou, N.S., public buildings Pierreville, P.Q Pinette, P.E.I Pleasant Bay, N.S Pointe a Elie, P.Q Pointe aux Esquimaux, P.Q Pointe aux Trembles, P.Q Pointe du Chene, N.B Pointe Claire, P.Q Point Edward, Ont Pointe aux PeYes, P.Q Pointe a Valois, P.Q Pointe Prim. P.E.I Pointe St. Pierre, P.Q Poirierville. N.S Pond Creek Bridge Portage du Fort. P.Q., bridge Portage la Prairie, Man., public building. Porter's Lake, N.S Port Arthur, Ont, public buildings Port Bruce, Ont Port Burwell, Ont Port Colborne, Ont " public building. Port Daniel, P.Q Port Dover, Ont Port Elgin, Ont Port George, N.S Port Greville. N.S Port Hood, N.S Port Hood, N.S., wharf Port Hope, Ont., public building. . Port la Tour, N.S Port Lome, N.S Port Maitland, Ont Port Morien, N.S Portneuf, P.Q Port Selkirk, P.E.I Port Stanley, Ont Port St. Francis, P.Q Pownal, P.E.I Prescott, Ont., public buildings Prince Albert, Sask., public buildings. . . Prince Edward Island, dredging " harbours ." public buildings. " telegraphs Printing Bureau Printing and stationery Properties purchased and sold 31 31 73 73 37 140 9, 25, 51 140, 208 105 37 85 99 105 38 74 105 160 159 56 38 105 106 7 1 141, 208 92 106 38 268 143 143, 208 40 40, 160 41 144 41 42 14 107 57 144, 208 161 51, 161 159, 161 39 141. 208 142, 208 208 142* INDEX xvi SESSIONAL PAPER No. 19 l Names of Places &c. Part 1 Page. Part 2 Page. Part 3 Page. Part 4 Page. Part 5 Page. Part 6 Page. Part 7 Page. Public buildings, Alberta " British Columbia. " Manitoba New Brunswick. . . N.W.T.... Nova Scotia Ontario P.E.I Quebec Saskatchewan Yukon Territory.. generally Public Works Agency, B.C Pugwash, N.S Purcell, P., gratuity Q Qu'Appelle N.W.T., telegraph . . Quebec, dredging " bridges " harbours " public buildings " telegraphs " City, public buildings. " wharf Rainy River, Ont Rama, Ont Rays Creek, N.S Recapitulation Red Deer, Alta., public buildings. Red River, Man Regina, Sask., public buildings. . . Rented buildings, Ottawa 12 13 12 8 12 7 9 7 8 12 14 14 27 16 27 26 19 25 19 8, 30 26 9, 31 21 23 23 16 28 13, 34 24 13,34 33 42 199, 201 26 107, 201 14, 15 8, 20, 48 Rents, received " paid Repentigny, P.Q Revenue Richibucto, N.B., public building. " wharf Richmond, P.Q., public building.. " ice pier Rideau Hall, Ottawa Rigaud, P.Q Riley's Brook, N.B Rimouski, P.Q., wharf 8, 30 18 9, 31 public building. . Riviere-a-la-Pipe, P.Q River Ashouapmouchouan, P.Q ... Riviere aux Renards, P.Q.. Riviere Bas de Soie, P.Q Riviere Batiscan, P.Q Riviere Blanche, P.Q Riviere Bourgeois, N.S Riviere Chateauguay, P.Q Riviere des Vases, P.Q Riviere desQuinze, P.Q Riviere du Lievre, P.Q " " slides Riviere du Loup (en bas), P.Q Riviere du Moulin, P.Q (en haut), P.Q. Riviere Godfroy, P.Q Riviere Hubert, N.S Riviere Je'sus, P.Q Riviere Maskinonge\ P.Q River Miramichi, N.B River Nicolet, P.Q River Otonabee, Ont River Ottawa, Ont Riviere Ouelle, P.Q Riviere Richelieu, P.Q.. " slides. . . . T. . Riviere Saguen iv, slides Riviere Saguenay, I'.Q. . . . ." 19— B 11 21 18 21 9, 31 21 21 21 21 21 21 15 19 21 43 248 36 23, 28 30 108 75 ' ' ' ii4 202,' 203 ' 108 202 109 iio 110 43 88, 200 110 111, 202 10 112, 202 112 113, 202 73 113 207 113,203 114 266 7, 13 xviii DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Names of Places, &c. Part 1 Page. Part 2 Page. Part 3 Page. Part 4 Page. Part 5 Page. Part 6 Page. Part 7 Page. R. 21 203 114 76, 78 115 265 River St. John, N.B 18 21 21 25 Riviera St. Louis. P.O Riviere St. Maurice, P.Q I 4, 12 River Thames, Ont 145 116 267 Riviere Verte, P.Q 21 25 20 9, 31 Roberval, P.Q 116 " immigration building 57 145 209 146, 209 23 23 23 23 13,35 35 16 20 17 27 21 21 21 21 18 Rockland, Ont Rondeau, Ont Rosseau, Ont Rossland, B.C., public buildings Rosthern, N.W.T., immigration building.. . . Round Dill, N.S 44 Ruisseau Pelletier, P.Q Rustico, P.E.I 57 Rvder, W. E., gratuity St. St. Alexis, P.Q 118 St. Alphonse de Bagotville, P.Q 119 203 161 153 118 86 St. Andrews, P.Q N.B St. Andrews Rapids, Man., St. Anicet, P.Q 21 Ste. Anne de Chicoutimi, P.Q 21 21 Ste. Anne des Monts, P.Q 119 120 120 Ste. Anne de Sorel, P.Q Ste Anne du Saguenav, P.Q St. Boniface, Man., public building 12 21 11, 33 21 20 9, 30 34 Ste Blaise, P Q. St. Catharines, Ont., public buildings St Charles Borromee P Q . 121 102 St Cceur de Marie, P.Q... St Cundgonde P Q post office. . St Edouard des Mechins 121 203 St Denis, P.Q 21 21 Ste Emeiie P Q 113 St Eustache P Q post office 9 21 21 St Felicien P Q 122 St Fidele P Q St Francis River N B 79 114 P.Q 21 21 21 St. Francois, I. 0., P.Q 122 122 123 123 St. Fulgence, P.Q St. Gedeon, P.Q •. 9,31 St. Hilaire, P.Q 203 109 St. Henri de Taillon, P.Q 21 9, 31 21 21 19 21 16 St. Iremt 621 37 158 55 4 81 46 05 4s;i 4:> 19 85 252 06 221 84 27 66 37 38 581 95 2 63 4 93 2,615 86 1,841 20 269 12 200 19 211 09 1,074 11 1,200 38 60 00 344 81 136 82 9,893 58 247 68 621 37 158 55 4 81 12,520 27 223 82 46 05 1,442 00 19 85 6.059 67 937 35 221 84 27 66 37 38 581 95 7.060 83 223 16 4,150 00 1,385 70 2,615 86 1.841 20 7,269 12 211 09 200 19 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. 9 Name of Work. PUBLIC BUILDINGS— Continued. Quebec — Continued . Construction and Im- provements. 8 cts, 1,571 00 27,006 03 8,152 51 2,21" 90 200 CO 419 21 Montreal inland revenue office ii post office (niain) ■I n power for elevators ii n rented branch offices ii pneumatic tube system between G. P.O. and - M new postal stations n new postal station (B), St. Catherine St. . . Nicolet post office Nominingw- immigration building Peribonka immigrant shed Quebec citadel. Governor General's epiarters H clerk of works office, (P.O.) ii cu.-tom house I n examining warehouse ii King's wharf building, (marine signal service, cullers, gas inspector, weights and measures) ii immigration building, (Louise Embankment) ii immigration hospital for trachoma 30,092 99 n post office ... ii n power for elevator I n military buildings I 478 13 ii ii shed for storage of heavy; goods in shot yard 535 00 ii resident engineer's office Richmond post office Rimouski post office Roberval immigrant shed Sherbrooke post office Sore! post office, &c St. Cunego :de post office. . » St. Eustuche ii St. Henri St. Hyacinthe ■■ . ii inland revenue office M post office, &c St. Jerome ■■ St. John's n •i military buildings, stables for cavalry St. Louis du Mile-End post office Terrebonne post office Thetford Mines post office Three Rivers custom house ii H paid city for drainage, snow clearing, &c, 1890-1905 Three Rivers drill hall ... . ii post office H n paid city for drainage, snow clearing, &c, 1896-1905 Valleyfield post office Victoriaville « . . • Heating, lighting, water, &c, for all buildings in Quebec (for details see page 31) 1,340 10 3,160 00 16,582 21 829 60 32 25 2,027 59 24,618 51 Repairs and Furniture. Staff and Main- tenance. f cts. 1,381 OS 7,462 98 370 80 11 91 810 95 13 00 2,291 43 789 63 54 88 1,258 10 3,325 26 196 50 87 67 26 65 62 38 399 40 333 29 7 45 7 45 46 12 99 57 173 33 320 97 406 71 109 46 48 L 31 1,114 10 29S 16 43 30 318 57 Totals, Quebec , 172,083 90 30,682 55 Ontario. Alexandria post office. Almonte n Amherstburg ■■ Arn prior post office. Barrie 8,907 38 850 55 166 80 48 26 156 75 43 71 52 25 935 62 8 cts. 1,765 88 100 00 420 96 555 58 92,552 82 95,606 33 Total. 8 cts. 1,381 08 7,462 98 1,765 88 370 80 1,571 00 27,606 03 8,152 51 2,212 90 211 91 810 95 13 00 2,291 43 789 63 54 88 1,258 10 30,092 99 3,325 26 100 00 478 13 535 00 190 50 87 67 445 86 (52 38 399 40 1,673 39 3,167 45 7 45 46 12 16,582 21 99 57 173 33 320 97 829 60 32 25 406 71 109 46 481 31 3,141 69 420 96 24,61.8 51 298 16 555 58 43 30 318 57 92,552 82 298,372 88 8,955 64 156 75 8! 14 26 219 05 935 62 10 DEPARTMENT OF PUBLIC WORKS ii 7-3 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. PUBLIC BUILDINGS— Continued. Ontario — Continued. Belleville armoury n post office Berlin Bowmanville m Brampton >. Brantford drill hall ■t post office Bridgeburg ■■ Brock ville n drill hall Burford n Carleton Place post office Cayuga post office Chatham armoury ii post office Clinton post office Cobourg armoury . . M post office Cornwall n Dundas n Fort William post office, &c Gait post office Gananoque custom house n post office Goderich h Guelph armoury H post office Hamilton drill hall. ii post office Hawkesbuiy post office Ingersoll n Kenora h Kingston custom house H field battery stables H military college ii n stables ii military buildings, barracks for R. C. Field Artillery •. ii post office Lindsay n London custom house ii drill hall and armoury ii military buildings, new store building n post office Napanee u Niagara Falls post office North Bay ,, Orangeville n Orillia „ Oshawa » Ottawa astronomical observatory " _ i ' power for machinery. ii bacteriological laboratory ii departmental buildings, reconstruction of Nepean stone facing n departmental building (western) ii Dominion archives building ii experimental farm ii government printing bureau, fire-proof addi- tion to building, also additional story and new fire-proof roof H Majors Hill Park n National art gallery * Construction and Im- provements. $ eta 1,985 69 2,800 56 1,629 06 2,917 57 60 00 1^701 92 5,001 82 1,761 74 3,240 67 24,200 21 5,122 91 24,382 57 533 59 1,671 88 9,824 52 i,52i 53 14,912 86 !)S2 55 232 27 18,526 50 15,639 17 900 00 4,444 66 2,837 64 4,331 25 1.755 42 22,585 42 38,001 08 7,533 91 25,122 21 ' 8,841 65 Repairs and Furniture. .? cts 191 si; 219 71 8 97 968 65 42 85 935 60 1,477 61 47 43 568 63 22 40 382 68 91 15 204 18 108 18 2 00 1,056 37 45 08 165 63 591 67 322 81 19 00 199 05 ' 26 50 34 85 319 18 294 53 228 75 17 85 423 67 251 62 4 00 23 00 344 05 364 94 155 54 1,430 26 Staff and Main- tenance. 2,338 76 $ cts. 213 31 5.033 26 632 05 Total. $ cts. 1,985 69 2,992 42 219 71 8 97 968 65 1,629 06 2,960 42 935 < 0 1,537 61 47 43 1,701 92 568 63 22 40 5,001 82 382 68 91 15 1,761 74 204 18 108 18 2 00 1,056 37 3,285 75 165 63 591 67 322 81 24,200 21 5,141 91 24,382 57 732 61 1, 571 88 26 50 31 85 319 18 9,824 52 294 56 1,521 53 14,912 86 1,211 30 17 85 423 67 232 27 18,526 50 15,890 79 4 00 923 00 4,444 66 3,181 69 364 94 4,331 25 1,755 42 213 31 155 54 1, 130 26 22,585 42 38,001 08 9,872 67 25,122 21 5,033 26 9,473 70 REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. 11 Name of Work. Construction and Im- provements . PUBLIC BUILDINGS— Continued. Ontario— Continued. Ottawa new departmental buildings (site) Parliament buildings, improvements post office, fittings and renewals ii power for elevator Rideau Hall grounds, $4, 340. 82 ; snow, $1,- 0(55.66; fuel and light, §6,375; watch man, $411 ii Royal mint ii Supreme Court library ii Victoria Memorial Museum ■i steel fittings and furniture H generally, parliament grounds ii n power for elevators, &c it n removal of snow , ii ii repairs and furniture ii ii telephone service Owen Sound post office Park Hill drill shed ii post office Pembroke n Peterboro' armoury ii custom house it post office Petrolea n Picton ii Port Arthur immigration building ii post office Port Colborne n Port Hope m Prescott, Inland Revenue at distillery M post office Sandwich n &c Sarnia n ii Sault Ste Marie post office Simcoe n Smith's Falls n Stratford armoury ii post office Strathroy n St. Catharines drill hall ii post office St. Mary's n St. Thomas drill hall, grading grounds ii post office Toronto, assistant receiver general's office . H barracks for permanent corps, to replace property sold to the city n custom hotise, alterations and additions . . . H power for elevator n drill hall, additional accommodation ii examining warehouse H Engineer's office ii gas inspector's office. ii post office, addition, alterations, furniture, fittings, &c, to make good damage by fire, April 2!t, 1906 n post office, pneumatic tube system » i • power for machine ii postal station A " n power for machine B * C 8 cts. 332,253 24 35,841 33 22,637 85 36,292 63 65,149 11 4,336 51 44,835 76 60,998 87 403 54 304 50 509 51 2! 470 76 1,624 35 3,291 58 67 52 9,995 96 1,119 34 839 54 13 60 9,312 79 1,976 90 6,491 25 Repairs and Furniture. 8 cts. 292 44 152,982 44 2 25 476 30 435 51 89 09 1 96 38 23 18 06 32 90 38*5 09 8 06 60 00 126 05 489 97 31 96 37 09 450 84 2 40 87 30 15 65 26,935 47 75,023 43 25,043 75 180 00 41 90 975 33 176 51 315 00 33 12 12 00 Staff and Mainten- ance. 8 cts. Total. 400 95 24,167 40 12,192 48 11,594 36 4,107 86 3,648 88 295 05 372 25 41 64 9,843 09 110 15 $ cts. 332,253 24 35,841 33 22,930 29 400 95 60,460 43 12,192 48 65,149 11 4,336 51 44,835 76 60,998 87 11,594 36 4,107 86 3,648 88 152,982 44 9,843 09 403 54 304 50 2 25 476 30 509 51 435 51 2,559 85 1 96 38 23 18 06 1,657 25 386 09 8 06 60 00 126 05 3,291 58 489 97 31 96 67 52 37 09 9,995 96 450 84 1,121 74 839 54 100 90 9,312 79 1,976 90 6,533 15 975 33 15 65 27,412 01 110 15 75,023 43 315 00 33 12 12 00 2,081 54 27,125 29 ! I 180 00 219 31 219 31 295 05 97 17 97 17 372 25 41 64 12 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. IT Ii LIC BD I LI) i N IS -Continued. Ontario — Continued. Toronto, postal station F H M postal division, power for machine Toronto Junction post office Trenton post office Walkerton n ii armoury Windsor n . . ii post office .' Wingham ]>ost office ... Woodstock armoury ii post office Heating, lighting, water, &c, for all buildings in Ontario (for details see page 33) Totals, Ontario Manitoba. Brandon experimental farm n immigrant shed ii post office Dauphin Dominion lands office M immigration shed Neepawa post office Portage la Prairie post office Selkirk post office St. Boniface post office Winnipeg custom house ii Dominion lands office n examining warehouse n immigration building : . . . M n power for machinery H old immigration building improvements.. . H military buildings, stores ii quarters for non-commissioned officers H post office (old) ii ii power for machine n new post office, land and building... ii post office north of C.P.R. track Heating, lighting, water &c, for all buildings in Manitoba (for details see page 34.) Totals, Manitoba Alherta and Saskatchewan. Alameda Land Office Battleford Dominion lands office ii immigration shed Calgary post office, &c ii court house M Engineer's office n Dominion lands office ii post office Carnduff court house Cattle quarantine corrals at various points. . . . Edmonton Dominion lands and registry office. H immigration building ii inland revenue n penitentiary ii post office Humboldt lands office Conservation and Im- provements. S cts. 29,993 78 Repairs and Furniture. % cts. 51 34 120 21 Staff and Mainten- ance. S cts. 1 05 704 75 216 67 15 73 24 94 6 25 . 1,771 56 9,543 73 11,378 09 507 90 1,100 70 158 '33 211 10 46,967 58 4,985 72 8,225 10 2,749 74 118,505 7^ 549 64 184,027 65 418 15 30022*25 1,468 17 8,84i*69 9.S-.IS 62 7,894 60 648 28 182 43 L.085.610 65 177,783 67 291,155 53 363,431 53 440 50 36 95 805 21 189 10 65 00 1,507 52 243 66 145 44 433 56 57 80 4 00 5,472 68 22 35 9,419 77 102 00 21,968 50 22,074 50 Total. % cts. 30,045 12 120 21 15 73 1 05 704 75 216 67 24 94 (i 25 2,419 84 9,543 73 11,378 09 182 43 291,155 53 1,626,825 85 948 40 36 95 805 21 189 10 65 00 1,166 76 1,507 52 158 33 211 10 243 66 145 44 433 56 47,025 38 4 00 4,985 72 8,225 10 2,749 74 5,472 68 102 00 118,505 78 571 99 21,968 50 215,521 92 cos 25 6 00 43 46 30 40 8 00 126 45 4 85 322 01 319 96 40 00 62 06 418 15 608 25 6 00 30,122 25 43 46 30 40 8 00 126 45 4 85 1,468 17 322 01 9,161 65 40 00 9,898 62 7,894 60 62 06 ii REPORT OF THE ACCOUXTAXT SESSIONAL PAPLR No. 19 Part II. — Statement A. — Expenditure — Continued. 13 Name of Work. PUBLTC BUILDINGS— Continued. Alberta and Saskatchewan — Concluded. Indian Head experimental farm Leth bridge, Dominion lands office n experimental farm ii immigrant shed ■i post office Lloydminster, immigration shed Maeleod court house ii custom house. Medicine Hat court house ii post office Moosejaw post office Moosomin, public building ii court house Prince Albert, immigration building ii post office, &c Red Deer Dominion lands office Regina court house n clerk of works office '. n Dominion lands ... n office, sanitary improvements and fittings H post office, &c Saskatoon, immigrant building ii post office Wolseley court house Heating, lighting, water, &c, for all buildings in Alberta and Saskatchewan. (For details see page 35) Construction Repairs and Im- and provements . Furniture. Staff and Mainten- ance. Total. Totals, Alberta and .Saskatchewan. British CAumbia. Agassiz experimental farm Atliu post office Cumberland post office Fernie Kamloops ■■ Lady smith m - Nanaimo ■■ . Nelson post office, &c , New Westminster post office, &c Osoyoos post office Rossland armoury •■ post office Vancouver examining warehouse M immigrant shed ■I post office (old) &c 1 1 n (new building) Victoria old custom house ii (marine and Indian offices) n immigration shed H post office &c ii ii power for elevator ii old post office William's Head quarantine station, repairs, improve- ments, supplies &c Heating, lighting, water, &c, for all buildings in British Columbia (for details see page 35) cts. 833 25 33 59 1,072 70 3,767 58 12,043 19 19,999 22 3,054 56 25,037 80- 175 87 124,666 24 736 75 507 78 1,553 20 Totals, British Columbia. 1,441 20 12,188 57 74 11 1,179 00 99,979 27 $,195 40 3 cts. 478 48 82 75 28 60 54 60 1 10 8 80 11 75 27 75 2 00 18 30 165 00 7 50 330 99 13 35 3 00 202 76 483 88 558 85 38 95 4,089 85 305 57 68 00 1.322 00 60 63 431 09 1,019 34 105 00 1, 105 61 131 00 711 92 2,367 65 1,316 73 82 75 33 59 28 60 54 60 1,072 70 1 10 8 80 11 75 3,767 58 12,070 94 2 00 18 30 165 00 20,006 72 330 99 13 35 3 00 3,257 32 25,521 68 558 85 175 87 38 95 24,197 25 24,197 25 24,197 25 152,953 34 109 00 5 60 939 14 5 05 297 50 126,855 28 8,981 10 305 57 68 00 736 75 507 78 1.322 00 1,553 20 60 63 1,872 29 13,207 91 74 11 1,284 00 1,105 61 131 00 711 92 2,367 65 99,979 27 159 84 22,196 45 22,356 29 109 00 5 60 939 14 159 84 5 05 9.492 90 22,196 45 158,195 67 14 DEPARTMENT OF PUBLIC WORKS il 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. PUBLIC BUILDINGS— CWjm/fd. Yukon Territory, Heating, lighting, water, &c, for all buildings in Yukon Territory (for details see page 35) Construction and Im- provements. PUBLIC BUILDINGS GENERALLY. Advertising tenders for coal, Dominion buildings Printing, stationery, instruments, travelling &c. . Salaries of resident clerks of works, &c Totals, public buildings generally cts. Repairs and Furniture. S cts. Staff and Mainten- 03,659 06 1,603 52 9,024 48 13,283 51 23,911 51 Total. cts. $ cts. 63,65C 06 1,603 52 9,024 48 13,283 51 23,911 51 REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. 15 Name of Work. HARBOURS AND RIVERS. Nova Scotia. Amaguadees Pond Amherst Point wharf Anderson's Cove breakwater Annapolis Apple River wharf Arisaig breakwater A von port Babin Cove Baddeck wharf Bailey's Brook channel protection. . . . Barachois Baningion Passage, improvement of passage Barrington Passage, completion of wharf and extension of shed Battery Point breakwater Baxter's harbour Bayfield breakwater Bear Cove breakwater Beai River. Beaver River . . Blue Rock breakwater Boisdale wharf Bourgeois Inl^t Breton Cove Bridgewater removal of rocks Broad Cove marih Canada Creek breakwaters Charlo's Cove breakwater Cheticamp harbour Church Point '. Country Harbour, rem. of obstructions Cow Bay (Port Morien) Cribbins Point Culloden Delaps Cove Digby Drumhead Feltzen South Fort Lawrence Freeport Frude's Point Gabarus Georgeville Goosebay Grand Narrows Habitant River, wharf at Canning Halifax graving dock Hall's Harbour Hampton Hiltz Narrows Hunt's Point Indian Harbour Iona Janvrin's island Jeddore Jersey Cove or Eel Cove . Joggms Mines Judique Kelly's Cove Labille Point L'Ardoise LaHave islands Dredging. $ cts. Construction and Im- provements . 1,097 00 cts. 3,784 93 1,000 00 7,573 00 222 2:; 1,982 35 2,993 50 311 40 C6S 40 745 54 3,883 92 995 41 853 GO 3,063 38 750 00 251 79 5,052 33 1,793 12 699 99 45 39 1,363 11 5,896 60 2,935 11 1,503 66 566 56 1,499 87 1,506 43 8,740 54 500 00 983 08 47 23 189 09 862 13 7,147 10 Repairs. S Ctb. 245 96 Staff and Mainten- | cts. 4,078 70 499 23 599 77 140 66 326 22 1,799 73 338 35 99 49 497 61 SO 00 350 88- 8,447 57 941 21 829 15 238 61 1,762 00 956 51 1,628 71 2! »9 22 10,000 00 399 99 100 00 299 99 138 30 6 75 3,868 21 16 DEPARTMENT OF PUBLIC WORKS Li 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. HARBOURS AND RIVERS— Con. Nova Scotia — Continued. Larry's River Litchfield Little Brook Little Judique ... Liverpool, removal of rocks Livingstone's Cove Mabou . . McXair's Cove Main-a-Dieu Malagasta Marble Mountain Margaree harbour ii Island Meteghan Cove ii river, breakwater Middle Country harbour H River Mill Cove M Creek New Campbellton, ballast wharf in Kelly's Cove New Harbour breakwater at Black point North East harbour North Pond, Red islands . Parker's Cove Parrsboro', harbour improx ements.. . Peggy's Cove Pereaux (Delhaven) Petite Riviere Pictou bar „ I. C. R. wharf Phinney's Cove Pleasant Bay Poirierville Porter's Lake Port George ii Greville n Hood harbour „ la Tour n Lome Puarwash Dredging. S cts. Construction and Im- provements. 8 cts. Repairs. 5,323 44 12,203 23 Ray's Creek Riviere Hebert Round Hill Scotch Cove (White Cove) Scott's Bay Sheet Harbour, wharf on West river. Skinner's Cove Smithville, removal of rocks Sydney quarantine station M 1. C. R. Coal Co.'s pier ii Whitney pier Tatamagouche Toney River Tracadie Victoria Beach Wallace harbour Weymouth West Arichat ii Head (Cape Sable island) Western Head 13,584 43 1,921 12 5,099 15 8,356 26 281 12 793 51 499 50 1,292 83 1,706 30 949 24 538 00 211 23 5,623 50 15,775 50 999 85 5,797 25 13,922 50 2,796 99 5,683 56 1,495 89 7,835 00 65 13 129 60 330 83 14,885 13 4,180 78 742 96 7.649 00 1,189 85 1,997 41 32 78 2,794 00 1,298 44 1,759 91 890 00 810 27 2,103 11 5,762 83 2,500 50 371 20 2,427 50 3,437 27 cts. Staff and Main- tenance. cts. Total. 2,400 00 261 24 711 28 1,416 92 244 58 274 56 1,002 09 70 95 784 16 747 57 360 21 2,125 74 195 65 139 04 200 00 1,615 30 26 00 249 19 449 97 254 27 ' 70 95 cts. 793 51 499 50 :',4o0 oo 261 24 1,292 83 711 28 6,740 36 244 58 274 56 1,706 30 949 24 1,002 09 70 95 784 16 538 00 211 23 747 57 5,623 50 360 21 15,775 50 2,125 74 999 85 12,203 23 5,797 25 13,922 50 195 65 2,796 99 5,683 56 13,584 43 1,921 12 1,495 89 7,835 00 65 13 26S 64 339 83 200 00 21,599 58 4,180 78 742 96 7,649 00 1,189 85 26 00 1,997 41 32 78 2.7U4 00 1,298 44 1,759 91 890 00 249 19 8,356 26 281 12 810 27 2,103 11 419 97 5,762 83 2,500 f-0 371 20 2, Oak Point 1,979 05 Victoria wharf 2,448 40 Dredging. Construction and Im- provements . S cts. River St. John, including: tributaries— Aroostook to RiverdeChuteS 99 00 Cross Lake rapids 300 00 Edmundston wharf 300 00 Grand Falls 100 00 Grenier, Eddy's wharf 600 00 Iroquois river 100 00 Little Forks 300 00 Little River falls 150 00 Lower Lincoln 14 50 Riley's Brook 175 75 Tobique river, McCaskilFs Little Falls 424 2") Trouser's Lake 500 00 Miller's wharf 468 45 Sisson's Falls 200 00 Victoria, Madawaska 50 00 Generally 518 14 River St. John, wharfs, in tidal water,' contribution to local government, half cost- Armstrong I 324 50 Tooleton 391 50 Upper Sheffield 617 32 St. Andrews, dredging St. John harbour, Navy island bar. . . . ii Rodney slip n Sand Point . . M Negro Point breakwater. . . . : . ii protection work, Fort Dufferin Shippegan harbour ii H wharf at terminal of Caraquet railway Tynemouth Creek Wilson's Beach (Campobello) Generally Totals, New Brunswick . . 3,178 62 8, -24 05 8 cts. 2,540 00 82 65 2,249 17 209 96 5,029 60 3,683 00 9,599 46 2,860 67 66,495 49 46,115 49 4,300 09 1,333 32 Repairs. 8 cts. 179 43 8,420 78 851 29 148,179 40 19,357 25 2,999 96 14,617 50 499 27 Staff and Main- tenance. Total. 8 cts. 7 55 1,524 37 140,533 19 9,791 68 1,374 90 1,374 90 8 cts. 179 43 2,540 00 82 65 2,249 1 7 209 96 5,029 60 8,420 78 3,683 00 3,178 62 8,724 05 4,300 09 1,333 32 9,599 46 2,860 67 66,495 49 46,115 49 19,357 25 499 27 2,999 96 14,617 50 7 55 1,524 37 2,226 19 299,879 17 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. IS Name of Work. HARBOURS AND RIVERS. Quebec. Anse a Beaufils iu a la Cave „ al'Ilot ii aux Gascons ii ii Griffons ■ i du Cap (Cape Cove) breakwater.. ii St. Jean pier Baie des Bacons Baie St. Paul, wharf at Cap aux Cor beaux Barachois de Malbaie Beauharnois Beloeil Berthierville Bic Harbour, wharf at Pointe a Cote. . Bonaventure Boucherville Buckingham Cannes de Roches (Corner of the Beach) Canton Fabre (Lake Temiskaming) wharf Cap a 1'Aigle Caplin . Caplin (Robicheaud's approach to beach) Carleton Chambly Basin - . ... Chateauguay Chicoutimi Clarke City, Seven Islands Como Cote Ste Catherine Cross Point Deschambault Desjardins (Allumette Island.) DTsraeli Doucet's Landing Douglastown East Templeton English River Escoumaius Fassett Father Point Gatineau Point, wharf and protection wall Graham Grandes Bergeronnes . . Grande Riviere de Beaupre Grande Riviere de Gaspe Grands Mechins Grande Vallee Grondines Jirosse Isle Quarantine Station, wharf extension Hull... Iberville Isle aux Noix H Foins Isle Perrot, wharf on South Side. . . Isle Verte Jersey Cove Lac a Beaulieu Lachine Lanoraie Construction Dredging. and Im- provements. S CtS. ; 22,617 95 502 36 10,534 46 621 13 2,489 27 6,084 45 16,539 20 28,775 88 965 30 78 00 S cts. 2,999 57 1,341 74 4,965 51 3,587 29 4,607 82 5,969 64 2,023 64 2,019 36 500 00 1,485 61 4,801 10 15,383 44 1,379 31 4,963 14 2,835 76 2,991 28 70<' 84 468 28 283 12 51 07 Repairs. 607 20 6,625 07 291 56 2,508 68 548 25 6,410 25 26,013 75 1,199 99 S cts. 288 66 200 88 1,024 85 1,014 68 232 13 937 52 400 00 243 67 455 22 699 96 236 63 136 95 Staff and Main- tenance. 1,810 14 7,387 95 2,306 45 377 56 562 99 648 15 146 no 140 84 232 25 856 07 198 93 2(js 25 1,277 63 262 67 S cts. 10 00 137 00 Total. $ cts. 288 66 200 88 2,999 57 1,024 85 1,341 74 4,965 51 1,014 68 232 13 3,587 29 4,607 82 22,617 95 1,439 88 10,534 46 5,964 64 400 00 243 67 621 13 2,023 64 2,029 36 455 22 699 96 500 00 236 63 2,489 27 7,570 06 4,938 05 15,383 44 16,539 20 1,379 31 4,963 14 2,835 76 2,991 28 706 84 29.244 16 283 12 51 07 1,810 14 607 20 965 30 7,387 95 2,306 45 455 56 562 99 6,625 07 648 15 291 56 140 00 2,508 68 548 :!5 137 00 140 84 6,642 50 26,013 75 856 07 1,199 99 198 93 208 25 1,277 63 262 67 19 — ii — 21 20 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. HARBOURS AND RIVERS. Quebec — Con. Lake Nominingue wharfs. Lake St. John piers : — Roberval Riviere du Moulin Generally .$1,897 85 . 076 22 070 01 Dredging. $ cts. Construction and Im- provements. § cts. Repairs. 597 42 Lake St. John dredging — Roberval Lake St. Francis (Beauce) wharfs : — Coleraine S 249 91 Lambton 2,704 23 4,897 94 Laprairie ice piers, &c L Assomption La v'altrie Les Eboulements Les Ecureuils Le Tableau, descente des Femmes Levis graving dock L'lle d'Alma — Removal of rocks Little Cape Little Lake Escoumains Longueuil Lotbiniere Lower St. Lawrence : — AnseduCap 8100 00 La Fonderie 100 00 Ruisseau Pelletier 100 00 0,070 50 3,014 14 13,500 00 43 15 2,498 03 996 52 1,233 05 Magdalen Island breakwaters and piers : Amherst 81,050 19 Bassin 1,191 31 Grande Entree 2 70 Grindstone 4,547 98 Pointe a Elie 7,031 10 Maguasha Marsouin Masson Mille Vaches Mistook (Delisle) Mont Louis Montmagny, wharf on the Bassin Montmorency Falls, cribwork revetment wall. ; Montreal harbour Murray Bay New Carlisle Newport Nicolet Notre Dame du Portage. Oka. Papineauville Paspebiac Peel Head Bay Perce Wharf ( North cove) Petite Bergeronnes Pierre ville Pointe aux Esquimaux ii aux Trembles (Portneuf) .. Clair* i. .St. Pierre. ii. Valois i Port Daniel 3,900 15 10.741 50 l'i hi on 13,.S23 28 2,006 35 3,753 51 5,018 68 1,995 00 355 50 3,256 27 18,229 82 1L3S6 19 5,799 50 9,311 56 12, 9! 14 00 972 20 863 15 5,370 27 3,052 24' S cts. 54 97 3.244 Staff and Main- tenance. 8 cts. 892 56 653 71 10,344 19 100 00 323 20 6,905 04 300 on 299 57 36 61 688 19 261 36 5,064 75 2,487 92 567 07 150 00 964 95 901 28 REPORT OF THE ACCOUNTANT 21 SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. Name of Work. Dredging. HARBOURS AND RIVERS-Coh. Quebec — Continued. Portneuf wharf Port St. Francis Quebec harbour Repentigny Rigaud Rimouski Rivers Ashouapniouchouan and Peri- bonka — Peribonka S 1,144 71 St. Felicien 1,638 75 St. Prime 2,164 48 Generally 45 00 Riviere aux Renards ii a la Pipe ii Bas de Soie ii Batiscan (mouth) 1 1 Blanche. n du Lie v re, look n du Lievre, dredging H des Vases M du Loup (Fiaserville) ii du Loup (en haut), dredging and improvements at mouth ii Godefroy ii Jesus ii Maskinonge ,. Ouelle ii Ottawa (Blanche shoals) it Richelieu, ice piers ii Saguenay, ;lredging M St. Francis ii St. Louis, improvements ii St. Maurice, channel between Grande Piles and La Tuque.. ii St. Maurice, dredging channels at mouth n Verte, improvements at mouth. Sabrevois Sault au Mouton St. Alexis St. Alphonse (de Bagotville) St. Anicet St. Andre de Kamuuraska St. Andrews Ste. Anne de Chicoutimi Ste. Anne des Monts St. Blaise St. Charles Borromee St. Denis Ste. Emelie St. Fidele St. Francois, Island of Orleans St. Francois de Sales St. Fulgence St. Ignace de Loyola St. Irenee St. Jean des Chaillons St. Jean, Island of Orleans St. Laurent, Island of Orleans St. Placide St. Simeon St. Sulpice cts 324 00 7,387 62 8,669 70 17,724 80 7,749 37 ' SGi 20 15,778 25 9,372 25 8,088 50 7,512 16 366 57 26,375 84 35,029 55 10,525 68 4,297 92 9,198 08 21,955 51 18,213 05 555 23 633 60 19,985 21 Construction and Im- provements cts. 2.'.k; 4 1 144,017 35 5,079 00 20,740 31 4,992 94 5,423 50 2,981 06 1,494 68 3.741 04 4,406 00 767 36 629 20 2,848 81 Repairs. 999 75 977 08 1,016 30 4,999 76 575 84 3,007 52 16,031 10 3*66i 25 14,387 70 283 63 1,669 22 2,300 00 8 cts. 5i is 75 1,499 97 532 90 232 61 £ 990*30 Staff and Main- tenance. 4,455 49 104 51 476 03 43 78 931 85 1,196 28 100 65 157 09 289 21 130 51 163 91 1,839 68 926 10 "573^7 3 00 Total. S cts. 2,983 44 324 00 151,404 97 5,079 00 8,669 70 38,474 11 4,992 94 5,423 50 2,981 06 508 75 7,749 37 1,499 97 4,988 39 861 20 1,494 68 3,741 04 15,778 25 13.77S 25 8,321 11 7,512 16 10*356 87 26,375 84 767 36 35.029 55 11,154 S8 7,247 38 9,198 08 21,955 51 999 75 104 51 476 03 43 78 977 08 931 85 1,196 28 18,213 05 1,016 30 4,999 76 575 84 3,007 52 555 23 157 09 289 21 16,031 10 130 51 3,001 25 163 91 1,839 68 14,387 70 917 23 929 10 19,985 21 2,242 39 2,300 00 22 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. Dredging. Construction and Im- provements. HARBOURS AND RIVERS— Con. Quebec — Continued. St. Timothee St. Valier St. Zotique Sorel, deep water wharf ii ice piers ii dredging. . Tadousac Terrebonne Three Rivers harbour Thurso Trois Pist jles Verdun Ville Marie (Lake Temiskaming). Yamaska Lock-dam H River, dredging Generally , Totals, Quebec Ontario. Amherstburg, improvement of channel . Belle River, dredging channel Belleville Barrie (Allandale) Bayfield Beaverton Blanche River Blind River Bracebridge Bronte Bruce Mines Burlington channel Cobourg , Colchester Collingwood Collingwood graving dock Cumberland Echo Bay Fort vVilliam (Kaministiquia River) . . Goderich . Graham's Bay Grand Bend Haileybury (Lake Temiskaming) Hamilton ... Hawkesbury Head River Honora Jeannette's Creek Jordan Harbour, steel bridge Kincardine harbour Kingston graving dock Kingsville Leamington .... Litt'e Current Magnet channel Maflorytown McGregor's Creek Matchedash Bay — Channel between Fes serton and Waubauchene Meaford Midland Harbour $ eta. 1,021 02 352 09 L 464 82 6,244 74 19,498 28 408,150 28 7,913 34 2,556 50 3,375 74 $ cts Repairs. 248 79 408 62 2,590 55 57,897 34 1,779 05 507,244 80 3,266 50 " 947 20 5 65 123! 073 '88 145,944 59 17,957 96 1,893 49 143 44 8,800 75 " 489 06 1,406 49 494 93 5,574 98 2,199 00 1,596 68 1,186 76 400 00 1,854 68 9 cts. 1,589 39 L752'53' Staff and Main- tenance. § cts. 313 14 111 37 2,599 84 1,224 98 1,590 84 74,955 03 300 77 795 61 1,224 13 9, 026' 08 Total. $ cts. 1.589 39 248 79 1J52 53 408 62 2.590 55 1,021 02 313 14 111 37 57,897 34 352 09 2,599 84 1,224 98 3.243 87 2,814 97 6.244 74 28,524 36 25,300 54 1,015,650 65 427 40 100 00 5,241 59 1,955 29 1,171 20 30,996 93 1,894 22 14M36 70 11,253 04 13,709 12 69,398 80 3,603 27 1,575 00 833 91 260 30 699 64 18 00 211 66 445 48 999 96 256 40 25 00 1,307 05 2,466 13 533 86 1,435 39 15,000 00 20 00 4,213 41 9,319 83 2,556 50 3,375 74 300 77 795 61 3,761 43 5,574 98 947 20 427 40 2,199 00 100 00 6,676 98 I, 960 94 1,596 68 123,073 88 15,000 00 1,186 76 400 00 145,944 59 19,812 64 260 30 699 64 1,191 20 32,890 42 143 44 18 00 211 66 12,404 02 2,020 48 1,488 96 4,213 41 2,150 62 25 00 144,436 70 833 91 1,307 05 2,466 13 II, 253 04 13,709 12 69,932 66 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 t Part II. — Statement A. — Expenditure — Continued. 23 Name of Work. HARBOURS AND RIVERS-Con. Ontario — Con. Dredging. $ cts. Mitchell's Bay Monetville, Lake Nipissing Newcastle New Liskeard Nigger Island Channel (Bay of Quinte) North Port Oliphant Orillia ..... Ottawa River (opposite South Nation) . Owen Sound Parry Sound Parry Sound Island Pembroke Penetanguishene Point Edward Port Arthur Port Colborne Port Burwell Port Bruce Port Dover Port Elgin Port Hope Port Maitland Port Stanley Rainy River Rama River Otonabee Roach's Point. . Rockland Rondeau Harbour Rosseau Sarnia Saugeen River Sault Ste. Marie Severn River at McDonald's Chute . . Severn River at Washago Silverwater, Manitoulin Island Sheguindah Southampton South Nation River St. Mary '8 River St. Joseph, Lake Huron Sturgeon Falls Sydenham River Toronto harbour, eastern entrance .... ii balance due Murray & Cleveland Tread well . Trenton, dredging, Trent River Wampoos East (Bay of Quinte) Wendover Wiarton Wolfe Island Generally Totals, Ontario 2,268 50 10,835 90 9,658 80 Construction and Im- provements. 2,909 30 15,220 34 13,500 00 17,227 22 67,990 91 Manitoba. Assiniboine River Gypsum ville Lake Francis, outlet 31,190 78 2,122 00 4,066 80 3,199 50 110 60 6,587 99 258 05 6,999 58 295 10 5,609 82 2,979 04 4,325 00 200 00 834 02 6,112 76 3,680 00 7,358 92 10,081 37 1,029 90 8,689 55 802,401 67 2,004 40 5,321 41 $ cts. 1,100 40 882 58 598 77 1,499 63 22,653 73 11,651 13 31,586 50 "' 362 33 2,052 88 Repairs. 1,800 00 672 94 6,322 66 1,098 59 1,451 04 3,640 47 3,243 33 63,685 14 2,704 92 1,956 33 2,907 70 214,764 90 271 40 § cts. 299 05 19 00 2,495 09 78 09 2,877 83 040 93 3,259 49 6,068 95 Staff and Main- tenance. $ cts. 1,402 50 4,500 00 374 91 114 45 252 50 3,070 47 192 93 40,287 83 3,359 94 25,431 24 1,082,885 64 24 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A.' — Expenditure — Continued. Name of Work. Dredging. HARBOURS AND RIVERS— Con Manitoba — Con. Red River, channel at mouth ii St. Andrew's Rapids Selkirk Wharf West Selkirk Winnipegosis, dredging channel, mouth of Mossy River Winnipeg River, Manitou Rapids. . . Generally . Totals, Manitoba Saskatchewan and Alberta. Last Mountain Lake Lesser Slave River North Saskatchewan River, survey. Generally . . . . , , Totals, Saskatchewan and Alberta. British Columbia. Campbell River Columbia River — Above Golden § 2,484 26 Below ii 66 42 AtRevelstoke 26.923 36 At Arrow Head 522 65 Coquitlam River Courtney River Esquimalt, graving dock Fraser River, ship channel ■ i between Quesnel and Soda Creek Ladysmith Kennedy Lake , Kootenay River, between Kootenay Landing and international boundary North Thompson River Sidney Island Skeena River South Thompson River, removal of bars Victoria harbour William's Head, quarantine station . Generally Totals, British Columbia Yukon Territory. No expenditure Harbours and Rivers Generally. General expenses of staff, &c $ cts. 11.173 27 9!)0 94 4,537 04 21,027 06 30,112'.' 25 26,096 14 57,025 39 Construction and Im- provements $ cts. 477 35 97,213 14 3,067 !H 30 00 101,059 80 2,549 si 654 62 551 69 3,756 12 2,917 78 29,096 69 953 78 2,995 25 Repairs. S cts, 19,984 13 1,910 02 3 85 1,430 57 1,937 98 874 87 1,998 70 4,722 24 4,940 19 74,666 05 3,450 70 Staff and Main- tenance. $ cts. 1,796 64 1,796 64 500 26 500 26 10,130 21 Total. S cts. 11,650 62 97,213 14 3,067 91 990 94 4,537 04 30 00 1,796 64 126,883 50 2, 54! i SI 654. 62. 551 69 500 26 4,256 38 7,425 61 7,425 61 2,101 14 2,917 78 29,996 69 953 78 2,995 25 10,130 21 50,913 38 1,910 02 3 85 1,430 57 1,937 98 874 87 1,998 70 4,722 24 4,940 19 26,096 14 7,425 61 2,101 14 12,231 35 151,348 40 6,032 48 9,483 18 REPORT OF THE ACCOUNTANT 25 SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. Name of Work. Dredging. Construction and Im- provements. Repairs. Staff and Main- tenance. lotal. DREDGES AND DREDGING PLANT. $ ets. S cts. 192,060 40 86,948 61 8,616 47 84,041 6'J S cts. *266 50 43,168 24 2,547 23 20,339 80 S cts. S cts. 192,926 90 130,116 85 11,163 70 104,381 49 Totals, dredges and dredging plant. SLIDES AND BOOMS. 372,267 17 66,321 77 438,588 94 122 45 122 45 Saguenay. . . . St. Maurice Ottawa District. Black River Coulonge River. . . Gatineau River. . . Madawaska River. Ottawa River Petewawa River. . River du Lievre. . , Newcastle District Collection of Slide and Boom Dues.. Totals, Slides and Booms ROADS AND BRIDGES. Ontario and Quebec. Bryson Bridge, Ottawa River Portage du Eort Bridge over the Ottawa. Ottawa City, Bridr/cs and Streets maintained by Government. Chaudiere bridges and approaches Laurier Bridge Sappers and Dufferin Bridges and Wellington Street. Lighting all the above . 2,117 81 4,792 85 31,981 03 3, ISO 32 Northwest Provinces and British Columbia. 1,895 69 Battlefoid Bridge, Sask . Calgary, Langevin Bridge, Alta Edmonton Bridge, Alta I Shelimouth Bridge. Man I 20,164 08 Whitemouth Road " 2,508 85 29,863 22 29,473 39 1C 56 9 80 4,506 14 81 97 1,232 57 4,298 29 66 75 19,214 5^ 247 92 10,460 00 83 33 2,508 50 56,195 05 5 5!) 1,620 22 10 44 5,994 14 93 85 2,946 2S Totals, Roads and Bridges . 27,748 94 10,670 52 4,075 28 1,966 81 6,042 09 * A further sum of $22,862.52 expended for repairs to dredges in the Maritime Provinces, considere as inseparable from working expenses, has been apportioned with the cost of dredging the various harbour in the Maritime Provinces. See pp. 15 to 18. 26 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. TELEGRAPH LINES. Newfoundland. Cape Ray (subsidy) Nova Scotia. Barrington Passage to Newellton. Cape Breton lines Construction and Im- provements. Repairs. $ cts. 300 00 4,360 40 Prince Edward Island. Prince Edward Island and Mainland (subsidy] New Brunswick. Bay of Fundy line. Escuminac line. . . Quebec (Mainland.) Father Point (subsidy) North Shore St. Lawrence, east of Bersimis . ii i, west ii Saguenay River lines, northeast side ii ii southwest side 1,101 50 5,683 45 983 00 401 94 Quebec (Islands.) Anticosti Belle Isle (Marconi system) . Grosse Isle. (Two Marconi Stations). ... ii cable and wire line Isle aux Coudres (subsidy) Magdalen Island lines Cable Ship, Tyrian Generally, Gulf and Maritime Provinces. 3,042 60 3,500 00 S cts, Staff and Main- tenance. S cts. 250 00 2,972 01 724 36 801 92 Ontario. Pelee Islands . Saskatchewan and Alberta. Moose Jaw-Wood Mountain Qu'Appelle-Edmonton-Athabaska 515 15 British Columbia and Yukon. Alberni-Cape Beale Alberni-Clayoquot Ashcroft- Dawson Golden-Windermere Kamloops-Nicola-Penticton Nanaimo-Comox Vancouver-Salt Spring Victoria-Cape Beale Generally, B. C Telegraph service, Generally . Totals, Telegraphs. 2,167 40 22,055 44 38,535 91 524 417 75 991 30 6,015 63 9,215 94 920 33 1,569 29 216 00 500 00 14,100 44 1,327 16 4,806 28 4,806 28 4,073 74 2,948 76 150 00 1,975 19 29,774 90 8,034 28 236 21 27,223 00 382 45 3,258 45 163,747 71 2,188 28 9,642 35 3,756 87 249 90 5,359 75 1,293 41 1,559 44 Total. S cts. 250 00 300 00 13,576 34 920 33 1,569 29 216 00 500 00 18,173 95 7,734 97 5,789 28 6,010 14 4,073 74 3,042 60 3,500 00 2,948 76 150" 00 1,975 19 68,310 81 8,034 28 760 96 417 75 28,729 45 382 45 3,258 45 169,763 34 2,188 28 11,809 75 3,756 87 249 90 5,359 75 1,293 41 1,559 44 50,983 63 303,566 41 J 376,605 48 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement A. — Expenditure — Continued. 27 Name of Work. MISCELLANEOUS. Arbitration and awards Cement testing laboratory Surveys and Inspections — Georgian Bay to Montreal, waterway Ottawa River, headwaters and tributaries Generally Non-permanent staffs — Secretary and Accountant's Branch Chief Architect's Branch Chief Engineer's Branch Telegraph Service Branch Public Works Agency, B C Technical and other books of reference Transportation Commission Deep Waterways Commission Grosse Isle Quarantine Steamer Challenger recon struction Construction and Im- provements. f cts. 3,759 31 Oratuities. Widow of Capt. J ohn Devereux Children of the late Mine. E. J. Blain de St. Aubin. Children of the late P. Purcell Widow of the late John Boyd ii J. M. Draper ii M. Desjardins J. A. Parr. , Catherine A. Davis, widow of late J. A. Davis Emma Ryder, mother of the late W. E. Ryder Totals, Miscellaneous Repairs. § cts. 2.167 31 3,759 31 Staff and Main- tenance. 2,167 31 $ cts. 1,750 00 99,508 07 1,849 00 44,606 95 46,119 33 37,269 26 95,354 54 4,833 30 979 93 391 82 750 00 11,997 07 1,000 00 91 66 200 00 66 67 133 33 183 33 183 33 500 00 500 00 348,267 59 Total. S cts. 1,750 00 3,759 31 99,508 07 1,849 00 44,606 95 46,119 33 37,2i;:i 26 95,354 54 4,833 30 979 93 391 82 750 00 11,997 07 2,167 31 1,000 00 91 66 200 00 66 67 133 33 183 33 183 33 500 00 500 00 354,194 21 28 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement A. — Expenditure — Continued. Name of Work. RECAPITULATION. Totals, Public Buildings- Nova Scotia Prince Edward Island New Brunswick Quebec Ontario Manitoba Alberta and Saskatchewan British Columbia Yukon Public buildings generally Totals, Harbours and Rivers — Nova Scotia Prince Edward Island New Brunswick Quebec Ontario Manitoba Alberta and Saskatchewan British Columbia Yukon Harbours and rivers generally. Totals, dredges and dredging plant. n slides and booms ii roads and bridges ii telegraph lines M miscellaneous Dredging cts. Construction and Im- provements. cts. 124,618 19 7,310 4.3 35,458 77 172,083 90 1,085.(510 65 184,027 65 124,666 24 126,855 28 Repairs. cts. 7,425 42 1,584 77 10,401 89 30,682 55 177,783 67 9,419 77 4,089 85 8,984 10 Staff and Main- tenance. 63,232 83 19,473 01 148,179 40 408,150 28 802,401 67 24,027 06 57,025 39 3,450 70 194,832 57 24,395 90 140,533 19 :.i»7.241 so 214,764 90 101,059 80 1 3,756 12 1 74,666 05 42,797 67 11,360 79 9,791 68 74,955 03 4U,287 83 7,425 61 Total. cts. 26.675 54 5,618 82 26,229 73 95,606 33 363,431 53 22,074 50 24,197 25 22,356 29 63,659 06 23,911 51 11,374 91 341 51 1,374 90 25,300 54 25,431 24 1.796 64 500 26 12,231 35 I cts. 158,719 15 14,464 02 72,090 39 298,372 78 1,626,825 85 215,521 92 152,953 34 158,195 67 63,659 06 23,911 51 312,237 98 55.571 21 299,879 17 1.015,650 65 1,082, 8S5 64 126,883 50 4,256 38 151,348 40 372,267 17 31,981 03 27,748 94 22,055 44 3,759 31 Grand totals of expenditure. . 1,525,940 34 3,579,696 33 66,321 77 10,460 00 10,670 52 50,983 63 2,167 31 6,032 48 56,195 05 6,042 09 303,566 41 348,267 59 577,543 86 1,472,215 53 9,483 18 438,588 94 98,636 08 44,461 55 376,605 48 354,194 21 7,155,396 06 Adjustment with Public Accounts. Total Public Works Capital as per Public Accounts 1906-07, part iii. page 38$ 1,797,871 16 Less River St. Lawrence Ship Channel, administered by Dept. Marine and Fisheries 619,860 55 f 1,178,010 61 Total Public Works, Income (Public Accounts, part iii. p. 51) 5,520,571 42 Revenue ( n 56) 456,814 03 Grand total S 7,155,396 06 ii REPORT OF THE ACCOUNT AST 29 SESSIONAL PAPER No. 19 Part II. — Statement B. — Showing the Cost of the following Services for each Public Building, &c. (the total for each Province being carried into statement 'A!). Name of Building. Nora Scotia. Amherst post office, &c. • Annapolis post office, &c Antigonish post office, &c Arichat post office, &c Baddeck post office, &c Dartmouth post office Digbv post office, &c Guysboro' post office, &c . . Halifax Asst. Receiver General's office. ii Appraiser's office ii custom house (new) ii Dominion building M drill shed ii Engineer's office ii immigrant shed ii immigration detention building (Trachoma) Kentville post office, &c Liverpool post office, &c Lunenburg post office, &c Nappin experimental farm New Glasgow post office, &c North Sydney post office, &c Pictou custom house ii post office Springhill post office, &c Sydney post office, &c Sydney Mines post office, &c Truro post office, &c Windsor post office, &c . . . . '. Yarmouth post office, &c Rents. Salaries of and Supplies for Engineers S cts. $ cts. 345 83 333 30 322 69 125 00 220 20 210 30 303 50 41 60 52 352 45 269 69 2,590 39 950 00 417 40 500 00 Heatinj 187 25 495 00 162 50 Totals for Nova Scotia (carried to Statement A, page 7) Prince Edward Island. C.'harlottetown Dominion building. ii Engineer's office. . . Montague post office, &c Souris post office, &c Summer side post office, &c Totals for P. E. Island (carried to Statement A, page 7) New Brunswick. Bathurst post office, &c Campbellton post office, &c Carleton, St. John West, post office, &c. Chatham post office, &c Dalhousie post office, &c Fredericton post office, &o Marysville post office, &c Moncton post office, &c Newcastle post office; &c 341 20 346 96 250 00 338 30 333 30 5 27 440 22 410 97 433 83 359 38 356 17 347 02 334 10 1,267 15 10,916 67 122 00 2,310 01 144 81 96 88 357 67 122 00 398 16 333 30 90 85 250 00 346 65 370 10 125 00 339 30 333 30 S cts. 353 08 184 49 263 63 155 30 215 20 81 00 235 00 185 80 71 55 189 40 218 77 421 89 Lighting. Water. I cts. 106 40 110 25 40 71 33 50 104 96 208 56 27 65 55 08 49 13 S cts. 16 00 20 00 5 00 Total. 27 40 33 16 500 14 545 75 103 OS 185 00 212 75 83 57 220 43 236 SO 216 75 191 45 227 40 326 00 142 20 244 13 271 43 369 00 1,631 02 79 31 .318 01 607 40 61 19 120 00 124 34 77 55 "284'6i' 684 34 15 40 166 ll| 170 60 1,055 33 181 04 284 58 218 05 452 80 6,650 99 6,870 60 50 00 13 50 44 25 50 66 24 00 25 00 25 00 30 00 58 00 30 00 30 00 25 00 36 00 S cts. 821 31 648 04 632 03 280 30 ■It is HO 423 66 sin 72 255 05 544 03 1,170 29 488 46 4, 9! II 31 950 00 187 25 1,602 54 769 44 614 28 669 80 584 55 8.3 57 893 34 1.278 44 262 42 822 78 838 97 1,873 16 712 62 914 88 861 50 1,191 90 671 37 6 70 245 34 149 27 358 88 871 61 ' 23 59 ' 91 94 2,909 37 1,431 56 337 33 431 18 63 15 426 29 292 95 415 16 27 28 281 29 368 86 987 14 970 13 26,675 54 168 75 4,021 74 128 70 413 74 246 15 808 49 168 75 611 15 191 40 31 97 290 12 26 58 755 06 21 90 330 63 133 05 5,618 82 34 02 8 50 13 50 25 50 100 50 74 85 1,376 64 992 90 194 47 979 91 666 18 1,565 82 174 18 1,051 72 910 06 30 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement B. — Expenditure — Continued. Name of Building. Rents. New Brunsiuick. — Concluded. | cts. Salaries of and Supplies for Engineers Heating. Richibucto post office, &c St. John custom house ii cattle quarantine. .. . ii detention hospital. . ii immigrant building. ii pest office ii savings bank Tracadie lazaretto St. Stephen's post office, &c. . Sussex post office, &c . Woodstock post office, Slc. .. ii armoury r.L'c, 33 Totals for New Brunswick (car- ried to statement A, page 8).. . Quebec. Acton Vale post office Aylmtr post office Berthierville post office Buckingham ■■ Coaticook n Drummondville post office Dundee custom house Fraserville post office, &c Gran by post office, &c Grosse Isle quarantine station I Hochelaga post office j Farnbam u Hull Joliette ii Lachine * ■■ j Laprairie <■ L'Assomption " Longueuil ■■ Montmagny n Montreal ... ir- Clerk of Works . H Civil Service Exam, office . . n custom house m Dominion public buildings. . drill hall ii Engineer's office H examining warehouse . ... M immigration office " inland revenue office ii post office (main) Branches : — sorting room, Windsor Station, C.P.R Northern Receiving H. (333 St. Lawrence) Eastern Receiving (226a Amherst) " Station B " (St. Catherine West) St. Cunegonde P.O. (Richelieu St.) St. Louis du Mile End P.O Westmount, 190 Greene St Superintendent Public Buildings, 414 Merchants Bank Building . . 526 33 414 on 57 75 150 00 4 00 Lighting. 8 cts. 337 301 1,653 96 277 00 277 00 900 00 1,549 87 3 00 180 00 340 88 251 75 361 50 275 80 379 10 83 30 69 109 50 345 50 302 48 336 02 259 76 166 60 87 80 125 00 345 49 82 37 139 43 208 21 256 11 89 645 40 27 50 540 47 114 50 996 36 200 00 225 00 1,457 22 1,020 83 300 00 50 00 2,992 68 1,275 04 700 00 10 00 8,350 82 463 60 11,069 81 222 01 371 19 8 cts. 207 00 1,717 97 1,522 73 777 09 288 42 936 64 157 50 361 70 169 34 3 00 Water. 8 cts. 176 14 426 85 8 cts. 499 32 406 83 Total. 355 25 2,266 35 91 41 19 70 472 33 13 14 231 60 86 48 106 67 48 00 25 00 17 00 8,994 72 8,784 88 8 cts. 720 44 4,298 10 683 83 277 00 3,324 01 5,065 64 395 97 1,116 64 777 98 724 93 654 51 278 80 6,165 61 1 1,758 19 26,229 73 224 70 175 00 12 00 278 79 86 80 24 75 141 34 74 20 32 00 214 28 67 10 27 90 279 30 131 61 40 00 168 75 100 00 8 75 33 75 402 50 57 91 150 00 243 70 141 04 150 00 14 50 161 50 119 72 61 14 106 70 7l 10 10 00 ^33 00 346 96 127 65 252 09 63 10 54 00 155 10 53 00 22 14 174 35 11 70 45 00 158 50 129 89 50 00 170 (Ml 129 28 20 81 5 50 .., 909 35 2,972 79 327 17 285 87 992 22 790 80 473 64 248 23 418 78 796 41 579 98 33 75 946 43 795 10 14 50 508 96 275 60 832 61 714 68 312 61 370 48 546 60 57 6 20 414 89 598 54 452 11 9 61 3,150 43 32 54 64 33 8,220 17 27 00: 13 50; 114 94 266 99 111 06 125 28 "80 66 37 83 644 13 197 65 101 91 867 24 15 52 45 62 32 00 63 25 150 00 4,956 68 1,275 04 7u0 00 7C2 84 15,145 67 1,097 83 915 71 21,263 94 996 36 353 58 238 50 1,965 07 1,020 83 75' i S4 300 00 50 00 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement B. — Expenditure— Continued. 31 Name of Building. Quebec — Concluded . Quebec citadel buildings Clerk of Works office culler's office custom house Engineer's office examining warehouse immigration building observatory . . . post office Queen's wharf building (Marine, Signal Service, culler's, Gas Inspection, Weights and Measures n Trachoma hospital ii St. Roch post office ii G. T. Ry. building, 5 Duford st. Peribonka immigrant shed Richmond post office, &c Rimouski post office, &c Roberval immigration sh_jd Sherbrooke post office, (fee Sorel post office, st office, &c Cobourg post office, &c Cornwall post office, <&c Deseronto post office, &c Dundas post office 250 00 214 61 342 70 339 63 352 30 376 73 621 72 383 90 343 90 343 10 524 47 258 43 411 46 252 00 55 10 200 00 479 81 117 68 362 71 409 45 384 80 41 60 Heating. Lighting. Water. $ cts. 570 13 271 22 881 76 796 59 348 36 830 24 835 25 685 78 47 80 $ cts. $ cts. 131 13 395 00 67 21 1,121 50 71 08 676 79 800 00 450 00 524 60 248 60 204 54 120 00 410 28 417 47 139 74 166 69 23 81 163 92 399 36 314 80 117 48 202 32 286 98 6 61 141 65 25 09 82 49 392 18 764 02l 48 00 356 40 48 7L 50 00 750 00 rso 00 25 00 37 50 37 50 250 00 21 96 150 00 100 00 100 00 188 00 93 86 355 82 60 00 15 00 9 75 617 97 375 93 410 59 147 25 168 70 303 85 120 17 186 89 168 00 60 50 37 53 19,691 64 20,187 28 148 50 199 75 194 00 in:. 32 240 25 495 92 269 67 141 50 188 70 463 47 206 25 379 00 167 25 122 54 238 96 277 72 219 60 290 00 276 05 40 00 45 88 86 75 138 29 226 02 713 17 240 94 105 74 191 04 255 87 32 85 439 88 140 10 46 65 7,002 89 Total. $ cts. 1,129 26 214 92 678 52 2,590 46 515 00 2,518 77 1,494 86 121 08 3,645 37 1,74.-! 25 927 47 71 61 375 00 789 21 772 12 392 13 452 49 1,369 63 1,909 16 209 70 942 70 658 30 565 49 755 90 657 08 598 13 796 60 11 29 1,417 05 1,280 30 000 86 450 72 201 70 112 62 284 46 401 95 274 79 39 50 50 00 26 25 23 99 50 00 83 25 15 77 10 00 18 00 38 00 16 00 85 00 21 25 34 13 37 50 29 25 92,552 82 363 11 638 33 646 63 799 90 893 00 1,914 06 910 28 601 14 740 84 1,281 81 513 53 1,315 34 559 35 224 29 200 00 941 72 508 02 900 90 1,138 90 964 89 371 10 32 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II. — Statement B. — Expenditure — Continued. Name of Building. Rents, Ontario— Continued. Fort William post office Gait post office Gananoque custom house n post office Goderich post office, &c Guelph post office, &c . Hamilton post office, &c Hawkesbury post office, &c. . . .-. Ingersoll post office, &c Kenora post office, &c Kingston custom house drill hall ,i examining warehouse.. . , M Inland Revenue office. ii military college M jjost office .... Lindsay post office. &c London custom house drill hall.. ii Engineer's office post office , Napanee post office, &c Niagara Falls post office, &c Orangeville post office, &c Orillia post office, &c Oshawa post office, &c Ottawa archives building ii astronomical observatory... ii bacteriological laboratory. .. ii experimental farm ii geological survey I ii Major's Hill park greenhouse. . n national art gallery and fish- eries museum ii post office H parliamentary and depart- mental buildings n printing bureau " royal mint n supreme court workshops (D.P. W.) &c Ottawa rented buildings : — Albert St. (Railway Mail Service offices) Cliff St. (branch observatory) Metcalfe St. (Labour Dept.) (Militia D.O.C) n (Surveyor General).. .. Queen St. (Dominion Analyst) ii (Exhibition Commissioner) ■I (' Imperial ' building). . . " (Railway Commission, &c ) Rideau St. ('Corry ' building) Slater St. (' Canadian ' building). . . . n (Militia building) Sparks St. (Ahearn & Soper building — Georgian Bay Survey offices). . . Sparks St ('Seybold ' building) it (' Sparks Chambers ') Sussex St. (French translator's offices), •i (Geological Museum annex ii (marine stores) Wellington St. (Custom-house) S cts. 291 00 Salaries of and Supplies for Engineers S cts. 350 80 352 58 21 00 342 60 300 1!) 1,808 40 21)2 13 364 95 356 65 173 55 450 00 2,481 00 492 85 334 90 922 95 540 00 1,163 50 404 20 377 70 351 20 302 20 274 48 7(10 00 990 00 Heating. $ cts. 443 20 244 25 148 13 119 75 244 38 481 10 1,009 76 126 35 251 82 672 40 351 55 Lighting. $ cts. 144 39 36 92 94 00 143 50 143 69 597 93 907 16 Water. 354 76 187 91 l'i4 -'•> 39 90 26 85 410 00 201 89 1,022 46 308 65 48 80 457 70 S cts. 45 27 13 25j "529 45 00] 18 72 823 351 7 12 13 85 52 08 1 6 80 0 55: 15 97 700 00 250 00 135 00 1,851) 00' 638 46 254 64 236 15 162 50 217 90 183 40 669 50] 552 50, 155 631 1,303 23 1,029 181 390 00| 247 00 1,199 S9 1,811 56 114 10 243 75 1 25 87 47 88 38 394 94 65 00 94 69 C.i 12 I'.' i 15 00 12 13 22 50 inn 65 57 50 30 19 40 00 20 00 32 50 12 91 Total. S cts. 983 66 647 00 242 13 289 54 775 67 1,457 94 4,548 73 425 60 985 38 1,269 04 636 15 450 00 40 45 42 82 2,481 00 1,223 63 608 09 2,503 76 540 00 291 00 3,671 02 803 13 897 60 534 95 640 07 559 17 1,399 50 1,937 44 220 63 1,397 92 2,331 78 655 00 340 00 1,101 25 250 00 1,500 00 31,619 73. 20,185 48 7,330 26 7,970 50 32 50 1,195 00 643 30 1,690 00 955 50 250 00 50'J 00 2, 1O0 00 0,735 00 5,100 00 34.162 56 14,671 72 360 00 1,025 00 831 00 450 00 390 00 450 00 «».-,() 00 28 50 410 50 692 50 3,742 39 14,693 26 66,498 47 1,605 56| I 16,906 32 32 50 2,095 30 359 81 120 36 104 00 409 50 500 00, 4,181 10 1,000 00 5,793 45 10S 00 929 58' 750 001 17s .".ii 303 36 257 00 350 00 33 12 121 26 189 27 60 214 661 360 1,142 1,792 18 00 128 98 165 00i 3,001 50 373 00 12 00 1,222 75 276 98 2,298 81 147 36 664 00 2,764 50 8,7-^0 03 5,460 00 39,9»6 06 23,257 65 360 00 1,625 no 849 00 686 98 390 00 178 50 2,147 94 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement B. — Expenditure — Continued. 33 Name of Building. Rents. Salaries of and Supplies for Engineers 855 00 5 00 25 00 400 00 87 50 120 00 Ontario — Continued Ottawa rented buildings— Con. Wellington St. (Gas Inspector) ii (Mounted Police stores) t. (Langevin block) ii ('Orme' building — Department Interior) (Workshops of D.P.W. —old) Paris post office, &c Pembroke post office, &c Peterbaro' custom-house M post office Petrolea post office, &c Picton H Port Arthur ■< ii Engineer's office Port Colborne Engineer's office. .... . ii post office Port Hope post office, &c Prescott custom house Prescott post office Sandwich post office Sarnia post office, &c Sault Ste. Marie post office, &c Smith's Falls post office, &c Stratford armoury ii post office, &c Strathroy post office, &c St. Catharines drill hall n post office, &c St. Thomas post office, &c Toronto Assistant Receiver General and Inland Revenue offices. . ii Civil Service Exam, office . . . ii custom-house drill shec" it Engineer's office ii examining warehouse ii gas inspector's office 360 00 M post office 1,748 34 ii letter carriers' depot 210 00 M post office Station A 1 1 H t. ,. „ B ii .. E... C E Toronto Junction post office, &c Trenton post office Walkerton post office, &c Windsor drill hall ii post office, &c Wingham ]x>st office, &c Woodstock post office, &c. S cts.! $ cts 1!) 70 35 00 505 00 1,000 00 1,250 00 Totals for Ontario (carried Statement A, page 12) to Manitoba. Brandon experimental farm. . immigrant building 19— ii _3 78,207 05 349 30 341 3' 258 05 300 55 353 83 344 82 293 04 Heating. Lighting. § cts. 3 04 91 i'" S cts. 4 02 63 00 Water. 2S7 7S 359 86 348 9f« 427 20 490 60 343 00 208 00 573 59 364 60 507 30 353 70 344 55 825 25 199 95 255 25 235 31 255 67 225 04 222 75 212 50 21 50 317 25 87 20 219 50 135 98 323 02 38 00 170 25 306 'SO 199 22 49 88 99 00 198 35 229 39 199 14 98 91 65 60 62 50 2N2 90 170 59 Kilt 2 198 80 66 24 229 29 153 81 1,502 25 1,035 00 3,673 72 7, 272 24 S87 58 2 59 9 90 45 00 349 00 377 30 337 55 336 30 300 00 729 30 41 38 411 92 399 90 264 00 j 287 02 I 964 69 414 38 167 30 131 47 1,326 68 1,828 34 27 45 234 51 56 10 141 39 185 50 257 23 94,679 85 503 40 118 10 314 26 69,584 53 271 4^ 30 21 295 13 3.824 12 942 56 98 66 609 57 419 27 13 64 225 29 156 25 100 00 1,207 20 14 32 396 59 64 39 126 27' Total. 8 cts 52 20 40 00 37 50 56 25 29 82 13 50 89 25 12 50 20 43 45 00 45 CO 44 00 136 75 57 38 'si 00. 19 SO 48 41 10 80 26 17 77 01 33 85 358 28 2 90 9 97 9 00 56 25 15 50 48 00 35 20 45,287 76 3,395 74 5 64 $ cts. 7 06 1,009 00 5 00 25 00 400 CO 581 33 735 62 729 21 841 86 807 83 679 98 660 39 109 00 120 00 362 28 980 44 132 20 784 04 135 9* 354 49 864 15 636 87 208 00 1,160 68 737 43 507 30 1,236 09 786 65 1,269 91 35 00 2,815 42 1,035 00 535 21 5,329 38 360 00 15,031 32 210 00 1,830 14 1,131 60 1,869 47 45 00 1,012 75 69 74 752 98 735 55 709 03 300 00 2,487 90 173 80 1,157 97 291,155 53 64 39 131 91 34 DEPARTMENT OF PUBLIC WORKS il 7-8 EDWARD VII., A. 1908 Part II. — Statement B. — Expenditure — Continued. Name of Building. Manitoba — Continued. Brandon post office, &c Dauphin immigrant station Elkhorn immigrant building Minnedosa Dominion Lands office Portage la Prairie ]x>st office, &c Virden immigrant building Winnipeg custom-house M Dominion Lands office ii clerk of works office n Pmgineer's office ii examining warehouse n immigration buildings ii new mili tar y store ii post office. . . n ii sorting room at C. P.R. station n weights and measures Totals for Manitoba (carried to Statement A, page 12) Northwest Provinces. Alameda Dominion lands office Battleford ■• . n H immigration building Banff topographical survey office .... Carnduff court house Calgary court house &c ii custom house. H Engineer's office M Dominion lands office H homestead inspectors n. immigration building ii topographical survey office. . . . ii post office, &c ii ii inspector's office. .. . Davidson immigrant building Edmonton court house ii Dominion lands and registry office ii post office M immigrant shed Indian Head experimental farm n forestry station Lethbridge court house and custom house, &c ii immigration building H post office Medicine Hat court house Lloydminster immigration building. . . . Macleod custom house ii court house Prince Albert Dominion lands and reg- istry office H immigrant shed " post office, &c Red Deer Dominion lands office and court house , r | Regina clerk of works office [ ii court house Rents. $ utS. Salaries of and Supplies for Engineers 90 DO 45 00 12 'Ml 310 00 153 30 25 00 843 75 350 00 1,859 05 135 00 255 00 12( 66 00 90 00 740 00 114 00 37 00 75 00 237 50 210 00 420 00 22 50 1,000 00 604 87 17 50 175 00 $ cts. 535 65 4S9 10 341 05 ' 62 00 2 00 55 00 Heating. Lighting. § cts. 858 30 4 75 533 73 166 95 100 65 80 63 2,616 98 105 00 4,418 57 2,763 33 6,008 37 7,251 59 166 64 205 47 697 43 75 75 j 330 00 417 05 419 55 477 80 270 00 331 90 333 30 483 15 53 98 111 50 27-") 25 232 21 i 8 cts. 499 16 Water. Total. 216 < 0 3,665 99 2 65 248 09 80 64 10 56 61 21 797 28 12 12 33 so 8 10 70 00 4 00 163 30 344 44 708 75 323 75 129 25 284 87 36 38 1,339 02 47 52 62 10 102 95 302 00 84 12 246 00 137 80 162 75 337 50, 42 20 546 02 71 85 84 03 2 00 53 76 65 10' 177 50, 27S 70 125 00 5 551 400 50 . . . ' 57 37 37 55 93 53 S Cts. : -75 00 7 55 133 23 84 46 4 80 | 22 38 7 85 I 11 16 53 90 5 29j 1,412 24 273 82 306 63 8 cts. 1,968 11 4 75 90 00 45 00 1,246 38 42 00 725 69 127 83 69 85 321 16 141 82 4,511 34 105 00 11,179 52 843 75 350 00 6,068 72 780 77 21,968 50 30 00 382 50 3 75; 43 70 20 00 19 00 7 50; 1 75 30 60 188 98 372 50 395 25 66 00 169 29 775 82 820 64 124 56 37 00 87 12 125 01 237 50 3,216 23 337 02 8 10 882 10 546 50 1,884 85 957 86 792 87 323 75 262 30 388 90 535 18 331 26 246 00 202 90 673 90 670 80 42 20 1,117 14 441 25 180 55 A'M <"»3 ii REPORT OF THE ACCOUNTANT SESSIONAL PAPER No. 19 Part II. — Statement B. — Expenditure — Continued. 35 Name of Building, North west Provinces — Concluded. Regina Dominion lands and registry office i. immigrant building i. post office &c Rosthern Dominion lands office ii immigrant building Strathcona immigrant building Saskatoon h n Stettler immigrant building Moose jaw post office n court house ii immigrant building Moosomin court house Wolseley ■■ Yorkton Dominion lands office H court house Totals for N.W.T. (carried to State ment A, page 13) British Columbia. Agassiz experimental farm Atlin post office Esquimalt custom house Col wood telegraph repairers office Kamloops post office, &c Nanaimo post office, &c * . Xelson post office, &c New Westminster post office ii fisheries, Indian bldg. Rossland post office, &c Vancouver examining warehouse ii post office ii dead letter office it steamboat ins peotor's office. . ii custom house ii immigrant detention hospital Victoria clerk of works office ii marine and Indian office (old custom-house) ii post office ii old post office ii immigrant building 'W illiam's Head quarantine station .... Totals for B.C. (carried to State- ment A, page 13) Rents. Salaries of and Supplies for Engineers. 1 00 1L>() 110 3i ; no 180 00 510 00 5,196 37 00 00 1,872 00 390 00 184 00 07 50 84 00 Yukon Territory. Dawson, sundry buildings (not appor- tioned) Whitehorse post office, &c Totals for YTukon (carried to State- ment A, page 14) 2,003 50 Heating. Lighting. Water. 845 41 404 81 s> cts. 440 00 230 23 320 40 $ cts 168 00 12 35 134 80 339 00 135 07 250 40 190 15 100 04 7,236 90 120 80 556 99 524 20 524 39 598 10 527 49 1,804 40 2 00 10 00 565 55 2,699 60 8 00 103 13 150 00 7 15 853 20 180 00 11 25 7 50 198 10 9 15 30 00 23 25 26 25 7,578 51 68 20 80 00 14 00 300 40 176 50 357 90 452 os 10 75 434 50 33 59 93 90 27 50 12 30 3,539 61 40 50 113 10 11 88 345 80 154 75 485 50 427 92 17 04 370 80 209 37 1,520 57 25 95 1 55 Total. & cts . 1,484 01 200 83 886 35 120 00 S 00 199 13 150 00 187 15 1,416 91 325 77 11 25 203 90 223 65 552 30 100 04 280 00 045 80 24,197 25 08 20 247 30 14 00 00 00 1,203 25 864 45 1,439 79 1,517 71 27 79 1,505 79 2,114 96 3,861 90 184 00 67 50 401 70 11 88 94 00 9 00 72 00 39 66 173 00 47 03 128 80 55 21 12 00 761 50 068 50 1,254 18 , 36 45 4,658 73 55 55 9 80! 64 35 129 70 14 00 I 14 00 2,948 241 i ! 2,948 24 7,939 52 5,961 90 5,178 04 453 49 22,196 45 1,250 00 1,250 00; 62,409 06 1,250 00 63,659 06 36 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Part II, Statement C. — Showing the amounts loaned by Government under the authority of special Acts of Parliament and upon the security of debentures of the burrowing corporation. The works upon which these funds are expended are of a quasi-public nature, and the several advances have been made upon the recommen- dation of the Honourable the Minister of Public Works, and after inspection by the Chief Engineer. To whom Loaned. Parliamentary Authority. Purpose. Amount. Loaned during 1905-6. 8 cts. *Harbour Commissioner's of Que- 62-63 Vic, ch. 34, sec. 34. Improvements to Princess Louise dock 110,878 67 Loantd during 1906-7. Harbour Commissioner's of Que- bec 62-63 Vic, ch. 34, sec. 34. Improvements to Princess Louise 120,246 72 231,125 39 This information was inadvertently omitted from the report for 1905-6. 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 FART III REPORT ON PUBLIC BUILDINGS THROUGHOUT THE DOMINION FOR THE FISCAL PERIOD ENDED MARCH 31, 1907 BY THE CHIEF ARCHITECT 19— iii— 1 7-8 EDWARD VII. SESSIONAL PAPER No. 19 • A. 1908 Public Works, Canada, Chief Architect's Office, Ottawa, September 20, 1907. F. Gelinas, Esq., Department of Public Works, Sir, — I am sending you herewith, annual report of works executed under this branch during the fiscal period ended March 31, 1907. D. EWART, Chief Architect. PROVINCE OF NOVA SCOTIA. ANTIGONISH. PUBLIC BUILDING. This building, which was described in my report of last year, is nearly completed. A hot water heating plant, electric wiring and post office fittings are being in- stalled. Plans, &c, prepared by this department. Clerk of works, Alexander McGillivray. Contractors, the Rhodes, Curry Company. CANSO. PUBLIC BUILDING. This building, which was described in my report for 1906, is now nearing com- pletion. Plans for a hot water heating apparatus, post office fitting, &c, are prepared. HALIFAX. CATTLE QUARANTINE. Roads were made and wire fencing done under the supervision of C. E. W. Dod- well, resident engineer and superintendent of public buildings, Nova Scotia, Hali- fax, N.S. Contractor for fencing, Isaac Hutching?. Road making by day labour. CUSTOM-HOUSE. This building, which was described in a previous report, has been carried on con- tinuously during the fiscal year, and is now practically completed. 19— iii— 11 4 DEPARTMENT OE I'UBEIC WORKS iii 7-8 EDWARD VII., A. 1908 Drawings and specifications prepared by this department and work supervised by C. E. W. Dodwell, resident engineer and superintendent of public buildings, Nova Scotia, Halifax, N.S. W. J. Basche, Resident Architect. Contractor for building, M. E. Keefe. Contractor for heating apparatus, Longard Bros. Contractor for tower clock, Schultz Bros. DETENTION HOSPITAL. Trachoma Hospital. The construction^ of this building, which was described in my report of last year, has been carried on continuously since and is now nearly completed. Plans, &c, for heating, lighting, fittings and furniture are prepared. Plans. &c, prepared by this department. Resident Architect, A. G. Gates. Contractor for construction of building, lighting, &c, S. A. Marshall & Son. Contractors for heating apparatus, Martel and Langelier. DETENTION HOSPITAL (OLD BUILDING). Repairs were made to carpentry and a cooking range, stove and pipes furnished under the supervision of C. E. W. Dodwell, resident engineer and superintendent of public buildings, Nova Scotia, Halifax, N.S. DOMINION BUILDING. A quantity of new furniture, some mail trucks and an electric stove were supplied ; the street letter and newspaper boxes were painted, and repairs were effected to lighting, plumbing, carpentry, locks, lock boxes, furniture, glazing and clock. Work supervised by C. E. W. Dodwell, resident enginer and inspector of public buildings, Halifax, N.S. CUSTOM APPRAISER'S OFFICE. This is a rented building. Minor repairs were effected to plumbing, goods hoist, glazing, furniture, &c, under the supervision of C. E. W. Dodwell, resident engineer and superintendent of public buildings, Nova Scotia, Halifax, N.S. IMMIGRATION BUILDING. Two new hot water heating furnaces were installed and it is further intended to replace the original two furnaces by two similar to the new furnaces, the four new fur- naces to be connected into one battery; extensive repairs were made to the older portion, principally to plastering, plumbing, lamps, &c. Plans prepared by this department and work carried out under the supervision of C. E. W. Dodwell, resident engineer and inspector of public buildings, Halifax, N.S. LAWLOR'S ISLAND QUARANTINE STATION. WINTER HOSPITAL. This building, which was described in my report for 1906, is nearing completion and is being fitted up with a hot water heating apparatus. The grounds about the building were graded by day labour and some repairs were made to the wharf. iii REPORT OF THE CHIEF ARCHITECT 5 SESSIONAL PAPER No. 19 Plans and specification prepared by this department and work supervised by C. E. W. Dodwell, resident engineer and superintendent of public buildings, Nova Scotia, Halifax, N.S. Clerk of works, Thomas Osborne. Contractors, Rhodes, Curry & Co. INVERNESS. PUBLIC BUILDING. A site measuring 100 feet by 100 feet situated on the corner of Railway and Second streets was acquired, and on July 28, 1906, a contract was entered into for the construction of the building. The building consists of a main portion having two brick stories resting on a stor.e basement and crowned by a wooden mansard attic with a frontage of 33 feet on Railway street by a depth of 44 feet, and in the rear a one-story brick adjunct on a stone basement 31 feet in depth by 22 feet in breadth. The main portion is designed to accommodate the heating, fuel and stores in basement, the post office on ground floor, the Customs and Inland Revenue on first floor, and the caretaker on the attic floor. The adjunct is for the examining warehouse and the weights and measures office. The floors, roofs, partitions and stairways are of wood, excepting the basement floor which is concrete and the partitions of stairway hall which are brick. There are brick vaults one each for ground and first floor. Plans, &c, prepared by this department. Clerk of works, Duncan A. Mclsaac. Contractor. Edward F. Munro. LUNENBURG. PUBLIC BUILDING. The foundation walls were cemented; the brickwork of the external walls was re- paired and painted; galvaniezd iron drips were built in joints under string course; new concrete front entrance steps were put in; a number of window frames were renewed; the inside and outside woodwork was painted, the floors shellacked, the plastering kal- somined and the glazing put in repair. A new W.C. was fitted up for the post office and another for the customs, a bath tub and a range boiler were fitted up in the care- taker's apartments and some additional electric lights were supplied. Work done under the supervision of the department. Contractors, Frank Powers, W. Romkey. NEW GLASGOW. PUBLIC BUILDING. A new hardwood post office lobby screen with post office fittings and furniture were provided; a partition was built inclosing the upper part of the stairway at caretaker's apartments ; a new hardwood floor was laid in general delivery and offices, ground floor ; a new smoke pipe was provided for heating furnace; the ceilings and walls were kalso- rained; additional electric wiring, fixtures and lamps were provide?; a new lavatory basin was fitted up and the plumbing generally improved and repairs effected to glazing, woodwork and plastering. Work done under the supervision of D. H. Waterbury of this department, St. John, N.B. 6 DEPARTMENT OE PUBLIC WORKS 111 I 7-8 EDWARD VII., A. 1908 PICTOU. CUSTOM-HOUSE. New hardwood floors were laid in halls and offices of inland revenue suite; the grounds about the building were improved and had cinder footpaths laid through them. Work supervised by D. H. Waterbury, of this department, St. John, N.B. POST OFFICE. A concrete footpath was laid along the street frontages; a portion of the rear of lot was shored up and the fence improved; new handrails were supplied to entrance stairs and repairs were made to woodwork of doors, vestibule and floor. Work supervised by D. H. Waterbury, of this department, St. John, N.B. SYDNEY. QUARANTINE STATION, POINT EDWARD. An artesian well was sunk and a well house built over it. TRURO. PUBLIC BUILDING. The post office arrangement was altered and improved; a new lobby screen was erected; a new hardwood floor was laid in post office lobby, general delivery and postal offices ; a glass partition with swinging doors was erected in customs hall, first floor ; an additional door to close off end of lower hall was put in; some painting and varnishing "was done; new entrance stone steps were set and repairs were made to masonry, &c. Work done under the supervision of D. H. Waterbury, of this department, St. John, N.B. PROVINCE OF NEW BRUNSWICK. DALHOTJSIE. PUBLIC BUILDING. All broken plaster was made good; the walls and ceilings were kalsomined; the wainscot, window frames, sashes, radiators and woodwork painted, lobby screen and hardwood varnished; the sewer was extended; three new water closets were installed; new copper conductors were furnished to eaves and the down pipes repaired; a new cistern was provided in attic; a new stone step was laid at entrance; a broken window sill was replaced; a granolithic footpath was laid and repairs were effected to cement floor of basement, pointing of masonry, and eaves cornice, and some new treads put in main stairway. Work supervised by D. H. Waterbury, of this department, St. John, N.B. FREDERICTON. DRILL HALL. This building, which was described in my report of last year, has been completed, fitted up with hot water heating, electric lighting and furniture. The upper part of the lii REPORT OF THE CHIEF ARCHITECT 7 SESSIONAL PAPER No. 19 recreation room which was designed to extend through two floors, has been converted into an additional story, and some minor changes made in partitions incidental thereto. Plans and specifications prepared by this department. Clerk of works, H. M. Clarke. Contractor, C. J. B. Simmons. PUBLIC BUILDING. A new lobby screen and fittings, together with some furniture supplied and erected in post office; glass panels were put in entrance doors; an entrance porch was con- structed; the general delivery and offices were painted and varnished, and some repairs were made to woodwork. Work supervised by D. H. Waterbury, of this department, St. John, N.B. KENTVILLE. PUBLIC BUILDING. The drains were connected with the town's new sewerage system, the plumbing was improved and some minor general repairs effected. Work supervised by D. H. Waterbury, of this department, St. John, N.B. MARYSVILLE. PUBLIC BUILDING. Partitions were erected to increase the number of rooms on first floor; a pantry was built; the upper story and a part of ground floor were painted and kalsomined; the heating coils were in part rearranged, and repairs were made to woodwork. Work supervised by D. H. Waterbury, of this department, St. John, N.B. MONCTON. PUBLIC BUILDING. A new post office lobby screen was put in ; a new hardwood floor was laid in lobby ; a new porch was erected at rear entrance; fly doors were provided and some painting and varnishing done. Work supervised by D. H. Waterbury, of this department, St. John, N.B. ST. JOHN. CATTLE QUARANTINE. A sewer pipe was laid from each building to a main, running into Marsh creek, with branches for surface drainage having traps and gratings. Water supply was laid from the city mains with necessary sinks, &c. The grounds were inclosed by wire fencing. Work done under the supervision of D. H. Waterbury, of this department, St. John, N.B. CUSTOM-HOUSE. The long room had an oak glazed and panelled counter screen wth doors, wickets, cashier's cage, &c, erected; gas pipes were extended and new lights supplied; new desks 8 DEPARTMENT OF PUBLIC WORKS ill 7-8 EDWARD VIJ., A. 1908 were provided and the electric wiring extended; the tiling of the main hall floor was in part renewed; the drain was overhauled and put in order; the signal officer's apart- ments were improved; a new doorway made; furniture and hot water boiler supplied therefor; the floors oiled, the rooms painted and kalsomined and the bath room im- proved; the marine flag mast was repaired, painted and provided with guys and halyards, the walls of a number of offices were repainted. Repairs were made to steam boilers, electric bells, wires, batteries, clocks, plumbing, closets, cisterns, door springs, cement bases, doors, window sashes and cords, glazing, woodwork, plastering, hydraulic hoist, main external cornice and office furniture. Work supervised by D. H. Waterbury, of this department, St. John, N.B. ST. JOHN. POST OFFICE. New linen blinds were supplied for a number of windows; the post office inspector's rooms had new linoleum floor covering; the basement was painted and whitened; the elevator was overhauled and put in good running order; repairs and improvements were effected to the woodwork generally; some new sections were put in the copper conductor pipes and the remainder as well as the cast iron receivers repaired ; some new articles of furniture were supplied and some repaired ; a portion of the heating system was removed and replaced by new ; galvanized iron ash barrels and disinfectants were supplied; the street letter boxes and parcel receivers were painted, and repairs were effected to plumbing, bells, wires, batteries, speaking tubes, door springs, glazing, masonry, plastering, &c, &c. Work supervised by D. H. Waterbury, of this department, St. John, N.B. PARTRIDGE ISLAND QUARANTINE STATION. The buildings hereat comprise a disinfection house, four detention buildings, two hospitals, a gas-house and plant, a quarantine steward's house and a medical superin- tendent's residence. The beds in the detention buildings were rearranged and the partitions rear- ranged enlarging the rooms; the shore landing wharf was repaired; telephone connec- tion with new building was made; the disinfection house and the medical superinten- dent's were painted and in part papered, varnished, &c, grading about the doctor's house and about the new hospital and to the new roadway was done; an oak medical ease which occupies an end of one of the rooms was constructed in the new hospital, and some stove boards, acetylene street lamps, &c, were supplied. Work supervised by D. H. Waterbury, of this department, St. John, N.B. ST. STEPHENS. PUBLIC BUILDING. A new post office lobby screen and fittings were supplied under the supervision of D. H. Waterbury, of this department, St. John, N.B. TRACADIE. LAZARETTO — LAUNDRY AND SEPTIC TANK. The laundry is to be an adjunct to the basement and be situated in the rear of the fuel room and measures 52 feet by 29 feet. The floor is to be level with that of the basement of the building and the space is to be divided into a laundry for the iii REPORT OF THE CHIEF ARCHITECT 9 SESSIONAL PAPER No. 19 lepers 'and one for the Sisters of the Congregation, but having no means of commu- nication with one another. The walls are of stone, the partitions brick and the floor concrete. A chimney for the steam boiler is to be built in the rear wall of the main building and have the shaft carried well above the roof. The building will be fitted up with sterilizing and washing apparatus, steam boilers and machinery. Plans, &c, prepared by this repartment. PROVINCE OF PRINCE EDWARD ISLAND. SOURIS. PUBLIC BUILDING. This building which was described in my report of last year is completed. Plans, &c, prepared by this department. Clerk of works, Bernard Creamer. Contractor for construction. Edward H. Mitchell. Contractor for heating apparatus, Bruce Stewart. Contractor for sidewalks, F. S. Macdonald. PROVINCE OF QUEBEC. BERTHLERVLLLE. PUBLIC BUILDING. Electric lighting was installed; the brick wall between the post office and the annex was removed, and the walls and woodwork of the office and lobby were painted. The gallery in front was refloored. Work supervised by G. S. Gingras, of this department, Montreal, P.Q. CHICOITTIMI. PUBLIC BUILDING. This building which was described in my report of last year is still in progress of construction. Contracts for hot water heating and wiring are entered into. Plans and specification prepared by this department. Clerk of Works, Wm. Warren. Contractor, Adolphe Beaulieu. Contractor for hot water heating, Ovide Guay. COATiCOOK PUBLIC BUILDING. The lead piping of the plumbing was removed and replaced by galvanized iron piping; a water closet, a bath and a lavatory basin were fitted up for the caretaker, and the first floor rooms and corridors were ceiled in pine, oil stained and varnish- ed, and had the walls and woodwork painted and the floors cleaned and varnished. All supervised by G. S. Gingras, of this department, Montreal, P.Q. 10 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 DRUMMONDVILLE. PUBLIC BUILDING. Some minor repairs were made to plumbing; the interior plastering and wood- work were cleaned and painted, under supervision of G. S. Gingras, of this depart- ment, Montreal, P.Q. DUNDEE. CUSTOM-HOUSE. The office of the surveyor was supplied with furniture and with a burglar and fireproof safe, under the supervision of G. S. Gingras, of this department, Montreal, P.Q. FRASERVILLE. PUBLIC BUILDING. A new drain was put in ; the stonework was pointed ; a new wrought iron boundary fence was put up; a board walk was laid along the footpath; some sodding and tree planting was done; the front entrance platform was renewed; ventilating panes were put in the storm windows of ground floor; new plumbing was fitted up in attic and the plumbing throughout the building renovated; the woodwork throughout was re- paired, and general repairs made to the various parts of the building. Work done under the supervision of this department. GROSSE ILE. QUARANTINE STATION. Sick Division. Disinfection building. — On November 20, 1906, a contract for the construction of this building was entered into with Achille Dugal. It is to be a one-story building with brick ivalls, concrete floor and wooden roof, measuring on plan 26 feet by 19 feet. It is to contain a room for infected clothing, steam boiler and sterilizing apparatus, a room for sterilized clothing, a nurses' disrobing room, a needle bath and a nurses' dress- ing room. Hospital. — Handrail and railing renewed and painted; wire ceilings put in; a number of water closets fitted up, and a tank of S50 gallons capacity put in. iJospital employees' building. — Drainage for six W.C.'s was laid, one water closet was fitted up; a stairway was put in and the barn in most part renewed. Small-pox shed. — The W.C.'s were ceiled with wire mesh ; 2 ventilators were put in. Laundry. — One ventilator was put in. Fnends of the sick division. — The large chimney was demolished; the floor and roof were repaired ; a partition was erected, and the cornice was repaired. Middle Division. Baker's dwelling. — A cellar was excavated and paved. Boatmen's original quarters. — These lodgings, six in number, were fitted up with separate sets each of bath, water closets, lavatory basin, hot and cold water service drainage, &c. iii REPORT OF THE CHIEF ARCHITECT 11 SESSIONAL PAPER No. 19 Presbytery. — Part of the floor was renewed; two windows were added, and repairs were made to the stable. Medical superintendent 's residence. — The floor of the verandah was in part reno- vated and painted. The gardener's lodge was raised, furnished with new sills and in part new floor; the wood shed, barn and stable were raised and levelled, and the stair- way leading from grounds to river was renewed. Generally. — Two new wells were sunk and four others were enlarged, cleaned and renovated. Boatmen's new quarters. — This building, containing eight dwellings, is completed and fitted up with plumbing, hot and cold water services, hydrants, drainage, &c. Western or Health Division. Neic building for inspection of quarantine immigrants. — This building is com- pleted. First class building. — A steam heating apparatus was put in from plans of Chas. Vezina. Constables' quarters. — These were repaired, repapered and repainted. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. IBERVILLE. POST OFFICE. A site, cadastral No. 203, at the corner of Market and Morley streets, was obtained and on July 26, 1906, a contract was entered into for the construction of the building which has a frontage of 50 feet by a depth of 33 feet. It is a one-story brick building on a stone basement and having a wooden unlighted cock loft roof covered with metal ; the floor of the ground floor, the roof and the stairway are wood, and the floor of the basement concrete. There is a brick vault in ground floor. The building is to be heated by hot water. Plans, &c, prepared by this department. Clerk of works, J. E. A. Benoit, architect. Contractor, A. G. Marshall. JOLIETTE. PUBLIC BUILDING. The main entrance to the building was fitted with a permanent porch. Interior window shades were supplied. Minor repairs done to plumbing and a water filter installed in the water main. All done under the supervision of G. S. Gingras, of this department, Montreal, P.Q. LEVIS. PUBLIC BUILDING. This building which was described in my report of last year has been continuously in progress, but is not yet completed. A hot water heating system, a tower clock, electric lighting and the fittings for the various departments, have been contracted for and the completion of the building during the incoming summer is expected. Clerk of works, L. Auger. Contractor, Joseph Couture. 12 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWAR - VII., A. 1908 LONGUEUIL. POST OFFICE. This building which was described in a previous report is completed ready for occupation. Plans, &c., prepared by this department. Clerk of works, Alfred Prefontaine, architect. Contractor, Joseph Bourque. Contractor for clock, T. A. Grothe. Sodding, W. Baker. MONTMAGNY. PUBLIC BUILDING. This building which was described in a previous report is still in progress. A hot water heating apparatus and electric lighting are being installed. Plans and specification prepared by this department. Clerk of works, Theodore T. Beaumont. Contractor, Napoleon Dumont. Contractors for heating apparatus, Proulx and Mathurin. Contractor for electric lighting, Charles Vezina. MONTREAL. CUSTOM-HOUSE. The electric light was installed in the remaining portion of building. Roof and eaves troughs were repaired and several repairs to plumbing, such as two new lavatories, new water pipe, new waste pipe, &c. The heating apparatus was also repaired ; two coils altered, two others put in private detectives rooms and the ceilings of these two rooms repaired and tinted. Hardwood work was repaired and varnished, a number of articles of furniture supplied, also carpets and linoleum and 200 feet of fire hose. Work supervised by C. Desjardins, clerk of works, Montreal, P.Q. EXAMINING WAREHOUSE. Walls were pointed; brick pillars in all corridors on every floor were repaired and covered 4 feet high with steel plates for protection from trucks loaded with goods. A mechanical stoker was put in for boilers, a room was fitted up for firemen. From time to time, repairs were done to the large down pipe from roof and also to plumbing. Several repairs to heating apparatus and the pipes in basement were covered over with asbestos and two coils renewed. Work supervised by C. Desjardins, clerk of works, Montreal, P.Q. INLAND REVENUE BUILDING. The original heating furnaces were taken out and two new ones installed, this necessitated excavating in order to lower floor and give required sp.tce for pipe con- nection to chimney and other connections, the floor was cemented, water pipe and connections to coils were added, also several valves. Repairs were effected to plumbing, roof and eave troughs and also to gas pipe and a few Auer lights added. Work supervised by C. Desjardins, clerk of works, Montreal, P.Q. REPORT OF THE CHIEF ARCHITECT 13 SESSIONAL PAPER No. 19 MONTREAL. POST OFFICE. The following alterations of and additions to money order and Accountant's offi- ces were effected; a wall was demolished, a new glazed partition put in doors and wickets erected; a hardwood counter was placed all along new division with drawers, doors, shelves, necessary locks, &c. ; plastered division was made and an opening through another wall for a door to the new room; plumbing in these new offices was altered, 2 new basins and taps, water pipe and sinks were put in and various repairs were made to the whole of the plumbing. The 3 doors to main entrances with the old porches were taken down and 3 new revolving doors were put in. A new hot water system consisting of a furnace in basement and a galvanized iron boiler in attic was installed, to supply hot water for the purpose of cleaning building, together with galvanized iron pipes and all necessary connections to serve hot water to each floor. Various alterations were effected to electric lights, new lights added in new offices of money order and Accountant; also 3 large electric lamps installed outside of three main entrances. A telephone system was installed from Assistant Postmaster's office, to all branches of the department. The heating system also has undergone certain repairs; a number of coils were altered and a new one added in Superintendent Ross' room. The mail wagons were repaired and new rubber tires put on. New hardwood floors were laid in basement, letter carriers' large room, post office Inspector's rooms and the 4 corridors on same floor. Several tables and pigeon-holes for the distribution of mails were supplied. The roof has also undergone repairs. POSTAL STATION ' B.' Repairs were effected to glazed partitions and letter boxes; a new division parti- tion was put up to enlarge letter carrier's room; doors and windows were repaired; new locks put in; walls repaired and whitewashed; all woodwork, inside and out was painted and the hardwood partitions were varnished. Iron grilles were put in all openings in basement, also to windows and doors in rear of letter carrier's office. W.C.'s were repaired, a complete system of urinals, &c, was installed. The gas light system was also repaired, gas pipes and several lights added. Work done under the supervision of C. Desjardins, clerk of works, Montreal, P.Q. POST OFFICE, ST. LAWRENCE STREET. Minor repairs to plumbing, to W.C.'s and urinals, also to gas light and a few Auer lights added. Work done under the supervision of C. Desjardins, clerk of works, Montreal, P.Q. POST OFFICE, ST. LOUIS DU MILE END. Minor repairs were done to this building, the framework around tower clock repaired and varnished, also new panes of glass put in. Electric light repaired and a few lights added. A system of gas light installed for the P.O. A few urgent repairs to plumbing, W.C.'s, urinals, &c. Work done under the supervision of C. Desjardins, clerk of works, Montreal, P.Q. HOCHELAGA POST OFFICE. The exterior of all openings, roof, balustrades, iron cornices, &c, were painted, under the supervision of C. Desjardins, clerk of works, Montreal, P.Q. 14 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 NICOLET. PUBLIC BUILDING. This building, which was described in a previous report, is still in progress. Plans, specifications, &c, prepared by this department. Clerk of works, Philemon Rivard. Contractor, Joseph Bourque. Contractor for heating apparatus, Jos. Morisette. JTOMJLN INGUE. IMMIGRATION BUILDING. A contract for the construction of this building was entered into October 19, 1906, and the building is completed. It is a 2^-story wooden building on stone foundation walls, and consists of a main portion 46 feet by 28 feet, having on the ground floor separate dining rooms for men and women and on the first floor separate dormitories for men and women, the attic being for storage and there being no basement ; also a rear wing 26 feet by 18 feet con- taining a basement for vegetable storage, a ground floor for caretaker's dining room and a first floor for (2) bedrooms. In a re-entrant angle between the main building and the wing is a one-story open leanto shed 13 feet by 17 feet. Plans, &c, prepared and work supervised by the department. Work supervised by G. S. Gingras, of this department, Montreal, P.Q. Contractor, L. Gauthier, Quebec. QUEBEC. CITADEL. During 1906-7, a wooden oiie-story shed, the walls and roof covered with metal, measuring on plan 100 feet by 20 feet was constructed in the shot yard under the supervision of Ph. Beland, clerk of works, Quebec, by Decary and Noel, contractors. Plans and specification prepared by this department. his excellency's residence, citadel. Repairs to heating furnace, water service, ventilation and bells were effected; some of the furniture was repaired and revarnished, and the interior of the building cleaned and put in order for the annual visit of Their Excellencies. Work supervised by Ph. Beland. clerk of works, Quebec, P.Q. IMMIGRATION BUILDING, LOUISE EMBANKMENT. Inclosure fences were erected between the buildings and the tracks and between the buildings and the wharf ; a number of lavatory basins were placed in the offices and repairs were effected to the roofs and stoves. A number of signs were painted and some awnings provided. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. POST OFFICE. An additional observation gallery was erected ; a portion of the roof was recovered with metal; a number of offices were repapered and repainted; repairs were made to plumbing and some articles of furniture and some carpet, linoleum, curtain?. &c, were supplied. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. iii REPORT OF THE CHIEF ARCHITECT 15 SESSIONAL PAPER No. 19 QUEBEC. WEIGHTS AND MEASURES OFFICES. General repairs to carpentry were effected under the supervision of Ph. Beland, of this department, Quebec, P.Q. CUSTOM-HOUSE. Iron ladders were fixed on roof ; a number of the offices were papered and painted and the iron railing on wharf was painted ; a carpet and a number of articles of furni- ture were supplied and repairs were made to wharf, heating apparatus and plumbing. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. EXAMINING WAREHOUSE. Iron ladders were placed on roof; the heating mains of the front portion were renewed and some of the branches altered; the boiler room, ceiling and the covering of the steam boilers were sheeted with steel; the flooring in second floor was renewed in birch; a large counter and wood partition glazed above and panelled below were put in; one room was painted and the plastering was repaired. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. STORE BUILDING, DOMINION ARSENAL. On May 7, 1907, a contract for the construction of this building was entered into. It is a three-story stone building on stone and cement foundations having frontages of 91 feet and 53 feet on Carleton and Arsenal streets respectively. All the ground floor excepting what is occupied by weigh scales, elevator, brick safe, stairways and storekeepers office is for storage; the first floor has a strip 20 feet in width, and the second floor a strip 15 feet in width, by the length of the building, devoted to offices, and the remainder is for storage. There is a brick safe room on each floor and a lava- tory on both first and second floors. The external walls are lined with brick. The staircases, posts, beams and the floor and ceiling joints are of iron, but the partitions and roof are of wood the partitions being mainly glazed partitions. The elevator travels from top to bottom. The floors and second floor ceiling are concrete, the ground floor covered with block pavement and the office portions of the succeeding floors with hardwood flooring. The roof is covered with tar and gravel composition. Plans, &c, prepared by this department. Contractors, Jinchereau and Lamonde. TRACHOMA HOSPITAL, SAVARD PARK. A brick building for disinfection was erected, the cesspool was lined with brick; the verandahs of the temporary hospital were covered with iron; the temporary hos- pital windows were furnished with iron grilles; two ranges were furnished and heat- ing apparatus, baths, electric lights, &c, were put in the temporary building, and also temporary latrines erected outside. Wooden benches and table were supplied and the roof of the temporary hospital was painted. Some minor works of plumbing and drainage were done, and a water service pipe from the aqueduct was laid to the buildings. Work supervised by Ph. Beland, clerk of works, Quebec, P.Q. DETENTION HOSPITAL (TRACHOMA HOSPITAL), SAVARD PARK. This building, which was described in a previous report, is nearing completion. Plans, &c, prepared by this department. Work done under the supervision of E. M. Talbot, architect. Contractors, Jinchereau and Lamonde. Contractors for hot water heating apparatus. Martel & Langelier. 16 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 RICHMOND. PUBLIC BUILDING. The interior was cleaned and painted throughout; hardwood floors were laid in first floor hallway and in caretaker's kitchen and a water filter was fitted to the main feed pipe. Work done under the supervision of G. S. Gingras, of this department, Montreal. P.Q. ST. HYACINTHE. DRILL HALL. This building, which was described in a previous report, is completed; furnished with hot water heating and electric lighting. Plans, &c, prepared by this department. Clerk of works, Francis Renaud. Contractors, Paquet & Godbout. Contractor for hot water heating apparatus, Joseph Huette. Contractor for electric lighting, St. Hyacinthe Gas and Electric Power Company. Contractors for fittings, Morin & Fils. ST. JOHNS. POST OFFICE BUILDING. This building, which was described in my report of last year, is still in progress. Plans and specification prepared and work to be supervised by J. E. A. Benoit, architect, St. Johns, P.Q. Contractor, J. J. Collins. ST. JEROME. PUBLIC BUILDING. The roof of the main building was covered with galvanized iron and a water filter was installed under the supervision of G. S. Gingras, of this department, Montreal, P.Q. SOREL. PUBLIC BUILDING. A new flag pole was erected on tower; the main entrance steps were repaired and covered with special cast iron plates ; additions were made to the heating apparatus on ground and attic floors; the lead piping of plumbing on first floor was removed and replaced by galvanized iron piping, and furniture and carpets were supplied to the cus- toms, inland revenue and marine offices. Work supervised by G. S. Gingras, of this department, Montreal, P.Q. ST. HYACINTHE. PUBLIC BUILDING. The plumbing at the post office, &c, building and that at the inland revenue build- ing underwent repair under the supervision of G. S. Gingras, of this department. Montreal, P.Q. iii REPORT OF THE CHIEF ARCHITECT 17 SESSIONAL PAPER No. 19 THETFORD MIXES. PUBLIC BUILDING. The main roof was recovered with galvanized iron, and repairs were made to a number of the windows and to cornice, all under the supervision of G. S. Gingras, of this department, Montreal, P.Q. THREE RIVERS. DRILL SHED. This building, which was described in my report of last year, is still in course of construction. A hot water heating apparatus and an electric lighting service were put in. Clerk of works, Emile Tanguay, architect. Contractors for the erection of the building, Jos. Bourque & Co. Contractors for heating apparatus, Martel & Langelier. Contractors for electric lighting service, The Slade Electric Company. VICTORIAVILLE. PUBLIC BUILDING. Snow and ice steel guards were supplied and fitted to eaves of roof on front and south faces of building; a covering was erected over the customs entrance, and hard- wood floors were laid in kitchen and in bath room. Work supervised by G. S. Gingras, of this department, Montreal, P.Q. PROVINCE OF ONTARIO. ALEXANDRIA. PUBLIC BUILDING. A contract for the reconstruction of this building in accordance with the original plans was entered into May 28, 1906, and the building is now completed. Plans, &c, prepared by this department. Clerk of works, J. R. Chisholm. Contractor for construction of building, W. J. Rowe. AMHERSTBURG. PUBLIC BUILDING. The building was renovated, cleaned, painted, kalsomined and papered, the out- side painting including brickwork, eaves troughs and ironwork. All the carpentry and ironwork including the eaves troughs and down pipes were made good. The building is now in good condition. Work done under the supervision of Thos. H. Hastings of this department, To- ronto, Ont. 19— iii— 2 18 DE1'AUTMK\T OF P1BLIC WORKS iii 7-8 EDWARD VII., A. 1908 BARRIE. PUBLIC BUILDING. Alterations and rearrangement of the post office fittings were made, a new post office screen with new brass boxes and drawers also a new floor were put in the post office. A bath was fitted up in caretaker's quarters and the plumbing was overhauled and in part renewed. A new partition was erected and the interior painted and kalsomined. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. BERLIN. PUBLIC BUILDING. The top of the main chimney was rebuilt under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. BELLEVILLE. PUBLIC BUILDING. The post office and money order fittings throughout were altered, rearranged and added to and some repairs were made to painting, kalsomining and plastering. All under the supervision of Thos. H. Hastings, of this department. BRAMPTON. PUBLIC BUILDING. The interior of this building was entirely cleaned and renovated and had new electric wiring and fittings installed as also a new maple floor in lobby. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. BRANTFORD. PUBLIC BUILDING. The building was wired throughout for electric lighting. Fire escapes were pro- vided and fixed to the building. A portion of the deck roof was raised; the deck was repaired and recovered with galvanized iron; the plumbing was renovated; new fur- niture was supplied to the customs and inland revenue offices; new granite entrance steps were built and some window shades provided. Work supervised by L. H. Taylor, architect. CHATHAM. DRILL HALL. This building which was described in a previous report is completed and fitted up with hot water heating, electric lighting. &c. iii REPORT OF THE CHIEF ARCHITECT 19 SESSIONAL PAPER No. 19 PUBLIC BUILDING. The drain was repaired; the ceilings and walls of post office were painted and the screen cleaned and varnished. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. CLINTON. PUBLIC BUILDING. The porch was closed with a glass screen under the supervision of Thos. H. Has- tings, of this department, Toronto, Ont. FORT WILLIAM. PUBLIC BUILDING. An inclosure fence was erected and a number of articles of furniture was sup- plied the inland revenues offices together with some linoleum ; all under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. GTJELPH. ARMOURY. This building, which was described in my report for last year, is yet under construction. Plans for hot water heating and electric lighting services are prepared. Plans, &c, prepared by this department. Clerk of works, W. A. Mahoney. Contractors, Nagle and Mills. GODERICH. PUBLIC BUILDING. Alterations and rearrangement of the public lobby screen were made under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. HAMILTON. NEW DRILL SHED. The original Hamilton drill shed to which this building is to be attached, was described in the report of this department for the fiscal year 1886-7. . A contract was entered into for the construction of this building on July 31, 1906. and the works are in progress. The building is situated on Hughson street, south of and 80 feet distant from the original building with which it is to be connected by an extension of the two-story portion of the frontage of the new building. The new building, exclusive of the connecting portion, has a frontage of 167 feet by a depth of 300 feet and consists of a main hall 128 feet wide by 236 feet long, having on the northern side and both ends a two-story and basement portion 33 feet in breadth along rear of drill hall. The drill hall has driveway arched opening to it from front and rear, and there is one arched driveway entrance to yard between the halls through that portion of the building which connects the old and new halls. There is a basement extending throughout the two-story portions; that at the rear of the drill hall contains lavatories and storerooms; along side of the drill hall are bowling alleys and shooting galleries, 19— iii— 2J 20 DEPART.)! f.XT OF I'MIJC WORKS iii 7-8 EDWARD VII., A. 1908 and on the street front are kitchens, lavatories, bathrooms, water closets and store- rooms. On the ground floor are IT armouries, 2 maxim gun rooms, 2 CO. rooms, 2 Q.M. stores, 2 adjutant's rooms, 2 orderly rooms, 2 map store rooms, 2 signal corps rooms, 2 stretcher' corps rooms and a residence consisting of 0 rooms and a kitchen. On the first floor are 2 officers' mess rooms, 2 officers' billiard rooms, 2 sergeants' mess rooms, 3 band rooms, 2 reading rooms, 1 lecture room, 1 men's recreation and lavatory and W.C. rooms. In the loft of each tower is a room, two for bugle band rooms and two unappropriated. The walls are of brick with stone dressings, and on stone basement and foundation walls. Plans, &c, prepared and work supervised by W. W. Stewart. Contractor, George F. Webb. ALTERATIONS OF POST OFFICE. On December 4, 1906, a contract was entered into for extensive alterations of and additions to the post office fittings together with other and incidental works there- with. These include the renewal of the rear stairway, the construction of a number of partitions, the forming of a mail bag room with a storeroom having a stairway thereto over; the opening of a new entrance to the mail bag room from yard; tiling the public lobby; putting a new skylight in the one-story portion; a new room with stairs thereto over vault, and sundry minor works. Plans, &c, prepared by this department and work supervised by W. W. Stewart, architect, Hamilton, Out. INGERSOLL. PUBLIC BUILDING. A new entrance porch was erected and a new lavatory fitted up in the post office; all under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. KINGSTON. ARTILLERY PARK BARRACKS. Men's Quarters — Alterations and Additions. This building is being fitted up with a hot water heating apparatus, plumbing, &c, together with new stairways, stone porch, metal roof covering, gutters and down pipes, stone chimney shaft, fireplaces, &c. A basement was excavated under 40 feet of the middle of the building, and the walls carried down the required depth, forming a furnace room, fuel room and store room, and ducts for the heating pipes were formed in concrete along the outer walls. A wooden shed to store the kitchen coal was built at one end of the building constructed of wood on a concrete foundation. Some brick partitions were built in basement and various doorways were built up and some broken out and new jambs built in brick. Plans, &o.j prepared by this department and work supervised by H. B. Smith, architect, Kingston, Ont. CUSTOM-HOUSE. A new water closet was fitted up in basement in place of one broken and a new electric light switch was installed. Repairs were made to lawn pipes, water pipes, glazing, heating apparatus, &c. All under the supervision of Arthur Ellis, architect, Kingston, Ont. iii REPORT <>r THE CHIEF ARCHITECT 21 SESSIONAL PAPER No. 19 KINGSTON. POST OFFICE. The original letter sorting racks and bunks were taken out and replaced by new; a letter stamping machine was fitted up; the flooring of vestibule of clerk's room was renewed; a plank walk was laid from Wellington street entrance to clerks entrance; a new mail sleigh was provided; the streets boxes fo'r letters and parcels were painted, and repairs were made to yard gates, furnace doors, water and heating pipes, carpen- try, locks, glazing, lighting, &c, &c. All done under the supervision of Arthur Ellis, architect, Kingston, Ont. LONDON. MILITARY STORE BUILDING. This building which was described in my report of last year is now completed and fitted up with a hot water heating apparatus and electric lighting. Tenders are about to be invited for an electrical freight elevator. Plans, &c, prepared by this department. Clerk of works, Win. Joanes, architect. Contractor, K. G. Wilson. Contractor for heating, Smith Bros & Co. Contractor for wiring, The Rogers Electric Co. POST OFFICE ALTERATIONS AND ADDITIONS. The works described in my report of last year were completed within that fiscal year and a contract was entered into April 2, 1906, for the post office fittings which are now completed. Plans prepared and work supervised by H. C. McBride, architect. Contractor, Wm. Tytler. NIAGARA FALLS. PUBLIC BUILDING. The stonework was repaired and pointed; a new cement platform and new stone steps were put in main entrance; the drains were overhauled; the rain water conduc- tors were overhauled; a new handrail was put up at main post office entrance; the woodwork was painted or oiled and varnished; some kalsomining was done and repairs were done to carpentry and plastering. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. NORTH BAY, PUBLIC BUILDING. A contract was entered into on July 30, 1906, for the construction of this build- ing on a site at the intersection of Main and Fraser streets having respective frontages of 66 feet and 132 feet. The building has a frontage of 55 feet on Main street by a depth of 89 feet and is two stories of brick with stone dressings and on a stone basement. The roof cornice, balustrade and pediment are galvanized iron, the quoins on the street fronts, the pilasters, window and door jambs, lintels, sills, &c, of doors and windows on Main street as also the lintels, keystones and sills of the openings of the remaining portions of the building are of cut stone. 22 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 The basement is for storage, heating apparatus and fuel ; the ground floor for the post office, examining warehouse and weights and measures office, and the first floor for the customs, inland revenue and militia. The floors, roof and stairway, excepting the floors of basement and lavatories which are concrete, are of wood. There is a brick vault on ground floor and one on first floor. Plans, &c, prepared by this department. Clerk of works, W. A. Martin. Contractors, McGillivray and Labelle. OEANGEVILLE. PUBLIC BUILDING. A new post office box and drawer screen and a new maple floor were put in ; the building was painted inside, and out and a new fence was constructed. Work supervised by Thos. H. Hastings, of this dpartment, Toronto, Out. OKILLIA. PUBLIC BUILDING. New post office fittings and furniture, a new maple floor in post office and a new lavatory were put in, the electric wiring was repaired and a number of awnings sup- plied to the customs offices. Work supervised by Thos. H. Hastings, of this department, Toronto, Out. OSHAWA. PUBLIC BUILDING. Repairs were made to drains and a new lavatory fitted up under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. OTTAWA. DOMINION ARCHIVES BUILDING. This building has been fitted up with an elevator in addition to what I have previously reported and is occupied. BIOLOGICAL LABORATORY. A water and gas service was laid from the building to the stables. Alterations of and additions to the hot water heating apparatus and plumbing- were effected and a system of electric bells hung. Work done under the supervision of this department. Superintendent, John Shearer, jr. DOMINION OBSERVATORY. « A three-inch overflow was put in the water supply tank, and an electrical centri- fugal pump was installed to raise water to this tank. An electrical fan was fitted up in the photographers room. Work done under the supervision of this department. Superintendent. John Shearer, jr. iii REPORT OF THE CHIEF ARCHITECT 23 SESSIONAL PAPER No. 19 OTTAWA. CANADIAN BUILDING, SLATER STREET. This is a rented building. Four new wash basins were supplied and connected, the closets were overhauled, twenty new electric lights were installed, electric bell connections were hung and some minor repairs effected. Woi'k done under the supervision of this department. Superintendent, John Shearer, jr. CITY POST OFFICE. The heating, plumbing and lighting services were completed and a tower clock with one dial facing the east is about to be set up in the attic. The street letter and newspaper boxes were repainted one coat. Work done under the superintendence of this department and in most part by the departmental staff of artisans. Clerk of works, S. Adams. CUSTOM-HOUSE — NO. 9S WELLINGTON STREET. This is a rented building which was formerly occupied by the statistical branch of the customs department. To fit it for a custom-house a new stairs was erected and the interior completely renovated, the woodwork painted, the plastering tinted, a number of partitions altered in position. The heating apparatus was repaired and added to. Work done under the supervision of this department. Superintendent, John Shearer, jr. EASTERN BLOCK. Seven rooms were cleaned, painted and tinted for the Finance Department, two for the Privy Council, three for the Justice and one for the Secretary of State; three hardwood floors were laid, two for the Finance Department and one for the Privy Council; sixteen new windows were put in, eight for the Auditor General, four for the Justice and two each for the Privy Council and Secretary of State. Of articles of furniture there were supplied twenty-six cupboards, eighteen of which were for the Auditor General's Department, four for the Secretary of State, three for the Finance and one for the Privy Council; nineteen tables of which eleven were for the Auditor General, five for the Secretary of State and four for the Finance; three chairs for the Privy Council ; three firescreens, two for the Auditor General's Department and one for the Secretary of State; a hardwood chest for the Secretary of State and a desk for the Finance. Four rods and curtains, two coat and hat strips, two desk lamps, one grate back, one steam coil, one electric bell and two drop lights were furnished the Finance Department; seven desk lamps were supplied the Auditor General's Department and two gas grates and as many electric lamps to the Privy Council. Seven doors were recovered with baize, five for the Justice Department and two for the Privy Council. Fifty-five articles of furniture were repaired and renovated, twenty-seven for the Auditor General's department, eleven for the J ustice, ten for the Finance and seven for the Secretary of State. Two pigeon hole cases and one window deflector were supplied to the Secretary of State. Fifty-five lights of glass were furnished and glazed. A water service filter was installed. 24 DEPARTMENT OF I'CHUC WORKS iii 7-8 EDWARD VII., A. 1908 There were minor jobs such as lettering, painting, general repairs, &c. The double windows and summer blinds were taken off, stored, cleaned and put on periodically, and the roofs, footpaths and roads were kept free from snow during winter. Work done under the supervision of this department. Superintendent, John Shearer, jr. GEOLOGICAL MUSEUM, SUSSEX STREET. There were supplied and connected, one hot water heating coil, two hot water heating radiators, thirty-three drop lights, eight desk lamps, fifteen Auer light mantles and two wooden lead lined sinks. In the Johnston annex two rooms were fitted up for photographic purposes. The roof was thoroughly repaired throughout. Work done under the supervision of this department. Superintendent, John Shearer, jr. , GOVERNMENT HOUSE. The addition referred to in last year's report is completed. Two marble mantels were removed from the dining room and two carved wood mantels substituted. Three carved wood mantels were set in the new wing, one in H.E.'s office, one in the sitting room and one in the adjoining bedroom. A boiler house and coal pit, 8 feet in depth, with concrete walls and a brick chim- ney was built under potting shed of small greenhouse and a wooden shed was built over coal pit. A hot water heating apparatus was fitted up in this pit. A new conservatory on a line with and abutting the new wing was begun and com- pleted during the fiscal year. The basement is of concrete and the superstructure iron and glass. It consists of a middle portion, 80 feet by 50 feet, and two wings on opposite sides, 100 feet long by 35 feet broad, the long axis of the middle portion, which has demi duodecagon ends, being at right angles to the long axes of the wings. There is a basement, 9 feet from floor to ceiling, under the middle portion, which is 36 feet in height from floor to ridge; the wings being 15 feet from floor to ridge. A doorway was made between the house and the greenhouse. The heating is by steam. (Tile drains are laid about the outer walls inside to take the waste water from roofs; concrete division walls 5 feet high divide each wing into two sections, and the stone curbs of plant beds as well as the brick paths are carried on concrete foundations. There is a very extensive system of water supply. Stone curbs about pits have cedar copings carrying iron frames for fixing wires for tying purposes and concrete curbs are run about all beds where they border on paths. Plant tables, propogating tables, &c, are of iron construction, carrying concrete slabs to form table bottoms. A section 6 feet in length was taken from the end of the potting shed and an ad- dition was built at the east side of the potting shed to make up the room lost. The wood floor of potting shed was removed and a concrete floor substituted, after which it was fitted with potting tables, soil bins, shelves and racks for pots, cupboards for glass vases, &c, a sink, a W.C. and a complete water service which service was extended to the small greenhouse and the hot beds. Four potting boxes were made for palms to replace others damaged and useless. The terrace on grounds was graded up and continued around new office wing and sodded and a concrete catch basin put on upper level of terrace. The coal bin under studio was enlarged. A new dais was built at end of ball room. Of painting and glazing to house, cottage, greenhouses, stables, outbuildings, fences/ &c, there were 5,437 yards painting 2 or 3 coat work ; 1,035 yards tinting of walls and ceilings; 320 yards shellacking and varnishing floors; 125 yards enamelling furniture, &c. ; 83 rolls paper hung; 16,822 feet super glazing and 35 days of a painter varnishing, lettering, patching, &c. A coal bin was built in shed at stables; the loft iii REPORT OF THE CHIEF ARCHITECT 25 SESSIONAL PAPER No. 19 of stable was floored to make storage room; 10 pairs of sashes were made and fitted in stables to replace those worn out and numerous minor repairs were made in stables, harness room, men's rooms and about outbuildings generally. Alterations of the stage in ball room were made by moving the proscenium forward and adding 4 feet to the breadth of the stage; a stepped staging with temporary flooring was provided in the auditorium to afford a better view of stage; new scenery and a drop curtain were paint- ed and electric footlights and headlights were substituted for those of gas. A number of changes were made in the lighting of rooms ; electric wiring was run from house to log cabin and drop lights put in to replace oil lamps. Sink in housemaids pantry was relined; a new cooking stove was supplied coachman's house; two coal stoves and one wood stove were supplied stables, rink, &c. Of household furniture there were supplied to the house, 1 billiard table with cues, &c, 4 chairs, 3 tables, 5 screens 2 chests, 1 stool, 2 pairs handirons and 2 brass candlesticks and supplied to the cottage 15 chairs, 1 wardrobe and 2 tables. A large number of chairs, sofas and screens were recovered; 28 dining room chairs were repaired and reupholstered in leather and repairs were made to tables, chairs, bedsteads, &c. At the Hall there were supplied, 2 large hand tufted rugs, 294| yards of Wilton carpet, 58 yards cocoa mat- ting, 3 cocoa mats and 3 small rugs; at the cottage there were supplied 27 yards Brus- sels carpet, 46 yards Wilton carpet, 1 Brussels rug, 4 pairs taffeta curtains, 6 cush- ions and 1 pillow. Of curtains there were supplied the house 7 holland blinds, 30 pairs swiss curtains, 7 pairs velour curtains and 6 pairs tambour curtains. Of electiic lights there were 1-6 light, 8-3 light pendants and 2-1 light pendant supplied to the house. Changes in position of electric bells, coils and radiators were made to suit oc- cupants of rooms and a number of them repaired. There were also supplied, 48 table cloths, 40 dozen napkins, 6 dozen towels, 167 articles of glassware, 33 articles of stone- ware, 230 articles of china, 74 pieces of bedroom ware, 61 kitchen utensils, 6 cupboards, 2 wardrobes, 2 sets of open book shelves, 5 cases with glass fronts and 36 hot bed and melon frames and sashes. A doorway was broken through wall on first floor of laundry and a frame and glazed door hung. The boat houses were made good and the float enlarged. The path around cliff leading to boat houses was repaired. The skating rink was enlarged on the north side 12 feet by 165 feet, necessitating rock excavation and earth levelling up. Two hundred and fifty-five lineal feet of close board fence. 6 feet high, with two pairs of gates were constructed and the fences generally were repaired. The sidewalks and crossings were repaired using 5,100 feet lineal of 2-inch and 3-inch plank and 235 lineal feet of cedars. The conservatories were kept in order, the lawns, drives, &c, rolled and otherwise tended. The ice-house was stored with ice. The roofs, paths, slides, rinks, &c, were cleared of snow by the departmental staff, by whom the grounds, lawns, gardens and plant-houses were maintained. The usual periodic cleaning, packing and unpacking were done; arrangements for and attendance on entertainments were furnished, and the rinks, slides, &c, kept in order. Work done under the supervision of Wm. Hutchison, superintendent. PARLIAMENT GROUNDS. The government dump at the northern end of Bank street was enlarged and im- proved. The main sewer from the western block was overhauled and repaired; the lower end removed and relaid in reinforced concrete pipe. The iron flag masts on the Parliament buildings terrace were removed and replaced by wooden masts. Alterations were made in the gas mains and repairs to the walks. Work done under the supervision of this department. Superintendent, John Shearer, jr. 26 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII.. A. 1908 OTTAWA. IMPERIAL BUILDING. This is a rented building on the south sid<' of Queen street near O'Connor street. The offices therein were vacated by the immigration branch of* the Interior de- partment and occupied by the Stationery branch of the same department, necessitating the putting in of a large quantity of shelving and the execution of various alterations. Connections were made for a gas stove and a large amount of drilling, cutting and making good were done in walls, cement floors, &c, for the placing of wires, pipes, &c. LABOUR DEPARTMENT. This is a suite of rented offices, situated on Metcalfe street, opposite the Langevin block. Three pine chests and nine lights were supplied and repairs were made to doors, windows and furniture. Work done under the supervision of this department. Superintendent, John Shearer, jr. LANGEVIN BLOCK. The terra cotta partitions at the eastern end of the attic were removed and wooden glazed partitions substituted. Of rooms cleaned, tinted and painted, 9 were for the Agriculture, 16 for the Post Office and 21 for the Interior and Indian Affairs. Thirty-five signs were lettered for the Agriculture, thirty-one for the Interior and Indian Affairs, and six for the Post Office; twenty-six articles of furniture were painted, shellacked or varnished for the Agriculture, forty-four for the Interior and Indian Affairs and forty- three for the Post Office; fourteen cupboards were supplied to the Agriculture department, twelve to the Interior and Indian Affairs and three to the Post Office; two bookcases were supplied to the Agriculture department and two to the Post Office; nine window screens were supplied to the Agriculture department; two map cases were supplied to the Argiculture department and four to the Indian Affairs; ten brass rods with curtains were supplied to the Argiculture department, fourteen to the Interior and Indian Affairs and five to the Post Office ; two fire screens and fifteen desk lamps were supplied to the Agriculture department; eight dozen hat and coat hooks on wood cleats were supplied to the Agriculture department ; thirty coat and hat strips with hooks were supplied the Interior and Indian Affairs, and 51 boards with 230 coat and hat hooks to the Post Office ; 500 lineal feet of picture moulding was supplied the Agriculture department and 75 feet to the Post Office; two desks were supplied to the Agriculture department, three to the Indian Affairs and Interior; twenty-four tables were supplied to the Agriculture department, forty-one to the Indian Affairs and In- terior and nineteen to the Post Office; a cabinet was supplied to the Agriculture de- partment; twenty-four chairs, 8 stools and two sofas were supplied to the Post Office department, twelve chairs and one sofa to the Agriculture department ; twenty chairs and seventeen chair cushions to the Indian Affairs and Interior; twenty-one cases and boxes were supplied the Agriculture department; six step ladders were supplied to the Indian Affairs and Interior and seven to the Post Office department ; four plan cases and two hardwood chests were supplied to the Indian Affairs and Interior; six sinks, fourteen switches, four desk lamps, fifteen lamps of other sorts and twelve panel boards* were supplied to the Department of Indian Affairs; a considerable quantity of shelving was fitted up and a large number of articles of furniture repaired. General repairs were effected to carpentry, plastering, cement, joinery, painting and glazing. Work done under the supervision of the department. Superintendent, John Shearer, jr. iii REPORT OF THE CHIEF ARCHITECT 27 SESSIONAL PAPER No. 19 OTTAWA. BRANCH OF ROYAL MINT. This building is being fitted up with heating apparatus, steam heating in the work- shops and hot water heating in the administration portion. The workshops are now ready to receive the machinery and fittings. Plans, &c, prepared by this department. Clerk of works, Geo. Stockand. Contractors, Sullivan and Langdon. PARLIAMENT BUILDINGS. In the Senate, five rooms were renovated, fifteen door signs lettered, 21 lights glazed, two hundred numbers written, a hardwood floor with parquetry border laid in Speaker's apartments, the Speaker's apartments renovated and the ceiling lights of the Chambers changed from 10 c.p. lamps to No. 2 Glower-Nernst lamps. Three cup- boards, three desks, three tables, two door frames and ten coat and hat strips, a new gas stove, two sinks and a number of gas lighting fixtures were supplied. Rubber pads were fixed on the treads of the Senate stairway. In the House of Commons 19 rooms were cleaned, tinted and painted, 24 signs lettered, 400 numbers were stencilled on cases, the library floor was oiled and shellacked. 3,500 feet of lumber was used for shelving in library, 134 lights of glass were supplied, 4 coils were bronzed, 30 pieces of furniture were furnished, 90 chairs were revarnished and 275 hooks on cleats were placed for hanging paper files. There were supplied 4 benches, 156 chairs, 6 desks, 5 cupboards, 5 tables, 7 pigeon hole cases, 2 chests, 3 sashes, 3 step ladders, 2 cushions, an electric heater, a gas cooking stove, a sink, an electric heater, a call bell, 3 desk lamps, 2 bracket lights and 3 drop lights. The elec- tric lights above the Chamber ceiling were changed from arc to Glower-Nernst (240-2) lamps. The ventilation system is still in progress of construction and is expected to be completed during the next fiscal year. There were 11,632 visitors registered as having ascended the Parliament Tower during the nine months. Work done under the supervision of this department. Superintendent, John Shearer, jr. PARLIAMENT BUILDINGS, ADDITION, ETC. This work comprises an addition extending from the northwestern tower of the western wing northward until it intersects a similar addition extending westward from the northwestern angle of the residence of the Speaker of the House of Commons; together with various works of alteration of and addition to the adjoining portions of the original building. At the angle of intersection is to be a new tower, similar in all respects to the northwestern tower of the west wing, and an additional story, cor- nice and roof similar in all respects to those of the same tower are to replace the roof of the Speaker's tower which is to be removed. The curtain walls between the original building and the new angle tower are to be similar in detail throughout to the west face of the west wing excepting that there is to be a full attic story with stone ex- terior walls instead of the mansard attic of the west wing; further, the mansard attic of the west face of the west wing is to be removed and the stone exterior wall be con- tinued up to the coping of the angle towers and form a full attic story instead of the original mansard attic. The walling and construction generally as well as the details of stonework, carving, &c, are replicas of the original work, excepting that the roof is of iron and cement instead of wood and in some minor features variations rather than changes have been made. There will be a new iron stairway with slate treads, in- closing an elevator which will have a travel from basement to attic and be situated in the northwestern angle of the west wing. 28 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 The floors are to be of iron, terra cotta and cement covered with wood in the rooms and with marble mosaic in the passages. The tower roofs are to be covered with copper and the remaining roofs with tar and gravel. The slating of the western wing tower roofs and that of the roofs between them is to be removed and replaced by copper. Plans, &c, prepared by this department. Clerk of works., S. Adams. PRINTING BUREAU. The twelve-inch tile drain was taken out and replaced by one of cast-iron pipe; three offices and two of the large printing rooms were floored in hardwood; 71 lights were glazed; two oak switch cabinets, two cushions and one hardwood box were fur- nished; a new door was made; a room formed with partition and ceiling inclosing the engine room and the elevator shaft was extended. Work done under the superintendence of this department. Superintendent, John Shearer, jr. RAILWAY COMMISSION CORRY BUILDING. This is a rented building. Six rooms were tinted and painted, seven signs were made and lettered, 4 lights were glazed, an electric call bell system was hung throughout the building, a glass partition was taken down, changed in position and re-erected. There were supplied, two bookcases, two cupboards, six packing boxes, 1 step ladder, 1 window deflector, 1 ventilator and 1 lavatory basin. Twelve chairs were repaired and the position of a number of steam coils changed. Work done under the supervision of this department. Superintendent, John Shearer, jr. REPAIRING STREETS, ETC. Scraping, cleaning and general repairs were done to the various roadways, footpaths and streets under the control of the department. Rubbish, scrapings and ashes were removed from the east block, west block, Langevin block, Parliament building, the workshops, printing bureau, the museum, the archives building, the several rented build- ings and the various streets, and deposited at Nepean point; the grass at printing bureau, about Cartier square, Wellington street, two bridges, survey office, fisheries museum and Geological museum was kept clipped, manure was drawn on and removed therefrom.and the ashes removed from the boiler houses and furnace rooms of the various buildings; the roadways, sidewalks, footpaths, roofs and yards were kept clean of snow during the winter. Work done by the departmental staff. SUPREME AND EXCHEQUER COURTS. Two rooms were renovated; the lavatories on the ground and first floors were reno- vated, refloored in tile on concrete, the plaster removed and replaced by plaster on metallic lath and the closet and lavatory basins, urinals and plumbing as well as the heating removed and replaced by new. The library was relighted, had 6 desk lamps and 20 lamp guards, 1 table, 4 stepladders and 90 feet of shelving supplied, as well as 21 chairs repaired. Work done by the departmental staff under the supervision of John Shearer, jr., superintendent. Library Extension. A contract for the construction of this extension was entered into October 17. 1906. It is one story in height situated on the eastern side of the present library and mea- iii REPORT OF THE CHIEF ARCHITECT 29 SESSIONAL PAPER No. 19 sures 38 by 66 feet 6 inches outside; there is also a small extension from the Registrar's room and the conference room over, as well as a circular stairway leading from the library to the conference room. The window openings of the eastern side of the origi- nal library are ultilized in making the openings between the library and the extension; the dividing piers as well as the walling from lower side of lintel to ceiling and upper side of sill to floor are removed, the stonewall above being supported on steel beams. The walling and openings are similar to those in the existing work. Plans, &c, prepared by this department. Clerk of works, D. J. Mullarkey. Contractor, Doran and Devlin. VICTORIA MEMORIAL MUSEUM. This work, which was described in my report of last year, was continuously under construction during the summer and autumn of 1906. Plans and specifications prepared by this department. Clerk of works, P. Canty. Contractor, George Goodwin. WESTERN BLOCK. A portion of the facing of the basement wall at the eastern side was taken down and rebuilt. Twenty-eight rooms were cleaned, tinted and painted, twelve being for the Public Works department, seven for the Inland Revenue, four each for the Railways and Canals and Marine and Fisheries and one for the Customs; hardwood floors were laid in eight rooms, three each for the Marine and Fisheries and Public Works and two for the Trade and Commerce; one hundred and twenty-six signs were lettered, eighty-seven being for the Customs, eighteen for the Trade and Commerce, fourteen for the Public Works, three for the Railways and Canals and two for the Marine and Fisheries; five hundred and twenty lights were glazed, one hundred and forty-four for the Public Works, one hundred and three for the Customs, forty-three for the Railways and Canals, twenty-eight for the Inland Revenue and two for the Trade and Commerce; one hundred and thirty-five articles of furniture were renovated, one hundred and twelve for the Public Works, eleven for the Inland Revenue, seven for the Railways and Canals and five for the Customs; repairs were made to 125 articles of furniture, one hundred and thirteen of which were for the Public Works and the re- mainder for the Railways and Canals; forty-two coat and hat strips were supplied, eighteen to the Public Works, twelve to the Trade and Commerce and six each to the Railways and Canals and Marine and Fisheries; sixteen brass rods with curtains were supplied, four to the Public Works, three each to the Mounted Police and Marine and Fisheries and two each to the Customs and Inland Revenue; thirty-four cupboards were supplied, twenty-four to the Public Works, four to the Customs and three each to the Inland Revenue and the Marine and Fisheries; twenty-eight tables were sup- plied, eleven to the Marine and Fisheries, eight to the Railways and Canals, six to the Customs and three to the Inland Revenue; two hundred and fifteen packing boxes were supplied, one hundred and ninety-five to the Public Works, fifteen to the Cus- toms, three to the Trade and Commerce and two to the Railways and Canals; ten stepladders were supplied, six to the Public Works and four to the Railways and Canals ; thirty-four boxes were supplied, twenty-four to the Public Works and ten to the Marine and Fisheries; two cloth doors each were supplied to the Public Works and Railways and Canals; eleven window deflectors were supplied to the Marine and Fisheries and two to the Customs; twenty-four desk lamps were supplied, fifteen to the Railways and Canals, four to the Marine and Fisheries, three to the Customs and two to the Inland Revenue; one hundred and thirty-two drop lights were supplied and 30 DEI' A IfTMENT OF I'l MAC WORKS ill 7-8 EDWARD VII., A. 1908 connected, one hundred and eight to the Customs and the remainder to the Railways and Canals; two telephone boxes were provided for the Customs department and one for the Marine and Fisheries, and there were sixteen chair cushions supplied, twelve for the Public Works and four for the Railways and Canals. For the Public Works department there were also provided six stools, one counter, three skylight sash, three new windows, five oak cabinets, nine plan cases, twenty-one drawing boards, forty-five feet of shelving and two window ventilators and there were repairs to 10 chair cush- ions. For the Customs there were supplied three wood panels, three steam and two electric radiators and three lettered bell blocks. For the Marine and Fisheries there were supplied two map racks, nine chairs, one lavatory basin, two chair cases, four models for fish culture, one electric fan, one gas stove and six new windows and frames. For the Inland Revenue were provided 78 feet of glass partition, one sink, three chair cushions and 60 feet of picture moulding. For the Railways and Canals were pro- vided one glass partition, two newspaper files, eight picture frames and three electric bell services. For the Mounted Police department there were furnished one electric desk fan and one 4 light electroliers, and for the Trade and Commerce one electric bell service. For Mr. Lacas' photographic printing room there were supplied twenty- four special electric lamps for printing machine, two sprayers, one enamelled sink and all necessary pipes, valves, &c. A large number of lights of glass was renewed. There were also a large number of repairs to furniture as also minor jobs of paint- ing, lettering and of joinery. The roofs, roads and footpaths were kept free from snow. The winter sashes and summer blinds were cleaned, put on, taken off and stored periodically. Work done under the supervision of this department. Superintendent, John Shearer, jr. WOODS BUILDING (66 QUEEN STREET). This is a rented building. The ground floor previously occupied by the Ottawa Customs was refitted through- out for the use of the Railway Commission. Work done under the supervision of this department. Superintendent, John Shearer, jr. WOODS BUILDING., SLATER STREET — DEPARTMENT OF MILITIA. This is a rented building. Fifty signs were lettered, forty-two lights glazed, one room cleaned and tinted, a brick partition was removed, the call bells and telephones were in part readjusted owing to occupation of the seventh floor, and a large quantity of making good, cement, plaster, wood finish and painting were done. There were supplied two book cases, twelve chairs, nineteen cupboards, ten brass rods and curtains, two letter boxes, a telephone cabinet, ten picture frames, seventeen tables, one counter, one desk, one indicator case, six chair cushions, one blue print bath, ten bookcase doors, sixteen hat and coat strips, fifty feet of shelving, thirty-nine drop lights, one lavatory basin, four goose neck lamps, four desk lamps, four shades, twelve push buttons, one annunciator, three blocks, two electric bells as well as rosettes, hangers, wire, &c, &c. Work done under the supervision of this department. Superintendent, John Shearer, jr. OTTAWA. BUILDINGS AND GROUNDS GENERALLY. In addition to the works mentioned in the foregoing, there are innumerable smal'er works, i.e., there are items of repair done by the roofers, the masons, plumbers and other trades ; items taking each a number of days' work of a tradesman, besides material to iii REPORT OF THE CHIEF ARCHITECT 31 SESSIONAL PAPER No. 19 accomplish. Besides all these, in connection with the various other buildings, the property of the government, there are similar works of repair, painting, furnishing, tinting, &c, in connection with a number of rented buildings; also such works as repairs to and renewals of coal and other sheds, as well as works of a general character, such as the erection and taking down and storing of porches, winter boarding outside steps, &c, &c, all of which are done by the departmental staff. PETEOLEA. PUBLIC BUILDING. The interior was painted and kalsomined, a new hardwood floor was laid in post office, a new concrete floor in lobby and some repairs were made to furniture, all under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. POET AETHUE. PUBLIC BUILDING. An asphalt block pavement was laid on Arthur street from South Water street to Court street, and a 6 foot concrete sidewalk on the east side of Court street from Arthur to Van Norman street. The interior and exterior woodwork was painted and the interior walls and ceilings tinted, the electric lighting was added to and the plumbing overhauled. In the customs suite, on first floor, a partition between two rooms was removed, two doorways were opened in a partition and the long room counter was lengthened. A door and frame was put in the bath room partition. The lighting service was rewired and a number of fixtures supplied. Alterations of the plumbing were effected. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. POET COLBOENE. PUBLIC BUILDING. The building was painted externally, a bath room with bath and other plumbing was put in caretaker's quarters, a new cesspool was built in yard and a new hardwood floor was laid in canal office. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. SABNIA. PUBLIC BUILDING. Alterations and rearrangement of and addition to the post office box and drawer screen were effected; a screen was erected at head of stairs; the customs fittings were altered and the quarters of the caretaker were papered and kalsomined. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. ST. THOMAS. PUBLIC BUILDING. A lavatory and bath were fitted up in caretaker's quarters and some minor general repairs done to the building, all under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. 32 DEPARTMENT OF PVBIAC WORKS iii 7-8 EDWARD VII., A. 1908 SANDWICH. POST OFFICE. This building, which was described in a previous report is completed, fitted with electric lighting, hot water heating, office fittings, furniture, &c, and occupied. Plans, &c. prepared by this department. Clerk of works, John Maclean. Contractor, Geo. Alfred Proctor. Contractor for fittings, J. Maclean. Contractor for footpaths, C. W. Cadwell. STRATFOED. ARMOURIES. This building which was described in a previous report is completed, fitted with electric lighting, hot water heating, armoury fittings, &c. The grading of the grounds was done by day labour under the superintendence of Neil Pi. Darragh, architect, St. Thomas, Ont. Plans, &c, prepared and work supervised by H. C. Macbride, architect, London. Contractors, Nagle & Mills. Contractor for fitting, D. Essen. PUBLIC BUILDING. Alterations and rearrangements of post office fittings and lighting were effected; the caretaker's quarters were painted and kalsomined and the boiler repaired. Work supervised by Thos. H. Hastings, of this department, Toronto, Ont. ST. MARYS. PUBLIC BUILDING. A contract for the construction of this building on a site at the corner of Water and Queen streets was entered into on September 29, 1906. The building consists of a main portion of two stories and basement of stone with a wooden attic, having a frontage of 50 feet by a depth of 40 feet and a one-story and basement adjunct of stone, in rear, 52 feet long by 19 feet broad. The basement is for the heating apparatus, fuel and stores; the ground floor for the post office in the main portion and for the examining warehouse, weights and measures and water closets in the adjunct; the first floor for the customs and inland revenue, while the attic is unfinished. There are brick vaults one each on basement, ground and first floors. A number of the partitions on the first floor, the stairways, the roof and the floors excepting the basement floor which is concrete are of wood, the partitions gener- ally being of brick. Plans, &c, prepared by this department. Clerk of works, J. C. Weiderhold. Contractor, Robert Cameron. TORONTO. INLAND REVENUE BUILDING. An iron hood was placed over entrance and metallic steps provided, a new drain with traps was laid; the building was painted inside and outside and a number of articles of furniture supplied. All under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. iii REPORT OF THE CHIEF ARCHITECT 33 SESSIONAL PAPER No. 19 ST. MARYS. DRILL HALL EXTENSION. Tins work which was described in rny report of last year is yet in progress. Plans for hot water heating and electric lighting services are prepared. Plans, &c, prepared by this department and work supervised by S. G. Curry, architect. Contractors, Sullivan & Langdon. POSTAL STATION ' F \ This building which was described in a previous report is yet in progress of con struction. Hot water heating and electric lighting are being installed. Plans and specification prepared by this department and work supervised by S. G. Curry, architect. Contractors, Brown and Love. Contractors for hot water heating system, Bennett & Wright. Contractors for post office fittings, Chas. Rogers & Son Co. Contractors for electric wiring, McDonald & Wilson. GENERAL POST OFFICE. A new screen was erected and the street letter and newspaper boxes were painted ; all under the supervision' of Thos. IT. Hastings, of this department, Toronto, Ont. POSTAL STATIONS ' B ' AND ' G.' Alterations, painting and repainting were executed at these buildings under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. WALKERTON. PUBLIC BUILDING. This building was cleaned, painted and kalsomined and repairs were made to carpentry, all under the supervision of Thos. H. Hastings, of this department, Toronto, Ont. PROVINCE OF MANITOBA. BRANDON. The offices of the inland revenue were furnished, fitted up, carpeted, &c. The interior of the building was cleaned, the walls and ceilings tinted and the woodwork painted under the supervision of Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. PORTAGE LA PRAIRIE. PUBLIC BUILDING. The customs long room was enlarged, the counter therein extended and necessary filing cases provided. The collector's office was fitted up and plumbing fixtures in- stalled throughout the building. Work supervised by Jos. Greenfield, superintendent of public buildings, Mani- toba, Winnipeg, Man. 19— iii— 3 34 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 ST. BONIFACE. PUBLIC BUILDING. A contract was entered into on March 4, 1907, for the construction of this build- ing on a site having a frontage of 66 feet on Provencher street and extending back along Aulneau street, a distance of 99 feet to a lane in the rear. 'I he building is two stories, of brick, with stone dressings, and on a stone basement measuring 34 feet by 54 feet. The basement is lined with brick ; there are brick vaults, one each in basement and on ground floor and two on first floor, and the parti- tions of basement and ground floor as well as the chimney are of brick. The floors, stairway and roof, excepting the basement floor which is concrete, are of wood; the roof covered with tar and gravel. The basement is for heating apparatus, fuel and storage; on the ground floor the front portion is for the post office and the rear for the weights and measures and examining warehouse. There are lavatory rooms on both ground and first floors. Plans, &c., prepared by this department. Clerk of works, Stanislaus Paquette. Contractor, J. McDiarmid. WINNIPEG. CUSTOM-HOUSE. A telephone box and a counter were fitted up; repairs were made to plumbing, carpentry, gas fitting, eaves trough and furnace and some articles of furniture sup- plied. Work supervised by Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. EXAMINING WAREHOUSE. The test room was extended, fire extinguishers and grate bars were supplied, alter- ations in gas fittings were made and repairs effected to furnace, scales, &c, under the supervision of Jos. Greenfield, superintendent of public buildings, Winnipeg, Man. IMMIGRATION BUILDING, NO. 1. This building is completed, fitted up with electric lighting, electric bells, hot water heating, ventilating fans, electric elevator, fire-extinguishing plant, incinerator, Avater storage tank, electric pump with electric starting machinery of a capacity to ensure abundance of water, beds, furniture, fittings, carpets, wire window guards, wire fences, &c, &c. Plans, &c, prepared by this department and work supervised by Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. IMMIGRATION BUILDING NO. 2. Troughs, were fixed to all eaves, the electric wire connected at the building was overhauled and the building was supplied with fire extinguishers; all under the super- vision of Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. IMMIGRATION BUILDING NO. 3. The plank floors were taken up and replaced by cement floors, troughs were fixed to all eaves, and ventilation fans were installed for the purpose of ventilation; all under the supervision of Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. iii REPORT OF THE CHIEF ARCHITECT 35 SESSIONAL PAPER No. 19 WINNIPEG. LANDS OFFICE. Repairs were made to heating, drainage, tank and doors and the shelving in vault was extended; all under the supervision of Jos. Greenfield, superintendent of public buildings Manitoba, Winnipeg, Man. MILITARY STORES BUILDING. This building, which was described in a previous report, is completed and occu- pied. An electric elevator and electric lighting were installed ; fittings for stores were erected; a granolithic walk was laid; a fence and gates built; awnings supplied; the superintendent's quarters were papered, and fire extinguishers were supplied. Work supervised by. Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. POST OFFICE. The mezzanine floor was further extended; a large water tank was supplied; two hand elevators were fitted up ; electricity was substitued for gas in lighting letter sort- ing department, and there were supplied, steel cabinets, special sorting cases and bag- gage trucks. Work supervised by Jos. Greenfield, superintendent of public buildings, Manitoba, Winnipeg, Man. NEW POST OFFICE. The construction of this building, which was described in my report of last year, has since been continuously carried on and is still in progress. Plans prepared and work supervised by Darling and Pearson, architects, Toronto, Out. Contractors, Kelley Bros. Company. Clerk of works, Robert Wilson. PROVINCE OF SASKATCHEWAN. « MEDICINE HAT. PUBLIC BUILDING. This building, which was described in my report for 1905-6 is still in progress. Plans and specification prepared by this department. Clerk of works, W. D. Williams. Contractors, Oakes and Everard. MOOSEJAW. LAND OFFICE. Temporary shelving and counters were put in under the supervision of W. T. MMlard, clerk of works, Regina, Sask. REGINA. DOMINION LANDS OFFICE. The office was fitted up with new steel office fittings and furniture and a fire escape outside. Additions and repairs were made in wiring, kalsomining, painting, &c. Work supervised by W. T. Mollard, clerk of works, Regina, Sask. 36 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 POST OFFICE. The floor area of the post office was increased. The post office fittings were rear- ranged and added to, the new letter boxes and furniture were provided. General repairs were made to' lock boxes, carpentry, &c; all under the supervision of W. T. Mollard, clerk of works, Regina, Sask. PUBLIC BUILDING. This building, which was described in nay report of last year, is in progress of con- struction. Plans and specification prepared by this department. Work supervised by W. T. Mollard, clerk of works, Eegina, Sask. PROVINCE OF ALBERTA. CALGARY. ADDITION TO POST OFFICE BUILDING. This building which was described in my report of last year has since been con- tinuously in progress of construction and is being fitted up with hot water heating and electric lighting. Tenders for an electric elevator are about to be invited. EDMONTON. IMMIGRANT SHED. This building, which was described in my report of last year, has been completed, fitted up with hot water heating and electric lighting and furnished ready for occupa- tion. Plans &c, prepared by this department. Clerk of works, H. J. Manson. Contractor for construction, Thomas Page. Contractor for electric wiring, The N. W. Electric Co. Contractor for hot water heating apparatus. The Standard Plumbing & Heating Co. EDMONTON. PUBLIC BUILDING. On January 16, 1907, a contract was entered into for the construction of this building on a plot of ground situated on the southwest comer of the intersection of Rice and Macdougal streets having respective frontages of 151 feet ana 90 feet. The building, on plan, measures 130 feet by 80 feet and consists of 3 stories, basement and attic, excepting a portion 22 feet square, on the street corner, which is carried up 5 stories above basement, terminating S6 feet above ground line, and sur- mounted by an octangular tower with domed top which finishes, 116 feet above ground line exclusive of a flag staff. The external walls and the vaults are of concrete, lined with brick, in basement, and of brick for the succeeding stories. On the street front- ages the facing of the basement and ground floor walls, the columns and cornice, the window dressings of the first and second floors, the quoins and dressings of the tower and the walls of the lantern are of stone; the roof of the lantern and the facing of the attic or third floor being wood covered with copper. The piers in basement are brick and iron and the columns reaching up therefrom through the building are iron encased in concrete. The floors and ceilings are iron and plaster excepting those ill REPORT OF TEE CEIEF ARCHITECT 37 SESSIONAL PAPER No. 19 inclosing the stairway and lavatories which are hrick from the basement floor to the attic ceiling. The basement is undivided excepting that the stairway, elevator and lavatory are inclosed and that there is one concrete vault lined with brick. All the ground floor excepting a portion in rear, measuring on plan 37 feet by 37 feet, for examining warehouse and weights and measures and also the stairway and the vesti- bule thereto, is the post office; all the first front on Rice street excepting the lavatorv and staircase is divided between the post office Inspector and the dead letter branch The second floor is for the custom-house, and the attic or third floor is unallotted except a small space in rear which is divided into apartments for the caretaker. There are brick vaults on ground, first and second floors. Clerk of works, H. J. Manson. Contractors, the May Sharpe Construction Co. PROVINCE OF BRITISH COLUMBIA. FERNIE. PUBLIC BUILDING. Plans and specification are prepared and tenders invited for the construction of this building on lot 11 Block 10, Town site of Fernie, which site has frontages of 60 feet, 120 feet and 60 feet on Pellat Avenue, Cox street and Lane respectively. The building has a frontage of 52 feet on Pellat Avenue by a depth of 69 feet. It has two stories of brick, with stone dressings, on a stone basement. In the base- ment the lining of the outside walls, the piers and the partitions are of brick and there are brick vaults on ground and first floors. The ground and first floor partitions, floors and stairway are of wood, and the basement floor is of concrete. The roof cover- ing is of tar and gravel. The entrance steps, the string course between ground and first floor, and the quoins and keystones on Pellat and Cox streets frontages, are of stone, the stoop and steps to mail entrance and to examining warehouse are of con- crete and the cornices and copings are sheet metal. The basement has furnace room, fuel room, stairway hall and storage; the ground floor has three-fourths of the floor area devoted to the post office and the remainder to stairway hall, vestibule, examining warehouse and weights and measures office, while the first floor contains the customs and inland revenue offices. There are brick safe rooms, one on the ground floor and two on the first floor ; separate lavatories for males and females are provided on the first floor. Water supply is from the main in Cox street. The drainage is to a cesspool. Plans, &c, prepared by this department. KAMLOOPS. PUBLIC BUILDING. The ground and first floors were ceiled with metal; the caretaker's apartments were cleaned, kalsomined and painted ; a new partition was erected at head of stairs ; a coal bin was constructed in basement ; a foot-path street crossing was constructed ; a number of fittings were supplied the post office ; electric fixtures were supplied and fitted up and repairs were made to front door, awnings and lock letter boxes. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. NELSON. PUBLIC BUILDING. The yard and driveway were excavated and paved on rock foundation with tar, gravel and crushed rock; alterations and minor additions were made to post office 38 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 fittings; alterations of counter, desk, &c., were made in inland revenue offices; some picture moulding was put up, some lavatory basins fitted up and some transoms changed in the weights and measures office; a lobby was constructed at main entrance with double swinging doors; a driveway for heavy traffic was constructed over side- walk; a partition was changed; grille work to counter, pigeonhole cupboard, addi- tional lights and drawer locks were supplied the customs offices; a wardrobe was sup- plied to caretaker; wire screen was fitted over delivery wicket; repairs and altera- tions of heating, plumbing and cupboards were done, and some linoleum, electric lights, &c, were supplied. Work done under the supervision of Wm. Henderson, Resident Architect, Vic- toria, B.C. NANAIMO. PUBLIC BUILDING. Eighteen street letter boxes were painted and varnished; a number of door checks and electric lights were supplied and the woodwork and furniture of customs were in part renovated. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. NEW WESTMINSTER. INDIAN AFFAIRS AND FISHERIES OFFICE BUILDING. This building which was described in my report of last year has been completed, fitted up with a hot water heating apparatus and electric lighting and furnished ready for occupation. Plans, &c, prepared by this department. Clerk of works, Wm. Turnbull. Contractors, R. Buckland and J. Carter Smith. PUBLIC BUILDING. The examining warehouse was enlarged by taking in the old Indian office and new shelving, pigeonholes, &c, fitted up thei'efor; the caretaker's quarters were cleaned, kalsomined, painted and varnished; a set of shelves was put in vault; bell batteries and door check were supplied the customs; a bracket, desk and stepladder were sup- plied the Dominion lands office; a steel wheelbarrow, an ensign, steel hooks, lamps, reflectors, shades and tap were supplied and repairs were effected to plumbing and the woodwork, gas fitting, heating pipes and lawn mower were repaired. Work done under the supervision of Wm. Henderson, Resident Architect, Vic- toria, B.C. VANCOUVER. POST OFFICE. This building which was described in my report of last year has been in progress of construction since. Plans and specification prepared by this department. Clerk of works, Chas. Tossell. Contractors, Kelly Bros. & Mitchell, Limited. PUBLIC BUILDING. The plumbing generally was repaired; the drain from the building to main sewer and the drain in basement were in part renewed and were cleaned monthly; the stone coping at side entrance was drilled and stayed; the customs department was supplied in REPORT OF THE CHIEF ARCHITECT 39 SESSIONAL PAPER No. 19 with pigeonhole cases, tables, blinds, cork carpet, standing desks, stool, arm-chairs, lights, door mats, holders, shades, letter-box plate, extension cords and Yale locks; the post office department was supplied with carpets, post office boxes, locks, letter sorting cases, wax heating pot, buzzer, vault fittings, tables, wall desks, letter-box plate, water closet, pigeonhole case, partition gate, guard-rail, shelving, stools, chairs, brackets, hat and coat hooks, door springs, wardrobe, mail truck, cupboard, keyboard, drawers, plate- glass, lumber, nails and cork carpet and the inland revenue department was supplied with two book cases. The roof and skylight were repaired and two galvanized iron cano- pies were supplied and fitted over skylight; the conductor pipe at western mail en- trance was taken down; electric bells were hung and the walls and ceilings kalsomined and the woodwork painted in postmasters room; the post office generally was cleaned, kalsomined and painted ; some electric lights were installed; post office boxes, signs and keyboards were lettered or numbered and repairs were made to cancelling machine, clocks, doors, batteries, plumbing, 'phones, buzzer, &c. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. VICTORIA. INDIAN AFFAIRS AND MARINE OFFICE (OLD CUSTOM-HOUSE.) The roof of shed was repaired and painted; the old earthenware drain under build- ing was removed and a cast-iron drain substituted; a file cabinet was supplied to the steamboat inspector's office and the plumbing as well as the water service on wharf were repaired. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. MARINE HOSPITAL. Repairs were made to plumbing, under the supervision of Wm. Henderson, Resi- dent Architect. PUBLIC BUILDING. An electric motor, eight pigeonhole cases, a sorting board and envelope rack, locks and keys and 100 feet of hose were supplied the post office; heating stoves and pipes were supplied to and fitted up in the meteorological office ; new lights were installed in Appraiser's office and letter carrier's room; coal hods, coal shovels and floor oil were supplied and repairs were made to furnaces, plumbing, bells, &c. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. OLD POST OFFICE BUILDING. A galvanized iron stack was made for and fitted to chimney and the plumbing and roof repaired under the supervision of Wm. Henderson, Resident Architect, Vic- toria, B.C. WILLIAM HEAD. QUARANTINE STATION. The wood partition wall between boiler room and retort shed was cut out and brick wall substituted; this wall sustains the roof at one side of the disinfection shed. A convalescent ward for isolation hospital was erected. A retaining wall was constructed in boiler room for coal shed. New doorways to boiler room and retort shed were cut and frames with doors built in. Two boilers were suspended on iron beams and brick pjers, the position of one boiler was changed, a new boiler was supplied and connected 40 DEPARTMENT OF PUBLIC WORKS iii 7-8 EDWARD VII., A. 1908 and the boilers and steam pipes were covered with asbestos. In the convalescent's huilding, the old hearths were taken out and renewed ; the piping of cylinder and retort was overhauled, and there were supplied and connected four shower baths and one bath •tub. Repairs were made to plastering in Dr. Watt's residence and in general hospital. Work supervised by Wm. Henderson, Resident Architect, Victoria, B.C. YUKON TERRITORY. DAWSON. GOVERNMENT HOUSE. On December 25, 1906, the interior of this building was damaged by fire and the furniture, carpets, &c, contained therein entirely ruined. BUILDINGS GENERALLY. General repairs and maintenance of the various public buildings throughout the territory were effected under the supervision of S. A. Bertrand, superintendent of public 'buildings, Yukon Territory. 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 PART IV CHIEF ENGINEER'S REPORT ON HARBOUR AND RIVER WORKS INCLUSIVE OF GRAYING DOCKS AND DREDGING OPERATIONS ALSO ROADS, BRIDGES AND SURVEYS THROUGHOUT THE DOMINION. 19— iv— 1 I 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 REPORT OF THE CHIEF ENGINEER. Department of Public Works of Canada, Chief Engineer's Office, Ottawa, October 7, 1907. Fred. Gelinas, Esq., Secretary, Department of Public Works. Sir, — I have the honour to submit the annual report on the various works under my charge during the fiscal year ended March 31, 1907. These works comprise the construction and repair of wharfs, piers, breakwaters, dams, weirs, bank and beach protection works ; the improvement of harbours and rivers by dredging ; the construction, maintenance and operation of government dredging plant ; the construction and maintenance of graving docks ; the construc- tion, maintenance and working of slides and booms ; the construction and main- tenance of interprovincial bridges and approaches thereto, and of bridges on highways of federal importance in the Northwest Territories and the maintenance of military roads ; also hydrographic and ordinary surveys and examinations, inclusive of pre- cision levelling and geodetic measurements which are required for the preparation of plans, reports and estimates ; the testing of cements, &c. I have the honour to be, sir, Your obedient servant, EUG. D. LAELEUE, Chief Engineer. PROVINCE OF NOVA SCOTIA. A MAGI ADEES. Amaguadees Pond, Cape Breton county, is on the northern side of East bay, the eastern arm of Great Bras d'Or lake, about three miles from Benacadie point, at the entrance to and sixteen miles from the head of the bay. It is a large sheet of water, about one mile in length and a quarter of a mile in widtb, with a considerable depth of water, separated from the bay by a beach of gravel, overlying clay, of from 100 to 200 feet in width, and about 4 feet high above the summer level of the lake. The outlet is at the eastern end of the beach, but as it was only open for ehort periods after freshets, and only available to small boats, the pond was not of any practical benefit to the inhabitants. During 1902-3-4, the sum of $3,980.52 was expended in the construction of a block and span wharf, extending to 11 feet at low lake level, 128 feet in length and 20 feet 19— iv— li 4 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII.. A. 1908 wide, with an ' L,' 20 by 20 feet, on the eastern side of the outer end, and built on the outside of the beach at a point about 600 feet from its eastern end. The blocks are constructed with round timber, creosoted to high lake level. After the construction of the wharf, the outlet of the pond, which formerly was only open at times, not only remained open, but it widened and deepened to such an extent, as to interfere with the traffic to and from the wharf. The sum of $500 was expended during 1905-6, towards the construction of a bridge across the outlet, 100 feet in length and 16 feet wide, and consisting of approaches, built of brush and stone, 30 and 22 feet in length with cribwork blocks at their outer ends 12 feet long, and of a span between them, 24 feet in length ; and of the work des- cribed, the approaches and the blocks were constructed during the year. During the fiscal year 1906-7, the sum of $245.96 was expended in the completion of the bridge, commenced during 1905-6, by ballasting the cribwork blocks, and by lay- ing the covering over the blocks and the span. AMHERST POINT. Amherst Point is a farming settlement of some 400 people, situated about three miles south of Amherst town. In order that the farmers might be able to ship their produce in the fiscal year 1905-6, "the department began the construction of a wharf at this place. During that year, about $1,700 was expended, and during the last fiscal year an additional sum of $3,784.93. This work was slightly more than two-thirds completed at the end of the last fiscal year. It consists of two portions : an approach and a cribwork wharf. The approach is 600 feet long and 16 feet wide with an average height of 7 feet. It consists of round log cribwork, close-faced and filled in with mud, excavated from the marsh land. The wharf is of round log, close-faced and stone filled cribwork, well fastened and fendered. It is 155 feet long with a common width of 20 feet on top, with the exception of the last 30 feet, which has a width of 40 feet on top. Its height at the outer end is 29 feet, and besides this we excavated the bottom surface to a depth of 5 feet, and built up the cribwork on the foundation of mattresses of brush and stone placed in this excavation. The brush and stone foundation is about 1\ feet in thickness, and extends the whole length and width of the work. Spring tides rise here 40 feet and neaps 33 feet. In constructing this work, we met with two difficulties, first the increased cost and scarcity of labour, and second, difficulty in procuring stone for ballast. These two difficulties much enhanced the cost of the work, and these, with the increased cost of timber caused the estimate to be inadequate for the completion of the work. Anderson's cove. Anderson's Cove, Annapolis county, is a scarcely perceptable indentation in the coast line, on the south side of the Bay of Fundy, sixteen miles east of Digby Gut, two miles east of Litchfield, and two miles west of Parker's Cove. The settlement, which is called Hillsburn, comprises, within a radius of a mile, about 150 people dependent al- most exclusively on the fisheries for a living. • In order to afford some small measure of protection and shelter for the boats, which were often broken or destroyed for lack of shelter, the department, in 1905-6, expended the sum of $1,813.29 in constructing a small breakwater, 162 feet long, from 7 to 13 feet high and 26 feet wide. In 1906-7, the sum of $1,000 was expended in extending the breakwater by a sub- stantial block of cribwork, 50 feet long, 26 feet wide, and from 12 to 15 feet high. Spring tides rise about 30 feet. Iv REPORT OF THE CHIEF ENGINEER 5 SESSIONAL PAPER No. 19 ANNAPOLIS ROYAL. Annapolis Royal, Annapolis county, is the oldest town in the province of Nova Scotia, having been founded in 1605. It is beautifully situated at the bend of Anna- polis basin, and on the left or south side of Annapolis river. It has a population of about 2,000 people, and is the centre of one of the most fertile districts in Nova Scotia. On the water front of the town there has not been, for many years, a public wharf or landing. The Queen's wharf, so called, at the east end of the town, is supposed to have been first constructed during the French occupation in the 17th century. In or about 1868, it was repaired and extended, and made serviceable for the accommodation of the steamer which plied between Annapolis, Digby and St. John, N.B., before the construction of the railway from Annapolis to Yarmouth. Both the original construc- tion and the extension were in cribwork. The wharf being for a great many years, a complete wreck, and, to a certain ex- tent, a danger to navigation, the department, in 1905-6, expended -the sum of $3,885.75 in building a completely new structure on the site of the old one. At the close of the fiscal year, the work was about three-quarters finished. In 1906-7, $4,078.70 was expended on the work, which, at the close of the fiscal year, was not quite completed. It consists of an approach of stone and earth, walled on each side, 250 feet long, 30 feet wide and of an average height of 8 feet. This approach is followed by a pile- work structure, 240 feet long by 30 feet, wide, with a T on the outer end, 90 feet long on the face by 40 feet wide. The piles in the T are creosoted. Along the face the work is about 36 feet high, with 32 feet of water at H.W.O.S.T. and about 7 feet at low water. On the north side of the stem, next to the T is a flight of steps for the ac- commodation of boats and small craft, and in the centre of the face of the work, a lifting slip, operated by a powerful double hand winch, for the convenience of steam- ers. The slip was not in position at the close of the fiscal year.. Spring tides rise 29 feet, neaps, 23 feet. APPLE RrVER. Apple River is a small hamlet of about 300 people, situated near the mouth of Chig- necto bay, about thirty miles southwest of Amherst town. The people are mostly farmers and lumbermen, whilst some fishing is conducted by a few of them. 'The chief indus- try, however, is lumbering, from seven to ten millions feet of lumber being shipped annually from this port. As it lies on a very exposed section of the shore, the department, during the last fiscal year, constructed a breakwater at this place, the contract price being $7,300. This work was completed quite early in the fall of 1906, and is a substantial structure. The breakwater consists of a rock bank approach, 27 feet in length, 20 feet wide on top and 8 feet high at the outer end; the wharf proper, which is constructed of con- tinuous round log, stone filled cribwork, measures 254 feet in length, 16 feet in width on top and 36 feet in height at the outer end. The cribwork is built with a batter of 2 inches to the foot on the seaward side, and 1 inch to the foot on the inner side. The outside face and the outside end are sheathed with 7-inch face timbers, placed in an upright position and bolted to every alternate longitudinal face log crossed, the thick- ness of these timbers being 5 inches. Before building this cribwork, the bottom of the work or rather the foundation was excavated for the whole length and width of the work to a depth of 5 feet, and a 2-foot thick series of mattresses of stone and brush was laid in this excavation; upon these mattresses the work was laid. Spring tides rise here 38 feet, and neaps 32 feet. Expenditure during fiscal year of 1906-7, $7,573. 6 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII.. A. 1908 ARISAIG. Arisaig, Antigonish county, is on the southeastern shore of Northumberland strait, about fifteen miles southeast from Cape George. The works at this place include a pier on the northern and a breakwater on the southern side of the cove. The breakwater, constructed during 1887-8, was 380 feet in length, extending to 5 feet at low water, and 20 feet wide, with an ' L ' on the southwestern side of the outer end, 40 feet long and 20 feet wide, and with the exception of 80 feet at the inner end, which is of stone, it is constructed of close-faced, native timber cribwork, fully bal- lasted, and the outer 50 feet and the ' L ' were protected by close-sheathing. From natural decay, the top of the breakwater became weakened, and the outer end with the ' L ' has been destroyed by the teredo. The sum of $2,200 was appropriated for expenditure during 1905-6, to construct the top of the outer end of the approach, for a distance of 50 feet, and for the con- struction of a creosoted timber block, 20 by 30 feet, at the outer end of the breakwater; but, owing to the non-delivery of the creosoted timber required, the sum of $1,263.52 only was expended, and that was for the construction of the outer 50 feet of the old top of the approach, and for procuring the native timber required for the top of the proposed outer block. The sum of $1,500 was voted for expenditure during 1906-7 to complete the outer block, but again, owing to the non-delivery of the creosoted timber required, the sum of $499.23 only was expended for ballast. AVON PORT. Avpnport, King's county, is a small farming village with a population of about 250, situated at the mouth of the Avon river (at this point nearly two miles wide) and on the Dominion and Atlantic railway, twelve miles northwest of Windsor, the county town of Hants, and thirteen miles east of Kentville, the county town of King's. A small wharf, of ordinary round-log, stone-filled cribwork, was built before Con- federation by the inhabitants, aided by the provincial government. It is 300 feet long. 22 feet wide to 25 feet wide on top, and 17 feet high at the outer end, which is dry, at L.W.O.S.T. In 1886, the department having assumed control of the wharf some little time pre- viously, spent $1,200 in extensive general repairs. During the year 1896-7, the sum of $500 was expended in rebuilding the top of the shoreward half of the work; the cover- ing, floor stringers, and upper two or three logs in height were renewed. In 1900-1, the sum of $998.90 was expended in extensive renewals. In 1906-7, the sum of $599.77 was expended in rebuilding the approach to the pub- lic wharf, which had been partially destroyed by waves and ice. The work is 400 feet long, 18 feet wide and from 3 to 10 feet high, consisting of a brush and stone embank- ment with fenders and ties eight feet apart. babin's cove. Babin's Cove, Kichmond county, is on the north side of Arichat harbour, Isle Madame, and nearly opposite its western entrance. A wharf, intended for winter service, was constructed by the department, under contract, during 1893-4 and 1894-5, and connected with the public road by a road 410 feet in length. It is 100 feet in length, including a stone abutment, 20 by 20 feet on top, with sides and outer end sloping H to 1, an inner block, 20 by 20 feet, and an outer block 25 by 40 feet on top, with openings or spans of 17^ feet between the blocks and between the inner block and the stone abutment. The blocks are of round native timber cribwork fully ballasted. The outer and end faces of the outer block are close- sheathed. [Y REPORT OF THE CHIEF ENGINEER 7 SESSIONAL PAPER No. 19 The depth at extreme low water, at the outer end of the wharf, is 11 feet. Spring tides rise 5 feet. In 1903-4, the sum of $99.3-1 was expended in constructing' a small warehouse on the outer end of the wharf. During the fiscal period of nine months ended March 31, 1907, the sum of $140.60 was expended in removing fourfifths of the covering and about 80 lineal feet of the guard-rail of the wharf. BADDECK. Baddeck, the shiretown of the county of Victoria, is on the northern shore of the Little Bras d'Or lake, near the entrance into St. Patrick's channel. On September 12, 1906, a plan and specification tor the construction of a public wharf on the Campbell property were submitted for approval, and on March 2, 1907, a contract for its construction, in the sum of $10,690, was entered into with Mr. Hugh MacDonald, but, up to the end of ]\Iarch, 1907, the work had not been commenced. The work under contract is to be 284 feet in length, and will extend into 18 feet at low water; it will consist of a road approach, 64 feet in length; of a section of crib- work with creosoted timber substructure, 60 feet long and 48 feet wide; and of a creo- soted timber pile extension, 160 feet long and 40 feet wide. Expenditure during last fiscal year, $222.23. bailey's brook. Bailey's Brook, Pictou county, is a large stream emptying into the strait of North- umberland, at a point ten miles to the eastward of the entrance to Merigomish harbour, and six miles to the westward of Arisaig. The channel protection works, undertaken in 1902-3, and completed in 1904-5, in- clude a breakwater on the eastern side, 240 feet in length and 20 feet in width on top, extending to low water mark, and a shear-dam, en the western side, 130 feet in length and 12 feet in width, founded at low writer. In 1905-6, the sum of $1,999.82 was expended in procuring materials for the pro- posed extension of the shear-dam, 164 feet in length, 16 feet in width to within 20 feet of the outer end, and 30 feet width over the outer 20 feet, and in constructing, placing and ballasting 120 feet of its substructure. During the fiscal period of nine months ended March 31, 1907, the sum of $1,982.35 was expended in completing the extension of the shear-dam in progress in 1905-6 BARIUXGTON PASSAGE. This passage is a sheet of water separating Cape Sable island from the mainland, and vessels plying between Nova Scotia ports, east of Barrington, with Yarmouth, Boston and American ports on the Atlantic seaboard and able to use this passage, save twenty or thirty miles on their trip. There have been several ledges composed of large loose boulders lying across this passage, with the result that, at low tide, vessels have of- ten struck and incurred much damage as well as annoying delays. Two years ago, the department began the work of removing these boulders, and during the last fiscal year this work was completed. Last year we expended $2,993.50, whilst in the two years preceding we expended within a few dollars of $5,000 upon the same work. During last fiscal year, about 650 tons of stones were removed from this place, and after examination with the aid of divers no obstruction could be found in this channel. This work was accomplished by the Provincial Wrecking Company's plant and was performed at a cost per ton of slightly more than $4.55. \Ylien work was begun in this channel, one could onlv depend upon 9 feet of water, whilst now there i.- 13 at L.W.O.S.T. 8 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 BATTERY POINT. Battery Point, Annapolis county, is a fishing settlement of about 150 people, situated on the east side of Digby Gut, about four miles northeast from the town of Digby, and fifteen miles southwest from the town of Annapolis. In 1904-5, the sum of $1,987.32 was expended in constructing a breakwater for the protection of the fishing fleet, comprising 40 to 50 boats. The work is 90 feet long, 26 feet wide, 8 feet high at the shore end and 19 feet high at the outer end. The ap- proach is a stone embankment, 38 feet long, 26 feet wide and from 4 to 8 feet high. At the end of the fiscal year the work was completed, with the exception of a few fenders. In 1905-6, the sum of $2,000 was expended in constructing an extension to the breakwater. The new block is 60 feet long, 26 feet to 30 feet wide and from 20 to 29 feet high, yery strongly built of round-long cribwork, furnished with a break on the seaward, side, close-sheathed on the seaward side and" outer end and on the inner or southern side, and provided with a flight of steps for the accommodation of boats. In 1906-7, the sum of $668.40 was expended in completing the new block. Spring tides rise 27 feet; neap, 23 feet. Baxter's harbour. Baxter's Harbour, King's county, is a small harbour on the south side of Minas channel, Bay of Fundy, about midway between Scott's Bay and Hall's Harbour, about six miles from each. The settlement has a population of about 200 people, engaged in fishing and farming. The harbour is merely a slight indentation on the coast line, with a small wharf or breakwater on one side and a reef of rocks on the other, leaving an opening about 180 feet in width between them, into which small schooners can enter at about two hours ebb and flood. The little breakwater which was built many years ago by the inhabitants, aided by the provincial governmnet, having become a complete wreck, the department, in 1905-6, expended the sum of $2,258.69 in building a substantial breakwater of crib- work on the site of the ancient structure. The work, which was not completed at the end of the fiscal year, is 100 feet long, 26 feet wide and from 5 at the inner end to 20 feet high at the outer end, well fendered and filled with ballast. In 1906-7, the sum of $745.54 was expended in completing the work. BAYFIELD BREAKWATER. Bayfield, Antigonish county, is on the southern shore of St. George's bay, fifteen miles to the westward of the northern entrance to the Strait of Canso. There are two works at this place : a wharf 442 feet in length, built in 1892-4, and breakwater (cribwork, core and stone embankment), 760 feet in length, commenced in 1879 and completed in 1888. Repairs and improvements to the breakwater, including the construction of a con- crete wall 525 feet in length over the inner face of the cribwork core, (150 to 675 feet from the inner end) and the reconstruction of the stone covering on each side of thej wall, undertaken in 1903-4, was completed in 1904-5, with the exception of 300 feet of covering on the seaward side and of the grouting (with concrete) between the wall and high water on each side, over a distance of 365 feet (150 feet to 515 from the inner end). In 1905-6 the sum of $1,600 (the amount appropriated) was expended in com- pleting the repairs and improvements in 1903-4. During the fiscal period of nine months ended March 31, 1907, $1,799.73 was ex- pended in extending the concrete wall 70 feet and in reconstructing and grouting, with concrete, the covering of the talus on the northern side of the concrete wall (150 to 675 feet from the inner end) which had been damaged after completion of repairs in 1905-6, and on the northern side of the extension. iv REPORT OF TEE CHIEF EXGISEER 9 SESSIONAL PAPER No. 19 BEAR COVE. Bear Cove, Digby county, is a slight indentation, not more than 400 feet deep, in the coast of the mouth of St. Marys bay, Bay of Fundy. It is situated twenty-three miles north of Yarmouth, and equi-distant from Cape Cove on the south and Meteghan on the north, being about five miles from each. The population of the settlement, within a mile of the cove, comprises a couple of hundred of people, chiefly dependent! for a living on fishing, though some little farming is carried on. The fishing fleet comprises about twenty-five small boats, the annual value of the catch, embracing cod, herring, lobsters, &c, is from $7,000 to $10,000. In order to afford some small measure of protection for the fishing fleet, the de- partment, on October 10, 1905, awarded a contract, for the construction of a break- water, in the sum of $5,748.92. The work was begun in May, 1906, and at the close of the fiscal year 1905-6, it was about half completed. The work was satisfactorily completed at the end of Sep- tember, 1906. Spring tides rise 21 feet; neaps, 17 feet. The total expenditure during 1906-7, amounted to $3,883.92. BEAR RIVER. Bear River, Annapolis county, situated at the head of navigation, five miles above the two bridges, highway and railway, which are near the mouth of the river, is an important and prosperous settlement, partly in Annapolis and partly in Digby counties, the river forming the boundary between the two counties. Large quantities of piles, cordwood and lumber are annually shipped to South America, the West Indies and the United States. In 1901-2, the sum of $3,000 was expended in removing the upper portion of an old pier of the highway bridge, which was rebuilt by the provincial government about twelve years ago, on a site about 100 feet farther up stream. This old pier bottom, which was removed to a depth of 5 feet below low water spring tides, was so close to the channel that it was a source of danger to vessels passing up and down. The drop- ping pier on the down stream side of the swing span of the highway bridge, was also rebuilt in substantial pilework, the new pier being 180 feet long, 25 feet wide and from 20 to 30 feet high, strongly built of pile bents, well braced, fendered and bolted, provided with mooring posts and rings, and with three rows of hardwood walings on the river face. Of the total expenditure of $3,000, the sum of $249.17 was expended in the purchase of piles and timber for the rebuilding of the drop-pier on the upper sidd of the highway bridge. In 1902-3, the sum of $1,611.35 was expended in rebuilding the dropping pier of the upstream side of the Victoria highway bridge. In 1905-6, the sum of $584.86 was expended in the purchase of materials for the purpose of rebuilding in cribwork the upper end of the dropping pier, which was severely injured by the heavy ice of the exceptionally severe winter of 1904-5. In 1906-7, the sum of $338.35 was expended in beginning the construction of the new block. BEAVER RIVER. Beaver River, Yarmouth county, is a prosperous fishing and farming village of some 400 people, situated on the coast of St. Mary's bay, thirteen miles north of Yar- mouth, and on the county line between Digby and Yarmouth. The little stream which issues here discharges through a gravel beach, which formerly, when the stream was low, obstructed its mouth and finally closed it altogether, so that the water has to find exit by soakage through the gravel. 10 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 In 1886-7, operations were begun by the department to improve the river mouth and remedy this defect. A passage was cut through the gravel and sea wall, and a short breakwater was built on the south side of the mouth to catch the gravel and prevent the bank reforming; besides protecting the river mouth, the breakwater forms a good though short landing pier for vessels during the summer months. This work proving satisfactory, the sum of $1,500 was expended by the department in 1888-9, in further improvement. This consisted of extending the breakwater 100 feet, sheet-pil- ing its northern face, and extending the short pier on the northern side of the mouth. In 1891-2, the rush of water during the freshets, having begun to undermine the work, the sum of $450 was expended in close-piling a portion of the river face, and in levelling up and repairing the top, which was leaning over the stream. In 1899-1900, the sum of $732.35 was expended in rebuilding the whole top of the work for a height of from 3 to 5 feet. In 1900-1, an expenditure of $1,080.04 was made in extending the breakwater by the addition of a new block, 30 feet long, 25 feet wide and an average height of 19 feet. The older portion of the work was also repaired. In 1901-2, the sum of $2,097.46 was expended in further improvements and repairs. The work done consists of : (a) A new block on the outer end of the south breakwater, 50 feet long, 25 feet wide and from 16 to 17 feet high, founded on 24 piles driven to hard bottom and cut off a foot below the level of the beach. The block is built of round-log cribwork, well fendered, ballasted and covered with 3-inch plank. (b) A new block on the outer end of the north breakwater, 22 feet long, 18 feet wide and 14 feet high, substantially built of the usual type of round-log cribwork. (c) Minor repair, chiefly under-pinning the shore end of the northern break- water, where it had been slightly undermined by unusual freshets, in the brook issuing alongside the work. In 1906-7, the sum of $99.49 was expended in under-pinning .with stone and tim- ber, the north or landward face of the breakwater, in order to keep it from falling into the stream and schooner berth alongside. BLUK ROCK. Blue Rock, Antigonish county, is situated on the southern coast of St. George's bay, about two and a half miles to the eastward of the entrance into Tracadie harbour, and six miles to the westward of the northern entrance into the Strait of Canso. A breakwater extending 316 feet in a southwesterly direction from Blue Cape, for the protection of a boat landing and to afford shelter for fishing boats, was commenced by the department in 1S86 and completed in 1889. It is from 16i to 17 feet in width on top, with a face on the seaward side sloping 1 to 1 from the top of the rwork to 1 foot above high water. The depth at the outer end, at extreme low water, is 12 feet, and over the area sheltered from the north and east from 11 to 5 feet. Spring tides rise 4 feet. Repairs and improvements were made in 1893-4-5 and in 1899-1900-1, including close-fendering the outer end and the sloping face; reconstructing the top work over a distance of 60 feet from the outer end inwards; and placing a stone talus on the seaward side, at the outer end, and on the inner side for a distance of 40 feet from the outer end inwards. During the fiscal period of nine months ended March 31, 1907, the sum of $497.61 was expended in renewing the top work of the breakwater over 80 feet, from 60 feet from the inner end outwards, and in placing stone in the talus on the seaward side. BOISDALE. Boisdale, Cape Breton county, is on the southeast side of St. Andrew's chann-l, an arm of the Little Bras d'Or lake, about fifteen miles northeast of Grand Narrows. i v REPOin OF THE CHIEF ENGINEER 11 SESSIONAL PAPER No. 19 A contract was entered into in March, 1906. for the construction of a block and span wharf, with creosoted substructure, extending to 11 feet at low, or to 12* feet at high lake level, for the sum M $4,995. During the fiscal year of nine months ended starch 31, 1907, all the native timber and stone and part of the creosoted timber required, were delivered, the cribwork abut- ment was completed, and the substructure of the first block was placed and ballasted. Expenditure during fiscal year of 1906-7, $995-41. BRETON COVE. Breton Cove, Victoria county, is situated on the northeastern shore of the island of Cape Breton, about midway between St. Ann's harbour and Ingonish bay. On July 18, 1904, a contract was entered into in the sum of $5,885, for the con- struction of a wharf to serve the purposes of a boat landing, and to afford shelter for fishing boats; the work was completed on July 22, 1905. The wharf is a continuous cribwork with creosoted timber substructure, extending to 4 feet at low water, 194 feet in length and 16 feet wide, with an 'L' on the western side of the outer end, 24 by 20 feet, and an incline landing, built on creosoted timber piles. 4 feet wide and 46 feet long, on the inner face, inside of the ' L.' The wharf is about half a mile from the public highway, and is reached by a right of way to the beach, which has been open to the public for years. This right of way crosses two properties. During 1905-6, the department fenced in the right of way on the property near the wharf, and during 1906-7, the Slim of $80 was expended in fencing in the balance of the right of way, about 1,440 feet in length. BRIDGEWATER. Bridge water (La Have river), Lunenburg county, is the centre and headquarters of a large and important business in the manufacture and export of lumber. It is a thriving town of 2,000 to 2,500 people, situated twelve miles from the mouth of the La Have river. It is 100 miles southwest from Halifax by the coast, and fourteen miles due west from the town of Lunenburg. It is the headquarters of the Halifax and Southwestern Railway. During the year 1905-6 the sum oi $1,568.52 was expended by the department in removing, by means of submarine divers, a large number of boulders and snags from the bed of the river, which had been for many years a serious menace to the shipping of the place. In 1906-7, the sum of $3,063.38 was expended in continuing the work. Spring tides rise 6 feet; neaps, 5 feet. BROAD COVE MARSH. Broad Cove Marsh, Inverness county, is on the Gulf of St. Lawrence, twelve miles south from Margaree harbour. The wharf at this place, on its completion in 1888, extended 400 feet to 12 feet 10 inches at extreme low water. It was badly damaged in January, 1894, and subse- quently carried away to within 207 feet of the inner end. In 1894-5-6, the inner 207 feet was repaired and strengthened, and in 1897-8, a small amount was expended in repairs. When repairs were undertaken in 1904-5, only 100 feet of the work remained; du ring that year, the sum of $999.85 was expended in extending it, 25 feet to 2 feet at extreme low water. In 1905-6, the sum of $3,699.99 was expended in completing a further extension, 98 feet in length, with the exception of close fendering between fenders, on the seaward side, 18 to 55 feet from the outer end, at the outer end and on the inner side, 27 to 56 feet from the outer end. 12 DEP/lRTMKNT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 The depth, at extreme low water, at the outer end of the 98 foot extension, is 7? feet. Spring tides rise 4£ feet. During the fiscal year ended March 31, 1907, the sum of $350.88 was expended in completing the close-fender ing of tne 98 foot extension. CANADA CREEK. Canada Creek, King's county, also called Black Rock, is a fishing and farming village of about 150 people on the south shore of the Bay of Fundy, sixty miles east of Digby Gut and eight miles west of Halls Harbour. The harbour is formed by two piers or breakwaters, built one on either side of a small stream. That on the east side which is detached from the shore serves merely as a breakwater and was built by the depart- ment in 1878-9, at a cost of $3,000. It is 150 feet long, 25 feet wide on top, and from 12 to 15 feet high, substantially built of round-log cribwork, close faced, well ballasted and fendered. The breakwater on the western side, originally 248 feet long, which serves both as a breakwater and a landing pier, was built before Confederation at the joint expense of the inhabitants and the provincial government. It is built of round- log cribwork, the seaward side being protected by close sheathing of flatted spars. In 1874, it was extensively repaired at a cost of $2,500. In 1884, further repairs were made, and a new block 57 feet long, by 10 wide, was built on the seawardside of the shore end. In the winter of 1889-90, the outer 100 feet in length was completely wrecked, and other minor damage caused by severe gales. The shortening of the structure caused the gravel to wash around its end and fill up the berth for vessels in the bed of the stream along the eastern side. In 1892-3, the department built a new block of cribwork on the outer end of the old work, 50 feet long, 14 feet wide on top and from 8 to 11 feet high between the outer end of the existing work and the re- mains of the old. The block was totally destroyed in Xovember, 1899. In 1900-1, an expenditure of $1,928.09 was made in reparing the work and in building a new block, 34 feet long, 30 feet wide, and, at the outer end, 28 feet in extreme height. In 1901-2, the sum of $1,205.18 was expended in completing the new block, in ex- tending the main breakwater, begun the previous year, and in taking down and rebuild- ing a length of 60 feet of the retaining wall on the east side of the mouth of the creek, this piece of work being of an average height of 10 feet and width of about 12 feet. In 1902-3, the sum of $499.96 was expended in thorough repairs to the outer end of the eastern breakwater, which was in a dilapidated condition and endangering the whole structure. Total expenditure to June 30, 1903, including refund of $550 to the provincial government was $13,519.02. In 1906-7, the sum of $750 was expended in repairs, consisting of a piece or patch of new cribwork to fill a breach in the seaward face of the breakwater, 33 feet long, 20 to 25 feet wide and 10 feet high. This work was transferred to the control of the Department of Marine and Fisher- ies on June 12, 1888. CANNING. Canning, King's county, is a prosperous village of about 1.500 people, mostly engaged in farming and fruit-raising, situated on the north or left bank of the Habi- tant river, which, about two and a half miles below, debouches into the Basin of Minas, It is an important station on the Kingsport branch of the Dominion Atlantic railway, which connects with the main line at Kentville, eleven miles to the south. In 1904-5, the sum of $14,137.08 was expended in the construction of the wharf. It consists of a piece of cribwork 260 feet long, with an ell or return 90 feet long, 22 feet high and 22 feet wide on top. The back batters 3 inches to the foot and the front 1 inch to the foot. The whole block is founded on piles, driven to rock and cut off iv REPORT OF THE CHIEF EN GINEER 13 SESSIONAL PAPER No. 19 level with the mud. The cribwork at the end of June was 17 feet high or within 5 feet of the full height. The excavation of the berth in front, and the filling up behind were not completed at the end of the fiscal year. In 1906-7, the sum of $8,640.59 was expended in continuing the work, which, at the close of the fiscal year, was nearly completed. Spring tides rise over 40 feet. CHARLO'S COVE. Charlo's Cove, Guysborough county, marked on the charts ' Charlo's Harbour,' is on the northern shore of Tor bay, a bay on the Atlantic coast of Nova Scotia to the westward of Whitehaven. On October 27, a contract was entered into for the construction of a breakwater on the northern side of the entrance to the cove, for the sum of $12,875. The contract is for a breakwater 16 feet in width on top, extending 484 feet to 4£ feet at extreme low water, of round native timber cribwork, fully ballasted and pro- tected on the seaward side by close-fendering and by a talus of heavy quarried stone or boulders, sloping 3 to 1 from extreme high water. Spring tides rise 6^ feet. Up to March 31, 1907, no action had been taken other than in the way of arrang- ing for the delivery of materials. Expenditure during fiscal year 1906-7, $251.79. CHETICAMP HARBOUR. Cheticamp harbour, Inverness county, is on the west coast of Cape Breton island, fourteen miles to the northward of Margaree harbour. The harbour is formed by Cheticamp island, and a beach of sand and shingle be- tween its southern extremity and the mainland; and is entered, from the north, by a channel dredged through a bar over which there was originally about 4^ feet at extreme low water. Of the $1,000 appropriated for expenditure in 1905-6, towards the construction of a work to prevent the movement inwards, of a beach on the mainland opposite the inner end of the dredged channel, and the consequent shoaling of part of the har- bour and wharf property, the sum of $984.25 was expended in constructing 254 feet of brush and stonework, averaging 22 feet in width and 7 feet in height and containing about 1,400 cubic yards. Of the amount appropriated for the fiscal year ended March 31, 1907, the sum of $5,052.33 was expended in constructing 3,600 cubic yards of brush and stonework, in- cluding an extension 370 feet in length ; two ' spurs,' and in procuring materials for cribwork blocks at the outer ends of proposed extensions of the ' spurs.' CHURCH POINT. Church Point, Digby county, is situated on the southeast side of St. Mary's bay, six miles southwest from Weymouth. It has a population of 200 people, engaged in farm- ing and fishing. The work consists of a wharf, a retaining wall and a breakwater, appears to have been built between the years 1855 and 1856, at the joint expense of the inhabitants and the provincial government, the expenditure of the government having been $61,055.66. In 1875-6, the department expended the sum of $2,000, the inhabitants contributing an equal amount, in repairing the northern and in rebuilding an ell 72 feet long by 20 feet wide, at right angles to it, with the object of preventing. gravel from working around the outer end. The movement of the gravel, which is from south to north, has always been more or less a difficulty and a detriment to the port. 14 DEPARTMENT OE PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 In 1890-1, the gravel having worked around the outer end of the breakwater and formed a bar across the entrance to the loading berth, a 'small groyne, 40 feet long and 24 feet wide was built, projecting at right angles from the outer or northwest corner of the breakwater. The groyne was extended in 1894-5 a further distance of 30 feet, and in 1896-7 by a length of 120 feet and a width of 10 to 25 feet, by a height of 10 to 20 feet, all of round-log cribwork. The sluice gates, at the head of the dock, where the fresh water makes its exit, were rebuilt in order to cause the stream to scour away the gravel from alongside the wharf front. In 1900-1, the sum of $800 was expended in rebuilding 63 feet in length of the wharf front, 16 feet high, from 10 to 20 feet wide, 35 feet of this length being close- piled. The sluice way was entirely rebuilt and fitted with double lifting gates instead of single; the floor of the sluice was lowered 5 feet, and an apron extending 13 feet up stream and 50 feet down stream, was constructed of 3-inch plank, well spiked to heavy stringers, bedded in close-packed stone and close-piled at both ends to prevent scour. In 1902-3, the sum of $1,800 was expended in rebuilding 134 feet in length of the wharf wall. In 1903-4, the sum of $2,995.21 was expended in further reconstruction of the wharf wall begun in 1902-3. In 1904-5, the sum of $2,100 was expended in taking down and rebuilding a piece of the wharf wall, 100 feet long, 10 to 22 feet high, and from 10 to 18 feet wide, in the continuation and completion of the work done the previous two seasons. In 1905-6, the sum of $1,200 was expended in extending westwardly the groyne which prevents the gravel from entering the schooner berth. The new block is 62 feet long, 25£ feet wide and 8 feet high, or within 15 feet of the height of the rest of the work. In 1906-7, the sum of $1,793.12 was expended in constructing two new blocks of cribwork, the first 60 feet long and 25 feet wide and 10 feet high, to raise the groyne on the west side; the second, 90 feet long, 13 feet wide, 11 feet high, being a reinforcing block on the north side of the main north wall, which was canting over under pressure of the accumulated gravel behind it. COUNTRY HARBOUR. Country Harbour, Guysborough county, is on the Atlantic coast of Nova Scotia, thirty-six miles to the westward of Ca^e Canso. It has an excellent land locked an- chorage, in 4£ to 7 fathoms, 4 miles inland and is navigable for large vessels, 6A, and for small vessels to Xarrows Point, 8i miles inland* Boats can ascend the river to the head of tide, two mile above Xarrows Point. A small amount ($140.66) was expended in June, 1905, in procuring materials and plant and in making preparations for carrying on the work of removing obstructions. In 1905-6, the sum of $2,199.97 was expended in excavating a channel through a reef at ' Hell Gate,' and in removing most of the boulders obstructing the channel be- low that point. During the fiscal year ended March 31, the sum of $699.99 was expended in com- pleting the removal of boulders below, and in removing obstructions (sunken logs) in the channel above ' Hell Gate.' cow bay (port morten). Cow Bay, (Port Morien), Cape Breton county, is on the eastern coast of Cape Breton island, about twelve miles to the eastward of the entrance to Sydney harbour. A breakwater built by the owners of the Gowrie coal mine, on the north side of the bay, came under the charge of the department in 1873. It originally extended 1,374 feet to 17 feet at low water, or to 23 feet at high water, and was about 44 feet in width. The area of the basin inclosed between it and the shipping pier of the Gowrie iv REPORT OF THE CHIEF ENGINEER 15 SESSIONAL PAPER No. 19 mine, now the property of the Dominion Coal Co., was 17 acres, 10 acres of which had a depth of from 9 to 1 7 feet at low water. The breakwater was seriously damaged during the great gale of August 24, 1873 Extensive repairs and improvements were made nearly every year up to 1895 when it consisted of 220 feet of old work protected on the seaward side by a beach of shingle and boulders ; 360 feet of old work, 44 feet in width with a new inner face-work, and a break on the seaward side built over the remains of the old work; and 793 feet of inner work with counterforts and connecting outer. face- works. iT/he inner and outer face-works were from 30 to 20 feet apart; they were connected by tie walls and the spaces were filled with earth and stone. In 1895 and 1896, 253 feet of the breakwater, (1,121 feet from the shore end out- ward) was destroyed; the outer face-works from 1,121 feet from the shore end inward, were badly damaged and ballast was carried over the work and deposited in the dock along the inner face from 557 feet to 1,121 feet from the shore end. Large expenditures have been made every year since 1897 in repairing and strengthening the breakwater from 1,121 feet from the shore end inward. The outer works have been reconstructed and strengthened by filling the face-chambers with concrete and by close-piling, and the stringers and covering of the inner work from 557 feet to 1,121 feet from the shore end have been renewed. In 1905-6, the sum of $16,956.84 was expended in repairing ahd strengthening the outer face-works. During the fiscal year ended March 31, 1907, the sum of $8,447.57 was expended in completing the reconstruction of 350 feet of inner face-work, in progress in 1905-6; in general repairs, including concreting and close-piling the outer face-work; in re- newing the close-piling of 300 feet of inner face-work, from 557 feet from the inner end outwards ; and in placing large concrete blocks against the outer face, two averag- ing 14 feet by 10 feet by 10 feet deep, at the junction of the southern face of the inner counterfort, and 3 averaging 13 feet by 5 feet by 8 feet deep, 400 to 439 from the inner end. CRJBBTtf'ti POINT. Cribbin's Point, Antigonish county, is on the west side of St. George's Bay, eight miles to the southward of Cape George, and 5 miles to the northward of the entrance to Antigonish harbour. The wharf, completed in 1892-3, extended 300 feet in a southerly direction from the point, and has an approach, 195 feet in length. It is 20 feet in width for a dis- tance of 120 feet from the inner end, and 30 feet for the remaining 180 feet; the inner 50 feet of the work is built of stone, and the outer 250 feet, of close-faced native timber cribwork, fully ballasted. The face-timbers having become weakened by the ravages of the teredo, during 1896-7-8-9, the outer end, the seaward face for a distance of 20 feet, and the inside face for a distance of 10 feet, from the outer end, were close-piled with creosoted timber; a talus of quarried stone was placed along the seaward face; the work wa9 reballasted where necessary, and a ' timber-break,' 100 feet in length and 2J feet in height, above the cap-timber, was placed on the seaward side of the inner end of the wharf, to prevent the sand outside from being washed on to the work, during storms. During 1899-1900, the sum of $1,000 was expended in obtaning a portion of the creosoted timber required in the construction of a proposed extension of the wharf. During the year 1900-1, the sum of $3,079.98 was expended in procuring the bal- ance of the timber required for the extension, and in repairing the outer end of the old work, which was almost destroyed during the severe gales in the autumn of 1900. As the sand at the end of the wharf, at which there were originally 11 feet of water, at low water, had made up to a height of about 6 feet, since its completion, leaving but 5 feet of water, at low water, and as it was necessary to found the exten- 16 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 sion on the original bottom, the dredge George Mackenzie was engaged from May 30 to July 12, 1901, in dredging out the foundation for the new work, and the approaches thereto, at a cost of $1,604.44. During the year 1901-2, the sum of $2,896.31 was expended in the construction of the extension to the wharf, for which the materials were procured during 1899-1900-1. The new block is 48 feet long and 20 feet wide, and it has been placed across the end of the wharf, forming an ' L,' 18 feet in length', intended to retain the stone in the talus. The block is of an average height of 20 feet, and is constructed of round tim- ber cribwork, laid open-faced, with creosoted timber in the substructure, close-sheathed on all outer faces, and filled in solidly with ballast. During the year 1904-5, the sum of $2,127.41 was expended in close-sheathing the whole of the inner face of the old work, &c. During 1906-7, the sheathing on the seaward face of the old work was renewed; floor-stringers, covering and cap were renewed where necessary, and the work was re- ballasted in places, at a .cost of $941.21. DELAP's COVE. Delap's Cove, Annapolis county, is situated on the south shore of the Bay of1 Fundy, twelve miles to the eastward of Digby Gut. The breakwater is constructed immediately to the eastward of the mouth of a small pond, which affords safe shelter for fishing boats, and a convenient place for keeping small vessels during the stormy winter months. The breakwater itself affords a good landing place for coasters and small schooners, the pier breaking off all eastern storms, and the formation of the shore on the opposite side of the stream forming a natural breakwater. This breakwater was built by the department in 1878-9. It is 150 feet long, 25 feet 3 inches wide, and is constructed of round timber, with square timber faces, its easterly side being sheathed with 8-inch timber. It is provided with a break 4 feet 6 inches high, along its seaward or easterly side, and its covering is of 6-inch plank. In 1899-1900, the sum of $1,000 was expended in protecting the entrance to the face, and depositing large stones along it, to prevent the gravel from washing away. In 1889-1900, the sum of $1,000 was expended in protecting the entrance to the pond and in placing an anchor and buoy off the outer end of the pier to enable vessels to warp out and proceed to sea, avoiding the danger of going ashore on the western headland, to which they were formerly exposed. The opening into the pond was protected by extending the western face of the pier 100 feet inwards along the margin of the stream, or to where this latter opens into the pond, and in raising the break on the seaw. rd side of the pier, to prevent stone and gravel from being thrown over the sea wall. The wharfing along the stream is of an average height of about 16 feet, and 12 feet wide; the entrance to the pond is now clear and unobstructed. The warping anchor is a large rock placed in position and fitted with chains find tackles. During the summer months it has a spar buoy attached, which is removed in winter to avoid the danger of drifting ice. During the year 1901-2, the sum of $400 was expended in repairs to the breakwater. The work done consists of the renewal of the greater part of the covering, 200 feet of new stringers, 9 new mooring posts, 13 fenders, 118 feet of guard timbers, 200 tons ballast, besides petty and miscellaneous repairs to the break and the outer end of the work. In the fiscal year 1905-6, the sum of $1,127.12 was expended in building an ex- tension to tjhe breakwater, 33 feet long, 25 to 28 feet wide and 21 feet high. At the close of the fiscal year, the work was not quite completed, owing to the delay in pro- curing labour and materials. In 1906-7, the sum of $829.15 was expended in building the new extension and in miscellaneous and general repairs to the breakwater. Spring tide rises 30 feet. iv REPORT OF THE CHIEF ENGINEER 17 SESSIONAL PAPER No. 19 DIGBY. Digby, Digby county, is the shire town of the county with a population of about 1,500, beautifully situated on the southwestern end of Annapolis basin. It is an important station on the Dominion and Atlantic Railway, 67 miles north of Yarmouth, 150 miles from Halifax, 20 miles from Annapolis. It is also the port of call for the daily steamer of the Dominion Atlantic Railway plying between Digby and St. John. The harbour is open at all seasons and well protected from nearly all quarters; storms, however, from the north and northeast drive a heavy sea againsi, the pier, and if, at such times, there be much drift ice in the basin, the structure is likely to suffer damage. The first pier was built by the government of Nova Scotia some years before Con- federation, and was nearly destroyed by the gale which swept the Bay of Fundy in 1866-7. In 1869, to aid in rebuilding the work, the sum of $2,920 was granted by Par- liament and transferred, to be expended by the provincial government. The work, -is then built, was of pile-bents, 12 feet apart for 550 feet ; next a block of cribwork 80 feet long, 45 feet wide, the southern half of which sloped so as to form an incline, rendered necessary by the great rise and fall of the tide (24 feet at springs). The incline was finished by a block 170 feet long by 22 feet wide, the northern half of this portion of the pier being all pile-bents, 8 feet apart. The outer end of the pier consisted of a block, 56 feet long, 45 feet wide, and about 40 feet high. The whole of the northern face was close-piled, the total length of the structure being 870 feet. In 1872, the sum of $1,650 was expended by the department in completing and re- pairing the pier. Works of improvement and repair were executed in 1874, 1882, 1885, 1887, 1888 and 1891. In 1890, a contract was entered into for the construction of a landing pier on a new site, namely, on the north side of the ' Racquet,' about a mile to the northward of the present pier, and the town of Digby. For this purpose a quantity of timber and iron had been secured by the contractor. Owing, however, to numerous delays and the death of the contractor, the intention of building this pier was abandoned, and it was decided instead to repair and reconstruct the present pier, utilizing as much as possible the timber and iron belonging to the estate of the deceased contractor. The work of recon- struction was carried out by day labour at a cost of $15,248.15. In April, 1894, a length of 330 feet of close-piling along the north end of the pier, together with the caps and walings for the same distance, and about 90 of the outside bearing and fender piles were destroyed by a violent gale. In order to save the rest of the structure from the scouring action of the under-tow set up by the sheet piling, the rest of it was immediately cut out, and the sheet piling and other timber, that had been knocked adrift, was saved and piled on the inner wharf. Subsequently, in May and June, 1894, the sum of $1,410.03 was expended in making good the damage done by the April storm. The sheet piling, however, having proved a mistake, was not replaced. About 90 new heavy piles were driven and thoroughly braced and bolted. Further repairs and improvements were made in 1896-7-9, 1901-2-4-5 and 1906. In 1906-7, the sum of $1,363.11 was expended in renewing a considerable quantity of the 6-inch flooring of the pier and in other miscellaneous repairs. The work was transferred to the control of the Department of Marine and Fisheries on June 12, 1888. Spring tides rise 24 feet ; neaps, about 20 feet. DRUM HEAD. Drum Head, Guysborough county, is on the south or Atlantic coast of Nova Scotia, about two miles to the eastward of the entrance to Isaac's Harbour. A breakwater, commenced in 1902-3 and completed in 1903-4, extended 330 feet, in from 1£ to 2 feet at extreme low water. It is of cribwork fully ballasted and pro- 19— iv— 2 IK DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 lee. ted <»n the seaward ude by close fenderi ng and l>y ;i stone talus sloping :; In 1 from high water. Tho apnropriat ion for 1005 0 wan for exb inline (lie breakwater to Hi fed :it low water, lo allord additional shelter for fish i n^r boat- and a landing place for coastal steamers. A contract was entered into in April, 1000, for the construction of an exten- sion, 119 feel, in length and varying in width from 10 feet at the inner end to 20 feet al the Ollter end, willi an ' l> '. at the outer end, .'50 by 20 feel, forming a 'head'. 50 feet in length, of erihwork fully ballasted, close- fendered on the seaward side and at tho oulcr end, and protected on I lie seaward side to within CO feet of the outer end. Up to the (>nd of the fiscal year, work > f construction had not heen commenced. During the fiscal year ended March lil, 1007, the work under contract was com- pleted and the sum of $:{|0. 00 was expended in constructing a small warehouse, at the inner end of the breakwater. Total expenditure during 1900 7, $5,N9t;.0O. BSE \so\ i. Kskasoui, Cape Breton county, is situated on the northern side of East bay, the eastern arm of (ireat Bras d'Or lake, about seven miles from Benaeadie I'oinl. at the en- trance to and nine miles from the bead of the bay. The harbour, formed by outlying islands and connecting beach, is large, lias a good depth of water, ami is perfectly safe. On March N, 1000, a contract was entered into, in the sum of $2,876 for the Con- struction of a wharf off Brown's shore. The work under contract will extend to 12 feel at low water, and be 10N feel in length and 20 feel wide, with an 1 L' at the oulcr end, JO by 20 feet; with the exception of a short erihwork abutment, it will he constructed on creosoted limber piles. Owing to the non-delivery of the creosoted timber required, the work had not l>< en commenced by the end of March. 1907, but the n< ssary native timber required had been delivered. FOKr LAWKUNOK. This is now known as Amherst Harbour and is situated about 2A miles from Am- herst town, at the head of Ohignecto bay, near the mouth of the La Planche river. 'The town of Amherst is probably the most important, prosperous and thriving indus- trial town in Nova Scotia, and, as it is a manufacturing centre of si. me magnitude, it can readily be seen that ellicient water transportation is essential to it- future growth. Four years ago. the department constructed a huge pile wharf at this place, but not over two years had elapsed from the date of its completion before the Inter- colonial Railway built a siding to it. The wharf consists of a stem, :M0 feet in length and 36 feel wide mi t>'p. The stem runs from the dyke to the edge of the channel of the river, at which latter place it is I I feel ill height ; the wharf proper then begins at the outer cud of this stem and runs seaward following the inner edge of the channel and has a height on the seaward side of I I feet and on the inner side of 2N feet. It is constructed of pile trestle bents, separate from each other N feet between centres of piles, whilst the piles in the bents are separate from each other T feet between centres. These arc braced not only with cross bracing, but with braced piles carefully driven and fastened to the 'heads of the outside hearing piles. The whole work is fendered with double fenders of a largo size. There arc also two strips of longitudinal walings. All the top timbers are 12 by 12 inches, with the exception of the covering which consists of timber 5 inches in thickness, fastened to the lloor stringers by bolts of jj-ineh iron, 14 inches long. In order to improve the docking facilities, the sum of $8,000 was granted, id' which amount we expended $2,005.11. The ice. which is very heavy al this place bad torn away a large number of braces, anil had broken about 20 piles, which we had to re- iv REPORT OF THE CHIEF ENGINEER 19 SESSIONAL PAPER No. 19 place, besides that, we constructed two beds for vessels to lie in, and widened the inside iMirncr of the wharf so as to afford accommodation for two railway tracks and hoisting apparatus. Spring (ides pise from 40 to II feel and neaps from 33 to .".I feet. prude's point. Frude's Point is situated al>oiit three and a half miles northeast of Lockport town. Four years ago, a small wharf of block and span was constructed by the department; two years ago, the Halifax and Southwestern Railway Company decided to bring their line near the wharf and locate what is now known as Lockport station within 250 yards of it. As the people of Lockport and its business interests could best be served from this locality, they asked for an enlargement of this wharf. The former wharf was there- upon doubled in width and extended an additional 200 feet, at a eost of $6,500, of (which $1,503.06 was expended during the last fiscal year. The wharf is 40 feet wide and has from 10 to 21 feet of water along the outside 2G5 feet. It has one railway track now on it, and it is proposed to lay two more tracks in the fall of 1907. There yet remains about 05 feet of this work to be constructed and about 12.1 feet in length of the rest of the extension is about one-half completed. We have at the site of the work nearly sufficient material to complete this work. Spring tides rise here Oi feet, and neaps 5 feet. GABARUS HARBOUR. Gabarus harbour, ('ape Breton county, on the eastern side and near the head of Gabarus bay, is of limited area, but of great value to the fishermen. Expenditures were made in 1873-4 and in 1880-1, in deepening the entrance, through rock to about 1 foot at extreme low water. In 1904-5, the sum of $1,584.91 was expended in opening a new channel through rock, clay and boulders, 25 feet in width and from 2 to 3J feet in depth at low water, to the westward of the former entrance, with the intention of obtaining ultimately a uniform depth of 31 feet and a width, at the bottom, of 30 feet. In 1905-6, $2,489.05 of the appropriation and $471.72 out of the general appropria- tion, or in all $2,960.77 was expended, $094.25 in completing the new channel and $2,606.52 in the construct ion of part of a proposed brush and stone retaining wall, within the harbour, to prevent shoaling hy sand carried across an extensive b< adi form- ing its eastern side. 'I he work performed included opening a trench '.VVl feet in length, 15 feet width at bottom and 5 feet in average height (extreme low water to extremo high water level I. ami cmist ruct ing in ii a work of brush and stone 12 feel wide on top and 6i feet in average height (extreme low water to \\ feet above extreme high water). During the fiscal year ended March 31, 1907, the sum of $566.56 was expended in extending the brush and stone work 78 feet, and in raising it to an average height of 3£ feet above extreme high water. GEORGKVILLE. Georgeville, Antigouish county, is on the southern shore of Northumberland strait, six and a half miles southwest from Cape (ieorge. In 1892-3 a wharf, 207 feet in length and 20 feel w ide, with an ' L ' 2't by 2<> teet, on the western side of the outer end. was constructed, to afford the inhabitants shipping and landing facilities. During 1896-7-8, an extension 44 feet in length, 40 feet wide, with an ' L,' 20 by 24 feet, was added thereto. The inner end of the wharf, for a dis- tance of 87 feet, was of stone, covered with plank, and the remainder of the work, of squared timber cribwork, protected by fenders and close-sheathing. 19— iv— 2 J 20 DEPARTMENT OF PUBLIC WORKS iv 7-8'eDWARD VII., A. 1908 During the severe northwest gale of September 12, 1900, which caused so much damage in the Gulf of St. Lawrence, the woodwork on the stone approach was partly lifted by the sea and moved several feet, and the sum of $291.23 was expended in put- ting it back into position ; but as shortly after it was again disturbed by the sea, during 1901-2, the sum of $699.47 was expended in the removal of the woodwork on top of the stone approach ; the stone wall under it was taken down to a depth of 4 feet and in it3 place cribwork was substituted, fully ballasted and covered with the old plank, and the outer faces of both, cribwork and stone wall, were close-sheathed. The sum of $2,500 was voted for expenditure during 1903-4 towards the construc- tion of an extension to the wharf, and the amount was expended in procuring the neces- sary materials, during 1904-5, the extension, 50 feet long and 25 feet wide, was com- pleted, at an expenditure of $2,000. The sum of $3,600 was voted for expenditure during 1905-6 in the construction of a further extension to the wharf, 48 feet long and 24 feet wide, with an ' L ' on the west- ern side of the extension, 40 feet long, 24 feet wide, and for the improvement of the road connecting the wharf with the public road. The road was improved at a cost of $299.61 and the extension was completed, but owing to stormy weather and the loss of some materials, the ' L ' could not be completed with the balance of the amount author- ized, although most of the materials required for its construction had been obtained. During the fiscal year ended March 31, 1907, the sum of $1,499.87 was expended in the completion of the ' L.' GOOSE BAY. Goose Bay, Yarmouth county, is situated on the west side of the neck of land or peninsula known as Tusket Wedge, about twelve miles southeast from the town of Yar- mouth. The population of the district of Tusket Wedge, within a radius of about two miles, is about a thousand people, engaged in fishing and farming. For the benefit of local trade, the department in 1905-6, expended the sum of $2,599.63 in constructing a public wharf of pilework, 290 feet long, 20 feet wide and about 16 feet high at the outer end. The approach is a stone embankment 80 feet long and from 4 to 8 feet high. At the close of the fiscal year this work was not quite finished. In 1906-7, the department expended the sum of $1,506.43 in completing the work. GRAND NARROWS. Grand Narrows, Cape Breton county, is on the south-eastern side of the Barra Strait, which connects the Great with the Little Bras d'Or lake. The old wharf, near the station of the Intercolonial Kailway and serving as a landing place for steamers with mails and passengers from Baddeck, was 287 feet in length, including 67 feet of cribwork filled with brush and stone and covered with gravel; 80 feet of pile-work built in 1885-6 by the department over the remains of an old landing pier, built by the provincial government; and an extension 140 feet in length, built by the department in 1883-84. The extension consisted of three blocks each 20 by 20 feet, and an outer block or head, 20 feet in line of work and 60 feet in length, with openings of about 16 feet. In 1901-2 and 1902-3, $3,012.16 was expended in reconstructing the wharf, and in extending it 10 feet, with creosoted timber pile-work; the work being then 297 feet in length, 24 feet in width for a distance of 277 feet and 30 feet over the outer 20 feet, with a depth, at the outer end, at low lake level, of 11 feet. In 1903-4 and 1904-5, $3,901.86 was expended in extending the wharf 57£ feet, to 15 feet at low lake level, and in the construction of an ' L,' 30 feet by 300 feet, on the southern side and at the outer end of the extension. In 1905-6, the sum of $964.44 was expended, $900 for removing the remains of old cribwork, which projected beyond the southern face of the pile-work extension, and in iv REPORT OF THE CHIEF ENGINEER 21 SESSIONAL PAPER No. 19 constructing a freight shed, 25 feet in length and 12 feet in width, and $0-1.44 for re- pairing and strengthening the southwest corner of the ' L,' which had been damaged by a steamer. During the fiscal year ended March 31, 1907, the sum of $50.51 was expended in raising the roof of the warehouse to a proper pitch and in placing a flooring in the warehouse, over the covering of the wharf. HALF ISLAND COVE. Half Island Cove, Guysborough county, is situated on the southern shore of Chedabucto bay, about sixteen miles to the eastward of the town of Guysborough, and twelve miles to the westward of Canso harbour. On January 0, 1900, a plan with specification for a breakwater off Hurst Island, at the mouth of the Cove, for the protection of the anchorage during the easterly gales, was submitted for approval, and on April 25, following, a contract for the con- struction, in the sum of $0,727 was entered into with Messrs. Suttis and Anderson. The work under contract will extend to 9 feet at low water, and be 270 feet in length; with the exception of the approach, 30 feet in length, which is to be of stone, the structure is to consist of round native timber cribwork, close-sheathed on the sea- ward side and around the end, and protected from the action of the ice by a stone talus. The necessary timber was ordered immediately after the signing of the contract, for delivery in the summer, but it was found on delivery that most of the timber was not up to the requirements of the specification; new materials had to be ordered, and as these have to be imported and cannot be delivered before the opening of navigation in the spring, the work under contract was not commenced, up to the end of the fiscal year ended March 31, 1907. hall's harbour. Halls Harbour, King's county, is situated on the south side of the Bay of Fundy, about sixty-five miles northeast of Digby Gut and twelve miles southwest of Scott's Bay; it is about twelve miles northwest from Kentville, the county town of King's, and the headquarters of the Dominion Atlantic Railway. The harbour, though small, is one of the best at high water, between Scott's Bay and Digby Gut. Spring tides rise 39 feet, neaps, 33. The village has a population of about 20 families, and some years ago had a considerable shipping trade, which how- ever, of late years, has dwindled .to insignificant proportions. About the year 1839, the inhabitants, aided by the provincial government, built timber retaining walls on both sides of the harbour, which consists of land-locked basin dry at low water, of about an acre in extent to permit vessels to lie alongside the public road. About 1844 an addition seawards to the wall, on the west side, was built, in order to prevent the accumulation of gravel at the mouth of the harbour, and to serve as a breakwater. About 1885, an addition of 100 feet in length was built at a cost of $2,000. In 1884, it was repaired by the department at a cost of $750. On ^November 6, 1884, the outer block was destroyed by a violent gale, the accompanying heavy seas having also the effect of depositing a bank of gravel which almost entirely obstructed the mouth of the harbour. Between 1884 and 1891, the only expenditure made upon the work was the sum of $49.97 applied in sheathing the exposed and broken ends. Repairs and improvements were made in 1891, 1894, 1890, 1899, 1900 and 1905. In 1905-0, the sum of $2,500 was expended in completing the dam and sluice, immediately above the public road approach, at the head of the little harbour, which was begun in 1904-5. The dam which is 220 feet long over all and has a maximum height of 18 feet is built of puddle of an excellent clay found in the immediate vici- 22 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 nity, mixed with from 15 to 25 per cent of fine beach gravel. The sluice-way which is about the middle of the length of the dam, is about 70 feet long, substantially built of squared timber, with an opening of 9 feet in width, containing two gates each, 4 feet 6 inches high, and 3 feet wide, operated by a pair of winches, situated on the floor of the sluice at the level of the roadway. The dam carries the public road, the ancient highway bridge immediately below being thoroughly dilapidated. This work has proved eminently successful in accomplishing the object of its construction, viz.: the scouring away of the gravel from alongside the breakwater wharf. The breakwater was transferred to the control of the Department of Marine and Fisheries, June 12, 1888. In 1906-7, the sum of $1,028.71 was expended in taking down and rebuilding a very dilapidated portion of the eastern or landward face of the breakwater, 72 feet long, 12 feet wide at bottom and from 22 to 24 feet wide at top and 24 feet high ; also a second piece, 26 feet long, 12 feet wide and 8 feet high. The northeast corner of the breakwater was also underpinned with timber and stone to make up scour by the creek alongside. Spring tides rise about 38 feet. HAMPTON. Hampton, formerly Chute's Cove, Annapolis county, is situated on the southeast side of the Bay of Fundy, twenty-seven miles northwest of Digby Gut, and six miles northwest of Bridgetown, an important station on the Dominion Atlantic Railway. It has a population of about 200 people, engaged in fishing, farming and the export of cordwood and timber. In 1855 and 1856, a small pier, 165 feet long was built near the western side of the cove, the provincial government contributed $600 to its cost. The site was chosen by commissioners, apparently without professional advice and was objectionable on many accounts. At a cost of $3,000 in 1879, an addition of 121 feet was made by the department, and the older portion of the work was strengthened with the hope of remedying some of the defects of the location. In 1881, on further examination, it was found that the original work had been badly undermined by the sea and that owing to the direction of the pier, the shingle was fast shoaling the water on the inside. It was therefore decided to rebuild the structure on another site, about half a mile to the eastward, which work was carried out at a cost of $2,300. The new pier, as then completed, was 246 feet long, more substantially built and much better situated than the old one, it being located immed- iately to the westward of a small brook, which serves to keep the schooner berth along- side free from sand. Repairs and improvements were made in 1889, 1899, 1903-4 and 1905. In 1906-7, the sum of $299.22 was expended in renewing about 100 feet in length of the floor, including stringers, the placing and bolting of a number of new fenders on the shoreward face, and the construction of a piece of low cribwork, 50 feet long at the head of the breakwater, to prevent the waves from washing away the public road. Total expenditure to March 31, 1907, including refund to the provincial govern- ment of $1,538.10, is $12,863.79. Spring tides rise 32 feet. HILTZ NARROWS. Hiltz Narrows, Lunenburg county, forms the entrance to a small cove, about 150 acres in extent, situated on the west side of Mahone Bay, six miles southwest from Chester and four miles northeast from the village of Mahone. In 1875-6, the Nova Scotia government built a piece of cribwork wharfing, 270 feet long, 8 feet wide and with an average height of 7 feet, at a cost of $331.55, the iv REPORT OF THE CHIEF EXdIXEER 23 SESSIONAL PAPER No. 19 residents of the neighbourhood furnishing' free labour. The object of the work is to enable boats to warp in at ebb, and out at flood tides, during which time there is a very strong- current through the Narrows. Several small amounts have been spent by the department in making repairs. The work having fallen into a dilapidated condition, the department in the fiscal year 1905-6 expended the sum of $1,000.04, in commencing a block of cribwork on the opposite side of the Narrows. In 1900-7, the sum of $500 was expended in building a further length and com- pleting the work. It is 150 feet long, 12 feet wide and from 8 to 10 feet high, sub- stantially built of round-log cribwork, well ballasted. Spring tides rise about 7 feet; neaps, 6 feet. INDIAN HARBOUR. Indian Harbour, Halifax county, is a small fishing village of between 200 and 300 people, situated twenty-nine miles west of Halifax, by public road, or about sixteen in an air line. It is on the east side of the mouth of St. Margaret's Bay, eight miles south of French Village. In 1904-5, the sum of $1,066.16 was expended in constructing a pile- wharf for the convenience of local trade and fishing. The wharf is constructed of blocks and span, the blocks being of substantial crib work filled with stone and well fendcred. It is 20 feet wide, with an ' L ' at the outer end, giving a face length of 50 feet, along which the work is 17 feet high with a depth of water of 13 feet, at H. W. O. S. T. The approach to the wharf consists of an embankment of stone and earth, 150 feet long and from 3 to 5 feet high. At the end of the fiscal year the work was not quite com- pleted. During the fiscal year 1905-6, the work was completed, at a cost of $765.38. In 1906-7, the sum of $399.99 was expended in blasting and removing a number of large boulders which obstructed the entrance of the harbour. io na (new wharf). Iona, Victoria county, is on the northern side of Barra strait, which connects the Great with the Little Bras d'Or lake; it is a statidn on Intercolonial Railway and a landing place for the steamer, which carries mails to and from Baddeck, and connects twice a-day with the express trains goins east and west. The ' new wharf,' so called to distinguish it from the old one on the western side of the railway bridge, was constructed by the department in 1902, and extended during 1904. It is a block and span structure, 400 feet in length, 20 feet wide for a distance of 138 feet, and 30 feet wide for the remaining 262 feet ; the blocks are constructed of round timber, creosoted to high lake level, and close-sheathed on the seaward faces and the outer end of the work. The wharf extends to 11 feet, at low water, and is con- nected with the railway station by a road, 350 feet in length. All freight by rail from Baddeck, which is the distributing centre for the trade of the county of Victoria, is shipped via Iona and thence to its destination by steamer Blue Hill; for the accommodation of this freight, in 1905-6, the sum of $900 was ex- pended in the construction of a. warehouse, 40 feet long and 20 feet wide, resting on a creosoted timber pile foundation, on the southern side of the inner end of the wharf; the work was completed, except the laying of the second floor, the wainscoating and the outside painting. During 1906-7, the sum of $100 was expended to complete the warehouse. iona (old wharf). The ' old wharf ' at Iona, Victoria county, so called to distinguish it from the new wharf, on the eastern side of the railway bridge, was originally constructed by 24 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 the provincial government, but was acquired by the department, by which it was repaired, reconstructed and extended. The work is 195 feet in length on the western face and consists of an approach, 129 feet long and 20 feet wide ; of a span, 24 feet long, and of a ' head,' 42 feet wide at the western, and 22 feet on the eastern end, and 70 feet long on the channel face. The approach is constructed of close-faced, square timber cribwork, partly covered with gravel and partly planked over; the 'head' is built on creosoted timber piling. During the year 1905-G, the sum of $100.31 was expended in repairs to the faces and top of the approach. The sum of $500 was authorized for expenditure during 1906-7 for replacing native timber fender piles around the ' head,' which had been destroyed by the teredo, with creosoted timber piling, but owing to the non-delivery of the creosoted piling, the work could not be accomplished and no part of the amount authorized could be expended. janvrin's island. Janvrin's Island, Richmond county, is a large island to the westward of Madame island, from which it is separated by Mousselier's passage. The sum of $2,000 was voted for expenditure during 1904-5, towards the construc- tion of a native timber block and span wharf, on the northern side of Janvrin's har- bour, 195 feci in length and 16 feet wide, and extending to 8 feet at low water. In the autumn of 1904, all the cribwork blocks were built up to the required height ready for the floor stringers, except the outer block, which was built up to within 4 feet of the top. The sum of $600 was voted for expenditure during 1905-6, to complete the work, but owing to heavy damage to the outer block by ice during the previous winter, the amount voted proved insufficient to finish it ; the tendering, capping and the sheathing and stone ballasting still remained to be done. During 1906-7, the sum of $299.99 was expended in placing the sheathing, the capping and the fenders, but it will require some ballasting before the work can be completed as specified. JERSEY COVE. Jersey or Eel Cove, is situated on the northeastern end of St. Ann's harbour, in the angle formed between the beach at its entrance and the mainland. On October 21, 1906, a contract was entered into with Mr. Hugh McDonald, in the sum of $4,620 for the construction of a wharf, but up to the end of the fiscal year 1906-7, the work had not been commenced, but all the materials required were ordered for delivery in the spring. The work under contract is a block and span wharf, with creosoted timber sub- structure and extending to 10 feet at low water, 183 feet long and 20 feet wide, with an ' L ' on the northeastern side of the outer end, 10 feet long and 20 feet wide. It will be connected with the public road by an approach 105 feet long and 16 feet wide, consisting partly of block and span work, and partly of clay embankment and grading. Total expenditure in 1906-7, $189.09. JOGGINS MINES. Joggins Mines is a town of about 1,600 people, situated on the shores of Chignecto bay, about fifteen miles southwest of Amherst. Its chief support is the industry of coal mining conducted at that place by the Canada Coals and Railway Company. A breakwater was constructed by this department in 1887, at the foot of a bank some 75 feet in height, which breakwater is also used by the people generally as a wharf. This work has been repaired several times by the department. The people i v REPORT OF THE CHIEF ENGINEER 25 SESSIONAL PAPER No. 19 had so much difficulty in getting to it, to either ship or receive their freight, that it was tfast falling into absolute disuse, so that in the fiscal year 1905-6 we began the cutting of a road through this high bank, and during that year the sum of $2,999.81 was expended on the work, and during the last fiscal year the sum of $862.13 was ex- pended in completing the same. This road now enables the merchants and others to get their goods at any hour of the day they wish, whilst formerly they were compelled to go round by the shore and could only reach the wharf by this circuitous route at low tide. This road will no doubt need repairs from time to time, but they should not, if attended to in proper time, be of a very serious nature. JUDIQUE (MCKAY'S POINT.) Judique (McKay's Point), Inverness county, is on the east side of St. George's bay, ten miles south of Port Hood, and sixteen miles north of the northern entrance to the Strait of Canso. The breakwater at McKay's Point, commenced in 1898 and finished in 1900, is 725 feet in length, 20 feet in width, with an 'L/ 20 by 20 feet at the outer end, of round timber, laid open-faced, with creosoted timber substructure, close-fendered round the outer end and the ' L,' and protected on the seaward side by a talus of stone. The depth, at extreme low water, at the outer end, is 6 feet. Spring tides rise 1 feet. In 1902-3, the sum of $898.77 was expended in repairs. In 1903-4, the sum of $393.48 was expended in close-fendering 400 feet of the seaward face, from the ' L ' inwards. During the fiscal year ended March 31, 1907, the sum of $138.30 was expended in reconstructing the outer portion of the ' L,' and in placing quarried stone in the talus on the seaward side of the breakwater, near its junction with the ' L.' kelly's cove. Kelly's Cove, Yarmouth county, lies about two and a half miles south of the pres- ent town of Yarmouth. Fifty to a hundred years ago, it was the harbour of the place, and round its shores was all that then constituted the town. At the present date, it is merely a shelter for about a dozen fishing boats, and there are but few houses in the immediate vicinity. The present breakwater wharf, built before Confederation by the provincial govern- ment, is old and a good deal decayed, though the bottom timbers are still sound. It is 97 feet long, 23* feet wide, and 15* feet high, at the outer end, where at H.W.O.S.T. there is about 12 feet of water. The work is of ordinary round-log stone-filled cribwork and not floored. Immediately to the southwest of the wharf is a piece of cribwork, built to protect the beach, 118 feet long, 4 feet high and about 8 feet wide, and of which the 30 feet next the wharf has been destroyed by the waves. During the year ended June 30, 1898, the sum of $299.72 was expended in partially rebuilding the top of the breakwater wharf, and in the renewal and repair of 100 feet in length of the beach protection work adjoining the wharf. For the protection of the fishing fleet, the department, on March 27, 1906, awarded a contract in the sum of $7,700 for the construction of a new breakwater. Work was begun about July 1, 1906, and finished in October, 1906. It is 281 feet long, 26 feet wide on top, and from 6 to 17 feet high, substantially built of round-log cribwork, close-sheathed on the seaward face. Spring tides rise 12 feet. In 1906-7, the sum of $99.60 was expended in under-pinning the west or seaward face of the work, which was being undermined by the undertow set up by the breakwater itself. Total expenditure in 1906-7, $7,147.10. 26 DEPARTMEN T OF I'l Itl.ic WOh'Ks iv 7-8-EDWARD VII., A. 1908 LA HAVE ISLANDS. La Have islands (Crooked channel), Lunenburg county, off the coast of the south- ern part of the county of Lunenburg, opposite to, and to the southward of the mouth of the La Have river, are from thirty to forty islands, varying in size from a few square yards to about a square mile. Most of the larger islands are inhabited, their aggregate population being some 200 or 300 people, engaged in fishing and farming. The islands are distant from the mainland from one-half to three miles, and they are all more or less connected with each other and to the mainland, by shallow banks and mud flats, covered at H.W.O.S.T., but bare or nearly so at low water. In and about the flats are numerous channels and deep holes, but boat navigation is intricate, and in many cases very circuitous. The principal boat channel through the archipelago lies approximately east and wes1 and is appropriately known by the name of ' Crooked channel,' its landward end being in Green bay, to the southward of the end of Petite Riviere beach, a long, narrow strip or bar of sand, projecting about a mile and a quarter from the main shore — it gave no direct or easy access to the village of West Dublin, lying about two miles to the northward. To give the inhabitants of the larger islands, viz., Bushe's and Bell's, more direct communication with the village on the mainland, where they resort for a market, the department, in September and October, 1893, dug a boat channel, 2,300 feet long, 4i> feet wide, and three to four feet deep at low water ordinary spring tides, in a northerly direction from the main crooked channel on the south, to deep water on the north be- tween the extremity of the Petite Riviere beach and Bushe's island. The work was all done by hand, at low water, at a cost of $923.73. In 1906-7, the sum of $1,097 was expended in re-opening 1,100 feet of this channel, from 18 to 20 feet wide and from three to four feet deep, which had filled up in the thirteen years since it was first dug. l'ardoise. L'Ardoise, Richmond county, is situated on the eastern side of St. Peter's bay, near its entrance from the Atlantic ocean, and about six miles to the eastward from the southern entrance to St. Peter's channel. An isolated breakwater, built in 1876-7, off Martin's Point, in from 5 to 10 feet, at low water, and almost destroyed in 1883, was reconstructed during 1891-2-3. The work consists of a timber core, 400 feet long and 20 feet wide placed over the remains of the original structure in from 1 to 4£ feet at low water; the whole being cov- ered with stone, sloping 3 toi 1 on the seaward side and outer end, and 2 to 1 on the in- side and inner end. The whole surface of the work, above low water mark, was covered with stone of not less than 15 cubic feet each, and the spaces between the stones above the line of high water, were filled in with concrete. Since the completion of the work, the covering stones, on the seaward side and outer end slopes, which had been disturbed by the sea, were replaced and a concrete wall 3 feet wide on top and 4i feet in height, with top flush with the surface covering, has been constructed over the outer face and the ends of the cribwork core. The breakwater averages 17£ feet in height, from the original bottom to the top of the stone covering, which is five feet above high water, and 10 feet above low water springs. In order to stop the undertow from sweeping into the harbour, through the gap be- tween the inner end of the breakwater and the shore to the eastward of it, a distance of 1,195 feet, on December 29, 1903, a contract was entered into for closing the gap. The work was commenced on July 1, 1904, and completed on August 12, 1905, and consists of a native round timber structure, 1,145 feet in length, and of stone embankment 50 feet long to connect the cribwork with the old work. The cribwork for a distance of 350 feet from its outer end is 20 feet wide on top, and protected by a stone talus on each iv REPORT OF THE CHIEF ENGINEER 27 SESSIONAL PAPER No. 19 side; for a distance of 795 feet it is 16 feet wide on top, also protected by a stone talus on the seaward face. The stone embankment between the outer end of the cribwork and the old breakwater, is built with large quarried stone and is 1G feet wide on top, sloping 3 to 1 on the outer, and 2 to 1 on the inner side. After the year 1900, when the breakwater was repaired, slight disturbances of the stone covering took place yearly until the winter of 1904-5, when during a very severe gale, the heavy sens threw large masses of ice onto and against the structure, dislodging the stone covering and cutting several gaps through the top ; in 1905, the sum of $491.49 was expended in making temporary repairs. The sum of $5,000 was voted for expenditure during 1906-7 for placing the breakwater in thorough repair, but owing to the shortness of the season and the exposed condition of the work, out of the amount voted, the sum of $3,868.21 only eould be expended during the season; however, the work was left in a perfectly safe condition. The amount was expended in repairing the top, and in replacing the stone covering where necessary, down to low water, stones being bedded in concrete, and above the line of high water, the stones were carefully laid and the spaces between them were filled in solidly with concrete. At the outer end of the work, a concrete retaining wall, 24 feet long, 10 feet wide and of an average height of 6 feet, was constructed. larry's river. Larry's Eiver, Guysborough county, is at .the western extremity of Tor bay, a bay on the Atlantic coast of Nova Scotia, twenty-four miles to the westward of Canso harbour. The harbour, a channel through flats improved by dredging, was formerly pro- tected from the eastward by a beach and bar of shingle. Since 1896, the point of the beach at the northern extremity of the bar and the bar itself have been lowered and carried inward, toward the channel. A contract entered into in September, 1902, for the construction of a breakwater to restore the shelter formerly afforded by the beach and bar, was completed in July. 1904. The breakwater consists of two sections of stone embankment respectively 125 and 379 feet in length, each 14 feet in width at a level of 2 feet above high water and 6 feet in average height, and a central section of cribwork 500 feet in length, 14 feet in width on top and Hi feet in average height, protected on the seaward side by close- fendering and by a talus of stone sloping 2 to 1 from high water. The embankment and cribwork were finished at a height of 4 feet above extreme high water. Spring tides rise 6| feet. In 1904-5, the sum of $1,207.52 was expended in procuring all the materials with the exception of the stone and the cap-timbers (guard-rails) required in the construc- tion of a ' spur ' on the southwestern side and near the outer end of the breakwater, 125 feet in length including 20 feet of stone embankment, and 105 feet of cribwork, fully ballasted and close-fendered on the seaward side and at the outer end. In 1905-6, the sum of $1,490.93 was expended in constructing about one-third of the embankment, and in completing the cribwork with the exception of procuring and placing the floor-stringers and cap-timbers and of placing the covering and part of the upper fenders and sheathing. In addition to the above, the sum of $99.32 was expended in repairing and protecting the stone embankment at the outer end of the breakwater. During the fiscal year ended March 31, 1907, the sum of $793.51 was expended in completing the embankment and cribwork in progress in 1905-6, and in replacing some ballast washed out of the cribwork during the winter. LITCHFIELD. Litchfield, Annapolis county, is a fishing and farming settlement, with a popula- tion, within a radius of a mile, of about 150 people, situated on the south coast of the Bay of Fundy, fourteen miles northeast of Digby Gut. 28 />/./' )ii:\r or public works iv 7-8 EDWARD VII., A. 1908 In 1904-5, the sum of $3,000 was expended in constructing a breakwater for the protection of the fishing fleet. The work, which the appropriation did not suffice to completely finish, is 170 feet long, from 20 to 25 feet wide and from 8 to 15 feet high, substantially built of round-log cribwork, filled with stone and close-sheathed on the seaward side and outer end. The seaward side is provided with a break four feet six inches high. In 1905-6, the sum of $999.30 was expended in completing the breakwater, nearly completed in 1904-5, and in under-pinning the shore end of the work, which had been undermined by an unusual freshet in the stream issuing alongside. In 1906-7, the sum of $499.50 was expended in the purchase of timber for the further extension of the breakwater. Spring tides rise about 30 feet. LITTLE BROOK. Little Brook, Digby county, is situated on the thickly-settled east shore of St. Mary's bay, Bay of Fundy, two and a half miles from Church Point, thirty-three miles south from Digby, the county town, and thirty-six miles north of Yarmouth. Some years prior to confederation, a breakwater was built by the inhabitants, aided by the provincial government. In 1873, four blocks of cribwork, in the middle of the breakwater, were partially destroyed by a gale, and the sum of $600 from the ' Provincial Navigation Securities ' was expended in repairs. In 1891-2, the sum of $100 was expended by the department in repairing the upper portion of the work, which was considerably damaged by an exceptionally high tide in the autumn of 1890. A piece 20 feet square by 5 deep was rebuilt, and 100 tons of additional ballast put in the work. This breakwater was substantially built of stone-filled cribwork of the usual type. It is 400 feet long, 20 to 35 feet wide, and 20 feet high at the outer end, where there is an ell 40 feet long by 25 feet wide. It is much used during the summer months for shipment of piling, cordwood, lumber and timber, and small quantities of fish and the landing of general merchandise and supplies for local trade and consumption. Little or no use is made of it in winter, owing to the accumulation of ice. At H.W.O.S.T., there is a depth of 15 feet of water at the outer end. At low water the sand flats are many hundred feet beyond the breakwater. In 1900-1, the sum of $279.32 was expended in repairs. In 1904-5, the sum of $2,000.13 was expended in extending the breakwater by a .new block 40 feet long, 31 feet wide, and from 20 to 30 feet high. In 1905-6, the sum of $4,998.53 was expended in : (a) Taking down and rebuilding a portion of the south side and outer end, 95 feet long, 10 feet wide and from 12 to 18 feet high. (&) Taking down and removing an old block on the north side of the outer end, 35 feet long, 25 to 30 feet wide and 20 feet high, which was falling to pieces, and in constructing a further extension to the work. (c) Constructing a re-enforcing block on the north side of the shore end of the work, 50 feet long, 10 feet wide, and from 10 to 12 feet high. (d) Constructing an extension of the breakwater, 60 feet long, 31 feet wide, 20 to 22 feet high, with an 'I' to the north 30 feet long, 25 feet wide and 22 feet high. The last item was not quite completed at the close of the fiscal year. * In 1906-7, the sum of $2,400 was expended in completing the extension begun in 1905-6, and making general repairs to the breakwater; the extension is 60 feet long. 31 feet wide, with an ell on the northern side, 30 by 28 feet ; the work is from 20 to 21 feet high, and, at the outer end, carries about 17 feet of water at H.W.O.S.T. At L.W.O.S.T. there is no water within a couple of hundred yards of the end of the breakwater. ir REPORT OF THE CHIEF ENGINEER 29 SESSIONAL PAPER No. 19 LIVERPOOL Liverpool is a thriving town of some 3,000 people, situated at the mouth of the Mersey river. It is about seventy miles southwest of Halifax city. Fishing, ship- building, lumbering, pulp works, the supply of electrical power and other kindred industries are engaged in by these people. The harbour is a barred one, and, in the fiscal year 1905-6, the sum of $2,998.02 was expended in removing rocks principally from this bar, there being 995 tons of stones then removed. During the last fiscal year, the sum of $1,292.83 was expended in removing an additional amount of about 360 tons, making the cost per ton for the entire work about $3.17. Livingston's cove. Livingston's Cove, Antigonish county, is on the southeastern shore of Northum- berland strait, about two miles sc nth west from Cape George. For the purpose of affording shelter to the fishing boats of the district, and a landing place for steamers and small vessels, a pier, extending to 9 feet at low water, was commenced by the department in 1899 and completed in 1902. The work is 312 feet in length, with a road approach, 105 feet in length, cut through the clay bank. The pier is a continuous structure and consists of a shore abutment with stone retaining walls, 30 feet long and 18 feet wide, and of a crib- work block 80 feet long and 19 feet wide, and of a cribwork extension, 202 feet in length and 24 feet wide, with an 'L' on the southern side of its outer end, 24 by 24 feet. The cribwork is constructed with native square timber in the faces, laid with 7 inch opening, and round timber ties, and is fully ballasted and fendered; the northern or seaward side, the outer end and the southern face of the ' L ' were sheathed with hardwood. Contrary to expectations, it was found that the teredo was injuring the work, particularly on the seaward face and end, and to prevent further damage, during 1903-4-5, a stone talus was placed along the seaward face to within 20 feet of the outer end and creosoted timber piling were driven at the end of the seaward face, on the outer end and around the ' L.' During 1905-6, the sum of $1,000 was expended in raising the stone talus, iu repairing the cribwork at its inner end and in protecting, temporarily, places on the inner face of the work, which showed signs of damage by the teredo, with native r'mber close-sheathing, driven into the sandy bottom. The sum of $1,800 was voted for expenditure during 1906-7, to close-pile, with creosoted timber, the outer portion of the inner face of the work, for a distance of 120 feet, but as that timber could not be delivered during that fiscal period, out of the amount voted, the sum of $711.28 was expended in placing about 120 cubic yards of heavy stone in the talus, in repairing the outer corners, and in procuring and placing native timber waling on the inner face of the work, where the creosoted piling is to be driven. Spring tides rise 4£ feet. mcn air's cove. McNair's Cove, Antigonish county, is on the west side of St. George's Bay, about two miles to the southward of Cape George. A breakwater, 400 feet in length, and 20 feet in width was built on the north side of the cove during 1872-3-4, and in 1878 a length of 20 feet was added thereto. In 1879 the work was carried away by drift ice to within 100 feet of the shore end, down to from 3 to 6 feet below low water. During the summer of 1883, 70 feet of the shore end was rebuilt, and during the winter of 1884, the work was extended 94 feet, 30 /) epa n 7' .!//•; y r or pcmac works 7-8 EDWARD VII., A. 1908 but this extension was badly damaged by drift ice in April, 1885, and was subsequently carried away. During- 1886-7-8, the bottom of the damaged work was dredged, out and a now wovk, 160 feet in length, 34 feet wide on top, with a sloping face on the seaward side, was constructed, and on its completion the total length of the breakwater was 330 feet. The work was constructed entirely of native timber, and as it became weakened by the action of the teredo, during the* years 1890-1-2-3-4, the outer end, on each side of it for a distance of 20 feet, was protected by creosoted timber close-piling, and its seaward face, by a talus of quarried stone. During the years 1897-1901, the timber wall under the sloping face, which was destroyed by the teredo, was reconstructed down to low water and close-fendered with hardwood timber; the stone talus was raised up to the top of the close-fendering, and the work was reballasted and recovered where necessary. During 1901-2-3, the inner end of the work which was constructed partly in 1872 and partly in 1883, and was only 20 feet wide, was, for a distance of 120 feet, widened to 30 feet, and the old top was cut down to low water and reconstructed with new materials. During 1903-4-5, an extension 80 feet long, and 32 feet wide, placed across the outer end of the old work and forming an ' L,' 40 feet in length, was constructed, as a protection to the old work, and to improve the sheltered area behind the breakwater. The work is constructed of round timber, creosoted to half tide, fully ballasted and fendered, and is protected on all outer faces with close-sheathing. In the fiscal year ended March 31, 1907, the sum of $244.56 was expended in placing some stone in the talus, in reballasting the work in places, and in the renewal of a few pieces of covering. Spring tides rise 4 feet. MABOU BRIDGE. The village of Mabou, Inverness county, is on the northeast side of Mabou river, where it is crossed by a bridge and highway, at the head of navigation, four miles from its entrance into the Gulf of St. Lawrence. Of the appropriation for 1904-5, which was for expenditure in the construction of a wharf on the southwest side of a proposed 10 foot low water channel, (since com- pleted), through flats nearly dry at low water, to the bridge, $968.18 was expended in procuring the materials required for a pile wharf, 121 feet in length and 20 feet in width, and for a cribwork approach, 40 by 40 feet, (with pile-work, 10 feet in width at its channel face), adjoining the approach to the bridge; in driving half the bearing- piles and in nearly completing the approach. In 1905-6, the sum of $1,318.68 was expended, $850.21 in completing the pile- work and $468.47 in placing a top course of round timber at the sides and end of the approach, in procuring materials for a 60 foot extension of the pile-work, and in driv- ing and capping the bearing-piles of the extension. During the fiscal year ended March 31, 1907, the sum of $217.04 was expended in completing the extension. MABOU HARBOUR, Mabou harbour, Inverness county, is on the west coast of Cape Breton island, six miles northeast from Port Hood. The entrance was formerly at the southern extremity of a range of sand hills and by an intricate channel, obstructed by a bar over which there was a depth of only 4 feet, at extreme low water. The opening of a new channel through the sand hills at their northern extremity was undertaken in 1872. A pier, 835 feet in length, on the southern side of the new channel, was completed in 1^76, and the same year the old channel was closed. Ex- iv REPORT OF THE CHIEF £_A (HXEER 31 SESSIONAL PAPER No. 19 penditures were made nearly every year from 1876 to 1902 in repairs to the pier, the construction of brush and stone work on the southern side, of protection works on the northern side of the channel, and in dredging. On the completion of repairs undertaken in 1901-2 the works included: — On the south side: (a) the remains of a pier, 835 feet in length and 20 feet in width, founded in about 12 feet at extreme low water, and sloping from about 10 feet below extreme low water at the face to 2 feet above extreme low water at the back; (&) a work of brush and stone of various widths, extending outward from the outer end of the pier about 1,600 feet, the inner end of which is 8 feet above and the outer end 5 feet below extreme low water; and (c) brush and stone work at the back of the pier 800 feet in length, 10 to 12 feet in width on top, and 7 feet in average height; and, on the north side, (d) 5 pile and brush groynes, four of which are from 75 to 85 feet and one 45 feet in length. In 1903, the minimum depth, at extreme low water, over the bar, about 600 feet from the head of the pier, was 8 feet 3 inches. Spring tides rise 4 feet. Since 1903 the depth over the bar has been increased by dredging. In 1905-6, the sum of $299.94 was expended in repairing the groynes on the south side of the entrance to the harbour. During the fiscal year ended March 31, 1907, the sum of $1,999.90 was expended in repairing the groynes on the north side of the entrance and in raising the brush and stone extension on the south side, over a distance of 320 feet, from the inner end out- wards to a height of about 2 feet above .extreme high water. MALAGASH. Malagash is situated at the extreme northwest corner of Tatamagouche bay. and is distant from the village of Wallace about twelve miles. It is a scattered and straggling settlement, some three miles in length, with a population of about 500 people. Farming- is the chief pursuit of these people, although some perfunctory fishing is conducted along its shores. The Malagash oyster is famous the world over, the only drawback of late years being their scarcity. These people are situated about six miles from any wharf, and about four miles from any railroad station, thus being unable to ship their farm produce to advantage. They therefore requested the construction of a wharf near the central portion of their settlement. In June, 1906, a contract was let for the construction of the proposed wharf, and the amount of the contract was $3,447. Work was begun last fall, but had to be stopped owing to the freezing up o'f Tatamagouche bay. Very good progress has been made on this work, but owing to difficulty and lost time in procuring the requi- site timber for works of this nature in the summer time, it will not be finished this year. This work consists: first, of a rock bank approach, 36 feet in length, 24 feet wide on top and 9 feet high at the outer end; secondly, of an alternate block and span, crib- work wharf, 280 feet in length, 20 feet wide, with the exception of the last 40 feet, which will be 40 feet wide, and has a height, at the outer end, of 19 feet. There is about 7£ feet of water at the end of this wharf at L.W.O.S.'T. Spring tides rise about 8 feet, and neaps about 5£ feet. Expenditure during fiscal year ended March 31, 1907, $1,706.30. MARGAREE HARBOUR. Margaree harbour, at the mouth of Margaree river. Inverness county, is on the west coast of Cape Breton island, about thirty miles northeast of Port Hood. It is a narrow intricate channel throiigh which the tide runs at the rate of four knots, and its en- trance is obstructed by a bar of shifting sand over which there is, at times, a depth of only 5 feet at extreme low water. 32 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Expenditures have been made by the department in the construction and mainten- ance of channel protection and improvement works on the west side of the entrance, and in the construction of beach protection works on the east side. The works on the west side include works built by the provincial government and extended by the department, and works undertaken in 1900-1. The old provincial government works (reconstructed by the department) extended 400 feet from the shore, across what was originally a false channel, to a large rock oppo- site the inner entrance and thence, at right angles, to the edge of the channel. The work built by the department extends from the north side of the outer pro- vincial government works outwards, along the west side of the channel, 595 feet. It is in four sections; 85 feet (built in 1876), 130 feet (built in 1879), 200 feet (built in 1890), and 180 feet (built in 1S99), respectively 18, 16, 18 and 20 in width on top, and 15, 14, 12 and 16 feet in height. Each section is of round timber, open-faced, and is fully ballasted and close-fendered at the sides and outer ends. The top of the covering is from 4 feet 4 inches to 5 feet above extreme high water. The depth, at extreme low water, along the channel face, originally varied from 7 to 2 J feet. Spring tides rise 4 feet. The improvements undertaken in 1900-1, and completed, with the exception of part of the submarine rock excavation, in 1902-3 included : deepening along the channel face of the extension to 8 feet at low water over a distance of about 400 feet, and the con- struction of a shear-dam, within the entrance, 180 feet in length, including 25 feet of brush and stone work, 11 feet wide on top, 100 feet of pile and brush work, 10 feet wide, and 55 feet of cribwork, 22 feet wide founded on brush in from 1 foot 3 inches to 9 feet 9 inches at extreme low water. Expenditures were made in 1903-4 and 1904-5 in continuing the submarine rock excavation and in general repairs. In 1905-6 the sum of $1,495.15 was expended, $936.24 in continuing the deepening to 8 feet at low water (submarine rock excavation) and $55S.91 in reconstructing 239 feet of the upper portion of the old work across the false channel, from the outer rock inwards and in reballasting some of the face-chambers of the extension. During the fiscal year ended March 31, 1907, the sum of $1,002.09 was expended in partial reconstruction of the beach protection works, on the east side of the entrance, and in reballasting and repairing the work built by the department on the west side. MARGAREE ISLAND. Margaree island, Inverness county, is situated in the Gulf of St. Lawrence, two and a half miles off the western coast of Cape Breton island, and twenty-seven miles northeast from Port Hood. In 1899-1900-1, the sum of $3,312.34 was expended in procuring materials and in nearly completing a wharf, near the southern extremity of the island, 98 feet in length and 20 feet in width, including a stone abutment 26 feet in length and cribwork block extending 72 feet to 5£ feet at low water. During a gale in September, 1900, the 72-ft. block, after losing its ballast, was moved 17 feet out of position, and the stone embankment was destroyed. In 1901-2, the sum of $1,399.13 was expended in replacing and completing the 72-ft. block, in constructing 28 feet of cribwork between it and the shore and in making a roadway or approach, along the face of the cliff. In 1905-6, the sum of $499. 6S was expended in repairing the inner portion of the wharf including the construction of a concrete wall, on the west side, 18 feet in length, 4 feet in width and 7 feet in average height and in reballasting and covering the work between it and the east side. In 1907, the sum of $70.95 was expended in December in procuring materials for bulk-heading and close-fendering at the existing outer end. iv REPORT OF THE CHIEF ENGINEER 33 SESSIONAL PAPER No. 19 METEGHAN RIVER. Meteghan river, Digby county, empties into the Bay of Fundy, at the mouth of St. Mary's bay, almost directly opposite Grand passage, between Long island and Brier island. The village at the mouth of the river is twenty miles south of Weymouth, twenty-eight miles north of Yarmouth and two and a half miles north of Meteghan or Meteghan Cove. The population of the village is about 400 people, engaged in farm- ing, fishing, lumbering and general trade. The nearest railway station, on the Do- minion Atlantic Railway, which runs parallel with the bay shore, is about four miles from the village. On the river, which is about eighteen miles long, are some twenty saw mills, most of which send lumber down to the mouth of the river for export to the West Indies and the United States, the total amount of the output aggregating' over a million feet B.M. annually. The works here, which were built some years before confederation, presumably at the joint expense of the provincial government and the inhabitants, consist of two breakwaters, one on either side of the river mouth, inclosing an area of about three acres, in which at H.W.O.S.T. is a depth of 10 to 15 feet of water, giving ample berth accommodation and complete shelter to a large .number of fishing and coasting vessels. The north breakwater is about 400 feet long, 25 feet wide and 13 feet high at the outer end. Both breakwaters are built of stone-filled cribwork of the usual type. When the work came in charge of the department, the older portions were much de- cayed and extensive repairs were needed, which were made in 1873, at a cost of $4,500. Repairs and improvements were made in 1882, 1891, 1901-2-3-4 and 1905. In the year 1906-7, the sum of $538 was expended in finishing the close-piling of the seaward face of the breakwater. MILL CREEK. Mill Creek, King's county, is a small farming settlement of some 200 or 300 peo- ple, situated on the eastern side of the Basin of Minas, three miles south of Cape Blomidon, about four miles north of Kingsport, the terminus of the Cornwallis Valley railroad, a branch of the Dominion Atlantic Railway. Some twelve or fifteen years ago, the inhabitants, for their own convenience and accommodation in shipping fruit and farm products, built a small pile-wharf, but, their available means having given out, they were unable to finish it. The unfinished wharf was 160 feet long, and from 20 to 25 feet wide, built of pilework. During the fiscal year 1899-1900, the department expended the sum of $1,904.18 in extending and completing this old wharf. The new work is 79 feet long, in line with the old, with an ell at right angles to it, with a face length of 93 feet. The main portion of the new work is 30 feet wide, the ell being 25 feet wide. The new work is substantially built of pilework and close-piled on the west and south faces. It is 20 feet high along the whole length of the face giving about 17 feet at H.W.O.S.T. Spring tides rise here nearly 50 feet, so that at low water there is no water within a quarter of a mile of the wharf. In 1905-6, the sum of $1,955.08 was expended in extending the pilework wharf by a substantial block of cribwork, 50 feet long, 28 feet wide and 20 feet high. Owing to the difficulty of getting labour in the month of June, the work was not quite com- pleted at the close of the fiscal year. In 1906-7, the sum of $360.21 was expended in a further extension of the work. Again, the work was not quite completed at the close of the fiscal year. Spring tides rise over 50 feet. MIDDLE COUNTRY HARBOUR. Country Harbour, Guysborough county, is on the Atlantic coast of Nova Scotia, thirty-six miles to the westward of Cape Canso. It has an excellent land locked 19— iv— 3 34 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 anchorage, in 4£ fathoms, four miles inland and is navigable for large vessels six and a half and for small vessels to Narrows Point, eight and a half miles inland. Boats can ascend to the head of tide two miles above Narrows Point. The sum of $3,000 was appropriated for expenditure during 1905-6, in the con- struction of a wharf, at Middle Country Harbour, seven miles inland or one mile below the head of navigation for small vessels at Narrows Point. A plan and specification of a proposed wharf were submitted, but up to the end of the fiscal year no further action had been taken. A contract was entered into on Mai*ch 1, 1907, in the sum of $2,200, for the con- struction of a wharf extending 143 feet to 14J feet at low water, and consisting of a stone abutment, 22 feet wide on top. three cribwork blocks each 20 by 20 feet "on top, and an outer block, 20 feet in line of work by 30 feet, with openings 16 feet in length spanned over ; the blocks to be of round native timber, laid open-faced, properly bal- lasted and fendered. Up to the end of the fiscal year ended March 31, 1907, work of construction had not been commenced. Expenditure during 1906-7, $211.13. MIDDLE RIVER. Middle river, Victoria county, is a large stream emptying into Indian bay on the northern shore of St. Patrick's channel, an arm of the Little Bras d'Or lake. About five miles from its mouth, the river flows through alluvial soil, easily acted upon by the strong current during freshets, and in consequence, a large amount of valuable land has been destroyed. During 1903-4-5, a shear-dam, 600 feet in length and 15 feet wide, and built with piles, brush and stone, sheathed with plank on the channel face, was constructed for the purpose of closing a new channel to divert the stream into the old river bed, and to straighten the river's course. The work has proved effective in diverting the stream, which now flows in a straight course, and the danger of destroying the adjoining lands has been greatly lessened. During 1905-6, the sum of $499.73 has been expended in strengthening the dam, where danger of undermining existed, and in extending for a distance of 200 feet the brush and stone protection work at the upper end of the dam, to prevent the strong currents from cutting the narrow neck of land between the dam and the mainland, and form a new channel. An examination of the river at "this point was made in August, 1906; it was found that the river, above the dam, had changed its course, and that danger existed of the dam being cut off from the mainland, in which case a new channel would have formed and destroyed the usefulness of dam. During the fiscal year ended March 31, 1907, a pile, bru?h and stone dam, 150 feet in length, was constructed above the old dam, for the purpose of directing the course of the river back into its old bed; the brush and stone dam, on the narrow neck of land at the head of the old dam was raised and strengthened. The total expenditure incurred during the fiscal year on this work was $747.57. NEW CAMPBELLTON. New Campbellton, Victoria county, is at the head of Kelly's Cove, on the northern side of the Great Bras d'Or channel, about one mile from its entrance into the Atlantic ocean. The cove is about half a mile in width, at the mouth, and a quarter of a mile in depth, and has a depth of about 20 feet at low water. It is sheltered from all winds, excepting southwesterly, but as these blow down the Bras d'Or channel, they do not cause much inconvenience. Iv REPORT OF THE CHIEF ENGINEER 35 SESSIONAL PAPER No. 19 •It is the shipping place of the Cape Breton Coal Mining Co., and a port of call for the steamers of the Bras d'Or Steam Navigation Co. Owing to the want of a proper and permanent ballast ground, the ballast was often deposited by vessels, where most convenient to them without due regards to its damaging effects, and in conse- quence the depth of water in the cove has been reduced. On September 13, 1905, a contract was entered into, in the sum of $17,000 for the construction of a wharf at the end of the coal shipping pier, to serve as a landing place, as well as a ballast wharf, and for repairing and strengthening the old shipping pier, which is to serve as an approach to the wharf. The work under contract included the reconstruction of the top of the old shipping pier; the construction of a native round timber cribwork retaining wall, 165 feet long and 12 feet wide on top, along the southern side of the old pier; a creosoted timber pile extension at outer end of old work, 61 feet in length and averaging 22 feet in width; and for a cribwork extension, with creosoted timber substructure to serve as a ballast as well as a public landing wharf, forming an ' L ' on the southern side of the pile extension, 200 feet long and 24 feet wide. The work of construction was commenced early in June, 1906, and by the end of that month, the cribwork retaining wall on the southern side of the old work, was nearly completed. Owing to delay in the delivery of the creosoted timber, little progress was made with the work during the months of July, August and September, but early in Octo- ber, on the arrival of the timber, the work was vigorously resumed, and on January 24, 1907, the work under contract was completed and accepted. After the completion of the contract, the sum of $150 was expended by days' labour, in placing an additional amount of ballast in the face-chambers of the crib- work extension. Total expenditure during fiscal year of 1906-7, $15,775.50. NEW HARBOUR. New Harbour, Guysborough county, is on the southern or Atlantic coast of Nova Scotia, thirty miles to the westward of Canso harbour. It is merely a shallow bay, open to the southeast, at the head of which is the entrance to St. Catherine's river, navigable for boats five miles inland. A contract entered into in May, 1900, for the construction of a breakwater, at Black Point, on the western side of the bay, was completed September 27, 1900. The breakwater consisted of a stone embankment, 160 feet in length and 7 feet in average height, between the shore and ' Black Rock'; a stone embankment, 89 feet in length and 18 feet in average height, in extension of 'Black Rock'; and 160 feet of cribwork 25 feet in width, with creosoted substructure and a talus on the seaward side sloping l£ to 1 from high water. The height of the cribwork over 15 feet of it3 width on the seaward side is 7 feet, and over 10 feet of its width on the inner side 3 feet 4 inches, above extreme high water. The depths, at extreme low water, at the inner and outer ends of the cribwork are respectively 6 feet and 16£ feet. Spring tides rise 6 feet. During a southerly gale in October, 1900, the outer section of stone embankment was nearly destroyed, the cribwork was slightly damaged and most of the stone in the talus on the seaward side of the cribwork was carried away. Repairs and improvements were made in 1902, 1903, and 1904. During the fiscal year ended March 31, 1907, $2,125.74 was expended in repairing the stone embankment between the shore and ' Black Rock ' ; in placing additional stone in the talus on the seaward side of the cribwork extension, and in sorting and piling, at West Arichat, the creosoted timber required in the construction of a pro posed 24 by 24 foot block, to be placed in 12 feet at low water, against the inner face of the cribwork extension. 19— iv— 3£ 36 DEPARTMENT OF PUBLIC WORKS Vl 7-8 EDWARD VII., A. 19C8 NORTH EAST HARBOUR. North East Harbour is a settlement of about 450 people, situated 15 miles south- west of Shelburne town. The people are chiefly engaged in the fishing industry and have to come to this place for their supplies, including salt, bait and fishing gear, and in coming here they very often, on account of the lack of proper landing facilities, loose much valuable time. To give these people accommodation, the department began the construction of a wharf, during the spring of 1906, and in the fiscal year 1905-6, expended the sum of $3,000 upon the same. During the last fiscal year, the sum of $999.85 was expended; there is still re- quired $500 additional to complete. This work, when completed, will be 950 feet in length, constructed of pile trestle bents and is connected with the shore by a rock bank and semi-cribwork approach, 165 feet in length, 16 feet wide on top. The width of the pile wharf is 10 feet on top, with the exception of the last 50 feet, which is 40 feet, wide and built in the 'shape of a ' T,' and has a height at the outer end of 22 feet and a depth of water of 8 feet at L.W.O.S.T. A portion of the top is all that required completion at the end of the last fiscal year. Spring tides rise here 10 feet and neaps 8 feet. Parker's cove. Parker's Cove, Annapolis county, is a small indentation on the southeast shore ol the Bay of Fundy, fifteen miles northwest of Digby Gut, and seven miles north of Annapolis, the county town; the population of the settlement is about 250 people en- gaged in fishing and farming. In 1883-4, the department constructed a small breakwater substantially built of round-log cribwork, stone-filled, 200 feet long, 234 feet to 26 feet wide on top, and at the outer end 16 feet high, where at high tide there is a depth of about 11 feet of water. In 1900-1, the department extended the breakwater, a distance of about, 101 feet, at a cost, by contract, of $3,749. The new block is 26 feet wide on top, and from 16 to 19 feet high, substantially built of round- log cribwork, filled with ballast, well f en- tered, close-sheathed on the seaward side and outer end. In 1901-2, the sum of $73.50 was expended in placing a quantity of large stone on the eastern side of the breakwater, near its outer end, to prevent the waves from un- dermining the work. In 1902-3, the breakwater was extended a further length of 130 feet, with an ' L ' on the outer end, having a face-length of 82 feet. This work, which was built by contract, at a cost of $10,212.60, is from 20 to 29 feet high, the stem 26 feet wide and the ' L ' 30 feet wide on top. The landward side batters 1 in 6, while the eastward side is plumb and provided with a solid timber break, 4 feet 6 inches high. The extension was very strongly built of round-log cribwork, filled to the top with stone ballast, well fendered and bolted, and close- sheathed on the seaward face. In 1903-4, the sum of $1,191.10 was expended in rebuilding the upper 2 to 4 feet in height, by 25 feet in width, of the shoreward end (the older portion of the break- water) and in protecting the foreshore on the eastern side of the work with large stone, to prevent the sea from undermining the new block. In 1905-6, a contract was entered into in the sum of $7,000, with Messrs. Thurs- ton, Thurston and Durkee, of Yarmouth county, for the construction of a further ex- tension of the breakwater. The new piece will be 99 feet long, 33 feet wide and from 28 to 34 feet high. The work was closed down for the season on December 1, the extension being built to the full height, but lacking fenders, break and creosoted sheathing. Between De- cember 1 and the close of the fiscal year, March 31, no work was done. Spring tides rise about 30 feet. Total expenditure in 1906-7, $5,797.25. iv REPORT OF THE CHIEF ENGINEER 37 \ SESSIONAL PAPER No. 19 PARRSBOROUGH — DREDGING. Parrsborough is a town of about 2,800 people, situatetd on the Cumberland Basin, about 25 miles from the town of Springhill. Considerable lumber is shipped from 'this port, whilst it is also the shipping port for the Cumberland Coal and Railway Company. Owing to the changed conditions of the shipping, requiring larger and deeper draught vessels, the depth of water in Parrsborough is not sufficient to accommodate requirements of these shipping interests. The depth of water at O.H.W.S.T. is 16 feet, whilst at low water the harbour is dry. To deepen this, Mr. Sbewen, resident engineer at St. John, N.B., made the necessary survey, and a contract was executed in June, 1906, for the dredging of a channel, 2,100 feet in length, 100 feet wide, which, upon its completion, would increase the depth of water to 21 feet at H.W.O.S.T. The con- tractor for this work is Mr. Hugh MacDonald, of Sydney, and the amount of his con- tract is $27,950. This contract includes slightly over 33,000 cubic yards of spoil to be excavated, and also the construction and delivery of six scows. During the last fiscal year, slightly more than 15,000 cubic yards were removed and the scows constructed and delivered. The work was shut down during the winter months because of the prevalence of ice in the harbour, but will be resumed as soon as spring opens. Total expenditure during 1906-7, $13,922.50. m PEGGY'S COVE. Peggy's Cove, Halifax county, is situated on the east side of St. Margaret's bay, near its mouth, and distant, in a westerly direction, about thirty miles from the city of Halifax. The population consists of 150 people almost wholly dependent on fishing for a living. The little harbour, which lies between granite rocks, is about 400 feet long, 60 feet in average width and from 7 to 9 feet in depth at L.W.O.S.T. At the mouth of the harbour, which is about 40 feet wide, and over a length of about 100 feet, were strewn some fifty or sixty boulders, varying in size from about 2 cubic feet to 1£ cubic yards. During the fiscal year 1905-6, the department expended the sum of $597.61 in the removal of these rocks, and in 1906-7 a further sum of $195.65 for the same purpose Spring tides rise 7 J feet ; neaps, 6 feet. PEREAUX. Pereaux, King's county, is a rich and prosperous agricultural district, with a popu- lation of some 300 or 400 people, situated on the west side of the Basin of Minas, three miles north of Kingsport, and five miles south of Cape Blomidon. From Kingsport to Cape Blomidon is a thickly settled and fertile agricultural district. In the fiscal year 1901-2, the sum of $661.99 was expended in the partial construc- tion of a pile wharf for the purpose of shipping fruit, farm produce, &c, and the land- ing of coal and general merchandise. It was satisfactorily completed in the year 1902-3, at an expenditure of $1,329.96. The wharf is a pile structure, 180 feet long, 25 feet wide, and at the outer end 20 feet high, where at high water there is a depth of 17 feet. During the winter of 1904-5, in the maritime provinces the severest on record, the whole structure became a mass of solid ice, which, in a series of exceptionally high tides, lifted many of the piles and destroyed the whole structure to such an extent as to render it practically useless. In 1906-7, the sum of $2,796.99 was expended in rebuilding the structure in block and span work. At the close of the fiscal year, the new work was not quite completed. Spring tides rise over 40 feet. 38 DEPARTMENT OF PUBLIC WORKS iv I 7-8 EDWARD VII., A. 1908 PETITE RIVIERE. Petite Riviere, Lunenburg county, is the centre of a thriving farming and lumber- ing district, situated about twelve miles southwest of the town of Bridgewater and six miles west of the mouth of La Have river. The village, which has a population of about 500, is situated at the mouth of a small river from which it takes its name. The nearest railway station is distant six miles, and the nearest harbour, at La Have, six miles distant. A small harbour is formed by the channel of the river, which empties into a shallow bay through a sand beach. This channel is navigable for large row boats at high tide only, and the residents experience great difficulty in getting their supplies, which are discharged from schooners anchored in the bay. It is desired that this channel be improved so that small schooners can enter at high water. During the fiscal year 1905-6, the department expended the sum of $3,999.83 in purchasing material, &c, for the construction of a breakwater on the western side of the harbour, to prevent the accumulation of sand in the harbour and to act as a shear dam in confining the current of the river to a narrow channel, in order to create a scour and remove the sand at the entrance of the harbour. In 1906-7, the sum of $5,683.56 was expanded in completing the work. It is 1,220 feet long, the first 900 feet 16 feet wide, and the outer 320 feet 20 feet wide. It is from 5 to 13 feet high, and rests upon mattresses of brush, from 20 to 30 feet in width and about 2 feet in thickness. A further extension, to increase its useful effect, will be undertaken in 1907-S. Spring tides rise 6 feet, neaps, 5 feet. PLEASAXT BAY. Pleasant Bay, Inverness county, is on the western coast of Cape Breton island, twenty-four miles north of Cheticamp and about midway between that place and Cape St.. Lawrence. A contract was entered into on January 29, 1906, for the construction of a wharf at Pleasant Bay for the sum of $7,500. The contract was for a continuous cribwork structure, 210 feet in length and from 16 to 20 feet in width, with an ' L ' at the outer end 20 by 20 feet, creosoted to half tide, fully ballasted and close-fendered on both sides and at the outer end. During the year 1905-6, all the materials required in the construction of the wharf, with the exception of the ballast, were delivered. The contractor commenced the construction of the cribwork early in June, but up to the end of that month no work had been placed. During the fiscal year ended March 31, 1907, the work under contract was com- pleted and extra work costing $150 performed. The extra work consisted in the con- struction of a bridge, on the right of way leading to the wharf, with brush and stone and frame work abutments, 12 feet long, 8 feet wide and 10 feet in height, placed 10 feet apart. Total expenditure during 1906-7, $7,835. POIRIEHVILLE. Poirierville, Richmond county, commonly known as Lower D'Eseousse, is a dis- trict on the northeastern coast of Madame island, on the southern side of the eastern entrance to Lennox passage, a strait separating the island of Madame from Cape Breton island. On September 19, 1906, a contract was entered into, in the sum of $7,575, for the construction of a public wharf, but up to March 31, 1907, the work had not been com- menced. iv REPORT OF TEE CEIEF ENGINEER 39 SESSIONAL PAPER No. 19 The work under the contract is 340 feet in length and 20 feet wide, extending to 10 feet at low water, with an 1 L ' on the southern side of the outer end, 20 by 20 feet, and is to consist of blocks and spans, the former constructed of round timber with creosoted timber substructures. Total expenditure during 1906-7, $65.13. porter's lake. Porter's Lake, Halifax county, is a long, narrow strip of fresh water, lying nearly north and south, and situated about the middle of Halifax county, or about fifteen miles east of the provincial capital. It is about eighteen miles in length, from a quarter to half a mile wide, and the water being of good depth for almost its entire length, it is navigable for vessels of 60 tons to the extreme head. The normal level of the lake is some 2 or 3 inches above high water ordinary spring tides, which on the coast here rise 6 feet, neap, 5 feet. Up to about 1873, the outlet, which is directly into the Atlantic, through a gravel beach about 200 feet wide, was navigable for schooners drawing 6 feet of water, and a considerable trade was then done on the lake in the export of timber, lumber, cord- wood, farm produce and fish. Since that time the outlet has been gradually and per- manently filling up with accumulations of gravel, washed in by southerly and easterly storms. In order to maintain the outlet, to prevent the road along the margin of the lake from being flooded, and to admit fish into the lake, the following small expendi- tures Jiave been made by the department : — 1881-2 .'. .$ 200 00 1884-5 200 00 1889-90 200 00 1892-3 147 00 1897- 8 100 00 1898- 9 200 00 1899- 1900 150 00 1902- 3 49 99 1903- 4 '. 300 15 1904- 5 ... 160 40 1905- 6 .' 61 18 1906- 7. 38 71 $1,813 43 These expenditures have resulted in but slight temporary relief, and no perma- nent improvement. The department, in 1900-1, expended the sum of $8,262.44 in beginning the construction of a permanent channel through the neck of land 2,400 feet wide, separating the main body of the lake from the extreme head of Three Fathom harbour. In 1901-2 a further sum of $5,987.24 was expended on the permanent outlet. In 1902-3, the sum of $2,455.67 was expended on the permanent and $49.99 on the temporary (old) outlet. In 1904-5, the sum of $4,248.67 was expended on the new or permanent outlet. In 1905-6, the sum of $968.68 was expended on the permanent outlet and $61.18 on the temporary outlet. In 1906-7, the sum of $38.71 was expended on reopening the temporary outlet. During the year 1905-6 the amount of $199.92 was expended in beginning a new outlet at Graham's Head. The total expenditure to date is : On permanent outlet $21,924 96 On temporary outlet 1,813 43 On new outlet 199 92 $23,938 31 40 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 PORT GEORGE. Port George, Annapolis county, is a village of some 300 to 400 people situated on the south shore of the Bay of Fundy, thirty-seven miles northeast of Digby Gut, forty-two miles southwest of Scott's Bay, nine miles southwest from Margaretville and seven miles northwest from Middleton on the Dominion Atlantic Bailway. Some years before confederation the provincial government built a western break- water and an eastern pier or wharf. The breakwater is 440 feet long, from 25 to 35 feet wide on top, and, at the outer end, where there is about 21 feet of water at H.W.O.S.T., it is about 25 feet high. It is built of round-log, stone-filled cribwork, the western or seaward face and outer end being close-sheathed. The wharf, on the eastern side of the little harbour, is 205 feet long, 20 feet wide and 18 feet high at the outer end. It is built of round-log cribwork, and the outer end, on which is built a small lighthouse, is close-sheathed. In 1874, the harbour was taken charge of by this department, and in that and the following year, the sum of $7,000 was expended in repairing and refacing the breakwater which was much decayed. In the autumn of 1888 the outer end of the breakwater was destroyed by a severe storm, 165 feet in length being wrecked, and an additional length of 30 feet being much injured. Before repairs could be made, a second storm destroyed the damaged portion, leaving 195 feet of the work a complete wreck and rendering the harbour practically useless. In 1890-1, the destroyed portion of the work was rebuilt by contract. Repairs were made in 1894 and in 1901. In 1901-2, the sum of $2,297.46 was expended in continuing the construction of the detached breakwater begun the previous year. The work thus extended measured 102 feet long, 32 feet high at the lower end and 26 feet at the upper, 20 feet wide at the top. It is plumb on the seaward face and batters 1 in 4 on the back. In 1902-3, the sum of $2,287.46 was expended in beginning the construction of an extension of 100 feet in length of this work. In 1903-4, the sum of $5,807.95 was expended in completing the breakwater begun in 1901, and in renewing the top of 200 feet in length of the main breakwater a height of from 3 to 5 feet. The detached breakwater is 200 feet long, 20 feet wide on top and from 17 to 32 feet in height. It is very strongly built of round-log cribwork filled with stone. In 1904-5, the sum of $199.50 was expended in repairs. In 1906-7, the sum of $330.83 was expended in the purchase of timber for ihe purpose of rebuilding a port;on of the shoren.-ird end of the breakwater. Spring rrles rise 30 feet PORT HOOD HARBOUR. The harbour of Port Hood is on the west coast of Cape Breton island, about twenty miles to the northward of the northern entrance to the strait of Canso. The harbour was formerly a secure one, Smith island, which forms its west side, having been connected with the mainland by a range of sand hills. In 1839 the sea made a breach through this protection work; the opening, at first narrow, was enlarged by the tidal currents, with increasing rapidity, until it was entirely swept away. The harbour is now unsafe during northerly gales, except in a small cove on the east side of Smith island. In March, 1902, a report was submitted on the closing of the northern entrance, in which the estimated cost of work suggested varied from $482,000 to $291,000, ac- cording to design and location. iv REPORT OF TEE CHIEF ENGINEER 41 SESSIONAL PAPER No. 19 The amount appropriated for 1903-4 ($20,000) was for expenditure by day labour in constructing a portion of a breakwater of brush and stone with stone talus and covering. Operations were commenced in May and were in progress at the close of the fiscal year ended June 30, when the expenditure amounted to $2,968.85. This sum was expended in procuring materials and in constructing a work of brush and stone 28 feet in width on top, at high water level, extending from the mainland 330 feet to 3 feet at extreme low water. In 1904-5, the sum of $19,952.44 was expended in extending the brush and stone work 470 feet (800 feet from the mainland) to 6 feet at extreme low water, and in placing a talus (on both sides) and a covering of quarried stone. Of the amount appropriated for 1905-6, the sum of $9,999.84 was expended, $2,984 in March and April in procuring materials and the balance in July, August and Sep- tember, in extending the brush and stone work 188 feet (988 feet from the inner end) to 9£ feet at extreme low water, and in placing a talus (on both sides) and a covering of quarried stone. Operations were resumed June 1 and continued up to October 31. The appropria- tion for the fiscal year ended March 31, 1907, was expended in June, July and August, in extending the brush and stonework 309 feet, 988 to 1,297 feet from the inner end. Of the 309 feet, the inner 60 feet were completed up to 2 feet above high water, and protected with quarried stone on each side and on top; 191 feet were up to within l£ feet of low water with quarried stone on the seaward side, and 58 feet of outer brush work were up to 5 feet below water. There was also expended in August, September and October an additional sum of $1,814.77 in placing quarried stone over the 249 feet of work left unprotected. Total expenditure during 1906-7, $20,099.53, including $5,099.15 for dredging. POET HOOD WHARF. Port Hood, the shire town of Inverness county, is on the west coast of Cape Bre- ton Island, twenty miles north of the northern entrance to the strait of Canso. A pier, on the east side of the harbour, commenced by the provincial government in 1865, was originally 550 feet in length and 24 feet in width, with an 'L' on the south side of the outer end 100 feet in length and 25 feet in width. It came under the charge of the federal government in 1871, since which time extensive repairs and re- newals have been made, including the construction of a new block, 125 by 25 feet, at the outer end in 1873, the construction of a block 50 by 32 feet at the south end of the ' L ' in 1888-9 ; and the construction of a block, 71 by 24 feet, at the outer end in 1889-90. The old provincial government work was of square timber close-faced, the additions and parts reconstructed by the department are of round timber laid open- faced. The pier has been protected, on the seaward side, at the outer end, and on the south end and inner side of the ' L/ by close-piling, and on both sides to within 74 feet of the outer end by a stone talus. In 1905-6, the sum of $600 was expended in renewing the floor-stringers and cover- ing near the inner end, and in renewing close-piling and ballast at the outer end. During the fiscal year ended March 31, 1907, the sum of $1,500.05 was expended in raising, repairing and close-piling the outer end of the wharf; in placing quarried stone in the talus on the seaward side, and in general repairs to the seaward face. PORT LATOUR. Port Latour, Shelburne county, is a fishing and farming settlement, situated twenty-five miles, southwest of Shelburne town. Population, 700. 42 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 The harbour is about four miles long north and south, and two miles wide east and west, with a depth of water of from five to seven fathoms. Spring tides rise here 10 feet, neaps 7 feet. (For further description see report 1905-6.) During 1905-6, we expended $5,307.84 and, during the last fiscal year, $4,180.78 in constructing a cribwork extension to this work. It is now completed, though not quite full of ballast at one portion of it, but the season was so late that to procure ballast then would cost two or three times more than the stuff was worth, and I also felt confident that there was sufficient ballast to keep the breakwater from incurring any serious damage in its condition. This breakwater consists of two portions, one 478 feet in length and 25 feet wide on top with a height of 19 feet at the outer end, consisting of solid stonework and the other of the usual continuous cribwork style of construction, 235 feet in length, 26 feet high at the outer end and 20 feet wide on top. This makes the breakwater 713 feet in length over § of which is of permanent material. This rock work was built in sections of 25 to 35 feet in length, the inside and outside face of which are constructed of large stones from 4 to 6 feet thick, and the insides 15 to 17 feet in width filled in with smaller rocks, and the whole top inside these walls is neatly gravelled with from 6 to 12 inches of good, coarse gravel. PORT LORNE. Port Lorne, Annapolis county, formerly called Port William or Marshall's Cove, is situated on the Bay of Fundy, thirty-two miles northeast of Digby Gut, and six miles northeast from Paradise station, on the Dominion Atlantic Railway. The settlement comprises about 300 people, engaged in fishing and farming. The breakwater was begun in 1835 at the joint expense of the inhabitants and the provincial government, the outlay on the work up to 1867 being $16,000. The first work done by this department was in 1873-4, when the breakwater was extended a length of 67 feet. In 1882-3-4, the work was further extended a length of 100 feet, width 35 feet and height 25 feet. The new block was built close-faced with square timber both inside and outside, and provided with a break 4 feet high. During the next few years several repairs were made. In 1897-8 a reenforcing block was built on the seaward face and outer end of the breakwater, 78 feet long, 37 feet high and 13 feet wide, in addition to other important repairs made. In 1900-1 the sum of $2,176 was expended in important repairs. In 1902-3, the sum of $1,198.48 was expended in rebuilding a portion of the shore end of the seaward face of the breakwater, 50 feet long, 15 feet wide and from 6 to 15 feet high, with solid stone-filled cribwork; also in rebuilding a portion of the break on the shore end, 33 feet long, 8 feet wide and 6 to 10 feet high. In 1904-5, the sum of $999.93 was expended in taking down and rebuilding a portion of the shore end of the breakwater. In 1905-6, the sum of $757.99 was expended in taking down and rebuilding a piece of the middle of the length of the bre'akwater, which was much dilapidated. In 1906-7, the sum of $742.96 was expended in taking down and rebuilding a dilapidated portion of the work, 80 feet in length, 24 to 30 feet wide, and from 14 to 19 feet high. The work was transferred to the control of the Department of Marine and Fisheries on June 12, 1889. Spring tides rise 30 feet. PUGWASH. Pugwash is a village of about 1,100 people, situated on the Northumberland strait, about ten miles northwest of Wallace. In 1S97, the department constructed a cribwork wharf, which, in conjunction with the old railway wharf, is used for loading large steamers engaged in the transportation iv REPORT OF THE CHIEF ENGINEER 43 SESSIONAL PAPER No. 19 of deals. By this means, some 25,000,000 feet of lumber are annually shipped from this port, so that during the season of navigation these two wharfs are practically monopolized by these interests. As Pugwash harbour is one of the best harbours on the north side of Nova Scotia, much shipping by smaller vessels takes place, but owing to the large steamers using the other wharfs the smaller shipping interests are much handicapped and their development greatly injured or retarded. As the country surrounding Pugwash is somewhat populous and fertile, and as much important fish- ing interests are also adjacent, one could easily see that facilities for the transporta- tion of the products of this district were much needed; therefore it was decided to construct an additional wharf at this place, largely for the accommodation of these smaller interests. A contract let early in June, 1906 ; amount of contract is $11,495. The work was put in hand as soon as possible and was completed within the fiscal year. The work consists of a rock bank approach, 30 feet in length, 24 feet on top and a height of 10 feet at the outer end; secondly of a solid continuous log faced and stone filled cribwork stem, 280 feet in length, 20 feet wide on top. With the exception of the last 28 feet, which is 40 feet wide on top and has a height at the outer end of 33 feet with a depth of water, at its outer end, at L.W.O.S.T., of 23 feet. From a point 3 feet below H.W.O.S.T. to the bottom of the work, this work is sheathed with 4-inch creosoted loblolly pine timber. Spring tides rise here 6£ feet ; neaps, 5 feet. Expenditure during 1906-7, $7,649. ray's creek. Ray's Creek, Annapolis county, Upper Granville, is a thickly settled and very rich farming district, situated on the north bank of the Annapolis river, some four miles below Bridgetown and about ten miles above Annapolis. Within a radius of three miles there is a population of 800 to 1,000 people. The nearest public wharf is at Gran- ville Centre, six miles below, built by the department in 1902-3. There are two small dilapidated private wharfs, one a mile and a quarter above, and the other one mile below, but they are small, inconvenient and out of repair. For the convenience of local trade, the department, in 1905-6, expended the sum of $1,500.65 in beginning the construction of a public wharf of pile-work at Bay's Creek, about the centre of the district. The work done under the expenditure was the construction of an approach and the purchase and delivery of the whole of the materials. In 1906-7, the sum of $1,189.85 was expended in completing the work, which con- sist of a pile-wharf, 225 feet long, the shoreward part being 140 feet in length, 22 feet wide, by an average height of 6 feet, the outer portion being 53 feet wide and from 6 to 22 feet high. Along the face, at H.W.O.S.T., there is a depth of 20 feet of water. Spring tides rise about 30 feet. RIVER BOURGEOISE. Bourgeoise inlet, Richmond county, commonly called River Bourgeoise, is on the northern side of the eastern entrance to Lennox Passage, (a strait connecting St. Peter's bay with the strait of Canso), and about four miles to the westward of St. Peter's canal at the head of St. Peter's bay. It extends inland three quarters of a mile and then branches east and west. The depth, at low water, at the entrance, is 12 feet, and over the greater part of the area inside from 12 to 18 feet. Spring tides rise 5* feet. In 1905-6, a wharf on the northern side of the inlet, nearly midway between its east and west extremities and nearly opposite the entrance, known as ' Boyd's wharf/ was purchased by the department and the work of reconstructing and extending it 44 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 undertaken. The work proposed included raising and strengthening ' Boyd's wharf,' which is 49 feet in width and extending it 24 feet, with creosoted pile-work, to 9£ feet at extreme low water. During the fiscal year ended March 31, 1907, the sum of $853.60 was expended ill procuring all the timber required for reconstructing and extending the wharf, with the exception of the creosoted timber for side-piling the old work and for piling in the extension, and in nearly completing the reconstruction of the old work. ROUND HILL. Round Hill, Annapolis county, is a thickly settled and very prosperous farming district, situated about eight miles east of the town of Annapolis. There is a station on the Dominion Atlantic Railway, and the village, with a population of about 500 people, is situated from a quarter to half a mile to the south of the Annapolis river, which is navigable at higb water for large vessels up as far as Bridgetown, some seven miles further up. Some thirty years ago, a small wharf of cribwork was built by private enterprise, but it fell into disuse some fifteen years ago. At the present time all that remains of it consists of a few logs and a litttle pile of ballast. For the benefit of local trade the department, in 1905-6, expended the sum of $2,000.14 in the construction of a public wharf. At the close of the fiscal year the work was about two-thirds completed. It consists of a pile-work stem, 76 feet long by 25 feet wide, from 5 to 10 feet high, terminating in a substantial block of stone- filled cribwork, 75 feet long, 35 feet wide and from 16 to 22 high, founded on piles, driven to hard bottom and cut off level with the mud. Along the face of the wharf at high water there will be about 16 feet of water. In 1906-7 the sum of $1,997.41 was expended in the construction of the wharf, which, at the close of the fiscal year, was not quite completed. SCOTCH COVE. Scotch Cove, Victoria county forms the southeastern part of Aspy bay, and is about three-quarters of a mile south from White Point, which is on the southern side of the entrance into the bay. The sum of $10,000 was voted for expenditure during 1906-7, towards the con- struction of a breakwater for the protection of fishing boats and small craft, and on February 6, 1907, a plan and specification for the work proposed, estimated to cost $30,800, were submitted to the department for approval. The proposed breakwater is 320 feet in length, and will extend to 19 feet at low water; with the exception of the inner end, for a distance of 40 feet, which is to be of stone and 16 feet wide on top, it is to consist of cribwork with creosoted timber sub- structure, 20 feet wide for a distance of 80 feet, 24 feet wide for a further distance of 80 feet, and 30 feet wide for the remaining distance of 120 feet. The faces of the cribwork are to be constructed of square timber, laid open-faced, with ties of round timber, and the work is to be fully ballasted. The seaward face, the outer end, and the inner face for a distance of 30 feet from the outer end are to be close-sheathed, and a brush mattress, loaded with stone, is to be placed along the seaward face of the work, for a distance of 200 feet from its outer end. Up to March 31, 1907, tenders for the construction of the work had not been called. Expenditure during 1906-7, for preparation of plans, &c, $32.78. scott's bay. Scott's Bay, King's county, is on the south side of Minas channel, Bay of Fundy, between Cape Split and Baxter's harbour. The population of the settlement, within a radius of a couple of miles, is about 500. REPORT OF THE CHIEF ENGINEER 45 SESSIONAL PAPER No. 19 In 1878 the department built a block of cribwork, 50 feet long, 30 feet wide and about 20 feet high, connected with the shore by a double row of close piling, 210 feet long, from the southeast corner of the block; the cribwork was built of close-faced work, well fendered and ballasted. The work was located on the west side of Jess creek, and formed a harbour or shelter for vessels during southwest storms. As it had no floor, much of the ballast has been removed, presumably for bal- lasting schooners. Both the block and close piling are more or less dilapidated, 30 in length of the close-piling and the upper 15 feet in height of the block being totally destroyed. The expenditure on this block and the close pile work by department from 1867 to 1882 was $3,000. In 1900-1, the department expended the sum of $500 in building two blocks of cribwork, one on either side of the mouth of the creek. The northern block is 115 feet long, 6 to 8 feet high and 10' feet wide ; also in extending the south breakwater by a block 75 feet long, 10 to 12 feet high and 12 feet wide. Some minor repairs were also made to the older portion of the northern breakwater. In 1903-4, the department expended the sum of $1,342.52 in further improvements. In 1904-5, the sum of $999.09 was expended in constructing a new block of crib- work, 57 feet long, 20 feet wide and 18 feet high, in extension of the breakwater on the south side of the mouth of the stream; a small cross-block on the same work, 50 feet long, 10 feet wide and 8 feet high, also a small cross-block on the shore end of the north breakwater, 50 feet long, 10 feet wide and 12 feet high, together with fenders and a top course of logs on the portion of the new work built last year on the south side of the creek. In »1905-6, the sum of $2,089.96 was expended in building an extension to the north breakwater. The new block is 70 feet long, 20 feet wide and 20 feet high, well filled with ballast and close-sheathed on the northern side and outer end. In 1906-7, the sum of $2,794 was expended in extending the south breakwater by a new block of substantial cribwork, 60 feet long, 28 feet wide and 26 feet high. 150 feet in length of the shoreward portion of the south breakwater was also close-sheathed, to prevent undermining by the brook which issues alongside. The north breakwater was also raised from 1 to 4 feet, to make up for settlement, and new floored. skinner's cove. Skinners' Cove, Pictou county, is on the western side of Northumberland strait, about four miles east of Cape John, and about twenty miles northwest of the entrance to Pictou harbour. A pond at the head of the Cove is separated from the waters of the strait by a beach of sand 250 feet in width. On January 5, 1905, a contract was entered into for opening a channel through the beach and for the construction of protection works for $10,950. The works under contract included the excavation of a channel 15 feet in width at bottom and 425 feet in length, to a depth of 2^ feet at low water, and the construc- tion of piers of brush, stone and piles, 304 feet in length and 15 feet in width on each side, and of a cribwork block, 40 feet in length and 20 feet in width, with creosoted substructure at the outer end of each pier. Spring tides rise 7 feet. At the close of the year 1904-5, the outer blocks were completed with the exception of placing the cap-timbers and upper fenders and sheathing, and 40 piles of inner work were in place. In 1905-6, the work under contract was completed with the exception of part of the dredging, and some extra work was performed, including: the extension of the piers on each side of the channel inwards 40 feet, and the placing of additional close- sheathing for a length of 144 feet on the seaward side and at the inner end of the western pier. The work under contract was completed on the 1st of August, 1906. Total expenditure during fiscal year of 1906-7, $1,759.91. 46 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 SYDNEY QUARANTINE. The quarantine station in Sydney harbour is on the southern arm, near Keating Point and about three-quarters of a mile from Point Edward, at the eastern extremity of land lying between the south and west arms. A wharf built by the Department of Marine and Fisheries and repaired and ex- tended in 1892-3 consists of a block and span structure extending 148 feet to 8 feet at low water. Spring tides rise 5 feet. In 1903-4, the sum of $1,551.52 was expended in procuring creosoted timber and other materials to be used in repairing and extending the wharf. The old wharf having fallen into such a dilapidated condition as to render its re- construction and extension inadvisable, the appropriation for 1904-5 was made for ex- penditure in constructing a new wharf, using materials procured in 1903-4. During the year, $1,667.66 was expended in procuring the additional materials required in the construction of a wharf to extend 173 feet to 10J feet at low or 15| feet at high water; consisting of an inner and 4 intermediate blocks, 14 feet in width, and an outer block 20 feet in line of work by 40 feet, and in constructing the inner and three intermediate blocks. In 1905-6, the sum of $1,098.97 was expended in completing the work in progress in 1904-5. During the fiscal year ended March 31, 1907, the sum of $249.19 was expended in procuring the timber required for raising the inner end of the inner block, and in close-fendering the outer end of the wharf. TATAMAGOUCHE. 40 feet, repair of all of the work being made at the same time and 2 feet added in height. During the past season, the sum of $1,341.94 was spent in widening to 40 feet a further length of 80 feet of the outer end of the pier, so as to provide required accommodation. In addi- tion to this, the pierhead was newly floor stringered and planked and general repairs effected over the entire work. Lambert's pier. Lambert's pier, King's county, is situated on the southern side of the Montague river, immediately below the highway bridge, at the village of Montague, and about six miles from where the river enters Cardigan bay. The pier, which is a very old iv REPORT OF THE CHIEF ENGINEER 55 SESSIONAL PAPER No. 19 structure, has a frontage of 310 feet on the river channel. It consists of two sections, the upper or western one, 140 feet long and 24 feet wide, constructed of cribwork on the inner side and pile-work outside; and the eastern section, 170 feet long, 25 feet wide, formed entirely of pile bents, capped, floor stringered and planked over. The inner side of the western section, as well as part of the eastern, is made up with ballast discharged from vessels, and connects with the bank of the river, forming good ap- proach to the pier. During the past season, $1,477.65 was expended in the entire reconstruction of the eastern section of the pier, and of about one-half the width of the western section, new bearing and fender piles being put in, with cap timbers, floor stringers, covering, and guard timbers. Greater portion of the bearing piles are of creosoted timber, while all the caps, floor stringers, &c, were treated with a good coating of ' carbolineum aven- arium.' MIMINIGASH HARBOUR. Miminigash harbour, Prince county, is situated on the northwest coast of the island, about fifteen miles from North cape and eighteen miles north from West Point. Before its improvement by the department it was one of the numerous ponds along the coast, the channels from which emptied through low sandy beaches into the Gulf of St. Lawrence, and were constantly being changed in position when severe storms occurred, and at times became completely blocked up. As the approach to Miminigash pond, however, was sheltered to a great extent by the Miminigash reef, this gave Miminigash pond such an advantage that it was con- sidered superior to the other ponds on tbe shore, and the place was selected by the department as the best situation on the coast for possible formation of a small harbour. Work was commenced in 1878, and has been continued at different times since, until now there is, at the place, work consisting of breakwaters or piers on either side of the entrance, which has been put in a permanent position. Confining its width to 56 feet, the work, on the northern side, is 550 feet long, and on the south side, 400 feet long. Inward of these there are beach protection works to guard against channels being made through them, on occasion of high storm tides. A good roadway has also been made, 1,200 feet in length, over the sand beach that was difficult to haul over, the work done in all giving greatly improved shipping facilities, accommodation and shelter for fishing boats. During the last year, the sum of $36.83 was expended in providing materials and effecting repairs on the covering of portions of the northern breakwater that had received damage during the storm of 1st to 13th November last. MURRAY HARBOUR. Murray harbour south pier, King's county, is situated at the head of navigation, immediately below the public road bridge on the South river, and about three miles inward from its entrance into Murray harbour. It is close to Murray harbour sta- tion, the terminus of the southern branch of the Prince Edward Island Railway. The pier extends out from the north bank of the river, which is here about 300 feet wide, to edge of the channel, where a depth of about 10 feet of water is carried at low water spring tides, giving, with the rise of tides at spring, good approach for the largest vessels usually visiting the harbour. The pier, as constructed by the provincial government, many years before con- federation, consisted of an approach or shore abutment, 89 feet long, and an 'L' forming pierhead and having a length of 107 feet on channel, both the approach and pierhead being formed of timber blocks, all of which, excepting the shore end, was floor stringered and planked over. Owing to natural decay of the top timbers and injury done to the below water portions by action of the ice and ravages of the teredo, the pier for some years had become unserviceable and unsafe for traffic, while danger existed of the blocks form- 56 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 ing the pierhead falling into the channel. Arrangements were made for its recon- struction; timber was got out during the winter of 1906, and work commenced in the spring. Amount expended in 1905-6, $1,496.94. During the last fiscal year the sum of $610.78 was expended in completing the reconstruction of the pier, which was finished satisfactorily about the 1st of Septem- ber, the expenditure in all on the work amounting to $2,107.72. The work, as recon- structed, is of the most substantial character; creosoted timber was used for fender piling on its face and ends, and the floor ties, span beams, guard timbers, &c, were treated with ' carbolineum avenarium.' NEW LONDON. New London harbour, Queen's county, is on the northern coast of the island, about ten miles east of the entrance into Richmond bay and about nine miles west from Rustico harbour. The harbour, sometimes called Grenville or New London bay, has within the entrance, which is about 1,200 feet wide, a length of about three miles and nearly same width, and receives the waters of ' Southwest,' ' Stanley/ ' French ' and ' Hope ' rivers. All these rivers are navigable for short distances and have at them wharfs or shipping places from which export is made of large quantities of produce during fall and spring. A large quantity of general merchandise, coal, lumber, &c, is im- ported by water, the district not having, as many other portions of the island, conven- ient rail facilities. The harbour is also largely used as a fishing station and harbour of refuge for fishermen. For improvement of the entrance, which is obstructed by a shifting sand bar, works were commenced by the department in 1878, and these now consist of break- waters, beach protection works on each side, that on the eastern side now having a length of 1,200 feet, while the western one is 460 feet. Their purpose is to confine the water, by preserving and extending the sand beaches, and thus, by increased current so caused, scour away a part of the bar. The result has been obtained to a most satisfactory extent, the depth of water being always much improved at such times as the works remain in good condition. Since its construction, the western work has received no injury requiring repair or expenditure; but, as the eastern one is exposed to very heavy sea, on the occurrence of northerly storms, and also to a strong current and action of the ice, it requires some expenditure about yearly for its maintenance. During the past season the sum of $231.95 was expended in repair and ballasting of portions of it, where washout and settlement had occurred. Materials costing $372.50 have also been provided during the past winter for the construction of portions of beach protections damaged by the late fall storms. Total expenditure during last fiscal year, $604.45. PLNETTE PIER. Pinette pier, Queen's county, is situated on the south side of the Pinette river, immediately below and at right angle to the public road bridge, crossing the river. It was connected with the bridge by a span 28 feet in length. The pier is 120 feet long by 28 feet in width, and constructed of close-faced timber work, being floor stringered and planked over; it faces on the river channel, where a depth of 8 feet is available at low water. As it is a very old structure, repairs have from time to time been required to keep it in passable state for traffic. Latterly, considerable settlement has occurred in the work, owing to action of the ice; its bottom was also much destroyed by the teredo. Levelling up and raising of the top was required, the floor-stringers, covering, guard timbers, &c, as well being decayed needed renewal; all of which was effected as well as protecting the channel iv REPORT OF TEE CHIEF ENGINEER 57 SESSIONAL PAPER No. 19 face with fender piling and filling in the space between the pier and bridge with a solid block. Total cost, $1,000.60. PORT SELKIRK. Port Selkirk pier, Queen's county, is situated on the south side of the Orwell river, near its entrance into Orwell bay, and is distant, by water, about twenty miles from Charlottetown. The pier is in the form of a ' T,' consisting of a pierhead, 250 feet long, and 35 feet in width, fronting on the edge of the channel, and an approach, 250 feet long and 23 feet wide. The whole pierhead and the outer part of the approach are composed of a series of blocks and spans floor-stringered and planked over. During the past season, the sum of $82.33 has been expended in general repair of the plank covering of the pierhead and approach, putting in new floor-stringers as required, renewal of bearing and fender piles, former being a oreosoted timber, and the rebuilding of portions of the faces of the roadway approach. robixson's island. Robinson's island breakwater, Queen's county, is situated on the eastern side of the entrance to Rustico harbour and on the western end of Robinson's island, which extends in an easterly direction, for a length of about three miles, to what is known as Little Rustico harbour, where only small fishing boats can enter. The island consists principally of low, sandy beaches with high sand hills ranging along their centre, excepting at the eastern end, where a small portion is under cultiva- tion. On the northwestern side of the island, the department, in 1883, built a work, 450 feet in length, for the purpose of contracting the entrance so as to cause, by the increased current, improvement in the depth of water carried over the sand at the entrance; but the work being of too slight construction was shortly afterwards carried away. Marked changes have since taken place in the channel and beaches since both works were constructed, there being a depth of 7 feet at low water on the shoalest part of the bar, or 10 feet at H.W.S.T. For the further improvement of the harbour's entrance, a contract was entered into July 4, 1905, for the construction of a breakwater, 750 feet in length, extending in a northeasterly direction from western end of the island, its outer end to be distant about 1,000 feet from the outer end of the northern work. The inner end of the new work was to be constructed, for a length of 200 feet, of roung log open cribwork, 13 feet wide, having cross-ties and fender piles at 10 feet centres ; it was to be ballast-floored on lower cross-ties and be solidly filled with bal- last. For a further distance of 500 feet, the intended width was 18 feet and it was to be of piling secured to walings, solidly filled in with brush and stone, planked, &c, outer 20 feet being of similar construction but 26 feet in width. This work that was commenced in the latter part of July, 1905, but suspended about end of September of that year, was recommenced during the past summer and continued up to the end of October last, at which time all of the length was carried out so far as the piling and greater part of the covering was done. Work was again resumed in March last and ballasting about completed. Expenditure during 1906-7, $6,532.50. RUSTICO. Rustico harbour, Queen's county, is on the north side of the island, about midway between East Point and North Cape, and is one of the most important fishing stations. For improvement of the entrance, which is obstructed by a shifting sand bar, the department, during 1881-2-3-4, constructed a breakwater on the north side, for the 58 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 purpose of confining the current at ebb tide, and thus by scour deepening the water, besides forming protection to the low beach, on which are situated most of the fishing stages and houses of the fishermen. The work, originally 1,240 feet long, was composed partly of solid close faced timber work and partly of pile, stone and brush work. The piles in this having been completely decayed, the work was unable to withstand the severe storms and high tides of 1st to 13th November last, and, for a length of 400 feet, was completely carried away, endangering the safety of the fishing houses and stages. Temporary repairs were effected by constructing a breast work of brush, poles and ballast, which have ac- cumulated the drifting sand to such an extent that, with some little additional work, the protection may prove sufficient. Expenditure, $427.75. Stephen's pier. Stephen's pier, King's county, is situated on the southern side of the Montague river, about six miles below its entrance into Cardigan bay and immediately below Lambert's pier and Montague bridge. It consists of two wings or approaches, about 50 feet apart, and extending out from the bank of the river to the edge of the channel, where the pierhead has a front- age of 100 feet. The wings or approaches are respectively 90 and 115 feet long and are formed of close faced timber work, the space between them being filled with brush and ballast discharged from vessels, gravel and clay being placed on top to form road- way. Pierhead is formed of pile bents, capped, floor stringered and planked over; a guard timber is placed on face and ends and fender piles are put in. The bearing piles in the bents having become unsafe, through the action of the teredo, their renewal was effected during the past summer; general repair of the cap- ping floor stringers and covering was also made, at a cost of $263.98 against the work, this principally for labour. As the greater part of the floor stringers, capping and covering had been procured at the time, similar materials were being got out for Lambert's pier and charged to it, the foreman being the same on both works did not separate the different accounts. Timber used for the piling in the bents forming the pierhead is creosoted and was also supplied to the work out of a quantity of creosoted piling that had been provided and delivered at Charlottetown for use generally in repair and strengthening of the Prince Edward Island piers. ST. PETER'S BAY. St. Peter's bay, King's county, is entered from the Gulf of St. Lawrence, about thirty-five miles west from Ease Point; it is of considerable extent, running inland about eight miles, with an average width of three quarters of a mile, and carrying over it at low water a depth of from 2 to 3 fathoms. The entrance, however, being obstructed by a shifting sand bar and having over it only from 6 to 7 feet at low water, renders the bay now only available for vessels of small size. To improve the water over the bar, where it is said that in 1860 there was a depth at low water of 9 feet, works were commenced in 1878 by the department on the west side of the entrance. They now consist of a breakwater, 256 feet long, built of close-faced solid timber work, fully ballasted, floor stringered and planked over; its inner end connects with beach protection which is composed of round long open cribwork, filled in with brush and ballast and 1,420 feet long, extending across the beach to the high ground, so as to prevent a channel working through on its inner side. In 1883, it was proposed further to contract the width of entrance by the construc- tion of a breakwater, 1,900 feet long, extending from the eastern beach; but the contrac- tor abandoned the work, when less than half built, and for years little has remained of the part built. The matter of improving the entrance again having been taken up by the depart- ment, a contract was entered into with Messrs. Lachance & Kennedy, of Ottawa, Au- iv REPORT OF TEE CHIEF ENGINEER 59 SESSIONAL PAPER No. 19 gust 3, 1905, for the construction of a work, 900 feet in length, to extend from the end of the east beach towards the outer end of the western work. Further than getting out some materials, nothing was done up to about the latter part of May, 1906, when driving of the bearing piles was commenced. Getting these in and putting on one set of walings, cross timbers at 10 feet centres on the outer 625 feet length of the work have been effected by the 30th June last. Since then the work done has consisted in the construction of the inner 275 feet, composed of cribwork; this yet requires ballasting. The two further necessary walings and cross-timbers at 5 feet centres were put on over a length of 200 feet, and sides on the same were close piled, space between being partly ballasted. All of the season had been stormy, much preventing the progress of the work, while the storm that set in November 1 and continued up to November 13 prevented anything further being done for the season ; this storm, while carrying away some of the materials that had been provided for the work, as also doing injury to scows, &c., in no way injured the work. A further storm and high tide that occurred December 1-3, bow- ever, did much damage, carrying away a length of 130 feet of the bearing piles, walings, &c, immediately outward of the part of the work where the close piling had been done. During the past winter so much injury was done by action of ice and scouring as will require the removal of bearing piles, walings, &c, on a length of 375 feet of outer portion. On the western side of the entrance the sum of $299.45 was expended in making up with brush and stone a washout that had been caused in the beach pro- tection works by the storm of November 1-3. Total expenditure during the fiscal year 1906-7, $3,896.95. SUMMERSIDE HARBOUR. Summerside harbour, Prince county, is on the southerly coast of the island. The town of Summerside is in population next to Charlottetown, with 3,000 inhabitants, the second place in importance for shipping, and one of the principal stations on line of the Prince Edward Island Eailway, by which it is distant from Charlottetown forty-nine miles, and from Tignish, the western terminus, sixty-eight miles. During the season of navigation, daily communication is had with the mainland by the steamers of the Prince Edward Island Steam Navigation Co., at Point Duchene, where connection is made with the Intercolonial Railway, and so with all parts of Canada and the United States. The entrance into the harbour, between Indian Head and Phelan Point, is about one and a half miles wide. A sand spit, however, partly dry at low water, extends about 3,200 feet from Indian Head, the water also being shoal for a distance from the opposite shore, so that the deep water channel carrying 18 feet of water is only about 500 feet wide opposite the lighthouse, which is situated on the north side of the sand spit, outward of Indian Head; inward of this the channel in the harbour, to the railway and other wharfs at the town, is from 400 to 1,200 feet wide and has a depth of from 23 to 30 feet at L.W.S.T. For the improvement of the channel, as to depth and direction, dredging at differ- ent times has been done by the department, while, for protection from southwest winds a contract was entered into February 27, 1906, for the construction of a break- water to extend 3,220 feet from Indian Head to the outer side of the sand spit on which the lighthouse is situated. The work, which is to consist of a cribwork core, 10 feet wide on top, is to be entirely covered with stone, forming a rubble mound four feet wide on top, and five feet above H.W.S.T. ; it will be provided with a slope, on seaward side, of 2 to 1, and on the inner side 1^ to 1. The length of the stonework is 3,200 feet, with an outer block measuring 112 feet long by 20 feet wide on top, constructed of close-faced timber work fully ballasted 60 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 and having- slope of 1 to 1 on its seaward side and ends; all of the timber below water is creosoted. Work, which was commenced early in May, was continued up to about the middle of November, when a length of 700 feet of the cribwork core had been placed in position, and considerable portion of the rip-rap work done. The neces- sary creosoted timber for outer block has also been delivered. Expenditure during 1906-7, $5,848.04. VICTORIA PIER. Victoria pier, Crapaud, Queen's county, is situated at the head of navigation, in- ward of Crapaud basin, at Victoria village, which, after Summerside, is the most im- portant port of shipment on the southwestern coast of Prince Edward Island. It is about midway between Charlottetown and Summerside harbours and about eleven miles distant south from Emerald junction, on the line of the Prince Edward Island railway. The pier has a length of 468 feet consisting of shore abutment or approach, 286 feet long and 20 feet wide, middle section, 143 feet long and 37 feet wide, and a pier- head, 57 feet long and 58 feet wide. With the exception of the approach, which is built solid, the work was composed of alternate blocks and spans, floor stringered and planked over. The pier is one of the Prince Edward Island piers, control of which was assumed by the Dominion gov- ernment in 1884, and, being at the time an old structure much out of repair, it has since required expenditure at different times. During the past season the sum of $1,695.96 was expended in general repairs, and in filling in solidly what had been formerly spans on the middle section. WOOD ISLAND. Wood island, Queen's county, the most southerly part of Prince Edward Island, is situated about thirty miles southeast of Charlottetown and about fifteen miles westward from Cape Bear. Originally two small islands, they are now connected to- gether as also to the shore by sand beaches; there is a sand spit extending out from the shore to within 300 feet of the eastern island. The formation of a shipping place was commenced here by the provincial gov- ernment in 1859, but, as at no time were the works in good condition, little, if any benefit resulted from them until 1894, when reconstruction of the northern break- water was effected by the department, and the southern one repaired. This latter has since been extended, having now a length of 950 feet ; the length of the northern one is 2,500. Since July 1 last, an expenditure of $1,250.99 has been made at the place in effect- ing the repair of the outer end of the north work, that has been damaged by ice during the winter, in building a jetty, 70 feet in length and 15 feet in width, from the side of the south work outwards to the channel, also in adding length of 40 feet to jetty built last season. The purpose of these works is to contract the channel and cause, by scour, improvement in depth of water, which result has been obtained. NEW BEUNSWICK Anderson's hollow. Anderson's Hollow, Albert county, is a cove of Salisbury bay, on the northwest side of Chignecto channel in the Bay of Eunday. Spring tides rise 40£ feet; neaps, 32£ feet. The breakwater wharf at this place was begun in 1879 by the construction of a detached block 550 feet from the shore with which it was afterwards connected. In iv REPORT OF THE CHIEF ENGINEER 61 SESSIONAL PAPER No. 19 August, 1885, the work was 290 feet in length, and three years later was carried to the shore. The structure, 25 feet wide on top, was originally 27 feet high at the outer end; but, the bottom having been raised by the accumulation of the littoral drift, the height is now 3 or 4 feet less. It is built of round timber cribwork, lightly battered on the inside, but sloped at the rate of i to 1 and sheathed on the weather-face. The breakwater was damaged by storm on November 21, 1895, when a small light- house placed at the outer end was swept away, together with part of the break, while some of the top work at the head was simultaneously shaken and started. In 1895-6 a small sum was applied in bolting loosened timber for temporary security. Repairs and improvements were made in 1897, 1899, 1902, 1903 and 1904. Like many other works in the Bay of Fundy, Anderson's Hollow crosses the direction of the flood stream and of the prevailing winds. In consequence an accumu- lation of littoral drift is found on the southwest side, which travels round the end, and is deposited under the lee of the breakwater, forming a shoal which is an obstacle to vessels. In 1904-5, an extension was completed, sheathed, covered, ballasted and fendered; one new ladder was made and placed in position; a quantity of sheathing was re- bolted; 5 new fenders were placed; 700 lineal feet of pieces of covering were laid; 35 feet of new cap were placed; 1 new mooring post was put in and the break was rebuilt for 72 lineal feet. The steep approach to the wharf was besides improved by lowering the rock cut- ting 4 feet, by widening it to 14 feet and by making an embankment 21 feet wide, supported on both sides by retaining walls of stone, each 33 feet long, 9 feet in mean height and 2i feet in mean thickness, containing 55 cubic yards of dry masonry. In 1905-6, from 80 to 90 new pieces of sheathing were laid on the battered face; 13 ribs were bolted to strengthen the break; 7 fenders were secured; 2 new mooring posts were placed in position and a bed for vessels was made alongside the work. A dike of brush and stone, 420 feet in length, containing 155 cubic yards, was besides built to lead the stream to scour the shoal. In 1906-7, brush and heavy stone were placed on the dike to strengthen it, and 3 mooring posts, for the work, were procured. The expenditure during 1906-7 amounted to $98.17. BUCTOUCHE HARBOUR. Buctouehe Harbour is separated from Northumberland straits by a sand beach from six to seven miles long. At the southern end of the beach is the entrance to the harbour. The northern end of which are important fishing grounds, is connected with the mainland. The inhabitants of the northern end of the harbour are practically debarred from outside fishing by the distance from the village around by the harbour entrance to the fishing grounds, and there is no shelter for boats on the outside shore. It is therefore proposed to make a cut through the beach at its northern end — the narrowest part — the width there being only about 500 feet. Work was begun in May 1905, and by the close of the fiscal year 1905-6, a stake and brush breastwork, 2,800 feet long, had been built to raise the low parts of the beach formerly washed by storm tides ; a row of close piles 219 feet long had been driven to retain the slope along the north side of the cut; the timber work of the north breakwater, 216 feet long, had been completed; and the piles of the south breakwater, 143 feet long, driven. About 4,000 cubic yards of sand had been removed from the site of the proposed canal by scrapers and hand labour. The inner 35 feet of the breakwater is 4i feet wide and formed of two rows of piles, driven 4 feet centre to centre, and filled between with brush. The outer portions are ll£ feet wide out to out, are close piled on the outside and have two rows of main 62 1 1 I.I'M: I 1//.A T OF ITJiUC WORKS iv 7-8 EDWARD VII., A. 1908 piles driven 6 feet centre to centre and connected with walings and cross ties of square timber. During the fiscal year ending March 31, 1907, the timber work of the south break- water was completed ; tracks for the trolley were laid on both breakwaters and they were filled with brush and stone; 324 close piles driven to continue the breastwork along the north side of the cut, and 75 piles 6 feet apart and 10 feet to the rear of the close piles to support the braces. The braces were bolted to the rear piles and to a waling which was bolted to the close piles throughout the whole length, 452 feet of the breastwork, and brush was placed behind the close piles. 200 pickets were driven over a length of 306 feet, for an inner breastwork lengthwise with the beach, and brush was placed between the pickets. 91 cubic yards of small and 100 of large stone were pro- cured for filling and placing outside the breakwater. The expenditure for the fiscal year ending March 31, 1907, was $1,998.82. CAMPBELLTON. Campbellton, a thriving town of about 3,800 inhabitants, is situated on the southern side of the Restigouche river, sixteen miles above Dalhousie and six miles below the head of the tide. It is a divisional station on the Intercolonial Railway and an important deal port. Between 1889 and 1892 a departmental wharf was constructed at Campbellton, extending 250 feet easterly from what was lately known as the Shives' wharf. The latter has since been expropriated, and repairs on its front and for 46 feet of its west- ward face, begun in 1903-4, were completed in July, 1904, thus giving to the govern- ment wharf a frontage on the river of 340 feet. In October, 1904, a contract was entered into for the construction, on a foundation to be dredged to 22 feet at low water, of a deep water wharf 304 by 35 feet, extending easterly from the original departmental block with which it is connected by a span 19 feet long on the outer face. The contract price was $35,300. Construction was begun on June 12, 1905, and by June 30, 1905, one crib (140£ by 41 feet at bottom) had been built to a height of 12 feet 3 inches. The site was dredged in July, 1905, and at the close of the fiscal year 1905-6, the work remaining to be done under the contract con- sisted of laying the cap, covering, stringers and upper two to three tiers of face tim- bers of the fenders for about 230 feet on the western end ; placing the upper lengths of the fenders, eight mooring posts, the ladders and ring bolts and the ballasting. The wharf was completed on September 19, 1906. Its dimensions as finished are 306 -8 feet long by 35 "2 feet wide. On February 28, 1906, a contract was entered into with Mr. William Glover for the construction of a wharf, 200 feet long and 75 feet wide, to be built as a western extension to the government wharf. The contract price was $16,495. At the close of the fiscal year 1905-6, the cribwork was practically completed, 271 feet of the cap, two-thirds of the covering and nearly all the stringers were laid. Piles were driven alorui- the western end and for part of the front face, and hardwood , sheathing placed along 70 feet of the rear; three mooring posts were placed. The work, which is intended for interprovincial or coasting traffic, gives a depth of 9 feet at extreme low tide along the outer face. It was completed on September 8, 1906. Instead of continuing the repairs on- the westward face of the Shives' wharf (so- called) shoreward, a narrow wharf was built during the winter and spring of 1906, by day labour, outside it on the line of the westerly side of Ramsay street. This wharf is 258 feet long 15 feet wide on top. The inside face is of open cribwork and has a batter of 1 in 4, the outside face is sheathed with hardwood and has a batter of 1 in 12. The outer end of this work connects with the inside face of the western extension. About 24 feet of sheathing, a small quantity of ballast and three ladders were still required on the work at the end of June, 1906. The wharf was completed in the fiscal iv REPORT OF TEE CEIEF ENGINEER 63 SESSIONAL PAPER No. 19 year 1906-7, and a low cribwork wall 128 feet long- filled behind with bark and earth was added at the inner end to form an approach from Ramsay street. In the Spring of 1906, a considerable amount of material was deposited by the town in the space between the new wharf and the old face. The filling was continued by day labour during the fiscal year 1906-7, a large quantity of cedar bark, earth, and brush being obtained for the purpose; and the space is now nearly filled, adding an area 258 feet long and from 15 to 48 feet wide to the government property. On the easterly side a cribwork was built during 1906-7 by Mr. Wm. Glover at a cost of $2,880 to fill in the angle between the Shives' wharf (so-called) and the original departmental block to allow of a second railway siding being laid out to the deep water wharf. The work was begun on July 7, 1906, and completed on October 29. It is 148 feet long on the outside face, which is sheathed with 4-inch plank; the general width is 19 feet, decreasing at one end to 1J feet, and the height varies from 12 *5 to 21 -6 feet. The top is finished with earth and gravel. From the inner end of this cribwork, the remaining 196 feet of the eastern face of the Shives' wharf, which before on this face consisted of open bays of cribwork scarcely ballasted and not covered, was raised and levelled, by day labour, with two additional face timbers, a cap and 17 cross ties. The interior was filled with from 5 to 8 feet in depth, of ballast, cedar bark and earth; the outside was sheathed with 4-inch plank to the top of the cap, and 5 -ring bolts and two ladders were set on the face. The levelling of the old wharfs to bring them to the elevation of the new, i.e., to 4 feet above H.W.O.S.T., was continued along the original departmental block, on both sides and on the river front of the Shives wharf. Additional face timbers were added and short pieces of fenders were scarfed off the old. The interior of both wharfs and also the corner between the new cribwork for the railway siding, and the old wharfs, were filled and levelled with brush, bark, ballast, earth and gravel. The winter closed in before the surfacing was quite completed, and on the outside face of the original wharfs a length of about 140 feet still requires an additional face timber, the cap, and upper lengths of fenders to complete the levelling. On the above work about 2,600 cubic yards of cedar bark, earth and gravel, were used, besides a large quantity of brush. The work was done by day labour. On February 11 the construction of a warehouse was begun on the western exten- sion. The building is 110 feet long and 40 wide, with side walls 16J feet high, and a pitched roof with sides sloping at the rate 1 to 1, supported on eight trusses of 40 feet span. The work is being carried on by day labour. By March 31 the sides had been boarded in ready for shingling and the roof was ready for the asphalt roofing. The 2-inch flooring was completed. The expenditure for the fiscal year ended March 31, 1907, amounts to $31,111.40, including $10.? 54.33 for dredging. OLD FERRY WHARF. To provide a landing for the ferry steamer plying between Campbellton and Cross Point, Bonaventure county, Quebec, the department, between 1889 and 1894, constructed a ferry wharf 406 feet long on a site selected by the town council. This has not been used for some years as a ferry landing, as the site was unsuitable, and a new landing giving only sufficient room for the ferry boat has been built else- where. The old wharf is, however, much used by boats from the surrounding districts, both of Bonaventure and Restigouche counties, and as it was in bad condition and the outer end had been carried away, repairs were undertaken by the department in the spring of 1896. Previously, the inner 250 feet of the wharf had been filled with earth, &c, by the town council, to make it passable for teams. During 1905-6, the remains of the old planking were removed on the outer 100 feet, new 10-inch by 10-inch cap timbers and ten new fenders were placed along the sides; two 64 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 old spans were logged up at the sides, and the interior of the outer 100 feet as well as parts of the inner were filled and surfaced with cedar bark, clay and gravel. During the fiscal years 1906-7, these repairs were continued, the outer 55 feet of the wharf was built and levelled up with new cribwork, which at the end is 10*8 feet high, giving the wharf a total length of 373i feet, filled with stone ballast. An old block, 84i by 11 feet, at the northwestern corner of the ferry wharf was also repaired. The cribwork was strengthened by the insertion of new timbers and by extra bolting; the interior was filled with stone, bark and earth, and surfaced with gravel; a cap, 6 new fenders and 18 feet of new sheathing were placed around the work. The expenditure for the fiscal year 1906-7 is included under the item f r day la' our, in the Campbellton report, and amounts to about $450. CAPE TORMENTINE. Cape Tormentine is situated on the southwestern side of Northumberland straits, at the extreme eastern end of Westmoreland county. It is the terminus of the New Brunswick and Prince Edward Island Kailway, and the nearest point of communica- tion between Prince Edward Island and the mainland, there nine miles apart. To form an artificial harbour for purposes of interprovincial communication be- tween the island and the mainland, a breakwater pier was constructed by the depart- ment between 1886 and 1892. The structure comprises a straight pier or approach, 2,500 feet long (the first 1,300 feet of which is a rubble mound and the remainder close-faced cribwork) and a pierhead and ' return ' each 400 feet long, of close faced cribwork. The outside faces of the head and ' return ' were, from about low water level to the top of the work, built with a slope of 1 to 1 which was sheathed with hardwood. The whole incloses a harbour of an area of about four acres and a depth, up to the autumn of 1892, of 13 to 15 feet at low water, but which has since been increased in parts to 18 feet by dredg- ing. Spring tides rise 7| feet, and neaps 3J feet. Owing to the ravages of the teredo, repairs became necessary to the timber section of the work soon after its completion and have since been carried on annually. They consisted up till 1901 mainly of renewing the face timbers and sheathing of the sloping faces of the pierhead and ' return,' and protecting the north and a portion of the south faces of the approach, and about 300 feet of the outer face of the pierhead with large and small stone, which is still in progress, and driving hardwood close piling along a portion of the inside of the approach and, later, creosoted 12 -inch by 12-inch piles about 21 feet apart around the harbour side of the work. In 1901-2, a temporary quay face 205 feet long was constructed of piles, hardwood walings and cross ties, along the outer or south face of the ' return ' for the winter steamer service between Prince Edward Island and Cape Tormentine. A combine sta- tion and freight shed, 100 feet by 25 feet, was built on the ' return.' In 1902-3, the remains of the old slope at the southeast corner of the pierhead were replaced with double close piling and walings, and the timber of the breakwater, which' had settled considerably, was raised and levelled for 750 feet of the approach, to bring the top of the flooring 4 feet above H.W.O.S.T. In 1903-4, this latter work was continued throughout the approach and for part of the pierhead. On a section of the pierhead 49 feet long, next the corner rebuilt in 1902-3, the old timbers were removed nearly to low water level, on the outside, and the work was rebuilt with a vertical face, consisting of piles, walings and cross ties, tied into the old work and protected by creosoted piles driven close. The top was levelled at 4 feet above H.W.O.S.T. In 1901-5, this vertical face was continued northerly 45 feet, the new section being completed, except for the close piling, ballast and covering. The same work was under- taken to replace the old slope on the ' return,' where a length of 50 feet at the southwest end was completed, except for close piling, ballast and covering; and a further length i v REPORT OF THE CHIEF ENGINEER 65 SESSIONAL PAPER No. 19 of 50 feet begun. Sixty-three feet of the quay face was rebuilt permanently, being faced with creosoted close piles and filled with ballast. The levelling of the pierhead was completed over the remaining length of 250 feet. In 1905-6, the placing of the walings, longitudinals and cross ties at the second 50-foot section of the ' return ' was completed and the remainder, 79 feet long, of the old slope was removed and the face rebuilt in the same way. Seventy feet out of the whole length of 179 feet was faced with 12-inch by 12-inch creosoted close piles. The top was levelled and the covering partly laid. On the quay face a length of 48 feet was brought up to the level of the new work and 12 by 12 creosoted piles were driven close for a length of 70 feet. Minor repairs were made and timber and iron, at a cost of $1,080 were procured towards a continuation of the work. During the fiscal year ending March 31, 1907, the last sections of the ' return ' were levelled. One 95 feet by 5 feet behind the freight shed, required only extra stringers, covering and cap. In the second, 104 feet by 16 feet, in front of the freight shed, 21 spruce piles were driven inside the work, and outside, for 55 feet of the length, creosoted close piles were driven. For 48 feet the work was filled with ballast and covered with 5-inch plank, and a cap was laid and screw-bolted in the creosoted piles. The remainder was temporarily covered with 3-inch deals. A strip of 5-inch hardwood sheathing, 164 feet long, was placed horizontally, reaching from the top of the cap to about half tide level, outside the creosoted piles to protect them from damage by ice and vessels. Four hundred and fifteen cubic yards of ballast were procured for use when the remainder of the close piles can be driven. The freight shed was repaired and partly sheathed with 3-inch deals. Two hundred and fifteen 12 inches by 12 inches creosoted piles were procured at a cost of $5,867.32. The expenditure for the fiscal year 1906-7 was $9,996.88. CARAQUET. Caraquet is situated on the south side of Baie des Chaleurs, forty-two miles east of Bathurst. It is an extensive and prosperous fishing village and settlement, with a population of about 4,000 and with the exception of Bathurst, is the most important station on the Caraquet railway. In March, 1902, a contract for a deep water wharf, for the shipment of lumber from Gloucester county, was entered into. The wharf is built of round timber in open cribwork. It is 1,700 feet long and consists of a shore block 255 by 25 feet, 25 blocks 25 feet square, 26 spans of 20 feet, and a pierhead 300 by 40 feet. The latter rests on a foundation which was dredged by the department in 1903, to 22 feet at low water. The contract price was $59,990. The wharf was begun on July 7, 1902, and completed on October 31, 1905. During the fiscal year 1905-6, two ice-breakers were built as a protection to the blocks of the wharf, and some slight damage to the pierhead caused by ice was repaired. The work of grading and fencing the right of way, 1,200 feet long, from the wharf to the public road was begun in June, 1906, 450 cubic yards of earth and rotten stone, all requiring picking, were removed during that month. Work on the right of way was continued and completed during the fiscal year ending March 31, 1907, 131 rods of wire fence and five gates were erected in all, and the total excavation amounted to about 2,300 cubic yards. Two culverts of 12 inches vitrified pipe were laid under the road with small rough masonry abutments, at the ends, and deep off-take ditches. 19— iv— 5 66 DEI' UtTMEXT OF PUliLIC WORKS iv 7-8 EDWARD VII., A. 1908 Eight iron plates were placed around the two outer corners of the pierhead of the new wharf ; they are 2 feet by 8 feet by § -inch and are secured each with twelve f-inch by 8-inch bolts. The expenditure for the fiscal year ending March 31, 1907, was $2,590.10. CHANCE HARBOUR. Timber required to build a small inclined breakwater, partly submerged at high water, at this place, a cove in the Bay of Fundy, eighteen miles west of St. John, was delivered, and the work was begun in the spring of 1905. By June 30, in that year, the outer end had been built to a height of nine tiers and ballasted, the bottom tier being 80 feet in length. In 1905-6, the work was brought up to sixteen tiers in height at the outer end, and four tiers at the inner end, besides being extended to a length of 168 feet, the covering being laid for a distance of 60 feet. In 1906-7 the work was raised four tiers and ballasted. The expenditure in 1906-7 was $548.60. CHOCKFISH. Chockfish is a fishing and farming settlement at the mouth of the Chockfish river, which empties into Northumberland straits, about midway between Richibucto and Buctouche. The works at Chockfish are intended to straighten the channel at the mouth of the river, which was formerly obstructed by shifting sand bars, and to render it deep and stable, and thus afford a safe entrance and harbour for fishing boats. They consist of a dam, closing the old deflected channel, and north and south breakwaters. The dam is 356£ feet long, it was begun in 1901-2, and extended in 1902-3. The north break- water was built for a length 516 feet in 1903-4, and extended 50 feet during 1906-7. The south breakwater, begun in 1904-5, has a total length of 264 feet, of which the outer 50 feet was built in 1906-7. It is a continuation of the dam. An opening 44 feet wide is left between the two breakwaters. The extensions built during 1906-7 are both 11 feet 6 inches out to out, and consist of two rows of main piles placed 6 feet centre and 10-inch by 10-inch walings. They are close piled on each side and filled with brush and stone. A new track, of plank,, for the trolley was laid on the south breakwater. The expenditure for the fiscal year ending March 31, 1907, was $1,498.96. COCAGNE. Cocagne lies on the Northumberland straits, ten miles south of Buctouche. It is- the port of _ the parish of Dundas, a farming, fishing, and lumbering district of about 3,500 inhabitants. In 1881-2, the department began the construction of a cribwork wharf, 400 by 20 feet, leading from the highway bridge across Cocagne river, and with a depth of water along its outer face of from 9 to 11 feet. The width for part of the length was increased to 40 feet in 1888 and 1892. Repairs were undertaken in 1898-9 on a part 22£ feet wide and 176 feet long (the remainder of the 400 feet, which had gone into decay, being removed) and this section was widened by placing stone along the bank for a width of ten feet on top of the old structure. The stone has since settled, and to give room for teams to turn on the wharf and more space for freight, it was proposed to widen the wharf by adding cribwork to the old part, to bring it to the level of the new. This was done during the fiscal year ending March 31, 1907, when two tiers of round timber, five rows of 9-inch stringers, 3-inch covering, and 9-inch by 10-inch cap,, were laid over a section of the old work 92 feet wide. Forty-three cubic yards of ballast iv REPORT OF THE CHIEF ENGINEER 67 SESSIONAL PAPER No. 19 were placed in the outer end of the built-up portion, and four ring bolts and a ladder along the face. The expenditure for the fiscal year 1906-7 was $396.68. DALHOUSIE. Dalhousie lies at the head of the Baie des Chaleurs and the mouth of the Kesti- gouche river, sixteen miles below Campbellton. It has a population of about 1,200 and is an important deal port. Dalhousie harbour is during the season of navigation, one of the best in the province, being well sheltered and having a depth of from four to seven fathoms at low water. At the terminus of a branch of the Intercolonial Railway, the department con- structed in 1S87 a wharf 300 feet long, 22 feet wide on top, giving e depth of 14 feet at low water. This depth has since been reduced through ballast having been washed out of the work. On August 1, 1904, a contract was entered into for the construction of a deep water wharf, 304 by 35 feet, built on a foundation dredged to 24 feet at low water. This work lies immediately above the old government wharf. The contract price was $42,000. In August 1905, the dredging required under the contract was performed, and on January 22, 1906, the cribwork was begun. By June 30 the cribs had been sunk and filled with ballast, and the upper ballast floor was laid. The superstructure beginning about the centre of the work was carried up to within five tiers of the full height, at the eastern end. The wharf was completed on October 18. On January 8, 1907, work was begun on a connecting block between the old and new works. An opening of 20 feet is left between the deep water wharf and the block, to be spanned with 12 by 12-inch stringers and covering. The block is of round cribwork with double timbers faced and close-piling on the exposed faces. Its inner side is contiguous with the old work throughout. It will be 220 feet long and 56 feet wide at the upper end decreasing in width to a point at the lower end to give, with the deep water wharf, a straight face of 550 feet. Dredging by the St. Lawrence on the site of the new block in the season of 1905, produced a depth of 17 to 20 feet at low water along its face. By March 31, 1907, the block had been built to an average height of 1£ feet above high water. The expenditure, for the fiscal year 1906-7, was $22,394.40, being $8,700 on the contract for the deep water wharf, $1.3,200 on the connecting block and extra under the contract and $494.40 for inspection, &c. DIPPER HARBOUR. In 1904-5, a contract was let for the construction of a new breakwater, (the old one built in 1873 having been carried away in the same year), at Dipper Harbour, a fishing station on the Bay of Fundy, twenty miles west of St. John. The work, to be 335 feet in length and 43 feet high at the outer end, the whole surmounted by a para- pet, is intended to replace an old breakwater, and to give shelter to the fishing boats of the neighbourhood. By June 30, 1906, the superstructure, at the inner end, had been brought up to the level of the under sides of the stringers; while the cribs of the outer end had been sunk in place and built to within 8 feet of high water. In the year 1906-7, the contract was completed. The total expenditure to June 30, 1906 (including $22,244.52 for the old breakwater) amounted to $44,583.91. The expenditure for 1906-7 was $23,964.74. 19— iv— 5£ 68 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VI!., A. 1908 DOUGLASTOWN. Hutchinson's wharf, Douglastown, lies on the north hank of the Miramiehi river about three miles below Newcastle. About 10,000,000 F.B.M. of lumber are exported annually. At the wharf from which this is shipped the depth at the face was only about 14 to 16 feet at L.W.O.S.T. Forty feet out, the depth increases to from 18 to 20 feet. Vessels were in danger of being strained at low water and would settle so far from the wharf as to cause difficulty in loading. Therefore during the past season dredging to a total amount of 2,905 cubic yards was carried on by the 'Peter England dredge, at a cost of $939. A depth of about 20 feet at L.W.O.S.T was obtained along the face of the wharf. DURHAM. Durham, the most easterly parish of Eestigouche county, has a population of 2,200 occupied in lumbering, farming and fishing. For the protection of the fishing boats and to facilitate the shipment of lumber, a contract for a breakwater was entered into on June 20, 1905, with Messrs. John and Joseph Goulette. On October 23, 1905, the contract was transferred to Messrs. J. & A. Culligan. The contract price was $17,700. Work was begun on September 1, 1905, and by June 30, 1906, all the cribs of the approach had been sunk in place, the covering was laid for a length of 216 feet, stringers for 245 feet, and the round timber work was complete for 273 feet, the upper ballast floor was laid for 405 feet, the sheathing was complete for 165 feet, and the fenders for 245 feet. The crib for the pierhead had been built eight tiers high. The breakwater was completed on September 22, and has a total length of 702 feet. It is constructed of round timber cribwork sheathed, except for the inner 70 feet of the approach, with 4-inch hardwood plank. The approach is 20 feet wide. The pierhead is 30-4 by 48-5 feet and is placed crosswise with the approach. During 1906-7 a short pier or groyne was built outwards from the shore at a point 300 feet easterly of the first work, to give protection from easterly winds to boats lying at the latter and to retain the littoral drift. As completed the pier is 124i feet long and 12£ feet wide. The inner 38 feet is of earthwork with stone slopes, the remainder of cribwork similar to the breakwater, the outer 47 feet being sheathed with 4-inch hardwood plank. It was built as an extra by the contractors and completed on October 5. The expenditure during the fiscal year 1906-7, was $5,529, of which $4,400 was for the original contract, $850 for the eastern pier and $249 for inspection. FORT DUFFERIN. Fort Dufferin, built by the Imperial government to command the western en- trance of St. John harbour, stands on high ground, immediately above the end of Negro Point breakwater. In order to preserve from erosion by the waves the headland, crowned by the battery, this department began in 1882 at tide-level a retaining wall of sheathed cribwork, 430 feet in length, and in the following year constructed a fur- ther length of 303 feet. The work is exposed on the one hand to the force of the waves, and on the other hand to land slips. In 1886-7 it was much disturbed by the sea and repairs were made in that and the following years, 205 feet of the original work being rebuilt. From 1887 to 1889 re- pairs were also made, and in 1890 the work was extended 100 feet. General repairs were made in 1893-4. The work is from 7 to 14 feet wide on top and about 9 feet in mean height. The crest for the whole length is surmounted by a break 2£ feet high. REPORT OF THE CHIEF ENGINEER 69 SESSIONAL PAPER No. 19 During the year 1896-7 a gap 81 feet long, in the break, was repaired, 200 lineal feet of longitudinals were renewed inside, and 128 cubic yards of ballast were restored to the work, while the sheathing was patched at intervals along the face with hard- wood planking. In order to raise the beach and so protect the lower part of the face, toward the end of 1896, a groyne, 40 feet long, 10 feet wide and 4 feet in average height was built of hardwood piles, timber and stone. In 1897, the extension of the cribwork, a distance of 130 feet, was begun, and by the end of that fiscal year, had been brought within two tiers of the full height. In 1897-8 the new extension was completed, ballasted and sheathed. Small re- pairs were also made to the sheathing of the old work. In 1898-9 four groynes, in all 332 lineal feet, each built of hardwood piles, spaced 4 feet apart, driven from 9 to 12 feet into the bottom and planked with birch 9 inches square, securely strapped and bolted, were placed along the beach to protect the lower part of the sheathing of the breastwork ; some ballast was also placed in the cribwork. Repairs and improvements were made in 1900-1-2-3. During the fiscal year 1903-4, a new block, 70 feet long and 20 feet wide, of close- faced cribwork, was built at the inner end of the breastwork. The cap of this block is flush with the break of the old work. In 1904-5, one of the angles of the work was sheathed with 6-inch plank; the braces and upper timbers, for a distance of 160 feet, were painted with carbolinseum avenarius ; 450 cubic yards of stone ballast were besides placed in the work. In 1905-6, a length of 40 feet of the breastwork was sheathed, and a length of 70 feet, where undermined, was filled, ballasted and levelled off; the approach to the wharf was raised and the top, for a length of 130 feet, was coated with carbolinseum. Seventy cubic yards of ballast were besides placed in the work In 1906-7, the sheathing was patched and 138 cubic yards of ballast were placed in the work. The expenditure for 1906-7 was $499.27. GREAT SALMON RIVER. Great Salmon river, St. John county, is a small tidal inlet, eight miles east of Quaco. Shipments of lumber are made from this place to St. John. A contract, for the construction of a breakwater for protection of the entrance to the harbour, was signed on July 27, 1905. By June 30, 1906, the work was 136 feet long, 21 feet wide, and ten tiers high at the outer end. In 1906-7, it was completed. The expenditure to June 30, 1906, amounted to $2,175. The expenditure during 1906-7 was $2,859.95. HOPEWELL CAPE. Hopewell Cape, in Albert county, near the mouth of the Petitcodiac and at the head of deep water navigation, is one of the several works intended for convenience of shipping in that large tidal river. Spring tides rise 45 feet. For the use of vessels proceeding to Moncton, Hillsborough and Dorchester for cargoes, the department, in 1883, began the construction of a ballast wharf of round cribwork, 300 feet in length and 22 feet wide, which was completed in the following year. In 1885, the "work was extended to the present length of 583 feet, by an addition built of square timber. In 1901, the construction was begun by contract of a new wharf, intended to be 460 feet in total length, consisting of an approach of round cribwork, 210 feet long, together with square cribwork 250 feet long, which includes a pierhead, 50 by 35 feet on top and 4S feet high. By July 1, 1902, the cribwork and trestling of the approach 70 DEPARTMEX'f OF PCBIJC W Oh'Ks iv 7-8 EDWARD VII., A. 1908 had been built and the pierhead had been brought up to the fifteenth tier, while the square cribwork had been extended to a total length of 210 feet. During the fiscal year 1902-3, the work was brought up from the fifteenth to the forty- sixth tier or to the top and the wharf was completed. As spring tides rise 45 feet, a movable slip was, by request, "placed on the pierhead, for convenience of the traffic at the varying stages of the tide. Brush and stone protection was also applied to the outside of the pierhead, the soft bottom of the Petitcodiac having scoured by action of the cur- rent. Some boulders scattered among the mud on the foreshore, where vessels lie at low water, were removed. In 1906-7, two brush mattresses, from 4 to 4£ feet thick, well ballasted with stone, were laid to prevent scour at the new wharf, a result which was successfully accom- plished. The total expenditure to June 30. 1906, amounted to $25,466.25. The expenditure for 1906-7 was $189.80. LITTLE SALMON RIVER. Little Salmon river, a tidal inlet in the Bay of Fundy, fourteen miles east of Quaeo, in the county of St. John, is the site of a mill producing lumber to the value of about $25,000 annually. The beach protecting this little haven being in danger of denudation, a protec- tion work, 430 feet long (with a groyne 92 feet long), of piles and planking, was built along the crest of the beach in 1902-3. In 1904-5, two new groynes, each 90 feet long, were built, and the original one, near the channel, was repaired. In 1906-7, a new groyne of piles and planking, 70 feet long, was built, and two streaks of planking were placed along the protection work. The expenditure during 1906-7 was $247.81. lord's cove. Lord's Cove, Charlotte county, a small fishing station on Deer island, is a port of call for steamers plying between St. Stephen, St. Andrews, Eastport and other points in Passamaquoddy bay. To afford facilities for this steamer, the construction of a wharf was begun in 1900-1. Spring tides rise 24 feet. The wharf, without- the approach, is intended to be a pile and trestle work, 328 feet long and 21 feet wide, with a pier-head, 33 feet in height. During the fiscal year 1902-3, this wharf was extended to the back of the pier- head, a length of 120 feet by driving twelve bents and by completing the laying of the covering and the cap. A gallows-frame, ladder and flight of steps were also made, in order that the public might make immediate use of the wharf. The work was then 289 feet long, exclusive of the stone approach, 28 feet in length. In 1903-4, the pierhead (50 by 40 feet), was built, to which seventeen fenders and fifty-eight short braces remained to be applied. The work is now 328 feet long and 21 feet wide, with a pier-head, 35 feet in height. The wharf is approached by a stone embankment, 28 feet long and a rock cutting, 61 feet in length. In 1904-5, the materials for a movable slip were ordered and in 1905-6 the slip was almost finished. In 1906-7, the gearing was placed, the slip was completed and all the pile fenders, except three, were driven at the head of the pierhead. The sides are not yet fendered. The expenditure to June 30, 1906, amounted to $4,634.54. The expenditure during 1906-7 was $179.43. MISCOU HARBOUR. Miscou harbour lies between Miscou and Shippegan island, on the eastern side only a small passage, known as Miscou Gully, is left between the beaches extending iv REPORT OF THE CHIEF ENGINEER 71 SESSIONAL PAPER No. 19 from the west, from Baie des Chaleurs, and has a depth in the channel of five to seven fathoms, at low water. On April 27, 1904, the department entered into a contract for the construction of a wharf just inside the main entrance, on the Miscou side of the harl our. The contract price was $13,700. The work was begun in May and completed on October 14, 1905. Its total length is S7G feet, it consists of a shore block 99 feet long and 20 feet wide; eighteen blocks 20 by 20 feet; nineteen spans of 20 feet; and a pierhead 40 by 30 feet, being 30 feet in the general direction of the work; all the round timber open cribwork. An amount was included in the estimates for 1906-7 for the payment of the balance, $2,510, due the contractors after the expenditure of the appropriation for 1905-6. NEGRO POINT. Negro Point, St. John county, is a headland about 60 feet above high water mark at the western entrance to St. John harbour, which is formed by the estuary of the Eiver St. John on the northern side of the Bay of Fundy. Spring tides rise 25:33 feet; neaps, 15 to 20 feet. In addition to convenience of position for distribution, by rail, of cargoes landed at the city of St. John, the harbour is remarkable principally for great tidal range, and for consequent freedom from ice during the winter months. The harbour is open, broadly speaking, from southeast to southwest, but southerly waves are broken by Partridge island, and southwest waves are mitigated by Negro Point breakwater, while the Foul Ground, a shoal tailing down from the peninsula on which the city is built, must have more or less effect in moderating the force of the easterly seas rolling round Mi spec point. By Partridge island, a rocky eminence devoted to quarantine and lighthouse purposes, the entrance of St. John harbour is divided into east and west channels. In the former or main channel, a minimum navigable depth of 19 feet is found on the bar at low water at ordinary spring tides. Two hundred yards inside the crest of the bar. a depth of five fathoms is obtained in the narrow fairway, while higher up and between the most southerly of the principal wharfs on either side of the harbour (450 yards wide at that point), twelve fathoms are given in mid-channel. The west channel, 10 to 14 feet deep at low water, and originally 1,200 yards wide, has been contracted to about as many feet in breadth by Negro Point breakwater which extends 2,200 feet S.E. by S. from the headland so styled. The breakwater consisted, at first, of a cribwork core, 30 feet wide at the base, and 15 feet wide at the top (5 feet above high water ordinary spring tides), protected on both sides by large stones sloping to seaward at the rate of 2 to 1, and landward at the rate of 1 to 1. In the month of February, 1879, 1,300 lineal feet of cribwork were swept away to a depth varying between 13 and 19 feet from the top, the stones having been raked down by the wave action to a slope more nearly resembling the angle of repose of the material. In 1880, temporary repairs were made, and, in 1881, a contract, completed six years afterwards, was entered into, whereby the lost cribwork was replaced by heavy stones and the seaward slope made 3 to 1. Even this flatter inclination proved too steep for stability; consequently, notwithstanding their size, the stones, though smoothly laid, were soon displaced by the sea. A leng-th of 50 feet of the breakwater, extending at full height beyond a masonry pier, built under the same contract to support a beacon, was also swept away. From 1891 to 1894 desultory repairs were made by the addition of large stones chiefly deposited about the end to prevent the lighthouse from being undermined. In 1895 and 1897, heavy concrete blocks were laid. In order to retain, for natural protection, a^n? the seaward face of the work, the littoral drift formerly swept b~ the waves over /he top into the harbour, a break of 72 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 piles, brush, stone and timber, 270 feet long, 8 feet wide and 4 feet high, begun in 1895, was completed in 1896-7, and was also extended 140 feet along the timber work in that year, with good effect. As a result of the construction of the break, the fore- shore has advanced seaward, while the beach has increased in height and breadth. During the year 1897-8, as a measure of precaution, 152 yards of granite were obtained and deposited about the lighthouse for protection during the winter, while stones previously removed by the sea were replaced in position. The advance of the foreshore rendered necessary, in that year, the enlargement of the timber break, which was extended a distance of 80 feet along the breakwater. A small groyne was also built for the purpose of obtaining some information as to the quantity of the littoral drift near the shore end. To preserve the timber the top of the piles and the knees of the break wore iriven two coats of pitch. One thousand and nineteen cubic yards of granite were supplied and laid in place in 1898-9, while 285 yards of the original stone of the work, displaced by the sea, were restored to position. During 1899-1900, 414 cubic yards of granite were delivered and placed round the lighthouse. Six hundred and six cubic yards of dislodged stone were put back. Five concrete blocks, containing 52*1 cubic yards, were also laid in place. In 1900-1, five blocks of concrete, aggregating 54£ cubic yards, were built in situ ; 1,313 cubic yards of new granite were received and placed, while 1,893 cubic yards of the original stone of the breakwater, removed by the sea (which on November 8, 1900, made two clear breaches through the work) were restored to position. The timber break was also extended two tiers for a distance of 40 feet. During the year 1901-2, 4,694 cubic yards of large stone principally granite, together with 719 cubic yards of small stone, were delivered and placed in position. During the fiscal year 1902-3, 4,603 cubic yards of large, and 600 cubic yards of small stone were delivered and placed at Negro Point breakwater. Until the work has either been extended to Partridge island or has received a permanent superstructure, constant repairs will be required. In 1903-4, twelve blocks of concrete, aggregating 417 cubic yards, were made in place. During the year 1904-5, 1,123 cubic yards of granite were delivered, a stone- breaker was hired, and the whole was crushed to the size required for concrete. Thir- teen large blocks of concrete, aggregating 599 cubic yards, were made in place. In 1905-6, 1,041 cubic yards of granite were delivered, a stone crusher and engine were purchased and the whole of the stone crushed to the size required for concrete. Twenty -four blocks of concrete, equal to 788-6 cubic yards, were made in place; bags of concrete were placed beneath blocks which were undermined, other blocks were backed up with the original stone of the breakwater, scows were caulked and re- paired and the whole of the plant maintained and kept in order. In 1906-7, 1,002 cubic yards of granite, of random size, were delivered and crushed to the proper dimension for making concrete, and fourteen large blocks of con- crete, aggregating 560-3 cubic yards, were made in place. Thirteen hundred barrels of cement and a new concrete mixer were purchased; a new scow, to carry materials for concrete, from the shore to the breakwater, was built and the whole of the plant was overhauled and repaired. The expenditure to June 30, 1906, amounted to $567,401.36. The expenditure during 1906-7 was $19,357.25. NORTH HEAD. At Plag Cove, near North Head, in Grand Manan, an island forming part of the county of Charlotte, and lying twenty-four miles south of St. Andrews, but double that distance from St. John, a wharf, known as Dixon's was purchased by the department. iv REPORT OF THE CHIEF ENGINEER 73 SESSIONAL PAPER No. 19 Contract plans and specifications have been prepared for the extension of it as a public wharf. In 1906-7, some ballasting was done to secure this wharf for the winter, the expenditure being $44.50, not including the purchase money. Total expenditure during 1906-7, $2,249.17. NORTHWEST MIRAMICHI. The Northwest Miramichi, an important lumbering river, unites with the south- west Miramichi to form the Miramichi river proper, about one mile above Newcastle, or twenty-one miles above the mouth in Miramichi bay. At the junction of the two branches, the river is about three-eighths of a mile wide. The Northeast Miramichi is generally navigable for light draught tugs and river steamers to Redbank, twelve miles above the junction, and for sea-going vessels to ' Sinclair's,' at the Northwest Miramichi bridge, three miles above Newcastle. About one and a half miles above Newcastle, a bar occurs over which is a depth of only 13i feet at low water and 19 J feet at high water of spring tides, and on which lumber steamers loaded at Sinclair's often ground. Work by the Peter England dredge began here on June 25, 1906-7, by the 30th, 518 cubic yards of material had been removed. The dredging was continued during the past fiscal year, when about 5,232 cubic yards of sand was removed. A number of sunken trees and logs were also taken out of the channel which probably, by the accumulation of sand about them, cause the lumps which were most complained of. Work was discontinued on September 22. A considerable improvement has been made in the channel. The expenditure for the fiscal year 1906-7 was $2,239.62. OAK POINT. Oak Point is situated on the north side of the Miramichi river, eleven miles below Chatham. To provide a landing place for the river steamer and shipping facilities for the district, a contract was entered into on October 23, 1906, with Mr. T. P. Charleson for the construction of a wharf at Oak Point. The proposed work is to be 470 feet long with 8 feet at low water at the pier- iead, and will consist of 10 blocks 20 feet square, eleven spans of 20 feet, and a pier- head 30 by 50 feet. The contract price is $7,200. Construction work has not begun. Expenditure during fiscal year of 1906-7, $209.96. PARTRIDGE ISLAND, ST. JOHN. In order to furnish Partridge island, the lighthouse and quarantine station, at the entrance of the harbour, with a water supply, an agreement (was made with the •corporation of St. John whereby it extended the pipe line, in 1904, ifrom St. John street to H. W. mark, below Fort Dufferin. The work was completed in November of that year. The department paid $4,067.74, being three-quarters of the cost, the corporation doing the work of construction and continuing to maintain that part of the pipe line. On Partridge island the department, in that year, excavated 2,032 lineal feet of standard trench, almost entirely in rock. Three thousand six hundred lineal feet of 6-inch extra heavy galvanized wrought iron pipe were purchased, together with 202 flexible ball joints. Two thousand three hundred lineal feet of cast-iron pipe were also delivered, together with six valves and the same number of tees and hydrants. 74 DEI' A It T ME XT OF VI IUJC \\ ORK* iv 7-8 EDWARD VII., A. 1908 In 1905-6 nine hunched and forty-six lineal feet of cast-iron pipe were laid, together with 3,253 lineal feet of wrought iron pipe with flexible joints, which were laid under water across the west channel of the harbour of St. John. Water was 'turned on in February. In 1906-7, 1,719 lineal feet of trench were excavated, principally in the rock to the full depth; 2,332 lineal feet of 6-inch pipe were laid, together with 936 lineal feet of service pipe. Three thousand three hundred and thirty-two lineal feet of trench were back-filled ; eleven hydrants, nine gates and one blow-off valve was placed. At the (disinfecting house the pipe was boxed with concrete 2i feet square for 30 feet \n length. Two concrete retaining walls, both 3i feet thick, one 18 feet long and 12 feet high, the other 12 feet long and 8 feet high, were built, and all the gates and the blow-off valve were boxed. The pipes were carried and connections were made with all the buildings, the medical officer's house and the fog whistle. During severe frost, on February 24, the submerged pipe, which lies on the bot- tom of the west channel, was found to be frozen. The temperature of the sea water, taken at the time, was 31 degrees Fahrenheit. The total expenditure to June 30, 1906, amounted to $42,323.93. The expenditure during 1906-7 was $12,999.42. PETIT ROCHER. Petit Piocher is a farming, fishing and lumbering settlement on the southwestern side of Baie des Chaleurs, twelve miles north of Bathurst. To afford protection to the fishing boats and vessels trading in Baie des Chaleurs, for which there is no natural shelter in the vicinity, and to facilitate the shipment of lumber, a contract was entered into May 31, 1904, with Simon McGregor, for the con- struction of a breakwater, consisting of a main work, 209 feet long on the outer face, and a wing or ' L,' placed at an angle of 74 degrees 30 minutes with the main part, 160 feet long on the outer face. The width on top will be 30 feet At its inner end the breakwater will be 480 feet from the shore. The depth along the inner face varies from 11 to 18 A feet at low water. In 1904-5, a right of way, S60 feet long, from the public road to the shore was opened up, graded and fenced. The contract work was begun on March 18, 1905, and by the end of 1904-5 two cribs, 96A and 41 feet long respectively, had been built and sunk in place. A crib to form the remainder of the work was started on February 19, 1906, but on March 11, when it had reached a height of about six tiers, it was carried away by the ice. It was, however, recovered on May 14. The outer section, which was in- tended to complete the main part of the breakwater was found to be intact and work on it was resumed. By the end of the fiscal year this crib had been built to a height of nineteen tiers and the two cribs sunk in 1905 had been filled with ballast and built up to half tide level, and the upper ballast floors were laid. During the fiscal year 1906-7, the crib forming the remainder of the main work was sunk in place and a crib to complete the ' L ' was begun and placed in position. The building of the superstructure was continued on the main part up to about high water level, when two storms, on November 12 and 16 carried away nearly the whole top, the break being about 9 feet in extreme depth. Work was resumed on March 7, and by the close of the fiscal year the remains of three damaged tiers of face timbers had been removed, and a part of the wrecked sup- erstructure near the southern end rebuilt, the interior being filled with ballast. . The expenditure for the fiscal year 1906-7 was $5,029.60. POINT DU CHENE. Point du Chene lies on the western side of Northumberland straits and on the south side of Shediac harbour. It is the terminus of a branch line of the Intercolonial i v REPORT OF THE CHIEF EM, I SEER 75 SESSIONAL PAPER No. 19 railway and for the steamer Empress running during the season of navigation from Summerside, P.E.I. The works at Point du Chene consist of two breakwaters, an inner and an outer each 600 feet long, with an opening between of 80 feet, and a ballast wharf 200 feet long connecting the outer breakwater with the Intercolonial railway wharf. They have been repaired or rebuilt at various times. A storm on November 14, 1904, carried away the covering, stringers and sheath- ing for a length of 150 feet near the outer end of the outer breakwater. The greater part of the remaining timbers of this section were removed down to near low water level before June 30, 1905, during the fiscal year 1905-6, rebuilding with a close verti- cal face was in progress. The new work started at low tide level with a length of about 130 feet and was completed, except for the covering and cap for a length of 100 feet at the top. Some 3,298 cubic yards of mixed stone were deposited to form a stone slope outside the outer breakwater and 64,300 F.B.M. creosoted timber was procured. During the fiscal year 1906-7, the remaining section of the break, about 40 feet long, was built up with a vertical face, and the covering and cap were laid and the whole portion rebuilt, about 150 feet long, which was first filled with field stone. A block, with close-faces of creosoted timber, was built at the outer end of the outer breakwater to retain the stone slope. It was about 15 feet high, and was being sunk in place when heavy storm in November forced it about 30 feet out of position and into the channel. After a number of attempts it was replaced, on Sunday, Decem- ber 30, by the Intercolonial railway wrecking crane, a diver being employed to make fast to the lower timber the chain, &c, iised in moving it. Construction was then resumed and by March 31, the placing of hardwood fenders and iron straps at the outer corners only remained to complete the block. During 1906-7, 1,376 cubic yards of large and mixed stone were placed along the outer face of the outer breakwater, and the rough slope was levelled off preparatory to covering it with a laid slope of large blocks. The expenditure for the fiscal year was $8,420.78. RICHIBUCTO. Eichibucto harbour lies on the eastern side of Northumberland straits, about twenty-six miles north of Shediac. It is one of the New Brunswick deal ports, and the terminus of the Kent Northern Railway. The works originally proposed were two breakwaters extending from the points of the sandy beaches at the entrance to the harbour to confine the current to one permanent channel and cut through the bar by scour. In 1873 and 1874, works were commenced by the construction of a breakwater or pier, 1,200 feet long off the north beach. This was subsequently extended westward at different times to stop erosion of the beach, till 1891 when a total length of 2,15S feet had been built. Between 1891 and 1903, in consequence of damage and decay, repairs and recon- struction were carried on at different sections of the work, and a number of groynes and breastworks were built from both the outside and inside of the main work to protect the latter and raise the beach. In 1903-4, an extension 315 feet long was completed by contract. It starts at a point on the breakwater 300 feet from the original outer end and runs diagonally across the channel. On November 16, 1905, a contract for a further extension of 300 feet in the same direction was entered into ; the contract price is $17,000. The extension consists of brush mattresses, weighted with small stone, through which three rows of piles, 5 feet apart, are driven, and on which a rubble mound is laid 12 feet wide on top, finished with large stone sloping at the rate of 2 to 1 on the sides. Work began on May 1, 1906, and by June 30, 1906, 238 fascines from 40 to 72 feet long and one mattress had been constructed and a second mattress begun. 76 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 At the close of the fiscal year 1906-7, the lower mattresses had been placed for the full length of the work, and extra mattresses, on account of scour of the bottom by the current, to make up the required height, also two of the upper mattresses, and all were weighted with small stone. The piles were driven for a length of 171 feet from the be- ginning of the work, and the core stone was laid for about the same distance. The placing of slope stone was begun at the inner end. The expenditure for the fiscal year 1906-7 was $3,683. RIVER ST. JOHN AND TRIBUTARIES. The River St. John, proper, 450 miles long, takes its rise from the sources in the province of Quebec and the state of Maine, at reputed maximum altitude of 2,159 feet above sea level. Entering New Brunswick at the confluence of the St. Francis, a little below the borders of Quebec, it continues to be the international boundary al- most to Grand Falls, and after flowing through the province for nearly 300 miles (by way of the counties of Madawaska, Victoria, Carleton, York, Sunbury, King's and Queen's) discharges into the Bay of Fundy at St. John. Many tributaries, some being of considerable magnitude, are received by the main stream. Among them are the St. Francis, Madawaska, Green river, Grand river, Salmon river, Aroostook, Tobique, PresqTle, Meduxnakeag, Nackawick, Eel river, Keswick, Nashwaak, Oromocto, Jemseg (Grand lake), Washademoak, Belleisle, Kenebecasis. Except the! last five, which are slightly tidal for some distance, they are fresh water streams. The total basin, from source to mouth, is computed to be 26,000 square miles, an area almost equal to the whole of New Brunswick, but as a part of the watershed lies outside, only a little more than one-half the province is drained by the river. The St. John is considered navigable for vessels 15 feet in draught for a distance of more than fifty miles from the mouth, but no positive information on this point has yet been ob- tained. About 8 feet at low water can be carried to Fredericton, eighty-four miles from the sea, and six miles below the head of tide at Springhill. Three natural features of the river are remarkable, viz. : The tidal falls, Grand falls and the annual floods. Although in summer the fresh water stream between Woodstock and Fredericton is in places 400 to 1,000 feet wide, expanding at the latter place, after reaching tide-level, to half a mile in breadth, yet the actual mouth of the river (a rocky gorge 400 yards long, immediately at the head of St. John harbour), measures but as many feet across at high water. Here at low water, the level of the river is from 11 to 15 feet above the sea, and as the ordinary tides flow fram 23 to 27 feet, the sea level at high water is from 8 to 13 feet higher than the waters of the river. Thus there are two falls at every tide, viz., one outward and one inward, and vessels can only pass when the waters of the ocean and the river are on a level. This occurs only for a space of about ten minutes during each ebb and flow of the tide; at all other times it is either impassable or extremely dangerous. (Admiralty sailing directions.) At Grand Falls 223 miles from the sea, the whole volume of the river plunges over an almost perpendicular face of limestone, 60 feet high into a deep ravine 200 feet across, somewhat similar to the narrow pass at St. John. Flanked for nearly a mile by lofty rugged cliffs, the confined current dashes from the foot of the falls with excessive strength, mining deep pot-holes in the rocky bottom of the channel in the course of a further descent, estimated to be slightly less than the first. In the harbour of St. John, ordinary spring tides are considered to rise 25i feet. At the wharfs of the river steamers, a mile above the falls, while summer range is about 3 feet, the high- est flood mark is given as 17 feet above extreme low water. At Oromocto, seventy -three miles from the sea (where the tidal range is from 10 to 12 inches) the flood of 1887 reached a bridge 20 feet above low water. At Andover, 200 miles from the sea, floods attain an elevation of more than 27 feet above summer level. By contrast, the Tobique and St. Francis swell 9 and 6 feet respectively. After the first spate, due to the melting of the snow in the catchment basins of the Kennebecasis, Belleisle bay and Washade- iv REPORT OF THE CHIEF EXHIXEER 77 SESSIONAL PAPER No. 19 moak, a secondary , flood occurs, caused by the back water of the main river, which is fed from sources further north, and consequently later in thawing. The harbour of St. John is open all the year round, but the , river is ice-bound from November to April, an average period of 144 days. The water usually begins to rise in April, reaching flood pitch early in May, and maintaining a high level for two or three weeks. By the middle or end of July, the water has fallen to summer level, a stage lasting with some variations dependent upon the rainfall, for about sixty or seventy days. In addition to a little coal, a considerable quantity of cordwood and the ordinary food supplies yielded by the farms of a lengthy fertile valley, the trade of the river comprehends an abundance of valuable timber, fluctuating veach season in amount, but generally at least equal to 135,000,000 superficial feet annually. Most of the logs are floated loose down the tributaries and upper river to Fredericton, some being manu- factured there and shipped coastwise or to the United States. The remainder, or major part, is towed from the provincial capital to St. John in rafts, giving employ- ment to a fleet of tugs. For the purpose of works, .three divisions may be made of the river : — 1. Tidal navigation, for steamers and sailing vessels between St. John and Fred- ericton, eighty-four miles, requiring 11 feet at low water. 2. Inland navigation, from Fredericton to Woodstock, a distance of about sixty miles, requiring three and a half feet of low water. 3. The Upper river, including, with the tributaries, all that part above Wood- stock. This division is now used for the passage of timber only. On some of the tri- butaries beyond the reach of the railways, supplies for the lumber camps are trans- ported in towboats, for which channels are required to be made and tow-paths provided. River St. John Tidal Navigation. — The tidal section of the Kiver St. John com- prehends, besides the main stream, navigable by steamers which run daily between St. John and Fredericton, a distance of eighty-four miles, four tidal arms, all navigable by wood boats and regular passenger steamers, the extent of the whole tidal naviga- tion being as follows : — Main Eiver St. John 84 miles long. Kennebecasis 24 " Belleisle Bay 12 Washademoak Lake 27 Grand Lake and Salmon River 35 Total extent.. 182 miles. For the convenience of steamers and other craft navigating the main river and its branches, the provincial government has erected a number of wharfs, towards which the department has made contributions amounting to one-half the certified cost. During the year 1901-2, assistance was given to a number of these wharfs, $3,000 being available for that purpose, while in the fiscal year 1902-3, $4,813.14 was applied to the same object. In 1905-6, contributions aggregating $3,293.82 were made by the department to six of these wharfs. LOWER LINCOLN. (Sunbury). — In 1905-6, the wharf at Lower Lincoln was repaired. The body of the wharf, 55 feet long and 40 feet wide, received some ballast, new stringers and new covering. The sloping-face, 95 feet long, was given new sheathing throughout. The approach, 55 feet long and 20 feet wide, was made up with earth, brush and gravel. Two new mooring-posts, four ring-bolts were placed in position. A new cap-timber, 55 feet long, was placed on the river face. The expenditure amounted to $274.74. In 1906-7, the top was temporarily secured to prevent it from being carried away during the freshets, at a cost of $14.50. 78 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 RIVER ST. JOHN UPPER. The Upper river, comprehending many branches, including the Tobique, Green River, St. Francis, &c, &c, extends from Woodstock to the northwestern boundary of the province. Navigation on the upper river is confined to the passage of timber and rafts, or the tow-boats which convey supplies up the streams, from the end of the rail- ways to the lumber camps, situated beyond the lines of ordinary communication. TOBrQUE. McAskill's (Victoria). — A cribwork dam, 395 feet long, 8 feet wide and 6 feet high, of elm and ash logs, was built and ballasted. The expenditure during the year amounted to $424.25. William Miller's (Victoria). — At this place a cribwork wharf, 356 feet long, 18 feet wide and 7 feet high, was built and ballasted by an expenditure of $468.45. Right Hand Branch (Victoria).- — Between a point two miles below Trousers lake and the mouth of Trousers lake branch, a distance of ten miles, 265 boulders, equal to 500 cubic yards, were blasted ; about 1,000 cubic yards of loose rock were hauled ashore and a tow-path, 6 feet wide, was cut on one side of the stream for a distance of ten miles. The expenditure during the year amounted to $500. SISSON BRANCH FALLS. (Victoria). — The apron of a dam, at the first pitch below the falls, was repaired by the insertion of four spruce stringers, 40 feet long, and eight cross-ties ; the apron of the dam at the second pitch below the falls was repaired in a similar manner, and both were covered with 140 spruce poles. A pier, at the front of the falls, was also repaired and ballasted. The expenditure for the year amounted to $200. MAIN RIVER. Aroostook to River de Chute (Victoria) : — On the main river St. John, at the mouth of the Tobique, three rocks, aggregating 53 cubic yards, were blasted. The expenditure for the year amounted to $99. Grand Falls to Aroostook (Victoria) : — Between these points, on the main River St. John, the following blasting was done: — At Rapide de Femme, 2 rocks 18 cubic yards At White's Rapid, 3 rocks 23 " Total 41 cubic yards This expenditure for the year amounted to $100. GRAND FALLS (VICTORIA). At Grenier's Eddy, at Grand Falls on the main River St. John, cribwork, 54 feet long, 12 feet high, 14 feet wide at the top and 28 feet wide at the bottom, sheathed on one side with 3-inch birch plank, was built and ballasted with stone blasted from the Narrows. Leading to Grenier's Eddy, a tow-path, 330 feet long and 16 feet wide, was cleared and built, the lower side being filled with logs and earth, and the stumps being removed. The expenditure during the year amounted to $600. iv REPORT <>E THE ell I EE EM.ISEER 79 SESSIONAL PAPER No. 19 LITTLE RIVER FALLS (VICTORIA). At this place, which is near Grand Falls, a cribwork pier, 60 feet long, S feet wide and 5 feet high, was built. Twenty-seven rocks aggregating 42 cubic yards, weie besides blasted. The expenditure during the year amounted to $150. GREEN RIVER (MADAWASKA). A tow-path, 5 feet wide, was made from a point four miles above the mouth of Little Forks, Green river, for a distance of seven miles upstream; for the same dis- tance the bed of the stream was cleared of stumps and trees, which were hauled to the bank. A pier, 30 feet long, 10 feet wide, and 5 feet high, was built of spruce logs, and an old dam (eleven miles from the mouth), 160 feet long and 8 feet high, was repaired with logs and poles, which were faced with earth. The expenditure for the year amounted to $300. IROQUOIS RIVER (MADAWASKA). At Corriveau's rapids, one mile from the mouth of the Iroquois, 124 rocks, equal to 69 cubic yards, were blasted and hauled from the bed of the stream to the banks. The expenditure during the year amounted to $100. EDMUNSTON ( MADAWASKA). The top of the cribwork protection, 465 feet long and 8 feet wide, was raised li feet, The expenditure during the year amounted to $300. ST. FRANCIS RIVER ( MADAWASKA). At Cross Lake rapids, a channel, 200 yards long, 25 feet wide and from 3 to 4 feet deep, was excavated, and at the same place, forty-two boulders, equal to 67 cubic yards, were blasted in the channel and hauled to the bank. At Horse Back rapids, a channel, 110 feet long, 25 feet wide, 4 feet deep, was made. Through Gendreau bar, a channel, 60 feet long, 25 feet wide, 4 feet deep, was made, while through Jones' bar, a channel of similar width and depth, but 70 feet in length, was scraped. At the same place, three boulders, equal to 8 cubic yards of rock, were blasted. The expenditure during the year amounted to $300. The whole expenditure on the Upper river amounted to $3,717.45 for works, and for pay and expenses of the foreman, $588.08, during the year 1906-7. Exclusive of the cost of dredging, the total expenditure on the River St. John, to June 30, 1906, amounted to $188,529.82, and inclusive of dredging, to $488,839.78. The whole expenditure on the River St. John and tributaries, during 1906-7, amounted to $5,653.35, for works, and, to $8,724.05, for dredging. SAND POINT (ST. JOHN HARBOUIl). On September 30, 1905, a contract was let for excavation of a portion of Sand Point Slip, to a depth of 30 feet below low water, in order that the corporation might provide a new berth for the winter port traffic. Work was begun on October 9, 1905. On account of the presence of large boulders in the clay, difficulties were experi- enced by the contractor, and many breakdowns occurred in attempting to lift them, owing to the tenacity of the material in which they were embedded, and also on ac- count of their great weight. By June 30, 1906, 200,095 cubic yards of material had been excavated. During 1906-7, 96,756 cubic yards were excavated. On September 21, 1906, another contract, for additional work, was let in conse- quence of the request of the corporation of St. John. 80 DEPARTMENT <)E PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Under the second contract 72,523 cubic yards of ordinary spoil and boulders were excavated during tbe fiscal year 1906-7. The expenditure during the year 1906-7 was $46,115.49. SHIPPIGAN GULLY. Shippigan Gully, a passage between Shippigan island and the mainland, much used by fishing and other vessels in passing from Baie des Chaleurs to the Gulf of St. Lawrence, is situated fifty-six miles enst of Bathurst, the shiretown of the county, and three miles from Shippigan, the terminus of the Caraquet Railway. Works were commenced in 1875, for the purpose of improving the channel at the gully: — First (1875-9) by constructing a breakwater on the east side, and a dam to close what was known as the east gully; repairs and extensions of the dam and break- water were in progress during 1880-4, 1886-7, 1888-92, and 1893-4. Secondly, in 1890-2, by building a breakwater off the west beach — this was repaired in 1892-4. Thirdly, between 1897 and 1905, by constructing beach protection works on both sides of the harbour, closing all runnels which might enlarge or cause dangerous gaps in the beach, and building groynes to promote accumulation of sand and gravel for the protection of the work. During this period also general repairs were carried on and a new pile pierhead. 44 by 34 feet, was built as an extension to the eastern breakwater. At the commencement of the works, the depth at the entrance was only 3£ feet at low water. In 1898 it had increased to nearly 6J feet, and by a survey made in 1903-4, it was shown that the concentration of the current in one channel by the construction of the breakwaters and other works had increased the depth to about 8 feet at low water or 13 *8 feet at high water of spring tides. In 1904-5, a pile block, 77 feet long on the centre line, and 24 feet 4 inches in extreme width, was built on the inside of the west breakwater, 86 feet from the outer end. This will protect the breakwater from the ice of Shippigan harbour which strikes here with great force when carried by the ebb tide and strong winds, and will tend to deflect the current and straighten the channel which now makes a sharp double bend just inside the entrance. The block was completed during the fiscal year 1906-7, by the addition of part of the covering, two ladders, and about 35 cubic yards of ballast. Repairs to- the inner face of the western breakwater were begun in 1905-6, between the new block and the outer end. These were completed during 1906-7 by driving and securing 66 hardwood close piles. During 1906-7, on the outer face, for a length of 191 feet near the outer end, the old decayed close piles were removed and new close piling driven, 213 piles being required. An additional 10 by 12 waling was placed inside the piles and the old waling, where decayed, was renewed. A large quantity of brush and about 430 cubic yards of stone were placed inside the work, filling it to within 3 feet of the covering. In re- laying the covering about 4,000 F.M.B. of new 4-inch plank used. Two groynes were cut down to prevent their being lifted by the ice. and additional brush was placed in the low points of the breastwork on the west beach. The expenditure for the fiscal year 1906-7 was $2,999.96. SHIPPIGAN HARBOUR. Shippigan is a village and settlement of about 1,000 inhabitants, situated on the mainland just opposite Shippigan island. It is distant by rail sixty-five miles from Bathurst, twenty from Caraquet. twenty-four from Tracadie, and is three miles from Shippigan Gully. Between the village and Shippigan island is a fine harbour about seven miles long, north and south, and from two-thirds of a mile to five miles wide, opening into the Baie des Chaleurs on the north through Shippigan channel, about two miles wide, and iv REPORT OF THE CHIEF ENGINEER 81 SESSIONAL PAPER No. 19 into the Gulf of St. Lawrence on the south through Shippigan gully, 720 feet wide between breakwaters. On December 29, 1905, the department entered into a contract for the construc- tion of a wharf at the terminus of the Caraquet Kailway, which is central as regards population, near deep water, and a convenient point for passage to Shippigan and Miscou islands. The wharf is 900 feet long, and consists of a shore block 245 by 25 feet, 13 blocks 25 feet square, 14 spans of 20 feet, and a pierhead 50 feet by 30 feet. The contract price was $15,940. Construction was begun on May 4, 1906, and by June 30 the outer 48 feet on the shore block had been built about 4 feet high. The cribs of blocks 3 to 12 inclusive, had been sunk in place and built to an average height of about 6 feet, and the cribs of the pierhead and block 13 were begun. The wharf was completed on November 30, 1906, and on December 10 an agree- ment was made with Mr. Charleson for the construction of a 25-ft. extension to the pier head, for close piling the outer face and corners, sheathing part of the end face, and placing iron straps around and screw bolts through the end corners of the pier- head. The cost of the extra work is $2,000. The extension was begun on December 18, and by March 31, 1907, it had been built to a height of 16 feet 9 inches, at the outer corner. The expenditure for the fiscal year 1906-7 was $14,617.50. STONEHAVEN. Stonehaven, formerly Clifton, is situated on the south side of Baie des Chaleurs, eighteen miles east of Bathurst. The breakwater at this place, originally 425 feet long and built by private persons, was acquired by the department in 1878. During this same year it was extended 325 feet. The outer 220 feet is placed at an angle of 72 with the shore portion. The harbour affords shelter for fishing vessels and for schooners engaged in the export of grindstones, &c, the depth at low water being 7 to 8 feet. Spring tides rise 7 feet. Between 1886-88, and 1891-93 and annually since 1897, general repairs have been made to the work, and large stones of from one-half to one cubic yard in bulk, have been placed along the northern and eastern faces. To prevent these being swept around the end of the work a close-face cribwork block, 70 by 40 feet, was built in the year 1901-3, at the westerly end of the ' L.' In 1905-6, a new pier was begun to protect the harbour from westerly storms. It starts at the shore, 225 feet westerly of the present work, and runs towards the end block of the old breakwater. An entrance 120 feet wide is left between the two works. The new pier consists of an approach, 254 feet long and 15 feet wide on top, of round timber cribwork, sheathed on the inside with 3-inch hardwood plank, and a pier- head with faces of square timber 50 by 30 feet. The timber work was completed during 1905-6, and a 6tone slope faced with close laid granite blocks, which is to protect the outer side of the approach was constructed for a length of 90 feet. During the fiscal year 1906-7, the stone slope of the new pier was completed; about 195 cubic yards of small and 75 of large stone were placed outside the pierhead, and 16 fenders around the end block of the old work. Six hundred and fifty-six cubic yards of small stone and 334i of large, were bought during the year. The -expenditure was $1,999.99. 19— iv— 6 82 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 TYNEMOUTH CREEK. Tynemouth ("reck, St. John county, twenty-one miles east of the city of St. John, is one of the several small havens, dry at low water, found on both shores of the Bay of Fundy, which are only useful on account of the high range of tide. Tides rise here about 28 feet. Inside a '•beach of gravel and stones, is a tidal basin, ac- cessible to small vessels at high water by an opening at the east end of the beach. In 1874-5, the department built a substantial cribwork pier on the rocky fore- shore of the eastern cliff to prevent vessels from taking ground on that side. In 1882-3, another work, to maintain the channel, was built on the point of the beach on the opposite side. In 1894-5, a sum of $225 was applied to replacing some of the fenders and covering of the east pier and to removing part of the rocky ledge obstructing the channel. In 1897-8, a sum of $510 was expended in removing 813 cubic yards of shingle from a shoal obstructing the entrance, and in effecting minor repairs to the west pier. The harbour is constituted by a long beach stretching from the western side of the inlet. By heavy gales, the crest of the beach was cut down almost 5 feet for a length of 300 feet. In 1900-1, to prevent this beach from being lowered and the harbour from being endangered, a protection work of piles and planks, from which three groynes, 41 feet long, projected, was built for a length of 345 feet. At the cribwork groyne, of the west pier, a block, 68 feet long, over all and 16 feet wide, repairs were made for a length of 52 feet; new ballast floors were inserted; new ballast was placed in the work, and the top was given new stringers, and in great part, new covering, besides 10 new fenders. The remainder of the covering of the west pier was also patched in places. At the east pier, chocks were inserted between started face-timbers, to retain the ballast ; thirteen new fenders were placed and the break was repaired. During the fiscal year 1903-4, repairs were effected. In 1904-5, general repairs were made principally to the west pier, a part of which was raised 5 feet, ballasted, fendered and covered. At low water, the channel which curved sharply was strengthened, and the shingle banks were protected with brush and stone. Large stones were removed from the beach and the channel was much im- proved. The expenditure during 1906-7 was $7.55. wilson's beach. At Wilson's Beach, a fishing settlement in a slight indentation of the coast on the west side of Campobello, an island in the Bay of. Fundy, forming a part of the county of Charlotte, a breakwater, 373 feet in length, was built, to shelter the cove, by the joint contributions of the federal and provincial governments between the years 1874 and 1878. The outer arm of the breakwater having become dilapidated, and the cove having been silted up, preparations were made in 1899-1900 to restore the inner end, 284 feet in length, and the repairs were nearly completed in the following year, 1900-1. A quantity of materials was also procured for the construction, in deep water, of the dismantled outer end. In 1901-2, the repairs to the inner end were completed. In the fiscal year 1902-3, crib No. 1 was increased 130 feet in length on the out- side and raised at the inner end to the 26th, and at the outer end to the 23rd tier. Crib No. 2 was brought up to the 23rd tier. In 1903-4, the superstructure of crib No. 1 was completed, while the top of crib No. 2 was brought up to the full height, with the exception of the benching required to be left for making connection with Crib No. 3, which was begun and brought up to the tenth tier in height. iv REPORT OF THE CHIEF ENGINEER 83 SESSIONAL PAPER No. 19 By the end of 1904-5, crib No. 3 had been built, sunk in place, brought up to the height of the third floor and ballasted, and the work had been covered to within 85 feet of the end, During 1906-7, the tops of the fenders of Crib No. 1, ranging from 12 to 20 feet in length, were placed; crib No. 3 was built up eleven tiers in height, without includ- ing the cap, was ballasted and covered; the fenders were completed on Crib No. 2. Three mooring-posts were placed in Crib No. 3, and a movable slip with hoisting gear was built. The upper works were painted with carbolinseum. With the exception of the spiking, the work is completed. The expenditure to June 30, 1906, amounted to $40,534.09. The expenditure during 1906-7 was $1,524.37. PEOVINCE OF QUEBEC. AMHERST. Magdalen Islands. The pier had to be raised from £ to \\ feet for a length of 200 feet. The north- western outside corner, damaged by steamer, had to be repaired, stone ballast placed outside the mooring posts, guards and fenders painted. The schooner wrecked in channel was removed. Expenditure during the last fiscal year, $1,050.19. ANSE A BENJAMIN. L'Anse a Benjamin, at St. Alphonse, is situated on the west side of Ha ! Ha ! Bay, River Saugenay, in the county of Chicoutimi. The work done during the fiscal year 1906-7 was the continuation of the blasting and the removal of boulders. Expenditure, $977.08. ANSE A LA CAVE. Anse a la Cave, or Bon Desir, in the municipality of Les Bergeronnes, is situated on the north shore of the St. Lawrence, five miles east of Les Bergeronnes village. The Bay of Anse a la Cave or Bon Desir is much frequented by schooners loading cordwood and timber. The entrance to the bay being obstructed by boulders, some of them were removed. Expenditure in 1903-4, $191. During the fiscal year 1906-7, few boulders were blasted and removed. Expendi- ture. $200.88. ANSE A L'iSLOT. Anse a 1'Islot is a small harbour, seven miles east of Newport, protected from the northerly and easterly winds by the main coast, and from the southwest gales by a small island, being thus open only to southerly gales. It was decided to build a landing pier, running from the main shore towards the outside end of the island, in a southwesterly direction, answering both as a landing pier and as a breakwater against southerly gales. During the fiscal year 1905-6, timber was bought for the proposed work to the amount of $996.55. During the last fiscal year two cribs, 90 feet long each, were built. The first had shortly been placed into position, when a very severe southerly storm turned it out of 19— iv— 6£ 84 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 position and brought the second ashore where it was demolished. The first crib had to be entirely unloaded and brought ashore. During the months of February and March a crib, 90 feet long, was built and placed into position, in 16 feet of water, at low tide, arid built up to coping. Expenditure during 1906-7, $2,999.57. ANSE AU GRIFFOND. Anse au Griffond is seventeen miles northwest of Gaspe cape. The mouth of the river, having choked and closed up by a gravel bar thrown in by northeasterly gales, overflowed the flats and part of the village, causing a good deal of damage to proper- ties and to the fishing industry. The new channel running easterly inside of the gravel bar had to be closed by a training pier, 345 feet long by an average of 11 feet high and 22 feet wide, with brush and stone backing. The gravel bar, 10 to 12 feet high and 170 feet wide, had to be cut through to continue the training pier and to open a new channel. A channel of 600 feet, giving 440 cubic yards of earth, had to be made at some distance above the work, so as to take the water from a small tributary into the main river, above the works under con- struction. 390 feet of the west or left hand side training pier has been built and secured. Expenditure during the last fiscal year, $1,341.74. ANSE ST. JEAN. Anse St. Jean is situated on the north shore of the Saguenay river, twenty-five miles above its mouth. The public landing pier at this place was commenced by the local government in 1876, and continued by federal government in the years 1879-80-81. In 1880-1, the upper part of the pier was completed, at the expenditure of $1,091.72. During the years 1884-5, the pier was repaired. Expenditure, $94.45. During the year 1886-7, the sum of $865.28 was expended on the construction of a movable slip, building an open shed, 40 by 28 feet, and renewing part of the floor- ing. In 1890-1, the portion of the wharf which settled in the spring of 1889, was raised from 2| to 3 feet, over a length of 135 feet, and the flooring was renewed; a quantity of stone was placed in the eastern portion of the wharf and the shed was repaired. Expenditure, $999.42. During the years 1896 up to 1897, repairs were made, the flooring completed and the eastern face of the cribwork completed, at an expenditure of $1,963.75. During the year 1899, a landing slip was built on the eastern side of the pier, at a cost of $1,000.27. In 1899-1900, 50 feet of the outer end was sheathed and 200 feet of the flooring was renewed with 3-inch spruce and the shed was painted. Expenditure, $501. During the year 1902-3, the work done consisted of general repairs to the floor- ing, a new slip, sheathing and repairs to the shed. Amount'of expenditure, $657.91. During the year 1903-4, 24 feet in length by 50 feet in width and 34 feet high was sunk in 13 feet depth at low water spring tides. Expenditure, $3,048.04. During the year 1904-5 the work done was the completion of the block built last year, 22 by 50 feet and 35 feet in height, with 13 feet of stringers, planking and sheathing was done, and some repairs were made to the wharf. Expenditure, $1,192.87. During the year 1905-6, the levelling of the outside pier, which had sunk, was done, a shed with a waiting room was built. Expenditure, $1,001.38. During the fiscal year 1906-7 the shed, commenced in 1905-6, was completed, and the flooring and sheathing repaired. Expenditure, $1,002.53. iv REPORT OF TEE CEIEF ENGINEER 85 SESSIONAL PAPER No. 19 ASHUAPMOUCHOUAN AND PERIBONKA RIVERS. Ashuapmouchouan river, in the county of Chicontimi, is one of the tributaries of Lake St. John, and is navigable up to St. Felicien. In view of giving more water in the channel, at extreme low water, two dikes were commenced in 1905-6, one at St. Prime and the other at St. Felicien. Amount expended, $3,999.99. The work done, during the fiscal year 1906-7, was the continuation of these two dikes. The dike at St. Prime is built for a length of 1,600 feet by 12 feet and 8 feet in height. This dam is completed. The dike at St. Felicien is 2,000 feet in length by 12 feet wide and 8 feet in height; it will have to receive brush and stone. A dike was commenced at the mouth of the River Peribonka, near the outlet of Little Peribonka, and 1,400 feet was built. Amount expended during the year is $4,992.98. BALE DES BACONS. Baie des Bacons is situated on the north shore of River St. Lawrence, in the parish of Mille Vaches. Baie des Bacons is a long reef, and there is a wharf which is used to load timber, cordwood, &c. During the fiscal year 1906-7 boulders in and close to the channel were blasted and removed. Expenditure, $250.43. BAIE ST. PAUL. Baie St. Paul, a village in the county of Charlevoix, has a population of 1,500, and is situated on the north shore of the River St. Lawrence, sixty miles below Quebec. It is built on both sides of the ' Riviere du Gouffre,' which is a tributary to the St. Lawrence, and empties into a large bay, three miles wide. The bay is dry at low tide. During the last fiscal year, in order to give more facilities for the landing of steamers calling to the wharf of Cap-aux-Corbeaux, a crib, 50 feet long by 20 feet wide, was built on the northeast side of the wharf. This work was done to allow the removing of the western movable slip, some 80 feet further in shore. Minor repairs were also made to the flooring, freight shed and end of movable slip. The crib above mentioned is not completed, the work having been stopped in December last on account of the prevailing stormy weather. The expenditure for the fiscal year 1906-7 amounts to $3,587.29. BARACHOIS DE MALBAIE. Barachois de Malbaie, Gaspe county, is a large parish and municipality situated at the head of Malbaie, some twelve miles east of Perce, the shiretown. Barachois, on account of the large area of rich farming lands situated along the four rivers that form the barachois, of the important lumber firms that have built their mills along the Barachois, and of its first-class fishing harbour, now that the government has started a training pier to improve the entrance, may be considered the most promising centre in Gaspe peninsula. Until the government started the training pier now under construction, the fishing boats could not safely enter or go out of the harbour at falling tide and at low tide, on account of shifting sand bars, they had to remain outside and wait for the rising tide to come in. Many a good day's fishing was lost thereby, many a sad accident happened and even lives were lost. 86 DEP I RTM ENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 During the fiscal year ] 904-5, a crib, 100 by 23 by 18 feet, was partly built and placed into position at 590 feet from extreme high water mark; the approach thereto from said high water mark was built of fascine mattress with brush and stone filling. During the fiscal year 1905-6, the 100 foot crib was completed, the roadway filled, with the exception of an average of 5 feet, and of a new crib, 120 feet long, built and secured into position. During the last fiscal year, the outside crib of 100 feet was built up to 4 feet below coping and partly ballasted. The expenditure during the last fiscal year was $1,191.31. BASSIN. The Bassin is a large parish at the centre and west end of Amherst island. The population is composed of Acadian fishermen engaged mostly in cod fishing. On the south shore of Amherst island, opposite the said fishing establishment, there is no shelter wherever. A small breakwater was decided upon. Two cribs 66 by 25 by 20 feet high were built, secured into place and completed with the exception of the sheathing. Spring tides rise 4 feet; neap tides, 2 feet. The expenditure durinfi the last fiscal year was $1,191.31. BEAUPRE. Beaupre is situated on the north shore of the River St. Lawrence, twenty-four miles below Quebec, in the county of Montmorency. During the fiscal year 1906-7, the construction of a new wharf was started at Beaupre. This construction consists of a close faced timber crib, filled with ballast. The crib is 250 feet in length, 12 feet in width and an average height of 16 feet. At the end of last year 70 per cent of the construction was completed. The expenditure for the fiscal year 1906-7 amounts to $6,625.07. BELOEIL. Beloeil is an incorporated village in Vercheres county on the north side of Riche- lieu river and a station on the Grand Trunk railway, twenty-one miles northeast of Montreal. South of the Grand Trunk Railway bridge which crosses the river at Beloeil, the government built a number of piers and booms on both sides of the channel to facili- tate the passage of steamers and barges coming down the rapid current of the river and going through the narrow passage of the draw-bridge. There were eight piers, four on each side of the channel, and from 80 to 100 feet apart. From 1885 to 1896, repairs were made to the booms and piers at a total cost of $3,191.95. In 1896-7 it was found that the guide-piers on the west side of the river were in such bad condition that they could not be properly repaired, and an entirely new line of guide works was adopted. It was decided to build a solid cribwork wall from the Grand Trunk Railway pile abutment upward, following a line of a 15 degree curve (about the natural curve of the shore) for a distance of 337 feet, to remove the four old piers and booms, and to dredge a wider channel for the free passage of boats. The work carried out by day labour was commenced during that fiscal year and completed in 1899-1900, at a cost of $17,444.67, including the dredging. In 1903-4 and 1904-5 the top of the four guard piers on the east side of the river were partly renewed at a total cost of $2,350.02. In July, 1905, the booms on the eastern side of channel were completely renewed at a cost of $607.24. On the western side of the channel the wooden flooring of guide- piers was removed and replaced with earth and sand. Further minor renewals to the boom below the bridge were also made. All these repairs, done by day labour, were completed at the end of October at a total cost of $1,173.19. Iv REPORT OF THE CHIEF ENGINEER 87 SESSIONAL PAPER No. 19 During November and February last, the guide-pier on the western side of the river was refilled with gravel; a small crib pier, adjoining the old Parizeau wharf on western side of river, below Grand Trunk Railway bridge, was built to better moor downstream end of boom, and a timber arrangement to the middle of boom, on east side of river, opposite guide-pier, was made, so as to prevent its overturning by the current and vessels. Total expenditure during fiscal year of 1906-7, $1,439.38. BIG. Bic, on the south shore of the St. Lawrence, in the county of Rimouski, about 170 miles below Quebec, is a favourite summer resort. Its harbour affords the best natural shelter for vessels of moderate draught. Spring tides rise 16 feet; neap tides, 8£ feet. In order to provide more facilities for landing and also to accommodate the traffic with the north shore, which is growing more extensive every day, it was decided to build a wharf where vessels could land at all stages of the tides. The work will consist of an approach 500 feet long, from Pointe a Cote to He au Massacre, and following the northeast shore of that island a distance of 450 feet, and an outside section 300 feet in length giving a depth of water of 10 feet at low water spring tides. The work commenced in May, 1906, and up to June 30 part of the cribwork approach, between Pointe a Cote and He au Massacre, was built. During the nine months ended March 31, 1907, the approach was completed ; it is as aforesaid, 500 feet long, 21 feet wide with a mean height of 13 feet. The construc- tion is open-faced, with ends of cross-ties, projecting outside the faces, between fenders. A considerable amount of blasting was also done on the island, where the road is located. A tract of land on He au Massacre, including the right of way, has been bought for the price of $350 Expenditure during the last fiscal year, $5,969.64. CANNES DE ROCHES. Cannes de Roches is a small fishing cove situated at the foot of the Perce Moun- tains, and the only harbour for the fishermen from the mountains and from the settle- ment of Corner of the Beach, on the west side of Malbaie bay. During the latter part of the fiscal year 1904-5, the sum of $999.66 was expended towards making preparations and buying the materials to build a small breakwater, to protect the cove from the easterly winds. During the fiscal year 1905-6 a crib of 80 feet was sunk into position, built up to coping and extended 50 feet towards high water mark, giving a total length of 130 feet. During the last fiscal year, a crib 80 feet long was built, secured into position and completed. The expenditure in 1906-7 was, $2,023.64. cap-a-i/aigle. Cap-a-lAigle is situated some six miles below Murray bay, in the county of Charle- voix. During the last fiscal year, the flooring of the wharf was completely renewed, minor repairs were also made to the buildings. The expenditure for the fiscal year 1906-7 amounts to $455.22. CAP CHAT. The sum of $75 was spent for removal of stones in fishing cove. 88 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 CAPE COVE. Cape Cove, Gaspe county, is an important fishing station on the coast of Gaspe, some nine miles south of Perce, the shiretown. It is a port of call for steamers plying between Montreal and Pictou, and between Dalhousie and Gaspe basin. In 1905, the department decided to construct a landing pier at this place, and in August, 1906, a contract was entered into with Mr. John Burns, for the construction of a length of that pier, 450 feet, for the sum of $13,300. The work was completed in November, 1906. Expenditure during 1906-7, $4,965.51. CHAMBORD. Chambord, in the county of Chicoutimi, is situated on the southeast side of Lake St. John, twelve miles east of Roberval. Chambord is the junction for the Quebec and Lake St. John Railway of the Rober- val and Chicoutimi branches. During the year 1903-4, a certain quantity of timber was purchased, in view of the construction of a wharf at that place. Amount expended, $1,304.92. During the year 1904-5, a contract for the construction of a wharf was awarded in the sum of $9,350. The work done during the year consists of seven piers of 25 by 20, with a head- block of 30 by 50 and an abutment of 40 by 20 feet. The whole is completed. The depth of water at outer end is 7 feet; in spring, water rises 14 feet. Amount expended, $8,000. During ^he fiscal year 1905-6, ao approach and a freight shed were built. Expen- diture, $736.31. CHATEAUGUAY. Chateauguay is a post village in < hateauguay county, near the mouth of the Cha- tcauguay river, fourteen miles southwest of Montreal, and a station on the New York Central Railway. Population about 250. In the autumn of 1895, the old private wharf at Chateauguay was entirely renew- ed by the government. A row of close-faced pile work, 145 feet in length, including 128 piles of 12-inch flatted hemlock timber, was driven to an average depth of 8 feet along and at an average distance of 4 feet from the front face of old wharf. The space between the wharf and the piling, and the depressions and holes in the former were filled with stone, over which a layer of gravel 2 feet thick was laid for a roadway. Cost, $1,296.47. During October and November, 1906, the row of close piles was cut to low water level and a new face, composed of solid wall of concrete mixed 1:3:5 and properly reinforced with vertical and horizontal 11 inch iron bars was substituted. This wall is 144 feet long with returns of 5 feet at both ends, 2 feet thick at bottom and li feet at top, 6 feet high, while every 20 feet, 12 feet long anchor bars are embedded in 1 cubic yard blocks of concrete surrounded with stone. Two 8 by 8 inch tamarack fenders were placed to protect the outside face. Expenditure during last fiscal year was $7,570.06. CHICOUTIMI. The town of Chicoutimi, in the county of the same name, is situated on the south shore of the Saguenay river, seventy-one and half miles above Tadousac, at the head of navigation. The Richelieu and Ontario Navigation Company has a daily service from Quebec to Chicoutimi, during the season of navigation, with passengers, freight and mails. Construction. — The landing pier was commenced in 1873 by the St. Lawrence Tow Boat Company, and completed by the Dominion government to whom it was iv REPORT OF THE CHIEF EXGIXEER 89 SESSIONAL PAPER No. 19 handed over in 1874, at a cost of $14,193.40. From 1874 to 1882 inclusively, it was ' extended and improved, at a total cost of $2,863.73. The pier was then 282 feet long, and 30 feet wide, with a headblock, 34 feet long and 127 feet wide, forming two wings, respectively 70 feet and 27 feet wide. On the upper or 70-foot wing, was a combined waiting room and office 20 feet square. In 1883, the shore end portion of the approach, on a length of 38 feet, was em- bedded in an embankment, upon which the station and sheds of the Chicoutimi branch of the Quebec and Lake St. John Railway are now erected. The whole space, 210 feet in length, between the upper wing and the shore was filled with slabs. A storehouse, 40 feet long and 24 feet wide, was erected on this extension, at a total cost of $2,145.84. The filling, however, was not carried up to the level of the top of the pier until 1885, when the extension was floored in a similar manner to the rest of the work. A separate waiting room was also erected on the lower or 27 foot wing. Amount expended $2,242.11. In 1S90, a cribwork retaining wall, 14 feet wide, was commenced along the slab filling, built in 1884, and the flooring was repaired, where required, at a total cost of * $1,005.81. In 1891, the cribwork retaining wall was completed, a shed, 28 by 29 feet, built at the southern end of the pier and the flooring repaired at various places, at a cost of $1,802.70. In 1S97, the pier was again widened by the addition of cribwork, .30 feet wide along its lower or eastern face, from the lower wing to shore, a distance of 210. feet. The cribwork was fully ballasted and floored with 3-ineh tamarack planks, and. 25 fen- ders were placed along its face. The pier was also sheathed for a length of 50 feet, along its northern face, in order to complete the sheathing all around the work. Amount expended, $4,992.96. As now completed, the pier is 245 feet long and 130 feet wide. It is,. 29 feet high above the bottom of the river at its outer end, which stands in about 8 feet of water at low water spring tides. Repairs. — In 1883-4, minor repairs were effected. In 1887, a slip was built at the outer end of the pier. In 1889, the flooring of the pier was almost entirely renewed and six fenders, 14 inches square, were placed along its outer face. In 1892 and 1893, the flooring of the pier was completely renewed on a length of 210 feet and a width of 110 feet, with red spruce planks, 5 inches in thickness ; the east side of the structure was raised 18 inches, the waiting room was painted both in- side and outside, and two mooring posts were renewed. The expenditure incurred dur- ing the two years was $3,024.04. In 1894, a sum of $1,999.60 was expended for the construction of movable slip and the purchase of two crab winches. During the years 1895 and 1896, a portion of the outer face and the whole of the eastern face of the structure were resheathed, and a portion of the flooring, not com- pleted in 1893, was laid. Expenditure, $3,991.88. During the year 1898, the sum of $239.79 was expended on minor repairs to the sheds and waiting room. During the year 1899, a freight shed, 60 by 30 feet, was constructed on the south side of the pier, for the storage of butter and cheese. Part of the top planking was re- newed. The work was done by day labour, at a cost of $1,499.27. During the year 1900, the pier was raised 3 to 5 feet over the whole surface; stone ballast was placed in the outer end, which was also sheathed with tamarack, and cover- ing was renewed with 3-inch plank, at a cost of $5,050.59. During the year 1900-1, a new 3-inch tamarack floor was laid on a length of 210 feet and a width of 45 feet. The northern part of the wharf, for a length of 145 feet, was sheathed, and the sheds were painted. Expenditure, $1,012.12. 90 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 During the year 1901-2, the old buildings on the wharf were taken down and new ones erected ; the new freight shed measures 60 by 30 feet, land the passengers' waiting room is 25 by 25 feet. These two buildings are covered with galvanized iron and painted three coats inside and outside. On the north side of the wharf, 6 fenders, 11 by 11 inches, were placed, and five snubbing posts were renewed. Expenditure, $1,- 513.34. During the year 1903-4, the sheathing on the two other corners of the wharf was renewed with hardwood, new fenders put in at the head of the wharf, the flooring was repaired and a portion of the flooring on shore was replaced with gravel, and other minor repairs were performed. (Amount expended, $1,045.03. During the year 1904-5, the boulders on the east side of the wharf were blasted and removed. Amount expended, $60. During the year 1905-6, certain repairs were done to the wharf and the freight shed. During the fiscal year 1906-7, repairs were done to the wharf, the old planking for 80 by 90 feet was removed and replaced by gravel, the rest of the planking was covered with 3-inch spruce deals, a shed was built, 40 by 38 feet, the slip on the west side was repaired and the sheathing on the west side of the wharf was done. The freight shed was extended 30 by 38 feet ; this shed is covered with galvanized iron. Spring tides rise 17 feet; neaps, 9 feet. Amount expended during the year, $4,496.10. COTE STE. CATHERINE. Cote Ste. Catherine is a landing place on the south shore of the St. Lawrence, in Laprairie county, about five miles west of the village of Laprairie. A steamboat ferry plies daily between this place and Verdun, on the opposite side of the river. The wharf was commenced in October, 1S99, and completed in June following, at a cost of $3,199.46. It consists of a close-faced crib head-block, 82 feet long, 20 feet wide, terminated at the upper end by an icebreaker, and an approach, 115 feet long, 18 feet wide, also of close-faced cribwork. The outer face of the block stands in 6 feet of water at low level. During 1902 and 1903, repairs amounted $436.64 and $493.59 respectively. The structure having been badly damaged by ice during the winter of 1905-6, extensive repairs were begun in the middle of July last, and completed September 7th, at a cost of $1,379.31. These consisted chiefly in the razing of the whole wharf t;o low water level and rebuilding same 3 feet. The upstream side of approach was rip- rapped, handlaid, to a slope of 1 in 1, as a protection against floating ice, and the whole head-block and approach covered with properly hardened layers of small broken stone, gravel and sand. The roadway from public road to approach was also improved. The wharf is now in good condition. DESCHAMBAULT. Deschambault, county of Portneuf, is a flourishing village on the north shore of the St. Lawrence and on the Canadian Pacific Railway, forty-one miles above Quebec. A steamer plies semi-weekly to and from Quebec. During last fiscal year, some 15,000 cubic feet of hard gravel were removed, by hand dredging, in front of new landing pier, to level the approach. The ground around the new waiting room, on an area of 1,000 feet, was also raised and levelled. On the new roadway approach to wharf, about 30,000 cubic feet of stone were added to the building up of the upper end, which is a steep elevation; sidewalks and fences were also placed. Expenditure in 1906-7, $2,835.76. iv REPORT OF THE CHIEF ENGINEER 91 SESSIONAL PAPER No. 19 DESJARDINS. During the session of 1904, parliament granted the sum of $11,000 towards the construction of a wharf at Desjardins village, Allumettes island, on the Ottawa river, to accommodate the heavy traffic to and from Pembroke, on the opposite shore. On June 8, 1904, a contract was let to Mr. Thos. Moran, for the construction of an open-face cribwork landing pier, 120 feet long and 20 feet wide, sheathed, provided with fenders, and built in 6£ feet of water at E.L.W.L. ; and an approach, 543 feet long and 16 feet wide at the top, built, partly of open-face cribwork piers united by platforms, and partly of rip-rap. The flooring is 8 feet above E.L.W.L. Work began in August, 1904, and was completed in June, 1905. Cost of construction amounted to $10,957.42. (For further details see report of 1904-5). In 1905-6, a gas pipe hand-railing was constructed on the approach at the total cost of $784.20. During the last fiscal year, the head of the wharf was widened to 36 feet, on crib- work piers and platforms sheathed; the two slips were altered; a combined freight shed and waiting room, 18 by 18 feet, was erected on a cribwork pier, at the inner cor- ner of ' L,' the handrail, 1,080 1. feet, was repaired, and a wheelguard capping was placed along the cribwork approach. Expenditure during the fiscal year 1906-7, $2,991.28. d'israeli. DTsraeli is a post settlement in Wolfe county, at the head of Lake Aylmer. and a etation on the Quebec Central Railway, some fifty-two miles northeast of Sher- brooke. The construction of the wharf at that place was begun by day labour at the end of September, 1904. The work consists of a close-faced 12 by 12 timber crib head- block, 50 feet by 36 feet and 17 feet high, standing fully ballasted with stone in 12 feet of water at mean level. A 30-foot span, composed of red pine beams every 3 feet supporting 3-inch pine flooring connects headblock with crib abutment terminating stone approach, 200 feet long, 18 feet wide at top, with sides inclined 1 in li. A double li-inch iron pipe railing with 6-inch round cedar posts every 10 feet completes the whole structure. At the end of fiscal year 1904-5, the stone approach had been three-quarters com- pleted and the crib headblock about half so, at a cost of $4,990.62. During 1905-6, the headblock was completed. Work was suspended in October, the yearly appropriation being exhausted. Expenditure, $1,514.19. Work was resumed in September last, and the whole structure completed October 23 following, at a further cost of $706.84. DOUGLASTOWN. Douglastown, situated in Gaspe bay, is a village of fishermen and farmers, stand- ing on the rising ground at the south side of the entrance to the St. John river. Its population is between 1,600 and 1,800. As the pier was settling towards the centre, on the outside face, some 400 cubic yards of stone ballast had to be placed along that part of the face- work. Fenders with walings were placed along inside face. Expenditure in 1906-7, $283.12. ENGLISH RIVER, AT ST. JEAN CHRYSOSTOME. St. Jean Chrysostome is a post village in Chateauguay county, Quebec, on the errand Trunk Railway, four and one-half miles from Aubrey station and nine miles from Howick, where the English river flows into the Chateauguay. 92 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Every spring, during the freshets, the English and the Black rivers overflow, and cause considerable damage to the village and parish of St. Jean Chrysostome, an area of over 2,600 acres of good land being held for several days under from 3 to 5 feet of water. In order to prevent, or at least considerably minimize these disastrous floods, it was decided to deepen the bed of the English river from its confluence with the Black river, opposite the village of St. Jean Chrysostome, a distance of 500 feet down- stream by a width of 60 feet. In this area the bed of the river is solid rock, some 4 feet higher than the normal bottom, thus acting as a dam which causes the river to overflow upon the surrounding low lands. Work was commenced in the autumn of 1903. During 1903-4 some 100 cubic yards of solid rock were blasted and removed, at a cost of $2,875.69. In 1904-5, about 1,200 yards of solid rock were removed. With the aid of rail- road plough and two horse scrapers, clay, gravel, boulders and hard-pan, on a length of 500 feet by a width of 50 feet and an average depth of from 1 to 2£ feet, repre- senting some 1,600 cubic yards, were removed at a cost of $4,823.55. During 1905-6, the blasting and removal of solid rock, some 300 cubic yards, was completed. Hard-pan, boulders, gravel and clay representing some 2,500 cubic yards were ploughed, scraped and removed, at a cost of $2,983.90. All the above work was done on a dry bottom, necessitating the temporary damming of both English and Black rivers. In September and October last, the bottom of the river, for a length of li miles, was cleaned of boulders, and the improvements completed, at a further cost of $1,810.14. FABRE. Fabre, a post village eleven miles south of Ville Marie, on the Quebec shore of Lake Tinuskaming, is the centre of a thriving farming district of Pontiac county. In 1903, parliament appropriated $2,000 towards the construction of a wharf in Lavallee bay. On account of some local interference in the location of said wharf no work was done during the fiscal year 1903-4. The sum of $2,000 was revoted in 1904. On June 30, 1905, practically all re- quired materials had been procured at a cost of $1,329.03. The projected wharf to be of pilework, having a frontage of 40 feet and extending a distance of 240 feet from 7 feet depth contour to shore, followed by a stone approach, 10 feet wide at the top, 200 odd feet long to the roadway. Elevation of floor, 12 feet above O.L.W.L. On account of extreme low water in 1904, it was deemed advisable to place the front of the wharf 32 feet further out, and have the floor 13 feet above O.L.W.L. Parliament again granted the sum of $2,000 at its session of 1905. Construction was started in February, 1906, and the wharf, although not completed was in regular use by the end of the fiscal year. Further work was done during July and August, placing the wharf in a state of serviceability. The wharf, as built, consists of a pilework head, 80 feet deep, 40 feet wide and resting in 9 feet of water; a pilework approach, 16 feet wide and 178 feet long continued by a stone approach, 216 feet long, to shore. The wharf is provided with slip and freight shed. As a consequence of the movement of ice in the spring of 1906, a few piles, at the head of wharf, were broken. In March, 1907, these piles were replaced and two ice- piers framed on pilework 12 by 16 feet were built 40 feet apart and 40 feet north of the wharf. The flooring, capping and sway-bracing required in connection with new piles, "however, was only completed on April 18, 1907. Expenditure during the fiscal year 1906-7, $2,029.36. FATHER POINT. Father Point, in the county of Rimouski, is on the south shore of the St. Law- rence, six miles below the town of Eimouski. Most of the ocean liners call there to iv REPORT OF TEE CHIEF ENGINEER 93 SESSIONAL PAPER No. 19 land or take in their pilots. The point is one of the few places on the south shore of the St. Lawrence where deep water can be found at a relatively short distance from shore. A self-registering tidal gauge was established here some years ago by Department of Marine and Fisheries. There are also a powerful compressed air fog-horn and an acetylene gas lighthouse, and a Marconi wireless telegraph station. It was desirable a few years ago that a deep water wharf be constructed at Father Point; tenders were called for, and on November 8, 1901, a contract was awarded to Messrs. Heney & Smith for a section of the structure, 600 feet long. The work was carried out during the years of 1902 and 1903 and completed by the beginning of July, 1901, the amount of contract being $57,821. In May, 1901, a new contract was entered into for the construction of an additional length of 200 feet. The work was completed on November 8, 1905; the contract price was $44,300. The outer end of the wharf stands in 18 feet of water at extreme low spring tides. In the month of June, 1906, during the fog, the steamer Pomeranian struck the wharf at about 300 feet from the outer end; the damages were considerable and heavy repairs were necessitated. A length of 140 feet, by the full width, had to be demol- ished down to the extreme low water line. The whole of the material was taken ashore. In the reconstruction nearly all the timber was renewed ; with the exception of the decking of and hardwood sheathing, the repairs are nearly completed. The repairs were performed by day labour and the expenditure for the nine months ended March 31, 1907, amounted to $7,387.95. . GATINEAU POINT. Gatineau Point village, in the county of Wright, is at the intersection of the Gati- neau and Ottawa rivers, two miles from Ottawa. -During the fiscal year 1885-6, a cribwork wharf having a frontage of 107 feet and a depth of 8 feet at lowest water, with approaches providing for the different stages of water level, was built at this place; also a pile work retaining wall, 230 feet long, to protect the bank and roadway on the upstream side of the wharf. (For further infor- mation see annual report 1904-5.) During the fiscal year 1905-6, a permanent retaining wall of concrete cribwork was built 17| feet high and 231 feet long. The backfilling, however, could not be proceeded with on account of cold weather, and work was discontinued for the winter. The work of completing the retaining wall was performed during August and October, 1906, at a cost of $1,954.25. The wharf was improved in August, 1906, by easing the grade of the lower landing and building up the down hill wall for better protection, at a cost of $120. Expenditure during the fiscal year 1906-7, $2,306.45. GRAHAM. Graham is a post village in the municipality of Como, on the south shore of Lake of Two Mountains, thirteen miles northwest of Vaudreuil, and four miles east of Pugaud In the autumn of 1899, the government got possession, free of charge, of Mr. Graham's wharf, together with right of way thereto, 435 feet long and 30 feet wide at the foot of La Montee Ste. Marthe. A new structure was immediately commenced by day labour; it was opened to traffic in June following, after an expenditure of $1,125.76, and completed in November, 1900, at a further cost of $3,999.87. The new wharf consists of : — (a) A pile work headblock 98 feet long and 33 feet wide. (&) A solid stone embankment 240 feet long, 24 feet wide on top with hand railing and slopes on both sides, of one in one. 94 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 (c) A storehouse and waiting: room 18 by 24 feet. During the spring of 1902, a small storehouse, 15 by 15 feet, was erected on south- west angle of wharf and minor repairs were made, at a cost of $803.47. Other repairs in 1903 cost $317. During October last, a new 3-inch pine flooring was laid over the old one, some broken binders replaced and the guard railing painted. Expenditure, $455.56. GRAND RIVIERE. Grande Riviere, county of Gaspe, is the name of an important fishing centre, some twenty-one miles southwest of Perce. The new shed, 25 by 30 feet, was completed, and the old shed repaired. The sheath- ing of the wharf was well secured by bolts, and new fenders with longitudinal walings placed along the inside face and at the outside end. The expenditure during the last fiscal year amounted to $648.15. GRANDE BERGERONNES RIVER. Grande Bergeronnes, Saguenay county, is on the north side of the St. Lawrence, eighteen miles below Tadousac. The entrance of the River Grandes Bergeronnes being obstructed by boulders, a channel of about 150 feet was cleared from the entrance to the village, for a distance of one mile. In the years 1887, 1895, 1899, 1901 and 1902, a total sum of $1,254.32 was ex- pended. During the year 1902-3, the work was continued in the channel. Blasting was done by day labour. Expenditure, $398.77. During the year 1903-4, work was continued in completing the removal of boulders in the river. Amount expended, $224.38. During the years 1904-5, 1905-6, the sum of $500, and in 1906-7, further sum of $506.24 were expended in the continuation of the same work. GRINDSTONE. Grindstone is a village on the south side of Grindstone island, four miles east of Etang du Nord. The population is composed mostly of Scotch farmers and Acadian fishermen. For years past most of the freight for the Magdalen Islands has been landed here and the building of landing pier was greatly needed. In the fiscal year 1902-3, a landing pier was started; 115 feet of close-faced crib- work, of an average width of 23 feet and average height of 15 feet, was built. An approach of 605 feet, 25 to 50 feet wide, and of an average height of 9| feet, on the outer face, was built, along the eastern side of Grindstone Cape. The outside face of the approach, exposed to the heavy easterly gales from the Atlantic ocean, is protected by a sheathing of split spruce logs, held in place by two sets of walings fastened by cross-ties and a doube set of posts. A mattress of brush was laid under the filling taken from the cape. During the fiscal year 1902-3, the pier was extended 255 feet, with an average width of 25J feet and an average height of 19 feet to floor level. In the fiscal year 1903-4, the pier was extended 200 feet with an average height of 22 feet and an average width of 28£ feet. During the last fiscal year, a crib of 100 feet by 30 feet wide by 28 feet high was built, secured into position and completed. Total expenditure during 1906-7, $4,547.98. iv REPORT OF THE CHIEF ENGINEER 95 SESSIONAL PAPER No. 19 GRONDINES. Grondines, a post village in the county of Portneuf, is situated on the north shore of the St. Lawrence, forty-eight miles above Quebec, on the line of the Canadian Paci- fic Railway. Two lighthouses are located at this place. A steamboat fiom Quebec calls here twice a week. Population of village, 440; population of parish, 1,500. The sum of $2,508.68 was expended last fiscal year in completing the side road of approach from public road to new government wharf, also the removal of large boulders and reefs, obstructing approaches to wharf. The roadway, over a beach lot, the property of the Crown, is of open-faced crib- work, fronting on river, and of dry-stone wall on opposite side; the space between is filled with ballast stone, broken stone, coarse gravel and sand in different layers, its average height being 3 feet 9 inches all over with a width of 31 feet and 330 feet in length. Substantial guard-railing with heavy posts, well painted and secured, are placed on both sides, forming 700 feet of railings. Two substantial culverts were built in roadway, to discharge water coming from fields south of road; the full height and length of outer face is sheathed with 3-inch pine deals and cedar timber exclusively was placed in work. Some 17,000 cubic feet of further grading and levelling had to be done at east end of road, following it up to the municipal road outlet, in order to divert the water in heavy rains from damaging our own work. GROSSE ILE. During the last fiscal year, the northeast corner of the hospital wharf, that was cut at low water mark by the ice, was repaired at a cost of $548.25. IBERVILLE. Iberville is an incorporated town in the county of the same name, situated on the east shore of the Eichelieu river, opposite St. John's, twenty-eight miles southeast of Montreal. Population, 1,512. In March, 1899, a wharf was begun at the foot of Market street and completed the year following at a total cost of $8,883.26. The structure consists of: — (a) A stone embankment 130 feet long and 24 feet wide with slopes of 1 and 1 and guard-railing; (b) A trestle approach 150 feet long and also 24 feet wide, with guard railing on both sides ; (c) A pile headblock 150 feet long, 40 feet wide, with two slips, inner guard railing, and a storehouse 20 by 24 feet. The outer face stands 15 feet high and 6 feet of water at lowest level. In order to facilitate handling of freight, a horse derrick was placed on wharf. In 1901, minor repairs cost $17.48. During 1903-4, half the floor of headblock was renewed, that of the approach was redoubled for a width of 8 feet, and the storehouse and iron guard-railing painted. Expenditure $412.84. In September last, very urgent repairs to the flooring of headblock were made at a cost of $140.84. ILE VERTE. The village Verte, in the county of Temiscouata, is situated on the south shore of the St. Lawrence, sixteen miles below River du Loup and 130 miles east of Quebec. Spring tides rise 19 feet; neap tides, 12 feet. Owing to the growing traffic in sea grass and to give people engaged in that industry more facilities of landing, the construction of an inclined slip, on the west 96 DEPARTMENT OF PUBLIC WORKS i v 7-8 EDWARD VII., A. 1908 side of the wharf was commenced in the month of August, but could not be completed. The slip is 230 feet long and 12 feet wide. Several boulders were also blasted and the broken pieces placed in the slip for ballasting. Expenditure in 1906-7, $1,199.99. ISLAND HOUSE OR GRANDE DECHAEGE. Island House, Chicoutimi county, is situated at the head of the Grande Decharge of Lake St. John, seventeen miles from Roberval. It is a sporting resort with good .hotel accommodation. A steamer, the Mistassini makes" a daily trip from Roberval to Island House. In 1894-5 the floating pontoon, built by the hotel proprietor, for landing passen- gers, was transferred to the Department of Public Works and a sum of $500 was ex- pended in building an extension thereto, 40 by 25 feet. The pontoon is now 100 by 25 feet, built of four rows of round cedar logs, set close lengthwise and crosswise, with floor-stringers every 4 feet, and covered with 2-inch planking. The outer face is pro- vided with nine guard-fenders reaching a height of 6 feet above the flooring. During the fiscal year 1903-4, the floor-stringers were renewed and a new flooring was put on ; the fenders and the mooring posts were also renewed. Amount expended, $182.17. ISLE PERROT SOUTH. Isle Perrot, about seven miles long and three miles wide, is in the county of Vaudreuil, at the confluence of Rivers St. Lawrence and Ottawa, between Lakes St. Louis and of Two Mountains. Two bridges on the Grand Trunk Railway and Cana- dian Pacific Railway connect it with Vaudreuil and Ste. Anne de Bellevue. Popula- tion about 800. In 1886-7, a contract was entered into with Mr. D. O'Brien for the construction of a pier on the south shore of the island, about one and a half miles below parish church consisting of a crib block 120 feet long, 30 feet wide, with return of 34 by 16 feet in rear of east end and sunk in 8 feet of water, at a distance of 581 feet from shore. It was completed in the year 1887-8 at a cost of $5,264.26. During 1888-9 and 1889-1890, the approach was built at a cost of $7,156.29. It consists of nine cribs, 24 feet wide, five being 20 feet long and four 12 feet long, placed at intervals of 22 to 25 feet and spanned by stringers and planking, aud of a shore abutment 182 feet long and 16 feet wide. A freight and shelter shed 16 by 20 feet completed the structure. In 1896-7 general repairs cost $395.93. In September, 1S99, a number of planks on the approach were renewed at a cost of $165.81. During September and October, 1900, the sheathing of ice-breakers was renewed with 8-inch tamarack, as was two-thirds of the flooring and a number of hemlock pieces and stringers. The guard-railing was repaired and painted, and the stone embank- ment regravelled. Cost, $876.04. During June, 1904, minor repairs were made to the flooring and guard-railing at a cost of $437.80. In June, September and October, 1905, and spring of 1906, the flooring of the headblock and of part of the approach was renewed with 3-inch pine planks, and about three-quarters of the stringers of approach replaced. Total cost, $1,051.27. In September and October last the slanted face sheathing of the five cribs, some top timbers, a few of the stringers and the guard-railing were all renewed. The up- stream side of shore abutment, 182 feet long, was riprapped, handlaid, and sloped 1 in 1, for protection against ice shoves. Cost, $856.07. iv REPORT OF THE CHIEF EXGIXEER 97 SESSIONAL PAPER No. 19 JESREY COVE. A sum of $198.93 was spent towards improving that small fishing cove. KNOWLTON LANDING. • Knowlton Landing is situated on the west shore of Lake Memphremagog, in the county of Brome, about eleven miles from the town of Magog. It is a summer resort. During the fiscal year 1891-2, an extension to the pile wharf at this place, built many years before, was constructed. This extension of 51 feet by 75 feet was built of hemlock piles, covered with stringers and 3-inch planking at a cost of $971.22. There is a depth of 9 feet at low water at the end of the present wharf, which will permit of steamers calling at all stages of the water. During the next year six fender piles were driven along the front of the wharf and three at each corner. A warehouse, with waiting room, 40 by 23 feet, was built on shore immediately west of the wharf, the whole at an expenditure of $918.09. In the fiscal year 1899-1900, all the stringers and planking were renewed, also the corner fender piles, and some repairs made to the storehouse and stone approach. The work was carried out by day labour at a cost of $714.12. During March, April and June, 1904, several caps and stringers were renewed, general overhauling of the flooring made and two iron nigger heads substituted for the old hemlock mooring posts. Expenditure, $176.52. In July, 1904, these repairs were continued and completed at a further cost of $60.99. The wharf, as it stands to-day, is composed of a pile head block, 75 by 25 feet, of a trestle approach 118 feet long and from 35 to 16 feet wide, and of a stone and earth embankment some 10 feet long and 20 feet wide. Last March, work was commenced on the approach. It is the intention to make it all stone, 20 feet wide at top, with riprap sloped 1 in 1 on both sides. The flooring of headblock will also be renewed. LAC A BEAULIEU. Lac a Beaulieu, in the municipality of Les Grandes Bergeronnes, is situated three miles north of the village. The outlet of Lac a Beaulieu is obstructed with boulders and rock, which render the floating of logs very difficult. During the year 1903-4, a certain quantity of boulders and a point of rock were blasted. Expenditure, $297.76. Same work was continued during the following years: 1904-5, with an expenditure of $200.36; 1905-6, $202.69, and 1906-7, $208.25. LACHINE. Lachine is an incorporated town in Jacques Cartier county, on Lake St. Louis, and on the Grand Trunk Railway and Canadian Pacific Railway, eight miles south- west of Montreal. The old wharf, built in about 1895, by a Mr. James Howley, and sold later to the St. Stephens' Athletic Association, the present proprietors, and now in a very dilapi- dated condition, is composed of 6 open-faced, stone-filled and plank-sheathed cribs of lirregular dimensions, averaging 9 by 12 feet, except the headblock, which is 26 feet by 17 feet and stands 13 feet high, sunk in about 6 feet of water. These cribs are spanned with timber beams supporting flooring. The right of way to St. Joseph street is 119 feet long and some 10 feet wide. Last spring, upon the condition that the proprietors would transfer to the Crown, free of charge, the above structure, and right of way thereto, the government undertook to repair it and place it in a serviceable condition. In March, the materials, including 19— iv— 7 98 DEP. Mil UEXT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 timber and iron were bought, and all the piers razed to low water level. On March 24 work was suspended and materials placed in safety. Expenditure, $1,277.63. • LAKE ST. FRAKCIS AT LAMBTON. Lambton is a thriving post village in Beauce county, at the southern end of Lake St. Francis, and fifteen miles from d'Israeli. On February 15 last, a contract was entered into with Mr. John Lowrey, of Ottawa, for the construction of a landing pier at Lambton. Contract price, $7,750. It calls for: (c) A solid close-faced and stone filled crib headblock, 70 feet long and 30 feet wide, the outside face standing 20 feet high in 8 feet of water, at extreme low level; (b) A stone approach, 320 feet long and 18 feet wide at top, with sides riprapped and sloped li in 1. Work was begun at the end of February, and at the end of March, the headblock had been sunk in place and about half completed ; about § ■ of the stone approach were also constructed. Expenditure during fiscal year of 190G-7, $2,764.23. LA PETITE PERIBONKA. La Petite Peribonka, in the county of Chicoutimi, is situated on the west side of La Grande Peribonka, near its mouth. Pulp mill is situated four miles above La Grand Peribonka. During the year 1904-5, a portion of the snags and obstructions in the channel were removed. Amount expended, $626.16. During the fiscal year 1905-6, the work of removing snags and obstructions was continued. Amount expended, $610.14. LES CUISSES D'ALMA. Les Cuisses d'Alma, in the Little Decharge of Lake St. John, is three miles from the lake, in the parish of St. Joseph d'Alma, and seven miles from the village. There are three rocks called ' les Cuisses d'Alma ' and an island, which obstruct the Little Decharge. In 1901-2, blasting was done on the east side. Amount expended, $575.92. In the year 1902-3, the east side was completed and a portion of the west side was done. Amount expended, $1,229.37. During the year 1903-4, the blasting of the two points obstructing the Little Decharge was completed; work was continued on the little island below. Amount .expended, $1,477.59. During the year 1904-5, the blasting of the little island was continued. Amount expended, $994.31. During the year 1905-6, same work was continued. Amount expended, $1,015.96. During the fiscal year 1906-7, the work done was the continuation of the blasting at the island, below 1 les Cuisses d'Alma,' to enlarge the channel. Amount expended, $996.02. LES EBOULEMEXTS. Tbis village is situated on the north shore of the River St. Lawrence, seventy miles below Quebec. During the last fiscal year, the southwest corner of the wharf, was rebuilt, six fenders were also placed and minor repairs were made to the movable slip. The expenditure for the fiscal year 1906-7 amounts to $S92.46. iv REPORT OF TEE CHIEF EXGIXEER 90 SESSIONAL PAPER No. 19 LES ECUREUILS. Les Ecureuils, a village in the county of Portneuf, is situated on the north shore of the St. Lawrence, twenty-eight miles above Quebec. It is distant from any railway communications and difficult to approach by water. Population 600. The sum of $653.71 was expended in effecting urgent repairs to the wharf, and in filling up with timber and stone ballast, an opening left in the old or first section of present structure. The subseqtuent addition, in 1904-5, of a headblock of 30 by 40 feet seems to have, in some way, intercepted the free movement of the spring ice, which hugs the shore, on its rounding the Point of Ecureuils at this particular place and, in pressing its way through the aforesaid opening in wharf, forced the two cribs some six inches apart. In order to strengthen the whole structure, this passage was built up solid on a height of 16 feet, width of 21 feet and length of 22 feet, with 3 inch spruce deal sheathing, full height on both sides, over the 12-inch square face timbers. LES ESCOU MAINS WHARF. Les Escoumains, in the county of Saguenay, is situated on the north shore of the St. Lawrence river, twenty-one miles below Tadousac. The Saguenay Lumber Co. have an extensive saw-mill and a pulp mill at this place. On May 7, of the fiscal year 1904-5, a contract was awarded to Messrs. Ber- nier & Beauiieu, for the construction of a wharf at Les Escoumains. The work was commenced on July 25, 1904, and was suspended for winter on November 1. The work done consisted in the sil king of two cribs, one of 110 feet and the other of 87 feet, and of an approach of 153 feet, forming a total length of 350 feet with a width of 25 feet. The work done to June 30 stands 21 feet in height at outer end. Amount expended, $9,737.91. During the year 1905-6, the work under contract was completed, and consists in a wharf, 350 feet in length by 25 feet in width, 30 feet in height and 8 feet of water at outer end. The work is of round logs open faced cribwork; stringers are 12 by 12 with a planking of 3 inches; the wharf is sheathed with 4-inch planking and fenders, 8 by 10, are put on at every 8 feet. The whole is fully ballasted with stone. Amount expended during the year $5,016.16. During the fiscal year 1906-7, the sum of $345.42 was expended in repairs to the wharf, which had been damaged by a sailing vessel. Spring tides rise 15 feet; neaps, 9 feet. LES PETITES BERGERONNES. Les Petites Bergeronnes, in the parish of Les Bergeronnes, is situated on the north shore of the St. Lawrence river, fourteen miles below Tadousac. There is an important saw-mill on the Biver Petites Bergeronnes. The entrance of the river being obstructed by boulders, work was commenced to clean the channel up to the saw-mill. Amount expended during the year 1903-04 is $904.71. Amount expended in 1904-5, $509.12; in 1905-6, $1,007.99, in the removal of boulders. The work during the fiscal year 1906-7 was specially at the mouth of the rivor, a point of rock and boulders being blasted and removed. Expenditure, $1,029.20. LE TABLEAU. Le Tableau (Descente des Fenimes) is a n^w settlement on the north side of the Saguenay river, about sixty-one miles from its mouth. 19— iv— 7£ 103 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD Vl'l., A. 1908 During the year 1902-3, a block of cribwork, 40 feet in length by 30 feet in width, and a return of 30 feet by 25 feet, and also two piers 25 by 25 feet and 25 feet apart, were commenced. The block was sunk in 18 feet of water. The block and the return forming an ' L ' are built of close-faced timber 11 by 11 inches and sheathed on the outer corners with hardwood timber. A landing slip was built in the outer block and one in return, on the west side. The piers are built of round logs open-faced. Expenditure, $5,035.71. During the year 1903-4, the work was continued and an approach was built. The corbels and part of the stringers having been laid. Work was done by day labour. Ex- penditure, $3,018.33. During the year 1904-5, the work was damaged by ice and had to be re-inforced; the stringers and corbels were completed ; fenders of 8 by 10 were put on, and a portion of the planking done. Expenditure, $991.74. During the year 1905-6, the work done was the sheathing at outer end, and the levelling ol the outside pier which had sunk. Expenditure, $597.32. The wharf of La Descente des Femmes is to-day 219 feet in length by 22 feet, 35 feet wide and 41 feet high at outer end, and 18 feet of water at low water spring tides. The work done during the fiscal year 1906-7 was the completion of one of the piers, of the superstructure and of part of the sheathing. The piers are fully ballasted with stone. Expenditure, $2,498.53. LOKGUEUIL. The town of Longueuil, the chief-lieu of the county of Chambly, is situated on the south shore of the River St. Lawrence, nearly opposite the eastern end of the city of Montreal. Construction. — The Richelieu and Ontario Company owns a wharf at the upper end of the town, but its long distance from the business or centre portion and the in- creasing trade demanded new wharfing accommodation. At the request of the town council, the department therefore decided in 1886 to build a landing pier at the foot of Alexander street. In November, 1886, a contract was entered into for the construc- tion of the outer portion of the pier which was commenced at a distance of 675 feet from shore. It consisted of close-faced cribwork structure, 430 feet long and a imiform width of 20 feet, apart from its outer 90 feet, which was 30 feet wide. It was com- pleted in 1888 at a cost of $12,491.66. In October, 1899, another contract was entered into for the construction of a block, 40 feet long and 50 feet wide, along the lower face of the existing pier, at its outer end, and of a close-faced cribwork extension to shore, 675 feet long and 20 feet wide, with six buttresses, 10 feet wide along its. lower face. The work was completed in 1891, at a cost of $16,248.30. The landing pier was then 1,105 feet in length, in- cluding the block at the outer end, which was 40 feet long and 80 feet wide, the first 90 feet of the pier joining the block was 30 feet wide, and the remaining 975 feet to shore, 20 feet wide. The outer face of the block was 16i feet high above the bottom of the river, and stood in 7 feet of water at extreme low water. Repairs. — The portion of the pier completed in 1888, was damaged by ice in the spring of 1889, which necessitated an expenditure of $1,517.77 for repairs. During the spring of 1892, the head of the pier was damaged, and the block, 40 by 50 feet, built in 1890 was carried 10 feet down stream. The opening was filled with cribwork and the plank covering was removed and replaced with stone and gravel, at a cost of $2,196.63. In the spring of 1893, the head of the pier, with the adjoining 180 feet, was moved bodily down stream by the ice. In order to give additional weight to that portion of the pier, which is most exposed to the action of drift ice, it was decided to widen it by means of cribwork built at an angle with the approach and on a line from the lower inner corner of the head block to the outer corner of the first buttress, a dis- iv REPORT OF THE CHIEF ENGINEER 101 SESSIONAL PAPER No. 19 tance of 354 feet, and to fill with earth and stone the area thus inclosed. A portion of this work was carried out in 1894, when a crib 250 feet long, 12 feet wide and of an average height of 13 feet, was built in the position above described, and the area between it and the original structure filled level with the top of the pier. The work was done by day labour at a cost of $2,948.70. In 1895 the remaining portion, 104 feet in length, of the work commenced in 1894, was completed, and the spaces be- tween the buttresses were filled with close faced cribwork, in order to better enable the work to resist the action of the ice. The expenditure incurred was $4,214.19. In 1S96 some necessary repairs were performed to the sheathing and face timbers of the upper face of the pier at its outer end, and a gravel roadway 12 feet wide was laid from end to end of the structure at a cost of $284.11. Minor repairs were effected to the roadway in 1897 at a cost of $284.56, and during 1897-8 the roadway was again repaired at a cost of $160.66. During the fiscal year 1898-9, extensive repairs were performed to the upper face of the wharf at its outer end, which had been completely broken up by ice. The damaged portion was removed and rebuilt with close-faced timber 220 feet long, 20 feet wide and 18 feet high. A wing 50 feet long, 20 feet wide, terminated at its upper end by icebreaker 26 feet high, was built on the western side of the wharf at its outer end and at right angles with it; this of close-faced cribwork filled with stone ballast. As the whole structure had unevenly settled, it was raised 1 to 3 feet, and the filling with stone and gravel was not completed at the end of the fiscal year. The work was done by day labour at a cost of $9,986.59. During the fiscal year 1899-1900 the work was continued in July and completed in September at a cost of $2,017.21. In 1902-3, 500 lineal feet of the top tier was renewed, and the upstream side of wharf, on a height of 14 feet and a length of 500 feet, was sheathed with £-inch boiler plates. Cost, $1,123.33. In October last, very extensive repairs and renewals were begun, work was sus- pended at the end of November, when about half done, to be resumed with the summer months. Part of 12 by 12 timber on upstream side of wharf was renewed, and the laying begun of a substantial 1:3:5 concrete flooring, including six foot sidewalk on upstream side, from 4 to 8 inches thick and reinforced with transversal and longi- tudinal li-inch iron bars. Total flooring area covered to date is 17,715 square feet. Total expenditure during the fiscal year of 1906-7, $6,905.04. LOTBINIERE. The village of Lotbiniere, in the county of the same name, is situated on the south shore of the St. Lawrence, about forty miles above Quebec. It has no railway communication, and entirely depends for exchange of supplies on bateaux and steam- ers from Quebec. Spring tides rise 14£ feet; neaps, 8i feet. Outside of the very narrow channel cleared some years ago off outer end of wharf, the approaches to either side were simply dangerous at all times, being obstructed by reefs and large boulders in every direction inside, outside and up to beach. Besides clearing a stretch of 400 by 50 to 80 feet in extent of every obstruction in the way, the beach on west side of wharf was hand dredged, levelled down to from 15 to 25 inches, not only giving safe bottom to vessels grounding at low water, but allowing four of the coasting bateaux to lay alongside wharf, end to end, where previously there was room only for one. Expenditure during the fiscal year ended March 31, 1907, $1,233.05. MASSON. Masscn village, also known as Buckingham Junction, Labelie county, is situated on the Lievre river, which empties into the Ottawa, one mile below the village. In the opposite direction, three miles upstream, the Lievre furnishes extensive water-power which is the ' raison d'etre ' of several flourishing industries in the town of Buckingham. 102 DKiwiri ui;\t or it i:uc works iv 7-8 EDWARD VII., A. 1908 The permanent wharf on the Ottawa river, near the mouth of Lievre river, com- menced in 1905, was completed in November, 1906, at a total cost of $14,191.83, in- cluding the royalty to patentees of concrete-cribwork. It consists of a headblock 30 by 90 feet, provides depth of 8 feet at lowest water, with landing for different stages of river level, connected to shore by two approaches, 195 by 18 and 125 by 18 feet. Upper level, 16 -25 feet above E.L.W.L., has a gas pipe railing. A two-story freight shed, 18 by 19 feet, occupies the northeast corner of the head block. The understructure is built of close-face cribwork, on clay and mud bottom. Concrete cribwork, reinforced concrete, structural steel and dry masonry used above extreme low water level. Expenditure during the fiscal year 1906-7, $3,753.51. MILLE VACHES. Mille Vaches, a village in Saguenay county, is situated on the north shore of the St. Lawrence, about forty-two miles below Tadousac. During the year 1904-5, a certain quantity of timber was bought in view of the con- struction of a wharf. Expenditure, $998.20. During the year 1905-6, a wharf was commenced; an approach, 45 feet in length by 20 feet in width, and four piers, 20 by 20 feet, with a space of 25 feet between each pier, was built. The work is done of flatted round logs, corbels and stringers being 12 by 12, with a planking of 3 inches; it is provided with fenders 8 by 10 and fully bal- lasted with stone. A certain quantity of good stone was prepared. Expenditure, $4,070.11. During the fiscal year 1906-7, four piers were built, and an outside pier, 40 feet in length by 20 feet, was commenced. Expenditure, $5,018.68. Spring tides rise 14 feet; neaps. Si feet. MISTASSIXI. Mistassini, county of Chicoutimi and Saguenay, is a settlement on the river of the same name, near its confluence with 'Riviere au Foin' or Mistassini, being thirty-six miles to the northward of Eoberval, on the west side of Lake St. John, and eighteen miles above the mouth of River Mistassini on this lake. In the month of March, 1907, a public wharf was built here for the accommoda- tion of the rapidly increasing number of settlers. The structure consists of a fully ballasted close-faced timber block 30 feet long, 30 feet wide and 20 feet high at the outer end, and is floored over with 3-inch plank. Along the outer face, there is a depth of 5 feet at low water. Total cost of wharf, $680.99. MISTOOK. Mistook, in the township of Taillon, is situated on the Grande-Decharge of Lake St. John, in the county of Chicoutimi. It is also called St. Coeur-de-Marie. During the year 1903-4, a pier, 40 feet in length at bottom and 30 feet at top by 20 feet in width and 23 feet in height, was sunk at 150 feet from high water mark. The pier is built with a landing slip in front, sheathed with 8-inch hardwood planks and also a slip on the outer face. The pier is built of open-face round logs and fendered at every eight feet with S-inch by 10-inch timber. Work was done by day labour. Amount expended, $2,061.04. During the year 1904-5, the wharf, which was commenced in the year previous, was continued; five piers of 20 by 25 have been sunk. Amount expended, $4,999.99. iv REPORT OF THE CHIEF ENGINEER 103 SESSIONAL PAPER No. 19 During the year 1905-6, the work was continued, at an expenditure of $3,997.05. During the fiscal year 1906-7, the construction of the wharf was completed. This wharf is huilt on piers of 20 by 30, with a space of 25 feet; the last pier is 30 by 30, making a total length of 402 feet, a general width of 22 feet and 40 feet at outer end and 8 feet of water at low water. The four outer piers are provided with ice-breakers, sheathed with hardwood ; they measure at bottom 30 by 20 and 40 by 30, are built of round logs open joint, provided with fenders and sheathed. Corbels and stringers are 12 by 12-inch with a planking of 3-inch spruce and they are fully ballasted with stone. Amount expended, $1,995.06. MONTMAGNY. Montmagny, in the county of the same name, is on the south shore of the St. Lawrence, thirty-seven miles below Quebec. It is a thriving little town of about 3,000 inhabitants ; important shippings of lumber are made by the Price Bros & Co., and other firms, to European markets. Besides a pulp mill, there are also two foundries and iron works. The town is built on both sides of Puviere-du-Sud which empties into the St. Lawrence, with a perpendicular fall of 20 feet. Below the fall, the river expands and forms what is called the ' Basin,' affording shelter for vessels of moderate draught. At the northwest extremity of the basin, stands the government's wharf ; it is built across the steep declivity of the channel of the river, and the bottom along its faces does not permit of relatively large vessels to stay there. The wharf is chiefly used for the services, by small boats, of Grosse lie quarantine, and other opposite islands. To provide accommodation for the general trade of the place, and the shipping of lumber, the department decided to construct a new wharf, at the rear end of the basin, where all vessels could land. On August 29, 1906, a contract was entered into, for the construction of a landing pier, to consist of a shore section or approach, open-faced, 220 feet in length and 20 feet wide, together with an outside section, closed-faced, 125 feet long and 30 feet wide on top, with a batter of 1 in 12; the contract price being $9,640. During the fiscal year, some repairs were performed to the planking of the wharf and to the waiting room. Expenditure, $99.53. MONTREAL HARBOUR — LOWER DIVISION — MAISONXEUVE. On July 25, 1900. a contract was entered into with Messrs. Poupore & Malone, for the construction of a high level pier and two bulkheads in the lower division of Montreal harbour. Contract price, $631,033.33. Work was commenced during the same year. During the fiscal year 1900-1, the expenditure amounted to $49,296.45 ; in 1901-2, to $201,722.69; in 1902-3, to $251,320.47; in 1903-4, to $209,104. 96; in 1904-5, $74,442.69, and in 1905-6, $67,855.80. During the last fiscal year, the stone surfacing was begun and about one-third of the whole quantity put in place. At the close of the fiscal year, the state of the work may be summarized as fol- lows : — The work on walls and cribwork is completed, with the exception of a general overhauling and repairing of walls and copings, where defective. The refilling of the area between walls and behind the bulkheads is completed, except the work of levelling and grading the material to proper lines on approximately one-third the total area. The stone surfacing remains to be done on three-fourths the area of about 450,000 square feet. When these works have been finished, the total work foreseen in the contract and the extras subsequently ordered may be considered complete. It may require a couple of months more. ' 104 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 MURRAY BAY. The village of Murray Bay has a population of 3,500. It is situated on the north shore of the River St. Lawrence at the mouth of the River Malbaie, eighty-three miles below Quebec. During the last fiscal year the northeast ladder slip was completely renewed; four fenders of the outer face of the wharf were replaced and minor repairs were made to the flooring. The expenditure for the fiscal year 1906-7 amounts to $688.19. NEWPORT. The village of Newport, in the county of Gaspe, is situated at the mouth of the river of the same name, on the north shore of the Baie des Chaleurs, eighty-eight miles east of Campellton, N.B., and fifty miles west of Caplan. Spring tides rise 4£ feet; neaps, 2£ feet. The population of the village is exten- sively engaged in fishing, which is carried on almost to the exclusion of all other pursuits. The shore end of the old work was repaired, and a length of 35 feet had to be filled with stone and ballast. The expenditure during the last fiscal year was $261.36. NOMININGUE. Nominingue, on the lake of the same name, is a post village in Labelle county, the terminus of the Canadian Pacific Railway, Laurentian Mountains Branch, twenty- three miles north of Labelle and one hundred and twenty-four miles northwest of Montreal. During the fiscal year 1903-4, the construction by day labour of five wharfs, all of the same head dimensions, was commenced: two on Lake Grand Nominigue, two on Lake Petit Nominigue communicating with preceding one by La Barriere, and one on Lake Bourget, which is a broadening of River Sawga, flowing into Lake Petit Nominigue, about one mile from the village. They consist of a round timber open-faced crib block, 31 feet 4 inches long, 21 feet 4 inches wide and 12 feet high, standing in 5 feet of water. The approaches are of different natures and dimensions as follows : — At Corbin's: 13 feet wide and 148 feet long, of which 108 is stone and 40 feet crib and span. At Rodier's: 13 feet wide, 120 feet long, formed of three cribs and spans. At Rivet's : 30 feet wide, all stone, with slopes 1 in 1 and 104 feet long. At Labelle's: 13 feet wide and 58 feet long, formed of one 20-foot span and 38 feet stone. At Laroche's: 13 feet wide and 12 feet long span. During 1903-4, the sum of $2,017.22 was expended. During 1904-5, the wharfs were completed with a further outlay of $2,137.20. In January last, a sixth wharf was built at the head of Lake Grand Xominigue, some seven acres east of the swing bridge and immediately opposite the Villa Belle- vue. The headblock is of the same construction and dimensions as former ones, but only 10 feet high, standing in 4£ feet of water. The 12-foot approach is formed of two cribs, 12 by 9 feet, with 20-foot spans, making approach 5S feet long. End of approach 125 feet from King's highway. Cost, $652.39. NOTRE DAME DU PORTAGE. On the south shore of the St. Lawrence, six miles west of River du Loup, in the county of Temiscouata, is situated the village of Notre Dame du Portage; the place iv REPORT OF THE CHIEF ENGINEER 105 SESSIONAL PAPER No. 19 is much resorted to by tourists in summer. Spring tides rise 19 feet; neaps, 13 feet. During the year 1905, the construction of the wharf, which was begun in 1904, was continued ; a length of 325 feet was completed and the expenditure for that year amounted to $4,999.27. During the fiscal year 1906-7, an addition, 75 feet long, 28 feet wide by a height of 23 feet was constructed; the work is close-faced, with upright posts every 20 feet, screw bolted to the face-timbers, with a batter of J in 12. The approach to the wharf, 60 feet in length, which was formerly built with stone, and ihad proved defective to stand the action of the waves, was rebuilt with cedar crib work filled with stone. The width of the wharf from the shore end, being only 20 feet, a handrail was placed on the east side, on a length of 400 feet. The work was done by day labour, during the months of July, August and Septem- ber. Amount expended during the year, $5,799.50. PERCE. Perce, the county town of Gaspe, is situated on the Gulf St. Lawrence, thirty-six miles from Gaspe basin. On October 3, 1904, a contract was entered into with M. M. Lyons & White for the building of an extension of 150 feet to the northeast pier. As the old pier had settled from 9 inches to over 2 feet in places, it was decided to level it and to bring the new work to the same height. Total expenditure during 1906-7, $12,994. PETIT CAP. A sum of $100 was spent for removal of rocks. PHILIPSBURG. Philipsburg is an incorporated village in Missisquoi county, on the east shore of Missisquoi bay, two miles from St. Armand station. It is a port of entiy. In July, 1895, a contract was entered into for the construction of a wharf at this place. It was completed in 1S97, at a cost of $11,142.89, the municipality having con- tributed $4,000 of above. It consists of a close-faced crib headblock 120 feet long and 25 foet wide, of trestle work approach 296 feet long and 30 feet wide, and of a stone and earth embankment 285 feet long and 30 feet wide at top with side slopes of 1* to 1. The outer face of breakwater is 174 feet high sunk in 7£ feet of water at low level. In April, 1897, the embankment was considerably damaged by ice. It was re- paired in July following, including the refilling with stone of the ballast chambers along outer face of headblock. Total cost, $711.79. During April and May, 1903, the flooring of part of the headblock and approach was renewed. Some repairs were also made to the front sheathing and to the stone embankment, at a total cost of $580.67. In 1903-4 minor repairs cost $15.19. In the spring of 1905, the headblock was slightly damaged by ice. Repairs were made in August and September following at a cost of $339.83. On February 7 last, repairs to the flooring, not done the preceding year, were begun and about one-half completed on March 31. POIXTE A ELIE. Pointe a Elie is the extreme southeasterly point of Albright island, two miles east of the House Harbour Catholic church. The steamer Amelia calls at Pointe a Elie for mails and freight, and for shelter during the northeasterly gales. 106 DEJ'AJn MKXT OF I'l BLlr WOh'Ks vi 7-8 EDWARD VII.. A. 1908 The construction of a landing pier and a breakwater will give here the best of shelter for all storms, and especially from easterly gales that prevail in the spring. During the fiscal year 1902-3, a length of 115 feet by 22i feet wide of the pier proper was built; 850 feet of roadway, 25 to 50 feet wide, and of an average height of 9 feet, was also built of stone with a timber facing held in place by walings, posts and cross-ties. During the fiscal year 1903-4, 195 feet by 24£ wide was built. During the fiscal year 1904-5, a crib of 100 feet long by 26 feet wide was built up to 18 inches above low water level and secured into position. During the winter, 1904-5, the last crib built up to 18 inches above low water mark * suffered greatly through ice and heavy storms, the top timbers were carried away and a large part of the stone ballast thrown out. The services of a diver were required for a full month, to gather the stone ballast around the pier and help in the reconstruction of the part of the pier under low water mark. During the last fiscal year the 100-foot crib commenced, was placed into position and completed and a new crib 100 feet was built ashore and the roadway widened in places by blasting and removing solid rock. Spring tides rise 4 feet; neap tides, 2 feet. The expenditure during the last fiscal year was $7,031.10. POEN'TE AUX ESQUIMAUX. Pointe aux Esquimaux, in the united counties of Chicoutimi and Saguenay, is situated on the northern shore of the St. Lawrence, 525 miles below Quebec. Pointe aux Esquimaux is the chef -lieu of the north shore and most important trading post of that region for the traffic of fur, fish and oil. The wharf purchased by the government in 1895 had, a length of 125 feet and a width of 30 feet. In 1895-6, it was lengthened 60 feet by the construction of a block, 30 by 30 feet and 32 feet in height, connected with the old work by a platform 30 feet in length. Amount expended, $4,028.43. During the year 1902-3, a block, 30 by 30 feet and 50 feet high, in 41 feet of water, Avas built 15 feet from the outer end of the wharf and connected thereto by stringers, 10 by 12 inches, and 3-inch tamarack deals. Expenditure, $1,633.78. During the fiscal year 1903-4, a crib, 30 by 30 feet, was built and sunk alongside of the work built in 1903. As the new work is expected to settle to a certain extent, its top was only finished in a temporary manner. Expenditure, $5,099.93. During the year 1904-5, the pier was completed and superstructure of the pier built in 1902-3 was raised and completed. The wharf is now 213 feet by a width of 30 and 40 feet, with one outer block, 30 feet in length, 68 feet in width and 50 feet in height, and there is a depth of 40 feet of water at low water spring tides. The shed, which was an obstruction on the wharf, was removed to the side and repaired. Ex- penditure, ,$1,717.30. During the fiscal year 1906-7, a portion of the shed, after being removed, was planked with 3-inch spruce and the flooring repaired. Expenditure, $572.07. POINTE VALOIS. Pointe a. Valois, county of Yaudreuil, is situated on the south shore of Lake of Two Mountains, four and a half miles west of the village of Yaudreuil, and two and a half miles east of Como. In 1S89-90, the old pier at this. place, measuring about 80 feet by 16 feet with the headbloek of 45 feet by 20 feet and right of way thereto, was purchased from Chs. Yalois for the sum of $690. During the fiscal years 1890-1-2, the original pier was extended by adding, at the outer end, a block of ballasted cribwork, 135 feet long by 21 feet wide, with a return iv REPORT OF THE CHIEF ENGINEER 107 SESSIONAL PAPER No. 19 to the eastward 55 feet by 25 feet; the total length of the work from the shore being thus increased to 235 feet. The depth of water available at the outer ,end of the wharf is now 6% feet at low water. During the fiscal year 1896-7, a sum of $210.72 was, applied in effecting general repairs on this wharf. In 1899, general repairs were made for a sum of $104.97. During the fiscal year 1900-1, more extensive repairs were made at a cost of $805.60. During the spring of 1905, the headblock and stone approach were slightly dam- aged by ice and repaired at accost of $204.71. In Hay and June, 1906, considerable improvements were made to. the approach ; the 20-foot span connecting said approach raised 1 foot and topped with a layer of gravel and small broken stone; a substantial guard-railing composed of 8-inch cedar posts every 10 feet and li-inch iron pipes, completed the repairs at a total cost of $600. , During last autumn, the whole headblock was razed to low water level and en- tirely rebuilt at a cost of $964.95. PORTXEUF. Portneuf is a village, in Saguenay county, situated on the north shore of the St. Lawrence, about fifty miles below Tadousac. During the session of parliament 1903-4, an amount of $1,000 was voted for the construction of a wharf in the bay. Work was commenced, and a pier, 40 by 20, was sunk in 7 feet of water. When completed, the work will consist in a wharf of 160 feet in length, built in two piers and an abutment. The outside pier will be an ' L,' 40 feet in length by 20 feet and 60 feet in width ; the outer pier will be 20 by 20, the abutment, 40 by 20, with a space of 25 feet between the abutment and each pier. Amount expended $1,000.14. During the year 1905-6, the work done was the continuation of the wharf; the abutment, 40 by 20, two piers, 20 by 20, and a portion of the outside pier were built. The work is of round logs, corbels and stringers 12 by 12, surrounded with fenders; a portion of the planking is done with 3-inch spruce deals. Expenditure $3,999.84. During the fiscal year 1906-7, the wharf was completed, except a very small por- tion of the sheathing. Amount of expenditure, $2,983.44. QUEBEC HARBOUR. In order to afford more accommodation for large ocean steamers to land immi- grants and general freight in the harbour of Quebec, the department decided, in 1902, to build an extension in a northerly direction, to the breakwater built many years ago on the river front of this harbour. The total length of the extension is 1,460 feet, which, with the 800 feet of the old work, will form four berths for the largest steamers ; a return of 200 feet is also to be built at the lower end of the work. The work consists of timber cribwork, 46 feet 6 inches wide at the base, 21 feet wide at the top, filled with stone ballast, and built to a height of 3 feet above low water spring tides, the cribs are founded on a bed of rubble stone 4 feet in thickness deposited on the sand bottom previously dredged to a depth of 46 feet at low water spring tides, leaving an available depth of 42 feet at the outer face of the cribs. From the level of 3 feet above low water spring tides, the superstructure, 21 feet in height, is built of concrete, 16 feet wide at the base, 4 feet wide at top and stands 6 feet above high water spring tides; the back of the cribs and concrete superstruc- ture is filled with earth for a width of 150 feet from the outer face of the concrete superstructure, forming an embankment which will increase the available top area by over 300,000 superficial feet. 108 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 The work is being carried on under four different contracts with E. Dussault & Co., of Levis, Que., for the total sum of $770,389.75. The first contract was signed on May 8, 1903, and the last on March 30, 1906; work was commenced in May, 1903. At the end of fiscal year ending June 30, 1906, the work had been completed over a length of 960 feet, including the back earth filling and the amount then expended was $434,221.87 During the fiscal year, 1906-7, the crib seats were dredged out, the rubble stone deposited and the cribs were Slink over a length of 500 feet, the last crib also included 82 feet of the 200 feet return work, all the cribs were fully ballasted and the back filling brought up to the level of the top of the cribs, being a height of 45 feet from bottom. The new work is now partly utilized for landing passengers and freight, by the Empress steamers of Canadian Pacific Steamship Company. The amount expended on this work, including dredging, during the fiscal year ending March 31, 1907, was $151,404.97. The total amount expended since the beginning of the work is $578,239.22. REPENTIGNY. Repentigny is a post village in L'Assomption county, on the St. Lawrence, two miles from St. Paul FErmite, on the Great Northern, and seventeen miles northeast of Montreal. In August, 1904, a contract was entered into with Lachance Brothers, of Ottawa, for the construction of a wharf, opposite the Juneau property, about % mile from the village, for the sum of $10,975. It called for the building: — 1. Of a close-faced crib headblock, 73 feet 6 inches long by 40 feet wide, standing 19 feet high in 7 feet 3 inches of water; 2. Of a close-faced crib approach, adjoining headblock, of a length of 230 feet and a width of 16 feet ; 3. Of a stone approach, 435 feet long and 18 feet wide at top, with slopes of 1 in 1 on both sides, the whole forming a length of 705 feet. In order to place the proposed wharf the nearest possible to the centre of the village, a change of site was decided and that opposite the Telesphore Thouin property chosen, thereby lengthening the stone approach from 435 feet to 748 feet, and the whole structure from 705 to 1,018 feet, but without modifying in any way its other dimensions. A further arrangement was made in December with the contractors, whereby they agreed to the change at an extra of $5,039 above original contract price. A right of way, 620 feet and 50 feet wide, was bought from Mr. Thouin at a cost of $100. Work was begun early in January, 1905, and suspended on account of high water at the end of March of the same year. The stone approach was then two-third com- pleted and the cribwork approach built to a mean height of 6 feet and fully ballasted. Expenditure during 1904-5 was $6,498.95. Construction was renewed in September following. At the end of June,' T906, the crib headblock and crib approach were completed, except the last two tiers and the flooring. Some 60 toises of stone and riprapping on both sides would complete the stone approach. Expenditure during 1905-6, $5,530.50. At the end of fiscal year 1906-7, about ninety-two per cent of the work had been done. Expenditure during last fiscal year, $5,079. BIMOUSKI. The town of Pimouski, in the county of the same name, is situated on the south shore of the St. Lawrence, 180 miles below Quebec, its population is about 3,500 iv REPORT OF TEE CEIEF ENGINEER 109 SESSIONAL PAPER No. 19 inhabitants. It is an important station of the Intercolonial railway. It is also the place where the royal mails are transferred from steamers to the railway. Spring tides rise 15 feet; neaps, 9 feet. The widening, repairing and other works of improvement, undertaken at the Rimouski wharf, in May, 1904, and carried through the year 1906, were continued during the nine months ended March 31, 190 J. The main body of the wharf was widened on a further length of 132 feet, by the addition of two cribs, 60 by 20 by 32; these cribs were completed and sheathed with elm 6 inches. The wharf is now 40 feet wide upon a length of 958 feet from the inner end. On the new part of the wharf, the top planking was laid on a surface of 9,125 square feet, with spruce deals 3 inches thick. The planking, stringers course of ties have been renewed on a length of 425 feet, on the old part of the wharf. A surface of 4,640 square. feet, upon the head of the wharf, was raised 5 feet; all cross-ties, stringers and planking being renewed. Seventy-five pine sheet piles, 40 feet long, and 10 by 10 inches, were placed along the outer face of the head of the wharf and sunk 15 feet into the bottom. Elm sheet piles 6 inches thick have also been placed along the eastern face of the wharf, on the length of 140 feet and driven 8 feet through the bottom, and 22 mooring posts were renewed. Minor repairs and dredging were also performed. These works have been done by day labour at the cost of $38,474.11. RIMOUSKI RIVER. The Rimouski river empties into the St. Lawrence, at about three-quarter miles from the church of the town of Rimouski. A very large quantity of logs are driven down the river every spring. The firm of Price & Co. operate an extensive saw-mill at the place and also a pulp mill, which is built a few miles up the river.. Both the lumber and the pulp are loaded in steamers through lighters. Wharfs are built at the mouth of the river, but a considerable amount of tide is necessary to allow boats to draw near. During the months of July, August and Sep- tember, work was done to improve the channel. Much blasting has been performed and a large quantity of boulders and other scattered rocks were broken and removed. During the period of extreme low water, hand dredging was done to lower the shoals and to widen the 'entrance. RIVIERE A LA PIPE (OR ST. HENRI DE TAILLON). Riviere a la Pipe is a small village situated on the north shore of Lake St. John, at the mouth of the river of the same name, seven miles north of Grande Decharge. The wharf is situated at a point of lot No. 118, township Taillon, about one mile westward of Riviere a la Pipe. It is built in a southerly direction, for a length of 214 feet and a width of 25 feet, and extends to 4 feet depth of water at ordinary low water. It was built of close-faced cribwork up to 18 feet, "during the year 1897-8, and will stand 25 feet high, when completed. The Quebec government has built a good road from the public road to the present wharf, a distance of two miles. During the year 1899, an addition, 50 feet long, 30 feet wide, was built at the outer end of the wharf, to facilitate the approach. During the year 1900, the outer block was raised 5 feet, sheathed for a length of 120 feet and replanked; 35 toises of stone were also placed in the work, at the cost of $999.68. During the year 1904-5, a certain quantity of timber was bought, in view of the extension of the wharf. - Cost, $962.40. The outside pier, which is 30 by 50 feet, was unloaded. Amount expended, $332.02. 110 DEPARTMENT OF PUBLIC W0BK8 [v 7-8 EDWARD VII., A. 1908 During the year 1905-6, the pier, 30 by 50 feet, was removed and placed at a dis- tance of 219 feet from the old wharf, to form the outer end. Two cribs, 20 by 25, were built open-faced, at 30 feet from the old work and 25 feet apart. Amount expended, $3,684.69. During the fiscal year 1906-7, one of the two piers, having been moved by ice, had to be partly rebuilt; a damaged portion of the wharf near shore end, 30 feet in length, was also repaired. A third pier was built and the superstructure over the two first was constructed; corbels and stringers, 12 by 12, were laid, and planking was made of 3-inch spruce deals. The three piers, the shore end and the pier removed last year were fully ballasted with stone. A certain quantity of timber and stone is on hand to continue the work. Amount expended during the year, $2,981.06. RIVIERE AU RENARD. Riviere au Renard is one of the most ancient settlements in the county of Gaspe. It is the first important fishing station and business place met with proceeding from Gaspe Basin along the south shore up the St. Lawrence. The population is estimated at 1,700. A small landing pier was constructed in 1895-6. In 1899-1900 the sum of $870.51 was expended for materials, such as timber, iron, plant, tools, freight, &c, to- wards the construction of a landing pier and breakwater. During the fiscal year 1900-1, the sum of $2,013.36 was expended in purchasing additional timber. Work was started in May, and on June 30, 190 feet of close-faced cribwork 5£ feet high, 28 feet wide at bottom and fully ballasted, was in place. On June 2, 1903, a contract was entered into for the building of an additional length of 600 feet. The work was completed during the last fiscal year. Expenditure in 1906-7, $5,423.50. RIVIERE BLANCHE. The village of Riviere Blanche or St. Ulric de Matane, county of Bimouski, is on the south shore of the St. Lawrance, twenty-one miles east of Metis and nine miles west of Matane. Spring tides rise 14 feet; neaps, 8 feet. During the fiscal year ended March 31, 1907, the wharf was sheathed with hard- wood planks 6 inches thick, upon a length of 53 feet by a height of 10 feet on the northerly side; 44 by 19:6 feet on the south side, and 27 by 19 by 19 feet on the east side. The top planking on the head of the wharf was renewed, on a surface of 3,700 square feet, with 3 inches thick spruce deals. A middle pathway, 7 feet wide, has been placed upon a length of 460 feet. Two hundred and forty-four feet of cappings were renewed and three ladders have been placed where needed. Total expenditure in 1906-7, $1,499.97. RIVIERE DES QUINZE. This river flows into the northeast extremity of Lake Timiskaming, just east of the Ontario boundary. There are several timber cribs for the purpose of booming the logs before entering the lake. One of the channel piers was burnt and its stone fill- ing became a menace to navigation. ' On October 31, 1906, that stone was removed to an adjacent pier, by the snag- plant, which also removed, the next day, four snags obstructing the channel. This work was done under the Blanche river appropriation, at a cost of some $50, when plant was being moved into winter quarters, at the foot of the lake. iv REPORT OF THE CHIEF EXGIXEER 111 SESSIONAL PAPER No. 19 RIVIERE DU LIEVRE LOCK. This lock is situated at Poupore, on Riviere du Lievre, twelve miles above Buck- ingham, in the county of Labelle. It was built to overcome the little rapids at that place and to drown the long rapids, seven miles farther up the river, thus giving a con- tinuous stretch of navigation as far as High Falls, a total distance of nineteen and a half miles ; this waterway is indispens-ible to the settlers of the upper part of the Lievre, who have no railway accommodation and only a poor highway, opened some few years ago. Various amounts aggregating $10,053.68 were expended from 1881 to 1SS7 in im- proving the river, through both rapids to High Falls. Navigation still remaining un- satisfactory, it was decided to build a lock and dam. Construction started in 1887, and was completed on April 19, 1892, when the first boat was locked through. The cost of the construction amounted to $233,658.65. Owing to the flooding of land caused by the construction of the dam, amounts aggregating $4,752.74 were paid as damages. (For further particulars of construction, see report for fiscal year 1899- 1900.) During the year 1893-4, the sum of $1,244.94 was expended in removing boulders obstructing the channel through Long Rapids. In the autumn of 1903, this channel was further improved by removing thirty-five boulders, varying in size from 10 to 90 cubic feet, at a cost of $880. In the month of April, 1900, a landslide from the east bank of the river, one and a half miles below the lock, deposited some three acres of land and vegetation. The water- way was completely obstructed for a short time, until a new channel was scoured out in the west bank of the river, but not of sufficient depth for the steamers plying these waters. A channel, 60 feet wide and 6 feet deep was made by digging out the earth, and trees, at a cost of $2,259.05. On October 11, 1903, an extensive landslide destroyed about 100 acres of land under cultivation, farm houses, outbuildngs &c, on the west bank of the Lievre, just below the lock and dam. The immediate effect of this cataclysm was to completely choke the river for several hours, backing the water until the increased head caused the scouring of channels, through the clay which filled the river bed on a distance of one mile below the dam. Upstream, the energy of the flowing clay was expended in destroying the superstructure of the dam and jamming the lock gates, filling with de- bris the lock chamber and river bed to a point 700 feet above the dam. A portage road, one and half miles long (including one half mile of public high- way) and freight sheds above and below the obstructed channel, were built in the au- tumn of 1903, and the congested traffic was controlled by establishing regular portag- ing, at a cost of $3,641.66. This service considerably raised the average cost of main- tenance through the navigation seasons of 1904-5-6. The dam, log slide, retaining walls, training dikes, boom piers and booms have since been replaced or reconstructed at a cost of $63,732.06. The total cost of maintenance to March 31, 1907, since formal opening of lock in 1892, amounts to $28,999.27 and the cost of ordinary repairs and improvements to March 31, 1907, was $13,079.76. (For further particulars of recon- struction on account of landslide, see report for fiscal year 1905-6.) A dredge was built in 1896, at a cost of $21,599.98, also two dump scows, a coal scow and a wood scow, costing respectively $3,900, $3,623.23 and $1,150. In the au- tumn of 1906, this plant improved navigation over a distance of some 3,000 feet through the clay deposit, resulting from the landslide of 1903, at a cost of $3,029.56. 112 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Expenditures summarized: Removing obstructions Construction, lock and dam. . Claims for damages Repairs and improvements . . . Maintenance Reconstruction, dam, piers &c New dredging plant Dredging 1906-7 To Date $■ 565 10 4,455 49 5,002 86 3,029 56 $ 14,437 67 233,658 65 4,752 74 13,079 76 28,999 27 63,732 06 30,273 20 3,029 56 Total expenditures $13,053 01 $391,962 91 RIVIERE DU LOUP. Riviere du Loup, or the town of Fraserville, is chef-lieu of the county of Temis- couata. It is situated on the south shore of the St. Lawrence, 114 miles below Quebec. It is a thriving little town of over 4,000 inhabitants, which contains several manu- factories, including two pulp mills. The Riviere du Loup point, where the wharf is located, is distant two and a half miles from the village. It is one of the best known and most frequented summer resorts of the St. Lawrence. Spring tides rise 19 feet; neaps, 12 feet. Owing to the action of the ice and waves, and the considerable wear and tear due to the heavy lumber traffic, annual repairs are required on that wharf. During the nine months of the fiscal year ended March 31, 1907, the following works were performed : — The trestle work, supporting the railway track on the wharf, being considered un- safe to carry the weights of trains, was demolished on a length of 775 feet, and rebuilt with pitch pine 12 by 12 inches; the mean weight of the trestle being 3 feet, a new planking was laid on the top of it. , Eighty spruce fenders, 10 by 8 inches and 25 feet long, were placed along the eastern face of the wharf. A surface of 8,750 square feet of the face timbers has been sheathed with spruce 5 inches thick, and 3,500 square feet sheathed with black birch 6 inches in thickness; the hardwood sheathing of the outer face was also repaired. At the shore end, on the north side, the face timbers have been renewed with cedar, on a length of 70 feet and a height of 5 feet. The stairway, on the east side, near the outer end, was entirely renewed, and the slip, on the inner side of the head of the wharf, has also been repaired. Lastly, the pavement on a surface of 2,500 square feet was renewed. The work was done by day labour at a cost of $3,741.04. Riviere Godfroye is a small river in Nicolet county, rising in the seigniory of Roque Taillade and flowing into the St. Lawrence through the parish of St. Gregoire, opposite Three Rivers. On June 11, 1906, a contract was entered into with Mr. John O'Shaughnessy, of Nicolet, for the construction of a landing pier, at the entrance of the river, the con- tract price being $4,200. _ It called for the construction of: — (a) A pile headblock, 32 feet 3 inches wide, formed of two portions, one measur- ing 60 feet 6 inches also on the outside face, the two making an angle of 125 degrees. (fc) A stone approach, 611 feet long, 16 feet wide clear at top with slopes on both sides, said approach making an angle of 25 degrees with the longer face of headblock. The whole structure standing 11 feet 3 inches above low water level. Work was begun in July and completed August 18 following. RIVIERE GODFROYE. iv REPORT OF THE CHIEF ENGINEER 113 SESSIONAL PAPER No. 19 A small extra of $75 was allowed the contractor for the construction of a small low water stone slip on the upstream extremity of wharf and approach. Total ex- penditure, $4,410. RIVIERE JESUS, AT ST. EUSTACHE. St. Eustache is an incorporated village in Two Mountains county, on the Cana- dian Pacific Railway and on Riviere Jesus, some seven miles southwest of Ste. The- rese, or twelve miles west of Montreal. The channel between St. Eustache and Ste. Rose, some seven miles downstream, being partly obstructed by boulder?:, these were removed in September last and a few beacons, about ten, were placed at different places, as an aid to navigation. Expendi- ture, $8,321.11. RIVER NICOLET. River Nicolet rises in Lake Nicolet, Wolfe county, and falls into Lake St. Peter three miles below Nicolet, in Nicolet county. Length, sixty miles. It is a rapid stream, but navigable to some distance above the town. In order to protect the schooners loading in the harbour from the force of 6torms on Lake St. Peter, a jetty was commenced in 1881 and added to every successive year. It was originally 3,500 feet long, made of two rows of close piles, 13 feet distant, and filled with stone. It stood four feet above low water with an average height of 5i feet. In 1891, some piling was done, making jetty 3,762 feet long. Dredging in the river and repairs to the jetty were done yearly at a cost as fol- lows : — Year 1882 to June 30, 1900, construction, repairs and dredging $148,780 54 " 1900-1, dredging and repairs 7,489 19 " 1901-2, dredging and repairs 4,795 88 " 1902-3, dredging 3,999 27 " 1903-4, dredging 11,723 81 " 1904-5, construction, repairs, dredging 10,320 53 " 1905-6, repairs and dredging 9,483 40 " 1906-7, repairs and exclusive of dredging 5,002 75 Total to March, 31, 1907 $201,595 37 ( Out of the expenditure 1904-5, a small wharf was built during February and March, along the river about 1£ miles from Nicolet and opposite the old Ball mills. It was made of close-faced stone filled crib block, 80 feet long, including ice breaker, inclined lk in 1 and 31 feet wide. A right of way to above wharf, 250 feet long and 80 feet wide, was purchased from Mr. C. Proulx, at a cost of $400. Total cost of wharf and right of way, $3,303.06. In 1905-6, the repairs to jetty were made in June, July and August, 1905, and June, 1906. Eor a length of 1,800, the jetty was raised, with stone, 2 feet on its whole width of 13 feet and for another 1,800 feet, it was protected on upstream side by a stone icebreaker, inclined 2 in 1 with an 8-foot base. Some further protection filling was done at the outside end for a length of about 100 feet. From August to the end of October last, some 3,000 cubic yards of stone were placed all along the jetty. Done by day labour. Expenditure in 1906-7, $6,330.65. RIVIERE OUELLE. The pier is situated at Pointe aux Orignaux, five miles distant from the village of Riviere Ouelle, in the county of Kamouraska, on the south shore of the St. Lawrence, opposite Murray Bay, on the north shore. 19— iv— S 4 DEPAL'TM EXT Of 1'1'HLIC Mol,'h'.< iv 7-8 EDWARD VII., A. 1908 A branch of the Intercolonial railway built from Riviere Ouelle station to the outer end of the wharf, bears trains connecting with a steamer which crosses the St. Lawrence, several times a clay during the summer season, calling at Murray Bay and other places on the north shore. In winter the service is also daily. Spring tides rise 20 feet; neaps, 12 feet. During the fiscal year the work done by day labour consisted in renewing the hardwood sheathing: 31,438 feet, B.M., of black birch, 6 inches thick and 18,194 feet of tamarack, 3 inches in thickness were used to renew the sheathing on both sides of the wharf. Five ladders were placed where needed. On January 5, 1906, a contract was awarded for the construction of a spur at the western end of the head of the pier; the work was carried out^and nearly completed during the nine months of the fiscal year ended March 31, 1907. The crib is 50 feet long, 33 feet wide and 41 feet high ; it is built of round tim- bers, 13 inches in diameter at the small end ; from the level of 3 feet below low water spring tides, the sides and outer end are sheathed with concrete 18 inches in thickness, moulded with a batter of 1^ in 12. The work is intended to afford protection against ice for the ferry boat when standing at the outer end. The contract price is $7,745. The total expenditure for the fiscal year was $10,356.87. RIVER RICHELIEU, ICE PIERS (At ST. JOHN'S). St. John's, the chef lieu of the united counties of St. John's and Iberville, is situ- ated on the Riqhelieu river, twenty-seven miles southeast of Montreal. In order to give much needed assistance to boats passing through the swing span of the Vermont Central Railway bridge, a boom was constructed. It has a length of 350 feet by a width of 4 feet, and is moored to clusters of six piles each, driven 15 feet into the ground, every 50 feet, except the upstream cluster, which has ten piles and is protected against the ice by a steel plate, 6 feet by 6 feet, ^-inch thick. The piles of each cluster are well secured together by bolts. The boom stands in 9 feet of water at extreme low water level, and in 14 feet at extreme high water level. The timber used is 12 by 12-inch hemlock for the booms, and round pine and oak, 14 inches at butt end, for the piles. The work was commenced in November, 1900, and completed in April, 1901, at a cost of $1,504.45. In 1902-3 minor repairs cost $8.73. During the spring of 1904, the head and two intermediate clusters of piles were broken by the ice, and the boom was also much damaged. A close-faced cribwork ice- breaker, 20 by 12 feet and 18 feet high was built in place of the head cluster of piles to moor the bottom ; the two broken clusters of piles were renewed, the boom was re- paired and sheathed diagonally with 3-inch pine deals. The work was carried out by day labour at a cost of $1,259.88. In 1904-5 minor repairs to piles and boom cost $206.64. In March last, the fourth ice pier was also entirely rebuilt in close-faced cribwork, properly ballasted with stone. The pier is 12 feet by 16 feet for a height of 10£ feet from bottom, and 3 feet 9 inches by 12 feet at top, the upstream face being slanted 1J in 1, sheathed with 8-inch spruce and covered at corners with |-inch steel plates. Expenditure in 1906-7, $767.36. RIVER ST. FRAXCIS (AT RICHMOND). Richmond, an incorporated town in Richmond county, is situated on the St. Francis river, it is a station on the Grand Trunk Railway, and is seventy-six miles from Montreal. It is connected with Melbourne, on the opposite side of the river by a municipal iron bridge. During the spring freshets, almost every year, the town of Richmond is flooded to a height of 5 or 6 feet owing to ice-jams formed in tbe River St. Francis, at a iv REPORT OF THE CHIEF EXGIXEER 115 SESSIONAL PAPER No. 19 place called ' the Xarrows.' In order to prevent the occurrence of the ice-jams and the consequent floods, which have caused considerable damages in past years, it was de- cided to build four ice-breakers, three above 'the Narrows' and one above and oppo- site the pier of the municipal bridge. In December, 1902, a contract was entered into with Mr. Ross, of Richmond, for the construction of the four ice-breakers, for the sum of $10,317. The work was commenced in February, 1903, and completed in De- cember the same year. Later, it was decided to build four additional ice-piers, 150 feet above a dam, in the St. Francis river, about ten acres upstream of the bridge. The object of those ice- piers is to retain the ice which runs over the dam during the winter and forms a large accumulation of ice a few hundred feet below the said dam, and contributes largely to the spring floods. To that effect an agreement was entered into with the contractor, September 28, 1903, for the construction of four additional ice-piers of closed-faced cribwork, 18 by 12 feet to a height of 2 feet above the level of the water, fully ballasted, for the sum of $4,000. The work was completed in December the same year. In June, 1904, the slanting faces of the four ice-breakers were sheathed with ft- inch steel plates, and the upstream corners of the four ice-piers above the dam, shea- thed with ;£-inch steel plates at a cost of $628.91. During March last, the three piers above the ' Narrows ' were resheathed on north- east side with 3-inch pine planks and reinforced on the southwest side with some 260 cubic yards of stone. Nine £-inch steel plates to protect these piers were bought but could not be put in place on account of the high level of the water. Expenditure, including dredging, in 1906-7, $11,154.88. RIVER ST. LOUIS. Improvements near St. Louis de Gonzague. St. Louis de Gonzague is a post village in Beauharnois county, on the Grand Trunk Railway, ten miles from Beauharnois and thirty-five miles southwest of Mont- real. During the spring high water, the River St. Louis spreads over the farming lands from the canal feeder to the village of St. Louis de Gonzaque, a d' stance of about seven miles, and thus causes considerable damage. During the summer, the river often overflows after a heavy rain storm, and extensive fields of promising crops have been entirely lost. Surveys of the river were made in November, 1903, and October, 1904. It was found that from the village of St. Louis de Gonzague to a distance of 2J miles up- stream, several little rapids give a total fall of 6 feet. Above the canal feeder, the fall is about 1 foot per mile. By proper deepening of the river bed and straigthening of certain curves, the waters should be lowered some 4 feet, which would amply be sufficient to protect the farmers along the banks. To this effect, a small dredge was built during the winter of 1903-4 and placed in operation in October, 1904. At the end of June, 1905, a cut had been made through a point known as Sim- mon's, a 28-foot long and 12-foot wide steel span composed of 4 fifteen-inch 42 pounds I beams with 8-inch channel conections, had been erected in order not to interfere with the roadway, and the necessary dynamiting and dredging through hard-pan and large boulders up to half way through the lower rapid about 1,000 feet from Simmon's mill. The total expenditure 1904-5, including dredge operating staff, but exclusive of cost of dredge, was $6,407.28. During 1905-6, some 5,000 cubic yards of rock and hard-pan was blasted and removed in the making of a cut 700 feet long, 40 feet wide and of an average depth of 5 feet. General dredging including that of blasted materials was done for a length 19— iv— 8i 116 m:r \rtmext of public works iv 7-8 EDWARD VII., A. 1908 of about 1,500 feet. Expenditure during year was $7,101.74. The dredging an 1 Hasting was continued in July last and suspended in October, to be resumed with next year's appropriation. Besides, the regulating gates of the canal feeder being found in a dangerous state of decay, work of reconstruction was begun in September and com- pleted in the middle of October last. The new f-inch steel gates, 4 in number, 8$ feet high and 4 feet wide, rest on a skeleton of concrete mixed 1 :3 :5 and properly reinforced with li-inch iron bars embedded horizontally and vertically. The doors are lifted, sliding on copper grooves, by 2-inch iron screws turned by wheel handle. The top of gates used as a highway bridge, the flooring being concrete, 22 by 22 feet and from 18 to 24 inches thick. The retaining walls on both sides are 2 feet thick at bottom, 18 inches at top, with 45 degrees return wings and a handlaid stone backing. The whole structure rests on a 1 foot concrete platform 28 by 24 feet and stands, from under said platform to top of flooring, from 14 to 14J feet high. Expenditure for fiscal year 1906-7, $7,147.38 RIVIERE VERTE (GREEN RIVER). Green river, which flows through the parish of Isle Verte, empties into the St. Lawrence, about | of a mile west of Isle Verte church. During spring freshets, this river is liable to cause considerable damage by flooding the mills, scouring and dis- integrating the land of the riparian properties. In order to prevent further damage, or at least, to reduce it to the lowest possible amount, it was decided to improve the channel of the river, to facilitate the water- flow in the spring. To that effect the following works were performed: — A new channel, 800 feet long, 20 feet wide, was opened on the west side of the river; a dike 200 feet in length, 8 feet high, with widths of 16 feet in the base and 8 feet at the top, was built of open-faced cribwork, filled with stone, with a water-tight sheathing in front. These works were done during the months of November, 1903, and May and June, 1904. The amount expended was $3,698. The work was continued during the year 1904-5, a second cribwork dike was com- menced on the east side of the river, and a length of 275 feet 'was constructed; it had widths of 10 and 20 feet at the top and bottom respectively and a mean height of 10 feet; the rear side was vertical and the front inclined 1 in 1. The amount expended during that year was $5,499.61. A large quantity of tim- ber, left on the site and paid for, was available for further works. During the year 1905-6, the work was resumed and completed; the dike on the east side of the river was extended by the construction of a section 265 feet long; the whole length of this dike being now 520 feet. The main channel of the river was widened and deepened on a length of 800 feet. The whole work was done by day labour. The expenditure for that fiscal year was $5,800.49. The cribwork dike built in 1904, on the west side of the river, having proved not high enough, it became expedient to raise it. During the fiscal year of 1906-7, this dike which is 220 feet long, was raised 3 feet; its total height being now 13 feet. It is expected in its present state, to afford the protection and meet the requirements for which it has been designed. Expenditure during last fiscal year, $999.75. ROBERVAL. The town of Eoberval, in the county of Chicoutimi, is built on the east side of the River Ouitchouani'sh, near its mouth, on the south shore of Lake St. John and 200 miles east of Quebec. It is the northern terminus of the Eoberval branch of the Quebec and Lake St. John Railway. iv REPORT OF TEE CEIEF EXCISE ER 117 SESSIONAL PAPER No. 19 In 1892-3, the department purchased from Mr. H. G. B. Beemer, for the sum of $750, together with right of way to the public road, an isolated block of cribwork, 75 feet long by 30 feet, at the mouth of the river, 425 feet from the shore of the lake. During 1892-3 and 1893-4, this block was connected with the shore by means of an approach, 425 feet long by 25 feet wide, at a cost of $5,469.06. In 1894-5, a headblock, parallel with the shore, 50 feet by 30 and 30 feet in height, with a slip at the outer end, was added, and the entrance to the harbour was deepened and widened. The cost of this work was $4,200.41. This pier, as completed in 1895, was 500 feet long and 25 feet wide generally, with the exception of the headblock, which measures 50 feet by 30, and has 8 feet of water along its face, at low water, and 19 feet, at high water, during the season of naviga- tion. During the year 1896-7, a combined freight and shelter shed, 45 by 24 feet, wa3 erected on the headblock at an expense of $425.98. In 1899, the wharf was destroyed by fire and rebuilt in 1900-1, for a length of 500 feet, a width of 30 feet and a height of 23 feet ; a waiting room, 15 by 18 feet, and a freight shed, 15 by 28 feet, were erected on the wharf. Amount expended, $9,747.82. During the year 1902-3, the wharf was enlarged on the south side for a length of 60 feet by 15 feet in height; a trestle work was built of spruce timber with four stringers of 12 by 12, ready to receive the sleepers. Amount expended, $4,581.59. During the year 1903-4, the greater portion of the trestle work, done the previous year, was planked with 3-ineh plank; stringers were laid, resting on a cap piece of 12 by 12. The stringers are 10 by 10 inches and covered with planking of 3-inch deals. Amount expended was $625.55. During the year 1905-6, the planking of the trestle work commenced in 1903-4 was 4 completed. Amount expended, $1,002.81. During the fiscal year 1906-7, the planking and the sheathing of the wharf were repaired. Amount expended, $16.88. , During the year, the Quebec and Lake St. John Eailway Company have built a track from the wharf to the main line. SABREVOIS. Sabrevois is a post village in Iberville county, on the Richelieu river,, seven miles south of Iberville. In order to better accommodate the traffic by waterway to and from this place, an old wharf together with a 30-foot right of way from the public road to, the river, a distance of 1,372 feet, was purchased in 1899 from Mr. Wm. Ryan, for the sum of $500. A new structure was immediately begun in February, 1900, by day labour, and com- pleted in November following, at a cost of $6,573. The wharf consists of : — (a) Stone embankment, 200 feet long and 20 feet wide, with scopes of 1 in 1 on both sides. (h) A trestle approach 120 feet long and 24 feet wide. (c) A pile headblock 108 feet long and 30 feet wide, with a cribwork ice-breaker at upstream end. In June, 1902, the sum of $988.07 was expended in,, raising, improving and fencing the roadway. During the early spring of 1903, the roadway, was under water for several days and greatly damaged. From March to June, 1904, the road was raised with stone and gravel 2 to 3 feet for a distance of 500 feet from the wharf and 15 feet at top. Expen- diture, $693.14. In August last, the flooring of the headblock, being in a dangerous state of decay, was partly renewed at a cost of $104.51. 118 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 ST. ALEXIS. St. Alexis, on the south shore of Ha ! Ha ! bay, River Saguenay, is about sixty-three miles from its mouth. ^ In order to accommodate the increasing trade of the locality and afford landing facilities at this place for the steamers frequenting the Saguenay, the sum of $4,000 was appropriated, at the session of parliament of 1898, for the construction of an isolated block. The block is 50 feet long by 25 feet wide and 27 feet high ; the outer end is a dis- tance of 1,446 feet from the high water mark of spring tides. In 1899-1900, two blocks, one 80 feet and the other 68 feet in length, were built from shore in view of connecting the outer block. These blocks are 25 feet wide and 20 feet high at the outer end. Expenditure, $3,999. In 1900-1, an addition of 250 feet long and 25 feet wide was built, at the cost of $4,016.68. During the year 1901-2, an extension to the shore wharf, 150 feet in length, 25 feet wide, was constructed at ,25 feet south of the work commenced in 1898. They are placed from each other at a distance of 25 feet and are 21, 22, 23 feet in height re- spectively. Expenditure, $4,000.01. During the year 1902-3, an extension to the shore wharf, 150 feet in length, .25 feet wide and 21 feet high, at the outer end, was built. Expenditure, $3,994.71. ^ During the year 1903-4, five piers, located 25 feet apart, were built. The first one from the old work is 20 by 35 feet with a landing slip ; the other four are 20 by 25 feet. A portion of the wharf built last year was completed with stringers and flooring; the span and the top of the first pier were also completed ; the stringers are 10 by 12. The four other piers are ready to receive the corbels and stringers. Expenditure, $4,082.35. On January 4, 1905, a contract for the completion of the wharf was awarded. The work was commenced immediately, and 12 piers were sunk, 9 of 20 by 25, and 2 of 25 by 30. Expenditure, $5,276.65. During the year 1905-6, the work under contract was completed. Expenditure, $12,313.85. During the fiscal year 1906-7, certain repairs were done, planking and sheathing renewed. Expenditure, $22.89. ST. ANICET. St. Anicet is a post village in Huntingdon county, ten and a half miles from White Station on the Grand Trunk Railway (Montreal and Champlain division) and 56 miles southwest of Montreal, on the south shore of Lake St. Francis. This pier was built in 1862, at a cost of $1,920, and stands 5 feet 3 inches above low water. It is 300 feet in length, the width of the 200 feet nearest to the shore or approach is 13 feet, and the other 100 feet, or outer block, 35 feet. The shore abutment consists of a solid crib, 47 feet long, and the remaining 153 feet of the approach is supported on four cribs, 12 by 13 feet long, united by timber spans of stringers and planking. In 1889-90, some slight repairs were made amounting to $48.67. In 1890-1, the entire approcah, 200 feet long, was rebuilt from the water line at a cost of $635.10. In 1892-3, small repairs were made, amounting to $25.88. In 1893-4, the outer block, 100 feet by 35, which is a solid cribwork, was rebuilt from the low water line, at a cost of $1,500. A shed, for the accommodation of passen- gers and freight, was also built on the wharf the same year, at a cost of $225.35. In 1897-8, the sum of $2,197.95 was expended for the addition of a wing or return, 60 feet long by 30 feet wide at the outer end and 40 feet wide at the inner end, on the iv L'EPORT OF THE- CHIEF ENGINEER 119 SESSIONAL PAPER No. 19 upstream side of the wharf, the object being to enable vessels to lie at the front of the wharf instead of along its sides, where it is very difficult to land during rough weather caused by westerly wind. This addition was built of close-faced cribwork, but was not completed at the end of the fiscal year. During the fiscal year 1898-9, the sum of $1,423.75 was expended to complete the construction of the above-mentioned addition and to make general repairs to the old wharf. The work was done by day labour. During June and July last, the whole flooring of headblock and approach was renewed with 3-inch pine deals, the four piers of approach and abutment were rebuilt from low-water level, the timber spans renewed and the store-house enlarged and re- paired. Expenditure in 1906-7, $931.85. ST. ANDRE. The village of St. Andre, or Andreville, is situated on the south shore of the St. Lawrence, in the county of Kamouraska, about fifteen miles west of Riviere du Loup and 100 miles below Quebec. Tbe place is distant five miles from the Intercolonial Railway, and the traffic is chiefiv done by navigation ; it is somewhat frequented as a summer resort. Spring tides rise 19 feet; neaps, 12 feet. The public wharf consists of an earthen embankment, 850 feet long, with a mean height of 7 feet, and nine piers connected by platforms of 30 foot spans. During the year 1902-3, the earth approach to the wharf was repaired and greatly improved. In 1904, an addition to the wharf was built; it was 80 feet long, 26 feet wide on a height of 18 feet. * During the year 1905-6, a further extension of 100 feet in length was constructed, the width being 30 feet, and the height 20 feet. A slip, 45 feet long, was built near the inner end of the wharf. The planking and stringers were renewed on a length of 332 feet and a width of 24 feet; 664 feet of capping were also replaced. In the course of the fiscal year ended March 31, 1907, the repairs to the planking begun the year before, were continued and completed; 1,182 feet of spruce, 10 inches square, and 15,139 feet, B.M. of spruce deals 3 inches. A certain quantity of gravel was also put on the earth approach to the wharf and 500 feet long of capping were replaced. The expenditure for the last fiscal year amounted to $1,196.28. STE. ANNE DES MONTS. The Ste. Anne river flows into the St. Lawrence at the west end of the village of Ste. Anne des Monts, one of the oldest and most important establishments of the Gaspe peninsula, some 100 miles below the nearest railway station, Little Metis. In the fiscal year 1904-5, timber was bought to the amount of $1,570.86, towards improving the entrance to the river. During the month of June 1906, additional material was purchased and prepara- tions were made towards carrying out the proposed improvements. In July and August, the work was delayed on account of the refusal of the parties who own the timber limits to allow the cutting of timber for the face work. The outside crib, 50 by 22 feet at top with a batter of 1 in 8, was built to coping, 5 feet of water, at low water. Three mattresses were laid, but the superstructure could not be built, on account of not having the timber for facing. In the river, the eastern protection work had been built for a length of 200 feet, when a very heavy freshet swept 300 feet of the sand bar, westward of our protection work, which was in no way disturbed though not completed at the time. The freshet carried away over 350 logs that had just been prepared with the permission of the new owner of the timber limits. Up to the present, some 50 of those logs have been reco- 120 I)Kl'A I'TMLXT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 vered. Some temporary protection work had to be done last fall to protect the bank. east of the permanent work. The total expenditure during last fiscal year amounted to $4,999.76. STE. ANNE DE SOREL. Ste. Anne de Sorel, in the county of Richelieu, is situated at the head of Lake St. Peter, on the south shore of the St. Lawrence, two miles below the town of Sorel. In 1890, the necessary materials, costing $2,497.11, for the construction of an ice- breaker, 00 by 25 feet at bottom and 56 by 24 feet at top and standing 12 feet high in 7 feet of water, were bought. The structure was completed the year following, at a cost of $1,6196.25. It is situated opposite the parish church. At the beginning of October, 1898, the above pier was connected with shore by a crib, 100 feet long, 18 feet wide at bottom and 14 feet wide at top, with ice-breaker all along, its height varying from 7 to 2 feet. Ten-inch square and round hemlock, six- inch sheathing on ice-breaker and three-inch pine flooring were used, and the crib entirely filled with stone. Completed November 3 following at a cost of $1,596.87. In March last, materials were bought, including stone and timber, to repair part of the sheathing, the flooring, capping, and to protect upstream side of wharf. On account of the high level of the water, work had to be postponed. Expenditure, $2,590.55. ST. ANNE DU SAGUENAY. Ste. Anne du Saguenay, Chicoutimi county, is situated on the north shore of the Saguenay, seventy-two and a half miles above Tadousac, and opposite the town of Chicoutimi. Spring tides rise 17 feet; neaps, 9 feet. As early as 1878 the Dominion government was urged to construct a landing pier for the accommodation of the inhabitants of the district. The request was not, however, considered until 1888, when a portion of the timber for the proposed structure was purchased, at a cost of $2,100. In 1889, the pier was commenced from shore outward, and, at the close of the year 1888-9, a portion, 77 feet long and 30 feet wide, on its lower or eastern face, had been completed, at a cost of $2,109.60. It was built of close-faced cribwork filled with stone ballast. In 1890, this shore block was extended S7 feet on a width of 27 feet, at a cost of $2,045.50, and, in 1891, a further length of 50 feet of similar work was built, at an additional cost of $2,498.96. In 1892, a headblock, 30 feet long, 60 feet wide and 20 feet high, was built at a distance of 250 feet from the end of the work, completed the previous year, at a cost of $2,262.11. In 1896, this block was raised 8J feet and put on the same level as that of the work built out from shore, viz., 6 feet above ordinary high water spring tides. With a view of completing the pier to shore, a sum of $5,575.25 was expended in 1S97 for the construction of two cribs, each 87£ feet long and 25 feet wide, placed 25 feet apart and 25 feet from both the head and shore blocks. During the year 1898, the three 25 foot openings left in the work were spanned, the flooring was laid and the structure completed to shore, at a cost of $746.70. During the year 1899, the planking of the pier was renewed over a length of 250 feet, the sides of the cribs were sheathed on a length of 250 feet and fenders were placed at the angles. The work was done by day labour, at a cost of $1,099.81. During the year 1900, the outer block, for 110 feet, was sheathed with tamarack, at a cost of $1,499.99. During the year 1901, the sum of $2,507.30 was expended in renewing the planking of the wharf over a length of 240 feet and a width of 25 feet. The upper side of the wharf was sheathed over a length of 110, with 6-inch tamarack, and a shed, 45 feet by 30 feet, was erected on the wharf. iv REPORT OF THE CHIEF ENGINEER 121 SESSIONAL PAPER No. 19 During the year 1901-2, a crib, 40 feet wide and 27 feet high, was constructed at the eastern extremity of the wharf. It is fully sheathed with 5-inch tamarack. The flooring of the wharf was renewed on a space 200 feet long and 27 feet wide. Ex- penditure, $3,102.07. During the year 1902-3, a movable slip was built, a waiting room was commenced, the flooring of the wharf was renewed at different places. Expenditure, $1,523.30. During the year 1903-4, the shed was covered with sheet iron, the waiting room was completed, a freight shed was built and the flooring was repaired. Amount ex- pended, $1,101.80. During the year 1904-5, a new pier 30 by 30 was constructed on the east side of the wharf, 22 feet from the headblock and close to the wharf; the headblock is con- nected with the pier by stringers supported cm corbels; the space and the block are planked; the piers are sheathed, provided with fenders, and the whole is fully ballasted with stone. .The pier on the west side of the block, built in 1901, was repaired, levelled for 5 feet, replanked and new stringers were put on. On the west side of the wharf a big boulder was blasted. Amount expended, $2,421.75. During the fiscal year ending June 30, 1906, a landing pontoon was built. Amount expended, $2,498.69. During the fiscal year 1906-7, the work don"1 was the completion of the pontoon commenced in 1905-6. This pontoon is 60 by 20, built with 5 kelsons of 10 by 10 ; bot- tom and shipboard are of 4 inches, stringers 10 by 10, and decking 3 by 6. The pon- toon is provided with chains, &c. Amount expended, $981.30. ST. CHARLES E-ORROMEE. St. Charles Borromee is a village situated on the north shore of La Grande Decharge of Lake St. John, in the county of Chicoutimi, twenty-one miles above Chicoutimi town. During the year 1904-5, a certain quantity of timber was bought, in view of the construction of two landing piers. Amount expended, $995.95. During the year 1905-6, two landing piers, one on each side of the river, 100 feet in length by 40 feet wide, were commenced in round timber open-face cribwork and fully ballasted with stone. A certain quantity of timber was bought in view of the completion of the two landing piers. Amount expended, $3,993.35. During the fiscal year 1906-7, the work done was the continuation of the two landing piers commenced in 1905-6 ; there are three slopes for the ferry. The north pier is completed, except the sheathing; the south pier is built for a height of 15 feet, and both are fully ballasted. Amount expended, $3,004.60. ST. EDOUARD DES MECHINS. The village of St. Edouard des Mechins, in the county of Rimouski, is situated on the south shore of the St. Lawrence, thirty-five miles below Matane. It has a population of 600, consisting chiefly of fishermen and lumbermen. Some farming is also done. To provide more facilities of landing to the inhabitants of this part of the coast of the St. Lawrence, and also to supply the total want of shelter for their craft, the department decided to build a wharf at that place. On October 30, 1906, a contract was entered into for the construction of the pro- posed work, the contract price being $26,900. The new wharf will consist of a stone approach, 20 feet long, and a cribwork 583 feet in length, having a width of 20 feet for a distance of 303 feet from the shorer 122 HKl'A HTM EXT OF l'LBLIC WORKS iv 7-8 EDWARD VII., A. 1908 and 30 feet for the remainder or a distance of 280 feet ; the cribwork which is close- faced, to have a batter of 1 in 12 on both sides. The depth of water available at the outer end is 18 feet at low spring tides. Spring tides rise 13 feet; neaps, 7 feet. ST. FELICIEX. St. Felicien, a post village in Chicoutimi county, is on the Ashuapmouchouan river, fifteen miles from Koberval, on the Quebec and Lake St. John Railway. During the year 1895-6, a wharf was built to accommodate the local trade. It is 70 feet in length, 26 feet in width and 22 feet high at the outer end, at which vessels drawing 8 feet can lie at low water. A shed, 20 feet square, was erected on the wharf at its outer end. During the year 1899, an addition 90 feet long, parallel with the channel, and 40 feet wide, was constructed at right angles to the wharf at its outer end. During the year 1900, the sheathing, which had been damaged by ice, was renewed on a length of 30 feet and 10 feet high, at a cost of $100. During the year 1903-4, fifteen boulders obstructing the channel were removed. Amount expended, $302.94. During the year 1904-5, certain repairs were done to the wharf, the sheathing was renewed, stringers replaced, planking completed and the shed repaired and painted. Amount expended, $629.11. During the winter of the same year a certain quantity of boulders obstructing the channel were removed, at a cost of $318.10. ST. FRANCOIS, I.O. St. Francois, I.O., is situated at the eastern end of the island of Orleans, twenty- five miles below Quebec. During the last fiscal year a contract was entered into with Mr. J. A. Lemay, for the construction of an approach to the isolated pier, built in 1903. This approach consists of a crib 250 feet long by 30 feet wide. Up to March 31, 1907, 78 per cent of the work had been constructed. The expenditure for the fiscal year amounted to $16,031.10. ST. FULGENCE. St. Fulgence (Anse aux Foins) is a village in Chicoutimi county, on the north shore of River Saguenay, ten miles below the town of Chicoutimi. The construction of a wharf was commenced in 1903-4, starting from shore by an approach of 75 feet in length, 22 feet in width and 10 feet in height, and a pier at 25 feet from the approach 25 by 22, and 14 feet in height. This work is built of round logs, open face, to be sheathed; the whole is fully ballasted. Expenditure, $998.37. During the year 1904-5, the approach, the pier and other piers of 25 by 22, placed 2.5 feet apart, were completed. Fenders of 8 by 10 were put on; the stringers and the corbels are of 12 by 12, the planking of 3-inch spruce, deals, thus giving a whole length of 275 feet of wharf completed, except the sheathing. Another pier was started and built for 14 feet in height. Amount expended, $4,993.28., During the year 1905-6 three piers of 25 by 22 were built of an average height of 16 feet ; the last pier, 30 by 30 feet was started and built for a height of 10 feet. The superstructure is completed up to the last pier, with corbels, stringers of 12 by 12 and planking of 3 inches. Amount expended, $5,017.18. During the fiscal year 1906-7, the wharf, commenced in 1903-4, was continued to a length of 503 feet by 20 feet wide, 45 feet at outer end and 24 feet in height, built on piers, with a space of 25 feet between each pier. The superstructure is on iv REPORT OF THE CHIEF ENGINEER 123 SESSIONAL PAPER No. 19 corbels and stringers of 12 by 12, with a flooring of 3-ineli spruce deals. The piers are provided with fenders and fully ballasted with stone ; two spaces near shore were partly filled with brushes and stones, to break the effect of ice. A certain quantity of timber was bought to complete the sheathing of the wharf. Amount expended, $3,000.25. ST. GEDEOX. St. Gedeon parish is situated on the south shore of Lake St. John, thirty-three miles west of Roberval. This wharf, constructed on the bank of the River ' Kouchpigan,' commonly called ' Belle Riviere,' consists of a block, 60 feet in length, 30 in width and 22 in height, built principally of white pine. It is connected with the shore by pile work, 70 feet in length; the whole length is planked over, the approach built of stone, gravel, &c. ; a shed, 20 by 25 feet, was erected for freight shed and waiting room. Total cost, $2,998. ST. GEDEOX ISLAND. St. Gedeon island, in the parish of St. Gedeon, is situated on the south shore of Lake St. John, thirty-nine miles west of Roberval. During the year 1903-4, a certain quantity of timber was purchased in view of the construction of a wharf at that place. Amount expended, $1,982.19. On July 13, 1904, a contract was awarded, in tbe sum of $8,890, for the construc- tion of a wharf in the bay of St. Gedeon island. The work done is the construction of seven piers of 20 by 20 at 25 feet apart; the headblock is 40 by 30 and 25 feet in height, at outer end, with two slips and an abut- ment of 20 feet. The whole is completed. Amount expended, $7,500. During the winter of the year 1905-6, a certain quantity of boulders around the wharf were removed at the cost of $177.28. In the spring, an approach and a freight shed were built at the cost of $736.13. During the fiscal year 1906-7, the amount of $209.92 was expended in removing boulders. ST. IREXEE. St. Irenee is a village situated in the county of Charlevoix, on the north shore of the St. Lawrence, seventy-eight miles below Quebec and some six miles west of Murray Bay. During the last fiscal year, the flooring of the wharf was completely renewed and a railing was placed on the whole length of the eastern side of the wharf. Repairs were also made to the freight shed. The expenditure for the fiscal year 1906-7 amounts to $1,839.68. ST. JEAX DES CHAILLOXS. St. Jean des Chaillons, a post village and parish in Lotbiniere county, is situated on the River St. Lawrence, fifty-seven miles above Quebec. Population of village, 1,000. In 1906-7, the work under contract was completed. During the last fiscal year, the inshore extension of landing pier, to connect with cliff and proposed roadway to public highway, was built by day labour. The extension, measuring 27 feet in length by 27 feet wide on top and 6 feet in height, with slope of 1 foot in 1 foot, on west side, fills up the gap, which would have been left between the shore and the 250 feet of wharf built by contract. Besides this extension, there was also built a side roadway, at high water, at foot of cliff, measuring 100 feet in length, 27 feet in width and average height of 5 feet 6 inches of close-faced cribwork, planked with 5-inch tamarack planks, sheathed on 124 DEPARTMENT OF PUBLIC IVOltKS i v 7-8 EDWARD VII., A. 1908 outer face with 4-inch tamarack ; the sheathing of extension slope is of 8-inch tamarack and flooring of 5-inch; the whole extension and side roadway are fully ballasted with stone to top. Total expenditure during 1906-7, $14,387.70. ST. LAURENT, I. 0. The village of St. Laurent, in the county of Montmorency, is situated on the south side of the island of Orleans, ten miJes below Quebec. The western slip of the wharf was completely rebuilt and one-quarter of the flooring of the wharf renewed. The freight shed and waiting room were painted and minor repairs made to the movable slip and floats. The expenditure for the fiscal year 1906-7 amounts to $929.10. ST. PAUL DE L'lLE AUX NOIX. St. Paul de lTle aux Noix, formerly St. Valentin, is on the west shore of the Richelieu river, in St. John's county, near the southern boundary, some four miles north of Lacolle or twelve miles south of St. John's. As this place had no wharf accommodation, the large quantity of hay, which is annually exported to the United States ports of Lake Champlain, and the farm pro- duces shipped to St. John's, had to be conveyed in scows to barges anchored in the river channel, thereby causing double handling and correspondent expenses, a sum of $5,500 was appropriated in 1897 towards the construction of a landing pier, at the foot of the government road leading from the highway to the l'lle aux Noix ferry. On March 17, 1897, a contract was entered into for the construction of : — (a) A stone and earth embankment, 135 feet long, 25 feet wide with sides and outer end sloped 1 in 1 ; (&) A trestle approach, 156 feet long and 20 feet wide; (c) A cribwork headblock, 60 feet long and 35 feet wide, with outer face stand- ing 19i feet high in 9£ feet of water, at low level. The construction was started immediately and the structure completed in 189S, at a total cost of $6,152.43. The government road was raised above the level of the spring freshets and properly fenced. Minor repairs in 1900-1 cost $66.50. During May and June, 1904, corbels and stringers, 6 by 12 inches, were placed between all the existing ones which were 6 feet 4 inches apart, three-quarters of the flooring was renewed and a small storehouse, 16 by 20 feet, erected. Work done by day labour, at a cost of $1,158.15. During August last, a guard-railing was placed on both sides of trestle approach, and some thirty planks of flooring renewed. Expenditure in 1906-7, $6,642.50. ST. SIMEON. St. Simeon is situated on the north shore of the St. Lawrence, in the county of Charlevoix, 107 miles below Quebec. During the last fiscal year, a movable slip, with complete apparatus, was built into the wharf. A freight shed and waiting room and a lantern tower were also built. During the season of navigation, the northeast corner of the wharf was very badly injured by a steamer in landing and immediate repairs had to be made. The expenditure during the fiscal year 1906-7 amounts to $2,242.39. ST. TIMOJHEE. St. Timothee is a post village in Beauharnois county, on the south shore of the St. Lawrence, at the head of the Chute aux Bouleaux rapids and on the Grand Trunk railway, five and a half miles from Yalleyfield. iv REPORT OF THE CHIEF EXGIXEER 125 SESSIONAL PAPER No. 19 During fiscal year 1882-3, a landing pier was constructed, consisting of a block 100 feet long by 24 feet with 7 feet of water, along outer face, and a stone, earth and gravel roadway 237 feet long and 20 feet wide at top. Expenditure, $1,841.46. On account of some damage by ice during the spring of 1884, repairs cost $187.21. During the summer of 1889, the headblock was enlarged outward 44 by 100 feet, by the construction of three small cribs, each 25 by 20 feet, some 20 feet apart, with out- side face 44 feet from face of old block, all intervening spaces being spanned with timber stringers. Cost, $3,773.15. During fiscal year 1899-1900, a number of stringers and the flooring were renewed, the storehouse and waiting room were repaired and painted, a cattle yard 60 by 15 feet, at the inner angle of the wharf alongside the roadway was made with stone and earth and properly fenced, and the roadway was improved. Expenditure, $801.45. In February last, the three cribs constructed in 1889 were razed from low water level and rebuilt 3 feet; the span between these cribs and the old block entirely filled in with stone, some 140 toises, and minor repairs made at a cost of $1,589.39. ST. VALIER. The village of St. Valier, in the county of Bellechasse, is on the south shore of the St. Lawrence, twenty-one miles below Quebec. To help the trade and provide some facilities of landing for the shipment of farm produce, in permitting the coasting steamer Champion to call there, the necessary amount was appropriated by parliament, for the construction of a landing pier at St. Valier. On February 6, 1907, articles of agreement were entered into for the building of the proposed work; it will consist of a stone approach 27-5 feet, together with a timber crib work filled with stone ballast, of 272-5 feet in length, with a batter of 1 in 12, by a width of 22 feet and a height of 21 feet at the outer end. Expenditure in 1906-7, $248.79. ST. ZOTIQUE. St. Zotique is a post village in Soulanges county, on the north shore of the St. Lawrence, two and a half miles above Coteau Landing. The mooring pier at Coteau Landing having been found to be too near the head of the Coteau rapids, for the safety of rafts and steamers requiring to tie up, a moor- ing pier was begun at St. Zotique in 1881-82, completed in 1884. It consisted of a close-faced crib headblock, 100 feet long by 24 feet wide, sunk in 9 feet of water, and of a 12 foot approach, composed of 34 close-faced cribs measuring 8 by 12 feet, placed at intervals of 20 feet and spanned with 12 by 12 stringers, supporting flooring, making total length of pier 1,150 feet. Expenditure in 1881-2 was $1,070.75. Expenditure in 1882-3 was $3,479.74. Expenditure in 1883-84 was $4,708.1S. In 1885-6, the headblock was lengthened to 132 feet 4 inches, the approach widened to 24 feet, the ice-breaker rebuilt and a guard-railing placed on both sides at a cost of $1,200.73. In 1S93-4 and 1894-5, sums of $2,490.75 and $1,599.85 respectively, were expended in reconstructing part of the work and in general repairs. During May and June, 1902, the ice-breaker was resheathed with 8-inch rock elm part of headblock and of approach refloored, several stringers renewed, the south- eastern corner of the headblock sheathed with rock elm covered with steel boiler plate, and general repairs made to storehouse and guard-railing at a cost of $1,099.61. During August, 1902, minor repairs cost $203.12. In June 1904, several stringers of approach and part of the flooring were renewed at a cost of $509.01. 126 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 During- March last, all the timber stringers between cribs were renewed, tempor- ary repairs were made to the cribs and 3-inch pine deals were bought for the greater part of the flooring. Expenditure for last fiscal year, $1,752.53. SAULT AU MOUTON. Sault au, Mouton is situated on the north shore of the St. Lawrence, three miles from Mille Vach.es village. Sault au Mouton river makes a channel which is navigable at high water and is very dangerous on account of boulders. During the fiscal year 1906-7, some of the boulders were removed. Expenditure, $475.03. SAULT MONTMORENCY. Sault Montmorency , is a small town situated eight miles below Quebec, on the north shore of the Eiver St. Lawrence. The cribwork revetment wall, built by this department in 1904-5, was continued for a length of 300 feet. This construction consists of an open-faced timber crib filled with stone ballast. The height of the crib is 9 feet and its width 12 feet. The expenditure for the fiscal year 1906-7 amounts to $3,270.89. SOREL ICE PIERS. Sorel is an incorporated city, the shiretown of Richelieu county, situated on the right bank of the River Richelieu, at its mouth in Lake St. Peter, some forty-five miles northeast of Montreal. With a view to protecting the properties on both sides of the river, near its outlet at Sorel, and the boats which winter here against disastrous ice shoves from the St. Lawrence and the run of ice in the Richelieu during freshets, five ice-breaking piers were built, in the bed of this stream. between 1S88 and 1892, two of which are on the west side of the last named river near its confluence with the St. Lawrence. All these piers have proven of good service, preventing the destruction of much valuable property. The two piers at the mouth of the Richelieu measure 30 feet by t24 feet and are some 20 feet high ; the top being about level with extreme high water on the St. Law- rence. They are all calculated to resist a great pressure from the St. Lawrence, but were, at the time of their construction, insufficiently protected from the run of the Richelieu ice, and for this reason were considerably damaged chiefly in the spring of 1896. During the fiscal year 1896-7, a sum of $441.53 was applied in making good the damage done and strengthening the works by means of sheathing, bracing, corner plates, &c. During 1898-9, the three ice-breakers above the South Shore Railway bridge were repaired. The top courses of timber, which were found damaged, were removed and renewed, and the sheathing repaired. Cost, $555.93. Since, large sums were expended in construction and general repairs: In 1900-1, $811.66; in 1901-2, $1,990.83; in 1903-4, $2,280.59. Erom October to the end of March, 1904-5, the two ice-breakers near St. Joseph de Sorel were razed to low water and rebuilt up to 15 feet above E.L.W.L., and en- tirely filled with stone. Cost, $6,016.89. The ice shoves of April following badly twisted and moved aside some 4 feet of the superstructure of the outer one of these piers. In October and Xovember last, the old structure was purposely destroyed by . fire and a stronger pier substituted. The latter is formed of handlaid stone with a 1^-foot concrete covering mixed 1-3-5 and reinforced with horizontal and vertical IJ-inch IV REPORT OF THE CHIEF ENGINEER 127 SESSIONAL PAPER No. 19 round iron bars. As it now stands, the ice-breaker is 29 by 24 feet at the base, 17 feet high, with two slanting faces, starting 2 feet from bottom and inclined 14 in 1 on the Eichelieu and St. Lawrence upstream sides, the two other faces being inclined 1 in 12. The dimensions of the top are 8 feet square. THREE RIVERS (QUAI BUREAU ). More deep water wharf accommodation being required in the harbour of Three Rivers, an agreement was entered into with Mr. Randolph Macdonald, contractor, for the construction of 1,968 lineal feet of deep water wharf, on the north shore of the St. Lawrence, and the western section of the city of Three Rivers, about eighty-two miles below Montreal. By the agreement above mentioned, dated December 7, 1903, the work contem- plated shou Id have been finished before November, 1905, but owing to high water pre- vailing during the summer of 1905, the work could not be carried on with all the cele- rity desired, but in 1906 the water remained low enough all summer to allow the con- tractor to complete the concrete work during the year of 1906. The work done and materials delivered on contract ($330,730) from the beginning of the work to March 31, 1907, is about 97-27 per cent $321,732 60 Amount to be deducted for work done up to June 30, 1906, being about 63;07 per cent $208,473 69 Leaving a balance of $113,258 91 The value of the work performed during the fiscal year of 1906-1907 represent about 34 -20 per cent of the work to be done by contract. Extra work: Material supplied to fill the gap between the hundred foot embankment and the loop line, the property of the Canadian Pacific Railway, about 58-76 per cent done $ 10,193 40 Total expenditure in 1906-7 $ 57,897 34 TICOUABE. Ticouabe or St. Methode, a post village in Chicoutimi county, is situated at the outlet of the river of the same name, twenty-one miles from Roberval. A small landing was built at this place, to accommodate the local trade and to help its development. The wharf consists of a solid block of close-faced cribwork, 30 by 30 feet, built a small distance from the shore and connected to it by a platform which is supported on trestles and is 103 feet long and 25 feet wide.- A combined freight and shelter shed, 25 by 30 feet, was also built. Amount expended, $1,611.79. In the spring of the year 1902-3 the wharf was badly damaged by ice. During the fiscal year 1903-4, the trestles were renewed and corbels were put on to support the floor-stringers. The outer pier of the wharf was levelled, and, to prevent any sinkage and give it more strength, the head was surrounded with pile-work. Amount expended, $792.08. TROIS PISTOLES. TroisPistoles, in the county of Teniiscouata, is an important village on the Inter- colonial Railway, twenty-five miles below River du Loup. The land in the vicinity is fertile, and the place is flourishing. It is somewhat frequented as a summer resort. Along the River Trois Pistoles stand large saw and pulp mills. On the west side of the entrance of the harbour, is the public wharf. 128 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 The harbour being much exposed to northeasterly winds, a breakwater was built across the entrance to provide the necessary shelter. This work, which is 350 feet in length, was done during the years 1904 and 1905. During the last fiscal year, a platform, spanning an opening left in the wharf, being worn out and dangerous, was replaced with timber cribwork filled with stone. This opening whose dimensions were 50 feet long, 20 feet wide by a height of 19 feet, caused much trouble to vessels standing near tbe wharf. The flooring of the wharf has also been renewed upon a surface of 3,500 square feet, with most of the stringers. Fenders were placed along the southern face of the breakwater, at every 10 feet. These works were performed during the months of July and August, at cost of $2,599.84. Spring tides rise 18 feet; neaps, 10 feet. VERDUN. Verdun is an incorporated village on the island of Montreal, in Jacques Cartier county, two miles south of Montreal. In order to accommodate the farmers of the south shore of the St. Lawrence, near Cote St. Catherine, opposite, a wharf was commenced by day labour in October, 1899, and completed in June following, at a cost of $2,353.23. It consists of a crib head- block, 82 feet long, 20 feet wide, 6 feet high above low water level, with icebreaker at upstream end; and a close-faced crib approach, 75 feet long and 18 feet wide. The outer face of block stands in 6 feet of water at low level. Minor repairs in 1900-1 cost $107.66. During June, July and August, 1906, extensive repairs were made to the wharf which had been badly damaged by ice. The structure was razed to one foot above low water and rebuilt 2 feet, the whole well filled with stone, gravel and sand properly l»rdened on top. The roadway from public road to wharf was also improved by the construction of a timber embankment, 160 feet long and 2 feet high, so as to prevent landslides. Total expenditure in 1906-7, $1,224.98. VILLE MARIE (BAIE DES PERES). Ville Marie, Pontiac county, is an important agricultural centre located on Baie des Peres. It is a point of call for boats plying on Lake Timiskaming. There being no railroad connections, landing facilities are indispensable. In 1887, the Dominion government purchased from the Lake Timiskaming Col- onization Eailway Company their wharf, for the sum of $3,000 (/See O. C. 83,568; 20- 12-87). The wharf then consisted of an approach some 400 feet in length, 16 feet wide, leading to a landing head 26 by 37 feet in surface dimensions, the frontage of which is 26 feet. The whole structure being built of small open-face cribwork piers supporting the floor system, 15 feet above L.W.L. In 1892, $P8.12 was spent on repairs; the work being thoroughly repaired in 1895 at a cost of $945.63; and in 1896, $25.65 was expended on the wharf. At its session of 1903, parliament appropriated $2,500 towards required repairs to the upper structure. No repairs were made that year because local interests demanded that the amount available be applied towards the construction of a wharf on a dif-. ferent site which, upon examination, proved to be too costly. During the fiscal year 1904-5, some urgent repairs were made at a cost of $361.33 ; but on account of the interference with the heavy traffic, the work was only of a tem- porary nature. The sum of $160.43 was paid to the Lumsden Line steamers, for repairs between 1896 and 1904. The work of reconstruction started with the close of navigation in 1905, and was practically completed in August, 1906. iv REPORT OF THE CHIEF ENGINEER 129 SESSIONAL PAPER No. 19 The unfinished work of sheathing crib corners was done in March, 1907. The wharf as reconstructed, at a cost of $3,900.42 is on cribwork piers and consists of an approach, 350 feet long, 18 feet wide, with substantial handrailing, leading to a landing head of 40 feet frontage with slip and 100 feet deep, but of variable width, having been built out from on either side, from time to time, by the navigation inter- ests. The total frontage is now nearly 200 feet. Expenditure, including dredging, during fiscal year 190G-7, $3,243.87. PROVINCE OF ONTARIO. AMHERSTBURG. Dredging. The town of Amherstburg, in the county of Essex, in the township of Maiden, is situated on the east bank of the Detroit river, about five miles from Lake Erie and fifteen miles south of Windsor, to which place it is connected by electric car service. The Michigan Central Railway also runs into Amherstburg. Population about 2,500. It is one of the oldest settlements in Ontario. At the last session of parliament, the sum of $10,500 was appropriated for the purchase of some water lots, and for the completion of dredging in the middle ground, in the Detroit river, opposite the town, to a depth of 21 feet below low water level, thus providing safe entrance to town docks for deep draught vessels from the main channel of the river. An agreement was entered into with the Weddell Dredging Company, of Trenton, for the performance of this work, at a price of 98 cents per cubic yard, place measure- ment. At the beginning of the fiscal year this work was in progress; it was completed on July 7, 1906. The work performed consisted in the sweeping and cleaning up of boulders. The total expenditure on dredging during the fiscal year 1906-7, including inspec- tion, amounted to $9,319.83. BAYFIELD. Bayfield is a village in the county of Huron, situated on the easterly shore of Lake Huron, at the mouth of Bayfield river, twelve milej south of the town of Gode- rich. At the last session of parliament the sum of $800 was appropriated for repairs to piers and for dredging, and on July 17, last, authority was given to proceed with the work, by days' labour. Repairs to piers were commenced on August 3, and completed on September 26, 1906, when grant was expended. Work performed consisted in the repairing of outer end of south pier and filling same with stone; levelling up inner end of south pier; raising and levelling of 120 feet of centre of this pier, which had settled badly towards the river, and redecking of same. Some general repairs in the way of renewal of planking and gravel filling were performed on north pier. The total expenditure on these works, between July 1, 1906, and March 1, 1907, is $795.61. BELLE RIVER. Dredging. Belle River is a village situated on the south shore of Lake St. Clair, and on the London and Windsor Division of the Grand Trunk Railway, ninety-three miles from 19— iv— 9 130 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 London and seventeen miles from Windsor. It is a French settlement of about 1,000 inhabitants. At the last session of parliament the sum of $3,500 was appropriated for dredging and renewal of close pile protection work. In accordance with instructions received, an agreement was subsequently made with the Windsor Dredging Company, Limited, of Windsor, for the dredging of a channel at entrance to harbour, to a depth of 9 feet below low water level. Operations were commenced on September 26, and continued until November 30, 190G, when dredging ceased for the winter. Owing to the exposed position of this work, considerable filling in occurred, and the entire channel required has not yet been completed. In the performance of the above work some 9,849 cubic yards of clay were exca- vated. Total expenditure during last fiscal year, $2,556.50. BLANCHE RIVER. The Blanche empties into Lake Timiskaming, west of the Quebec boundary. It is navigable to Tomstown, twenty-six miles from its mouth. An important traffic has de- veloped in this river. On account of land slides, the bed of the river is much obstructed by snags. A snag boat for removing these was built in 1905, operating in an experimental way for six weeks in the fall of that year. Two scows and a house boat were since added. Operations were resumed on June 25, and discontinued on November 1, 1906. During the season of 1906, the whole river was swept once, while the worst parts were gone over a second time at low water. Working expenses, including rent of tug tender, were roughly $1,300 per month. The plant has cost about $5,000. 2,350 snags were removed, at a total cost of $2.30 per snag, which varies from a 4-ton stump and trunk, to a sunken saw-log, small limbs and brush not counted. The spoil of the snag boat is unloaded by team and derrick on one of the settlers farms, there to be burned, or otherwise disposed of at no further cost to the department. The work performed during the past season has permitted navigation at extreme low water level, when it was impossible to do so the previous year with the river level one foot higher. It is expected that the main work will be completed during the coming season, including the making of a channel through gravel bars at the head of naviga- tion. (For further particulars, see report for fiscal year 1905-6.) Expenditure during fiscaf year 1906-7, $5,574.98. BRACEBRIDGE. Bracebridge is a town situated on the north branch of the Muskoka river, district of Muskoka, 125 miles by rail north of Toronto. On July 25 last, authority was given to expend the sum of $350 for the comple- tion of the road approach to the new government wharf. The work consisted of the construction of a roadway, 650 feet long by 18 feet wide, composed of stone and gravel. The greatest grade of the roadway i3 10*6 per cent. A splendid roadway has been completed with iron railing on the sides where required. Total expenditure for the fiscal year 1906-7, $427.40. BRONTE. Bronte is a village in the county of Halton, on the north shore of Lake Ontario, twenty-seven miles southwest from Toronto. At the last session of parliament, the sum of $2,200 was appropriated for harbour improvements, and on July 17, last, authority was given to proceed with the work by day labour. iv REPORT OF THE CHIEF EXGIXEER 131 SESSIONAL PAPER No. 19 Work was commenced on September 15, but is not yet completed, as a berth is required to be dredged before the cribs can be sunk in position. The work consists in the framing of cribwork protection, 40 feet by 20 feet, to be placed at westerly end of northerly pier, in the proposed turning basin, to prevent the banks from being inundated during the season of freshets, on Twelve Mile creek; about 100 feet of close piling has been constructed on the southerly side of harbour, to protect the bank from erosion. Total expenditure for fiscal year 1906-7, $2,199. BURLINGTON CHANNEL. Burlington channel, in the county of Wentworth, is simply a cut through a piece of low land which partially separates Lake Ontario from a large sheet of water called Burlington bay, thereby enabling vessels to reach the wharfs at the city of Hamilton. Over this cut the department has erected a swing bridge. At the last session of parliament, the sum of $500 was i appropriated for the con- struction of a driveway to the south pier, to replace the foot bridge, and on October 5 last, authority was given to proceed with the work. The work consists in the construction of a driveway, 235 feet long by 50 feet wide, along the south, face of the south pier, composed of close cribwork along the bay side, filled with sand and gravel, and connecting with roadway leading from the beach to Hamilton. The swing bridge staff were employed from July 1 to December 19 last, when lights were put out and navigation closed for the season, resuming work on March 21. Expenditure for fiscal year 1906-7 : Driveway, &c, $5,241.59 ; maintenance of bridge and wages of staff, $1,201.77. COBOURG. Cobourg is a large town on the north shore of Lake Ontario, in the county of Northumberland, on the main line of the Grand Trunk Bailway, sixty-five miles east of Toronto. At the last session of parliament, the sum of $5,000 was appropriated for repairs to*piers, and on July 17 last, authority was given to proceed with the work by day labour. Work was commenced on July 1 and carried on until October 31, when it was suspended for the season. The work consists in general repairs, such as redecking where necessary, and the substitution of sound timbers for the decayed parts. Total expenditure for the fiscal year 1906-7, $1,960.94. COLBORNE. Colborne is situated on the north shore of Lake Ontario, about fourteen miles east of Cobourg; population, 1,000. At the last session of parliament, the sum of $5,000 was appropriated for the con- struction of a wharf at this place. Plans and specifications for the work have been prepared and forwarded to the department. COLCHESTER. Colchester is a village situated on the north shore of Lake Erie, in the county of Essex, about four miles south of Harrow, and about fourteen miles from the Detroit river. Harrow is the nearest point with railway connection. Population about 200. 19— iv— 9i 132 hEl'MiTMEXT OE PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 During the last session of parliament the sum of $2,000 was appropriated for the completion of the wharf at this point, and on July 7, 1906, authority was given to proceed with the work hy day labour. Operations were resumed on July 9, and continued until November 30, when work closed down for the winter. The work performed during that period consisted of the construction of 34 feet of close-faced cribwork substructure, 18 feet wide, filled with stone ballast; also the substructure of an ' L,' 12 feet by 28 feet, at outer end of work; and 71 feet of super- structure of concrete side walls with stone and gravel filling in rear. The stone approach to this wharf, 178 feet long, was raised about 1 foot through- out its entire length with stone and gravel. Total expenditure during 1906-7, $1,596.68. COLLIKGWOOD. Collingwood is situated on the south shore of Georgian bay, township of Notta- wasaga, county of Simcoe, ninety-four miles by rail from Toronto. It is the terminus of the Northern and Hamilton and Northwestern Railway; both lines are now owned and operated by the Grand Trunk Railway Company. There is an extensive trade in shipbuilding, grain and lumber, and it is the starting point for steamers for Owen Sound, Sault Ste. Marie, Parry Sound, &c. Population, 5,000. As constructed at present, the harbour is large and commodious, being protected on the north and east sides by extensive breakwaters. On August 25, 1905, a contract was awarded for the sum of $29,900 to construct a wharf 411 feet long by 40 feet wide. Work was commenced on December 26, 1905, and completed on October 22, 1906, The wharf is composed of cribwork substructure with concrete superstructure. On May 10 last, authority was given to place Mr. C. S. Boone's dredge at work to remove 14,000 cubic yards in situ of rock from the. north side of the channel, in order to increase the area of the turning basin. Dredging was continued on July 1 and completed November 3. The dredge removed 20,571 cubic yards, scow measure- ment. Total expenditure for fiscal year 1906-7, $123,073.88. m CUMBERLAND. Cumberland village, in the county of Russell, is situated twenty miles below Ottawa and two miles south of Buckingham Junction, on the Canadian Pacific Rail- way. Besides the regular ferry service, the wharf provides for considerable traffic for passenger and freight boats plying on the Ottawa river. In November, 1904, the dredge T.F.M. (leased) prepared a berth for the founda- tion of a wharf, by removing blasted rock, at a cost of $320. The wharf was built by contract the following winter, at a cost of $6,6-49.85. In June, 1905, two slips were cut and angle irons were placed to protect inner corners of wharf, at a cost of $74.68. In November and December of the same year, a freight shed was built at a cost of $534.12, of which $347.10 was expended before June 30 in procuring all required materials; four batter fenders costing $106.94 were added, and the remnants of an old pier and obstructing boulders were removed by one of the departmental dredges, at a cost of some $200. At its session of 1906, parliament granted the sum of $1,100 for further improve- ments to this structure, namely, raising decks and approaches about 2 feet and sheath- ing the upper end 'and front of cribwork, to consolidate the block against ice shoves, to which it was exposed on account of the destruction in the previous year of the old pier immediately above. These improvements were effected in December and January, at a cost of $1,186.76. iv REPORT OF THE CHIEF ENGINEER 133 SESSIONAL PAPER No. 19 The wharf, as improved, extends 10S feet from the shore with 90 feet frontage, carrying 8 feet at low water. The head block, 30 feet wide, has landings to correspond with the wide range of river level, and is bnilt of close-face cribwork on rock bottom. The exposed faces are sheathed with 9-inch tamarack. The approaches are 18 feet in width, built of dry masonry walls, earth filled, topped with road metal at elevations of 5-75 and 15-75 feet above mean low water level. A two-story freight shed, 18 by 18 feet, with shelter roof, constructed in rear of headblock, between two low level approaches. Expenditure during fiscal year 190G-7, $1,186.76. GODERICH. Goderich is a town situated on the east shore of Lake Huron, in the county of Huron, and at the mouth of Maitland river, about sixty-eight miles from Sarnia, and sixty-three miles from London. It is the terminus of the Buffalo and Goderich branch of the Grand Trunk Railway, and of the Guelph and Goderich branch of the Canadian Pacific Railway. Population is about 5,500. It is the county town and possesses many industries. Located on the harbour front, is one of the largest flour mills in Canada, the output being 1,200 barrels a day, and which concern brings in, by boat from Fort William, about two million bushels of grain annually for use at this port. A new elevator was completed last fall, built of reinforced concrete, and with a capacity of one-half million bushels. A new station and terminal yards are now being constructed by the Canadian Paci- fic Railway at this point. The surrounding country is rich in farming products. It is also a favourite sum- mer resort; it is a port of call for three lines of steamers, while the boats carrying grain to, the elevator and mill are of the deep draught type. At the last session of parliament, the sum of $50,000 was appropriated for harbour improvements. On July 23 last, authority was given to expend the sum of $16,300 for the cleaning and enlarging of a basin in the inner harbour to a depth of 19 feet below L.W.L. ; also for additional dredging required in channel between piers and at outer entrance to same. Dredging was commenced on July 25 and continued until Xovember 15, during which period some 35,107 cubic yards of clay, sand and mud, and 1,055 cubic yards of rock were excavated. Between July 2 and 19, inclusively, days' labour was employed in removing of sunken logs in inner harbour, which were proving a menace to navigation. The improvements to the basin in the inner harbour has already proved of great service to the large grain boats unloading in this harbour; a boat, 300 feet long, and drawing 18 feet 6 inches of water, is now able to turn conveniently in this basin. On August 2 last, authority was given to expend the sum of $750 for the renewal of a portion of the river breakwater pier, which was destroyed by fire on July 10 pre- vious, and subsequently an additional $600 was authorized for general repairs to piers and the removal of concrete blocks from north pier, work to be done by day labour. Work was commenced on August 20 and carried on intermittingly until November 30 last, and consisted in the renewal of the larger portion of about 90 feet of superstruc- ture of inner end of breakwater pier; stone filling and general repairs to the decking of north pier, and renewing of planking of south pier. On August 3 last, authority was received to enter into an agreement with the Lon- don Electrical Construction Company, Ltd., of London, for the supplying and laying of necessary rubber covered wiring and cable from the power house of the municipal lighting plant out to the breakwater now partly constructed, for the purpose of lighting same. The lamps are to be supplied and all necessary wiring and connection to be made by the Electrical Construction Company. The three lamp posts were constructed by the department, being fastened securely to the cross-ties on substructure. 134 D/:J'A/!TMKXT HI PUBLIC WORKS i v 7-8 EDWARD VII., A. 1908 The above work was completed, with the exception of testing, when the big storm of October 27 and 28 last arose, doing considerable damage to the substructure of the breakwater, carrying away the cross timbers to which lamps were fastened and portion of the cable strung along breakwater for lighting purposes. It was found impossible to repair the damage done last fall, consequently the work was suspended until spring. The town council of Goderich have undertaken to supply the necessary current for the lighting of these lamps, as long as such cable and lamps are maintained by the de- partment. No work has been performed on the construction of breakwater since its partial destruction by the big storm of October 21, 1905. A settlement was made with the contractors, Messrs. Battle and Conlon, for the work performed to the date of the storm just mentioned, and material on ground taken off their hands by the department. Plans were prepared for the completion of this work, and tenders called for on October 20 last. Contract had not been awarded by the end of the fiscal year. On November 15 last, authority was given to expend the sum of $50 in rescuing and piling up safely, considerable timber which had been washed off the substructure of this breakwater. This work was performed between December 17 and 22, 1906, inclu- sively. The total expenditure on these works, between July 1, 1906, and March 31, 1907, was : — Dredging, including inspection, repairs to piers, &c, $19,812.64. GRAND BEND. Grand Bend is a village situated on the easterly shore of Lake Huron, at the mouth of the Sauble river, about fifteen miles from Exeter, which is the nearest railway station, on the London and Wingham branch of the Grand Trunk Kailway, about thirty miles south of Goderich. On July 10 last, authority was received to expend the sum of $600 to repair damage done to water pier caused by previous storms and settlements. This work was commenced in July and continued until September 12, 1906. On November 23 following, authority was received to expend a further sum of $100 in completing repairs. As reported on November 22 last, the approach to this wharf was washed away by the storm of October 27 and 28 last, but, owing to the large amount of ice existing, the approach could not economically be renewed before the end of the fiscal year. The total expenditure on these works, between July 1 and March 31, 1906, was $699.64. HAILEYBURY. The town of Haileybury, on the west shore of Lake Tiniiskaming, is the chief lake port on the route of the Toronto and Northern Ontario Railway, 108 miles from North Bay. Naturally it links the rail and water traffic, navigation extends over a distance of 150 miles. It is five miles from Cobalt, the heart of an important mineral district. The construction of a wharf was commenced in 1900-1, and proceeded with dur- ing irregular intervals until the completion in June, 1906. (For full particulars of construction see report for fiscal year 1905-06). In 1890, Mr. C. C. Farr, Haileybury's first resident, built two piers 20 by 20 feet, intended to serve as the nucleus of a wharf. This submerged obstruction, lying 150 feet south of present wharf, was removed bv the dredge Queen, in 1895 at a cost of $290. The wharf consists of a dry masonry dike, forming the approach 16 feet wide on top, 516 feet long and a landing head of pile work understructure and open face crib- iv REPORT OF THE CHIEF ENGINEER 135 SESSIONAL PAPER No. 19 work superstructure sheathed with tamarack. The timber structure incloses the outer end of the approach and extends 50 feet beyond, having a frontage of 111 feet and affording 225 lineal feet of dockage, including 50 lineal feet for shelter on the south side. The elevation of flooring is 13 feet above M.L.W.L. at which stage a minimum depth of 8 feet is available along the front. Water rises 12 feet. The whole structure is built strong to withstand the heavy pressure from the ice. A freight shed 12 by 24 has been erected on the dock. Parliament having granted at its la^t session the sum of $1,000, for erecting a handrailing on the wharf, materials were procured, and in the fall of 1906, 50 per cent of the railing (total length, 1,000 L feet) was erected under difficulty, owing to scarcity of labour, high price of same, and continuous heavy traffic on wharf. Expenditure during fiscal year 1906-7, $1,191.20. HAMILTON. Hamilton, a city in the county of Wentworth, is situated on the south shore of Burlington bay, at the western extremity of Lake Ontario, distant thirty-nine miles west of Toronto. It has extensive manufactures. Population, 65,000. At the last session of parliament, the sum of $30,000 was appropriated for the construction of a wharf, and on April 20 last, a contract was awarded to Mr. A. A. McDonald, to construct same for the sum of $71,000. The work consists in the construction of a revetment wall, 1,230 feet long, ex- tending easterly from the Rogers wharf, at the foot of Catherine street, which has been purchased by the city of Hamilton. The wall is composed of a pile substructure, 20 feet in width, and a concrete superstructure, 10 feet wide on top. Work was com- menced on June 27 and is still in progress. Total expenditure, including dredging, for fiscal year 1906-7, $32,890.42. HONORA. Honora is a village on the north shore of Manitoulin Island, district of Algoma, distant thirteen miles from Little Current. On August 25 last, authority was given to expend the sum of $225, for repairs to the foundations of warehouse. Work was commenced on the 1st and completed on October 29, and consisted in the construction of a crib, 10 feet by 10 feet by 14 feet, under the northerly end of the warehouse, to replace pile foundation which had been damaged by an ice shove. Total expenditure for fiscal year 1906-7, $211.66. JORDON HARBOUR. Jordan Harbour is situated on the southwest shore of Lake Ontario, six miles westerly from Port Dalhousie. It is composed of two parallel piers extending out into the lake, affording a good landing but no shelter from easterly gales. Large shipments of fruit are annually made from this place. On July 27 last, authority was given to expend the sum of $75 for the completion of the stone filling in the piers of the bridge, and the placing of stone talus around same; on August 4. arrangements were made with Mr. H. Carson to do the work, which was completed on August 18 last. Total expenditure for fiscal year 1906-7, $2,020.48. KINCARDINE. Kincardine is a prosperous town situated on the east shore of lake Huron, in the county of Bruce, thirty-nine miles south of Southampton and thirty-two miles north of Goderich. It is the terminus of the Wellington, Grey and Bruce division of the Grand Trunk Railway. Population about 3,000. 136 DEPAitT.y/:xr of public works iv 7-8 EDWARD VII., A. 1908 At the last session of parliament, the sum of $1,500 was appropriated for repairs to piers and dredging, and on August 4 last, authority was received to expend the sum of $1,000 for repairs to piers by day labour. Work was commenced on September 3, 1906, and completed on March 29, 1907, and consisted in the renewal of a portion of decking and waling at outer end of south pier; the renewal of 213 feet of waling in inner harbour; the construction of 100 feet of backing to inner end of north pier, and a small amount of stone filling to south pier. Total expenditure during the fiscal year 1906-7 is $1,488.96. KINGSVILLE. Ivingsville is situated on the north shore of Lake Erie, in the county of Essex, about twenty-five miles east of the mouth of the Detroit river, and on the line of the Pere Marquette Railway. Population about 1,600. On July 25 last, authority was received to expend the sum of $375, by clay labour, for urgent repairs to easterly pier and to the customs warehouse. Work was commenced on the 6th and completed on August 25, 1906; it consisted of the renewing of the decking of 22 feet of easterly pier; renewal of six mooring posts, and general repairs to warehouse, including repainting roof of same. Total expenditure, including dredging, for fiscal year 1906-7, $2,150.62. LEAMINGTON. Leamington is a prosperous village situated on the north shore of Lake Erie, in the County of Essex, about thirty-seven miles from the city of Windsor, on the lines of the Pere Marquette and Michigan Central Railways. Population about 1,800. It is the centre of a thriving farming district. Large and numerous oil wells have been discovered in the vicinity of Leamington recently. The telephone, mail and boat services are carried on with Pelee Island from this place. On November 19, 1906, authority was received to expend the sum of $25 in re- moving 15 feet of sheet piling on easterly side of pier, at shore end, for the purpose of creating an opening to retard the extension of shore-line. This work was immedi- ately performed. Total expenditure during the fiscal year 1906-7, $25. LITTLE CURRENT. Little Current, a town of some 300 inhabitants, is situated on the east shore of Manitoulin island, on the north channel of Georgian bay. On May 25, 1904, an agreement was entered into with Mr. C. S. Boone, to blast and dredge a channel about 1,400 feet long by 300 feet wide, with a depth of 22 feet below extreme low water. Work was continued on July 1 and closed for the season on November 17. The dredge removed 47,453 cubic yards of rock. Total expenditure for fiscal year 1906-7, $144,436.70. MAGNETAWAN. Magnetawan is a village on the Magnetawan river, sixteen miles northwest of Burks Falls, in the township of Chapman. At the last session of parliament, the sum of $1,000 was appropriated for the con- struction of a wharf at that place. Subsequently, the department decided to purchase the existing wharf property from Mr. D. B. Best, for the sum of $450. The necessary plans and descriptions for the conveyances have been prepared and forwarded to the department, at Ottawa. iv REPORT OF THE CHIEF ENGINEER 137 SESSIONAL PAPER No. 19 MALLORYTOWN. Mallorytown is a small town on the main line of the Grand Trunk Railway, dis- tant fourteen miles west of Brockville, in the county of Leeds. At the last session of parliament, the sum of $1,500 was appropriated for repairs and additions to the landing pier, and on July 16, authority was given to proceed with the work by day labour. Work was commenced on August 31, and completed on October 4; it con- sisted in raising the old portion of the wharf, about two feet at one corner, and re- newing the superstructure where necessary; in constructing an ' L,' 2-4 feet long by 12 feet wide at outer end, and removing, by blasting, a rock in the approach to the wharf and levelling and grading same from the public highway. Total expenditure for fiscal year 1906-7, $1,307.05. Meaford is an incorporated town in the county of Grejr, on the west side of the Georgian bay, twenty-one miles west of Collingwood and twenty miles east of Owen Sound. It is the terminus of the Northern Division of the Grand Trunk Railway. Population 2,500. At the last session of parliament, the sum of $20,000 was appropriated for harbour improvements. A contract was awarded to Mr. R. Weddel, of Trenton, to do the required dredging. Work was commenced on August 23, and closed for the season on November 24. The dredge removed 38,032 cubic yards. Total exepnditure for fiscal year 1906-7, $13,709.12. Midland, Simcoe county, is the terminus of the Midland division of the Grand Trunk railway, on Georgian bay. Population, 4,500. Lai'ge quantities of lumber are shipped to and from this harbour and the railway company has two large grain eleva- tors here, with a capacity of 2,000,000 bushed. There is also a large smelting works in operation. At the last session of parliament, the sum of $50,000 was appropriated for harbour improvements. On June 5 last, a contract was awarded to the Owen Sound Dredge and Construc- tion Company, to dredge in front of the new Grand Trunk Railway elevator, along the face of their wharf and in the approaches to their elevator, to a depth of 25 feet below low water. Five days dredging was also performed in the harbour proper, at the coal dock, by dredge No. 9, removing 2,540 cubic yards. Work continued from July 1 and closed for the season on December 1, during which period the dredges No. 9, Monarch and Excelsior removed 149,264 cubic yards. On August 2 last, authority was given to expend the sum of $600, in repairing the approach to the wharf, at the foot of King street, which work consisted in the renewal of the decking where necessary and the placing of new joists and caps in the approach for a length of 97* feet. Total expenditure for fiscal year 1906-7 : — Ml-AFORD. MIDLAND. Repairs to wharf Dredging $ 533 86 69,398 80 Total $69,932 66 138 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Mitchell's bay. Mitchell's Bay, in the county of Kent, situated at the northeasterly corner of Lake St. Clair, is about thirty-two miles by water and sixteen miles by rail from the city of Chatham. Principal industry is farming and fishing; large quantity of sugar beets are grown in the district and shipped out by scows over the bay and up the Chenal Ecarte river to Wallaceburg. At the last session of parliament, the sum of $3,000 was appropriated for improve- ments, and on June 1, 1906, authority was given to enter into an agreement with the Chatham Dredging Company, of Chatham, for the dredging of a channel, about 1,400 feet long, leading to wharf, with an average width of about 40 feet and n depth of 6 feet below low water level. Work was commenced on June 30 and completed on July 13, 1906; 7,036 cubic yards of clay and sand were excavated. Total expenditure for fiscal year, $1,100.40. MONETVILLE. Monetville is a farming settlement situated in the township of Haddo, on the west arm of Lake Nipissing, some thirty-five miles from Sturgeon Falls. In the autumn of 1903, a wharf 40 feet in length, with storehouse and shanty, was built to accommodate local traffic, at a cost of $578.17. At its session of 1906, parliament granted $900 towards improvements to this wharf. Accordingly, in August and September, 1906, an extension of 52 feet was built to the wharf, the storehouse, 30 by 17 feet, was moved down to the wharf and an exten- sion, 22 by 17 feet, was built. A roadway was blasted through the rock bluff, the winter slip for all sleigh traffic. Some blasting was also done to improve the wharf approach. The wharf, 7 feet high, is built on a rock ledge with a frontage of 92 feet, carry- ing 13 feet at low water. Expenditure during the fiscal year 1906-7, $882.58. • mcgregor's creek. McGregor's creek, in the county of Kent, flows through the southeasterly part of the city of Chatham and empties into the Kiver Thames. At the last session of parliament the sum of $3,000 was appropriated for the renewal of bank protection work, at the mouth of the creek, and July 17, 1906, autho- rity was received to proceed with this work. Subsequently an agreement was made for the driving of the necessary piling and placing of timber grillage on same; for the construction of a concrete revetment wall, and the driving of the anchor piles. The sum of $1.25 was paid for the driving of each pile in substructure of wall, and $2.50 for each anchor pile; $110 for placing timber grillage on piling, for neces- sary excavating for tie rods and cutting off of old existing sheet piling. Piling, tim- ber and iron supplied by the department. Later an agreement was made for the construction of the concrete wall, at a rate of $6.50 per cubic yard, which included the placing of all necessary tie rods. Operations were commenced on August 9, 1906, and were continued until Decem- ber 27 following, when work ceased for the winter. The work done consisted of the driving of a double row of piling, with timber grillage fastened to same, to serve as foundation for 172 feet of concrete retaining wall, 3 feet 6 inches wide at base and 2 feet 6 inches at top, and reaching from 1 foot below L.W.L. to a height of 8 feet 3 inches above L.W.L., wall being tied back by 1^-inch iron tie rods fastened securely to anchor piles, driven 10 feet apart and about 25 feet in rear of wall. All the anchor and front piles were driven and 136 feet of iv REPORT OF THE CHIEF ENGINEER 139 SESSIONAL PAPER No. 19 concrete wall completed, with tie rods, &c. On the remaining 36 feet of this work concrete footing blocks were placed. The corporation of the city of Chatham undertook the providing and placing of necessary filling in rear of wall, and have already done a portion of this work. Total expenditure during the fiscal year 1906-7, $2,466.13. OLIPHANT. Oliphant is a district or post office centre on Lake HuroB, in the county of Bruce, and is eight miles distant from Wiarton. It is the priacioal point of communiea- ton between mainland and the adjacent fishing islands. At the last session of parliament the sum of $600 was appropriated for the con- struction of an 'L' at the outer end of landing wharf, nxid authority was received on July 19 last to proceed with the work by day labour. Operations were commenced on August 1, 1906, and complete! on September 11 following. The work performed consisted of the construction of 61 feet of close-faced crib- work, 15 feet wide and 8 feet high, filled with stone ballast, and floored with 3-inch planking; also some slight repairs, which left this -whole work in gjod condition and of great service, principally to the summer residents in this district. The total expenditure during the fiscal year is $598.77. OTANABEE RIVER. Otanabee river is an important waterway through the town of Peterborough and county of Peterborough emptying into Eice lake. It forms part of the Trent Valley canal system. At the last session of parliament, the sum of $7,000 was appropriated for the com- pletion of the dredging of a channel, 100 feet wide, about 2,100 feet long and 9 feet deep, southerly from Hunter street bridge, in Peterborough. On J une 30, authority was given to proceed with the work. The dredge Trent belonging to the Department of Kailways and Canals, was employed to do the work, and the dredged material was deposited on the west side of the river, from whence it was taken by the municipality and used for filling in the depression between Simcoe and Charlotte streets. The dredge removed 16,588 cubic yards of clay and coarse gravel. Total expenditure for fiscal year 1906-7, $6,999.58. OWEN SOUND. Owen Sound is situated at the mouth of the Sydenham river, which flows into the head of Owen sound, an arm of the Georgian bay, in the county of Grey. It is the centre of an extensive agricultural district and the terminus of the Grand Trunk Eailway branch of the Georgian Bay and Lake Erie division, also the Canadian Pacific Eailway, Toronto, Grey and Bruce division. There are several lines of steam- ers running to and from Owen Sound. Population 10,000. An agreement was entered into with Mr. A. F. Bowman to do certain dredging in the harbour at 11 J cents per cubic yard. Work was commenced on July 1, and completed on November 24. The dredge removed 71,820 cubic yards. Total expenditure for fiscal year 1906-7, $15,220.34. PARRY SOUND. Parry Sound is situated on the east shore of the Georgian bay, in the district of Parry Sound. Population, 3,000. The chief trade is in lumber. 140 DEPARTMENT OF PUBLIC WORKS i v 7-8 EDWARD VII., A. 1908 At the last session of parliament, the sum of $2,500 was appropriated for renewing the cribwork protection work at the Two and Seven Mile Narrows, on the north shore of the Georgian bay ; on August 15 last, authority was given to proceed with the work by day labour. Work was commenced on September 1, and completed on October 31; it consisted in entirely rebuilding the cribwork protection on each side of the Two Mile Narrows and at the Seven Mile Narrows, all defective work was renewed and new timbers sub- stituted wbere required. The?e protection works are for the purpose of preventing the large steamers, plying between Penetanguisbene and Parry Sound, from striking the rocks on either side. An appropriation of $1,500 was also made for the extension of the government wharf northerly, a distance of 170 feat by 16 feet wide, graded in the rear with earth and gravel; on August 30, authority was given to proceed with this work by day labour. Work was commenced on October 30 and completed on November 26. Total expenditure for fiscal year 1906-7, $1,499.63. PEMBROKE. Pembroke, in the north riding of the county of Renfrew, is on the south shore of Allumette lake, which is part of the Ottawa river. It is an important station on the Canadian Pacific railway and of the Grand Trunk railway, 104 miles west of Ottawa. A steamer runs daily from Pembroke to Des Joachims, a distance of 45 miles. Popu- lation, 9,000. On February 19, 1904, a contract was entered into for the construction of a wharf opposite the town, at the foot of Albert street. The structure consists of pile bents, 20 feet wide and 1,342 feet long, forming the approach and a landing head of a total length of 550 feet, 50 feet wide, also of pile bents, with the outer face in 8 feet of water at low water level. The outer face of the part which is 50 feet wide is built with close sheet piles, the top of the wharf is 8 feet above low water level, except at the point where it crosses the Canadian Pacific railway trestle work, where it is 6 feet higher, with slopes both ways from that point. There are five landing slips at the outer end, and a combined freight shed and waiting room. The work was commenced in the month of August, 1904, and completed in June, 1905. During the fiscal year 1905-6, fenders were added to the landing faces of the wharf. In March, 1907, the handrailing was repaired at a cost of $72.50. Expenditure during fiscal year 1906-7, $78.09. PEXETANGUISHENE. Penetanguishene, in the county of Simcoe, is situated on the northwest peninsula in Georgian bay, formed between Nottawasaga bay and the waters of the Severn river, forty miles northwest of Barrie. It is the terminus of a branch of the Grand Trunk Railway. At the last session of parliament, the sum of $1,000 was appropriated for repairs to the wharf, and on July 17 last, authority was given to expend this amount by day labour. Work was commenced on May 14 and completed on June 30; it consisted in the renewal of the superstructure of the northerly portion of the esplanade, 200 feet in length by IS feet in width. An agreement was made with Mr. A. P. Bowman to perform the necessary dredg- ing in the harbour, along the east side of the channel leading to the town wharf, at the rate of 12 cents per cubic yard. The dredge removed 94,500 cubic yards. This work was completed on October 13 last. Total expenditure for fiscal year 1906-7 : — Dredging $13,500 iv REPORT OF THE CHIEF E~S G IX E Eli 141 SESSIONAL PAPER No. 19 POINT EDWARD. Dredging. Point Edward is situated at the head of and on the east side of the St. Clare river, in the county of Lambton, adjoining the town of Sarnia and is sixty-one miles west of London. It is the principal port of call for the five steamers owned by the Northern Navi- gation Company, and which load and unload at the spacious Grand Trunk Railway Company's freight sheds. A large amount of iron ore is brought into this port from West Superior and other upper lake ports. An extensive unloading plant now under construction will employ about fifty men continually unloading ore. A large Grand Trunk Railway elevator at this point handles a considerable amount of grain every season. It is the terminus of a branch of the Grand Trunk Railway, which company carries on a heavy business at this point. Owing to the existing swift current, in the river, at this point, and the sandy nature of the bottom of Lake Huron, adjoining Point Edward, a large quantity of material is brought down and deposited annually, which necessitates considerable dredging in order to maintain channel to necessary width and depth. At the last session of parliament the sum of $20,250 was appropriated for dredging at this point, and May 21, 1906, authority was given to proceed with the work ; con- tract for same having been previously let to the Dominion Dredging and Construction Company of Ottawa. Dredging was commenced on May 19 and continued until August 15, 1906, when authority was received to continue dredging at this place until further orders. All urgent work required was completed on September 15, 1906, and dredging ceased. The work performed consisted in the completing of a channel 250 feet wide along water front of docks, to a depth of 22 feet below L.W.L. Some 54,150 cubic yards of sand and gravel were excavated, at a total expenditure during the fiscal year 1906-7, including inspection, of $17,227.12. PORT ARTHUR. During the last fiscal year dredging was done at the south end of channel to Canadian Northern coal dock and Atikokan smelter works, and will be continued; all shallow places will be dredged to the depth of 22 feet. Further dredging is required in channel to King's elevator, at north entrance to harbour, and in front of elevator wharf. The total amount dredged, from July 1 to end of season 1906, was 443,175 cubic yards scow measurements, and the expenditure for the nine months ending March 31 last, $67,990.91. FORT WILLIAM. The entrance channel to the Ivaministiquia river, following line of range lights, was deepened in places where the material had washed into the channel. The new entrance channel, parallel to Empire elevator wharf, will require re- dredging in several places, as it is not down to depth called for in contract. • Dredging was done at different places in the Kaministiquia river where the water was not of sufficient depth, namely, opposite C.P.R. coal dock, flour shed, elevator E, McKellar dock, Murphy's coal dock, first bend above elevator D, Grand Trunk Pacific wharf, western elevator and Canadian Iron and Foundry Company's wharf. In addition, the strip of land in front of the new C.P.R. freight shed, near McKellar's creek, was dredged away. Dredging also was done at the turning basin, at the Mission river. The soundings in the Kaministiquia river were taken to the north limit of the town of Fort William, one mile above the C.N.R. coal docks. 142 DEPARTMENT OF PUBLIC WORKS iv 7-8 edward vii., a. 1908 Mission river. Work was done at the entrance channel to the Mission river; the dredging is still within 1,700 feet of the shore line, and as soon as the ice leaves the bay, a dredge will continue this channel. The total amount dredged from July 1 to end of season in entrance channels to Kaministiquia and Mission rivers, as well as in the river, was 1,765,825 cubic yards, scow measurement. MAGNET CHANNEL. Some boulders were removed from this channel and buoys placed to mark the channel, at a cost of $833.91. PORT BRUCE. Port Bruce is situated at the mouth of Catfish creek, in the county of Elgin, on the north shore of Lake Erie, and about five miles south of Aylmer. Population about 100. Principal industry is fishing, in the pursuance of which it ranks as an important point. At the last session of parliament the sum of $5,000 was appropriated for repairs to piers and dredging, and on July 25, 1906, authority was given to proceed with the work. A contract was made to perform the necessary dredging. Operations started on July 26 and continued until August 9, 1906, during which time some 8,488 cubic yards of sand and gravel were excavated, in removing a bar which had formed across en- trance to piers, thereby completely blocking either ingress or egress. Repairs to piers, by day labour, were commenced on August 1, and continued until March 30, 1907, when appropriation was exhausted. . The work performed consisted in the construction of 90 feet of an extension to outer end of westerly pier, 20 feet wide, and reaching to a level of 5 feet above L.W.L. ; stone filling required was only partially completed; some minor repairs were also made to easterly pier. The total expenditure on these works during the fiscal year 1906-7 was as follows : Dredging, including inspection $2,122 00 Repairs to piers 2,877 83 PORT COLBORNE. Port Colborne is situated on the north shore of Lake Erie, in the county of Wel- land, about twenty miles west of the city of Buffalo. It is the terminus, on Lake Erie, of the Welland canal, and, as such, is a point of great importance, in connection with the transportation of grain and other freight from the west to the St. Lawrence ports. In 1891, the work of improving the harbour of Port Colborne was decided upon, and for this purpose the Department of Railways and Canals was entrusted with the construction of docks, elevators and other terminal facilities, and the Department of Public Works with the construction of two breakwaters required for the protection against storms of the commercial docks. The first, or western breakwater, was completed in the autumn of 1904. Its total length is 4,424 feet ; the outer 2,400 feet being 50 feet in width and the remainder 25 feet in width ; the height of the break is 11 feet above low water. This structure is built of timber cribwork. but the covering is concrete, varying in thickness from 1 to 1£ feet. At the outer end a block, 100 feet long by 60 feet wide, IV REPORT OF THE CHIEF ENGINEER 143 SESSIONAL PAPER No. 19 and 13 feet above low water, carries a concrete lighthouse, built by the Department of Marine and Fisheries. » Along the south or exposed face is deposited a stone embankment reaching to a height above water, which varies now from 1 to 10 feet, but which will ultimately b,e made uniform to the latter height. The second or eastern breakwater, is located at the entrance to the harbour and canal, the gap between the two breakwaters being 625 feet. The structure is 2,460 feet in length and 35 feet in width, built of timber cribwork to within 1 foot of low water mark, with a concrete cribwork superstructure well tilled with stone ballast, the break being 11 feet above low water mark. This second breakwater was completed in June, 1906. During the fiscal year 1906-7, viz., from July 1, 1906, to April 1, 1907, the work done in Port Colborne con- sisted in building up the stone embankment along the south face of the western break- water to the intended height of 10 feet above low water mark, and towards that end, 5,391 cubic yards of small stone, 4,375 cubic yards of large stone, were placed in that embankment, at a cost of $18,801.10, as follows : — 5,391 c. yds. small stone at 85 cents per c. yd $ 4,582 35 4,375 c. yds. large stone at $3.25 per. c. yd 14,218 75 $18,801 10 To complete the embankment, which is a much required protection against damage by storm, it will be necessary to spend an additional sum of $35,000, made as follows : — 5,000 c. yds. small stone at $1 per c. yd $ 5,000 5,000 c. yds. concrete blocks at $6 per c. yd. . . 30,000 $35,000 Total expenditure in 1906-7, $22,653.73. PORT DOVER. Port Dover is situated on the north shore of Lake Erie, about forty miles south of Woodstock and fifty miles west of Port Colborne. It is a terminus of a branch of the Grand Trunk Railway, and is a favourite summer re-sort. Population about 1,200. On November 28, authority was received to expend, by day labour, the sum of $400 to repair damage done by storm to outer end of westerly pier. Material was immediately ordered and work was performed between January 2 and 14, 1907. The work done consisted in the reconstruction of about 8 feet of the outer end of pier, from L.W.L., and filling of same with stone. On the completion of this work a statement covering expenditure was submitted, as same was to be charged against Department of Marine and Fisheries. Total expenditure during the fiscal year 1906-7, is $640.93. PORT ELGIN. Port Elgin is a harbour of refuge, situated on the east shore of Lake Huron, in the county of Bruce, five miles south of Southampton, fifty-six miles north of Kincardine. It is on the Wingham, Grey and Bruce division of the Grand Trunk Railway. Population about 1,600. It is a port of call for the local steamers, and the principal export is lumber, tanbark and cordwood. The Grand Trunk Railway have constructed a spur line from station to pier. On June 1, 1906, authority was given to perform urgent dredging required in this harbour to afford safe entrance to and landing at commercial dock. An agree- 144 DEPARTMENT OF PUBLIC WORKS Iv 7-8 EDWARD VII., A. 1908 ment was entered into iwith the Marlton Dredging Co., of Goderich, for the perform- ance of this work. Operations were commenced on June 30, and were completed on July 16, 1906, during which period some 10,540 cubic yards, scow measurement, were excavated, at a cost of, including inspection, $3,199.50. PORT HOPE. Port Hope is situated on the north shore of Lake Ontario, in the county of Dur- ham, sixty-three miles east of Toronto, on the Grand Trunk Railway. The chief trade is lumber and grain. At the last session of parliament the sum of $3,000 was appropriated for repairs to piers, and on July 21 last, authority was given to proceed with the work by day labour. Work was commenced on July 1 and completed on December 31; it consisted in repairing 180 feet of the west pier and 256 feet of the east pier, south of the ware- house, and rebuilding 178 feet of the wharf in the inner basin of the old harbour. Total expenditure for fiscal year 1906-7, $3,259.49. PORT STANLEY. Port Stan'ey is an important harbour of refuge, situated on the north shore of Lake Erie, at the mouth of Kettle creek, in the county of Elgin, eight and a half miles by rail south of the city of St. Thomas, and twenty-three and a half miles south of the city of London. It is the terminus of the Pere Marquette Railway and of the Southwestern Traction Company Electric Railway. A coal ferry, owned by the Lake Erie Coal Company, of Walkerville, carrying thirty cars, of 100,000 lbs. capacity plies between this port and Conneaut, Ohio, making on an average two round trips every thirty hours. Between January 1 and December 31, 1906, some 368,602 tons of coal, 56,201 tons of steel and 8,944 tons of miscellaneous freight was brought by this coal ferry into the port. Other imports, consisting of wheat, lumber, cedar posts and general merchandise were also brought into this port; as a revenue harbour it is thus of considerable importance. The principal industry is fishing. Some eight tugs, and other small craft being engaged in this occupation. It is a favourite summer resort. Population about 750. It is a regular port-of-call for the Merchants' line of steamers from Montreal, and for the Cleveland and Port Stanley line. The construction of a grain elevator, by the John Campbell Company, Limited, of St. Thomas, for the purpose of bringing grain direct from Fort William, increases the necessity for keeping this harbour and its entrance dredged to a sufficient depth to accommodate deep draught vessels. At the last session of parliament the sum of $60,000 was appropriated for harbour improvements, and on July 17, 1906, authority was received to expend, by day labour, the sum of $1,000 for general repairs to piers, which amount was subsequently increased by an additional $6,750 to provide sheet pile protection work to about 250 feet of face of westerly pier, which had settled badly towards creek. The above work was commenced on September 1, and was still in progress at the end of the fiscal year. The work performed consisted of the renewal of 50 feet of decking at the outer end of easterly pier; repairing damage done to outer end of pier, and protecting it with iron corner plates ; also the renewal of snubbing posts ; some stone filling and other minor repairs to this pier. Repairing 50 feet of outer end of westerly pier; tearing down and rebuilding of 154 feet in inner harbour, and protecting face of same with 8-inch by 8-inch by 28 foot pine sheet piling, which was securely fastened back by heavy tie-rods -to anchor piles, driven 15 feet in rear of dock and 10 feet apart; about a week's work was also performed on about an additional 80 feet, preparatory to protecting its face with sheet piling similar to that already described. iv REPORT OF THE CHIEF EXGIXEER 145 SESSIONAL PAPER No. 19 Dredging. — On May 17, 1906, a contract wes made with Messrs. Manely & Co., of Toronto, for the performance of necessary dredging. Work was in progress at the beginning of the fiscal year and continued until Octo- ber 20, 1906, during which time, some 45,082 cubic yards of clay and sand were exca- vated. The dredging performed consisted in the excavating of a channel, 950 feet long and 100 feet wide at outer entrance to piers, to a depth of 20 feet below L.W.L. ; dredg- ing in inner harbour to a depth of 18 feet below L.W.L. ; also a few days dredging in the Lake Erie Coal Company's slip and at outer entrance to same. On July 20, 1905, a contract was let to the Pacific Construction Company, of Ottawa, for the construction of two breakwaters, each 500 feet long. In April, 1906, this contract was transferred to Messrs. Haney & Miller, of Toronto, the amount of contract being $105,828. Operations were commenced on August 7, 1906, and continued about November 1, 1906, when work was closed down for the winter, during which time two cribs, 100 feet long, 35 feet wide, and 17 feet deep, were constructed. All the timber and iron required for the completion of the substructure in this work are on hand, as well as an extensive plant for the further prosecution of the work in a expeditious manner. The progress made on this work during the last fiscal year was not satisfactory, which the contractors attributed to great difficulty in securing suitable labour and prompt delivery of material. The expenditure on these works, during the fiscal year 1906-7, was as follows : — Repairs to piers $ 6,068 95 Dredging, including inspection 6,560 84 Breakwater, including inspection 31,613 65 $44,243 44 RIVER THAMES (MOUTH). Dredging. A dredged channel, approximately 7,000 feet long and 100 feet wide, has to be maintained across the bar at easterly end of Lake St. Clair, to permit of safe entrance of boats to the River Thames. Owing to the material being principally fine sand and to the exposed position of this channel, considerable filling in occurs. In May, 1906, a contract was let to Mr. C. S. Boone, of Toronto, for the cleaning out of this channel. Operations were commenced on September 13, and continued until November 22, 1906, when work closed down for the winter; during that time 59,018 cubic yards of clay and sand were excavated, in the partial dredging of this channel to a depth of 13 feet below low water level. ro\che's poixt. Roach's Point is a small summer resort on the west shore of Cook's bay, an arm of Lake Simcoe, in the county of York. At the last session of parliament, the sum $3,200 was appropriated for the con- struction of a wharf and on October 20 authority was given to proceed with the work by day labour. The work, commenced on January 29, is not yet completed. It consists in the construction of a wharf, 255 feet long by 20 feet wide, composed of stone approach. 155 feet long by 20 feet wide, extending out to a timber wharf composed of cribs and spaces, 100 feet long by 20 feet wide. Total expenditure for fiscal year 1906-7, $2,052.88. 19— iv— 10 146 DEPARTMENT OF I'l lil.IC Woh'KS i V 7-8 EDWARD VII., A. 1908 RON DEAL'. Rondeau is an important harbour of refuge, situated on Pointe aux Pins, about nineteen miles south of Chatham and forty-five miles west of Port Stanley. It is a favourite summer resort and the terminus of the Sarnia and Rondeau branch of the Pere Marquette Railway. In the inner harbour and at westerly side along coal dock, a modern and extensive coal .handling plant is used by the Lake Erie Coal Company, for unloading coal from their boat, which runs regularly between this port and Conneaut, Ohio. One hundred round trips were made by this boat during the season of 1906; the capacity is 1,600 tons, in bulk, but frequently, lighter loads have to be carried owing to sand bars which form at outer entrance to channel during heavy storms from the southwest. This difficulty, however, will be largely overcome by the construction of breakwater pier now under contract. The duty collected during the last fiscal year on coal brought into this port amounted to $66,411, thus showing its importance as a revenue port. It is the headquarters of the ' Post Fishing Company,' of Sandusky, Ohio, who have two steam tugs working out of this harbour, and which export a large quantity of fish annually. It is a port of call, during the summer season, for the passenger steamer City of Grand Rapids, running to Cleveland. At the last session of parliament, the sum of $60,000 was appropriated for harbour improvements. In May, 1906, a contract was let to Mr. C. S. Boone, of Toronto, for the nec< s- sary dredging; work was in progress at the beginning of the fiscal year and continued until September 4, 1906. The work consisted in the opening up of a channel at entrance to harbour, to a depth of 20 feet below L.W.L. ; dredging between piers to 18 feet below L.W.L., and a few days dredging in removing obstructions in the Lake Erie Coal Company's slip. In the execution of this work some 40,393 cubic yards of clay and sand were removed. On July 17, 1906, authority wsa received to spend, by day labour, the sum of $4,500 on repairs to piers. Operations were commenced on August 8, 1906, and con- tinued until March 16, 1907. The work performed consisted of the driving and fast- ening of 82 running feet of double sheet pile protection work, at outer face of west- erly pier, which completed the work of protecting this face throughout with sheet piling, for the purpose of preventing the sand from drifting through pier into channel ; twelve clusters of white oak spring piles, 40 feet long, and three piles in each cluster, were driven along the face of westerly pier, to prevent further damage being done by boats entering this harbour. These clusters of piles were securely wrapped with wire cable. The swift current running at times between these piers render boats liable, particularly at night, to sheer against pier. General repairs were also made to inner and outer end of westerly pier, and waling renewed along portion of inner face of same. There now remains on hand considerable material which will be utilized to- wards the completion of renewals and repairs during the coming fiscal year. On July 14, 1905, contract was let for the construction of 1,000 feet of break- water at outer entrance to harbour, at the price of $110,000. On April 6, 1906, this contract was transferred, but, to date, work has not yet been commenced, nor has any material been delivered on the ground. The contractors at' tribute delay in starting this work to the congestion of railroad traffic in the west, which has delayed delivery of timber required to commence operations. The total expenditure on these works during the fiscal year, 1906-7, is as follows : — Dredging, including inspection Repairs to piers $5,609 S2 4,500 00 iv REPORT OF THE CHIEF ENGINEER 147 SESSIONAL PAPER No. 19 SARNIA. Dredging. Saruia is situated on the east bank of the St. Clair river, in the county of Lambton, about three miles south of Lake Huron, and fifty-nine miles by rail from London. There are two lines of the Grand Trunk Railway, and one of the Pere Marquette entering the town. Population about 8,000. It is a port-of-call for a number of lines of steamers and is an important shipping- point. On June 2, 1906, authority was given to expend the sum of $234 on a few days' dredging, required opposite the Imperial Oil Company's dock, and on July 9, following, further authority was received for the expenditure of $3,000 for dredging required in front of and between the Sarnia Bay Lumber Company, and the Cleveland- S ami a Saw-mill Company's dock, to a depth of 15 feet below L.W.L. in order to permit the entrance of large rafts from the river. ' An agreement was made with the Sarnia Bay, Lumber, Timber & Salt Company, of Sarnia, for the performance of this work. Work was performed between July 4 and August 11, 1906, during which time some 16,900 cubic yards of clay and sand were removed. The total expenditure during the fiscal year 1906-7, including inspection, amounted to $2,979.04. SAUGEEN RIVER. Saugeen river empties into Lake Huron at a point about thirty-two miles from Walkerton and about forty-three miles from Sarnia. At the mouth of this river is situated the thriving town of Southampton. At the last session of parliament, the sum of $5,000 was appropriated for improve- ments at mouth of this river, and on November 22, 1906, authority was received to expend, by day labour, the sum of $475 on urgent repairs and renewals to docks. Operations were commenced on November 14 and completed on December 31, 1906. The work performed consisted of the general repairs to 50 feet of north pier which had been damaged by ice; the driving of six anchor piles in rear of sheet piling on south pier, for the purpose of tying back about 52 feet of this sheet piling; filling behind same and covering with plank until spring; and the construction of a two- foot raise to 106 feet of outer face timber of south dock. The total expenditure on these works during the fiscal year 1906-7 is $4,997.44. SAULT STE. MARIE. Sault Ste. Marie, district of Algoma, is situated at the head of St. Mary's river, which connects lakes Superior and Huron. At the last session of parliament, the sum of $5,000 was appropriated for wharf improvements. On November 10, 1905, an agreement was made to construct a warehouse on the government wharf, for the sum of $7,905. Works were continued from July 1 and completed on October 26, and consisted in the construction of a warehouse, the main portion of which is 280 feet by 30 feet, with an * L,' 21 feet by 72 feet. Certain repairs were absolutely necessary to the main portion of the old wharf and the approach thereto, consisting of entirely redecking the approach, which is 24 feet by 230 feet, also the redecking the main thoroughfare, 30 feet by 225 feet, across the old wharf. There has been installed in the new warehouse, electric light and water service at a cost of $283.17. Total expenditure for fiscal year 1906-7. $6,322.66. 19— iv— 10J 148 DEPARTMENT <>E VVU1AC WORKS iv 7-8 EDWARD VII., A. 1908 SEVERN RIVER. Severn river (McDonald's chute) is situated not far below Sparrow lake, and con- sists of a narrow gorge on the main branch of the Severn river. Washago is situated on the Severn river about half a mile from Lake Couchiching, and is a station on the Grand Trunk Railway between Toronto and North Bay. At the last session of parliament the sum of $3,500 was appropriated for works on the Severn river, as follows : — $2,300 for the construction of a stop-log dam at McDonald's chute. No. 1, and $1,200 for works of blasting at stop-log dam No. 1 at Washago. The department decided, however, not to construct the stop-log dam at McDonald's chute but to expend the sum of $1,500 for blasting and removing rock at this place, and on September 28, authority was given to expend the amount by day labour. An appropriation of $400 was also made at the last session of parliament, for deep- ening over the rocky shoal at Washago, near the outlet of Lake Couchiching, and on July 17, authority was given to expend this amount by day labour. The work at McDonald's chute, No. 1, consists in the blasting out of rock to provide an increased depth and width of the natural waterway above and below the stop-log dam No. 1, Little falls, and increasing the length of the dam 8 feet. The $400 was expended in removing the rocky shoal in the Severn river, at the outlet of Lake Couchiching, in order to afford navigation up to the Canadian Northern rail- way bridge. Total expenditure for fiscal year, 1906-7 : — McDonald's chute $1,098 59 Washago 1,451 04 Total $2,549 63 SHEGUINDAH. Sheguindah is a hamlet on Manitoulin island, fourteen miles southeast from Little Current. It is a port of call for local boats plying between Collingwood and Sault Ste. Marie. Population 100. On August 16 last, authority was given to expend the sum of $300 in repairs to the wharf, and on September 25, authority was given to expend the sum of $75 in partitioning warehouse. Work was commenced on October 1 and completed on January 31 ; it consisted in replacing broken timbers and piles, where necessary, which had been wrecked by ice- shoves. Total expenditure for fiscal year 1906-7, $374.91. SILVERWATER. Silverwater is a small place situated on Bayfield Sound, on the north shore of Manitoulin island. At the last session of parliament, the sum of $3,500 was appropriated for the completion of the wharf at this place, out of this amount the sum of $800 was to be used for the construction of a warehouse on the wharf. On July 21, authority was given to proceed with the work by day labour. Work was commenced on August 6 and completed on October 13; it consisted in the construction of a wharf, composed of a stone approach, 20 feet in width on top by 80 feet in length, connecting the shore with a timber wharf of cribs and spans, 100 feet by 20 feet, and an 1 L,' 80 feet by 20 feet. The warehouse stands in the angle made by the wharf and ' L,' and is 18 feet by 45 feet on cribwork foundation. Total expenditure for fiscal year 1906-7, $3,640.47. lv REPORT OF THE CHIEF EXOIXEER 149 SESSIONAL PAPER No. 19 SOUTHAMPTON. Southampton is a prosperous town situated at the mouth of Saugeen river, in the county of Bruce, and on the east shore of Lake Huron, thirty-two miles from Walker- ton, the county town; it is a terminus of the Grand Trunk railway and a harbour of refuge and port of call for steamers of the Algoma Steamship Line. Population about 2,000. On November 2, 1906, authority was received to expend by day labour the suro of $400 in urgent repairs to breakwaters, which reach from shoreline to Chantry island. Work was commenced on November 6, 1906, and ceased on March 29, 1907, and consisted in renewing portions of decking and walls of breakwaters, where serious breaches in work were threatened owing to decay and damage done by storm. The total expenditure on these works during the fiscal year 1903-7 is $114.45. ST. JOSEPH. St. Joseph is situated on the east shore of Lake Huron, in the county 'of Huron, about fourteen miles south of Goderich. Population, about 50. During session of parliament, in 1902, the sum of $5,000 was appropriated towards the building of a wharf at this point. The wharf was partly constructed by day labour, when a contract was let in 1903, for the completion of same, for the sum of $3,950. Work was in progress at the beginning of the fiscal year and was continued until August 13, 1906, on which date the cribs and continuous superstructure to wharf was practically completed. The approach, however, was only partially completed. That portion of approach built has suffered frequently from erosion, caused by severe storms, and owing to the exposed position of this locality. It has been shown that large stone only can be successfully used in the completion of this wharf. Total expenditure during the fiscal year 1906-7, $252.50. THESSALOX. Thessalon is situated on the north shore of the north channel of Lake Huron, in the district of Algoma, fifty miles east of the ' Soo.' Considerable lumber is shipped from this place. Certain urgent repairs were required to be made to the centre crib forming part of the warehouse foundation ; this had to be raised and the building levelled by jack s;rews. TORONTO. Toronto harbour is situated on the north shore of Lake Ontario ; it is formed by a circular bay one and a half miles in diameter, separated from the lake by a large island (formerly a peninsula), about six miles long, making a safe, well-sheltered harbour, capable of containing a large number of vessels. At the last session of parliament, the sum of $25,000- was appropriated for improve- ments at the eastern entrance. Work was commenced on JuV 1, and consisted in general repairs to the east pier of the eastern channel, the renewal of a number of broken rods and a thorough oveiha:;l- ing of the plant, such as scows, &c. On May 11 last, an agreement was made with Messrs. Haney and Miller to remove 35,000 cubic yards of material from the eastern gap, at 15 cents per cubic yard. Work commenced on the 22nd and completed on December 8. The dredge removed 31,794 cubic yards. The government dredge Montague also worked in the approaches of the eastern gap, and from July 1 till July 31, removed 5,110 cubic yards. 150 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 The government dredge Northumberland begun work at the eastern gap on Septem- ber 4, and closed for the season on December G. During this period she was greatly delayed by stormy weather, and in October only worked G6 hours. She, however, approximately removed 35,000 cubic yards from the channel and approach, making a cut, through the bar, some 350 feet wide with a governing depth of 16 J feet. On September 5, 1905, a contract was awarded to construct an extension to the island breakwater, 1,500 feet in length, but up to date, this work has not been com- menced. Total expenditure for fiscal year 1906-7, $13,672.72. THAMES RIVER WHARF AT LIGHTHOUSE. At the last session of parliament, the sum of $3,300 was appropriated for the com- pletion of this wharf at Jeanette's creek, and on June 23, 1906, authority was received to expend this grant, by day labour. Operations were resumed on July 1, and continued until October 31, 1906, when work ceased owing to the appropriation being exhausted. During that time work per- formed consisted of the completion of the driving of pile foundation, with timber gril- lage, to act as substructure for concrete retaining wall; the concrete footing blocks were all placed, and anchor piles driven at 10 feet intervals in rear of wall, securely fastened to front piles by heavy iron tie-rods. This work has a frontage of 180 feet, with two returns of 20 feet each; portion of filling in rear of piling has been done. The total expenditure on this work during the fiscal year 1906-7 is $3,603.27. TREADWELL. Treadwell is a post village in Prescott county, on the south shore of the River Ottawa, four miles north of Plantagenet, and forty-one miles east of Ottawa. The old Cane and Brown wharfs in this locality, private property, being in a very dilapidated condition, and the proprietors reluctant to undertake the extensive repairs found necessary to accommodate the heavy traffic from Plantagenet and surrounding parishes, the government decided in the spring of 1905, to build a new wharf in this locality. To this effect Brown's wharf, including a 30 feet wide and 250 feet long right of way thereto, was bought and transferred to the Crown for the sum of $600. Construction was begun in May of the same year. The structure consists of a headlock, 33 feet wide and 116 feet long at top, formed by a double row of close-faced and stone filled cribs, 133 feet 6 inches long, 10 feet wide and 17 feet clear apart, standing 1 foot above low water, the outside face of outer crib being sunk in 9 feet 6 inches of water. On each row rests a superstructure, 10J feet high, with an ice-breaker of granolithic concrete, mixed 1-3-5. The outer wall has a width of 6 feet 1£ inches at bottom and 1 foot 9 inches at top, the outside face being inclined 1 in 12 and the inside face 1 in 3. The inner wall is 5 feet and 1 foot 9 inches wide at bottom and top respectively and has faces inclined 1 in 12 and 1 in 5. The front wall is reinforced every 10 feet by l^-inch vertical iron bars, with plates, inserted in the concrete near the outer face. The top of said wall is anchored with the bottom of rear wall by four lj-inch iron bars 32 feet long. A double slip, each 10 feet wide and at elevations of 3£ and 7 feet from low water, were made in the face. The 3-inch pine flooring rests on a steel structure composed of 24, 20 and lS-inch I-beams with 8-inch connections distanced 3£ feet. The approach, 123£ feet long, is of stone 18 feet wide at top with sides of large rubble stones inclined 1 in 7. Materials consisting in stone, lumber, sand, iron bars and steel span, were bought and work commenced in May, 1905. At the end of June following, about four-fifths of the stone approach were completed with an expenditure of $5,074.76. i v REPORT OF THE CHIEF ENGINEER 151 SESSIONAL PAPER No. 19 In July and August of the same year, the cribs were built and sunk in place. The concrete superstructure was commenced in September and completed at the end of November, making an expenditure during 1905-6 of $3,599.63. The structure was finally completed in August, 1906, at a further cost of $2,704.92. WAUBAUSHENE. Waubaushene and Fesserton are situated on the south shore of the Georgian bay, at the south end of same. At the last session of parliament, the sum of $12,000 was appropriated for the dredging of a channel in Matehedash bay, from Waubaushene to Fesserton. On July 5 last, a contract was let to the Owen Sound Dredge and Construction Co. to do the necessary dredging. Work was commenced on June 28, and closed for the season on November 17, during which time the dredge removed 90,570 cubic yards. Total expenditure for fiscal year 1906-7, $11,253.04. WENDOVER. Wendover, in the county of Prescott, is situated on the south shore of River Ottawa, about eight miles from Plantagenet on the Canadian Pacific Eailway. The construction of a wharf at this place was commenced by day labour in Sep- tember, 1901. The structure consists of the following : — 1. A stone embankment of a length of 160 feet from the shore by a width of IS feet at top, with sides sloped 1 in 1, and a height of 12 feet. 2. A trestle or pile approach of a length of 342 feet from former to headblock, by a width of 18 feet for 294 feet and a width of 60 feet for the remaining 48 feet ad- jacent to the headblock. 3. A pile headblock at an angle of 82 degrees and 30 minutes with the approach, of a length of 71 feet by a width of 32 feet, with a close-faced cribwork ice-breaker, 37 by 24 feet at its upstream end. The wharf at its outer face has a height of 30 feet, stands in 10 feet at low water and is 3 feet above high water level. There is a floor, 34 feet long by the width of the wharf adjacent to the ice-breaker and 8 feet above low water level, with a slip, 38 feet long and 11 feet wide, sloping 1 in 5. A storehouse and waiting room, 20 by 36 feet, is erected on the approach near the eastern side of slip. Three clusters of piles, 30 in each and well bolted together, are placed at equal distances between wharf and shore, about 200 feet upstream of structure, to protect it against the ice. The wharf, though not completed, was opened to traffic in June, 1902. Expenditure, 1901-2, $6,502.22. During the fiscal 1902-3, the sum of $3,083.17 was expended in building the pile ice-breaker and one of the clusters of piles mentioned above, in bracing the pile ap- proach and in raising the stone embankment. The wharf was completed at the end of fiscal year 1903-4, a further sum of $1,097.48 being expended. The bracing of the approach was reinforced, the top of the hill leading to the wharf lowered and the stone embankment finished. In 1904-5, slight damages to the piles by the ice, called for repairs amounting to $119.62. During the ice shove of 1906, one of the ice-piers was broken up. A close-faced cribwork ice-breaker measuring 30 feet 5 inches by 19 feet 5 inches at bottom, 7 feet by 15 feet at top, with all sides inclined 1 in 12, except the upstream face which is inclined lh in 1, and 16 feet 8 inches high, was substituted. Minor repairs to the wharf proper and to the shed were also made. Expenditure in 1906-7, $1,956.33. * WIARTON. Wiarton is a prosperous town in the county of Bruce, at the head of Colpoy's bay, about thirty-two miles northwest of Owen Sound. It is the terminus of the 152 DEPA RTM i'.XT OF I'CBLIC H OA'A'N Iv 7-8 EDWARD VII., A. 1908 Georgian bay and Lake Erie branch of the Grand Trunk Railway. Population about 3,000. At the last session of parliament the sum of $5,500 was appropriated for the re- newal of the superstructure of breakwater pier, and on July 19, 1906, authority was given to expend, by day labour, the sum of $1,500, which amount was subsequently increased by $4,000. Operations were commenced on August 14 and continued until December 14, 1906, when work closed down for the winter, good progress having been made. Some 290 feet of old superstructure were torn down to 2 feet below L.W.L. ; two 10 by 10- inch timbers were then securely fastened to substructure, and on which were placed concrete footing blocks 2 feet 6 inches wide and reaching to low water level. Mono- lith concrete walls were then constructed 2 feet 6 inches wide at base and 1 foot 6 inches at top, reaching to height of 4 feet 6 inches above L.W.L. It is the intention to add another 6 inches to this wall, making the height eventu- ally 5 feet above L.W.L. These walls were tied back by 1^-inch iron tie-rods, placed at 20-foot intervals, stone filling was then levelled up in rear of wall, and surface of stone covered with gravel. The total expenditure during the fiscal year 1906-7 is $2,907.70. PROVINCE OF MANITOBA. MANITOU RAPIDS, WINNIPEG RIVER. The shoals and obstructions to navigation, at the mouth of the Winnipeg river, were marked out and buoyed, early in the season, and facilitated considerably naviga- tion to Fort Alexander. Arrangements were made for the removal of these buoys at the close of navigation and the replacing of them in the spring. THE NARROWS, LAKE MANITOBA. The shoals existing at the Narrows, Lake Manitoba, have been found to be a serious menace to navigation. There is no existing chart of Lake Manitoba and it would seem advisable to have a hydrographic survey of this lake made, with the information gained properly charted and a few lighthouses established. Arrangements have been made whereby this depart- ment maintains the buoying of the channel at the Narrows. SELKIRK. During the months of January, February and March the extension of the Sel- kirk wharf was proceeded with and completed. This extension is 222 in length and fills in the gap left between the two former wharfs, giving a continuous frontage now of 952 feet. The construction consists of pile bents spaced 4-foot centres and close sheath- piling in front, the whole being filled with stone. The cost of this work' has been $3,784.85 or $17.05 per lineal foot of frontage. Of the above sum $480.20 represents the cost of round piling which were already on the ground and charged up against a former appropriation for this work, making a total charge against this work for the past year, $3,304.55. Some earth filling behind the new extension remains to be done. During the past season a survey of the river frontage was made, and an agree- ment drawn up with the Dominion Fish Company whereby the latter convey a strip of land opposite the present wharf extension free of consideration. iv REPORT OF THE CHIEF ENGINEER 153 SESSIONAL PAPER No. 19 st. Andrew's rapids lock and dam. At an early period during the last year it was decided upon to resume the construe tion of the St. Andrew's lock and dam, and for this purpose new plans and specifica- tions were prepared. . Changes in the general form and dimensions of the permanent and movable dam were necessitated, owing to the increase of the high water level observed during the 1904 freshet. Modifications and changes in the general design of the lock and entrance piers were also effected. The above changes have not affected the usefulness of the work done under the former contract. The plans and specifications were completed on August 1, tenders immediately advertised and called for on September 10. The contract for this work was awarded on October 11, 1906. Previous to the awarding of this contract, it was thought advisable to have some work done by day labour, a force of men and teams was put on raising banks at lower end of lock pit, gathering plant and material left by former contractors, and unwater- ing the lock pit. This work was started on August 14, and discontinued on October 21. The expenditure on this work was $5,049.06. Since taking over this work, on October 23, 1906, the contractors have devoted their energy to a preparation for an early start on actual construction of the lock, and at the date of writing have everything in readiness. During the winter and spring, a total quantity of 11,200 cubic yards of sand and gravel was hauled to the site of the works, and 2,100 cubic yards of earth was removed from the lock pit. A small quantity of rock was also removed from the lock pit. Work was also done on the building of a cement shed, overhauling and repairing cable- way and erecting mixing plant. During the past winter, valuable information has been obtained in connection with the St. Andrews work in particular, and the RecTiiver generally. A complete hydro- graphic survey of the river, from St. Andrews to Selkirk, has been made, giving depths of water and elevations of rock surface obtained with Perce test boring machine. Levels have been carried up the river, as far as Winnipeg, and down the river to Sel- kirk, and series of permanent bench marks and water gauges have been established. It is the intention to connect all the gauges on Lake Winnipeg, Red and Assiniboine rivers, and refer same to one datum plane. A gauging station has also been established on the river, above the site of the work, and the necessary data is being obtained for the determining of the discharge curve of the river. NORTHWEST TERRITORIES. CRAVEN DAM. The work of reconstructing the Craven Dam, in order to regulate the flow of Last Mountain lake, has been proceeded with. A great deal of damage had been done, parti- cularly on the north side where part of the side hill had been washed away, also the middle part of the dam, where a small island existed. It was found that by using as much of the old dam material as possible, the work of reconstruction could be done at a lower figure by rebuilding below the small island. It is composed of seventeen pile bents; each bent, excepting the outside one, con- tains five piles. The whole front of the dam, to high water mark on both sides of same, was double sheath piled with 4-inch tongue and groove sheath piling. The dam was covered over with 4-inch fir material, and a fish slide built on the south side of the south waste weir. The elevation of the old dam was maintained, but an overhead service bridge was built, intended to be used in connection with stop logs that might be put in, if it is thought advisable to raise the level of the water to a higher elevation than the present one. 154 DEPARTMEXT OE ITIiLIC WORKS 7-8 EDWARD VII., A. 1908 I might say that owing to the courtesy of Mr. F. G. Robinson, Deputy Minister of Public Works, province of Saskatchewan, a great saving was effected in the prosecution of this work, in being allowed to use one of their pile drivers, fully equipped, as well as the foreman and gang of men who had been employed at such work all summer. The expenses incurred during the last fiscal year amount d to $2,482. 31. NORTH SASKATCHEWAN (PRINCE ALBERT). The work of removing boulders from the bed of the North Saskatchewan at Prince Albert was started. It was thought advisable to equip a derrick that could be used cither on the ice or a scow for the purpose aforesaid. The derrick material, boulder tongs, &c., were also ordered and delivered ; the mast, stiff legs and boom were framed in readiness to be put together. No actual work was, however, done, owing to the sickness of our foreman. Total expenditure during 1906-7, $551.69. BRITISH COLUMBIA. CAMPBELL RIVER WHARF. During the past year the Campbell river wharf has been practically completed; some dolphins and protecting piles at the corners being required to make it secure, and for which a small expenditure will be asked. The details of the expenditure are : — Wages $ 1,079 39 Material 1,034 19 Tug-hire 755 00 Fuel.... 28 00 Team-hire 15 00 Contingencies 6 20 $2,917 78 COLUMBIA RIVER ABuVE GOLDEX. The work on this portion of the Columbia river is covered by the services of the tug Muskrat in her usual work of extending dams, closing mouths of sloughs, &c., and keeping the channel clear of snags, and the banks free from overhanging trees or sweepers. The expenditure has been as follows : — Wages $ 1,314 33 Material 636 12 Provisions 489 01 Contingencies 522 65 Total $ 2,484 26 COLUMBIA RIVER BELOW GOLDEX. The only expenditure in connection with this service was for wages of caretaker of warehouse and a small account for hardware, as follows :— Wages . . .$ 20 00 Material 46 42 Total $ 66 42 iv REPORT OF THE CHIEF EXGIXEER 155 SESSIONAL PAPER No. 19 COLUMBIA RIVER AT REVELSTOKE. Under this heading is included the expenditure on the dam across the Columbia river at Revelstoke and the excavation of a channel for the diversion of the river at this point, for the purpose of preventing the erosion of the bank below the site of the dam and the destruction of valuable city property. The old method of protection by mat- tressing was found defective and has been abandoned in favour of the present more permanent and effective scheme, which, thus far, has fully met our expectations and is a work of no mean magnitude. Unfortunately an accident occurred on April 14 last by which a break of some GO feet was made in an unfinished portion of the dam by an immense field of ice loosened above by an unusual rise in the water. The piles on either side of the break were forced out of line at the top. With the exception of the actual break which has not developed into any more serious trouble, the rest of the dam has been made secure. The services of the dredge Nahusp are necessarily included in the expenditure under the above head, the details of which are as follows: — Wages $16,561 54 Material 6,616 67 Provisions 1,405 19 Fuel 407 11 Team-hire 1,360 75 Tug-hire 160 00 Contingencies 79 55 $25,984 21 Dredge NasJcusp — Wages $ 469 64 Material 44 70 Provisions 222 21 Fuel 150 50 Team-hire 36 00 Contingencies 12 10 939 15 ' Total $26,923 36 COLUMBIA RIVER AT ARROWHEAD. Before moving the dredge Nahusp to Kevelstoke, she was undergoing repairs at Arrowhead, putting in new dipper arm, &c, and her crew were engaged in completing, as far as built, the wing dam at that point. The expenditure was as follows : — Wages , $450 00 Material 45 82 Provisions 26 83 Total $522 6.5 COQUITLAM RIVER. The work on this river consists of keeping the bars, &c, free from snags and stranded logs in the interests of the lumber industry. The details of the expenditure are as" follows: — Wages $212 OS Material 741 70 Total $953 78 156 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 COURTNEY RIVER (COMO.\). This work consists of a pile or crib protection to the bank of the river and for the further protection of the road forming a dike to a large and valuable area of the valley. The gaps of last year have now been closed, making the work continuous. Owing to the stone filling in rear of planking not having been completed, some 25 feet of this protection was destroyed by the impact of the logs brought down during high water. This break has been repaired and a further appropriation of $1,500 in next year's estimates is required to properly finish the work. The expenditure has been as follows : — Wages $1,337 60 Material 1,518 65 Team-hire 132 00 Boat-hire 7 00 Total $2,995 25 FRASER RIVER. The work on this important service has consisted in making good the settlement in our dams across the Nicomen during the months of October and November ; reinforcing and raising the dam at«the sand heads with stone brought from the Pitt river quarries; repairs to mattrassing at Garry point, and the commencement of a groyne or wing dam at Annieville bar, extending from Annacis island towards the channel some 530 feet. The result of this work will be noted with much interest, for, without some such assistance or auxiliary work, it will be a very difficult matter to maintain a deep water channel through this bar. The past winter was of almost unprecedented severity on this coast, and for the month of January the Fraser river was entirely closed by ice from New Westminster to the gulf and all work on the river was suspended. The details of the expenditure are as follows : — ■ Superintendence - $ 1,131 45 Wages •. 2,888 65 Material 15,328 88 ' Tug-hire 120 00 Tide gauges 371 55 Provisions 124 15 Contingencies 19 45 Total $19,984 13 FRASER RIVER BETWEEN SODA CREEK AND QUESNELLE. # This work consisted of removing some rocks obstructing the channel between the above points. The work was successfully done during the fall months of 1900. The expenditure was as follows : — - Wages $1,337 60 Material 1,518 65 Team-hire 132 00 Boat-hire. 7 00 Total $2,995 25 KOOTENAY RIVER. Removal of snags, &c, between Kootenay landing and international boundary (as distinguished from Kootenay river at Proctor). Iv REPORT OF THE CHIEF EXGIXEER 157 SESSIONAL PAPER No. 19 This work consisted of the clearing of the river at the south end of Kootenay lake, between the points above mentioned, of snags, and the removal of sweepers or over-hanging trees from the banks. Foreman in charge reports the riter as now clear. The expenditure was as follows : — Wages $1,184 50 Materials 233 25 Provisions 307 33 Boat-hire 145 00 Transportation 67 90 Total. $1,937 98 NORTH THOMPSON RIVER. The work on the North Thompson river has been confined to removing a portion of the dam at Heffley's rapids, for the purpose of widening the 80-feet opening and so lessening the velocity of the current. This dam has answered its purpose by scouring out the channel, and the river is now navigable as far as possible at this point. The details of the expenditure are : — Wages $481 00 Material 42 00. . Provisions 206 87 Team-hire 145 00 Total $874 87 SOUTH THOMPSON RIVER. The expenditure on this service includes the cost of a survey to determine the amount of work required and the construction of a small dredge to do it, the purchase of boiler and machinery, and contingent expenses. The following are the details : — Wages $ 158 50 Material 1,731 74 Provisions 9 95 Tug-hire 50 00 Engines and boiler 2,990 00 Total $4,940 19 LADYSMITH WHARF. As the right of way for the approach to this wharf is still in abeyance, no expen- diture has been made further than the payment of a small account for hardware, as follows : — Material $3 85 SIDNEY ISLAND WHARF. This wharf was built on the application of the residents of the island for facility in receiving and shipping goods and produce. The expenditure was as follows : — Wages $ 686 56 Material 859 09 Tug-hire 415 00 Contingencies 58 05 Total $ 1,998 70 158 DEPARTMENT OF PUBLIC 1Y0RKS iv 7-8 EDWARD VII.. A. 1908 SKEENA RIVER. The work on this service was covered by the operations of the Snag Scow until August 31, when she was withdrawn and laid up and the work in connection with the improvements to navigation below Hazleton by the removal of boulders from channel. In this latter work we made a departure from former methods — and to the advantage of the work — by chartering the steamer Pheasant by which means we secured quarters and board for our men, and the advantage of the captain's knowledge of what boulders could be moved to the best advantage which enabled us to avoid any unnecessary work. We had also much better means of doing the work than from canoes and establishing a camp for the purpose as formerly. The time covered by the contract was eleven days at $65 per day, the board of men being an additional charge. In this time eleven large boulders were removed from the channel at different points. Unfortunately the steamer was wrecked at Beaver dam by getting out of control in the very strong cur- rent and hanging up on some rocks below, which, I am afraid, has damaged her hull beyond repair but for which we are in no way responsible. Our men and the crew of the steamer had to come down by canoe. The powder had to be sent up by the Indians in a canoe, as no steamer with pass- engers will carry it. These men were retained during the work which, for the time taken, was in every way satisfactory and more effective and economical than our former methods. The expenditure is as follows : — Wages $ 1,570 50 Material 604 57 Provisions 318 85 Fuel 80 00 Steamer hire and board of men S62 50 Canoe-hire 31 50 Contingencies 139 85 Total $ 3,607 77 WILLIAMS HEAD QUARANTINE STATION. The work on this service in the past fiscal year has consisted of repairs to wharf; the purchase and laying of some 8,000 lineal feet of 4-inch wire wound wooden pipe in connection with the water supply and general maintenance. The expenditure has been as follows : — Wages $ 3,802 64 Material 3,622 97 Total $ 7,425 61 iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 159 DREDGING OPERATIONS. During- the fiscal year 1906-7, nine months ending March 31, 1907, dredging was done in the following places : — PROVINCE OF XOVA SCOTIA. Intercolonial Railway wharf, Pictou county. Intercolonial Coal Company pier, Cape Breton county. Mabou channel and harbour, Inverness county. North Pond, Red islands, Richmond county. Pictou bar, entrance to harbour, Pictou county. Port Hood coal pier, Inverness county. Whitney pier, Sydney harbour, Cape Breton county. Windsor, government pier, Avon river, Hants county. Yarmouth Harbour channel, Yarmouth county. PROVINCE OF NEW BRUNSWICK. Belyeas wharf, Queen's county. Campbellton harbour and wharf, Restigouche county. Cedars wharf, King's county. Colwell's creek, Washademoak, Queen's county. Evandale wharf, King's county. Hampstead wharf, Queen's county. Navy Island bar, St. John harbour, St. John county. Oak Point wharf, King's county. St. Andrew's harbour, Charlotte county. Victoria wharf, King's county. PROVINCE OF PRINCE EDWARD ISLAND. Falconwood Asylum Wharf channel, Queen's county. Pownal channel to wharfs, Queen's county. Railway wharf, Charlottetown harbour, Queen's county. Victoria, Crapaud Harbour channel, Queen's county. PROVINCE OF NOVA SCOTIA. Intercolonial Railway Wharf. — The dredge St. Lawrence was engaged from July 2S to August 7 dredging the slip between the two Intercolonial piers at Pictou, N.S., by removing 5,950 cubic yards of mud at a cost of 32*29 cents per cubic yard. DREDGING AT SYDNEY, CAPE BRETON CO. Intercolonial Coal and Steel Company Pier. — The dredge Cape Breton was en- gaged from October 9 to 18 and 21 to December 18, dredging at the Intercolonial Steel and Coal Company piers at Sydney, Cape Breton county, removing 14,800 cubic yards mud and stone at a cost of 56 -46 cents per cubic yard. DREDGING AT MABOU, INVERNESS CO. Mabou. — The dredge George McKenzie was engaged from July 1 to September 22 removing 13,896 cubic yards mud, sand, gravel and silt from the entrance over the bar and from the channel inside, and at the new pier at the bridge near the Mabou village, at a cost of 38 "31 cents per cubic yard. 160 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 DREDGING AT NORTH POND, RICHMOND CO. North Pond, Red Islands. — The dredge Cape Breton was engaged from July 1 to October 8 removing 21,900 cubic yards sand, mud and gravel in making an entrance into North Pond, at a cost of 55-72 cents per cubic yard. DREDGING AT PICTOU BAR, PICTOU COUNTY. Pictou Bar. — The dredge W. S. Fielding was engaged from September 1 to De- cember 4 removing 70,900 cubic yards sand, gravel and mud at a cost of 19-16 cents per cubic yard. DREDGING AT PORT HOOD, INVERNESS COUNTY. Port Hood Coal Piers. — The dredge George McKenzie was engaged from Septem- ber 23 to October 31 removing 5,175 cubic yards sand at a cost of 98 -53 cents per cubic yard. DREDGING AT SYDNEY HARBOUR, CAPE BRETON COUNTY. Whitney Pier. — The dredge Cape Breton was engaged October 19 and 20, remov- ing 600 cubic yards mud, at a cost of 46 -85 cents per cubic yard. DREDGING AT WINDSOR, HANTS COUNTY. Windsor Government Pier. — The dredge Canada was engaged from July 1 to November 5 removing 7,830 cubic yards mud at a cost of $1.12-23 cents per cubic •yard. DREDGING AT YARMOUTH, YARMOUTH COUNTY. Yarmouth. — The dredge Canada was engaged in Yarmouth harbour from Decem- ber 20 to January 5, removing 2,020 cubic yards mud at a cost of 61 -82 cents per cubic yard; also the dredge W. S. Fielding operated there from July 1 to August 3, removing 33,250 cubic yards at a cost of 13-47 cents per cubic yard. PROVINCE OF NEW BRUNSWICK. DREDGING AT BELYEAS WHARF, QUEEN'S COUNTY. Belyeas Wharf. — The dredge New Brunswick was engaged from July 19 to 27, removing 1,865 cubic yards of mud and silt at a cost of 32 -.66 cents per cubic yard. DREDGING AT CAMPBELLTON, RESTIGOUCHE COUNTY. Camphellton Harboui*. — The dredge St. Lawrence was engaged from August 8 to 14, and August 19 to October 4, and October 6 to November 25, removing 18,375 cubic yards of mud, sand, gravel, logs, timber and old rigging at a cost of 56*35 cents per cubic yard. Several days, by instructions, the dredge was engaged in finding, lifting and replacing the buoy, mooring chain and anchor for Marine and Fisheries Department at Oak Bay, Restigouche river ,4Bonaventure county, province of Quebec. DREDGING AT THE CEDARS, KING'S COUNTY. Cedars Wharf. — The dredge New Brunswick was engaged July 1 to 11 removing 3,950 cubic yards of mud and silt from in front the wharf at a cost of 16-74 cents per cubic yard. DREDGING AT COLWELL's CREEK, WASH ADE MOAK , QUEEN'S COUNTY. Colw ell's Creek Wharf. — The dredge New Brunswick was engaged from July 28 to September 8 removing 8,290 cubic yards of mud and silt from the channel and wharf at a cost of 30-85 cents per cubic yard. i v REPORT OF THE CHIEF ENGINEER 161 SESSIONAL PAPER No. 19 DREDGING AT EVANDALE WHARF, KING'S COUNTY. Evandale Wharf. — The dredge New Brunswick was engaged on July 12 removing 75 cubic yards hard-pan and silt in front of this wharf at a cost of 89 *57 cents per cubic yard. DREDGING AT HAMPSTEAD WHARF, QUEEN'S COUNTY. Hampstead Wharf. — The dredge New Brunswick was employed from July 13 to 18 removing 1,200 cubic yards of mud and silt from in front of this wharf at a cost of 33*44 cents per cubic yard. DREDGING AT ST. JOHN HARBOUR, ST. JOHN COUNTY. Navy Island Bar. — The dredge New Dominion was engaged from January 28 to March 31, removing 9,375 cubic yards of mud from the tail of Navy Island bar at a cost of 30*51 cents per cubic yard. DREDGING AT OAK POINT, KING'S COUNTY. Oak Point Wharf. — The dredge New Brunswick was engaged from September 9 to October 8, removing 12,000 cubic yards mud, silt and logs at a cost of 16 *35 cents per cubic yard. DREDGING AT ST. ANDREWS, CHARLOTTE COUNTY. St. Andrews Harbour. — The dredge New Dominion was engaged from July 1 to December 11 removing 43,165 cubic yards of mud and boulders, opening a channel through a bar in St. Andrews harbour at a cost of 22 *23 cents per cubic yard. DREDGING AT VICTORIA WHARF, KING'S COUNTY. Victoria Wharf. — The dredge New Brunswick was employed from October 9 to November 23 in removing 21*700 cubic yards of mud, silt and old logs, at a cost of 11*28 cents per cubic yard. % PEOVINCE OF PRINCE EDWARD ISLAND. DREDGING AT FALCONWOOD, QUEEN'S COUNTY. Falconwood Asylum. — The dredge Prince Edward was engaged in opening a channel to Falconwood wharf, East river, Charlottetown, from July 24 to September 4, removing 14,625 cubic yards of mud, at a cost of 26 *57 cents per cubic yard. DREDGING AT POWNAL, QUEEN'S COUNTY. Pownal Channel and Wharf. — The dredge Prince Edward was employed in open- ing a channel to and at the Pownal wharf from September 20 to November 8, removing 9,855 cubic yards of mud at a cost of 39 *00 cents per cubic yard. DREDGING AT PRINCE EDWARD ISLAND RAILWAY WHARF, QUEEN'S COUNTY. Railway Wharf, Charlottetown, P.E.I. — The dredge Prince Edward was engaged from July 1 to 23 and September 5 to 24, removing 8,645 cubic yards of mud and old timbers, at a cost of 41 *88 cents per cubic yard. DREDGING AT VICTORIA, CRAPAUD, QUEEN'S COUNTY. Victoria Wharfs and Channel. — The dredge Montague was employed from Septem- ber 6 to November 14, in removing 20,450 cubic yards of sand, silt and stone at a cost of 37 *55 cents per cubic yard. 19— iv— 11 162 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 MARITIME PROVINCE— DREDGES. The Dredge ' St. Lawrence.' July 1 and 27, inclusive, completing a new end in boiler and one new fur- nace, also new donkey boiler and other repairs, at Pictou, N.S. July 28 to August 7 dredging at Intercolonial Railway wharf, Pictou, N.S., removing 5,950 cubic yards mud, at a cost of 32 -29 cents per cubic yard, and completing work in railway slip. August 8 and 14, inclusive, making ready to leave and passage to Camp- bell ton, Restigouche county, N.B. August 15 and 18, inclusive, at Oak bay, Bona ven- ture county, province of Quebec, grappling for Marine and Fisheries buoy chain and anchor, but failed in finding them. August 19 to October 4, and October 6 to 25, at Campbellton, Restigouche county, N.B., dredging berths at government wharf, re- moving 18,375 cubic yards of mud, silt, old logs, and wire rigging, at a cost of 56 -35 cents per cubic yard. The chain of buckets were twice thrown off the ladder. On Septem- ber 11 a diver was sent, and by September 21 buckets were disconnected, replaced on ladder and dredge resumed and continued work until October 12, when a log got in the buckets and again put them off the ladder, and broke the hoisting chain. Sent diver and by 17th had buckets replaced, repairs made and resumed work. While grap- pling on August 16, grappled a ship's anchor weighting about 4,500 lbs., with about fifty fathom chain, which was landed on government wharf at Campbellton, and re- mained there until dredge left, without being claimed. On leaving, the dredge took them to Pictou, N.S., and landed them on the Harbour Commissioner's wharf there. I now ask your instructions as to what disposal will be made of them. On October 5, having a diver, another attempt was made to grapple the anchor and chain at Oak bay for Marine and Fisheries Department, which proved successful, when the buoy was attached and all placed in position again, the harbour master being present, placing them. On October 26, orders were given, moorings lifted, coal and provisions taken on board, and on the 30th dredge left for Pictou, N.S.; 31st arrived at Point du Chene to land the mate for medical treatment. November 1 wind northeast, blowing a gale, with rain. Mate sick, and left for Pictou, N.S. 2nd, 3rd, 4th, 5th, 6th, 7th, 8th and 9th, wind and weather the same. Gave assistance with wharf crib while at Point du Chene. 10th, wind north, dredge left for Pictou. At 8 a.m., commenced to snow, went into Summerside. 11th, wind northeast, with snow and sleet; storm signals up. 12th, wind northeast with thick snowstorm. 13th, wind southwest, strong breeze, left Sum- merside at 7 a.m., arrived at Pictou Bar at 7.30 p.m., and anchored outside, fearing to foul dredge W. S. Fielding's moorings on the bar, not having seen them in daylight. 14th, arrived and anchored off the marine slip at 8 a.m., and made ready to go on slip. Mate returned on board. 15tl>c dredge was hauled on slip, when dredge crew with Messrs. Yorston's slip men begun to clear and paint hull, repair hopper and well doors and replace an angle iron broken in the ladder well, all of which was completed and dredge launched on November 24, when it was taken to the commissioner's wharf and landed anchor and chain. 26th, making ready to place moorings to begin dredging, when it was found the dredge was making water, owing to the boiler-makers who repaired the angle iron in ladder well not having made a good job in the rivetting, and after five days trying to stop the leak had to go on slip again on 30th for further repairs. Decem- ber 3, placing mooring, blowing strong, could not get all the moorings placed, and too much ice to dredge. Crew employed chipping rust and painting. 11th, taking off buckets. 24th, crew paid off. 29th, ice in harbour breaking up. 31st, repairs under way. Captain looking after dredge. Engineer and two firemen doing repairs on engines and boilers. Some work sent to machine shop. During the winter, part of main deck was renewed. New chains and block for hoisting dredging ladder, were put on. Boiler, engines and dredging gear overhauled and put in working order. A side shoot placed on dredge has been proved to work satis- factory. And as soon as the steel barges now building are completed, they will be used iv REPORT OF THE CHIEF ENGINEER 163 SESSIONAL PAPER No. 19 with this dredge on the work at Campbellton, N.B., a tug removing the barges to deposit spoil, thus enabling the dredge to work continuously. This dredge had all repairs and new shoot completed and ready for work by March 31, but ice prevented doing so. k The Dredge ' Canada.' From July 1 to November 5, 1906, this dredge was operating on the Kiver Avon, in front of the government pier at Windsor, N.S., removing 7,830 cubic yards mud and silt at a cost of $1.12 -23 cents per cubic yard. The dredge having to be aground twice every twenty-four hours, it was found that the shoe connecting stern post and rudder post was broken; that several plates in the bottom required repairs; that a new top tumbler was required ; shoot required to be renewed and a side shoot for barges needed, and at the latter date under orders the dredge was made ready by the 8th to leave for Yarmouth to go on marine slip for repairs above named and to clean and paint hull. Owing to unfavourable weather the dredge did not leave until 7 a.m. of the 10th, and arrived at Spencer's island by 11.30 a.m., where it was storm-bound until the 15th, when it sailed at 8 a.m. and came to anchor at Digby at 6 p.m. 16th, sailed at 11 a.m., returned at 12.10 p.m., owing to heavy sea and rough in the bay. 17th, detained by gale from northwest. 18th, sailed from Digby at 11 a.m., arrived at Westport at -4.30 p.m. 19th, too rough to proceed. 20th, sailed from Westport at 5 a.m.; arrived at Yar- mouth at 10 a.m. Landed spare gear. 21st, took off ladder well doors and landed them at D. A. railway wharf. 22nd and 23rd, blew down boiler and cleaning it. 24th, 26th and 27th, waiting to get on slip; crew chipping and painting ladder. 28th, placed dredge on marine slip at 8 a.m., and completed hauling at 12.30 p.m. Detained by slip rollers getting out of place. Crew immediately began scraping and cleaning hull for painting. Several machinists assisting engineer at repairs to hopper doors, rudder, after shoe, stern and rudder posts and plates in dredging bottom, all of which is being continued, and on December 19 above named work completed, dredge came off slip at noon, and took in water and coal. 20th, laid moorings. 21st, blowing and not fit weather to dredge or go outside to deposit spoil. 22nd, dredged two loads, rove tackles to haul out several spiles that were in dredge's way. 24th, dredged two loads ; took in coal and water. 25th, Christmas. 26th, haifled one spile. 27th, hauled one spile, and made ready to haul a second. 28th, hauled two spiles and dredged three loads. 31st, took in coal. From December 20 to January 5, hauled four spiles and dredged 2,020, cubic yards at a cost of 61*82 cents per cubic yard. Further repairs for top tumbler, side shoots and steel mitre wheels are being proceeded with, and March 30 new top tumbler, pump and side shoot were completed, and I saw one steel barge loaded by the new side shoot and discharged before I left for home, the matter of shoot proving successful, and when the second barge is received, barges and shoot will be complete. The Canada would continue to work at Yarmouth until April 15, and then leave for Windsor. The Dredge 'New Dominion.' On July 1, 1906, this dredge was engaged at St. Andrew's, in the county of Charlotte, N.B., dredging a western channel, 150 feet wide and 6 feet deep at low water through the harbour bar, and by December 11 had removed 43,165 cubic yards clay, mud and boulders at a cost of 22*23 cents per cubic yard. On July 5 and 6, dredge detained by tug being disabled. July 9, casting on crane broken; tug took casting to St. John, had new casting made, and dredge was ready for work on the 14th. Eesumed dredging Monday, 16th. This dredging is all tide work. October 13, one anchor post broken ; took broken post out and put in new post, which was on hand ready for use. The dredge was unable to work a number of days in November, owing to unfavourable weather. On December 3, the fresh water service was all frozen up. Orders were received, and work closed. Dredge dismantled and made ready to leave. On the 12th the dredge left St. Andrew's in tow of tugs Lord Kitchener and Lord 19— iv— Hi 164 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 Roberts, and arrived in St. John harbour 7 p.m. Work repairing dredge and scows began immediately, that they may be ready to do work at tail of Navy island, St. John harbour. Sent bucket to foundry for repair, and repairing scows. 17th, shipped in place the two forward anchor posts. 18th, shipped one after anchor post. 19th, shipped the second after post. December 31, repairs will be completed in a few days to proceed with work at Navy island bar, St. John harbour. Eepairs being completed and orders received, dredging was commenced on Navy island bar, St. John harbour, January 28, and by March 31, 9,375 cubic yards of mud had been removed, at a cost of 30 "51 cents per cubic yard. The Dredge ' Prince Edward.' From July 1 to 23, and September 5 to 24, 1906, this dredge was continuing opera- tions at the Prince Edward Island Railway wharf, Charlottetown, Prince Edward Island, removing 8,685 cubic yards mud, at a cost of 41-88 cents per cubic yard, preparing foundations for new wharfs, and from July 24 to September 4 opening a channel from the East river into the Ealconwood Hospital wharf, where 14,625 cubic yards were removed, at a cost of 26 "57 cents per cubic yard, completing the work. From September 25 until November 8 the dredge was engaged at Pownal, deepen- ing the channel from Pownal bay into the Pownal wharf by removing 9,855 cubic yards mud and silt, at a cost of 39 cents per cubic yard. This work is not completed. Nearly all of the above work was tide work, and not full time for working. After November 3 weather was unfit for work, and on the 9th dredge was ordered to dis- mantle and prepare to leave for Charlottetown, and on the 14th, all being ready, the tugs Brant and F. M. Batt removed the plant to Charlottetown, and hauled three scows and water boat out for repairs. Dredge moored at Ferry wharf, and stored all spare gear. Five of the crew left for their homes on December 6. Engineer and fire- man making engine, boiler and machinery ready for inspection. Cook and watchman left for their homes on the 15th. Engineer making repairs, which were completed and dredge ready for work by March 30. The Dredge ' George McKenzie/ My last report left this dredge working at Mabou, Inverness county, Nova Scotia, where it continued work from July 1 until September 22, improving the depth of water to 16 feet on the outer bar, when wind and weather permitted, and at other times on the channel inside, where a large amount of filling in had taken place, and -at and near the bridge at the village, removing 13,896 cubic yards clay, sand and silt, at a cost of 38 -31 cents per cubic yard. The dredge worked at Port Hood coal piers from September 23 until October 31, improving the loading berths at the coal piers by removing 5,175 cubic yards sand, at a cost of 98 '53 cents per cubic yard. The work performed at Port Hood will fill in again very rapidly. Owing to the crane boom breaking and while being replaced by a new boom, several days time (from August 14 to 22) were lost, and much time was lost on account of weather at Mabou. The dredge also lost ten days making ready and waiting for suitable weather to transfer plant from Mabou to Port Hood, September 19 to 28. Weather only permitted work- ing part of fourteen days from September 29 to end of October. Weather proving worse, in November orders were given and dredge and plant were dismantled and pre- pared to leave for Pictou. In the storm, three vessels went ashore not far from the dredge and some of them were a total loss. On November 10 the dredge left for Pictou in tow of tugs Goliah and Rona and arrived on the 11th. On the 12th, landed gear on Market wharf. 19th, went on marine slip, and cleaning and stripping old zinc off dredge was at once commenced. By December 5 the dredge's hull was re- covered with new No. 14 and 12 zinc, and dredge was ready to come off slip, but ice making, the slip people declined to put the slip down to launch the dredge, and it will iv REPORT OF THE CHIEF ENGINEER 165 SESSIONAL PAPER No. 19 remain on the slip for the winter. The engineer is now proceeding with repairs and renewals. The crew paid off on December 13. While this dredge was ready for work on March 30, owing to heavy ice under and around the marine slip it could not be launched until May 2, and then the draw in the bridge over East river being out of repair the dredge was ordered to clean up some work for the Acadia Coal Co., which the dredge St. Lawrence was unable to complete. The Dredge ' Cape Breton/ On July 1, this dredge was at St. Peter's canal, waiting orders from Ottawa. The following orders were received and given to Captain Peter DeCoste : — ' Please send dredge Cape Breton to Red islands to excavate channel fifteen feet deep and sixty feet wide.' On July 1, the dredge left St. Peter's canal and arrived at John- ston's harbour. July 2, was Dominion day and kept by Captain DeCoste and crew. 3rd to 6th preparing dredge for work. 7th, towed dredge from Johnston's harbour to Red islands, laid out work and dredged one scow load. 9th, detained by bucket mouth broken and towing plant to and from Johnston's harbour; dredged three scow loads. 10th, detained by changing buckets and taking water. 11th, dredged one scow load, then detained with bucket latch not working right. 16th, dredged four scow loads ; dis- pensed with services tug Weaiherspoon ; tug Nelson taken on. 17th, dredged five' scow loads. 18th, repairing scow chain and buckets. 19th, dredged two scow loads and weather unfavourable for dredging. 20th, coaled dredge; weather unfavourable for dredging. 21st, dredged four scows; buckets working bad. 22nd, Sunday. 23rd, unable to use scows, deposited spoil on banks; detained by weather; worked eight hours. 24th, compressor and bucket working bad; dredged five hours. 25th, detained by high wind. 26th, detained by high wind and coaling. 27th and 28th, detained by unfavourable weather. 29th, Sunday. 30th, took bucket off and repaired it. 31st, unfavourable wind and rough sea. August 1, dredged nine hours. 2nd, dredged eight hours; 3rd, dredged eight hours; 4th, dredged six hours, backing chain yoke broken. 6th, coaling, taking water and repairing backing chain yoke. 7th, towed plant from Johnston's harbour to Red islands, weather unfit to work and returned to Johnston's harbour for safety. 8th, dredged for seven hours. At 5 p.m., while making head move, crane unstepped at deck, doing considerable damage and injuring the cranesman. Secured crane and took up bucket with tackles, and towed to Johnston's harbour for shelter, and reported to Superintendent. 9th, on receipt of Captain's report, Mr. James "Wright, Inspector, was sent to the dredge without delay to have damage made right and to get dredge to work. 9th and 10th, crew preparing to take bucket off; Captain absent for medical treatment. 11th, Mr. Wright, Inspector, arrived and after consulting with Captain DeCoste the dredge was made ready and towed to St. Peter's to reship crane. Engineer to Sydney for repair of broken parts. 12th, Sunday. 13th to 18th, putting crane and swinging gear in place and towed dredge back to Johnston's harbour. 17th, tug Nelson taken on at 3.30 p.m. 19th, Sunday. 20th, fitting up pipes and friction gear. 21st, while putting up bucket handle, chain sling broke, and let bucket handle fall, breaking one of the bucket and arm braces. 22nd, Engineer to foundry getting brace repaired ; crew putting bucket and arm up and com- pressor on. 23rd, waiting engineer's return with repaired machinery. Scow chains were put in order. 24th, engineer returned, and repairs made. 25th, detained by high wind, and sea; men employed in getting coal. 26th, Sunday. 27th, dredged nine hours, when haul-back chain broke. 28th, detained by weather. 29th, dredged eight hours. 30th, dredged eight hours. 31st, dredged seven hours. September 1, detained by unfavourable weather; putting on new hoisting cable. 2nd, Sunday. 3rd, detained by weather, changing buckets. 4th, detained by weather ; coaling plant. 5th, detained by weather, sent tug to St. Peters for coal. 6th, dredged five hours, detained by weather. 7th, detained by weather, repairing compressor. 8th, dredged three hours; spoon handle knee to bucket broke. 9th, Sunday. Engineer with 166 DKI'MIT I/O T OF I'CJiUC WORK s 7-8 EDWARD VII., A. 1908 tug Nelson left for Sydney to get repairs to broken knee. 10th, filled bunkers and changed bow anchor. 11th, working at bucket; sent tug for coal. 12th, working at scows and anchors while waiting. Tug Goliah returned disabled. 13th, cleaning up while waiting. 14th, engineer returned at noon; fitting repaired arm. 15th, con- necting bucket and knee to spoon handle. 16th, Sunday. 17th, dredged eight hours. 18th, too rough to dredge. 19th, dredged six hours; weather detained work. 20th, towed plant to work; dredged eight hours. 21st, dredged eight hours. 22nd, detained by weather; repairing spud friction. 23rd, Sunday. 24th, detained by weather; took in water. 25th, detained by unfavourable weather. 2Gth, dredged nine hours and re- paired backing chain. 27th, dredged seven hours; cut through into North Pond, and at 4 p.m. bottom cable jammed between bottom sheave in foot of anchor post. 28th, taking anchor post down to make repairs. 29th, making repairs and putting new cable on. 30th, Sunday. October 1, placing new cable on. 2nd, placing new cable and putting spud post in place. 3rd, received instructions to prepare to leave; removed plant to Johnston's harbour and took in coal. 4th, dismantling plant and making tow ready to leave, and 5th and 6th awaiting further instructions. 7th, Sunday. 8th, waiting orders. 9th, at 10 a.m. received orders to proceed to Sydney. 10th, strong gale; waiting for favourable weather. 11th, at 10 a.m. wind moderating, left with dredge and arrived at Port Bevis at 6 p.m. On the 12th, at 5 p.m., returned for scows and returned to Port Bevis with them at 6 p.m. 13th, at 5 a.m. left with dredge and one scow and arrived at Sydney at 5.31 p.m. 14th, Sunday. 15th, tugs went back for scow and returned with them at 6.30 p.m. ; crew were landing spare gear and mantling dredge. 16th, crew landing spare gear and mantling dredge. 17th, mantling plant and prepar- paring for dredging. ISth, preparing scows and storing material. 19th, at noon took up work at Whitney pier; dredged one scow. 20th, dredged two scow loads and made ready to clean boilers. 21st, Sunday. 22nd, clean- ing boiler and coaling. 23rd, dredging five scow loads, and met logs and boulders. 24th, dredged five scows; still lifting logs. 25th, dredged five scows; still lifting logs and boulders. 26th and 27th, dredged two scows each; pump rod broken and repaired and repairing steam pipes in connection with compressor. 28th, Sunday. 29th, dredged two scows and repaired chain. 30th, dredged three scow loads and engaged receiving new spoon handle. 31st, dredged four scow loads and repaired scow chains. November 1st, dredged three scows ; detained with boulders. 2nd, dredged two scows. 3rd, dredged one scow; repairing chain. 4th, Sunday. 5th, detained by wea- ther; renewed donkey stack. 6th, dredged four scowsi. and received new arm knees from machine shop. 7th to 12th, detained by compressor plate breaking, and repaired it and backing chain wheel, and anchor sheave in post. 13th, dredged four scow loads and detained with boulders and heavy rock in bucket. 14th, dredged six scows and detained with boulders in bucket. 15th, dredged three scows; broke bucket tooth. 16th and 17th, repairing bucket tooth. 18th, Sunday. 19th, 20th, 21st and 22nd, completed repairs to bucket tooth. 23rd, spud bottom cable crosshead broken ; dis- mantling and repairing. 24th, at 8 a.m. took up work, when arm brace connecting bucket bent, and lug on bucket broken : also after spud wheel broken. 25th, Sunday. 26th and 30th, repairing and crew employed scaling inside barges. December 1 to 5. repairing brace, lug on bucket and wheel. 6th, dredged one scow load and coaled dredge. 7th, (weather bad: dredged four loads. 8th, weather unfit to work ; breaking ice and thawing lines. 9th, Sunday. 10th. employed break- ing ice about plant to keep it from freezing up, and coalincr: towed scow to Cranberry Creek for safety. 11th, shovelling snow: afternoon dredged two scow loads. 12th, dredged two scow loads ; detained with swinging cable broken. 13th. dredged foiir scow loads; detained with tug Merrimac aground with fog. &c. 14th, dredged one scow load; detained thawing ice. Dredge bucket dropped in scow pocket, bending door and fouling cable; friction slipped. 15th, dredged four scow loads and detained two hours with large rock in bucket. 16th. Sunday.- 17th. dredged four scow loads iv REPORT OF THE CHIEF ENGINEER 167 SESSIONAL PAPER No. 19 and detained with scow winch friction broken. 18th, worked forenoon; dredged one scow load after completing repairs to winch; afternoon, ice breaking; towed plant to winter quarters at Rhodes Currey wharf, and dispensed with Merrimac. 19th, dis- mantling plant for repairs. 20th, dismantling the plant and moving same into winter quarters. 21st, moving plant, cleaning crane and blowing down main boiler. 22nd, crew cleaning crane and disconnecting machinery. 23rd, Sunday. 24th, pumping water out of limbers; blew down donkey boiler. 25th, Christmas. 26th, cleaning water tanks and A frame and boiler. 27th, cleaning boiler and tanks. 28th, painting A frame, crane and wire stays. 29th, cleaning tanks and boiler and painting them inside. 30th, Sunday. 31st, completing tanks and boiler ; crew will be paid off Janu- ary 5. Dredging at North Pond, Eed islands, Richmond county, N.S.. 21.900 cubic yards at a cost of 55-72 cents per cubic yard. Dredging at Sydney, Whitney pier, 600 cubic yards at a cost of 46*85 cents per cubic yard, and at Sydney Steel Com- pany's piers, 14,800 cubic yards at a cost of 56 -46 cents per cubic yard. During the winter, repairs and renewals were made and the dredge ready by March 30, but too much ice for tugs or dredge to resume work. The Dredge ' New Brunswich.' From July 1 to 11, 1906, this dredge was engaged on the River St. John, im- proving the depth of water in front of the Cedar's wharf, King's county, N.B., com- pleting the same by removing 3,950 cubic yards at a cost of 16 -74 cents per yard. At Evandale wharf, King's county, on July 12, 75 cubic yards were removed, at a cost of 89-57 cents per cubic yard. Owing to the bottom being too hard for the clam shell, this work was left unfinished, to be taken up by the dredge New Dominion at some future date. July 13 to 18, this dredge was engaged improving the depth of water in front of the wharf at Hampstead, in Queen's county, N.B., by removing 1,200 cubic yards at a cost of 33 -44 cents per cubic yard, and completing the work. From July 19 to 27, the dredge removed 1.865 cubic yards in front of Belyea's wharf, Queen's county, N.B., at a cost of 32-66 cents per yard, and completed the work. From July 28 to September 8 it removed 8,290 cubic yards in front of the wharf at Colwell's creek, Washademoak lake, Queen's county, N.B., at a cost of 30-85 cents per cubic yard, completing the work. August 14 and 15, anchor post broken and repaired. From September 9 to October 8, it was engaged in front of Oak Point wharf, King's county, N.B., removing 12.100 cubic yards at a cost of 10-35 cents per cubic yard, and completing the work. September 26, engine was disabled. From October 9 to November 23, the dredge worked in front of Victoria wharf. King's county. N.B., removing 21,700 cubic yards at a cost of 11 -28 cents per cubic yard, completing the work. Ice making, the dredge was ordered to St. John, where it arrived on November 26, and went into winter quarters, and after placing everything in order, the crew was paid off on December 3. Repairs to boiler, engines and ma- chinery are now being proceeded with to completion by March 30, but owing to ice and freshet in river will be unable to work before May 15, if then. The Dredge 1 W. 8. Fielding.' This dredge continued improving the channel at Yarmouth, N.S.. July 1 to August 3, 1906, removing 33,250 cubic yards mud, at a cost of 13 -47 cents per yard. Consider- able time was lost with vessels in the dredge's way, waiting for rise of tide to get out past light where there is but 15 feet at low water (rock) and dredge when loaded draws 19 feet; and also in repairing damaged buckets and by fog. August 4 received orders to leave for dry dock at Halifax ; took up moorings, getting ready to leave ; adjusted compasses ; 10th, sailed from Yarmouth at 6.30 a.m. Weather foggy, and anchored at Bon Portage at noon, 11th, at anchor; thick fog; 12th, at anchor; thick fog; 13th, sailed from Bon Portage at midnight; anchored at Masher's harbour at 5 a.m. 14th, arrived at Halifax at 11 a.m. At 4 p.m. I went on board to arrange about docking. 168 DEPARTMENT OF PUBLIC WORKS iv 7-0 EDWARD VII., A. 1908 Crew engaged painting inside of hull. 15th, I again visited dredge; crew engaged painting. A vessel in the dry dock prevents the dredge docking for a few days. 16th, 17th, 18th, 20th crew painting inside hull. 21st, dredge in dry-dock at 1.20 p.m. blocks not right; could not pump dock. 22nd, divers working on blocks. 23rd, docked and dock pumped at 8 a.m. and men at work scraping. 24th, men scraping dredge's bottom. 25th, men scraping and painting bottom. 26th, Sunday. 27th, painting bottom. 28th, raining; could not paint. 29th, painting and repairing hopper door chains. 30th, finished painting. 31st, came out of dock at 9 a.m., and moored at Intercolonial Rail- way pier No. 5 to coal. September 1 finished coaling, getting ready to leave for Pictou. Boilermakers working on patch on bow, and rigging gear for derrick. 3rd, sailed from Halifax for Pictou, 5 a.m. Heavy sea, went into Jeddore and anchored 9 a.m. Rain and heavy wind. 4th at 1 p.m., left Jeddore for Pictou. 5th at 8 a.m., came to anchor at Hawkesbury. Engineer said his men could not work any more without rest, had to come to anchor and stop on that account. At 1 p.m., took Frank Nickerson on shore to a doctor. Doctor advised to put him in hospital, which was done. 6th, sailed from Port Hawkesbury at 4 p.m. Arrived at Pictou, N.S., at 1 p.m., anchored in the stream. 7th, lowering buckets; taking off lashings and doing other work. 8th, making ready for dredging on Pictou bar. Went into Intercolonial Railway pier and landed spare gear. 9th, Sunday. 10th, making ready procuring more men. 11th, steamed to coal pier and got coal. 12th and 13th, waiting arrival of tug to run moorings. 14th and 15th, too rough to lay moorings; men engaged painting under deck. 16th, Sunday. 17th, laid moorings and dredged one load. 18th, a vessel took away one of the mooring buoys. Dredged two hoppers, 1,600 yards. 19th, dredged one load, 800 yards; heavy wind in afternoon; anchors would not hold to dredge. Tug Victoria left and Wm. Aitkin took its place. 20th, dredged two loads, 1,700 yards. 21st, dredged two loads, 1,500 yards. 22nd, dredged two loads, 1,800 yards. 23rd, Sunday. 24th, dredged one load, 900 yards; lost bow moorings, had to grapple them and lost getting one load, on that account. 25th, dredged two loads, 1,800 yards. 26th, took coal and repairing guide in shoot. 27th, dredged two loads, 1,800 yards. 28th, dredged two loads, 1,800 yards, and put end of suction on. 29th, worked suction two hours, and dredged about 200 yards, then resumed with buckets and dredged two loads, 1,000 yards. 30th, Sunday. On October 1 dredged three loads, 2,200 yards. 2nd, took in coal. 3rd, dredged two loads, 1,700 yards. 4th, dredged two loads, 1,800 yards and moved bow anchor. 5th, dredged two loads, 1,800 yards and moved anchors. 6th, dredged two loads, 1,800 yards; 7th, Sunday. 8th, dredged two loads, 1,500 yards. Vessel took buoy off moor- ing, and it took one and a half hours to grapple for the moorings. 9th, dredged one load, 750 yards; blowing very hard and had to quit work. 10th, took in coal. John Johnston refused to trim coal; paid him off. 11th, gale of wind; could not dredge; took end of suction off and placed it on wharf. 12th, dredged two loads, 1,700 yards. 13th, dredged two loads, 1,800 yards. Dredge took a list in loading; had to put water in starboard tank to upright her. 14th, Sunday. 15th, dredged three loads, 2,200 yards. 16th, gale of wind. 17th, dredged two loads, 1,600 yards, and moved anchors. 18th. Thanksgiving Day, holiday. 19th, dredged three loads, 2,400 yards. 20th, dredged two loads, 1,600 yards, moved anchors. 21st, Sunday. 22nd, dredged two loads, 1,600 yards. 23rd, took in coal. 24th, dredged three loads, 2,200 yards. 25th, dredged one load, 750 yards; blowing a gale and had to stop dredging. 26th, dredged three loads, 2,400 yards. 27th, dredged two loads, 1,600 yards, and moved anchors. 28th, Sunday. 29th, 30th and 31st, cleaned boilers and filled water tanks. November 1, 2, 3, 4, 5 and 6, gale and sea on bar; unable to dredge. Men engaged in painting. 7th, dredged two loads, 1,500 yards. 8th, heavy swell on bar, unable to dredge. 9th, dredged one load, 800 yards, and had to stop for heavy swell on bar. 10th, dredged two loads, 1,600 yards. 11th, Sunday. 12th, blowing a gale. 13th, dredged one load, 800 yards and took in coal. 14th, dredged two loads, 1,600 yards and moved anchors. Inspector on iv REPORT OF THE CHIEF ENGINEER 169 SESSIONAL PAPER No. 19 board. 15th, dredged two loads, 1,600 yards and moved anchors. 16th, gale of wind; could not dredge. 17th, dredged two loads, 1,700 yards. 18th, Sunday. 19th, dredged two loads, 1,600 yards and moved anchors. 20th and 21st, dredged two loads each, 1,600 yards and moved anchors. 22nd, dredged two loads, 1,600 yards and moved anchors. 23rd, dredged two loads, 1,600 yards and moved anchors. 24th, snowstorm, did not dredge. 25th, Sunday. 26th, dredged two loads, 1,700 yards and moved bow anchor. 27th, dredged one load, 850 yards; detained by thick snowstorm. 28th, dredged two loads, 1,600 yards. 29th, gale of wind. 30th, gale of wind; could not dredge on bar. December 1, dredged two loads, 1,650 yards. 2nd, 3rd and 4th, gales of wind; could not work; ice-making. 5th, afraid to leave anchor down longer to have them frozen in the ice in the way of winter steamers. 6th, ordered anchors taken up and dredge placed in winter quarters at Intercolonial Eailway new pier. 6th, hoisted buckets and secured them. 7th, I visited the dredge. Men storing gear under deck. 8th, putting dredge in order for winter. 9th, Sunday. 10th, crew making dredge ready for winter. 11th, crew employed cutting dredge off 20 feet from pier in the ice. 12th, cleaning ship. 13th, finished cutting ice to move dredge 20 feet from pier. 14th, finished cleaning up. 15th, paid off mate, second mate, cook, one oiler, seamen and firemen. 16th, Sunday. 17th, engineers making ready for winter. Mr. Wright visited dredge. 20th, first cook paid off. 21st, machinists taking ends off winches for repairs. 22nd, to 31st, captain, engineers and firemen employed. From September 1 to December 4, 70,900 yards gravel and sand were removed from the bar at Pictou at a cost of 19 "16 cents per cubic yard, leaving the work as yet un- finished. Repairs are under way, and will be urged as rapidly as possible, and will be ready long before it can work on Pictou bar. The Dredge ' Montague.' On August 25, 1906, I received your telegram as follows : ' Am wiring Mr. Howden that if he gets to Prince Edward Island with dredge Montague on or before September 1 to take her to Victoria harbour, where she is to do two weeks' work, then she is to go to Souris.' August 28 you wired : ' If Mr. Howden is not towing dredge Montague to Victoria, please make arrangements to have this done at once.' Same date I wired you : ' Mr. Howden with Speedy and scows have not arrived at Souris yet; will wire Captain to make Montague ready to leave for Victoria as soon as Mr. Howden arrives.' I also wired Capt. D. A. McDonald at Souris, same day: 'Tell Mr. Howden, minister directs Montague and scows are to be taken immediately to Crapaud, Victoria. You will make dredge ready at once.' Tugs were immediately procured and the dredge and scows taken to Victoria. Dredge arrived at Victoria on September 5, and on the 6th I wired captain to prepare dredge for work immediately. On the 7th, Captain D. A. McDonald wired: 'The A frame tipped back and it and crane came down on deck; a bad wreck. Bolts broken on swinging circle; don't think repairs can be effected at Victoria. I immediately left for Victoria, taking Mr. Wright with me, and on arrival at Charlottetown took Mr. J. B. Hegan with us to Victoria, made an investigation of the damage, and made report to you. Seeing the damage was not as bad as represented by Captain McDonald, 1 decided to have repairs made at Victoria, and proceeded at once to do so, leaving Mr. James Wright, inspector to look after them. On the 17th, repairs were completed, and the dredge ready for work, and begun dredging on the 18th, lift- ing 300 yards. 19th, dredged 400 yards. 20th, dredged 400 yards. 21st, sheave in foot of port spud post broke, and 22nd and 23rd making repairs. 24th, dredged 500 yards. 25th, dredged 200 yards; hoisting cable broken and new cable rove on 26th. 27th, dredged 400 yards. 28th, dredged 200 yards. ' 29th, dredged 500 yards. 30th, Sunday. October 1, dredged 800 yards; 2nd, 1,200 yards; 3rd, 1,100 yards; 4th, 1,000 yards; 5th, 1,100 yards; 6th, 400 yards. 7th, Sunday. 8th, 300 yards, took coal. 9th, 800 170 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 yards. 10th, 200 yards. 11th, 200 yards; gale and rain. 12th, 400 yards. 13th, 200 yards. 14th, Sunday. 15th, 200 yards. 16th, 700 yards. 17th, 700 yards. 18th, Thanksgiving day. 19th, 850 yards; scow chain broke. 20th, 500 yards; took in water. 21st, Sunday. 22nd, took coal and water. 23rd, 100 yards; heavy rain. 24th, dredged 700 yards and broke backing chain. 25th, 200 yards; heavy gale of wind. 26th, 400 yards. 27th, 900 yards. 28th, Sunday. 29th, 700 yards. 30th, 1,100 yards. 31st, 900 yards. Broke bucket door at 3 p.m. Sent tug to Charlottetown for repairs to door. November 1 and 2, tug returned with door. 3rd, shipped bucket door and dredged 900 yards. 4th, Sunday. 5th, 900 yards. 6th, 100 yards. 7th, unable to work; wea- ther bad. Ordered to make plant ready to tow to Charlottetown; blowing hard. 9th and 10th, dismantling dredge. 11th, Sunday. 12th, snow and sleet; dismantling. 13th, plant ready to leave. 14th, fine, waiting for Stanley to tow plant to Charlottetown; did not come. 15th, being fine at 9.10 a.m. left wharf and towed out to fareway buoy to meet Stanley as arranged. Although Stanley was within four miles of dredge, she steamed away to the westward. Captain McDonald could do nothing then but continue on with fhe little tug Islander alone towing. Wind and tide being favourable they arrived in Charlottetown at 7.45 p.m. and anchored in the harbour. 16th, a fierce gale of easterly wind; lying at anchor; docked scows. 17th, docked dredge at Carvell's wharf for the present. Peake's wharf being occupied. 18th to 30th, storing material and making dredge ready for winter and repairs. Landing timber for anchor posts and bucket arm on wharf. Tug Islander started with two scows for Souris on 23rd. Found too much wind and sea outside and returned at noon. 26th, tugs Islander and F. M. Batt towed scows to Souris. 30th, paid off crew. December 1 to 8, engineer and fire- men to work on machinery. On the 10th, Mr. James Wright, inspector, visited the dredge and plant. Captain and Mr. Wright visited scows at Souris on the 12th. Engineer and fireman from 9th to 31st, working on repairs and putting the machinery in order. Cut dredge and plant out 20 feet from wharf in the ice. Dredge frozen in; took off moorings. 24th, blew off boiler. The quantity dredged at Victoria was 20,450 cubic yards at a cost of 37 -55 cents per cubic yard. Repairs and improvements to dredge were proceeded with and completed March 30, and dredge ready for work. The Dredge ' Northumberland.' This dredge has been engaged on the eastern passage, Toronto, during the past season, and is expected to leave for the maritime provinces by June 1. The Tug 'Bona/ This tug gave good service the past season in attendance on the dredge George McKenzie. The Tug ' Cricket' The tug Cricket has not been in commission the past season, a larger tug being re- quired for the work the dredge it had attended was doing. The Tug 'Helena,' A new steel tug building at Collingwood, Ontario, will be completed and leave for the maritime provinces about the first of June next. REPORT OF THE CHIEF ENGINEER 171 SESSIONAL PAPER No. 19 DREDGING PLANT. The following is a summary description of the dredging plant owned and operated by the Public Works Department in the maritime provinces : — The Self-propelling Elevator Dredge 'St. Lawrence' (iron hull). Length over all — 175 feet. Beam— 30 feet. Draught when loaded aft — 13 *5 feet. Draught when loaded forward — 8-5 feet. Least working depth (ladder with 32 buckets dropped 30 feet from bow) 8-5 feet. Greatest working depth (bucket ladder dropped 40 feet from bow) — 28 feet. Capacity of hopper for spoil material — 350 cubic yards. Speed when light — 6 to 7 miles per hour. Speed when loaded — 3 to 4 miles per hour. Daily rate of dredging hard material — 350 to 700 cubic yards. Daily rate of dredging ordinary earth — 750 to 1,000 cubic yards. Daily rate of dredging soft material — 1,050 to 1,400 cubic yards. The Self-propelling Elevator Dredge 'Canada' (iron hull). Length over all — 130 feet. Beam— 20 feet. Draught when loaded aft — 11-5 feet. Draught when loaded forward — 7 feet. Least working depth — 7 feet. Greatest working depth (ladder, 24 buckets) — 16 feet. Capacity of hopper for spoil material — 90 cubic yards. Speed when light and newly painted — 6 to 7 miles per hour. Speed when loaded — 3 to 4 miles per hour. Daily rate of dredging in hard bottom — 180 to 270 cubic yards. Daily rate of dredging with ordinary digging — ISO to 360 cubic yards. Daily rate of dredging in soft material — 360 to 450 yards. The Self-propelling Elevator and Sand Pump Dredge ' W. S. Fielding' (steel hull). Length over all — 247 feet. Width over all — 42 feet. Draught when loaded aft — 19 feet. Greatest working depth — 61 feet. Capacity of hoppers for spoil — 1,000 cubic yards. Speed when light — 7 miles per hour. Speed when loaded — 4 miles per hour. Daily rate of dredging — 2,000 cubic yards with' buckets. Daily rate of dredging — 1,000 cubic yards with sand pump. The Spoon Dredge 'New Dominion' (wooden hull). Length over all — 90 feet. Width— 28 feet. Draught — 5§ feet. Greatest working depth — 21 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging with ordinary material — 150 cubic yards. Daily rate of dredging on soft material— 600 to 700 cubic yards. Number of dump scows or barges used — 2. DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 19( The Spoon Dredge 'Prince Edward' (wooden hull). Length over all — 80 feet. Width— 28 feet. Draught — 6 feet. Greatest working depth — 21 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging with ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 600 to 700 cubic yards. Number of dump scows or barges used — 3. The Spoon or Dipper Dredge ' George McKenzie ' (wooden hull). Length— 90 feet. Width— 28 feet. Draught — 6 feet. Greatest working depth — 22 feet. Daily rate of dredging in hard material — 350 cubic yards. Daily rate of dredging with ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 600 cubic yards. Number of dump scows or barges used — 3. The Boom and Dipper Dredge ' Cape Breton' (steel hull). Length — 91 feet. Beam— 36 feet. Draught— 7£ feet. Greatest working depth — 34 feet. Daily rate of dredging in hard material — 1,000 cubic yards. Daily rate of dredging in ordinary material — 1,500 cubic yards. Daily rate of dredging in soft material — 2,000 cubic yards. Number of barges used (each of 200 yards capacity — steel) — 3. The Clam Slvell Dredge 'New Brunswick' (wooden hull). Length over all — 90 feet. Width— 25 feet. Draught — 2£ feet. Greatest working depth — 17 feet. Daily rate of dredging in hard material — 180 cubic yards. Daily rate of dredging in ordinary material — 300 cubic yards. Daily rate of dredging in soft material — 450 cubic yards. Number of decked scows used — 3, as at present, and 2 bottom-dumping scows. The Spoon Dredge 'Montague' (steel hull). Length over all — 90 feet. Width— 37 feet 8 inches. Draught — 5 feet 6 inches. Greatest working depth — 28 feet. Daily rate of dredging, 10 hours — 1,000 cubic yards. Number of barges used (each 72 feet long 19 feet 8 inches wide, depth 7 feet)— The Sand Pump Dredge ' Northumherland' (steel hull). Length— 130 feet. Agitator — 65 feet. Width— 52 feet. iv REPORT OF THE CHIEF ENGINEER 173 SESSIONAL PAPER No. 19 Draught — 7 feet. Working depth — 40 feet. Daily working capacity — 4,000 cubic yards in ten hours. Tug ' Cricket/ Length— 36-5 feet. Beam — 7-3 feet. Draught— 3-10 feet. Horse power — 4. Tug ' Rona.' Length — 85 feet. Beam— 19-3 feet. Draught — 8 feet. Horse power — 25. One pile driver, engine and boiler fitted on scow. One stone lifter, engine and large grips (no boiler). Steel Tug 'Helena.' Now building at Collingwood, will be ready for service by June 1. Memorandum of quantities removed by the several dredges in the maritime provinces, &c, during (nine months) the fiscal year 1906-7. Cubic yards. St Lawrence 24,325 Canada 9,850 New Dominion 52,540 Prince Edward 33,125 Geo. McKenzie 19,071 Cape Breton 37,300 New Brunswick 49,180 W. S. Fielding 104,150 Montague 20,450 Northumherland — (Work at Toronto not included). 349,991 174 DEPARTMENT OF PUBLIC WORKS iv 1 £53 111 '-2 -g * 3 SIS S | 8 rt I 5 I a • CM • 1 £ .3 rr — > 1 B 85« Idd 1 iH 1 8s5 • .83 Ife S8 2 2 88s: 333 T~i~ §2x SS3 «a I h ass 3 | C3 8 8 I 1 38883 5 • • CM I CM ■ fc \ §dd cm"££ Id: 1^ ^8 Idl [fi ill 178 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII. A. 1908 iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 - 1 - ^3 ill3* III-- :Slg~ llilff- 19— iv— 12 J 111 so* ef 88 g 3 § d So S S £ 3 S SS3 £3 1 IS I kg£|8 life ?3 w I o Srfg I w 5 3 8|S 5 180 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 oc m *r i-i -v l~ IM 30 O SC rH CI IO Pi -g"g E-g-j" ' ■ >> 3 r:-'€ SO B i- « S o - S " ™ - £ - K >■>- C o be . — x S"3 - 1% SESSIONAL bo a d REPORT OF THE CHIEF ENGINEER PAPEF No. 19 181 o C2H ■MOK I M .3 CM • CO | CO < P «: «! o - PS P i< '_5 - 9,850 9,850 © © o 1,480 1,480 © o © OS 1,980 1,980 2,070 2,070 2,610 2,610 1,080 1,080 to co'V t-T ©" C - - - P © © •a © — cc - o 3,3.3 ~ &3 > 5 St.. « IS 2 3:*« «3 c3 „ c O :s c9 TJ — „-o"o c § <© - ~ ~ , • > "O ~ T! - ~- U r. x f- ■-• 182 DEPARTMENT OF PUBLIC WORKS Iv 7-3 EDWARD VII., A. 1908 - - 3 i a. o n s - 2 S £ s cs = c s r sc w — .-. ; Ob* « :-' — — = c r - c e o X W — — >-i — c3 t; o Eh c: C O o © © o o c c i-T 22,243 98 10,7(t7 69 11,795 79 4,984 40 2,000 22 123 09 7,410 80 i388$$8S883S8S<3a3 fsiSS | 1 £ S8B33S3 III :8S883iBBS83Se8SB ■ sun i *f ** ; 1 1 ■ ITS • m • o • o • m ; ii ■ . * i 33 1 s 1 .* ;§ .16" :x" IS s ;i ■ w ■ in" .CO il . i - II il : j |j |8 ■ SB : © :- 3 :; !0 • t s :: ill g * 1 i saas i t$ £ ; 15111 I 1 i iisssii in HIHSHRI i« =1111 ; SB888 r cig" io"co 1 " ii Burnham & Morrell. . ij > 0SO y ll : d . I- a: l is Ij IS !•; || il -± 52 il ll = - 1 il M :| ; § il z : 11 ii >> a : ! ! 33 Is 0 H DEI' A HTM EXT OF PUBLIC WORKS 1 7-8 EDWARD VII., A. 1908 So 2 I fill Pfl" ■43 i 5 ^ Oaa'HMO-tHr; 05OH N rn'r-T i8gssi38S§i£§§ iv REPORT OF THE CHIEF ENGINEER 189 SESSIONAL PAPER No. 19 3 » i-'- - :-'?f- - - Ill: i 190 DEPART M T, XT OF PUBLIC WORKS iv: 7-8 EDWARD VII., A. 1908 £ 5 - y ~> rc ~ ~\ ~> ~> X X — I- -I — ~ ~ y. 'I C: 1 - — X r-i Tl «HO!B X W — I * - vr i - ? i — x — :'. i - i- .-. ec . -* in' — ' x' m X :i ■>> — r': c r- - S5 K 0, X 3 w = - C. 1-H r- — T IT. oxTi^pTjji'Mx x Eg TJ crc-". ~ ''. — ~ ~ ^ CO OS rH CO 1Q CO «© ff^OJ cS CO ?fi-"f'-i "io"cTrH x :c £0 2 V. cS C -= S=y _ - — r ~ - s = J ||o w m * i, ^5 Tci - -7^ i = = REPORT OF THE CHIEF EXGINEE& 191 SESSIONAL PAPER No. 19 l"3S?SfeS8S8SSS?SgSSgE=S88 §S2 ~I3~~ S3" •J3 4 mnnmmmmn m u M Mil 3 M i iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 193 1 i j fi 5 ■2 f. TO m si co 2? I ill ci CO" 1 111 » (NX* HI N co* I HI N* co* m ©" (NX* Hi 4 I 5 "3 «£> OOOOOOOOC T"S88888PS8 "SSSIIfili o'x'o* T~3S8S83KgS ^ CO*» « x O c H © l- O IS ■5 00 3f «P3 ■ o3 c-. c»5 io © CO OS CN H r-l o © © I- I - — — Tl 71 *5 > . p a) : = — V- r-l (70 (N u - _ -I 0 C .-. — -r M — ~ — — tSJ S5 SI Pi Sift t. = 02 fed M c . S 5 = P 198 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 o iv REPORT OF THE CHIEF ENGINEER 199 SESSIONAL PAPER No. 19 PROVINCE OF QUEBEC. DREDGLNG AT BATISCAN RIVER. Dredge No. 6, Prendergast, worked at this place from July 1 to August 29, 19U0, The work doue consisted of dredging 800 feet from entrance of St. Lawrence river, at Grogan's mill, below the bridge. The length of cut made was 1,500 feet long, 50 feet wide and 10 feet deep below zero. The quantity of material removed was 56,200 cubic yards of clay and sand. DREDGING AT BEAU H ARNOIS. From July 1 to November 24, 1906, the close of navigation, the dredge Quebec worked at this place, dredging at Thibaudeau's Point, at the entrance of River St. Louis, making a channel 150 feet wide and 8 feet deep below zero, and 2,000 feet long. This work is intended to make an outlet to Lake St. Louis to clean out corrupted water coming from woollen factories. Work was also performed at Kilgour's wharf, at the village, deepening to ten feet at low water at the wharf to allow different boats to approach. 72,640 cubic yards of clay and rock were removed. DREDGING AT BELOEIL. The dredge Richelieu worked at this place from August 30 to September 5, and between October 7 and 16, 1906. The work was done in front of Brunelle's, and the town wharfs. Four cuts were made: 120, 199, 65 and 50 feet long, 20 feet wide and 8 feet deep at low water. The material removed was 2,975 cubic yards of sand, gravel clay and hard-pan. DREDGING AT BERTHIERVILLE. Work was performed at this place by the dredge Little Giant between November 18 and 24, 1906, the close of navigation. Work was done in the Bayonne river, at Marceau's mill, making a channel for timber transportation. Also at Cazabon's point three miles above the town, making a channel for ferry and other boats. Work was also done at head of Hay island, four miles above the town. The material removed was 47,440 cubic yards of clay, sand and boulders. DREDGING AT BLANCHE SHOALS. The dredge T.F.M. No. 1 worked at this place from July 1 to November 23, 1906, the close of navigation. The work performed consisted in making a channel for pas- senger and other boats through a sand shoal, which when completed will have width of 200 feet and a depth of 14 feet below zero. Fifty- five thousand one hundred cubic yards cf clay and sand were removed. Dredging was also performed at this place by the dredge T.F.M. No. 2 between July 1 and November 23, 1906, the close of navigation. The work done is similar to what is being performed by the dredge T.M.F. No. 1. The amount of material taken out was 52,726 cubic yards of clay and sand. DREDGING AT CHAMBLY BASIN. Between July 1 and August 29, 1906, the dredge Richelieu worked at this place. Seven cuts were made, four 800 feet long, two 250 feet long and one 334 feet long, 20 feet wide and 8 feet deep at low water. All these cuts were made in the channel at the foot of the locks. The material removed was 16,650 cubic yards of clay, sand and boulders. 200 r>E/>.\h'TMi;xr or itbuc works iv 7-8 EDWARD VII., A. 1908 DREDGING AT CHATEAUGUAY. From September 14 to November 17, 1906, the close of navigation, the dredge Central City worked at this place. One cut was made, 5,400 feet long, 35 feet wide and 10 feet deep below zero, at the head of Nun's Island, towards Lake St. Louis. The quantity of material removed was 21,510 cubic yards of s*nd, cby, hird-pan and boulders. DREDGING AT CHICOUTIM I. Between July 9 and August 25, and October 15 and November 9, 1906, the close of navigation, the dredge Progress worked at this place. The work performed consisted of dredging in the main channel about five miles below Chicoutimi. Several cuts were made through sand shoals to a depth of 17 feet at low water. The material removed was 37,800 cubic yards of clay, sand and boulders. DREDGING AT COMO. From August 23 to September 23, 1906. the dredge Canada worked at this place. The work consisted of dredg'ing at Hodgin's Mill and at the wharf to accommodate passenger boats and loading of barges. The depth made was 8 feet at low water. Fourteen thousand and ninety cubic yards of clay were removed. DREDGING AT DOUCET's LANDING. Dredge No. 5 McDonald worked at this place beween August 1 and 31. 1906. The work consisted in deepening and widening the basin, and in front of the wharf. The depth made was 13 feet at low water. Twenty thousand five hundred and eighty-four cubic yards of clay and sand were removed. Dredge No. 6 McDonald also worked at this place from September 1 to November 24, 1906, the close of navigation. One cut was made in the basin, 1,100 feet long and 350 feet wide. One cut was also made in the front of the wharf, 250 feet long and 60 feet wide. The depth made was 13 feet at low water. The quantity of material re- moved was 85,660 cubic yards of clay and sand. DREDGING" AT GODFROYE RIVER. Dredging was done at this place by the dredge St. Pierre from September 17 To November 17. 1906, the close of navigation. The work consisted in deepening and widening the channel above the wharf to accommodate ferry boat and barges. The depth made was 8 feet at low water. 38,770 cubic yards of clay, sand and boulders were removed. DREDGING IN LAKE ST. JOHN. Dredging at Roberval is done by dredge Lac St. Jean, assisted by tug Marie- Louise. During the year 1904-5, the dredge, then called P. V. Savard. was rebuilt ; a new hull was constructed partly in British Columbia pine and spruce. The anchor posts, chains, wire ropes were renewed . The tug Marie-Louise was repaired and a new engine put in; the two dumping scows were repaird. Expenditure, $6,000. The work done in 1905-6 was, during the summer, at Riviere a la Pipe, and con- sisted in the sinking of three piers and a turning basin for boats. For the balance of the season, the dredge was employed at the entrance of the Roberval harbour. During the fiscal year 1906-7, dredging was done in the harbour and in the en- trance of the harbour. The quantity of material removal is 21,000 cubic yards. Amount of expenditure during the fiscal year 1906-7 is $4,000. i V report of the chief engineer 201 SESSIONAL PAPER No. 19 DREDGING AT i/aSSOMPTION. Between August 27 and November 13, 1906, the close of navigation, the dredge Premier worked at this place. The work done consisted in dredging through a shoal opposite the Log river, to straighten the channel. The width made was 400 feet and the depth 10 feet at low water. 37,950 cubic yards of clay were removed. DREDGING AT LOUISEVTLLE. From August 1 to 29, 1906, the dredge Prince Louis worked at this place. Work was started one and a half miles above entrance of Lake St. Peter. A cut was made 2,500 feet long, 30 feet wide and 6£ feet below zero. This work was done in the chan- nel to give better accommodation to barges going to this place. 47,505 cubic yards of clay, sand and boulders were removed. DREDGING AT MASKINOXGE. Between September 3 and October 13, 1906, the dredge Prince Louis worked at this place. The nature of the work performed was the deepening of the channel 2£ miles from entrance of Grand Nord channel. The channel was deepened to 64 feet below zero at different places in a distance of two miles. The width made was 35 feet. All this work was cast over. 85,530 cubic yards of clay and sand were removed. DREDGING AT NOTRE DAME DE PIERREVILLE. Dredge St. Louis worked at this place from July 16 to August 25, 1906. Two cuts were made to deepen the channel, 1,563 and 1,017 feet long, 25 feet wide and 8 feet deep at low water. The material removed consisted of 7,133 cubic yards of sand. DREDGING AT NICOLET. From July 21 to September 5, 1906, the dredge St. Pierre worked at this place. Deepening the channel above the wharf to accommodate the ferry boat as well as the lumber barges. The depth made was 10 feet at low water. 29,755 cubic yards of clay and sand were removed. DREDGING AT OKA. Dredge Little Giant worked at this place from July 1 to August 11, 1906. The work done consisted of dredging at the upper and lower part of the wharf to allow the market and other boats free access. The depth of water made was 10 feet at low water. The material removed was 25,410 cubic yards of clay and gravel. DREDGING AT PAPINEAUVILLE. The dredge Challenge worked at this place between August 18 and 25, 1906. The work consisted of making three cuts in front and alongside of the wharf 145, 124 and 75 feet long, 25 feet wide and 10 feet deep at low water. The quantity of material removed was 2,850 cubic yards of clay and boulders. DREDGING AT QUEBEC. From July 2 to November 21, 1906, the close of navigation, the dredge Inter- national worked at this place. The nature of the work done consisted of the levelling 202 DEPARTMENT OF PI BLIC WORKS iv 7-8 EDWARD VII., A. 1908 X>f the bottom, for the deep water cribs for the extension of the new wharfs at the breakwater. The average depth made was 55 feet at low water. The material removed consisted of 55,250 cubic yards of sand and boulders. DREDGING AT RIGAUD. Dredge Chateauguay worked at this place from July 1 to October 27, 1906. Dredging was performed between Jones and Hay island, deepening the channel to ten feet at low water, a width of thirty-five feet and a length of one and a quarter miles. This channel is to allow passenger and other vessels a freer passage. 85,470 cubic yards of clay, sand, and quicksand were removed. Dredging was also done by the dredge Canada, from October 8 to 27, 1906. The work performed consisted in making a cut 40 feet wide and 10 feet deep below zero, to allow barges to approach. DREDGING AT RIMOUSKI. Dredging was done at this place by the dredge Progress between August 27 and October 6, 1906. The nature of the work was the dredging of a channel from the wharf to deep water. The depth made was 15 feet at low water. 18,300 cubic yards of sand, clay and boulders were removed. Dredge Nithsdale also worked at this place from July 30 to November 3, 1906, the close of navigation. The work done consisted of deepening the eastern side of the wharf as well as dredging in the basin. The material removed consisted of 10,700 cubic yards of clay, sand and gravel. DREDGING AT RIVIERE DU LOUP. Work was done at this place by the dredge Pontiac from July 1 to August 14, 1906. The nature of the work was the dredging of a channel one mile above the entrance from Lake St. Peter and also one and one-half miles below Tourville saw- mill. The depth made was 6£ feet below low water. This work was done to allow barges a larger channel to load lumber. 45,035 cubic yards of clay and sand were removed. The dredge Prince Louis also worked at this place between July 26 and 31, 1906. The work done was dredging in the channel one and one-half miles above entrance from Lake St. Peter and two miles below Tourville saw-mill. The width made was 30 feet and 6J feet at low water. All this work was cast over on account of not having enough water to use scows. The quantity of material removed was 9,520 cubic yards of clay and sand. DREDGING RIVIERE JESUS. Dredge Otto worked at this place from July 1 to November 24, 1906, the close of navigation. The work was started at McDonald's wharf and continued towards Mascouche river; also at the entrance of Riviere Jesus. This work was done to give a deeper channel, to allow barges coming in to load hay, grain and stone. The depth made varied from 6i to 10 feet at low water. 24,105 cubic yards of clay, gravel and boulders were removed. DREDGING IN THE LIEVRE RIVER. Dredge No. 2 worked at this place from September 3 to November 7, 1906, the close of navigation. Five cuts were made, 174, 810, 1,410. 130 and 526 feet long, 25 feet wide and 10 feet deep at low water. This work consisted in deepening the old channel near the locks, which had filled in through the land slide of the fall of 1902. The material cast over was 14,825 cubic yards of clay, gravel and boulders. rv REPORT OF THE CHIEF ENGINEER 203 SESSIONAL PAPER No. la DREDGING IN RIVEK LA GRAISSE. Between July 12 and August 21, 1906, the dredge Canada worked at this place, one and one-half miles from the Ottawa river, making a channel 40 feet wide and a depth of 10 feet at low water, to allow barges loading freight. 12,600 cubic yards of rock, sand and clay were removed. DREDGING AT RIVER OUELLE. The dredge Progress worked at this place from July 2 to 7, 1906, dredging a foundation for the new protection pier. The depth made was 15 feet at low water. 200 yards of sand and clay were removed. DREDGING IX THE RIVER ST. FRANCIS. From August 17 to September 8, 1906, the dredge Little Giant worked at this place. The work done consisted in deepening one-half mile from mouth of the river, making a channel to accommodate passenger boats. The depth made was 10 feet at low water. 14,430 cubic yards of clay were removed. The dredge Duke of York worked at this place from August 29 to November 22, 1906, the close of navigation: Dredging was performed in different places in a distance of three miles and also at the entrance of this river. The channel was deepened to 10 feet at low water to accommodate passenger boats. Ninety-one thousand feet at low water. 14,430 cubic yards of clay were removed. Between August 16 and 27, 1906, dredge Pontiac worked at this place, dredg- ing at entrance and one-half mile below the river. The work was done for the same purpose of accommodating passenger boats. The material removed was 14,590 cubic yards of sand and quicksand. DREDGING AT ST. ANDREWS. Dredging was done at this place by the dredge No. 4, General Construction Com- pany, from July 1 to November 24, 1906, the close of navigation. The dredg- ing done consisted in making a channel 32 feet wide and 10 feet deep at low water to allow boats an approach to the proposed wharf. Thirty thousand three hund- red and ninety-three cubic yards of hard-pan, sand, boulders, clay and rock were re- moved. DREDGING AT ST. DENIS. Work was performed at this place by the dredge Richelieu, from October 17 to November 19, 1906, the close of navigation. The work consisted of dredging through a shoal from the wharf out to the channel. Four cuts were made, 256, 281, 431 and 456 feet long, 15 feet wide and 8 feet deep at low water. The quantity of material removed was 2,350 cubic yards of clay. DREDGING AT ST. HILAIRE. Dredging was done at this place by the dredge Richelieu, from September 6 to October 6, 1906. The work done consisted of dredging in front of the town wharf, Prefontaine's wharf, and in the channel and removing a shoal below Grand Trunk Railway bridge. Five cuts were made, 90, 82, 145, 135 and 125 feet long, 15 feet wide and 8 feet deep at low water. The quantity of material removed consisted of 5,700 cubic yards of clay, boulders and hard-pan. 204 DEPARTMENT or I'lliljc W ORKS iv 7-8 EDWARD VII., A. 1908 DREDGING AT ST. MAURICE RIVER. Between July 1 and August 28, 1906, the dredge Duke of York worked at this place, continuing the dredging one mile from main channel at Dansereau's mill and also at Union Bag Co.'s wharf. This work consisted in cleaning up the old channel. The depth made was 14 feet at low water. The quantity of material removed was 79,262 cubic yards sand and clay. DREDGING AT ST. PLACIDE. The dredge Central City worked at this place from July 1 to September 1, 1906. The work performed consisted in dredging from the main channel to the wharf and also alongside the wharf, for a distance of 150 feet, 150 feet wide and 10 feet deep at low water. 39,200 cubic yards of clay and boulders were removed. DREDGING AT ST. OURS. Between August 27 and September 1, 1906, the dredge St. Louis worked at this place. One cut was made in the channel 291 feet long, 25 feet wide and 8 feet deep at low water. The material removed consisted of 960 cubic yards of sand. DREDGING AT SOREL. Work was performed at this place by the dredge Nithsdale between November 5 and 14, 1906, the close of navigation. 'The nature of the work performed consisted of dredg- ing at the Richelieu Landing wharf where the channel was deepened to 16 feet at low water. 1,890 cubic yards of sand were removi d. DREDGING AT THURSO. Work was performed at this place by the dredge Challenge between August 25 and 30, 1906. One cut was made in front of the wharf 115 feet long, 25 feet wide and 10 feet deep at low water. The material removed consisted of 750 cubic yards of clay and boulders. DREDGING AT VILLE MARIE. From July 1 to September 8, 1906, the dredge Queen was working at this place. The work performed consisted of making five cuts in front and alongside the wharf. One other cut was made in the main channel 2,200 feet long. All these cuts were made to a depth of 9 feet at low water. The material removed was 26,640 cubic yards of clay. DREDGING AT YAMASKA. Dredging was doue at this place by the dredge St Louis between July 5 and 14, and from September 4 to November 8, 1906, the close of navigation. Two cuts were made, one 963 feet long, near He aux Erables, and one 1,612 feet long, near He St. Jean. Both these cuts were made in the channel, to a width of 25 feet and a depth of 9 feet at low water. 12,154 cubic yards of sand were removed. Dredge Prince Louis also worked at this place, between October 16 and Novem- ber 16, 1906, the close of navigation. Dredging was performed in different places, wherever casting over was necessary. Work was started at the entrance of the rivei and continued for a distance of four miles. The depth made was 6£ feet deep at low water. The quantity of material removed was 32,824 cubic yards of clay and sand. iv HE PORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 205 PROVINCE OF ONTARIO. DREDGING AT BEAVERTON. Dredge Simcoe worked at this place from July 1 to November 20, 1906, the close of navigation, deepening the turning and channel thereto. The depth made was 17 feet at low water. 13,000 cubic yards of clay, sand, gravel and hard-pan were removed. DREDGING AT BELLE RIVER. The dredge King Edward worked at this place from September 26 to November 20, 1906, the close of navigation. The dredging consisted in deepening the channel at entrance to harbour to 9 feet at low water. Owing to the exposed position of this work, considerable filling in occurred, and the entire channel required has not yet been completed. 9,480 cubic yards of clay were removed. DREDGING AT BELLEVILLE. From July 1 to November 17, 1906, the close of navigation, the dredge Sir Richard worked at this place. Four cuts were made, 1,600 feet Jong, and six cuts, 250 feet long, 25 feet wid? and 14 feet deep at low water. The work consisted in deepening the channel along the south wall near the Bay bridge. 71,800 cubic yards of boulders and gravel were removed. DREDGING AT COLLINGWOOD. From July 1 to August 25, 1906, the dredge No. 1 Boone worked at this place. The work done consisted in widening the turning basin in inner harbour, and also dredging along the face of the new concrete wharf. A depth of 17 feet at low water was made. The quantity of material removed was 26,018 cubic yards of clay, sand and gravel. The dredge Kingsford also worked at this place, from July 1 to November 3, 1906. the close of navigation. This dredge was engaged at the same work as the above dredge, No. 1 Boone. The depth made was 22 feet at low water. The quan- tity of material removed was 17,715 cubic yards of clay, rock, boulders and hardpan. DREDGING AT PASSET. From August 30 and September 8 and between September 28 and October 27, 1906, the dredge Challenge worked at this place. The work done consisted of seven cuts in front of the wharf, 184, 218, 269, 301, 334, 120 and 114 feet long, 25 feet wide and 10 feet deep at low water. 12,750 cubic yards of clay were removed. DREDGING AT GODERICH. From July 25 to November 15, 1906, the close of navigation, the dredge Arnoldi worked at this place. The work consisted in cleaning and enlarging a basin in inner harbour to a depth of 19 feet at low water. Also dredging in channel between piers at outer entrance to same. The improvements to basin in inner harbour have already proved a great service to the large grain boats unloading in this harbour. 36,162 cubic yards of clay, sand, mud, rock and gravel were removed. 206 nh j'A/n )n:\r or public works 7-8 EDWARD VII., A. 1908 DREDGING AT HAMILTON. Dredging was done at this place by the dredge Nipissing, from July 1 to August 21, 1906. Seven cuts were made, 500, 275, 250, 225 and three 300 feet long, 30 feet wide and 18 feet deep at low water. This work was done in front of the In- ternational Harvester Company's wharf, widening the channel and making a turning basin. The material removed was 27,600 cubic yards of quicksand. Owing to the sinking of this dredge at this place during a storm on August 22, it was found impossible to continue operations. Dredge was raised and towed to Ottawa to be repaired. DREDGING AT KINGSVILLE. Between November 1 and 24, 1906, the close of navigation, the dredge Ontario worked at this place. Two cuts were made inside the harbour, 250 feet long each, 25 feet wide and 14 feet deep at low water. These cuts were made along the west side of east pier to increase the length of dock. The amount of material removed was 9,465 cubic yards of sand and boulders. DREDGING IN THE KAMINISTIQUIA RIVER. The work done at this place consisted in the dredging of a channel. 4,400 feet long and 140 feet wide, from the Imperial Company's wharfs up the river, removing a shoal from Elevator E to 500 feet west of the McKellar wharf, with an average width of 200 feet, dredging in the centre of river from Ogilvie's elevator to turning basin into Mission, 2,400 feet long by an average width of 120 feet; removing shoal spots and dredging in Kaministiquia river in front of wharfs, from centre of old pile wharf, east of Consolidated elevator, to west end of Grand Trunk Pacific Eailway's wh irf , 3,- 600 feet in length by an average width of 90 feet. The depth made at these places was 22 feet at low water. The different dredges employed were: — No. 6 Great Lakes Dredging Company, from July 1 to November 5, 1906, re- moved 362,979 cubic yards of clay and sand. No. 5 Great Lakes Dredging Company, from July 1 to December 7, 1906, re- moved 391,653 cubic yards clay, gravel and boulders. Dominion, from July 1 to December 8, 1906, removed 598,762 cubic yards clay, gravel and boulders. No. 8 Great Lakes Dredging Company, from July 16 to December 5, 1906, re- moved 125,265 cubic yards of clay, gravel and boulders. DREDGING AT LITTLE CURRENT. Work was started at this place by the dredge No. Ik Boone on July 1, and con- tinued there up to November 17, 1906. the close of navigation. The work consisted in blasting and dredging the main steamer channel to a depth of 22 feet at low water. 71.180 cubic yards of rock were removed. DREDGING AT vMATCHEDASH BAT. From July 1 to November 17, 1906, the dredge No. Jf. Owen Sound Dredge and Construction Co., worked at this place. The work consisted in making a channel 100 feet wide and 14 feet deep at low water, between Waubaushene and Eesserton. 88,290 cubic yards of clay were removed. iv REPORT OF THE CHIEF ENGINEER 207 SESSIONAL PAPER No. 19 DREDGING AT MEAFORD. Dredge Togo worked at this place between August 23 and November 24, 1906, the close of navigation. Work consisted in dredging in the harbour and along the face of west wharf. The depth made was 20 feet at low water. 38,078 cubic yards of mud, clay and gravel were removed. DREDGING AT MIDLAND. The work done at this place consisted in the enlarging of the channel, leading to the Grand Trunk elevator and coal dock, also making a channel along face of Elevator wharf. The depth made was 26 feet at low water. Three dredges worked at this place, viz.: — No. 9, Owen Sound Dredge and Construction Co., from July 1 to November 30, 1906, removing 59,540 cubic yards of clay, sand, rock and boulders. The Excelsior between November 15 and December 1, 1906, removing 19,000 cubic yards of clay and sand. The Monarch from August 10 to December 1, 1906, removing 71,285 cubic yards oi clay, sand, gravel and rocks. DREDGING AT MITCHELLS BAY. The dredge Ontario worked at this place bjtween July 1 and 13, 1906. "Work consisted in the dredging of a channel about 1,400 feet long leading to the wharf with on average width of 40 feet and a depth of 6 feet at low water. The quantity of material removed consisted of 7,036 cubic yards of clay and sand. DREDGING AT NEW LISKEARD. Dredge Queen worked at this place from September 10 to November 3, 1906, the close of navigation. Three cuts were made 200 feet long each, in the turning basin, which had filled up. Water being so low, one cut had to be made 450 feet long next to the wharf so as to allow boats to turn. Two cuts 500 feet long each were also made in the main channel at the bend, as it had filled up with refuse coming down the Wabe river. 13,716 cubic yards of clay were removed. DREDGING AT NORTHPORT. Dredging was done at this place by the dredge Trenton, from July I to August 21, 1906. The work performed consisted in deepening the approaches to and around wharf to enable vessels to land with more freedom. 23,120 cubic yards of srravel, clay and boulders were removed. DREDGING AT OTTAWA. The dredge Nipwsing started work at this place on October 22, and continued there up to November 24, 1906, the close of navigation. The work consisted in making two cuts 125 feet long and one 50 feet, long, 30 feet wide and 18 feet deep at low water. This work was done in front of the government property at the foot of Mill island. 2,S00 cubif yards of slabs and sawdust were removed. DREDGING AT OWEN SOUND. From July 1 to August 4, and between October 19 and^November 24, 1906, the close of navigation, the dredge Frank worked at this place deepening to 23 feet at low water. 71,820 cubic yards of clay and sand were removed. 208 DEPARTMENT OF l'EBUC WORKS 7-8 EDWARD VII., A. 1908 DREDGING AT PEXETANGUISHENE. Between August 7 and September 29, 1906, the dredge Frank worked at this place. The work consisted of enlarging the channel to the town wharfs and making a depth of 20 feet at low water. 94,500 cubic yards of clay and sand were removed. DREDGING AT POINT EDWARD. The dredge No. 3 Dominion Dredging Company worked at this place from July 1 to October 6, 1906. Work performed consisted in the completing of a dredgod channel 250 feet wide along water front of dock to a depth of 22 feet at low water. 54,150 cubic yards of gravel were removed. DREDGING AT PORT ARTHUR. The dredge I.X.L. worked at this place from July 1 to November 24, 1906, the close of navigation. The work consisted in deepening the channel at the entrance to the harbour, continuing the channel to King's elevator, inside of breakwater, and in places in front of King's wharf, and also in continuing the channel to Canadian Northern coal and iron dock. The depth made was ,22 feet at low water. The quantity of material removed was 270,147 cubic yards of clay and sand. DREDGING AT PORT BRUCE. The dredge Ottawa worked at this place from July 28 to August 9, 1906. The work performed consisted in removing a bar which had formed across entrance to piers, and thereby completely blocking ingress or egress. Eighteen thousand four hundred and eighty-four cubic yards of sand and gravel were removed. DREDGING AT PORT BURWELL. Dredge Ontario worked at this place from July 1 to September 29, 1906. Five cuts were made 850 feet long each, 25 feet wide and 17 feet deep at low water, through the bar outside of piers. The material removed was 19,325 cubic yards of sand. Dredge No. 2 Dominion Dredging and Construction also worked at this place from July 1 to September 14, 1906. A stone was taken out which had been washed off the end of the pier. A small shoal was removed from the upper end of the harbour and a large area was dredged to form a turning basin as well as the main entrance channel. A depth of 23 feet at low water was made. 20,267 cubic yards of clay and sand were removed. Dredge St. Lawrence also worked at this place from July 1 to November 12, 1906, the close of navigation, being engaged on same work as above dredge No. 2. The quantity of material taken out was 72,151 cubic yards of clay, sand and gravel. DREDGING AT PORT ELGIN. Between July 1 and 16, 1906, the dredge Arnoldi worked at this place dredging to afford safe entrance at Commercial dock. A depth of 20 feet at low water was made. The quantity of material removed was 10,540 cubic yards of clay, sand and mud. DREDGING AT PORT STANLEY. Dredging was done at this place beween July 1 and 25, and from August 11 to October 20, 1906. The work done consisted in excavating a channel 950 feet long and Iv REPORT OF THE CHIEF ENGINEER 209 SESSIONAL PAPER No. 19 100 feet wide at outer entrance to piers to a depth of 20 feet at low water; dredging in inner harbour to a depth of 18 feet below low water. Also a few days' dredging in the Lake Erie Coal Company's slip and at outer entrance to same to provide sufficient water for the safe entrance for the coal boat plying in and out of this slip. 35,08(5 cubic yards of clay and sand were removed. DREDGING AT ROCKLAND. Between September 10 and 27, 1906, the dredge Challenge worked at this place. Three cuts were made in front of Edward's log slide, 225, 227 and 226-feet long, 25 feet wide and 10 feet deep at low water. One other cut was also made in front of the coal dock, 75 feet long, 25 feet wide and 10 feet deep at low water. The quantity of material removed at this place was 9,700 yards of clay. DREDGING AT RONDEAU. From July 1 to September 4, 1906, the dredge Meade worked at this place dredg- ing in inner harbour and at westerly side along coal dock. Also the opening up of a channel at entrance to harbour to a depth of 20 feet at low water. Dredging between piers to 18 feet and also removing some obstructions in the Lake Erie Company's coal slip. 40.393 cubic yards of clay and sand were removed. DREDGING AT SARNIA. Erom July 1 to August 11, 1906, the dredge E. Hall, No. 1 worked at this place. Dredging was done opposite the Imperial Oil Company's dock and also in front and between the Sarnia Bay Lumber Company, and the Cleveland Sarnia Saw Mill Com- panys docks to a depth of 15 feet at low water in order to permit the entrance of tho large rafts from the river. 16,900 cubic yards of clay and sand were removed. DREDGING IN THE SOUTH NATION RIVER. The dredge Challenge worked at this place from July 1 to August 18, 1906. Two cuts were made at the entrance 710 and 976 feet long. One other cut was made through a shoal, near the ferry, 130 feet long. All these cuts were made to a width of 25 feet and a depth of 10 feet at low water. An old pier was also removed from the channel 26 feet long by 26 feet wide and 10 feet deep. Some work was also done in front of Anderson's mill which consisted of scraping the material which had fallen on the rock for a distance of 190 feet, making a depth of 8 feet at low water. The material removed at this place was 15,150 cubic yards of clay. DREDGING AT STURGEON FALLS. Between July 1 and November 12. 1906, the close of navigation the dredge Mat' tawa worked at this place. Two cuts were made 1,500 and 800 feet long, 25 feet wide and 12 feet deep at low water. These cuts were made through a sand shoal to straight- en and shorten the old channel. 53,600 cubic yards of clay and sand were removed. DREDGING IN THE THAMES RIVER. Dredge Meade worked at this place from September 10 to October 22, 1906. Dredging was done in front of the dock to a depth of 13 feet at low water. 59,018 cubic yards of clay and sand were removed. 19— iv— 14 210 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 DREDGING AT TORONTO. Work was performed at this place by the dredge Haney between July 1 and De- cember 3, 1906, the close of navigation. The work consisted in deepening the eastern channel and the approaches thereto to a depth of 19 feet at low water. 31,794 cubio yards of sand were removed. DREDGING AT TRENTON. Dredge Trenton worked at this place between August 27 and October 27, 1906, deepening the approaches to the wharf to a depth of 14 feet at low water. 66,060 cubic yards of gravel, clay and boulders were removed. DREDGING AT WAUPOOS. Dredge Trenton worked at this place between August 22 and 25, 1906, deepening the channel leading to the wharfs. The depth of water made was 12 feet at low water. 3,510 cubic yards of gravel, clay and boulders were removed. LIST OF DREDGES EMPLOYED DURING 1906-7. Departmental Dredges: — Challenge. Ontario. Nipissing. Sir Bicha)rd. Richelieu. Queen. International. Progress. Mattawa. St. Louis. No. 2. Dredges Rented : — Nithsdale. No. 5j McDonald. No. 6, P render gast. Little Giant. Duke of York. Pontiac. Quebec. No. 1, Moore. No. 2, Moore. No. h, General Construction Co. Chateauguay. Canada. Duke of York (Poupore). Central City. Pontiac. Prince Louis. Otto. Premier. Arnoldi. No. 1, Boone. Kingsford. No. llf, Boone. Frank. No. 6. Great Lakes Drpdginq Co. No. 2, Dominion Dredging and Con," struction Co. St. Lawrence. Owen Sound Dredge Construction Co. Ottawa. Meade. Trenton. No. 5, Great Lakes Dredging Co. Dominion. -No. 8, Great Lakes Dredging Co. No. 9, Owen Sound Dredge and Con- struction Co. Excelsior. Monarch. King Edward. No. S. Dominion Dredging Co. Simcoe. I. X. L. Haney. Togo. E. Ball, No. 1. Ontario. St. Pierre. iv REPORT OF THE CHIEF ENGINEER 211 SESSIONAL PAPER No. 19 Statement of Expenditure and quantities of material removed by the different Depart- mental Dredges at various localities in Ontario and Quebec, during the fiscal year ending March 31, 1907. Nipissing .... Hamilton. Ottawa River Location. South Nation . Papineauville . Thurso Fassett Rockland . Port Burwell. Kingsville . . . Chanibly Basin Beloeil St. Hilaire St. Denis. . . . Mattawa . . . Sturgeon Falls Belleville Ville Marie . . New Liskeard Quebec . River Ouelle . Chicoutimi . . Riniouski . . . Nithsdale Rimouski Sorel .... Yards removed. Character of soil. Expendi- Cost per tare. vard. 15,150 Sand and clay 2,850 Clay and boulders. 7501 12,750 Clay 9,700 " ::::) $ cts. $ cts. 3,933 92 0 09/j 19,325 Sand \ 9,465 Sand, clay and boulders J 6,289 74 0 21 H 2,800 Slabs and sawdust J 1 71,800 Boulders and gravel. 16,650 Clay, sand and boulders 2,975 Clay, sand, hardpanand gra 5,700;Clay, sand, hardpan. 2,350 Clay 5,294 75 i 0 07=;95 a veil 26,640 Clay 13,716 55,250 Sand and boulders . 200 Sand and clay 37,800 Clay, sand and boulders. 18,300 n 53,600 :::} * 3,612 91 0 UV0 5,701 80, 0 14ft 12,046 67 0 21J ,321 15 0 25f* Clay and sand ! 8, 128 04; 0 1553- 10,700 1 Clay, sand and gravel \\ 9 qgg ±q q 79^ 1,890 Sand J Yamaska Notre Dame de Pierre- viJle St. Ours 12,154 Sand. 7,133' ,. . 960 i. . 1 3,196 57 0 15f8 Lievre River. 14,825 Clay, gravel and boulders 3,029 56 0 20f$ 19— iv— MJ 212 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII.. A. 1908 Statement of Expenditure and quantities of material removed by the different Contractors' Dredges at various localities in Ontario and Quebec. — Continued. Dredge. Location. Yards lemoved. Character of soil. Expendi- ture. Cost i>er yard. $ cts. 0 27*1 No. 5 R. McDonald . No. 6 Doucet's Landing ...... 20,584 Clay and sand 8 cts. 5,647 68 56,200 7,160 97 0 12g 0 27 A Prendergast. No. 6 85,660 Clay and sand 23.3K7 49. McDonald. Little Giant .... Cohen & Son. Oka 25,410 St. Francis River 14,430 Berthierville | 47,440 Clay 8,493 30 1,869 83 10,534 46 0 33§ o 12*5 0 22$ Can. Improv. Co. 91,425 1 10,988 10 0 12 River St. Francis 14,590 2,416 60 0 16^ Can. Improv. Co. 72,640 Clay and rock 22,695 95 0 31& 0 21fg Genl. Const. Co. No. 1 55,100 11,994 00 T. F. Moore Co. No. 2 Blanche Shoals 52,726 Clay and sand 11,418 71 0 21*g 0 60* T. F. Moore Co No. 4 Genl. Const. Co. North River, St. Andrews • 30,393 Hard pan, sand, boulders, clay IS, 291 05 Chateauguay . . . L. Cohen & Son. Rigaud, He au Foin 85,470 23,756 75 0 27£§ Canada 12,590 12,600 14,090 Clay 4,226 70 4,284 00 8,139 30 0 33J* 0 34" 0 57£§ 0 lift Cohen & Son. River LaGraisse Rock, clay and stone. Clay Duke of York. . W.J. PouporeCo River St. Maurice 79,262 Sand and clay 9,442 32 iv REPORT OF THE CHIEF Eyfil~SEER 213 SESSIONAL PAPER No. 19 Statement of Expenditure and quantities of material removed by the different Contractors' Dredges at various localities in Ontario and Quebec — Continued. Dredge. Location. i Yards removed. Character of soil. Expendi- ture. Cost per yard. , Central City .... Cohen & Son. St. Placide Chateauguay 39,200 21,510 Clay, boulders and stone Sand, clay, boulders and hard- f cts. 13,072 90 6,084 45 $ cts. 0 33H 0 27£ Pontiac W.J. PouporeCo River du Loup en haut. . 45,035 Clay and sand 5,085 45 0 11& 0 08 0 08 J 5 0 11| 0 08^5 Prince Louis .... W.J. PouporeCo ■ River du Loup en haut. . Maskinonge \rama^ka Louiseville 9,520 85,530 32,824 47,505 Clay and sand 761 60 7,461 66 3,878 87 St. Pierre Nicolet 29.755 Clav and sand . . ." 3,960 15 3,990 50 0 13,30 0 10ft 0 33ft 0 27§ A. St. Pierre. 38,770 Clay, sand and boulders Otto Genl. Const. Co. River Jesus 24,105 37,950 Clay, gravel and boulders. 8,030 75 Premier Clay 6,670 50 Genl. Const. Co. 214 ///:/' i in i// \ / or ri HIAC WORKS iv 7-8 EDWARD VII., A. 1908 Statement of Expenditure and quantities of material removed by the different Contractors' Dredges at various localities in Ontario during the fiscal year end- ing March 31, 1907. Dredge. Location. Arnold? Goderich... Marlton Dg. Co. Port Elgin . No. 1 C. S. Boone. Collingwood Yards removed. Kingsford . . .. Collingwood (it. Lakes De. Co No. 14 Little Current C. S. Boone. Frank A. F. Bowman. . Owen Sound . . . Penetanguishene . No. 6 Gt. Lakes Dg.Co. Kaministiquia & Mission Rivers No. 2.. Dominion Dg. & Const. Co. St. Lawrence. . . Manley Co. No. 4 Owen Sound Dg. & Const. Co, Ottawa Manley Co. Meade C. S. Boone. Trenton Weddell. No. 5 Gt. Lakes Dg.Co Port Burwell Port Burwell Matchedash Port Stanley . Port Bruce . . Rondeau Thames River North Port Waupoos.. . . Trenton . . . Kaministiquia & Mission Rivers .... Character of Soil. 30,162 Sand, mud, rock and gravel. 10,540 Clay and sand 2(1, i lis 26,018 71,180 71,820 94,500 Clay, sand and gravel. Clay, rock, bldrs. and hardpan. . All rock. Clay and sand 862,979 Clay and sand 20,267 72,151 88,290 35,086 18,484 Clay and sand 5,306 75 0 26.^ Expendi- ture. $ cts. 13,276 20 3,199 50 9,008 12 40,955 11 Cost per yard. S cts. 0 36& 0 30^ 0 34| 2 31& 121,378 38 1 70JU 8,469 59 0 ll?g 11,563 55 0 12rV 42,122 84 0 11| Clay, sand and gravel and pull- ing out piles and crib work.. . Clay Clay and sand . . . Sand and gravel. 40,393 Clay and sand 59,018 23,12C Clay, gravel and bldrs. 3,510 66,000 Clay, sand and gravel. 391,653 22,549 94 0 31} 10,737 32 0 12& 6,540 84 2,161 00 5,523 81 8,905 66 9,730 80 1,029 90 10,076 00 0 18J| o mi 0 134| 0 15T'5 0 42^ 0 29ft 0 15l Clay, gravel and boulders 37,702 60 0 095 iv REPORT OF THE CHIEF ENGINEER 215 SESSIONAL PAPER No. 19 Statement of Expenditure and quantities of material removed by the different Contractors' Dredges at various localities in Ontario — Continued. Dredge. Location . Yards removed. Character of Soil. Expendi- ture. Cost per yard. Gt. Lakes Dg.Cc Kaministiquia & Mission Ri vers .... 598,762 Clay, gravel and boulders $ cts. 56,991 19 $ cts. I o 09i No. 8 Gt. Lakes Dg.Co Kaministiquia & Mission 125,265 Clay, gravel and boulders 13,324 79 0 105 No. 9 Owen Sound Dg. & Const Co. Midland 59.540 Clay, sand, rock and boulders. . 20,663 29 0 34/ Midland 19,000 Clay and sand .... 6,460 00 0 34 Owen Sound Dg. & Const. Co. Monarch Ow*en Sound Dg. & Const. Co. Midland 71,285 Clay, sand, gravel and rock 38,612 50 0 54ft King Edward . . ." ^Y"indsor Dg. Co. 9,480 Clay 2,556 50 0 26fi No. 3 Douin. Dg. Co. Point Edward 54,150 9,962 62 0 18| 0 31& Simcoe I^rown & rVlympr 13,066 Clay, sand, gravel and hardpan. 4,166 50 I.X.L R. Weddell. Port Arthur 270,147 26,187 98 0 09.& 31,794 5,466 25 0 17* Haney & Miller. E. Hall No. 1.. . Sarnia Bay, Lum- ber, Timber & Salt Co. 16,900 Clay and sand 2,979 04 0 17^ Togo 38,078, 13,617 87 1,100 40 0 35$? Weddell, Manley & Weddell. Ontario Mitchells Bay 7,036' Clay and sand 0 15ft Chatham Dg.Co. DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII.. A. 1908 SSSgSSSgfc I SI g 5 - - § 1 § is S3 8?5§ -Sgg •I EE- 1-1 §7§7,§^ i 1 P e r Is I ii REPORT OF THE CHIEF EMUXEER SESSIONAL PAPER No. 19 ssls sits 8888 III" £3 I §5 I 51 I 05 SS5 S3 £3 m »o o 2 ! S I So til J I ■3 383 11 £5 lis* 111" S3 SI S§ 3 I sW ge 111 fill l . (j = 218 ItKl'MlTMl-iyr OF PUBLIC' WORKS iv 7-8 EDWARD VII.. A. 1908 u Q OH - eo" GO s; CI 50 | 8 : ift.-'i g g : g March a» || . • I ! | § : i :S : g£ i g : : :* : i ae < • - i s j j i ; ; § § • g ! S g 1-3 ^ : : . . : 1' i g : : : : g g : g SB § : X | 8 5 : * : : 1 i : : ; g S "S ^ c! J3 ' c i: s x s o — — ~ 53 IS*;*-*5 : 1 1 J | 8S8 : Z g ! » ; ■ | i- | I I i | gsgSS : s ^IIS^ i r I ! 8 :8 : : : g S : g July. 2 :S • ' • 1 1 j 1 - — ad s as I! P § i i P.88S 33 "5 ft 3 S3 3 — — a :« |S gg§8S S S8 1 S : i s i ja j § i i 1 3s 1 g£g{2 3 j i g gg g III"" oo • • g Is g -5§g • ': 3 i S § !'3«3 i i : 1 e ; tC c — X X • :gg s S X 5. si ^ i-i • S10 1 1 : 1 III r- g g H f Jlllilll ' II iv REPORT OF THE CHIEl E \ clSEER SESSIONAL PAPER No. 19 t O i ~ X HlOlCO © t-Ol Ol o fr- ee Ci i-l — TP CO oc to O 01 i-l © -f ZD ©_ j © N i-H 1-1 CO of 1 i—i ©"t-4 in" tc ■ © CM ■ <* ■ CO >Ci © ~f 1 00 i-l CO rj< 00 . b- 00 © © IT. S3 00 1© IN t- © © eo •/-XCI-X'/.O cm © t- oq © i-i »'«H IN — © © IN ©^ 0 DEF. ! liTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 C 0 3h Cts. © i-h io © cn -r t-- ^- X ~ O iffi X © -r x o o -f OS t-t-CN OS oa -r :'. ;;in i - ?i -r i- iO X CN X 05 6a N CO t- X CN .-1 CN ^- iH 30 fc- 00 cts. -r Mi O H 11 !© © eo EC H CN O CN I- CM CO CN X -f x r i 00 CM r-l t— CN C5 CN -* O -f © :o co co o f HH l-t t- t- m o tNrt CP 00 • i£S X X • X 1-H © ' N ° 2? CN r-T o — CO C- X CN CD - I it ^ x ~ .~ ~ I IS II i. D" CO O .fa ~ >~; o t. is cr . CN I— 1 I- • — -r CN • CO I-H • • O X • CN CO lO © lO T-i SB — C o9 co S c s so . : - - c — — © © s x f» i : :i i~ © X c . © — X © © © -r CN t~ © CO © 01 -r — © © O CO © CN co — ir. co x CN CO — S§ 3 I !o &•> c'i I'-s i i. ^ s c o [y REPORT OF THE CHIEF ENGINEER 221 SESSIONAL PAPER No. 19 3 t t C f O -r r. i- i— i cs o ^ !M iH n e i — ia as t - n hn 35 -r : i — n im so- > cj cs o » ic g eS « r a S Son so J* ;ocoseo eo in 35 H W O) c K „ SD .= sc c 5 ea-r: o SC— :! «S 2 3 r" ■* OS CO ~ ; x o io ec x CO fc- ■* -r CC O CO CO © ri n ■/. -f i-H so CO OS 33 -o - X OS ci1 im" M t- C<> © C © t~ ■* T 00 OS 1-H N -r os IM to IM © © Jh IM CO n x • 9 >> T. u c a s c 7^ • o sc . g I 222 DKl'A HTM EST OF ElliLIC WORKS iv 7-8 EDWARD VII., A. 1908 o> © in in to © CO o HO _ — co © CO eo t~ © fr- !C © ©- ee © © 1 © in" os iri co — d 3 © © ■ © • © © - © © © eo © • OS CM CM • © • CM r— CM [- CM 1^ (N frT fr- -2 X ^ 3 S - / • » O I tx r-i CI CO © © co IQ 8* © X © i-l © OS OS CO CO I i— i t- ,-1 OJ 8 S © lO U5 IB © CM CM CM CM -h fr- 00 © CO CO CO CO ■* ■* OS OS + -f REPORT OF THE CHIEF ENGINEER 223 SESSIONAL PAPER No. 19 O C H Z H a O - I— I * c - Q H - - - CM CO OS GO © CM t- o - - - I— I < a < < o o — Eh O "J - - - o © O © o ee I © CO CO o cs -f CM* of of ■3 X -3 - ■- fee- £ - 31 EH fi Eh p pq fi S - - cm cc © i-H >Q CC t- SO 1 • - > 5 -J ~ I © CC y. — cc -.c © © CC CM © o iH X 224 DEPART Ml. XT OF PUBLIC W ORKS 7-8 EDWARD VII., A. 1908 OH 2 i £ i C5 i-H © © to © © © © o © IM IM IM iQ r-l iO 9 « — — t>. o i-i lO IC cc" 5 2 rH © o cn m o t- ! t- o t~ | so =5 S £6 © o o © T-> i-i C* I OS © O i-i o £ C 226 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII. iv A. 1908: t. o OH r - iO ta cc ° O OS 00 00 00 00 cc 8 © Oi OS CO T1 t- o iO »— 1 00 00 I CD © IO © IM «■} IM »o CC © t - (M CO 00 Oi 1-1 X a-. i-i cf c-T © © © © © © o in r. — © © C-) -T I- * ?i X C5 © ^ © N © X 00 CM X CM X 00 t~ © in 1* 00 IC in X IO m X go" CO- 00 X* © SO © 05 CO to Cs © Tf © © SO 1-1 °- ■* CO © »T £6 © m © t- in t~ w X tH OS S © © 3 S iv REl'ORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 229 o ■* O OS — © 09 |os OC — - CO IN ss 1 © to o -r o - © CO o - tO r-< IB m © t - © I-H i-H - © tp © -r — "* 1 ■«< 00 <-H 1- t- © © © © m © CO — X © SS © o r- CI 00 00 *1 £6 5 I — -r — 1" lO © CO f CO CO CO © oc t- — CO to © 30 z — i-> t— 3*S © c © © © c © © © r-i ■>*• 00 © 00 — r. ©' © iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 © t- -r © n 5 ta xi s o s cnj o fe- es fe- t- c— I -* © © CO rH .-1 T>< 1 co | CO IN CO OS ©_ 05 O S5 03 Ci lO o IQ IO t~co CO CO co 00 00 CO Tl •M CM iO IO" o" IO z o GO o o J8 6 - P c p£ 0 _ w 0 Pi - i s 232 DI.I'MnUEST OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 2 =2 * 2 CM oa © CC CM m CS ■a m lO w OS m in CO cm" cm" cm" r. z CO © X cc s. CC GO ec CC © © © CM -r> cc >* CC cc ec" ec" ec" ec" © © © © - © © © © © X © t- to OS CO cc © cc CC ©_ X cc ©_ cc -r" <3 3 £8 © 1 m © m © in •3 © © -f *f" 3 g £6 © cr. -f cc CM CO .-. cc © CO X l ~ z ~- CO © © © © C5 I C5 © rH , i-l i-l i-l CM oo ec i — :c — Sao Z A © X X 1 X X X S- 00 Tf t- I rH 1-1 o CC iH CC — l~ in in" | in" in 234 HEP ART MEM OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 ^ Pi EC H s J i-i O o c tO 00 o o o to © £ 5 i-i o | i-l © IO © —1 in to is 5i w © V) © o © t- to t~- IO r~ IO L— I— 1 —t CC T. • a> • be x C be gj — Eh £6 iv REPORT OF THE CHIEF EXdlXEER SESSIONAL PAPER No. 19 -f o -r o o o O o CO CO © t~ 1-1 X C5 OS r-. r— o> of csf sr-s o o io 1-1 1ft t- m t- ■a r~ eo cj i—l CO t~ iH CO t- i-i CO t~ cm" of cf O O M c r. o 00 o 00 t- o o >o io l-H 1—1 O o CD 00 00 co eo" r-c l-H J2 H 240 DEPARTMENT .OF PUBL TO WORKS iv 7-8 EDWARD VII., A. 1908 0 H OS t~ -t- s > o 2 f-Ti T3 eo eg MO I eo"ao i r-T CO — f o • eo (M • — I CM t- ; CO1 . i CO o o IN IN > (-. 2 to I* ; R ■Tanuii O CM 00 t- «T «o — - z © l - z — - ■* to o cc so o t~ to CO of H o © o 5 © © cm -r CO 5D t-T O ! S — ?T I COM © CC ■ - iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 19— iv— 16£ O !7J 244 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 O pq O - - - >ck S* than 0) o Tota 0) c3 - _ u 5* iv REPORT OF THE CHIEF EXGIXEER 245 SESSIONAL PAPER No. 19 HH I .2 H SP3 246 DEPARTMENT OF PUBLIC WORKS 9*3 7-8 EDWARD VII., A. 1908 .5 H iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 247 PROVINCE OF MANITOBA. DREDGING ASSIND30INE RIVER IN THE VICINITY OF WINNIPEG. During the past season, an orange peel excavator has been employed in removing boulders and other obstructions to navigation, in the St. James rapids, Assiniboine river. For the purpose, a scow belonging to the plant taken over at St. Andrews has been fitted with an orange peel bucket and hoisting engine. Considering the small initial outlay in fitting up, and that the dredge is easily handled with a crew of five, very economical work has been done with this dredge. From July 1 to October 22, a distance of 8,280 feet was cleared of obstructions for an average width of 45 feet. The material excavated which consisted mostly of boulders and gravel, was cast to both sides, and it was therefore impossible to form any idea of the amount of material moved. Navigation of the Assiniboine river from Winnipeg upwards is only possible at high stages of the water, and as there is a considerable fall in the river slope, due to the St. James rapids, it is questionable if much improvement can be effected by dredging in these rapids. Dredging is likely to increase the discharge capacity of the river and accelerate the annual low water period. A system of low water reaches and locks in conjunction with dams would seem to be the solution for permanent and continuous navigation. The expenditure on this work for the fiscal year was $2,004.40. Of this amount $306 was incurred in towing dredge. DREDGING LAKE MANITOBA. The unusually low water this season has occasioned considerable difficulty to navigation on Lake Manitoba. The Manitoba Gypsum Company are the principal shippers on Lake Manitoba and transport gypsum and plaster of paris from their quarry and mill at Gypsumville, north end of the lake, to Westbourne Landing, on the White Mud river. During the season, dredge Manitoba operated from J^ly 1 to 25, and August 25 to October 10, at Gypsumville, in dredging out a channel to the Manitoba Gypsum Company's landing. A total of 8,653 cubic yards of hard-pan, clay and boulders were removed. From July 26 to 31 and October 11 to 19, 3,266 cubic yards of sand, clay and boulders were removed in making a channel from deep water to the docks at Einarr- son's landing. Lake Manitoba. From August 4 to 10, 2,671 cubic yards were removed in increasing the depth of the channel at the mouth of the White Mud river. This material consisted of fine sand and clay, and exists in the form of a bar caused by alluvial deposit carried down by the White Mud river. From October 21 to 30, 2,012 cubic yards of fine sand and clay were removed in increasing the depth at the Manitoba Gypsum Company's landing, at Totogan, on the White Mud river. The total material removed during the season amounted to 16,602 cubic yards at a cost of $5,321.41. The detentions were 21 days from heavy winds and 15 days from repairs to dredge and scow. Dredge Manitoba and equipment was laid up at winter quarters on October 30, at Westbourne Landing. 248 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 DREDGING MOUTH OF RED RIVER, LAKE WINNIPEG. The dredging at the mouth of the Red river has been confined, thio season, to the maintenance of the old channel. The past season has been one of unprecedented low water and storms. New low water elevations have been establishea on all the lakes and rivers throughout the province. A sufficient depth was maintained throughout the season to afford satisfactory navigation. The maintenance of this channel involves considerable difficulty, as the channel is exposed to the prevailing winds and there is a long tow for shelter. During the season, 29 days were lost owing to heavy winds and considerable time was taken up in towing in and out to position. From July 1 to October 5, a total quantity of 27,750 cubic yards was removed. The material consisted of alluvial deposit of fine sand and clay. The expenditure on this work was $7,550.37, a cost of 27-20 cents per cubic yard. From November 1 to 8, dredge Winnipeg and equipment were laid up in winter quarters and the mach- inery overhauled preparatory to having repairs made for next season's operations. A study of the conditions existing at the mouth of the Red river has been made, and during the month of March a hydrographic survey of the old and new channels was made. Soundings were carried out in both of these channels to the 9 foot low water contour, and permanent gauges and triangulation points on shore established. It is expected that from the data obtained from this survey we shall be in a position to have dredging done at the most advantageous places. The annual maintenance of the old channel at the mouth of the Red river entails considerable work of a costly nature, due to the fact that about 1A miles of dredging is required in a locality exposed to storms. As noted previously, considerable time is lost from bad weather and also in towing, the distance from shelter to end of dredged channel is 2J miles. DREDGING IN MOSSY RIVER, WINNIPEGOSIS. During the past season dredge Priestman was employed in maintaining the channel leading out to deep water on Lake Winnipegosis, at the mouth of the Mossy river. The bar at the mouth of this river is characteristic of those formed at the mouths of all rivers passing through light prairie earth and clay, and is alluvial deposit which accumulates yearly, and needs constant dredging. DBcdging was carried on during the period from July 2 to October 20, during which period the loss of time due to heavy winds was twenty days. A total quantity of 13,643 cubic yards of fine sand and clay was removed, at a cost of $4,537.04. DREDGING WEST SLOUGH, SELKIRK. From October 8 to November 1, dredge Winnipeg removed an amount of 4,260 cubic yards from the Slough, Selkirk, in connection with the forming of a turning basin at the dock of the Dominion Fish Company, and also in giving a sufficient depth for the fleet using the Slough for winter quarters. The cost of this dredging was $990.94. DREDGE VESSEL REPAIRS. The various dredges and equipment have been thoroughly overhauled and repairs effected this spring, for next season's work. Dredge Priestman. — Repairs to hoisting drum and new hoisting chain purchased. iv - REPORT OF TEE CHIEF EXMXEER 249 SESSIONAL PAPER No. 19 Dredge Manitoba. — New oak anchors; new dipper arms with reinforcing angles; swing joint for main steampipe ; gate bars for boiler of tug Carberry. Scow hauled up, repaired, planked and caulked. Dredge Crane. — New steel points for orange peel bucket and repairs to bucket; new set of guide sheaves and plates for hoisting cable; new boiler tubes for hoisting engine. Dredge Winnipeg. — A new locomotive tube boiler was built under contract with the Manitoba Iron Works and installed. New hoisting drum; swinging table strength- ened and reinforced with iron angles. Tug Sir Hector. — Repairs and caulking and coal and dump scows. A new hull will be required for the season of 1907-8, as the present hull is twenty-three years old. The present hull has been inspected and condemned by the steamboat inspector. 250 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 PROVINCE OF BRITISH COLUMBIA. DREDGING — BRITISH COLUMBIA. This service covers, ordinarily, the running expenses of the hydraulic dredge King Edward on the Fraser river, and those of the snag boat Samson. In addition, owing to the appropriation for Victoria harbour being exhausted, we were allowed to charge the expenditure in connection with the dredge Mud Lark to the above appropriation. The details of the expenditure are as follows : — (a) Dnedge King Edward — Wages $10,359 22 Material 2,622 67 Provisions 2,786 82 Fuel 4,017 00 Water 5 90 Tug-hire 2,460 50 Contingencies 82 05 $22,234 16 (b) Snag boat Samson — Wages $6,415 71 Material 1,202 15 Provisions 1,863 57 Fuel 1,382 62 Water 46 06 Tug-hire 70 00 Contingencies 44 45 10,960 56 (c) Dredge Mud Lark — Wages . . . . $4,087 19 Material 602 07 Provisions 618 53 Fuel 765 00 Water 23 35 6,096 14 Total $39,390 86 KENNEDY LAKE. The work of improving the outlet from this lake to salt water, in connection with Anderson lake, has been in progress for some years, and is, I consider, now practically completed. Owing to the unusually wet season of the past year, we were interrupted by high water at the time usually considered the most favourable for this work. The expenditure has been as follows : — Wages $1,075 39 Material 148 87 Provisions 206 31 Total $1,430 57 iv REPORT OF THE CHIEF ENGINEER 251 SESSIONAL PAPER No. 19 VICTORIA HARBOUR. The dredge Mud Lark and our drilling plant have been continuously employed on this work during the past fiscal year, -to the gradual improvement of harbour and dock- ing facilities at the new Canadian Pacific Railway wharfs and those of the Alaska Trading Company, as well as at the outer wharf. General work has, in addition, been done on the entrance channel, when plant was not otherwise engaged. The expendi- ture has been as follows : — Mud Lark — Wages $.7,208 95 Provisions 1,875 62 Material. . . 1,310 63 Fuel 1,507 50 Water 37 15 Contingencies 1 50 $11,941 35 Drilling plant — Wages $5,757 50 Material 1,954 76 Fuel 326 50 Water 4 25 8,043 01 Total $19,984 36 NEW DREDGING PLANT. The expenditure under this head has been in connection with the construction of the hull and upper works of the new snag boat for the Skeena river. The engines and machinery are under contract by the Schaake Machinery Works here, and will be in- stalled as soon as completed. A, delay has been entailed in getting the boiler plates, and she will hardly be completed in time to be of use on the Skeena this year. She can, however, be housed in the government boom here and placed in commission in the parly spring or so soon as the Skeena river is clear of ice and will admit of her work- ing. In addition to the above, there is a charge for some alterations and equipment of the tug Petrel, outside of the contract, and chargeable to this service. The details of the expenditure are as follows : — ■Skeena snag boat — Wages \ $5,057 36 Material 4,114 56 $9,171 92 Steamer Petrel — Material $ 813 82 813 82 Total $9,985 74 252 DEP \ RTME\ T OF PJ IifJC WORKfi 7-8 EDWARD VII., A. 1908 DREDGE REPAIRS — BRITISH COLUMBIA. Owing to an accident and collapse of the 'A' frame of the dredge King Edward in July, 1906, and the installation of a new suction pipe, the repairs have been unusu- ally heavy. The expenditure in connection with the different vessels, under the head of ' Repairs ' has been as follows : — (a) Dredge King Edward — Ordinary . . . Extraordinary .$3,053 50 701 70 $3,755 20 (6) Snag boat Samson — Ordinary $1,532 04 1,532 04 (0 Dredge Mud Lark — Ordinary Extraordinary. . . . $! £2,565 19 1,383 50 3,94S 69 iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 253 DREDGING PLANT UNDER THE CONTROL OF THE DEPARTMENT OF PUBLIC WORKS, 1907. MARITIME PROVINCES. 'St. Lawrence' self-propelling elevator dredge. Length over all — 170 -0 feet. Beam— 30-0 feet. Least working- depth — 8 *5 feet. Greatest working depth — 28 -0 feet. Capacity of hopper — 350 cubic yards. Daily dredging in hard material — 350 to 700 cubic yards. Daily dredging in ordinary earth — 750 to 1,000 cubic yards. Daily dredging in soft earth — 1,050 to 1,400 cubic yards. ' Canada ' self-propelling elevator dredge. Length over all— 130-0 feet. Beam— 20-0 feet. Least working depth — 7 -0 feet. Greatest working depth — 16 -0 feet. Capacity of hopper — 90 cubic yards. Daily dredging in hard bottom — 180 to 270 cubic yards. Daily dredging in ordinary material — ISO to 360 cubic yards. Daily dredging in soft material — 360 to 450 cubic yards. 'Prince Edward' spoon dredge. Length— 80 feet. Width— 28 feet. Greatest working depth — 21 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 700 cubic yards. Number of accompanying dump scows or barges, 3. Capacity of bucket or spoon, 1£ cubic yards. ' Geo. McKenzie ' spoon or dipper dredge (wooden hull). Length— 90 feet. Width— 28 feet. Greatest working depth — 22 feet. Daily rate of dredging in hard material — 350 cubic yards. Daily rate of dredging in ordinary bottom— 500 cubic yards. Daily rate of dredging in soft material — 600 cubic yards. Number of dump scows or barges used — 3. 254 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 'Cape Breton' boom and dipper dredge (steel hull). Length — 91 feet. Beam — 36 feet. Greatest working depth — 34 feet. Daily rate of dredging in hard material — 1,000 cubic yards. Daily rate of dredging in ordinary bottom — 1,500 cubic yards. Daily rate of dredging in soft bottom — 2,000 cubic yards. The spoon 'New Dominion' (wooden hull). Length over all — 90 feet. Width— 28 feet. Greatest working depth — 21 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 450 cubic yards. Daily rate of dredging in soft material — 600 to 700 cubic yards. The clam shell dredge ' New Brunswick ' ( wooden hull). Length over all — 90 feet. Width— 25 feet. Greatest working depth — 17 feet. Daily rate of dredging in hard material — 180 cubic yards. Daily rate of dredging in ordinary material — 300 cubic yards. Daily rate of dredging in soft material — 650 cubic yards. The ' W. S. Fielding ' combined elevator and hydraulic hopper dredge. Length— 250 feet. Beam — 42 feet. Depth— 18 feet. Working depth — 60 feet. Capacity of hoppers — 1,000 cubic yards. Daily output of buckets — 2,600 cubic yards. The Spoon Dredge 'Montague' (steel hull). Length over all — 90 feet. Width— 37 feet 8 inches. Draught — 5 feet 6 inches*. Greatest working depth — 28 feet. Daily rate of dredging, 10 hours — 1,000 cubic yards. Number of barges used (each 72 feet long 19 feet 8 inches wide, depth 7 feet) — 2. The Sand Pump Dredge 'Northumberland' (steel hull). Length— 130 feet. Agitator — 65 feet. Width— 52 feet. Draught — 7 feet. Working depth — 40 feet. Daily working capacity — 4,000 cubic yards in ten hours. iv REPORT OF THE CHIEF ENGINEER 255 SESSIONAL PAPER No. 19 Tug ' Cricket.' Length— 36 -5 feet. Beam — 7*3 feet. Draught— 3-10 feet. Horse-power — 4. Tug ' Bona.' Length— 85 -0 feet. Beam— 19 -3 feet. Draught— 8 -0 feet. Horse-power — 25. One pile driver, with boiler and engine mounted on scow. One stone lifter with large grips (no boiler). QUEBEC AND ONTARIO. ' Queen' dipper dredge. Length — 65 -3 feet. Beam — 25 *0 feet. Greatest working depth — 17 -0 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 100 cubic yards. Daily rate of dredging in soft material — 600 cubic yards. (Dredge attended by tug Sensation and two dump scows) of 30' cubic yards capacity. ' Nipissing ' dipper dredge. Length — 70*7 feet. Beam— 25:0 feet. Greatest working depth — 20 "0 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in soft material — 800 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Capacity of bucket — 3 cubic yards. (Attended by tug Deslisle, 2 dump scows and 1 coal tender.) ' Ontario ' dipper dredge. Length — 75 *0 feet. Beam— 25-0 feet. Greatest working depth — 22 -0 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 800 cubic yards. (Attended by tug Sir John and 2 dump scows.) ' Challenge ' dipper dredge. Length — 70*5 feet. Beam— 25-0 feet. Greatest working depth — 21 *10 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Daily rate of dredging in soft material — S00 cubic yards. (Attended by tug Trudeau and 2 dump scows.) 256 DEPARTMENT OF PUBLIC WORKS i v 7-8 EDWARD VII., A. 1908 ' St. Louis ' spoon dredge. Length — 50-0 feet. Beam— 14-0 feet. Greatest working depth — 12 *0 feet. Daily rate of dredging in hard material — 50 cuhic yards. Daily rate of dredging in soft material — 300 cubic yards. (Attended by tng Daisy and 2 dump scows.) Used only in light work. ' Twin stone lifter' (catamaran). Length 'of each wooden hull — 42 -0 feet. Beam of each wooden hull' — 8 -5 feet. Distance between hulls — 7 *0 feet. ' Reserve ' wooden scow. Length— 59-0 feet. Beam — 17 -0 feet. Capacity — 100 tons. 'Sir Richard' dredge. Length— SO -0 feet. Beam— 28-0 feet. Greatest working depth — 22 -0 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 800 cubic yards. Capacity of bucket — 3 cubic yards. (Dredge attended by tug St. Paul) 'Richelieu' dredge. Length— 70-0 feet. Beam— 22 0 feet. Daily rate of dredging in ordinary material — iOO cubic yards. (Attended by tug Ottawa and 2 dump scows.) 'Steam stone lifter' centre well. Length — 25-0 feet. Beam— 23 0 feet. Depth — i-0 feet. (Attended by 130-foot scow as coal tender.) 'St. Maurice' dredge. (A small dredge used on the River St. Maurice only.) Tug Annette and stone lifter. 'Lake St. John dredge.' (A small dredge used in Lake St. John only.) Tug Marie-Louise on Lake St. John. Iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 ' International ' dipper dredge. Length— 109-6 feet. Beam — 41-0 feet. Greatest working depth — 60-0 feet. Daily dredging, in hard material — 1,000 cubic yards. Daily dredging, in ordinary material — 1,500 cubic yards. Daily dredging in soft material — 2,000 cubic yards. ' Progress ' dredge. Length— 90-10 feet. Beam— 39-2 feet. Greatest working depth — 30-0 feet. Daily rate of dredging in hard material — 500 cubic yard-. Daily dredging in ordinary material — 1,000 cubic yards. Daily dredging in soft material — 1,500 cubic yard". (Dredge attended by tug Monitor and 3 scows.) ' Mattawa ' dipper dredge. Length— 75-0 feet. Beam— 25-0 feet. Greatest working depth — 25-0 feet. Daily rate of dredging in ordinary material — 1,000 cubic yards. (Dredge attended by tug Catherine and 2 dump scows.) 'Dredge No. 1' on River St. Louis Feeder. Length — 55-0 feet. Beam— 20-0 feet. Greatest working depth — 12 -.0 feet. Daily rate of dredging — 300 to 400 yards. ' Dredge No. 2 ' dipper dredge. Length— 60-0 feet. Beam— 22-0 feet. Greatest working depth — 14-0 feet. Daily rate of dredging, ordinary material — 100 cubic yards. ' Dredge No. 6 ' dipper dredge. Length — 97 feet. Beam— 36-4 feet. Greatest working depth — 35 feet. Daily rate of dredging ordinary material — 1,500 cubic yards. (Tugs Speedy, Montmorency, Blanche. Schooner Rutherford.) MANITOBA. ' Winnipeg ' dipper dredge. Length — 71 -0 feet. Beam— 25-0 feet. Greatest working depth — 20 -0 feet. Daily rate of dredging in hard material — 300 cubic yards. Daily rate of dredging in ordinary material — 500 cubic yards. Daily rate of dredging in soft material — 800 cubic yards. 19— iv— 17 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1 ' Manitoba ' dipper dredge. Length— 60 feet. Beam — 24 feet. (Dredge attended by tug Victoria and two dump scows.) ' Priestman/ barge and clam shell dredge. A small dredge, old and not much good. ' Crane/ orange peel dredge. A scow fitted up as a dredge. BRITISH COLUMBIA. ' King Edivard ' propelling hydraulic dredge. Length— 125 feet. Beam — 32 feet. Greatest working depth — 40 feet. ' Mud Lark ' dipper dredge. Length— 90 feet. Beam — 30 feet. Greatest working depth — 40 feet. Daily rate of dredging in hard material — 300 to 400 cubic yards. Daily rate of dredging in ordinary material — 500 to 600 cubic yards. Daily rate of dredging in soft material — S00 cubic yards. (Dredge attended by tug Princess and three dump scows). ' Nakusp,' self-propelling dipper dredge. Length— 80 feet. Beam — 25 feet. Boom — 50 feet. Dipper capacity — § foot. Tug boat ' Muskrat IV Length— 80 feet. Beam— 20 feet. ' Samson ' snag boat. Length — 115 feet. Beam— 30 feet. ' Petrel ' and tender. Length — 85 feet. Beam — 17 feet. Horse-power — 280. iv REPORT OF TEE I HIEF ENGINEER 259 SESSIONAL PAPER No. 19 DRY DOCKS. The Dominion government owns and operates three dry docks, viz. : the Lome dry dock, at Levis, in the province of Quebec ; the Kingston dry dock, at Kingston, in the province of Ontario, and the Esquimalt dry dock, at Esquimalt, near the city of Victoria, in British Columbia. This dock was kept in an efficient manner during the fiscal year 1906-7. The usual repairs required for the proper maintenance of this property were carried on during the year. The total expenditure incurred to March 31, 1907, was $10,209.77. Total amount of revenue, $6,903.29. During the past year the dock has been occupied 128 days by twenty ships with a total tonnage of 65,941 tons. Revenue collected was $19,627.04. Besides the docking and undocking of ships, the work of renewing the old box drain around the dock has been carried on throughout the year and it is now nearly all replaced by vitrified pipe. Trenches have been dug and sewer pipes laid to the office and other buildings, so that patent closets can be installed. The engines and boilers have been carefully attended and repaired when necessary as well as the pumps and drains, so that the whole plant is in an efficient state of repair. Scows, boats and rafts have been repaired and are kept at all times in readiness for use. Leaves and other objectionable matters have been cleaned off the grounds and the place kept in a proper manner. Expenditure during fiscal year 1906-7, $4,213.41. This service shows a material increase in receipts over previous years, even when Esquimalt harbour was occupied by His Majesty's ships, as a naval station, and it is to be hoped that the commercial requirements will continue to yield so satisfactory a result. The usual list of ships docked and revenue collected for the past nine months, constituting the fiscal year of 1906-7, will be found in report of collector of revenue, part 6. The expenditure for maintenance and repairs remains practically a constant annual quantity of $15,000, and, for the past abbreviated fiscal year, was as follows : — LEVIS DRY DOCK. KINGSTON DRY DOCK. ESQUIMALT GRAYING DOCK. Wages Material ... . Telephone Water Typewriter. . Contingencies Fuel Electric light . $ 6,331 22 1,363 65 S9 40 756 30 105 00 14 87 1,402 50 27 92 Total 19— iv— 17^ $ 10,090 86 260 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 YAMASKA LOCK. The River Yamaska flows through the county of the same name and empties into the St. Lawrence, on the southern shore at the head of Lake St. Peter, eight miles below Sorel. The construction of the lock and dam, commenced in August, 1881, was com- pleted at the end of August, 1885. The total cost of the construction amounts to $87,465.43. By the construction of these works, and by dredging done subsequently in the channel below the lock, the river has been rendered navigable for vessels of moderate draught (5 feet 6 inches) up to Belle Pointe or St. Aime, a distance of twenty miles. The dam of the ' Petit Chenal ' requiring to be renewed, material was purchased, the work to be done at low water. Total expenditure in 1906-7, $2,814.97. iv REPORT OF THE CHIEF ENGINEER SESSIONAL PAPER No. 19 261 SLIDES AND BOOMS. The Dominion government owns and operates slides and boom works, built to facilitate the passage of square timber, round logs, flatted and dimension timber, &c, on the River Ottawa and tributaries : on the St. Maurice river, the Saguenay river, and at Fenelon Falls, and Burleigh Falls on the Trent river. In the subjoined reports, the superintending engineers of the river works, Messrs. G. P. Brophy, F. X. Lefebvre, and J. C. Tache, give particulars relative to the con- struction, improvements and repairs carried out under their supervision on government slides, booms, piers, dams, streams, buildings, &c, during the fiscal year, the expendi- ture incurred for staff, maintenance, improvements, &c, the quantities of the various descriptions of timber that pass through their works, and other information of general interest and utility to lumbermen and the public at large. REPORT ON THE OTTAWA RIVER WORKS. (By G. P. Brophy, Suprintending Engineer.) Ottawa, May 31, 1907. The Chief Engineer, Department of Public Works, Ottawa. Sra— As requested by you in your circular of the 25th of April last, I have the honour to submit the following report on the works under my charge, for the fiscal period from July 1, 1906, to March 31, 1907. The customary examination of the works was made at low water season, and the necessary repairs were carried out during the fall and winter months. The following is a description of the work done. REPAIRS AT STATIONS ON OTTAWA RIVER — MAIN STREAM. North Chaudiere or Hull. — At this station, the water in the Ottawa fell so much in the fall months, that it became difficult to pass logs and timber through the upper slide, and steps had to be taken to improve the conditions existing. A number of tiers of old flooring which had been laid from time to time, was removed down to the ori- ginal floor, and the clear opening was reduced from 12 feet to 7 feet in width, thus giving about the same sectional area, but increased depth, with the same quantity of water available. Side walls were built about 30 feet in length, on both sides, to confine the water, and iron bars were laid in the bottom of the slide, secured by countersunk-headed spikes. Suitable stop logs were made, and a cross sill, with upright guides, was laid on the solid rock, a little above entrance to slide, so that the water may be readily shut off independent of the bulkhead. Two extra straps of f-inch iron were placed on the special stop-log at the upper slide. New caps, braces and splice pieces were placed on the guide booms, and the top planking was renewed. The floor on the lower slide was patched, and the iron straps were taken up, straightened and re-laid in place. 262 / > I /' 1 R T Mi: V T OF PUB LIC WOR K 8 i v 7-8 EDWARD VII., A. 1908 A supply of timber and iron was purchased for further repairs at this station. South Chdudiere or Ottawa. — In the bottom of the long slide, defective planks were repaired; the apron and bottom chains were adjusted; the scows and boats were repaired and painted, and the boat house was extended. Before the river opened in the spring, ice was cut from around the guide booms and aprons, to protect them from damage. Ice and snow were removed from the roofs of the buildings at the government reserve, on Victoria island, and these structures were maintained in a proper state of repair. TRIBUTARIES OF THE OTTAWA RIVER. Gatineau river. — At the main boom, near the mouth of the Gatineau river, the top planking of the various booms was repaired, and new caps, pickets and screw bolts were placed in position, while additional braces were set at the feeding gaps. Worn ends of boom sticks were sawn off, and new holes were bored, further back in the solid timber, for the connecting chains. At the mouth of Pond creek, new gap sticks were provided and the covering of the booms was repaired. The top of a pier, about 300 feet above the Canadian Pacific Railway bridge, was rebuilt. It is 23 feet square at water line, 19 feet square at top, and 13 feet high above low water marks. Two sections of cribwork were built, on the south shore of the Gatineau, to protect the bank from erosion. One of these is situated immediately above the station house reserve, and is 250 feet long, 6 to 10 feet wide and 4 to 5 feet high. The other is about 200 feet above the latter section, being 70 feet long and about the same width and height as the former. The bank at the base of these two piers was exca- vated, to insure a good foundation, and rip-rap was placed on the tops of the cribs and carried up towards the bank, to prevent the shore from being displaced. A quantity of stone was also deposited along the south shore, above these two cribs, be- tween high and low water marks, to preserve the bank, where the current strikes with much force in the springtime. The roofs of the station house and storehouses were also repaired, and fenders were placed on the corners of the trip pier at upper end of the boom, opposite the reserve. Madawaska river. — At Arnprior station the bottom of the slide was sheathed with 2-inch plank to prevent leakage when there was a scarcity of water, in the autumn months. Coulonge river. — At High Falls station, a row of timbers was placed on the crest of the controlling dam, to raise the water at the entrance to slide, to facilitate the passage of logs and timber through the slide. Petawawa, river. — At Second Chute station, the main governing dam, adjoining the west shore, had settled considerably, allowing too much water to escape. Two stringers of 12-inch by 12-inch timber, 35 feet long were placed at the rear of the dam, thus raising the crest to its proper elevation. The face of the dam was sheathed with 6-inch pine 16 feet long, for a width of 10 feet. McDonald's Station. — In order to reduce the cost of maintenance in the future, and also to enable the lumbermen to pass their logs and timber with greater despatch at this station, it was deemed advisable to abandon the single stick slide, which is 510 feet long and 6i feet average width, and to construct another short one of greater capacity, in mid-channel. This necessitated considerable blasting in the rapids, but the work done in this direction will be of a permanent character, and of service for all itime. i, REPORT OF THE CHIEF ENGINEER 263 SESSIONAL PAPER No. 19 A coffer-dam was built, the water was drawn off as low as possible by removing sheathing at various places on the dams, and an opening was cut in the main governing dam, about its centre. The two entrance piers, each 23 feet long, 12 feet wide and 8 feet high, support the stop-logs, and the space, 19 feet in width, between them, forms the slide, the bottom of which is covered with pine 8 inches in thickness. Immediately below the slide is an apron, 33 feet in length, composed of cribwork covered with 8-inch pine; and on both sides of it are piers of the same length, 10 feet wide and 4i feet high. The slide is fitted with the usual hoisting apparatus to regulate the flow of water through the slide. Two glance piers were built to confine the water in the new channel. The one on the north side is 75 feet long, 12 feet wide at base, 8 feet at top, and 8 feet high; while that on the south side is 54 feet long, 8 feet wide at base, 6 feet at top, and 5 feet high. A support pier 15 feet by 16 feet and 12 feet high, for the main boom was built above the slide entrance, and nine lengths of new boom were provided and secured at the upper end to a ring bolt set in the solid rock. Owing to the inaccessibility of McDonald's station, — some thirty-two miles from any settlement or railway communication, — the work proved tedious, and much difficulty was experienced in procuring suitable men for this class of work, and also in taking in their supplies in the fall, as the portage road lies in a very mountainous tract of country. During the summer, other repairs were also made at the different stations, by the deputy slide masters and their staffs, in the intervals which occurred between the passing of the several ' drives.' In July last the water in the Ottawa and its tributaries commenced to fall rapidly, and towards the latter part of the season, at several of the stations, temporary means had to be resorted to in order to pass the logs through the slides, and some of the late ' drives ' had to be abandoned altogether owing to the scarcity of water in the streams. The following statement shows the number of pieces of the various description of timber that passed through these works and the revenue accrued thereon, for the period covered by this report : — Square timber Sawlogs Boom and dimension timber Cedars Railroad ties Fence posts 444 pieces. 4,185,118 74,859 45,951 360,984 99,552 Total 4,766,908 Also 33,948,99/100 cords of pulpwood. The revenue accured on the above was, $43,846.90. 264 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 CO ^C CO l- O -f tt tt os co l~ O © © O i— I Ht- X SO 1-1 . I .-. ■- 99 — tt - -: CO I - tt CM tt o tt C. I - r- tt i-l CI o o CM i-H t~ CM ■g-8 So c CD - „ o So £ i ■sis eo a O to •I .2 §^ g SO Pa; o£ o © o 10 -f tt CO 10 © -r CO CO CN tt tt CO O O © 1-1 t>. i-i CO CO tt 5-1 tt CM X X 5-1 r- CO CO w -= ^, ^-c o - w 'E 'C b P o H 1 Jzi 8 - O s a s a s c &o 38 24 98 9 - sc §"3 91,061 70 V GOVERNMENT TELEGRAPH LINES 11 SESSIONAL PAPER No. 19 DEPARTMENTAL TELEPHONE SERVICE. At the end of March, 1907, the telephone connections with the central offices of the Bell Telephone Company at Ottawa, listed as chargeable to the special appropria- tion, numbered 303, the annual charge for which amounts to $9,513.31. The connec- tions are distributed amongst the several departments as hereunder: — Depar tin Gnt. Annual charge. S cts. A • U 7 4 326 25 c 202 50 Cen*>u^ Branch 1 i 63 80 0 i )niii i n ion T*r»lif*A 8 3 324 81 n. vpnfif I n f^r (\~illl*t" 1 2 77 43 Finance 5 4 277 56 Governor General (including private svstem) 7 2 324 63 15 3 583 11 i 1 AO F\fi LIZ OO 4 4 292 50 35 4 1,203 75 2 2 108 81 7 10 493 56 1 2 90 00 3 1 108 81 12 6 548 28 13 11 701 01 Parliamentary Library 1 2 90 00 3 5 247 50 8 5 386 10 Public Works Department (including Ottawa River Works) 36 15 1,588 50 4 2 195 03 7 5 338 31 Secretary of State 3 4 204 75 6 1 195 00 3 4 191 25 197 106 9,513 31 APPENDED TABLES. The usual tabular statements of the lines and offices, staff, &c, of the telegraph service, following hereupon, will be found to contain whatever additions or changes have been made up to March 31, 1907. D. H. KEELEY, Ottawa, October 16, 1907. General Superintendent. DOMINION TELEGRAPH SERVICE. Newfoundland Telegraph Service. No. Stations. Interme- diate Distance. Agents and Operators. Memo. 1 2 Cape Ray Lighthouse Totals Miles. o 14 14 S cts. 50 0C or commission. 50 00 100 00 N.B. — The commission is 25 per cent upon all business to and from the office ; said commission guaranteed not to be less than at the rate of •S50 per annum. N.B. — The above short line is constructed in connection with the Signal Service, and connects at Port au Basque with the land line system of the Anglo-American Telegraph Company. v GOVERNMENT TELEGRAPH LIXES SESSIONAL PAPER No. 19 o-jjj o X ~ j» •III c3 : I C OJ 111 — X 5= . C >> S tic S3 /. - ~ S 3 = S9 g x_ 01 ll 6 * cc r. x * x » x : 1§ ^j^ii HrtX i-i — , g 8-g si -5 ©c ©=•£©©© o ©©©©£©oi- © C © © I c .; _<: § ? 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; til 6 s - eS ® "5 09 cS OH NM f l_~ ;£ DEPARTMENT OF I'l IlIJC WORKS v o S O ra C5 a c _ oSji 3 a d « ~ o P rt oj 9 o c - + dp lis 2 3 c o % » "S u -a 5 a g ci § u O I o § .2*eso H H S | 3 o 5H + i9Hisec r x - x - - X X X X o o © © o o 00 IO 1£3 lO W 15 £^ JE-a - bo o oj i-3 o S ■ "Jed " CO X ^ ^ Slid* £ 2 a a?- C lO C M t) ^ e-ri PQ w 2 o n a §.2 % 1.5 i-1 N«flSC H OQ cc W P-i < P3 (2 H PS 13 a a , it 2 .-a S 3 — 2 83 'es 'jE"" C-'S > a VT-S 3 "a o H on 0 ee c a 5 „ § S.S^ 5 S*S RtH 2 CO o ^ CO 7-0 EDWARD VII., A. 1908 a ^2 rh 00 CD ~ U 0) -'3 S s . I" a27§ ov o 9 -S h e "SIS * S, eS >> « on Eye »*b h oj t« a; Pi O '£ fl | agi s S * H 03 -*= "3 & 4^ U M !- CO 03 CD Jo be be CO - rcott [ante obeil uliot 1 ulia o ^< — o cc oi a-g • § a £ ^ » g OS ? ■ = e : i _ . ^ c> y: s. y: ffi * - -® 1 2 c 2 "2 g^: 3 x -3 ' — cr be 'c a-^ x c a H ~i 32-2 o3 03 -2^ - x. ~.- »o r1- a oo d S on *. - " -f. — — _ ci a 5 3 a 22 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 8 x 8 £ P5 W SO H Pi H < O c 1 1 g M Q — B a. O P O q :c so eo so ir: -!f o •© o = « "5; © © © 2 © © < u.2 o © o 5 © © ■ M » O O * - o 5 o ©©©<©©©©©■*©©©© OOlOKilOC ~ sc SO to x n GN wsoecir::': — i— -r scjjjg j £ si^Ed^ P3«5 5 —-So^ccd^O pq'«i c b a te_2 a; as - t. — a t tX u ~ i. 2 c o » ~ * $ .-T 11 f o-S S"5 § ? o >-j= « - - >i • So .2 e s- C 2 S S i £ '.^ .O ~ r3 . X 0 SOr® .S B - . i s o 5"a S 5 j : • ai : ■ c; ; • B . . ® . : a> v C t£ ' <£ Coo J i'E ■< -s <1 Sept. April 00000 > -g x i ! : .5 _c ~ ~ * S » s S "3 3 * .60 i-h CN M t lOSNXSO rH C-l CO •■*< lO CO t~- 00 CR 2 '? ^4 $ 'x o u .9 -a a ? - - - z 8 B C X X X X X Ci X X X X X ^OQg egg .2 = — a c3 2 8 Si p . = 'i ^ = " =-2 3 O • . . . w ~ c9 S> ■*Ph § ■ c a a; tlC -= ™ oj 5 ■2. g *° 2? box ® C .* = ~.E = r = J>: X £ S ~rKTJr~" s e.2 a"**~ a >> a 2 ^ bo s s-*j.t^. » ^ a 5 ; . E 5 =5 — 24 DEPARTMENT OF PUBLIC WORKS v 7-8 EDWARD VII., A. 1908 o £ q | I .2 "3 12 i§ %™ li it ■a 5 llllillililllllllllllllllllll r rH tH - r-"n O x" X rH rH WJ » >0ic5 SO » rH r4 t> » » OS j» z z z z r z = = = = = = = L r : = =.= ="= = = = 5 J 1|| »§|S|ssssssill^|IgSlllSl^ISll^IIlSI ft Un:2lfti«i«^#!|i|:| H |l^i:^^=H^ra::¥liiifeili!l ti-i x o i-H so cc f l* csxs s £ s s a 8 ~t S s s s GOVERNMENT TELEGRAPH LINES SESSIONAL PAPER No. 19 I :|IfI||||I|l||||| §§§§Sg§S883SS§§§§§t § ml 3*«a 1 4l H I II i 1! i ji |l if II IF i ii in Is is* 111 Si \< 6f 11 ll g r r : r - ; - z ll .t . g! 3 I t iliim i pian 26 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 02 £ < S r M 0 'gjgd P4H cS P. e3 c5 / - - C 2P 9 6c 5 § 3 £ 2 3 g a B o O cS ° * s s b * 2 60 «3 *, 43 ^ d'5 60 > -s £0 SS^** rj ig" 60 .J > >>^; lO © -f i-Tpq © ©-s o©.2 © © ; co © ; © © © © cm © © L~ l~ C5 CO ©©o©©©©© ins n c tKi ; m © - © © © © © r ©©o©e©xs EC SO CD © © 05 t» CO 73 60 0 .3 2 «oi • 2 04^0 O 5 CD 0) ^ 0.S 5 =30" .•5 c *J : : 6o = tf^ ; cjj • o a; ■ — jO-w S O. O (D B ^ = - i m S o B 0 . O M ^ v5 * ^ 3 5; -H u5 B — r-t © CO 00 C5 tH rH OJ © K O 00 lO 00 X 3 3 MS 2 =173 J! • D.3-S s "S CM CC lO © "3 =3 •3 SPh^ 1, -a .5 o -° 1 oi e<5 -f in © GOVERNMENT TELEGRAPH LINES 27 SESSIONAL PAPER No. 19 - 2 a. .5 f si ■*."§ x M o -= H x iri'x ^'Wr. ^ x i- CEO - - > - _a ^ "2 o ® B a •or 2 § § ,J - - - r ■ Cg^-> 5 c = g _ u ® CO o > 2. d§^H^a<5o <^ • rt CM CNNNr-« ^ 5 £53 $ 3 _ c3 ft S-F r-l CM M O * t- X OS O i-l CM CO ifl O V GOTERXMEXT TELEGRAPH LIXES SESSIONAL PAPER No. 19 °.2 -a g I B sc £ .S 03 o .2 .£ » .2 - ■- = 1Q lO o o c — - ~ ~. 33 35 ~- 02 ~ O g js 8,1 GO "3 *> -< = .2 S cS Sj c 0) > o bc^ is £i° § J. - Stf S - - - - 1 ?. 3 to > a a 5> "! o o - cc- c e c © c © © OtN ■* N t ■* N NlOt> >0 I JC* Ha .* ® 2C * J i '_ a * 2 c 3 a o ^ «2 So 3 t £5 -TO =3 —' *• P4 O a a x "3.2 5 .a ^ *^ ^ . — b ® s — — a .<-> bo u ..a « o a I- a 32^- - • ^ a Ha ea -8 i— r S = i « * !2 3 a 8 7 — o «. . -Q be »■ ~ *> _ — — S5 C5 ec ^ US is 7-~ s 5 e I a§ y= re X C S 0) - — ^ - 1 - ~ * =3 a - 7 - _i : ?: ' "3 ~ " :r ; x ' eso - B'Sjj 8-g § 5 §(£ • i o b S '- _ ■- i ImI.s -fi > 0) a £1 Se- ct t- It a o oi •— © a ^ sa » 5 S ® 2 ~5F a S H X « a § 2 5.2 -a H © © © © © X X ~ e a « c Sat: x x r. © CO oo 1-H ^'r-l ,_| r-| CO © © © © © a © © N 5 !C CO as a i-l £ CO CO 05 t a m QQ ID - a I cS sO _&< Ah_ © © © - © x r. — ° T3 ■a'fi J " as a : m bo — 0 o - x g •5 «v» i-*" 111 a J5 o © rt O .2 Sso.S 3 a g &£ <. o ca S . • 5 ------ w X - D ** S £SoS d 5 a -g-s J m g.2 H 1 iona JS o c5 ■1 GO |H as --c Eh OS \S ca 3" 5 £ o © t>-x Mepirtm i:\ / or PUBLIi ■ WORKS 7-8 EDWARD VII., A. 1908 c3 £ 5 ^fc I — i i- Qj Pi i-5 of o> £ - a s EH '■ . - - ~ I— .BI3 ».SO — eg rt S* «r O J » o a 2 PO o p X1 d • o P M Q © ©CO © (MX CM © t-- t- a - ^ .9 2 g +» g S 5 o - 9 o So 6 ^« . so C5< 5 t! • ■ c o " • 'Jl * ' ".2 ■ '.2 ' o S 53 : . o • 0) C L. Thoi J. Hilli Reeve. . Power ih. conn o 5 -P 6. ^ & ' — i — '5£ P3Fh c r © OlSO © © r ^: - >" - u 3 © P Ok c ha h - _ a> J3 49 - ~ -zl CO rH n CO O v GOVERNMENT TELEGRAPH LINES SESSIONAL PAPER No. 19 o S ® M cB-R - 8. ■2 a ■3-* «3 fc! S3 19— v— 3 io o o n ia s o o o o — . — . — . C: C5 o o o o o ■ j2 H H -sj W H C5 CO «C1 - o jg >, • co § « o 2 3 t o — • — = tic g S-.2 * a i-t CM CO f 1T5 1 - © CD EH "5 34 DEPARTMENT OF PUBLIC WORKS v 7-8 EDWARD VII., A. 1908 GOVERNMENT TELEGRAPH SERVICE. YUKON LINES. Names of employees and monthly salaries, &c, Yukon Telegraph Service, which includes Port Simpson, Barkerville, Quesnelle and Lillooet branches. Stations. Ashcroft. Cache Creek . . . . j 2 Bonaparte I 3 Pavilion i 4 Lillooet | 5 Clinton fi 115 Mile House.. . 7 150 8] Harpers Camp • . ~| 9| Bullion \\ 10 Quesnelle Forks . . lljSoda Creek 12 Alexandria 13 Quesnelle 14 LafontaineJ. 15 Barkervillet 16 Blackwater & Fraser Lake Bobtail Lake Stoney Creek. Fraser Lake. Burns Lake. . . . South Bulkley . 22 North Bulklev 23 Bulkley Ranch . 24 Morricetown. 25 Hazleton . . . . Meanskinisht§ ^ Skeena Canyong. . 28 \ Lome Creek§ 23 Grave Yard Pt.§... 30 Telegraph Point§. . 31 Aberdeen§ 32 Port Simpson§. ... J 33 1st Cabin 34 2nd Cabin Positions. C. E. Gooding, manager . H. B. Rochester, operator. . . C. Belleau, operator , M. A. Armstrong, operator. . J. D. Fraser, lineman R. P. Quain, clerk Accommodation office 4 3* 3f>\ Mrs. Bryson 22 IS. A. McFarlane, agt. & lineman. 33 K. LeBout dais, opr. and lineman. 55 D. M. LeBourdais n 35 J. Taylor, operator 33 S. H. Patenaud, opr. and lineman 27 4 O. Landry, operator and lineman. 28i c. H. Smith 21 G.A. Broughton m m 33 T. F. Murphy „ 40 'Cariboo Consolidated Co 15 [J. Stone, operator and lineman.. G. Duclos, lineman 42 J. H. Waller, operator 37 j.T. W. Howison . . . W. Smith, lineman 32 |W. J. Milne, operator J. D. Charleson, lineman G. W. Proctor, operator. ... ... M. McNe\ in. lineman 55 ,\V. Heinz, operator . . J. E. Wise, lineman 27 E. Barrett, lineman ... J. A. Hodder, operator 21 52 H. N. Boss, operator. . . . . H. Fink, lineman. . . 35 24 50 G. M. Swan, operator E. R. Cox .. E. E. Charleson, line foreman. J. C. K. Seely, lineman F. Charleson, lineman E. Tomlinsun, operator R. Tomlinson, lineman 47 | J. W. Graham, operator ...'C.Durham, lineman J. D. Mcintosh, operator W. S Dobbie, A. E. Johnston, lineman W. J. O'Neill, operator . . W. R. Flewin, lineman 4i A. Lafontaine . . R. Donaldson, lineman M. W. O'Neil, operator H. A, Cullon „ Hugh Taylor, lineman (i. T. Carpenter, operator W. Loiselle, lineman 53 22 Salaries per Month. cts. (Hi in i 42 00 42 00 3!t 00 75 00 83 00 com . 50 p. c. 60 00 60 00 60 Od 60 00 60 00 50 p. c, 66 66 60 00 60 00 75 00 corn. 60 00 70 00 75 00 75 00 70 00 75 00 70 00 75 00 70 00 75 00 70 00 70 00 75 00 75 00 70 00 100 00 100 00 150 00 75 00 70 00 50 00 75 00 75 00 70 00 75 00 75 00 70 00 75 00 70 00 75 00 70 00 50 00 75 00 70 00 75 00 70 00 Tariff. Night Rate. 100 100 125 125 125 125 150 150 in 10 10 10 25 and 2 25 and 25 „ 2 25 n 50 „ 3 25 „ 50 „ 3 25 „ 25 2 25 „ 25 „ 2 25 ,, 50 i, 3 30 „ 2 50 „ 3 30 ., 2 50 „ 3 30 „ 2 50 „ 3 30 „ 2 50 „ 3 30 „ 2 50 „ 3 30 ,. 2 50 „ 3 50 „ 3 75 „ 5 75 „ 5 75 „ 5 75 ., 5 * Branch from Ashcroft t 150 Mile House. J Qnesnelle. § Hazelton. GOVERNMENT TELEGRAPH LINES 35 SESSIONAL PAPER No. 19 GOVERNMENT TELEGRAPH SERVICE — Continued. Names of employees and monthly salaries, &c, Yukon Telegraph Service, c s i x i - i r cc ^ ~ t - x 01 O X co I - — c i c. m X i E i ! i K "*> CO r— ' ^ * I* *f * C ?]X *1 O "1 l« i" J NN CO CO <— I r- ( 00 CC CC — — — — ci t- e i - r-i -f HN If C ?) C. tl N - i; Q N gCi-HCi 00 lO b- CO — — . — • tO'XClClCC' co co oc co CO t- 1T2 -CCONC o rH ic co i- x <— t-dcot^cc-rco — to co . cc co -r 10 cc cc cc «-5 ■ i - x co c i co X 01 10 X Tt< HCl — . 10 r. io t~ ; ^ v: t t» ci r-i x r. in t - cc x — og iocnoco it;h co io oi ci co cc co -f cm x : - O 05 a * •a == 5 C c o pqpq J -a eS >->-3 > -r5 I 1 = — — ,58 « g £ 5 a R»5 : s=se , — o J5 ^ "5 "D r5 ^ a • c □a a: — " >> O3 CC OS .3 a CC cd 13 g g o c g * 03 o e3.S V GOVERNMENT TELEGRAPH LINES SESSIONAL PAPER No. 19 • © CM ■ ,-1 i-H ■ ^< o CO o r-i as . 12 CO -SO • b-i-H CXI ,-H •O OS Tf C5 tH WHO • b- voim © i-H b- GO CO N iH © CO tO r-i ?1 50 4-1 CO i-H HHf^HNO CO r-l 1,701 87 28,348 © CO lO -i-l ~r X — i • IM cm x -co t h r. r- ^ o t f -r i-n CO r-l i-H X I— i-i © 27,429 58 34 76 92 302 14 50 333 35 CO © t- CM o 1-1 x o x co © es b- CO -f lO © CO CO • — ~ © © b- X CO • !C ri CO ?1 CO © ■ 1— 1-1 • 2,816 62 86 24 51,560 50 c:cn iH O 12 -r CO m XCOXXCOi-imiN s ] — -r n e*> -r 2i Orn, = 1 " ■ — ■- z 3 s =3 ^ i^,_>k- CJ— x x x x xxxxHr-r-E- cm © ~ © © f-1 -f 05 T IN © « x ic — x : : © x r. x . ' o rr i— m t~ © :n i- ~. c: lO ITS lO "1< i-l 2? :S - o 6 - - ^'24 S 5^1 1 ■SPh gO.2 . « 3 00 — . 7. _ r.- ^ ; ~ _^ ^ «j -- ^ ^ ~ ^ - - . ~ § 2 f s I w - ■ o OS. vi REPORT OF THE COLLECTOR OF REVENUE 9 10 DEPARTMENT OF PUBLIC WORKS vi 7-8 EDWARD VII., A. 1908 No. 3. — Statement of Outstanding Slide Dues, Ottawa District, Bonds for which were sent to Quebec for Collection. Name. From 1860. From 1861. Total. $ cts. % cts. $ cts. 245 00 210 00 455 00 James Mair 6!l6 75 696 75 245 00 906 75 1,151 75 These amounts were uncollected, as the parties claimed damages for loss caused by the Madaswaska boom breaking in 1860. A decision on their claims was not arrived at till August 2, 1869. On the 5th idem Messrs. Skead and Mair were notified that the department could not recognize their claim. To the best of my knowledge, this decision was never communicated to the collector of slide dues, consequently these accounts remained in abeyance. Since then both parties died, and I believe both were insolvent at the time of their death. EDWARD T. SMITH, Collector of Slide and Boom Dues. Department of Public Works, Ottawa, June 15, 1907. No. 4. — Statement of the number of pieces of square timber, saw logs, &c, that passed through the government slides and works on the River Ottawa and its tribu- taries during the fiscal year ended March 31, 1907. Pieces. Square timber 444 Saw logs 4,185,118 Boom and dimension timber 74,859 Cedars 45,951 Railroad ties 360,984 Fence posts 99,552 Total 4,766,908 Also 33,948 -99 cords of pulp wood. The revenue accrued on the above was $43,846.90. EDWARD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15, 1907. vi REPORT OF THE COLLECTOR OF REVENUE il SESSIONAL PAPER No. 19 No. 5. — Statement showing the dues accrued on the undermentioned works on the River Ottawa and tributaries during the fiscal year ended March 31, 1907. River or other improvement. Amount. Main Ottawa $ 2,098 98 Cheneaux boom 7,267 54 River Petawawa 11,445 25 River Madawaska 1,493 56 River Coulonge 7,873 36 River Dumoine 187 39 Black river 6,117 27 Gatineau 7,363 55 $43,846 90 Amounting to $43,846.90. EDWARD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15, 1907. 12 DEPARTMENT OF PUBLIC WORKS vi 7-8 EDWARD VII., A. 1908 No. 6. — Statement of Slide and Boom Dues from the St. Maurice Slides and Works outstanding on March 31, 1907, and remaining uncollected on June 15, 1907. Name. George Baptist, Son & Co. Ross, Ritchie & Co. . . Alex. Baptist Wm. Ritchie & Co Ritchie Bros G. B. Hall T. E. Normand TrefHe Biron Bailey, Johnson and Saunders Year to which Dues belong. 1890 1890 1891 1906 Amount. $ cts. 1878 469 95 1879 2,110 62 1880 1,6S6 18 1881 293 69 1882 165 80 1884 118 50 1888 4 28 1878 3,072 84 1883 2,173 68 1884 28 96 1886 1 62 1887 4 38 1879 1888 779 24 1889 332 11 1886 413 43 1887 634 71 5 00 Total. Remarks. $ cts. Have counter claims for damages to logs- caused by the booms not being stretched early enough in the spring of 1878 to pre- vent the logs going over the chutes. 4,859 02] [-The claims were submitted to Special Com- missioner, Mr. McDougall, afterwards Judge, who, after hearing the evidence on both sides, recommended that the claims of the parties should be allowed. , , „. 5,281 48 2,116 96 J L' 3 1,111 35 Of this amount $754.20 is claimed to be an | overcharge. Insolvent. 1,048 14 This amount is composed of overcharges in 1886 and 1887 of .§842.76 and overpayment in 1884 of $205.38. 49 34 Insolvent. 42 28 Claims that this balance is an overcharge. 0 92 Would cost more to collect than it is worth. " 14,481 49 5 00 14,486 49 *To make this balance agree with the Public Accounts, there should be deducted $7.93 over credited Alex. Baptist, and $217.17 added thereto, being $190.40 paid July 23, 1884, and $26.77 overcharged in error to Wm. Little, not in any of the collector's returns, which will give balance due September 30, 1S94, of $14,690.73. EDWAKD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15, 1907. vi REPORT OF THE COLLECTOR OF REVENUE 13 SESSIONAL PAPER No. 19 No. 7. — Statement of Slides and Boom Dues accrued from the Newcastle and Trent River Works, outstanding on March 31, and remaining uncollected June 15, 1907. Name. Year to which Dues belong. Amounts disputed. Irwin & Boyd 1881 Thomson & Mc Arthur. 1880 Jabez Thurston 1882. McDougall & Ludgate. 1879 Bigelow & Trounce. ... 1882 to 1885 R. G. Strickland. . . . 1882, '83, '85, '86 and '87. Est. late Geo. Hillard. 1877 to 1883 and 1886. .. . T. G. Hazlett 1881, '82, '84 to '89 J. M. Irwin 1882, '83, '85 to '88 D. Ullyot 1881 to 1887 Green & Ellis 18S1 to '83, '85, '88, and '8!) A. W Parkin 1884, '85, '88, '90, and '91. The Dickson Estate. . . 1883 Alfred McDonald 1888 John Parkin 1889 John Dovey 1894, '95, '96 % cts. 59 79 52 78 12 50 65 "7 216 21 215 08 351 15 885 25 698 15 547 68 157 01 65 °», 137 50 40 SO 13 00 § cts. 35 "0 3,521 19 35 70 Ordinary Total. Dues. Remarks. 8 cts. 59 79 52 78 12 50 65 07 216 21 215 0s 354 15 885 25 698 45 547 68 157 i)l 65 92 137 50 40 SO 13 00 35 70 )■ Insolvent. Dead and estate tributed. dis- 3,556 89 According to judg- ment in Exchequer I Court, re Boyd vs. \ Smith, these can- not be collected. Sent to Dept. of Jus- tice for collection. EDWARD T. SMITH, Collector Public Worlcs Revenue. Department of Public Works, Ottawa, June 15, 1907. No. 8. — Statement of Slide and Boom Dues from Saguenay Works, Outstanding on March 31, 1907, Uncollected June 15, 1907. Name. La Cie de Pulpe de Chicoutimi Jos. Vachon Amount. S cts. 2,233 85 56 67 2,290 52 Remarks. Disputed. EDWARD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15, 1907. 14 I )!■ /'ART Mi; XT OF PUBLIC WORKS vi 7-8 EDWARD VII., A. 1908 No. 9.— DRY DOCK AT ES.QUIMALT, B.C. Statement of Dues and other charges collected during the Year ended March 31, 1907. Name of Vessel Docked. S.S. s.s. S.S. Bk. ' S.S. 1 Ship S.S.' S.S. ' S.S. 1 Ship S.S. S.S. ' JIM S.S. 1 S.S. ' Mariechen '. . . . Water Lilly '. . Indiana ' Battle Abbey '. Pondo ' Lisbeth ' Twickenham '. . Henlev ' Elleric' Elisa Lihn '. . Strathnairn '. . Jeanie ' S. ' Kgeria '. . . . Ramses ' Gymeric ' H.M.S. 'Shearwater'. S.S. ' Salatis ' Cable Ship ' Restorer '. D.(i.S. 'Kestrel' S.S. 'Sai' . S.S. ' Hermonthis ' . . — ' Tottenham ' Period of Dockage. Fr< mi. I'.HH', July Aug. 3,335 3,483 2,741 2,346 4,5:21 3,249 3,570 2,245 4,350 1,071 940 3,582!Dec 4,002 Sept. Oct. Nov. 980 5,142 3,180 4,298 4,782 4,494 65,941 1. 1. 8. 17. 31. 2. 13. 23. 5. 7. 9. 22. 31. 12. 29 1907. Jan. 16. „ 25. Feb. 5. Mar. 2. „ 11. ii 21. To. Dockage Charges. 1906. Aug. 7 . 7. ii 11. „ 18. Sept. 1 . 4. Oct. 21. „ 26. Nov. 7. 9. ., 11. .. 23. Dec. 8. ii 13. Jan. 1, '07. 1907. Jan. 23.. , 26. Feb. 13.. Mar. 4 . , 12 , 25. $ cts 4,403 00 614 00 400 00 400 00 487 00 5,025 00 610 00 512 00 485 00 527 00 350 00 408 21 400 00 642 00 315 13 543 00 1,128 00 Other Charges. 526 00 400 00 790 00 $ cts. 30 60 7 50 184 20 1 40 319 20 16 80 22 80 2 40 2 40 53 40 2 40 4 80 6 60 7 20 19,627 04 EDWARD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15, 1907. vi REPORT OF THE COLLECTOR OF REVENUE 15 SESSIONAL PAPER No. 19 No. 10. — Statement of Dues and other charges collected during the nine months ended March 31, 1907. Name of Vessel Docked. S.S. ' La Canadienne '. Dredge ' Galveston ' . . Str. 1 Quebec ' S.S. ' Kensington ' . . . . Str. ' Quebec ' 94 372 1,267 8,069 832 11,140 Period of Dockage. From. 1906. Aug. 13.. >, 23.. Entry Fee Nov. 22. . Sept. 8.. To. 1906. Aug. 17. Sept. 4 . Nov! 30 . „ 13. Dockage Charges. 374 40 1,034 18 2,187 04 3,045 60 6,641 22 Other Charges. $ cts. 13 50 5 10 18 60 Total. § cts . ' 374 40 1,034 18 200 00 2,200 54 2,850 70 6,659 82 EDWARD T. SMITH, Collector of Public Works Revenue. Department of Public Works, Ottawa, June 15. 1907. 16 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 No. 11.— THE DRY DOCK AT KINGSTON, ONT. Statement of Dues and other Charges collected during the nine months ended March 31, 1907. Name of Vessel Docked. Str. ' Ramona ' . . . 1 Str. ' Arundell' 1 Str. ' Castanet ' 1 Barge ' Ceylon ' 3 Str. ' Resolute ' 1 Str. ' Business ' 1 ii cargo 1 Str. ' New Island Wanderer ' 1 Gov. ' Dredge Montague ' 3 Sch. 'Acacia' 1 Str. ' Tecumseh ' 1 Yacht ' Skylark ' 1 Str. ' Aletha ' 1 Tug 'H. F. Bronson' 1 Sch. ' Flora Calvert ' 1 Str. 'Henry B. Hall' 1 Str. ' Avon ' 1 Str. 'John C. Howard ' 3 Barge ' Augustus ' . . 2 Str. ' Bickerdike ' 2 Govt. Str. 'Scout' 2 Str. ' City of New York ' 1 ....2 Tug ' Emerson ' 1 Barge ' Muskoka ' 1 Str. ' City of Montreal ' .1 Str. ' Fainnount ' 1 . UK Period of Dockage. From li)06. Dockage Charges. Other Charges. Total. To 1!)06. 57 July 339 „ 54 .. 903 .. 372 ,. 9.. 10. . 22.. 26.. 29.. July 9. 10. . 23.. 28.. 30. . 1,000 123 253 188 840 43 171 137 190 1,152 1,417 1,244 802 1,945 196 292 292 276 481 1,554 1,895 Aug. 3. . 7.. i. 11.. n 20.. .. 24.. ii 29. ., 31 . . Sept. 13.. „ 27.. Oct. 15.. 20.. 26. 29.. 4.. 6.. 10.. 12.. 22.. 27.. 4. . 12.. Entrance Aug. 4. 8. 1 1 14. In 21. ! „ 25.. n 30. Aug. 31. Sept. 14. 27.. | cts. 20 00 67 80 20 00 267 92 74 40 S cts. Oct. 5 N Dec Dec fee- 17. . 23. j 27.. 30..! . 6. . 8.. 11.. 14. . 23.. 28 . 6.. 1? . . I ■winter 1,895 19,101 248 50 24 60 100 60 37 60 134 00 20 00 34 20 27 40 38 00 . 245 84 390 08 174 40 130 20 380 65 59 20 58 40 78 84 55 20 96 20 205 40 239 50 dockage. 1906. 1907. Dec. 13.. Mar. 30. 1,070 00 4,298 93 10 50 5 00 f cts. 2C 00 67 80 20 00 278 42 79 40 21 00 5 00: 5 001 5 00 1 10 50 5 00 67 00 248 50 24 60 121 60 37 60 134 00 20 00 34 20 27 40 38 00 245 84 395 08 179 40 135 20 380 65 59 20 58 40 78 84 55 20 96 20 205 40 250 10 100 00 975 00 4,365 93 Department of Public Works, Ottawa, June 15, 1907. EDWARD T. SMITH, Colector of Public Works Revenue. 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 PART VII MISCELLANEOUS ACTS OF PARLIAMENT, PASSED AT SESSION OF 1907, HAVING REFER- ENCE TO THIS DEPARTMENT. CONTRACTS LET BY THIS DEPARTMENT. PROPERTY PURCHASED OR SOLD. PROPERTY, LEASED TO OR BY THE DEPARTMENT. CURATOR'S REPORT, NATIONAL ART GALLERY. NAMES OF CHIEF OFFICERS OF THE DEPARTMENT. NAMES OF OFFICIALS EMPLOYED ON SLIDES AND BOOMS. NAMES OF PERSONS EMPLOYED ON GRAVING DOCKS. NAMES OF ENGINEERS, FIREMEN AND CARETAKERS OF PUBLIC BUILDINGS. AND THE OFFICIAL CORRESPONDENCE OF THE DEPARTMENT. FOR THE FISCAL YEAR ENDED MARCH 31, VMr, 19— vii— I 7-8 EDWARD VI!. SESSIONAL PAPER No. 10 A. 1908 Department of Public Works, Ottawa, October 1, 1907. Sir, — I beg to transmit herewith the following statements concerning the trans- actions of the department from July 1, 1906, to March 31, 1907, with respect to con- tracts and properties, and which are required for insertion in the annual report for the period above-mentioned, viz. : — No. 1. — Statement of contracts let by this department from July 1, 1906, to March 31, 1907. No. 2. — Statement of property purchased and sold by the said department during the same period. No. 3. — Statement of property leased to and by the said department, during the same period; and No. 4. A list of some of the Public Acts of the Parliament of Canada, passed at the last session and having reference to the department. I have the honour to be, sir, Your obedient servant, J. A. CHASSE, Law Clerk. Fred. Gelinas, Esq., Secretary, Department of Public Works, Ottawa. 19— vii— H 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 STATEMENTS SHOWING 1st. — CONTRACTS LET BY THE DEPARTMENT OF PUBLIC WORKS OF CANADA, FROM JULY 1, 1906, TO MARCH 31, 1907. 2nd. — PROPERTY PURCHASED OR SOLD BY THE DEPARTMENT OF PUBLIC WORKS DURING THE FISCAL YEAR ENDED MARCH 31, 1907. 3rd.— PROPERTY LEASED TO AND BY THE DEPARTMENT OF PUBLIC WORKS DURING THE FISCAL YEAR ENDED MARCH 31, 1907. DEPARTMENT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 No. 1. — Contracts let by the Department of Public Works of Canada from the Is July, 1906, to the 31st March, 1907. Works. Names of Contractors. Date of Contract. Public Buildinqs. Nava Scotia. Amherst, Post Office. Supply of coal. . Annapolis, Post Office. Supply of coal. Antigonish, Post Office. Supply of coal . Post Office. Fittings Ariohat, Post Office. Supply of coal. . . Baddeck, Post Office. Supply of coal. . Canso, Public Building. Heating apparatus Public Building. Fittings Dartmouth, Post Office. Supply of coal Digby, Post Office. Supply of coal Guysborough, Post Office. Supply of coal Halifax, Asst. Rec. Gen'l. Off. Supply of coal " Asst. Rec. Gen'l. Off. Supply of coal " Dom. Building. Supply of ccal " New Custom House. Supply of coal " Immigration Building. Supply of coal " Detention Hospital. Supply of coal " Examining Warehouse. Supply of coal " Custom House. Electric elevator Lawlor's Island Hospital. Heating apparatus " Detention Hospital. Heating apparatus. . . . " Custom House. Painting " Detention Hospital. Wiring " Custom House. Tower clock " Custom House. Heating apparatus Inverness, Construction of a Public Building Kentville, Public Building. Supply of coal " Post Office. Supply of coal Liverpool, Post Office. Supply of coal Lunenburg, Post Office. Supply of coal New Glasgow, Post Office. Alterations and fittings. . Post Office. Supply of coal North Sydney, Post Office. Supply of coal Maritime Coal, Ry. & Power Co Canada Coal & Ry. Co Chs. W. Ives Rhodes, Curry & Co B. Gerroir The Cape Breton Coal Min- ing Coal Co James Reid Chappell Bros. & Co., Ltd. Mabou & Gulf Coal Co., Ltd Wm. E. Blarcon A. J. O. Maguire Mabou & Gulf Coal Co., Ltd S. Cunard & Co Hugh D. Mackenzie. . . . Pictou, Custom House and Post Office. Supply of coal " Public Building. Sidewalks Springhill, Post Office. Supply of coal Sydney, Post Office. Supply of coal Sydney Mines, Post Office. Supply of coal Post Office. Supply of coal Public Building. Electric wiring Truro, Post Office. Supply of coal Windsor, Post Office. Supply of coal.. Yarmouth, Post Office. Supply of coal Prince Edward Island. Post Office. Souris, Public Building. " Public Building. Summerside, Post Office. Charlottetown, Dominion Building. Supply of coal. " Dominion Building. Supply of coal. Montague, Post Office. Supply of coal Supply of coal Granolithic sidewalks, &c . Fittings Supply of coal Wm. Malloch & Co Rhodes, Curry <& Co Martel & Langelier Frank Reardon S. A. Marshall & Son C. G. Shulze Longard Bros E. F. Munro James Kenna Canada Coal & Ry. Co. . . . I. V. Dexter John B. Young D. Holmes Chs. W. Ives The Cape Breton Coal Min ing Co., Ltd R. S. Lowe Cumberland Ry. & Coal Co. Thomas Routledge Angus McLean Sydney Coal Company W. A. Mackay & Co Chs. W. Ives Fred. W. Dimock E. Baker & Co Sept. 20, " 17, " 18, Dec. 10, Sept. 18, " 18, Nov. 12, Feb. 7, Sept. 20, " 29, Oct. 11, Sept. 20, " 17, " 15, " 15, " 15, " 15, 15, 1, 2, 12, 28, 2j 25, Aug. Nov. Jan. Feb. Julv Feb. 28, July 28, Sept. 19, " 17, " 24, " 17. July 3, ;Sept. 18, " 18, " 18, Aug. 3, Sept. 22, " 16, Oct. 2, 2, July 9, Sept. 18, " 15, " 19, New Brunswick. Bathurst, Post Office. Supply of coal. . . . Campbellton, Post Office. Supply of coal Chatham, Post Office. Supply of coal. . . . Post Office. Supply of coal Dalhousie, Post Office. Supply of coal. . . Fredericton, Post Office. Supply of coal.. Marysville, Post Office. Supply of coal.. . Moncton, Post Office. Supply of coal. . . . Newcastle, Post Office. Supply of coal.... Post Office. Supply of coal.. Richibucto, Post Office. St. John, Custom House. " Custom House. " Custom House. Supply of coal Long room, oak screen. Supply of coal Supply of coal A. Pickard & Co Peake Bros. & Co Geo. Wightman A. Pickard & Co F. S. Macdonald Mark Wright Furnishing Co R. T. Holman, Ltd B. M. Lannegan Chs. Powell Ed. Johnson Minudie Coal Co., Ltd. Chs. Powell Pat. Farrell Minudie Coal Co., Ltd. Geo. S. Stothart J. & T. Jardine F. S. Heans R. P. & W. F. Starr. Vroom & Arnold 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1907. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1907. 1907. 1907. 1900. 1907. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. Sept. 17, 1906. " 17, 1906. " 17, 1906. " 17, 1906. Nov. 24, 1906. Mar. 27, 1907. Sept. 15, 1906. Sept. 17, Oct. 10, Sept. 17, " 25, Oct. 10, Sept, 14, " 14, " 25, " 25, " 22, Oct. 5, July 8, Sept. 14, " 14, 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. $ cts. 259 92 184 49 107 63 3,350 00 150 30 170 20 1,200 00 1,890 00 77 00 225 00 174 55 36 00 25 55 417 19 218 77 391 00 113 30 170 00 3,560 00 1,025 00 3,300 00 2,360 00 1,800 00 2,000 00 1,259 00 14,559 00 101 33 180 00 204 75 994 00 207 78 228 80 204 00 890 00 206 40 326 00 135 00 6 00 500 00 239 63 271 43 369 00 618 26 53 11 107 16 138 18 1,086 00 1,718 00 351 83 300 58 333 68 160 00 222 81 287 95 248 55 18 28 266 29 174 60 177 26 195 00 1,065 00 1,634 61 36 86 vii CONTRACTS LET 7 SESSIONAL PAPER No. 19 No. 1. — Contracts let by the Department of Public Works, &c. — Continued. Works. Public Boildinos — Continued. New Brunswick — Concluded. St. John Post Office, West Carleton. Supply of coal. Post Office, City. Supply of coal " Savings Bank. Supply of coal Immigration Building. Supply of coal St. Stephen, Post Office. Supply of coal Sussex, Post Office. Supply of coal Tracadie, Lazaretto. Supply of coal Woodstock, Post Office. Supply of coal.. Armoury. Furniture and fittings Public Building. Supply of electric cur'nt Quebec. Joliette, Post Office. Lachine, Post Office. Post Office. Laprairie, Post Office. Acton Vale, Post Office. Supply of coal Aylmer, Post Office. Supply of coal Berthier (en haut), Public Building. Alterations to. Berthierville, Post Office. Supply of coal Buckingham, Public Building. Supply of coal Chicoutimi, Public Building. Wiring " Public Building. Heating apparatus. . . Coaticook, Post Office. Supply of coal Drummondville, Post Office. Supply of coal Dundee, Custom House. Supply of coal Farnham, Post Office. Supply of coal Fraserville, Post Office. Supply of coal Public Building. Repairs to Grosse Isle, Quarantine Station. Building for disin- fection Granby, Post Office. Supply of coal Hochelaga, Post Office. Supply of coal Hull, Post Office. Supply of coal Iberville, Construction of a Post Office Building Post Office. Heating apparatus Supply of coal Supply of coal Electric wiring Supply of coal , L'Assomption, Post Office. Supply of coal Levis, Post Office. Heating apparatus " Post Office. Tower clock Post Office. Supply of water Longueuil, Post Office. Supply of coal " Post Office. Retaining wall to Montmagny, Public Building. Electric wiring " Public Building. Heating apparatus. . . Montreal, Postal Station ' B. ' Pile work for founda tions " Custom House. Lower stone cornice cov ered with copper " Post Office. Alterations, &c, to Money Order Post Office. Supply of three revolving doors " Post Office. Heating apparatus " Custom House. Supply of coal " Examining Warehouse. Supply of coal. . . . " Post Office. Supply of coal Postal Station ' B. ' Supply of coal Revenue Building. Supply of coal Nicolet, Post Office. Heating apparatus Nominingue, Immigration Building. Construction of. Quebec, Construction of a freight shed for immigration | The C. P Trachoma Hospital. Wiring Detention Hospital. Heating apparatus. . . . Examining Warehouse. Additional fittings . Detention Hospital. Supply of coal Post Office. Supply of coal Gov. Gen'l. Quarters. Supply of coal Cullers' Office. Supply of coal Custom House. Supply of coal Examining Warehouse. Supply of coal Immigration Office. Supply of coal Post Office. Supply of coal St. Roch, Post Office. Supply of coal Weights and Measures Offices. Supply of coal Names of Contractors. Date of Contract. Amount. R. P. & W. F. Starr. W. C. Purves Arthur Keith B. M. Lannegan W. F. Dibblee * Son Henderson Furniture Co. The Woodstock Elec. Ry. Power Co S. E. Desmarais & Co The C. C. Ray Co., Ltd Chs. Marcoux estate F. O. Lamarche E. M. Lapierre Adolphe Beaulieu Ovide Guay W. C. Webster & Son Elie Nap. Turner A. S. Matthews J. A. Segui*- N. Dion Alfred For tier A. Dugal P. Phoenix The T. F. Moore Co The C. C. Ray Co., Ltd.. A. G. Marshall M. H. Leprohon. . . . Jos. Allard J. O. Desforges H. Brossard Louis Desmarais. . . Jos. Couture Geo. Guenet City of Levis. ...... Bruno Normandin Wm. Baker Chs. Vezina Proulx & Mathurin. Jos. Bourque & Co. , J. B. Pauze" & Co. . Can. Revolving Door Co. Jos. Thibault The T. F. Moore Co Geo. Morrissette. Z. Gauthier Ry. Co Sept. 14, 1906. 14, 1906. 14, 1906. 14, 1906. 15. 1906. 17, 1906. 17, 1906. 15, 1906. 19, 1906. July 25, 1906. Oct. Sept. Jan. Oct. Sept. Oct. Mar. Sept. Oct. Nov. Sept. July Feb. Sept. Nov. Sept. July Nov. Jan. Sept, Oct. Feb. July Sept. 1906. 1906. 1907. 1906. 1906. 1906. 1907. 1906. 1906. 1906. 1906. 1906. 1906. 1906 . 1906. 1906. 1906. 1906. 1907. 1906. 1906. 1906. 1906. 1906. 1906 . 1906. 1907. 1906. 1906. 1906. 1907. 1906. 1906. Oct. 5, 1906. Nov. Feb. Sept. Feb. Oct. Aug. Lacasse |Oct. & Langelier | Jan. Jan. Sept. Martel Chs. V ezina M. Madden. Jos. Gingras. 1906. 1907. 1906. 1906 . 1906. 1906. 1906. 1907. 1900. 1906. 1906. 1907. 1907. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 3 cts. 51 65 740 34 260 42 1,004 15 150 00 338 20 486 64 166 84 3,500 00 per qr. 40 00 126 56 216 54 485 53 95 84 134 28 1,125 00 1,725 00 260 30 120 00 33 75 67 50 270 00 1,725 00 4,689 00 227 50 121 80 217 00 8,150 00 520 00 206 59 104 10 150 00 155 00 136 00 2,178 50 1,500 00 per an 250 00 160 00 950 00 300 00 750 00 p. 1. ft. 0 43 1,050 00 2,310 00 1,950 00 365 00 688 93 1,199 57 864 92 114 54 263 12 980 00 3,400 00 13,500 00 1,737 60 3.000 00 1,823 00 299 29 49 25 504 73 174 67 602 33 637 84 321 47 641 79 41 10 69 87 8 DEPARTMENT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 No. 1. — Contracts let by the Department of Public Works, &c. — Continued. Works. Names of Contractors. Date of Contract. Amount. Public Bdildinos — Continued. Q uebec — Concl uded . Richmond, Post Office. Supply of coal S. E. Desmarais & Co. Rimouski, Post Office. Supply of coal H. G. Lepage Public Building. Electric wiring A. A. Portugal's St. Henri, Post Office. Supply of coal The T. F. Moore Co. St. Hyacinthe, Inland Revenue. Supply of coal C. Rouleau & Fils. St. Hyacinthe, Public Building. . " Armoury. Fittings St. Jerome, Post Office. Supply of coal St. Johns, Post Office. Supply of coal " Post Office. Building, construction of. . . St. Louis du Mile End, Post Office. Supply of coal Sherbrooke, Post Office. Supply of coal Sorel, Post Office. Supply of coal Terrebonne, Post Office. Supply of coal Thetford Mines, Post Office. Supply of coal Three Rivers, Post Office. Supply of coal Custom House. Supply of coal Drill Hall. Heating apparatus Electric wiring Mastic floor Supply of coal Supply of coal Wiring La Cie. du Gas, Electricity Pouvnirs de St. Hyac inthe L. P. Morin & Fils Oct. 15, Sept, 26, Aug. 26, Sept. 4, 13, Drill Hall. Drill Hall. Valleyfield, Post Office. Victoriaville, Post Office. Ontario. Almonte, Post Office. Supply of coal Amherstburg, Post Office. Supply of coal Arnprior, Post Office. Supply of coal " Post Office. Tower clock Barrie, Post Office. Supply of coal Belleville, Post Office. Supply of coal. Berlin, Post Office. Supply of coal Bowmanville, Post Office. Supply of coal. Brampton, Post Office. Supply of coal.. Brantford, Post Office. Supply of coal. . . " Post Office. Electric wiring Bridgeburg, Post Office. Supply of coal . . , Brockville, Post Office. Supply of coal. . . " Post Office. Repairs to roof Burford, Armoury. Fittings Caileton Place. Post Office. Supply of coal Cayuga, Post Office. Supply of coal Chatham, Post Office. Supply of coal Clinton, Post Office. Supply of coal Cobourg Post Office. Supply of coal " Armoury. Bowling alleys Cornwall, Post Office. Supply of coal Deseronto, Post Office. Supply of coal Dundas, Post Office. Supply of coal Fort William, Post Office. Supply of coal Gait, Post Office. Supply of coal " Post Office. Plumbing works Gananoque, Post Office and Custom House. Supply of coal Goderich, Post Office. Supply of coal Guelph, Post Office. Supply of coal Hamilton. Post Office. Supply of coal " Weights and Measures and Gas Inspection Office. Supply of coal New Drill Hall. Construction of " Post Office. Alterations, wrey T. P. Charleson The W. J. Poupore Co., Ltd Theophile Bernier The General Construct. Co L. Cohen & Son Manitoba. St. Andrew's Rapids. Masonry of lock and dam, &c, Supply of 10,000 barrels of cement The Canada Improvemt. Co The W. J. Poupore, Co., Ltd Tiie General Construct. Co. The W. J. Poupore Co., Ltd. J. A. Lemay Nap. Trudel L. Cohen & Son Lemay & Poliquin North Shore Power, Ry. & Nav. Co., Ltd The W. J. Poupore Co., Ltd. Aug. Oct. July Aug. Oct, Feb. July Feb. Sept. Oct. Feb. July Aug. Feb. Nov. July Oct. July Aug. Green & Mackinnon M. J. Hogan R. Weddell Canadian Northern Coal & Ore Dock Co., Ltd H. Quinlan & A. W. Rob- ertson The Owen Sound Portland Cement Co., Ltd July Feb. Jan. July 1900. 1906. 1906. 1906. 1906. 1906. 1907. 1906. 1906. 1907. 1906. 1906. 1907. 1906. 1906. 1907. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906. 1906 . 1907. 1907. 1906. Nov. 21, 1906. 5, 1906. Aug. 11. 1906. Sept. 3, 1906. Oct. 11, 1906. Mar. 23, 1907. 12 1)1. 1' A RIM EXT OF I'l ULIC WORKS vii 7-8 EDWARD VII., A. 1908 No. 1. — Contracts let by the Department of Public Works, &c. — Concluded. Works. Names of Contractors. Date of Contract. Harbours and Rivers — Concluded. British Columbia. New Westminster, Dredge King Edward. Supply of coal New Westminster, Snag Boat Samson. Supply of coal Gilley Bros 'Aug. 7.1906. I " 7, 1906. Vessels, Dredges and Plant. Construction of three steel hopper barges Collingwood Shipbuilding I Co., Ltd July 3 1906. Construction of a steel tug " " " 3,1906. Machinery for Dredge No. 6 A. Gerard pec. 14, 1906. Swing engine for Dredge No. 6 ' Victoria Foundry Co ! '• 14, 1906. Engine machinery for Dredge St. Louis G. Law Machinery for Snag Boat for Skeena River, R.C The Schaake Machine \\ ks, Ltd. New boiler for Tug Monitor A. Thomas & Son. C. G. S. Tyrian. Alterations in engine-room Ferguson & Cox. . Electric lighting Hann & Walsh. . Jan. 10, 1907. Feb. 20, 1907. " 26, 1907. Mar. 2, 1907. S cts. Per ton, 5 00 " 5 00 70,500 00 53,500 00 3,490 00 1,375 00 2,750 00 12,000 00 3,659 00 1,200 00 4,500 00 vii PROPERTIES LEASED 13 SESSIONAL PAPER No. 19 , ;c ~ a - o o ~ '---ZZZT >T C-l ~ S O O O - z ~ - o o o o o oo oo oo o oo OO HO HOiDUJOiOOOCtCOO ^ woe ot- © o- •.So - « o3,~ c/5* 5is "- oi oJ.cC- £ 2 & | (■Otti. fit- ».§ « > u t, (D ft P O £ d Sea o %*% <»£ *> MS So S & 2 ■St. a r? £ 3 " V as t* M a IN o o M o 4> S l°dd- W o C3 • • .UM.-. g 2 « >^Z = — il x H H *» -3 ~~ ' O 3 4= *> B. QtO-n r * - *L, * s -3-3-3-73 „-r ° o3 =3 JJ =3 O cj o J pq - _ -j _ J.z s2l = 2 C So i HZ 0 H

-l ai . - X > .z ^Z d 5J?.^-'=- rZ-= -S =~ i ~ s ^ - r-~"_£ - >— ^ £ So is'S o -^j<;w-!aiCO-l>Z =8 o o . ^ o -aO 03 O e».9 odco .a tot- OJ"- . ^ o * . x — — — 9-3 §5 - r Ji 3 cn^c e's M a) hT3 . — 4) : - a - — - = - ~ 53 3-5 c a~ * _J3_03 r r o3 ca : -_' c a be 3 9 ba o o 53S S •52,1 "~w . w'z § za-c? . • - oivr el d^ a '- 31 ei o3_ . d- 5 - a c . . . >.s . >r x > S . 2 2= c age ■;0« o3 C303JI . — - ^; ^ „ M - . ' O ^t- . u 03 m a P2 33 « gj o oj. Ph a SS cc — — — "i m 7-8 ED WAR.: VII. SESSIONAL PAPER No. 19 A. 1908 LIST OF^SOME^OF~ THE ACTS OF PAELIAMENT PASSED AT THE SESSION OF 1907 HAVING REFERENCE TO THE DEPARTMENT OF PUBLIC WORKS OR WORKS UNDER ITS CHARGE 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 19j8 List of some of the Public Acts of the Parliament of Canada, passed at the Second Session of the Tenth Parliament, closed by Prorogation on the thirteenth day of July, 1906. and having reference to the Public Works Department or works under its charge (6 Edward VII.) Subject. Full title of the Statute. Page Chapter, in Statute Book. Sums granted to His Majesty for the finan- cial year ending March 31, 1907, and the financial year ending March 31, 1908, and the purposes for which they are granted. Advances to Harbour Commissioners of Montreal. Power for Quebec Harbour Commissioners to borrow S800.000. Respecting R.S., 1906 An Act for granting to His Majesty certain sums of money for the financial period of nine months ending March 31, 1907, and the finan- cial year ending March, 1908. An Act to provide for further advances to the Harbour Commissioners of Montreal. An Act to increase the borrowing powers of the Quebec Harbour Commissioners. An Act respecting the Revised Statutes, 190G. . 41 30 285 36 299 43 329 J. A. CHASSE, Law Clerk. Department of Public Works, Ottawa, November 1, 1906. 19— vii— 2 i : 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NATIONAL ART GALLERY CURATOR'S REPORT FOR THE FISCAL YEAR ENDED MARCH 81, 1907 19— vii— 2£ 19 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NATIONAL AET GALLERY. Sir, — I have the honour to report that the following additions, hy purchase, were made to the National Art collection during the fiscal year ended March, 31, 1907 : — 1. ' Ignatius Sanchez,' by Thos. Gainsborough, R.A. 2. ' Spanish Dance at Granada,' by Francois Flameng. 3. Portrait of H.I.M. King Edward VII. 4. Portrait of H.I.M. Queen Alexandra. The net cost of Nos. 1 and 2, was $2,850, and of Nos. 3 and 4, $5,000. The oil paintings and water colour paintings of the collection have been rear- ranged and renumbered by Mr. F. A. Brunnelle, R.C.A., who has prepared a catalogue which is being printed for distribution to visitors. Eight thousand two hundred and twelve visitors registered at the gallery during the nine months. I have the honour to be, sir, Your obedient servant, WALTER R. BILLINGS, Acting Curator, National Art Gallery. Ottawa, August 10, 1907. 21 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NAMES OF THE CHIEF OFFICERS OF THE DEPARTMENT OF PUBLIC WORKS WITH DATES OF APPOINTMENT, Etc., FROM 1841 TO 1907 23 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NAMES OF THE ( 1IIEF OFFICERS. The names with the dates of the appointment, &e., of the principal Officials of the Department of Public Works, from 1841 to 1907. Names. Under Statute 4-5 Vic. Chap Corporation Board of Works Killalv, Hon. H. H Chairman. Daly, Hon. D Harrison, S. B Sullivan, R. B Davidson, J. Esq Begly, Thomaf A ." . Secretary. Keefer, Samuel Chief Engineer. Rubidge, F. B '■ Architect and Assistant Chief Engineer. New Board of Works. 3, 1844 Killaly, Hon. H. H Chairman. Daly, Hon. D Draper, Hon. W. H \ Members. Morris, Hon. W Papineau, Hon. D. B Under Statute 9th Vic. Cap. 37 &c. Robinson, Hon. W. B Tache\ Hon. E. P Chabot, Hon. J Merritt, Hon. W. H Bourret, Hon. J Young, Hon. John Chabot, Hon. J Lemieux, Hon. F Alleyn, Hon. C Holton, Hon. L. H Sicotte, Hon. L. V Rose, Hon. John Cauchon, Hon. Jos Tessier, Hon. U. J Drummond, Hon. L. T Laframboise, Hon. M Chapais, J. C Casgrain, Hon. Chas. Eus. Cameron, Hon. M Wettenhall, James Esq... Bourret, Hon. Jos Killaly, Hon. H. H Keefer, Samuel Trudeau, Toussaint Begley, Thos. A Trudeau, Toussaint Braun Frederick Page, John Chief Commissioner. Dec. Oct. 17 1841 17 1841: 15 1841 4 1844 June 8, 1S46 Second commissioner. Under Statute SI Vic., Chap. 12. McDougall, Hon. Wm Langevin, C. B., Hon. Hector L Mackenrie, Hon. Alexander Tuppor, C.B., K.C.M.G., Sir Charles Langevin, C.B., K.C.M.G. Sir Hector L. June 22 1846 March 10, 1848 March 11 1848 Nov. 26, 1849 Dec. 13 1849 March 31, 1850 April 8 1850 Feb. 11, 1851 Feb. 12 1851 Oct. 27, 1851 Oct. 28 1851 Sept, 22, 1852 Sept. 23 1852 Jan. 26, 1855 Jan 27 1855 Nov. 25, 1857 Nov. 26 1857 Aug. 1, 1858 August 2 1858 6, 1858 7 1S5S Jan. 10, 1859 Jan. 1 1 1859 June 12, 1861 June 13 1861 May 23, 1862 May " 24 1862 27, 1863 L'S 1863 July 23, 1863 July 24 1863 March 29, 1864 March 30 1864 June 30, 1867 July 9 1846 Feb. 29, 1848 March 1 1 1848 " 1, 1850 Feb. 2 1S5C April 16, 1850 17 185C Feb. 11, 1851 Feb. L2 1 8.-) 1 May 6, 1859 May 6 1859 March 7, 1864 March 8 1864 May 29, 1868 Feb. 10 1841 Oct. 31. 18.-, 8 Dec. 13 March 7, 1864 March 8, 1864 July 1. 1867 Oct. 31, 1873 Oct. i. 1S79 Minister July Dec. v . Oct. May 25 1, 1867 8, 1869 7, 1873 17, 1878 20 1879 Dec. Nov. Oct. May Aug. 7, 1869 6, 1873 16. 1878 19, 1879 11, 1891 26 DEPARTMENT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 The names with the dates of the appointment, &c., of the principal Officials of the Department of Public Works, from 1841 to 1907. — Concluded. Names. Capacity or Office. Date of Appointment. Served. Smith, Hon. Frank Ouimet, Hon. Joseph Alderic. Desjardins, Hon. Alphonse.. . . Tarte, Hon. J. Israel Sutherland, Hon. James Hyman, Hon. Charles S Trudeau, Toussaint Baillarge\ G. F Gobeil, A., I.S.O Braun, Frederick Chapleau, S Ennis, F. H Gobeil, A Roy, E. F. E Gelinas, Fred McPherson, D. A Desrochers, Rodolphe Charles. Page, John Perley, H. F Coste, Louis Lafleur, E. D Scott, Thos. S Fuller, Thomas Ewart, David, I.S.O Deputy Minister. Secretary. Assistant Secretary. Cnief Engineer Chief Architect . Aug. 14, 1891 Jan. Jan. 11, 1892 April May 1, 1896 July July 13, 1896 Oct. Nov. 11, 1902 May May 22, 1905 29, 1868 Oct. Oct. 4, 1879 Dec. Jan. 1, 1891 July 1, 1867 Sept. Oct. 1. 1879 Nov. Nov. 5, 1880 Jan. Jan. 23, 1, l.SS.-) 1891 Dec. June 8, 1901 Jan. 18, 1891 April 8, 1896 July 1, 1868 Oct. Nov. 25, 1880 July July 26, 1892 March Jan. 7, 1905 Mav 26, 1871 Oct. Oct. 31, 1881 June Ncv. 2, 1897 10, 1892 30, 1896 12, 1896 21, 1902 3, 1905 1, 1879 31, 1890 30, 1879 4, 1880 13, 1885 31, 1890 31, 1900 11, 1893 1, 1879 10, 1891 18, 1899 30, 1881 30, 1897 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NAMES OF THE OFFICIALS EMPLOYED ON THE SLIDES AND BOOMS OF CANADA ON MARCH 31, 1907 WITH DATES OF APPOINTMENT, SALARIES, ETC. 27 28 DEPARTM i:\T <>/' PUBLIC WORKS 7-8 EDWARD VII., A. 1908 c Q o o pq -d a 3 s 0 pq - CO 3 0) _o = V tn a o „ o ^ I-H a? CO 3 « oi ^ a 'o Oh in 2 ° fa H '- 3 g 5? o -a w CO t. EE . 8 o g 2 = 3 o a? oo = oo = ocj?o ce B** ^* B = -^S = oi a> £ ^ "g» §•§■*" >6|S - = 2 S | a ta«S5 ■_ oQ p§ o a ^tj a 35 ^ C ^ O) as ca o3 cc — c© aj . • a.5f'c- .3.5? 3 1 3x W 3 a 8 £ = a r. - c 3 ooooooaiooooo»o> C 1- c u 5 £ : a> 3 a> ft~ o o3 3 >< 03 03 S« s ;~ S 5 £ a) t; a> s P ? 3 Js 5Jj 2£ rt ^ -S » 3 - , S-s 5 •r» - t£ ■ 4) O H I'i-w -2 2 <£ 3 3 i ~ 2 O U KOI O OOU5 01 — OO O — t~- ^ >> ti h >' "= 3 3 0 a 3 3 = 3 3 r id 2 00 00 OS oo oc (NIMNlMOl _g «' -! § > ^ S a. — — ^. < _ r 5.5 ■-S3 3 - - = o e p. 2h 3^ C5>-»>-5C«^ vii OFFICIALS EMPLOYED OX THE SLIDES AND BOOM£ SESSIONAL PAPER No. 19 29 a> ' >-. d c — "58 « a- IS M i |b § h 2 0* 3 H I S 2 a> x * a = w 3 c •r a 5 a l§g-§g.2> -3 - e -o V3 "3 a> to ^. o 03 a> >. oi>,a >, O | e.O'S.2 a. ~.£ a 5 a, a > o a a S - K -'5 = c c o a o _ q: S2 5 •fi te •* c o m 31 "3 a a ■r. ca v ci f. Z CJ 33 >>-o: : : 03 C3 >> >>• -3: : : : >T3 >.a OD-i-icqia O IN UJ "?* CO (NININ o Q 5 i 001 C lOO 0«5 00 CO o> X t- io :r. ~. A s. r / /. t / / 00 00 00 ->03i0 35— I01*t- x- x ^. x 3> x oo -fi 05 35 X 00 X •S IN M CO 00 OJ OS 00 ION 00 OS A s C^IN OS O X 35 co © OS i-i | 35 IN O c I>t-iC3-!0'-I'-i 2M 1 U9 .J ■ • • s. s a 3J3 j X - - X - a: ■ o z _a o >. — : Sept. July Sep! . : 3 >) Hi s is a „ a_:3 as ^ *E cj-a d a'E en o3 13 -a ~ _a ~ a o a o s> ,3 :5s ~ £ & S "O.i IS 0) fl ejj^ it ^ p aila ai i^todS o>-5 2 j«^aaa-aKa o a 0-5 g a, a S j 3 : a ~ ; - as a d ";" 3e S - a a c 3 -a o xj a MC5 00 Q 00 oooocoooxx 00 00 00 00 00 oo 06 00 06 C/0 _ o rt a °3 -2 co r. >.> "3 °: 55 S -'^a^=^ oo gw^r OS'S, ' a~ M° . O o . C d_- N 3 CO CI co t 35 r xxx 0000 >> M a 3 5: .S : ^ : |f 1 03 .-■ g g. ■§ fir c3 ^ **mA a £ G 3 S o-Q O cj -- CM CM ■* CO A S. dj3 Sa OS 03 3 _ _ 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 NAVIES OF PERSONS EMPLOYED ON THE VARIOUS GRAVING DOCKS ON MARCH 31, 1907. WITH DATES OF APPOINTMENT, SALARIES, ETC. 31 32 DEI' A HTM EXT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 si - o o o o O Q O 3 u 2: - S5 x — 02 Ed I - — > — s 4 _5 - o a, a, < a H •S C- ~ T. Sj T- X d C. o M"B J*D 0 G BD aj 03 ao: : o «J m b 3 « « ■ = aj.S a g g M «_§ - - — SJ . o _• a 5 1 £ " 10 oS 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 LIST OF ENGINEERS, ENGINEMEN, FIREMEN AND CARETAKERS EMPLOYED IN THE PUBLIC BUILDINGS THROUGHOUT THE DOMINION ON MARCH 31, 1907 DATES OF APPOINTMENT, SALARIES, ETC 19— vii— 3 33 34 DEPARTMENT OF PUBLIC WORKS vii Oh a 7-8 EDWARD VII., A. 1908 jf 888g888§§8g888888S888888S8888888888§888 I §§§sii§sg§§i§§iigiiiiii§i§i§§§i§ii§§§§§ IlllllllllillilllSillllllllgllllllllll =11 1- 1 vii ENGINEERS AND CARETAKERS, PUBLIC BUILDINGS 35 SESSIONAL PAPER No. 19 ooggoocoooggggoogoggoogooooggoooooogog gggggggggggggggggggg 8888S88|||8|8883||8|8888|||83^ ^lll§§llls§g|§§l§l # 8S?i??sS????s?88!S88?58??8???S8????S?888S?S?S§88858888S88888888888888888888 llllllllllllllllllllllllllllllllllllllllllllllllllll lllllllllllllillllllllllilllillllllll ism •"23"2'2'2"S"S Illlllili fiii i; 36 DEPARTMENT OF PUBLIC WORKS iv 7-8 EDWARD VII., A. 1908 — e3 T3 - si bO E* (3 s H E- Z-ZZZZZZZZZZZ^Z) Z Z Z z Z ' - X. x z Z Z Z -~ -r -r Z. z — z Z Z Z X 'OOOCOOCiOOOQONQ r-- c • ~ ■ - • — — x : - 'C — -z j.2c,-r.c.r.:;;r.c;2o/ec.C5irc.;;sc5:aeooi;aaooe j-.s-.z-.-x. X. X. X Z.Z.X.X. Z. Z. Z. X X. X. X Z. S. Z. Z. X X X X Z. Z. Z. X Z. Z. Z. Z. X. X s. z. z. z. < -< ococo t» z z ~ ~ ~ ~ z z ~ z.?- ~ z - . z.~ CI CO O CO —i (M <-h f w ~ — X X — < t~ T- v: C X X X X -* t- S. Z. Z — ~ X — l~ CI CI t-- -r z -i — i- z z z X z x -z -r cc oh- z -z -z ~ -~ ir. co -r co — uo -r — i~ Ci c c — X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X XXX X g > ■SI fc ^ 5Se 5 r c ■X. Xi X r- r- H vii ENGINEERS AND CARETAKERS, PUBLIC BUILDINGS 37 SESSIONAL PAPER No. 19 888888888888888888888888888888S38888888888888888888888888888 f8888§881§88|liS88^ 222222222222222222222222222222222222222222222S2 : : ."2222222222 S^SSS88^8^^8i8S28SS2i?^S^8g88SSS88888S8^8^8?§?5SSS§25§88S588?S??88?§5§?S IlllilillllllllSIIllIIllIIIIlIililllllllllllillllliSillllill liiii- ii jjiiiliilt- lAikii i mSmimikmEilis ll|||6il|lpll|l OOl I I I S QtS iS o S>SoSS, (2 i5£ 38 DEPARTMENT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 2 888888888888888888888888888888888888888888 f| 1 mmmmmnmmmmnmnmmnnmn £ -c a 58888888S?S88S88888888888888888S§SS888SSS888S IIIIIIIIIIllII|g|g||l§IlllllIlllll lillllillllllllilllllllillilllilllllllli II- 1- Mi- ii 1 1 1 ii ii h fen i iiiii ii Jiii in >>>. ■ = o vii ENGINEERS AND CARETAKERS, PUBLIC BUILDINOS SESSIONAL PAPER No. 19 88SSgS8§S8SSSgS88SS88SS8SS3SSSgS88g88SS88 88SSgS§8i§§§§§§§§§§§§§§§§S3£^ §S§§SS§i§SS?§SSSSSSS8§S§S8SSSSSSS§SSS8SSSS !§§g«g«5g^§SSSSS2S§SS§SS§S8^88888SSSSg8|8a llllgiglllllllgllllllllf I lllllllllglllll mm mm Mm lijt liiiiiiiiiiiiiiiiii 111- • Hi! jiHti= flllilf JflJ 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 OFFICIAL CORRESPONDENCE DEPARTMENT OF PUBLIC WORKS FROM JULY 1, 1867, TO MAEOH, 31, 1907 19 — vii — t 7-8 EDWARD VII. SESSIONAL PAPER No. 19 A. 1908 OFFICIAL CORRESPONDENCE. Letters Received and Sent from July 1, 1867, to March 31, 1907. Year. Received. Sent. 1 OZ5T 1807 — r rom T 1 1 i T-> U Q1 2,075 1,511 1868 3,498 2,317 1869 3,448 2,171 1870 4,961 3,185 6,268 3,983 1 G7<> 8,333 4,428 1873 „ 10,072 5,707 1874 u 9,800 5,043 lo / O u 9.006 5.006 1876 U 7,971 4,773 1877 7,517 4,425 1878 6,886 4,021 1879 7,186 4,547 1879 2,033 810 1880 8,451 4,411 1881 9,599 5,529 1882 10,505 5,699 1883 11,633 6,227 1884 13,114 6,903 lss.-. 8,977 5,321 1886 9,644 5,352 1887 4,866 2,735 1887 July 1 " 1888 10,493 6,343 1888 1889 10,522 7,042 IS v.l 1890 10,098 7,448 1890 1891 10,576 7,286 1891 1892 11,637 6,700 1892 1893 11,720 6,220 1893 1894 9.517 6,028 1894 10,190 5,148 1895 1896 10,223 5,573 1896 11.404 5,033 1897 9,640 5,250 1898 1899 9,639 4,784 1899 1900 12,139 5,938 1900 1901 13,179 6,255 1901 1902 15,880 5,067 1902 • " 1903 13,140 6.373 1903 1904 11,300 5,878 1904 1905 11,940 6,461 1905 1906 11,700 6,472 1906 " to.March'31, 1907 9,400 5,085 43 44 DEPARTMENT OF PUBLIC WORKS vii 7-8 EDWARD VII., A. 1908 Letters Sent from Chief Engineer's Office, from January 1880, to March 31, 1907. Year. 1880 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 From January 10 to June 30 " July 1 " 1881 1882. 1883. 1884. 188£ 1886 1887. 1888 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. 1899. 1900. • 1901. 1902. 1903. 1904. 1905. 1906. to March 31, 1907. Number. 418 1.795 2,352 2,651 3,611 3,119 2,867 3,281 3,552 4,229 3,374 3,948 4,009 4,232 3,966 4,603 4,239 4,994 4,696 5,277 7,366 4,341 6,759 4,327 5,295 5,496 8,036 3.771 Note. — The letters, including returns, received in the Chief Engineer's Office may be estimated at the rate of t.wo received to one sent. Letters Received and Sent, Chief Architect's Office, from January 1, 1880, to March 31, 1907. Received. Sent. 1880 — From January 1 to June 30 1880 " July 1 " 1881. 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1882. 1883. 1884. 1885. 1886. 1887 . 1888. 1889. 1890 . 1891 . 1892. 1893. 1894 . 1895. 1896. 1897 . 1898. 1899. 1900 . 1901. 1902 . 1903 . 1904. 1905. 1906. to March 31, 1907. 3,538 3,860 4,500 6,075 6,816 6,947 6,484 7,448 6,113 7,428 6,900 7,538 7,843 10.700 10,867 10,913 12,386 12,287 12,560 13.430 14,710 15,000 15,785 13.76S 1,273 2,943 2,859 4,600 6,004 6,718 6,450 6,380 6.870 7,667 6,578 7,751 4,260 6,453 4,517 5,327 5.783 8,200 8,547 8,762 9,878 9,860 10,330 11,106 15,590 14,300 14.785 12,087 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 DEPARTMENT OF PUBLIC WORKS OF CANADA Honourable WILLIAM PUGSLEY, Minister GEORGIAN Bil SHIP CANAL SURVEY REPORT ON THE PRECISE LEVELLING YEAES 1904 TO 10O7 PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 1908 [No. 19a— 1908.] 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 DEPARTMENT OF PUBLIC WORKS Of CANADA Honourable WILLIAM PUGSLEY, Minister. A. GOBEIL, I.S.O., Deputy Minister. liEOMJUN BAY SHIP CANAL SURVEY PRECISE LEVELLING From Rouses' Point, in the State of New York, to Georgian Bay, on Lake Huron via Montreal, Vaudreuil, Ottawa, Pembroke, Mattawa, North Bay and the French River, and from Toronto to North Bay, via Grand Trunk Railway, including various branch lines. YEARS L904 TO 190; CHAS. F. X. CHALONER, in charge of party ASSISTED BY ECG. GINGRAS, H. J. DUNNE AND J. L. KINGSTON UNDER THE DIRECTION OF EUGENE D. LAFLEUR, Chief Engineer. ARTHUR ST. LAURENT, Ass't Chief Engineer and Engineer-in-Charge. C. R. COUTLEE, S. J. CHAPLEAU, District Engineers. 19a — 1 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 DEPARTMENT OF PUBLIC WORKS OF CANADA, Georgian Bay Ship Canal, Chief engineer's office, Ottawa, January 15, 1908. Honourable William Pugsley, Minister, Department Public Works. Sir, — We have the honour to transmit herewith our final report on the precise levelling carried out in connection with the Georgian Bay Ship Canal survey during the years 1904, 1905 and 1906. The field party was under the charge of Mr. Charles F. X. Chaloner, who was assisted by Messrs. Eugene Gingras, H. J. Dunne and J. L. Kingston. We take this opportunity of commending the admirable work done by Mr. Chaloner and his party. Neither time nor energy was spared to make a success of the work, which was performed with the greatest good will and ability, under most adverse climatic conditions, and during unfavourable seasons of the year when precise levelling has generally to be stopped on account of the degree of precision which has to be attained. That the work, even under these conditions, was extremely satisfactory will be shown in the report, and great credit is due to Mr. Chaloner and his staff. We have the honour to be, Sir, Your obedient servants, EUGENE D. LAFLEUR, Chief Engineer. A. St. LAUREN T, Ass't Chief Engineer, and Engineer-in-Charge. 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 CONTENTS. PAGE. Introduction 7 Brief history of Geodetic Levelling in Canada 7 Precise level party and programme followed S Soulanges Canal determination 8 Comparison of different determinations 9 Canal levels 10 Precise Levelling 11 Distances covered and routes followed 11 Lachine to Coteau Landing 11 Vaudreuil to St. Eugene 12 The Brook to St. Eugene 12 • The Brook to Ottawa 12 Carp to Ottawa 13 Carp to Sand Point 13 Haley's to Sand Point 13 Haley's to Pembroke 14 Chalk River to Pembroke 14 Chalk River to Mackey's 14 Deux Rivieres to Mackey's 14 Deux Rivieres'to Eau Claire 15 North Bay to Eau Claire 15 CornwalTto Coteau Xanding 16 Lachine to St. Johns l< Rouses' Point to St. Johns 18 Toronto to Newmarket 20 Barrie to Newmarket 21 Barrie to Collingwood 21 Barrie to Longford 21 Orillia to Midland 21 Falkenburg to Longford 22 Falkenburg to Scotia Junction 22 South River to Scotia Junction 22 South River to North Bay 23 Coteau Junction to Aubrey 23 Rouses' Point to Aubrey 24 Lachine to Coteau Junction 2-1 Accuracy of results 2o Results, comparisons and adjustments 26 Datum 26 Rouses' Point to Coteau Landing 26 Vaudreuil to North Bay 27 5 6 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 CONTENTS — Concluded. PAGE. Lake Ontario, water level transfers 28 Simultaneous gaugings, Tibbett's Point, N. Y., Toronto, Ont 28 Lake Huron, water level transfers 29 Simultaneous gaugings, Harbour Beach, Mackinaw City, Collingwood 29 Adjustment, Toronto to Collingwood 29 Simultaneous gaugings, Collingwood, Waubaushene, Harbour Beach 29 Adjustment, Toronto to Waubaushene 29 Simultaneous gaugings, Collingwood, Midland, Harbour Beach 30 Adjustment, Waubaushene to Midland 30 Adjustment, Orillia to North Bay 30 Simultaneous gaugings, Harbour Beach, Mackinaw City, French River 30 Adjustment, French River to North Bay 31 Checking of precise levels by water level transfers 31 Comparisons, differences, &c 32 Instrument used and method followed 34 Cost of precise levelling 35 Tables of elevations 35 General explanations 36 List of most important bench marks, with diagrams, showing location 37 Rouses' Point to Cornwall 37 Via St. Johns, Victoria bridge, Lachine, Vaudreuil, Coteau Landing. Vaudreuil to North Bay 53 Via Rigaud, Ottawa, Renfrew, Pembroke, Mattawa. Toronto to North Bay 73 Via Newmarket, Barrie, Collingwood, Orillia, Midland, Burks' Falls, Nipissing Junction. Rouses' Point to Montreal 99 Via Lacolle June., Howick June., Vallevfleld, Coteau June., Lachine. Complete list of bench marks and elevations Ill Rouses' Point to Cornwall Ill Via St. Johns, Victoria bridge, Lachine, Vaudreuil, Coteau Landing. Vaudreuil to North Bay 116 Via Rigaud, Ottawa, Renfrew, Pembroke, Mattawa. Toronto to North Bay 126 Via Newmarket, Barrie, Collingwood, Orillia, Midland, Burks' Falls, Nipissing Junction. Rouses' Point to Montreal 139 Via Lacolle June, Howick June, Valleyfield, Coteau June., Lachine. French River — Lake Nipissing to Georgian Bay 144 Notes regarding mean tide level at Quebec 146 Elevations of low water surface at different points along proposed canal route 147 Index of places where bench marks have been located 151 Map showing routes followed by different precise level parties Sketch showing comparative elevations of datums at Montreal 110 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 GEORGIAN BAY SHIP CANAL SURVEY. PRECISE LEVELLING. INTRODUCTION. In organizing the field force for the survey of the Georgian Bay Ship Canal route, the formation of a field party for the determination of a common plane of reference for the different sections of the survey, to which all elevations could be referred, was naturally of primary importance. As the work on the various sections of the survey, extending from Montreal to the Geor- gian Bay, a distance of 440 miles, commenced at the same time, it was impossible to initiate the levelling on the different sections from a common datum, and each party had to assume a convenient and arbitrary plane of reference for preliminary levelling until such time as it would be possible to connect their net of elevations to a common line of precise levelling. In geodetic work the plane of reference adopted is mean sea level, and all elevations are referred to that plane awhich is obviously of great advantage, for all reductions, com- parisons, &c. *k 1 Eg Unfortunately, in this country geodetic work is yet in its infancy, and when this survey was commenced there was no system of permanent bench marks, having received their final determination above mean sea level, which could be conveniently tapped from the different sections to be surveyed, except perhaps the levelling done in connection with the Soulanges canal by the Department of Railways and Canals. In 1883, under the direction of Mr. R. Steckel, C.E., for the Department of Public Works of Canada, a geodetic levelling party was formed, and operated mainly along the Richelieu and St. Lawrence rivers, establishing permanent bench marks and working gradually towards the Atlantic, where a series of tidal observations have been carried on by the Department of Marine and Fisheries, from which records it will be possible, ulti- mately, to establish a mean tide level in connection with this geodetic levelling. Unfor- tunately, this work was often interrupted on account of lack of funds and for other reasons, and no final determination has yet been made. It is expected, however, that final results will be available in a year or two, and it is highly important that the work already commenced be gradually extended, and that precise levelling be systematically carried on as a permanent branch of the service. Very valuable and interesting information in connection with this work can be found in Mr. Steckel's able reports to the Minister of Public Works for the years 1885, 1891, 1898, and 1906. On the other hand, systematic precise levelling and tidal observations have been carried on in the United States by the Coast and Geodetic Survey, by the Geological Survey, and by the Corps of Engineers for a great many years, and an extensive net of permanent bench marks, with known elevations above mean sea level, as a common datum for all chart work has been established and is being gradually extended. For a work of such magnitude as that of the canal survey, it was at once recognized as a necessity that a precise levelling party be formed to check finally the transfers already made of the U. S. Coast and Geodetic determinations to our territory, and carry on the same system all along the route of the proposed waterway. 8 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 This naturally necessitated a relatively large expenditure, but the character and nature of the work demanded it. Moreover the usefulness of the work as carried out is not limited only to the canal investigation. Permanent bench marks have been established which can be used for other works as initial points for level lines, and the whole levelling has been done with a view of being utilized later in a systematic determination of a common plane for all Canadian harbours on the Great Lakes, which work it is respectfully suggested should be undertaken at once. PRF.CISE LEVEL PARTY AND PROGRAMME FOLLOWED. The precise level party was placed under the charge of Mr. Chas. F. X. Chaloner, who has been doing geodetic levelling for the Department for many years, under the direction of Mr. Steckel, and certainly no belter man could have been secured to undertake this work, which required extreme accuracy and great experience. The programme carried out was the immediate transfer of the elevation of the Coteau Landing bench mark as determined for the Soulanges canal to section Xo. 1 of the survey; check lines from the U. S. Coast and Geodetic bench mark at Rouses' Point, X'. Y., to Coteau Landing and Cornwall; main line from Montreal to North Bay, thence to the mouth of the French river along the proposed waterway, and check line from Toronto to Xorth Bay, with branch lines at different places as given further in detail, in all 945 miles of levelling. In conjunction with this, automatic gauges were placed at Toronto, Collingwood and French River Harbour, to collect the necessary data for checking precise level lines by water level transfers from United States permanent gauge stations. The determinations by water level transfer were placed under the direct supervision of Mr. District Engineer, S. J. Chapleau, and a digest of the results is given at the end of this report. SOULANGES CANAL DETERMINATION AND COMPARISONS. In regard to the determination of the elevation of the Coteau Landing bench mark by the Soulanges canal staff, during construction, and the final establishment of the eleva- tion of the initial bench mark at Rouses' Point, N. Y., with comparison of results between different operators, the following interesting information was compiled by Mr. District Engineer S. J. Chapleau, and submitted in a report dated June 12, 1905: — 'I beg to call your attention to the following data and recommendations in connection with the final establishment of the elevation of the initial bench mark at Coteau Landing, Que., to which the levels of the canal system, now under investigation, are at present being referred, as upon this bench depends the final reduction of all such levels to that one datum common to all the charts of the Great Lakes, and which result it is most desirable to obtain. The bench mark above referred to is: — An iron bolt in the southwest corner of the south abutment of the Canada Atlantic Railway bridge over the main road between Coteau Land- ing and Coteau du Lac, Que., south side of the Soulanges canal. This Coteau Landing bench mark was connected with the bench mark on the guard lock, Valleyfield, Que., by duplicate lines of levels run via the Canada Atlantic Railway bridge over the St. Lawrence river between Coteau and Valleyfield, and results checked sev- eral times by water level transfer and found to be absolutely correct; and the bench mark on the guard lock, Valleyfield, connected by duplicate lines of levels with the international bench mark at Rouses' Point. X. Y., via the Canada Atlantic and Grand Trunk Railways. The above was carried out under the direction of the late Thomas Munro, M.I.C.E., Mem. Can. Soc. C. E., by Messrs. Allison and Pinhey, Mems. Can. Soc. C. E., during the summer and fall of 1890, during the collection of data bearing on the determination of the Soulanges canal construction datum. During 1898 the U. S. D. W. Engineers, under the direction of the late Frank A. Davis, ran a duplicate line of levels between the international bench mark at Rouses' Point, X". Y., ii GEORGIAN BAT SHIP CANAL 9 SESSIONAL PAPER No. 19a and the bench mark on the guard lock at Valleyfield, Que. Elevations and description of the above terminal benches, and comparative results of these two duplicate lines, are given below: Rouses' Point. — -The United States Coast and Geodetic bench mark is the top of the plinth course, north end of the Chapman building, at Rouses' Point, N. Y., marked thus ©. Elevation 110.06. Valleyfield. — Coping of north wall of lock 14 (guard lock) at Valleyfield, Que., Beau- harnois canal, behind heel of post of upper gate. Canadian determination 156.07 United States determination 156.791 Difference . 121 In the opinion of A. J. Grant, C.K., Mem. Can. Soc. C. E., of the Department of Rail- ways and Canals, who has been officially connected with the St. Lawrence canal system of levels, and is intimately informed regarding them: 'It is fair to assume that if Davis had continued his line of levels to Coteau Landing, the difference between the two lines, Rouses' Point to Coteau Landing, would be only . 12 feet in a distance of 52 miles.' The above limit of error 0.016 >/ distance in miles between bench marks or that at- tained by precise methods. From the above the elevation of the Coteau Landing bench mark would be as follows on the assumption, as before stated, that the difference in height between the Valleyfield bench mark and the Coteau Landing bench mark, is absolutely correct: Canadian determination 163.32 United States determination 163.44 All the above elevations have been based upon the 'Grist-Mill' bench mark at Green bush, N. Y., at elevation +14.73. This elevation — correctly 14.728 — above mean tide at Governor's Island, N. Y., was determined in 1877 by Mr. O. H. Tittman, United States Coast and Geodetic Survey, and prior to 1903 was used in the determination of the levels of the northern and north- western lakes. (Appendix 8, United States Coast and Geodetic Survey, Report for 1898-9.) The new determination of the elevation of this bench in 1903 by the Coast and Geodetic Survey of the United States as a permanent standard, and upon which all the elevations of the northern and north-western lakes are now based, has necessarily changed all permanent bench marks depending upon it, that at Rouses' Point being one of them. This new elevation of the Greenbush 'Grist-Mill' bench has been determined at 13.863. The Greenbush-Rouses' Point line was run under the direction of Mr. Molitor during 1902; the Rouses' Point- Valleyfield accepted as determined by the late Mr. Davis. Rouses' Point, 1882. Is at Rouses' Point, Clinton county, X. Y., on the water table on the north side of the Chapman building. 20.6' west from the N. E. corner, is 1.6' above ground, elevation 32.9031 metres or 107.955 feet. Bench Mark Valleyfield. Coping of north wall of lock No. 14 Beauharnois canal. Bench mark is on the iron bolt in strap, 6" from heel post of upper gate. Elevation 47. 143 metres or 154.676 feet. For the above description, and that of the Greenbush 'Grist -Mill' bench mark, see United States Coast and Geodetic Report for 1903, pages 550, 717 and 551. Summarized from the above and carrying the 1903 determination through to the Coteau Landing bench mark, we have the following: — Above mean tide, Governor s Island, N.Y. American. Canadian. Old. New. Old. New. Greenbush 14.73 13.863 14.73 13.863 Rouses' Point.. 110.06 107.955 110.06 107.955 Valleyfield 156.79 154.676 156.67 154.56 Coteau Landing 136.44 161.32 163.32 161.21 10 />/;/' 1 RTMEXT OF i'CJil.K' worth's ii 7-8 EDWARD Vll., A. 1908 Mr. Chaloncr, in his determination of the Coteau Landing bench mark, used the com- pleted lines of precise levels of Public Works Department, connecting Houses' Point, X. Y, to Sorel, Montreal and Lachine, Que., and ran a line of precise levels connecting Lachine with Coteau Landing, thus closing the loop. Mr. Chaloner informs me that the elevation of his initial bench mark at Rouses' Point, which is the same bench mark as that referred to above, and known as Rouses' I'oint* 112,' was taken at 107.80 or 0.15 feet lower than the elevation given above. Raising Mr. Chaloner 's elevation of the Coteau Landing bench mark by this amount, we have for its elevation through Sorel, Montreal, Lachine, &c, 161 .07 + 0. 15 = 161.22, or a difference of only 0.01 feet from the Canadian, and 0. 10 feet from the American deter- mination from the same initial bench mark, a most remarkable result considering the dis- tance; or an error of less than 0.007 \/ distance in miles. This part of the above circuit, Lachine-Coteau Landing, run by Mr. Chaloner, checks relatively very closely with lines run under the direction of the late Mr. Munro for the De partment of Railways and Canals. Rys. and P. W. D. Canals. B.M. Rouses' Point, N.Y 110.06 107.80 B.M. Coteau Landing, Que 103.32 101.07 B.M. Lachine. Que 96.21 93.94 or correcting to the U.S.C. & G. elevation 107.95 Rouses' Pt. B . M. Rouses' Point, N.Y 107.95 107.95 B . M. Coteau Landing, Que 101.21 101 . 22 B.M. Lachine, Que.. . 94.10 94.09 The Lachine bench mark referred to is: 'Horizontal line on copper plug driven into second lower course of stone, on upper or west face of first pier, north end of C. P. Railway bridge across the St. Lawrence river. Bench mark is marked: C b e m Considering the above, I would recommend that the final elevation of 161.21 be given the Coteau Landing bench mark, and that all the canal levels be reduced to correspond with that elevation. I would also recommend that a line of precise levels, under the direction of the Depart- ment be made to connect the Coteau Landing bench mark and the United States Lake Survey bench marks A and B at Cornwall, Ont., and the U. S. D. W. bench marks A, B, and 4 at St. Regis, Que., for the double purpose of verifying the above, and connecting the lower St. Lawrence level system; the latter allowing of a double check to the present G. B. S. C. levels through Kingston, Toronto, Collingwood and the French river." CANAL LEVELS. It is important to note, at once, before giving a description of the lines run with their results, that all the elevations recorded on the survey plans are based on the Coteau Landing bench mark elevation of 101 .21 as described above, and on that of the Lachine bench mark of 94.10, all the levels having been reduced to correspond to this elevation. At the beginning of the survey these determinations seemed to offer all the degree of accuracy required for the purpose of the canal investigation, and they were adopted for convenience and expediency. The two check lines, however, made subsequently by Mr. Chaloner from Rouses' Point, N. Y., passing by either of these bench marks through different routes gave the following determinations : — • Lachine B.M. Coteau B.M. Via Valleyfield. . . .• 93 . S5 160 . 99 Via St. Johns, Montreal, &c 93.85 160.98 or a difference of minus 0.25 for the Lachine bench mark. ii GEORGIAN BAT SHIP CANAL 11 SESSIONAL PAPER No. 19a This difference, however, is reduced to 0.19 at the Vaudreuil bench mark on west abutment of G. T. Railway bridge over the Ottawa river, which was used as an initial point for the Vaudreuil-North Bay line. Therefore this variation will exist between the bench mark elevations used for the survey and those as published in this report, excepting when otherwise stated. PRECISE LEVELLING. DISTANCES IN MILES COVERED AND ROUTES FOLLOWED. The levelling performed may be divided into four main lines as follows: — Line No. Description of Routes. DISTANCES. Main Lines. Branch Lines. Total Distance. Rouses' Point to Cornwall — Via St. Johns, V ictoria bridge, Lachine, Vaudreuil and Coteau Landing Vaudreuil to North Bay — Via Rigaud, Vankleek Hill, Ottawa, Arnprior, Renfrew, Pem- broke, and Mattawa Toronto to North Bay — Via Newmarket, Barrie, Collingwood, Orillia, Midland, Grav- enhurst, Burk's Falls and Nipissing Junction Rouses' Point to Montreal — Via Lacolle Junction, Howick Junction, Valleyfield, Coteau Junction and Lachine Totals. 126-02 316-23 301-17 84-85 821.27 20-77 22-40 9-13 8-64 60-94 146-79 338-63 310-30 93-49 889-21 This levelling was done in 28 different sections: Line No. 1 comprising sections 16, 15, 1 and 14; line No. 2 comprising sections 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13; line No. 3 embracing sections 17, 18, 19, 20, 21, 22, 23, 24, 25 and line No. 4, sections 27, 26, 28. A description of these different sections, in their order as made, with description of routes followed and connecting bench marks, is given as follows by Mr. Chas. F. X. Chaloner, the engineer in charge of the levelling party: — Section No. 1. — Lachine to Coteau Landing C The levelling was started from B 0 M (Chisel line on end of copper plug, CCCXCIII driven horizontally into second course above ground, S.W. face of 1st pier, Lachine end of C.P.R. bridge over St. Lawrence river). The Lachine road was followed up to the G.T.R. bridge at Ste. Anne de Belle vue; here the Ottawa river was crossed in two different ways: the first, using the locks and west shore of Ottawa river; the second, using the G.T.R. bridge; both crossings closing on C B © M (Top of copper plug driven vertically into east end of north side of west abut- CCCCXII ment of G.T.R. bridge over Ottawa river at Ste. Anne de Bellevue). C From B © M, the G.T.R. was followed to Vaudreuil; from here the post road, CCCCXII 12 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 along the west shore of the Ottawa river was made use of, as far as the Cascades; then the road along the north side of the Soulanges canal was followed up to Coteau Landing, closing this section on Bench mark 547 (iron bolt driven horizontally into west end of north face of base of south wall of G.T.R. overhead crossing of road to Coteau du Lac, south side of Soulanges canal). Section No. 2. — -Vaudreuil to St. Eugene. C This section was started from B © M (Chisel line on end of copper CCCCXY plug, driven horizontally into west face of top course, south side of west abutment of G.T.R. bridge over Ottawa river). From Vaudreuil, the C.P.R. was followed up to Risraud; here a branch line was run C along the C.P.R. to Pointe Fortune, closing on B © M (Chisel line on copper CCCCXXXVII plug, driven horizontally into base, centre of east face of Pointe Fortune post office and general store, owned by Win. Brown). From Rigaud the C.P.R. was followed up to 2.84 miles west of St. Eugene station, C closing this section on B © M (Chisel line on end of copper plug, driven CCCCXLII horizontally into sixth course from top, south end of west face of large culvert 2.84 miles west of St. Eugene station). Section No. 3. — The Brook to St. Eugene. C This section was started from B © M (Chisel line on end of copper plug, driven CCCCXLIII horizontally into first course above ground, under first window from front, north side of the R.C. church at The Brook). From The Brook the C.P.R. was followed down to Vankleek Hill, where the C.P.R. crosses the G.T.R. branch line to Hawkesburv; here the G.T.R. was used to reach Hawkes- C burv, closing on B © M (Chisel line on end of copper plug, driven horizontallv CCCCLI into first course above ground, about centre of west side of R. C. church at Hawkesburv) . From Vankleek Hill the C.P.R. was again used down to 2.S4 miles west of St. Eugene C station, closing this section on B © M , alreadv described. CCCCXLII Section No. 4. — The Brook to Ottaica. C This section was started from B © M , alreadv described, and run along the CCCCXLIII C.P.R. up to the Central station, Ottawa; here a branch line was run to the foot of the C locks, closing on B © M (Chisel line on end of copper plug driven horizontallv cccclvii into twelfth course from top, northwest outside curved wall, lock 1, foot of Rideau canal). From the Central station the levelling was crossed over to the west side of the canal c and up Albert street to the Citv Hall, endine; this section on B © M (Chisel line on CCCCLIX ii GEORGIAX BAT SHIP CANAL 13 SESSIONAL PAPER No. 19a end of copper plug, driven horizontally into first course above ground, under second window from front, south side of city hall building, Ottawa). Section No. 5. — Carp to Ottawa. C This section is started from B 0 M (Chisel line on end of copper plug, driven CCCCLX horizontally into third course from top, north side of east wall of G.T.R. bridge over Carp river, .82 mile west of Carp station). From Carp the G.T.R. was followed down to near Britannia, the overhead crossing C of the C.P.R., at B © M (top of copper plug, driven vertically into coping, south end CCCCLXI of west abutment of G.T.R. overhead crossing of C.P.R., seven miles west of Union station, Ottawa. From this overhead crossing the C.P.R. was followed to the Union station, Ottawa, at C B © M (Chisel line on end of copper plug, driven horizontally into third course above CCCCLXVI Davement, south side of private entrance to Union station, Broad street, Ottawa). From the Union station the levelling was run along Broad, Ottawa, Sherwood and C Llovd streets and G.T.R. track to Ottawa water works building, at B © M (Chisel cccclxvh line on end of copper plug, driven horizontally into second course above platform, west side of first entrance from east end of north face of Ottawa water works pump house). From the Ottawa water works building a loop line was run, via Duke and Ottawa streets; the Union bridge; Bridge, Mam, Albert Victoria, Laurier and Youville streets, Hull ; the Alexandra bridge; down the east side of the Rideau canal to lock 1, closing this loop fine on C B © M (Chisel fine on end of copper plug, driven horizontally into top course, CCCCLXXIII shore end of east face of lock No. 1, entrance to Rideau canal). From the Ottawa water works building, the levelling was run along Queen, Wellington, C Bank and Albert streets to citv hall building, closing this section on B © M , already described. CCCCLIX Section No. 6. — Carp to Sand Point. C This section was started from B © M , alreadv described, and run alone the CCCCLX C G.T.R. up to Arnprior station; then over to C.P.R. station, to B © M (Chisel CCCCLXXVII line on end of copper plug, driven horizontally into first course above pavement, centre of west face of C.P.R. station at Arnprior). From the C.P.R. station, the C.P.R. was followed up to .36 mile east of Sand Point station, closing this section on bench mark 582 (+ cut into coping, south wall of west end of C.P.R. culvert, .36 mile east of Sand Point station). Section No. 7. — Haley's to Sand Point. C This section was started from B © M (Chisel line on end of copper plug CCCCLXXX 14 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 driven horizontally into second course from top, north end of east face of CP. 11. culvert, 1.22 miles west of Haley station). From Haley's the C.P.R. was followed down to .36 mile east of Sand Point station, closing this section on bench mark 582, already described. Section No. 8. — Haley's to Pembroke. C This section was started from B © M , above described, and run along the CCCCLXXX C CP. 11. up to Pembroke station, closing on B © M (Chisel line on end of copper CCCCXCVI plug, driven horizontally into first course above pavement, under window, north end of C.P.R. station at Pembroke). Section No. 9. — Chalk River to Pembroke. C This section was started from B © M (Chisel line on end of copper plug, ccccxcvn driven horizontally into southeast end, inner side, near outer rail from round house, main track of turn table of Chalk River C.P.R. yard). From Chalk river, the C .P.R. was followed down to 520 feet west of Petawawa station, bench mark 591 (" + " cut into coping, centre of east end of concrete culvert, 520 feet west of Petawawa station.) From bench mark 591, a branch line was run down to the Ottawa river, closing this C line on B © M (Chisel line on end of copper plug, driven horizontally into south face DIV of rocky point, some 1 ,400 feet northwest of Petawawa wharf and about 20 feet from low- water mark). From bench mark 591, the C.P.R. was again followed down to Pembroke station, C closing this section on B © M , already described. CCCCXCVI Section No. 10. — Chalk River to Mackey's. C This section was started from B © M , already described, and the C.P.R. ccccxcvn c was followed up to .78 mile west of Mackey station, closing on B © M (Chisel line UIX on end of copper plug, driven horizontally into solid rock, close to west rail, 300 feet east of mile 25 from Chalk River and .78 mile west of Mackey's station). Section No. 11. — Deux Rivieres to Mackey's. C This section was started from B © M (Chisel line on end of copper plug, driven DX horizontally into large boulder, 10 feet north of track, 38 feet east of mile post 51, from Chalk River, and .19 mile west of Deux Rivieres station). From this bench mark a branch line was run 1 . 90 miles down the Ontario shore of C the Ottawa river, foot of Deux Rivieres rapids, closing this branch line on B © M (Chisel DXXP7 ii GEORGIAN BAY SHIP CANAL 15 SESSIONAL PAPER No. 19a line on end of copper plug, driven horizontally into solid roek, foot of high cliff, Ontario shore of Ottawa river, some 500 feet below remains of Ranson's old residence, foot of Deux Rivieres rapids.) From Deux Rivieres the C.P.R. was followed down to .82 mile west of Bissett's sta- c tion, at B © M (Chisel line on end of copper plug, driven horizontally into solid rock, 15 DXVI feet north of track, 36 feet west of mile post 39, from Chalk River, and .82 mile west of Bissett's station.) C From B © M, a branch line was run along the C.P.R. to main road crossing, .50 DXVI mile west of Bissett's station; this main road was followed .75 mile, then a cross road was C used down Ontario shore of Ottawa river, closing this branch line on B © M (Top of DXXY copper plug, driven vertically into solid rock, at water's edge, ferry landing. Ontario shore of Ottawa river, foot of steep hill, leading up to Bissett's station.) C From B © M, the main line was again followed down to . 78 mile west of Mackev's DXVI C station, closing this section on B © M, already described. DIX Section No. 12. — Deux Rivieres to Eau Claire. C This section was started from B © M, already described, and run alone the C.P.R. DX C up to mile post 71 from Chalk River, at B © M (Chisel line on end of copper DXXXV plug driven horizontally into east face of immense boulder, east side of C.P.R. track, touching mile post 71, from Chalk River, and 1 .20 miles east of Mattawa station). c From B © M, a branch line was run down to Ontario shore of Ottawa river, closing DXXXV C this branch line on B © M (Chisel line on end of copper plug, driven horizontally DXXXVI into southwest face of large boulder, 50 feet from water's edge, Ontario shore of Ottawa river, opposite mile post 71 of C.P.R.) C From B © M, the C.P.R. was again followed up to .16 mile east of Eau Claire DXXXV C station, closing on B © M (Chisel line on end of copper plug, driven horizon- DXLIII tally into solid rock, 3 feet west of siding, 1,280 feet south of mile post S4 from Chalk river, and .16 mile east of Eau Claire station). Section No. 13. — North Bay to Eau Claire. C This section was started from B © M (Chisel line on end of copper plug, driven DXLD7 horizontally into second course from top. west end of north face of south abutment of C.P.R. bridge over Chippewa creek, .66 mile east of North Bay station). 16 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 c From B © M, the C. P. R. was followed down to . 16 mile east of Eau Claire DXLIV C station, closing on B © M, already described. DXLII1 Section No. 14. — Cornwall to Coteau Landing. C This section was started from United States Lake Survey B.M.A. "B © M" (Brass A bolt driven vertically into coping, .63 foot south of front face wall, 1 . 9 feet from rear edge of new entrance lock to Cornwall canal). From B © M, the south side of the Cornwall canal was followed up to the New A C York & Ottawa Railway bridge, at B © M (Chisel line on end of copper plug, driven DLX1 horizontally into third course above ground, north face of first pier south of Cornwall canal, of New York & Ottawa Railway bridge over St. Lawrence river) . C From B © M, the fields were crossed to reach the New York & Ottawa Railway DLXI C embankment, and the track was followed up to the G.T.R. junction, at B © M (Chisel DLXXX line on end of copper plug, driven horizontally into base course, west end of north face of G T R. culvert, 350 feet east of New York & Ottawa Railway junction). c c From B © M, the G.T.R. was followed down to Cornwall station, at B © M (Chisel DLXXX DLXII fine driven horizontally into base course, between first and second window from east end of rear or south face of Cornwall station). C From B © M, a branch line was run down Marlborough street to the foot of the DLXII C Cornwall canal, closing on B © M, already described. C A From B © M, the G.T.R. was again followed down to Bridge street crossing, .32 mile DLXII east of Coteau station. From Bridge street crossing, a branch line was run to Delisle river, closing this branch c line on B © M (Chisel line on end of copper plug, driven horizontally into second course DLXXIX from top, west face of south abutment of highway bridge over Delisle river, at Bridge street, east end of Coteau Junction village). From Bridge street crossing, the levelling was run south, along roadway, down to G.T.R. c line to Yallevfield ; here the G.T.R. to north side of the Soulanges canal, at B © M CCCCXXYIII (Chisel fine on end of copper plug, driven horizontally into base, east face of north abut- ment of G.T.R. overhead crossing of road along north side of Soulanges canal, at Coteau Landing"). C From B © M, the levelling was crossed over to the south side of the Soulanges CCCCXXVH canal, closing on bench mark 547, already described. ii GEORGIAN BAT SHIP CANAL 17 SESSIONAL PAPER No. 19a Section No. 15. — Lachine to St. Joints. C This section was started from B © M, on C.P.R. bridge at Lachine, already described. CCCXCIII C From B © VI, the C.P.R. was followed to the south side of the Lachine canal; CCCXCIII here the C.P.R. embankment was used to get down to the road on the south side of the c canal, at B © M (Chisel line on end of copper plug, driven horizontally into second DLXXXI course above ground, west face of pier, south end of swing bridge over canal). c From B © M , the south side of the Lachine canal was followed down to the G.T. R. DLXXXI C bridge over the canal, near St. Henri station, at B © VI (Chisel line on end of copper DLXXXIII plug, driven horizontally into second course from top, west end of north face of south abut- ment of G.T.R. bridge over Lachine canal at St. Henri). C From B © M , a branch line was run along the south side of the canal, as far down DLXXXIII C as the Wellington or Curran bridge, at B © M (Chisel line on end of copper plug, DC driven horizontally into base, south face, west end of guard wall, south abutment of Curran bridge over canal at Wellington street, Montreal). c From B © M, the canal was crossed and the levelling run along Wellington, Brennan, DC C and Commissioner streets to the Examining Warehouse, closing this branch line on B © M O (Chisel line on end of copper plug, driven horizontally into first stone above plinth. 70 feet from south end, front of the Examining Warehouse, on Commissioner street). c c From B © M, the G.T.R. was followed to the Victoria bridge, at B © M (Chisel DC DLXXXIV line on end of copper plug, driven horizontally into south face of north iron railing, opposite first steel arch, Point St. Charles end of Victoria bridge). c From B © M , a branch line was run along the bank of Point St. Charles yard, DLXXXD7 down to the windmill basin, over the basin opposite the G.T.R. elevator, then across to Commissioner street, at VIcGill street corner; then along Commissioner street down to opposite Jacques Cartier square, then along the harbour to the Longueuil ferry, closing c this branch line on B © M (Chisel line on end of copper plug, driven horizontally L into third course above ground, 4j feet from Forsyth street, east face of south abutment of C.P.R. overhead crossing of Forsyth street at Longueuil ferry landing). c From B © VI , the G.T.R. was followed across the St. Lawrence river on the DLXXXIV C Victoria bridge, then along the G.T. R. to the crossing of the C P . R. at St. Johns, at B © M DXCV1 18 I > L I'ARTMENT OF PUBLIC WORKS 11 7-8 EDWARD VII., A. 1908 (Chisel line on end of copper plug, driven horizontally into fourth course from top, centre of north face, east cud of south abutment of G.T.R. culvert, 423 feet north of mile post 26 from Montreal, and 1)5 feet north of G.T.R. crossing of C.P.R. at St. Johns). c From B 0 M, a branch line was run along the C.P.R. to the Chambly canal, DXCVI C closing this branch on B 0 M (Chisel line on end of copper plug, driven horizontally dxcvii into fourth course from top, lower end of curved wall, west side of lock 1, entrance to Chambly canal, at St. Johns). c From B © INI, the G.T.R. was again followed, closing this section at St. Johns station DXCVI on "4-" bench mark 633 (" + " cut into granolithic pavement, 1.4 feet from north edge, 1 . (i feet from west edge, northwest pointed end of St. Johns station granolithic platform). Section No. 16. — Rouses' Point to St. Johns. This section was started from bench mark '"0" (0 cut into stone plinth, 20.6 feet from northeast corner, north face of the Chapman building, intersection of Lake and Chapman streets, Rouses' Point, X. Y.) From "0", Chapman street was followed up to the Delaware & Hudson Railway; here the track was taken and followed to the boundary line between the United States of America and the Dominion of Canada, at bench mark 639 " + " (+ cut on top of boulder, 14 feet west of Delaware & Hudson Railway, 33 feet north of mile post 4S from Montreal, in boundary line between the United States and Canada). From bench mark 639 " + ," a branch line was run along the boundary line, -between the United States and Canada, as far as the Richelieu river, closing this branch line on bench veil A. (This bench well consists of two distinct cylinders of cast iron, h inch to f inch thick, and respectively 9 feet long by 9 inches in diameter, and 7^ feet long by \2h inches in diameter inside; of these one is placed concentrically over the other; the flange ring 2h inches wide at the foot of the outer tube, resting on a similar flange 3| inches wide cast on the inner cylinder, 3 feet above its base. The inner cylinder has a flat circular base, 2 feet in diameter and one inch thick, into which is screwed an iron tube 3 inches in diameter and 1 foot high, closed at the upper end by a cylindrical bronze or gun metal cap, with upper edge, chamfered off at an angle of 33i° to its vertical axis; all the joints being made per- fectly water tight. A hemispherical cavity of the ordinary size is turned in the top base of the cap, to he used as a seat for the ball support of the rod to be lowered into the well). '1 he well is closed by a heavy cast iron cover, screwed on to the outer cover. As this bench well had been broken open by unknown persons, a larger cover weighing some 500 lbs. was placed over the inner cover.) From bench mark 639 "+," at the boundary line, the G.T.R. was followed down C to 45 mile north of Lacolle Junction, at B © M (Chisel line on end of copper plug, DCIII driven horizontally into second course from top, northwest end face of north abutment of G.T.R. bridge over the Lacolle river, .45 mile north of Lacolle Junction). C From B © M, a branch line was run along the railway to the second crossing; from DCIII here this cross road was taken to reach the main or post road along the Richelieu river, C closing this branch line on B © M (Chisel line on end of copper plug, driven horizon- IX tally into stone foundation, one foot above ground, 2 feet from front, north wall of Louis Goudreau's brick house, west side of main river road to St. Johns and some 6J9 feet north of cross road 1.14 miles north of Lacolle Junction). ii GEORGIAN BAT SHIP CANAL 19 SESSIONAL PAPER No. 19a c c From B © M, the G.T.R. was again followed to Stottsville station, at B © M (Chisel DCIH DCVI line on end of copper plug, driven horizontally into second course from top, north face, east end of south abutment of G.T.R. culvert, 33o feet north of St. Valentin de Stottsville station). c From B © M, a branch line was run down to St. Paul de l'lsle aux Xoix village, DCVI closing this branch line on bench well "B," placed inside of fence, opposite front door of St. Paul de l'lsle aux Noix hotel). C From B © M, the G. T. R. was again followed to Grande Ligne station, C DCVI at B © M (Chisel line on end of copper plug, driven horizontallv into third course above DCVIII ground, 3 feet from northwest corner, north face of St. Blaise de Grande Ligne station"). c From B © M, a branch line was run down the Grande Ligne road to the DCVIII C main or post road, at B © M (Chisel line on end of copper plug, driven horizon- VI tally into first course above ground, 11 feet from front, west side of Marsolin Robert's large brick house, at junction of Grande Ligne and Richelieu river roads). C From B © M, the post or Richelieu river road was followed for 5 . 84 miles, closing VI c this branch line on B © M (Chisel line on end of copper plug, driven horizontallv IV into first stone above ground, 6 inches from front, north wall of Francois Pinsonneault's large stone house on west side of post road, 1* miles south of St. Johns G.T.R. station) c From B © M, the G.T.R. was again followed down to the G. T. R. water tank C DCVIII at B © M (Chisel line on end of copper plug, driven horizontallv into north face of stone DCXII base of wooden support of G.T.R. water tank at St. Johns). C From B © M, a branch line was run over to the military grounds, closing this branch DCXII on bench well "C," placed some 300 feet east of north main entrance to yard of St. Johns military school). C From B © M, another branch line was run along Champlain street down to lock 1, DCXII C closing this branch line on B © M (Chisel line on end of copper plug, driven horizon- I tally into stone foundation, northeast corner of T. Xolin's small brick cottage, opposite lock 1, entrance to Chaniblv canal, at St. Johns). c From B © M, this section was closed on bench mark 033 " + ," on St. Johns G.T.R. DCXII station platform, already described. 20 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Section No. 17. — Toronto to Newmarket. C This section was started from B © M (Chisel line on end of copper plug, driven DCXIII horizontally into first course above ground, 24 feet from south corner, east of James street face of Toronto city hall building). c From B © M, the levelling was run along James, Albert, University, Queen and Simcoe DCXIII C streets, to the Union station, at B © M (Chisel line on end of copper plug, driven hor« Dxcrv izontally into base of buttress, west face of southwest corner of south building of Union station at Toronto). c c From B © M, the G.T.R. was followed to Bathurst street bridge, at B © M (Chisel DCX1V DCXYII line on end of copper plug, driven horizontally into first course above ground, east end of south face of north abutment of iron bridge over railway tracks, foot of Bathurst street). C From B © M, a branch line was run down to the lake shore, closing this branch on dcxvii bench mark G47 (" + " cut into coping, southwest corner of large arched portal of Garrison creek sewer, some 800 feet north of west end of Queen's wharf, Toronto bav). c From B © M, the G.T.R. was then followed to Strachan avenue crossing; here a DCXVII branch line was run up to Queen street, and into Trinity college grounds, closing this branch C on B © M (Chisel line on end of copper plug, driven horizontallv into dressed stone base, DCXIX 31.8 feet from rear end, west face of Trinity college, Toronto). From Strachan avenue crossing, the G.T.R. was followed to Toronto Junction at C B © M (Chisel line in end of copper plug, driven horizontallv into north face of stone pier, DCXXI under east column of iron trestle, supporting south end of bridge over C.P.R. tracks at Weston road, west end of C.P.R. station at Toronto Junction). From Toronto Junction, the C.P.R. was followed to the crossing of the G.T.R. line to North Bav, at bench mark 652 (" + " cut into coping, on east end of south wall of C.P.R. culvert, 18 feet W. of G.T.R. line to North Bay).' From bench mark 052, a branch line was run alont; the C.P.R. to North Toronto c station at B © M (Chisel fine on end of copper plug, driven horizontallv into base, under DCXXII centre window, east wall of C.P.R. station at North Toronto). From North Toronto, the levelling was run along the C.P.R. to Yonge street; then down Yonge street, Marlborough avenue, Avenue road and street; then through Queen's " C Park to B © M (Chisel line on end of copper plug, driven horizontallv into base, 1 . 6 DCXXIY feet south of second basement window from north end of Toronto University Biological Department building, Queen's Park). C From B © M, the levelling was continued down Universitv, Albert and James streets, DCXXIY ii GEORGIAN BAY SHIP CANAL 21 SESSIONAL PAPER No. 19a c closing this branch line on B © M, on citv hall building, alreadv described. DCXIII From bench mark G52 "+," the G.T.Il. line to North Bav, was followed up to New- c market, closing this section on B © M (Chisel line on end of copper plug, driven DCXXXIX horizontally into second course from fop, south end of east face of north abutment of G . T . It. bridge over Holland river, north of Timothy street crossing, Newmarket). Section No. 18. — Barrie to Neicmarket. C This section was started from B © M (Chisel line on end of copper plu^, driven DCXL horizontally into stone foundation, 1.8 feet above ground, and 5.45 feet east of west end door, south or rear wall of post office at Barrie). C From B © M, the G.T.It. was followed down to the Holland river crossing, at Xcw- DCXL C market, closing this section on B © M, alreadv described. DCXXXIX Section No. 19. — Barrie to Collingwood. C This section was started from B © M, above described; and run alone Dunlop DCXL street, Elizabeth road and first concession road to G . T . R. line to Meaford ; here the G T R c was followed to Collingwood at B © M. (Chisel line on end of copper plug, driven DCLXVIII horizontally into foundation under window, south side of main entrance to G.T.R. station at Collingwood). c From B © M, the levelling was run through the Collingwood ship vard, DC LX VIII C closing: this section on B © M (Chisel line on end of copper plug, driven horizontally DCLXIX into first course above ground, east corner of face of Collingwood Ship Building Company's pump house). Section No. 20. — Barrie to Lonrjford. C This section was started from B © M, alreadv described, and run alone the G T R DCXL C to Longford, closing this section on B © M (Chisel line on end of copper DCLXXXVII plug, driven horizontally into base, north end of west face of solid rock, 60 feet west of main track and opposite mile post 93-133, north side Longford station crossing). Section No. 21. — Orillia to Midland. This section was started from bench mark 672 (brass-headed nail driven vertically into second altar step from top, north end of east wall of wooden culvert, 563 feet east of Orillia station). 22 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 From bench mark 072, the G.T.R. was followed to Midland, closing this section C on B © M (Chisel line on end of copper plug, driven horizontally into stone foundation, DCC 1.2 feel above pavement, under space between 4th and 5th first floor windows from front, Hay street wall of Queen's hotel, Midland). Section No. 22. — Falkenburg to Longford. C This section was started from B © M (Top of copper plug, driven vertically into DCCI bed rock, 21 feet west of track, 213 feet south of mile post 127-100 and .18 mile north of G.T.R. station at Falkenburg). c c From B © M, the G.T.R. was followed to Gravenhurst at B © M (Chisel DCCI DCCXI line on end of copper plug, driven horizontally into west face of solid rock, 36.4 feet east of main track and 300 feet north of north semaphore of G.T.R. station at Gravenhurst) C From B © M, a branch line was run down the G.T.R. to Muskoka lake, closino- DCCXI C this branch line on B © M (Top of copper plug, driven vertically into solid rock, DCCXII 225 feet west of end of Muskoka wharf, between wharf of Mickle, Dyment & Company and boat house). C From B © M, the G. T. R. was then followed down Longford station, clos- DCCXI C ing this section on B © M, already described. DCLXXXVII Section No. 23. — Falkenburg to Scotia Junction. C This section was started from B © M, already described, and run up to OS mile DCCI C south of Scotia Junction, closing this section on B © M (Chisel line on end DCCXLVII of copper plug, driven horizontally into solid rock, 14 feet east of track and .OS mile south of Scotia Junction). Section Xo. 24. — South River to Scotia Junction. C This section was started 2.08 miles north of South River station, on B © M DCCXLVIII (Chisel line on end of copper plug, driven horizontally into solid rock, 10. S feet east of track, and 51.4 feet south of mile post 36-191). From C , the G . T . R. was followed down to . 7S mile north of Burk*s Falls station B © M DCCXLVIII C at B © M (Chisel line on end of copper plug, driven horizontally into sixth course from DCCLXII * top, west face of north abutment of G.T.R. bridge over north branch of Magnetawan river, .78 mile north of G.T.R. station at Burk's Falls). ii GEORGIAN BAY SHIP CANAL 23 SESSIONAL PAPER No. 19a c From B © M, a branch line was run down the G.T.R. to the Magnetawan wharf, DCCLXII closing this branch line on bench mark 71S (" + tut into bed rock, 34 feet south of track, and 39.2 feet east of east end of Magnetawan wharf, Burk's Falls). C From B © M, the G.T.R. was followed down to .08 mile south of Scotia Junction, DCCLXII C closing this section on B © M, already described. DCCXLVII Section No. 25. — South River to North Bay. C This section was started from B © M, alreadv described, and run along the G.T.R. C DCCXLVIII to Xipissing Junction, at B © M (Chisel line on end of copper plug, driven horizontally DCCXCV into solid cliff rock, 10.4 feet southwest of track, and 50 feet north of junction of G.T.R. with C.P.R. at Xipissing Junction). c From B © M, the C.P.R. was then run to North Bay station, closing this section C DCCXCV on B © M (Chisel line on end of copper plug, driven horizontally into base, centre of DCCXCVI southeast face of C.P.R. station at Xorth Bay). Section No. 26. — Coteau Junction to Aubrey. C This section was started from B © M, already described, and run along Bridge street DLXXIX to the crossing of the G.T. R. branch line to Vallevfield; here the G.T.R. was used to c the Soulanges canal at B © M (Chisel line in end of copper plug, driven horizontally dccxcvii into top course, north face of up stream end of north abutment of G.T.R. swing bridge over Soulanges canal, at Coteau Landing)'. C From B © M, a branch line was run down to bench mark 547, alreadv described. DCCXCVII C From B © M, the G.T.R. was followed to Vallevfield station; from here a branch DCCXCVII C line was run to the Beauharnois canal, closing this branch on B © M (Chisel line on DCCCV end of copper plug, driven horizontally into foundation, one foot above ground, and 29 feet from front north gable end of Larocque House, Vallevfield). From Vallevfield station, the G.T.R. was followed to the crossing of the canal, at bench mark 730 (" + " cut on coping down stream side of south abutment of G.T.R. bridge over Beauharnois canal). From bench mark 730, a branch line was run along the north side of the canal up to lock 14, at bench mark 729 (" + " cut on strap, 6 inches from heel post, north end of upper gates of lock 14, Beauharnois canal). 24 I) El' A IfTMKXT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1903 From bencb mark 730, the G.T.R. was followed to Aubrev, closing this section on C B 0 INI (Chisel line on copper plug, driven horizontally into second course from top, DCCCXVIII west end of south face of small culvert 2,570 feet west of mile post 34, and 2. 12 miles west of Aubrey station). Section No. 27. — Rouses' Point to Aubrey. This section was started from bench mark ©. on the Chapman building, and run up Chapman street to Delaware & Hudson tracks: along Delaware & Hudson Railway to boundary line between the United States and Canada; a branch line was run along the boundary line to bench well, near Richelieu river; from the boundary line the Delaware & Hudson Railway or G.T.R. was followed to Lacolle Junction, at bench mark 737 (" + " cut into second altar step, east end of south ballast wall of small culvert, 210 feet north of semaphore south of G.T.R. branch line to Ottawa, Lacolle Junction). From bench mark 737, the G.T.R. branch to Ottawa was followed up to the cross road to the R. C. church; here a branch line was run up to the church, elos- C ing this branch line on B © M (Chisel line on end of copper plug, driven horizontally DCCCXXIH into stone foundation, one foot above ground, 61 .9 feet from front and 3S.3 feet from rear end of Ste. Claude de Lacolle R. C. church). From cross road to Ste. Claude R. C. church, the G.T.R. was followed to c 2.12 miles west of Aubrey station, closing this section on B © M, already described. DCCCXVIII Section No. 28 Lachine to Cotcau Junction. C This section was started from B © M, on Lachine end of C.P.R. bridge, already CCCXCIII described, and run along the C.P.R. to the swing bridge over the canal, at benchmark 743 (" + " cut on coping, south end of west side of abutment of C.P.R. swing bridge over Lachine canal). C From bench mark 743, a branch line was run down the C.P.R. embankment to B © M, already described. DLXXXI From bench mark 743, the C . P . R . was followed to the overhead crossing of the G . T . R. ; C here the levelling was run from the C.P.R. embankment to the G.T.R. at B © M (Chisel DCCCXXXIX line on end of copper plug, driven horizontally into second course above ground, 9 feet from west end of north face of south abutment of C.P.R. overhead crossing of G.T.R., .11 mile west of G.T.R. station at Rockfield, Lachine). C C From B © M, the G.T.R. was followed to Mountain street crossing, at B © M DCCCXXXIX DCCCXLYII (Chisel line on end of copper plug, driven horizontally into second course above ground, 6.6 feet from west end of north face of G.T.R. freight shed nearest to tracks, at Mountain street crossing, Bonaventure station, Montreal). c From B © M, the levelling was run along Mountain, McCord and Wellington streets DCCCXLVII c to the Curran bridge, closing this branch line on B © M, on south side of Curran bridge DC over Lachine canal at Wellington street, Montreal, already described. i; GEORGIAN BAT SHIP CANAL 25 SESSIONAL PAPER No. 19a c From B 0 M, near Rock.fi eld station, the G.T.R. was followed up to opposite the DCCCXXXIX C Lachine wharf, at B 0 M (Chisel line on end of copper plug, driven horizontally into DCCXL second course from top, under north rail, east face of ballast wall of G.T.R. culvert, 1,820 feet east of mile post 8, Lachine). C From B 0 M, a branch line was run to the Lachine wharf, closing this branch line C DCCCXL on B © M (Chisel line on end of copper plug, driven horizontallv into first cut stone above CCCXCVI ground, southeast corner of double stone house, second west of 34th avenue, along Lachine road, west of wharf, Lachine). c From B 0 M, the G.T.R. was followed to Dorval station; here a branch line was DCCCXL C run down to the R. C. church, closing this branch line on B 0 M (Chisel line on end of CCCXCVLU copper plug, driven horizontallv into first cut stone above ground, one foot from rear end, west wall of Dorval R. C. church). From Dorval, the G.T.R. was followed up to Bridge street, .32 mile east of Coteau station; here Bridge street was followed to the highwav bridge over Delisle river, closing c this last section on B 0 M (Chisel line on end of copper plug, driven horizontallv into DLXXXIX second course from top, west face of south abutment of highway bridge over Delisle river at east end of Coteau Junction village). ACCURACY OF RESULTS. The accuracy of the main line of levels from Rouses' Point to North Bay, upon which depended all other subsidiary level lines in connection with the survey, was of supreme importance. This has been proven to be substantially correct, within all reasonable limits of errors for long level lines, by a check line from Toronto to North Bay and water level transfers from (the self) registering United States gauging stations at Tibbett's Point, N.Y., on Lake Ontario to a similar station established at Toronto, and also by further water level transfers from Mackinaw City and Harbour Beach Lake Huron gauging stations, to Collingwood and French River Harbour, thence by level line through the French river to North Bay (Chippewa bench mark). The "Chippewa" bench mark at North Bay was therefore the objective point of three different lines of levels, all having for base the United States Coast and Geodetic and Lake Survey system, the different points of which have been determined in elevation above mean sea level as close as it is possible to do it in long distance precise level work. The approximate length of these different lines is: — Rouses' Point to North Bay = 482 miles. Toronto to North Bay = 227 French River Harbour to North Bay = SO The resulting elevations are given in detail further in this report, and it will be noted that the difference in elevation of the "Chippewa" bench mark, at North Bay, by the dif- ferent lines, varies from 0.85 to a little over a foot, difference which it has been possible to adjust satisfactorily by means of the many checks obtained. Various limits of precision have been fixed in regard to the final error of a series of observations by different precise levelling surveys. DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 The United States Coast and Geodetic Survey calls for a precision in feet equivalent to 0 . 02 feet ^ distance in miles. The United States Geological Survey has fixed the same limit, and the United States, Mississippi and Missouri River Commission that represented by the formula 0.01 2G feet V 2 X distance in miles, for direct lines. But it has been recognized that a limit of error based on these formula", while found satisfactory for short lines, often proves too severe for long lines, and it is generally impossible to maintain it for such a great distance as involved in the levelling under consideration. The British Ordnance Survey limit of 0.01 feet per mile and that used by the United States Lake Survey of 0.041 V' distance in miles would seem to more fairly apply to the pre- sent case and the resulting error is well within these limits. The European International Geodetic Association consider as fair a limit of probable error of 0.00S5 feet per mile, while if the error is reduced to half of this figure (O.iiii 12 feet per mile) it is considered that a very high degree of precision has been obtained. Taking the Rouses' Point, Valleyfield, North Bay, Toronto line, a distance of about 710 miles of actual levelling, the above high degree of precision is more than obtained: 710 x 0.0042 = 2. OS feet, the highest discrepancy found being very little over 1 foot. RESULTS, COMPARISONS AND ADJUSTMENTS. In the following pages, the results of the different lines of precise level and water level transfer are given and compared, adjustments required deduced and condensed data regard- ing water level transfers given. Datum. — Mean sea level, Atlantic Ocean, New York City. Initial Bench Mark. — B.M. © Chapman building, Rouses' Point. New York State. Elevation above mean sea level, 107.055. From this initial bench mark, the levelling was run to Coteau Landing by two different routes as previously described: — Length of 1st route, 00 miles; length of 2nd route, 50 miles. These two lines wtre joined at bench mark 547. (Iron bolt driven horizontally into southwest corner of north face of south abutment of G.T.R. overhead crossing of road along south side of Soulanges canal). Elevation of B.M. 547 via 1st route 160. OS feet. Elevation of B.M. 547 via 2nd route 160.00 Mean 160. OSS " Elevation of B . M. 547 via U . S . D . W. Engineers route to Yalley- field and CD. W. Engineers to Coteau Landing 161 . 320 Difference . 335 The first route as a check was continued up to Cornwall and tied in on U.S.L.S bench mark A (brass bolt in coping . 63 feet south of front face wall and 1 . 0 feet from rear edge of new entrance lock to Cornwall canal). c U.S.L.S. B 0 M— Via U.S. Engineers 167.031 feet. A Georgian Bay Canal Survey 166.730 Difference .301 ii GEORGIAN BAY SHIP CANAL 27 SESSIONAL PAPER No. 19a If we refer all these determinations to bench mark 547 we have the following elevations : Via Rouses' Point to Coteau, via St. Lambert 160.98 feet. Rouses' Point to Coteau, via Vallevfield 160 99 c " B 0 M at Cornwall to Coteau, via G.T.Rv 161 °8 A " U.S.D.W. and CD. W. Engineers 161.32 Mean of 1st and 2nd results 160.985 Mean of 3rd and 4th results 161.300 Difference .315 Probable correct elevation of B.M. 547. ... = 161.30 1st route elevation of B.M. 547 = 160.98 Difference .32 " .32 feet in 90 miles = .0035 feet per mile to be added to instrumental determinations from initial point at Rouses' Point through 1st route. - <-v?j The correction for the 2nd route, 50 miles long, is similarly found to be . 0062 feet per mile. VAUDREUIL TO NORTH BAY. c The initial bench mark for this line is B 0 M-CCCCXV (Chisel line on end of copper plug, driven horizontally into west face of top course, south end of west abutment of G.T.R. bridge over Ottawa river at Vaudreuil). Elevation, via Rouses' Point, St. Lambert to Vaudreuil 88.24 feet Add correction for 77 miles at .0035 feet per mile +.27 " Corrected elevation 88.51 Elevation, via Rouses' Point, Vallevfield to Vaudreuil 88.30 Add correction for 66 miles at .0062 feet per mile +.41 Corrected elevation 88.71 Mean of two routes 88.61 C This line terminates on B 0 M-DXLIV (Chisel line on end of copper plug, driven horizontally into second course from top, west end of north face of south abutment of C.P.R. bridge over Chippewa creek, North Bay). Elevation, via Rouses' Point, Vaudreuil to North Bay (as per mean of St. Lambert and Vallevfield routes as corrected to Vaudreuil) 649.99 feet. Elevation, via water transfer from Tibbett's Point, N.Y., to Toronto and Georgian Bay Canal levelling to North Bay along G.T.R 650.71 Difference 70 « C Probable correct elevation of B 0 M-DXLIV 650.71 Distance from Vaudreuil to North Bay 316 miles .72 feet in 316 miles = .00228 feet per mile to be added for adjusted elevations between B . M.-CCCCXV and B . M.-DLXIV. The determination of this elevation for the terminal bench mark at North Bay was done through water level transfer from Tibbett's Point, across Lake Ontario to Toronto and thence by levelling to North Bay. It was desirable that the long line run from Vaudreuil to North Bay be conclusively checked and herein below condensed data and results of this check are given. 28 DEPARTMENT OF PUBLIC WORKS H 7-8 EDWARD VII., A. 1908 WATER LEVEL TRANSFERS, LAKE ONTARIO. Simultaneous Gaugings. Tibbf.tt's Point, N.Y. Toronto, O.nt. Month No. of I days. 1906. July August September. . October November. . . 31 31 30 29 30 Monthly mean elevation. 246-40 246-14 245-77 245-66 245-55 Weighted mean elevation. Month. 1906. 1 June 7638-40 ! July 7630-34 August 7373-10 September. 7124-14 October.... 7366-50 November. No. of days. Monthly mean elevation. Weighted mean elevation. 26 3 114 80 904 31 3 281 101 711 31 3 055 94 705 25 2 965 74 125 2S 2 811 7S 70S 19 2 771 52 6iiS Arithmetical mean elevation 245-904 Weighted mean elevation 245-91 Arithmetical mean elevation 2-9990 Weighted mean elevation 3-018 Zero of gauge — 3-018 below W.S. Zero of gauge to B. M. G46§ + 11 ■ 475. Weighted mean elevation of Lake Ontario = 245.9105 above M.S.L. New York Weighted mean elevation of Lake Ontario to zero of automatic gauge = 3.0180 Zero of Toronto gauge 242 8925 Zero of automatic gauge up to B M. 646i = + 11 4750 B.M. 646^ 254 3675 B.M. 646^ to zero of Toronto Harbour Commission gauge — 9 3490 Zero of Toronto Harbour Commission gauge on Victoria pier = 245.0185 Bench mark 646i referred to is top of spike, level with coping southeast corner of Garrison sewer portal, about 800 feet northwest of Victoria pier, Toronto harbour. From Toronto the levelling was run along the G.T.R. to North Bar, joining the level- C ling from Rouses' Point, at B 0 M-DXLJV. GEORGIAN BAY SHIP CAXAL 29 SESSIONAL PAPER No. 19a LAKE HURON'. WATER TRANSFERS. Water level transfers were made from Mackinaw City and Harbonr Beach automatic permanent gauges to Collingwood and French River on Georgian Bay in order to establish a check on level lines to these points. Harbor Beach. Month. 1906. July August . . . . September. October. . . . November . No. I Monthly of mean days, elevation. Mackinaw City. Month. 1906. 31 31 30 31 30 581-45 581-36 581-12 i 580-87 580-68 July August September. . . October November. . . No. Monthly of J mean days, elevation. 31 30 21 27 30 581-51 581-38 581-08 580-85 580-72 Collingwood. Month. No. of days. Monthly mean elevation. 1906. May 15 •963 30 •861 July 31 •743 31 • 869 September 30 1-033 31 1-307 November. . . . 27 1-479 Weighted mean elevation. . .581 -098 Weighted mean eleva- tion 581.118 Weighted mean read- ings 1-0340 Weighted mean elevation of Lake Huron 581.108 feet. Weighted mean elevation to zero of Collingwood automatic gauge +1.034 Zero of Collingwood automatic gauge, via water transfer 5S2.142 Zero of Collingwood automatic gauge to B.M. 66S* +0.66 B.M. 668* = 587.80 Bench mark 668* is top of iron spike driven vertically into top of plinth, northeast corner of Collingwood Ship Building Go's pump house, Collingwood. The comparison of results at Collingwood are as follows: — Elevation of B.M. 668^, via water transfer from Tibbett's Point, N.Y., to Toronto and precise level line to Collingwood 5S7.40 feet. Elevation of B . M. 668*, via water transfer from Harbor Beach and Mackinaw City, Mich 587.80 Difference .40 The probable correct elevation of B.M. 86S* being taken at 587.80 feet and the distance from Toronto to Collingwood being 92 miles, the correction to be made is .00435 feet per mile, to be added up to Collingwood to the instrumental elevations. SIMULTANEOUS HOURLY GAUGINGS AT COLLINGWOOD, WAUBAUSHENE AND HARBOR BEACH, JANUARY 5-17, 1906. Mean of 108 Readings. Collingwood 580.18 feet above mean sea level. Wrabaushene 580.16 " Harbor Beach 580.54 Difference between Collingwood and Waubaushene - .02 feet. Correction from Toronto to Collingwood as above = .40 " Correction from Toronto to Waubaushene .42 30 DEl'Mn Ui:\ T OF Ft'liUC WORKS ii 7-8 EDWARD VII., A. 1903 From Toronto to Waubaushene, 101 miles. .42 feet in 101 miles = .0041 feet per mile, to be added to obtain adjusted elevations. SIMULTANEOUS HOURLY GAUGIXGS AT COLLINGWOOD, MIDLAND AND HAKBOR BEACH. SEPTEMBER 5-18, 19UG. Mean of 149 Readings. Collingwood 580.80 feet above mean sea level. Midland 580.62 " Harbor Beach 581.13 " Difference between Collingwood and Midland .18 feet. Difference between Collingwood and Waubaushene .02 Difference between Waubaushene and Midland .16 From Waubaushene to Midland, 13 miles. . 16 feet in 13 miles = .0123 feet per mile to be added to obtain adjusted elevations. ORILLIA TO NORTH BAY. From Toronto to Orillia is SO miles. 80 miles at .00435 feet per mile = .35 feet. C Elevation of B © M-DXLIV at North Bay. via water transfer from Tibbett's Point, X.Y., to Toronto and precise level line as corrected up to Orillia 651.06 feet. C Probable correct elevation of B © M-DXLIV 650.71 feet. Difference .35 " From Orillia to Xorth Bay, 140 miles. .35 feet in 140 miles = .0025 feet per mile In be deducted to obtain adjusted elevations. WATER TRANSFERS, LAKE HURON. Determinations referring to French River on Georgian Bav. Harbor Beach. Mackinaw City. French River. Month. No. Monthly No. Monthly No. Monthly. of mean Month. of mean Month. of mean days. elevation. days. elevation. days. readings. 190G. July September November 31 31 30 31 30 581-45 581-36 581-12 580-87 580-68 1906. July August ' September. . . . October November. . . . 31 30 21 27 30 581-51 581-38 581-03 580-85 580-72 1906. September. . . . November. . . . 30 27 17 1-302 1-063 • 631 Weighted mean elevation. . .581- 09S Weighted mean eleva- Weighted mean read- tion 5S1-11S ings 1-0606 ii GEORGIAN BAY SHIP CANAL 31 SESSIONAL PAPER No. 19a Zero of French River gauge = 1.0606 below water surface. Zero of gauge to B 0 M 26 on ring bolt 125 feet south of Ontario Lumber Company's wharf at French River village + 1 1 -770 B . M. 26 to B . M.-DXLIV, " Chippewa creek ", North Bay +59 . 2352 Weighted mean elevation of Fake Huron 581 . 1080 feet. Weighted mean readings to zero of French River automatic gauge — 1.0606 Zero of French River automatic gauge, via water level transfer 580.0476 Zero of French River gauge via precise level from Toronto 579 . 7048 Difference . 3428 The difference of .342S is reduced to .10 if we eliminate the readings at French river for the month of November, which seem to have been erratic as compared with gaugings at Harbor Beach and Mackinaw City for the same month, due probably to local weather con- ditions. On this basis the following deductions are made: — Mean elevation of Lake Huron, September and October 580.98 feet. Mean elevation of Lake Huron to zero of French River gauge . . . — 1 . IS feet. Zero of French River automatic gauge via water transfer... 579.80 Zero of gauge to B . M. 26, French River +11.77 Elevation of B.M. 26 591.57 B.M. 26 to B. M.-DXLIV, Chippewa creek, North Bay 59.24 B . M.-DXLIV via water transfer 650.81 B . M.-DXLIV via precise level from Toronto and Tibbett's Point 650.71 B. M.-DXLIV via Rouses' Point and Vaudreuil, instrumental. 649.66 B. M.-DXLIV via Rouses' Point and Vaudreuil, adjusted 650.71 CHECKING OF PRECISE LEVELS BY WATER LEVEL TRANSFERS. As mentioned at the beginning of this report the placing and maintenance of automatic continuous gauges in reference to necessary water transfers for proper checks on the level lines was under the immediate direction of Mr. S. J. Chapleau, District Engineer for the Nippissing and western end of the canal survey. Extracts of his report in this connection, with some deductions made, are given below : — 'The projected level system of the Georgian Bay Ship Canal Survey is referred to the same datum as the United States Coast and Geodetic, and the Lake Survey precise level systems for reasons that are obvious. 'The main line of levels of the Georgian Bay Ship Canal Survey start from Rouses' Point, N.Y., bench mark 1881, Chapman building, and determine by different lines the eleva- tion of B.M.-CCCXCIII at Lachine, upon which the elevations of the bench marks along the route of the proposed canal as far as North Bay depend and terminates in B. M.-DXLD on abutment of a bridge over Chippewa creek, referred to hereafter as "Chippewa." From the above bench mark the levels were carried by a special party attached to section No. 1 across Lake X'ipissing and down the Pickerel and French rivers, terminating in a bench mark at French River village on Georgian Bav. In addition to the above the terminal 32 DEPART.)! h'XT OF mil.ir Wnh'Ks ii 7-8 EDWARD VII., A. 1908 B.Ms. G4CA on the portal of the Garrison street sewer, Toronto harbour, and 66S3 on *ne pump house of the Ship Building Company, Collingwood, were connected by precise level with the "( Ihippewa " bench. 'In order to establish a check on the "Chippewa" and French river bench marks, "Haskell" automatic recording gauges were established at French River village. Colling- wood and Toronto, by which water level transfers were obtained with Mackinaw City and Harbor Beach, Mich., for Lake Huron, and with Tibbett's Point, X.Y., for Lake Ontario.' The Bouses' Point bench and the bench marks upon which the zeros of the United States Lake Survey automatic gauges at Tibbett's Point. X.Y., Harbor Beach and Mackinaw City Mich., depend, are all embraced in the 1903 adjustment of the United States precise level net. 'The records of the United States automatic gauges were kindly supplied by Col. G. J. Lydecker, United States Corps of Engineers, in charge of the United States Lake Survey, stationed at Detroit. The gauges were run as follows: — Location. From To Number of days. September 1 November 17. . . 74 May- 15. . . 27 190 July 1. . . 139 July I... 30... 153 Sand Beach July I... 30. . . 153 Tibbett's Point July I... 10. . . 139 'The method of reduction was as follows: — The gauge sheets show a continuous profile of water surface during the time run, from which 24 hourly readings are obtained between it and the zero line by scale, and the arithmetical mean of the day obtained. The daily means give an arithmetical monthly or period mean, which, with the number of days in each period, yield a weighted mean by method of least squares for the entire time of observation. In deriving the final means given below, the mean for each month has been assigned a weight proportional to the number of days during which observations were taken, weighted mean being: Xo= (Pn). The difference in elevation between the zero of gauge and adja- vp cent bench mark being checked by "Y" level from time to time during season of running of gauge. 'On comparing the gauge records by days, it was found that breaks occurred during different days at each station; in compiling the results only those days having corresponding dates at the two points being compared, were considered. The prefixes 4- or — -to the weighted means of the gauge readings indicate the position of the zero, above or below the water surface. M ATER LEVEL TRANSFERS. Lake Ontario. Tibbett's Point, N.Y. — Mean Lake plane elevation, for July, 31 days; August, 31 days; September, 25 days; October, 25 days and November, 1G days 245.9(14 Toronto, Ont. — Mean gauge readings for same period — 3.012 ii GEORGIAN BAT SHIP CANAL 33 SESSIONAL PAPER No. 19a Lake Huron and the Georgian Bay. Harbor Beach, Mich. — Mean Lake plane elevation for July, 31 days; August, 31 days; September, 30 days; October, 30 days, and November, 26 days 581 . 170 Collingwood, Ont. — Mean gauge readings for same period +1.073 Mackinaw City, Mich. — Mean Lake plane elevation for July, 31 days; August, 30 days; September, 24 days; October, 29 days, and November, 2G days 581.123 Collingwood, Ont. — Mean gauge readings for same period +1.078 Harbor Beach, Mich. — Mean Lake plane elevation for Septem- ber, 30 days; October, 26 days, and November, 14 days. . . . 580.942 French River, Ont. — Mean gauge readings for same period.. . . — 1.083 Mackinaw City, Mich. — Mean Lake plane elevation for Septem- ber, 24 days; October, 24 days, and November, 14 days. . . . 580.911 French River, Ont. — Mean gauge readings for same period.. . . — 1 .050 Collingwood, Ont. — Mean gauge readings for September, 30 days; October, 26 days, and November, 14 days +1.224 French River, Ont. — For same period — 1.083 GAUGE REFERENCE B.MS Toronto, No. 646 * 11. 475 above zero of gauge. Collingwood, " 668* 5.66 French River, French 26 11.77 From the above data, together with the results of the precise line connecting the Toronto and Collingwood terminal benches, and the section No. 1 special determination of the dif- ference in elevation between the terminal benches at French River and North Bay, we are able to effect the following summaries: — Definition. Elevation. Toronto, zero of gauge (from Tibbett's Point) 242.952 Toronto, B.M. 646* 254.427 B.M. 668£, Collingwood above B.M. 646* (precise line) 333.05 Collingwood B.M. 668* " 587.477 Collingwood, zero of guage 581.817 French River, zero of gauge 579.510 French River B . M. (French 26) . 591.280 "Chippewa" above French River "26" (Section No. 1)59.235 North Bay B.M. "Chippewa" 650.515 French River, zero of gauge (from Harbor Beach) 579 . S59 French River B.M. "French 26" 591.629 . North Bay B.M. "Chippewa" 650.864 French River, zero of gauge (from Mackinaw City) 579.861 French River B . M., " French 26 " 591 . 631 North Bay B.M. "Chippewa" 650.866 Collingwood, zero of gauge (from Harbor Beach) 582.243 Collingwood B . M. 668* 587.903 Collingwood, zero of gauge (from Mackinaw City) 582.201 Collingwood B.M. 668* 587.861 19a— 3 34 /)/:/* i /,•/ u/ .v7 or ri nur whims n 7-8 EDWARD VII., A. 1908 DIH IK I . \( i >. lunch Mark " ( ' li i p/x irn ." Route. Klevation. 1 Hffcrencc. Tiblx-lt's Point, Toronto. ( 'ollingwood, French River, North Hay 650.515 Harbor Beach, French River, Norlh Hav 050.804 0.349 Mackinaw Citv, French River, North Hav 050. S00 I). 351 Hcncli Mark 668}. Tibbett's Point. Toronto, ( ollingwood ."A 7 (77 Harbor Beach, Collingw ood 5s7.«.mi:i 0.420 Mackinaw City, ( ollingwood 5S7.S01 0.384 A comparison of the above elevations by automatic gauge reduction with the elevations by the Precise party is as follows: — B. M. Location. Elevation Elevation by by automatic Precise Party. gauge. Transfer. Differences. 646J 668* Chippewa.. . . Toronto Collingwood North Bay via Rouses' Point. 254-15 254-427 From Tibbett's Point 587-20 587-177 049 86 650-515 649-86 650-864 " Harbor Beach. . . 649-86 650-866 " Mackinaw City. . + 0-277 + 0-277 + 0-655 + 1-004 + 1 006 'The above digest is on the basis that the differences of elevations l>etween the bench mark "1881" Chapman building. Houses' Point, N.V., Harl>or Beach and Mackinaw City, Mil h., are relatively correct. Such, however, cannot l>e the case absolutely, though it is reasonable to presume them to be relatively correct, judging by the nnnd>er of years the gauge records have been kept, the extreme accuracy of the precise level lines entering into their connection, and the rigor of the 1003 adjustment of the United States level net." The figures given by Mr. Chapleau as to elevations by water transfer differ slightly from the deductions made by Mr. ( haloner. Hut, of course, these will vary, according to UUmber of simultaneous readings compared, eliminations of certain readings mostly affected bv high winds, and extent of observations made. A complete adjustment could only be made after several years of simultaneous observations. The results, however, are close enough for all practic al purposes and are a check on computations and precise level results. The numerous checks obtained have permitted a compensation and adjustment of Unavoidable small errors for all precise level lines, which practically eliminates the slight differences at connecting benches. INSTRUMENT USED \\l> METHOD FOLLOWED. The instrument used is the "Tacheomctrc Sanguet " (auto-reducteur), made in France under the direction of Mr. H. Steckel, for the Department of Public Works, improved and adapted bv him for th« •ieodetic levelling under his direction. The rods used are thirteen feet in length, made of three pieces of mahogany, screwed together, and divided into feet, tenths, hundredths and halfdiundredths. li GEORGIAN BAY SHIP CANAL 35 SESSIONAL PAPER No. 19a The method of two simultaneous lines, A and B or double turning points was followed, with two rodmen, one for foresights, the other for backsights, readings being taken at equal distance from the instrument, fore and aft. The difference in elevation found between two turning points as foresights must be the same when these two points become backsights. Two sets of level readings are made, the first set being two foresights and then two back- sights, and the second set being the reverse, the telescope making a half-circle between the first and the second set. A double faced level, screwed to the telescope and kept out of adjustment, is used for the second set of level readings. For full details of the instrument and rod, as well as for a complete description of methods the reader is referred to official reports to the Minister of Public Works, bv Mr. R. Steckel, M.Can.Soc.C.E., for the vears 1891, 1898 and 1906. COST. The field work in connection with the precise levelling commenced in October, 1904, and was completed in November, 1906, at a total expenditure of $29,648.91, or $31.36 per mile. Apart from this the sum of $5,219.85 was expended in office work, for reductions, com- putations, &c. Compared with some other extensive precise levelling of a similar nature in other countries, this rate per mile seems high, but was unavoidable on account of the climatic conditions, which were very unfavourable throughout the whole period of field work. Generally, precise work of this character is carried on only when weather conditions are favourable, but in this case there was an absolute necessity to continue the field work during late fall, winter and early spring, which are very unfavourable seasons and contri- buted largely to increase the cost. Under these conditions, it is believed that the cost per mile is very fair, and the results achieved as to precision of work performed rather remark- able. TABLES OF ELEVATIONS. In order that the elevations above Mean Sea Level, as determined along the different lines of precise levelling, may be available for future works, tabulated statements have l>een prepared, giving description of bench marks, their elevation and location. Two different lists are given as follows: — 1st. A reference list of the most important Permanent Benches and their elevations, with descriptive sketch showing exact location. 2nd. A complete reference list, with elevations, of all bench marks, and all other points, where these points are of a fairly permanent nature and can be easily located with the help of the description given. It will be noticed that two columns of elevations are given, one showing the determina- tions as made in the field without any correction or adjutsment, the other giving adjusted levels for same points, as deduced after correction of probable errors indicated at connecting bench marks by check lines, the probable errors being distributed in arithmetical ratio to the mileage covered. However, in transferring the Mean Sea Level datum from the precise level line run from Montreal to North Bay, to the different sections of the survey proper, the adjusted levels were not used as they were not available during the time the field work was in progress. Therefore all elevations shown on plans are based on instrumental determinations without any correction. 19a— 3 \ 36 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 It was quite impossible to "wait for the check lines to be completed and all the results computed before making the transfers to the territory under survey, as this would have en- tailed too long a delay to the whole work. As the main base line from Montreal to North Bav progressed, on account of the wide experience of the engineer in charge of the precise levelling, the great care and safe methods used, it was considered quite safe to allow the precise line to be tapped at once by the different sections of the survey and their levels reduced accordingly. There were several legitimate reasons to believe that these levels could not be, at any point, more than a few inches out from the tnie determination above mean sea level, and the final results have shown that the elevations as determined are accurate enough for all engineering purposes. The adjusted levels given are believed to be nearer the correct elevations than the other set of elevations, which was necessarily used, but this can be only settled when the lines receive a final check from a systematic geodetic level development. In so far as this survey is concerned, the results obtained have been satisfactory for all practical purposes, and final adjustments and refinements had to be left for the consideration of a geodetic corps, which no doubt before long will be a permanent branch of the Government service. As mentioned above, the following lists of elevations refer only to the precise level lines; other elevations in regard to the route surveyed for the canal are fully recorded on the plans. As explained at the beginning of this report all elevations given on the plans are 0. 19 to 0.25 higher than they should be if based on the actual figures given in the fol- lowing list of precise level bench marks, for reasons stated. Later, when there is time available, it will be possible to list all the bench marks, with their elevations, within the territory surveyed. The elevations published herein are based upon the Greenbush bench mark, Governor's Island, New York, the accepted elevation of which, since a readjusment made in 1903, is 13.S63 above mean sea level. The initial point upon which these levels depend is a cross-cut on top of plinth course, north end of the Chapman building, at Rouses' Point, Clinton county, in the state of New York; the elevation of this bench mark is derived b> a readjustment made in 1903 by the United States Coast and Geodetic Survey, and is now accepted as 107.955 feet above mean sea level, instead of 110.06 as used before the 1903 determination. The bench marks described are mostly a chisel line on end of copper bolt driven hori- zontally in solid rock or in the vertical walls of buildings, bridge abutments or other sub- stantial masonrv structures Some of the bench marks are simplv a cross cut in solid rock C or masonry. All standard bench marks are marked thus B©AI with their respective num ber in roman numerals cut in the stone. 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 ROUSES' POINT TO CORNWALL VIA ST. JOHNS, MONTREAL, LACH1NE, ST. ANNE DE BELLEVUE, VAUDREUIL, CASCADES, COTEAU LANDING. DESCRIPTIVE LIST OF MOST IMPORTANT PERMANENT BENCH MARKS. Datum: Mean Sea Level, Atlantic Ocean at New York 'lench Marks. B.W "A." Elevations. Description and Location. mentaT. Top of stone plinth, 20- 6 ft. from N.E. corner, li ft. above ground. N. end.'of Chapman building 1 107-9G 1 7-90 Rouses' Point, N.Y. / 1 8 H [ft' ft] It § Cavity in bronze cap of bench well A, placed in 1884, in boundary between Canada and the U. S. of America Pot sks' Point — Lacolle. 38 DEPARTMENT OF PUBLIC WORKS II 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCIII. In 2nd course from top, N.W. face W. end of N. abutment of G.T.R. bridge over Lacolle river Lacolle, P.Q. 129-92 129-95 DCV. About 1J ft. above ground, between 3:d an J 4 h window from front S. side of R. C. church St. Valentin de STOTTsviLt, e, P,Q. 157-44 157-50 JHL Pv 3. B a 0 0 D M — I2SH DCv -EL 5T Valentin de StotisVill II GEORGIAN BAY SHIP CANAL 39 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Description and Location. Elevations. Cavity on bronze cap of bench well B, placed n 1884, oppooite front door of St. Paul's hotel 97-03 97- 10 St. Paul de l'Ile atjx Noix, PQ. •05-43 Toe of inside H L> m PI J 1^ Bench1 Well B" Poetffoso' sr P*uf to St Joh nS 97 o< "Top of bronzy cap Cavity in bronze cap In 2nd course from ground, 7 • 7 ft, S.W. corner stone of R.C. church Ste. Blaise de Grande Ligne, P.Q. 09 141-78 40 Di;i'.\in v or n nuc n owi.s ii 7-8 EDWARD VII., A. 1903 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. B.W. "C. DVCVII. Description and Location. ELEVATION8. menS". Adjusted. Pop of bronze cap of bench well C, placed in 1884 inside St. Johns barracks grounds ?t. Johns, P.Q. r-ound tine lop of bronje^cap Cavity in bronje cap 101J7J Inside cover 101-70 101-89 Sketch erf bench well C" when closed In 4th course from top, lo.ver end of curved wall west side of lock 1, Chanibly canal ] 96-45 St Johns, P.Q. 96-59 ii GEORGIAN BAT SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks— Continued. 41 Elevations. issar. Adjusted. DXCIII DLXXXIX. DI.XXXV. ;In 4th course from top, W. end of N. abutment of G.T.R. bridge over Lacadie river, 485 feet S. of mile 20 from .Montreal.. . . Lacadie, P. In top course, east face of E. half of N. abutment of beam culvert 1,570 feet X. of mile 13 from Montreal Brosseatt, P.Q. In stone^base of iron railing. X. side of vehicle road, close to 1st steel. arch from St. Lambert end of Victoria bridge. St. Lambert, P.Q. 110-37 110-53 4S-82 G7« £5 DLXXXV 42 DEPARTMENT OF PUBLIC WORKS II 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Description and Location. Elevations. In S. face of stone base of N. iron railing, opposite 1st steel arch Point St. Charles end of Victoria bridge Pointe St. Charles. 67-18 + Cut on coping, 96 ft. from S. upper gate old lock 1, Lachine Montreal. LocK N!l Old Lachine Canal <«-73f+.-» t B.M.638 E R Custom. £££££ i 3T Cb I /teres St E/eration 36-9-1 In plinth, of Montreal Custom House on Callieres street close tol Commissioner street | 49-03 Montreal. GEORGIAN BAY SHIP CANAL 43 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. DLXXXII. Description and Location. In third course from ground 4t feet from Forsyth street, E.fface of S. abutment of C.P.R. overhead crossng opposite Longueuil ferry Montreal. CP/? i . 1 .. ' to *c i.i . 1 1~i~rirT i I I I 1 + Cut on coping one foot from S. edge, 5 feet E. of S. lower gate of old lock 3, Lachine canal Montreal. loc/r A/ '? 3 B M 634 Elevations. Instru- Adjugted. mental. n base course, 4* feet from W. end of E. stone guard wall, S. abut- ment of Cote St. Paul bridge over Lachine canal Montreal. B «M 37-76 58-61 72-74 38-02 58-87 73.00 41 i>i:i'.\h'TMi;.xr or itruc tvo/,'a> ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. In 2nd course above ground, S.W. face of 1st pier. Lachine end of j C.P.R. bridge over St. Lawrence river 93-85 Lachine, P.Q. C PR Lachine to Caughr>a#sgs + Cut on coping above centre of new lock 5 of N. side of Lachine cnnal Lachine. P.Q. BM- 535 74-42 &4-J3 74-71 ii GEORGIAN BAY SHIP CANAL 45 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench'Marks. Description and Location. Elevations. SSi Adju.te.1. eccxciv. CCCXCVIII. In 3rd course above foundation front of buttress, S.E. corner of R. C. church Lachine, P.( In first cut jtone above ground, west face, about one foot from rear end of -t. C- church' Dorval P.Q. 82-87 83-16 93-53 03-85 46 DEPARTMENT OF PUBLIC WORKS il 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. cccciu. 541 -CCCCXIV. In fourth stone above'ground, S.E. corner of R. C. church. ' "~3>rl." .yPoiNTE Ci.aire, P.Q. + Cut on coping'W. recess ol lower new lock gate at Ste. Anne de Bellevue St i Anne de Bellfvt-e P Q. In north face of stone railing about one foot above coping, S. side ofatE. abutment of G.T.R. bridge between He Perrot and Vaudreuil Ile Perrot, P.Q. Elevation h-- Pfab 83-95 81-4 91 -S9 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 47 CCCCXVI. I < CCXVIII. CCCCXXI. Elevations. SSS: About 3 feet above ground, 2 feet from S. \Y. corner of Geo. Foster's residence li miles from Vaudreuil sta"ion Vaudreuil, P.Q. About 2J feet above cop:ng N. face of stone stairway 'eading up to lock 2, Soulanges canal Cascades, P.Q. Jj — », ->. - —>\ — 'I —J\ About 2 feet above coping N. face of stone stairway leading up to lock 4, Soulanges canal Cascades, P.Q. 84-66 95-37 142-02 85-05 95.75 142*39 48 DEPARTMENT OF PUBLIC WORKS li 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench'Marks. Elevations. Description and Location. mentTf. Adiust-d. ccccxxin. About 1* feet above top step, N. face of stone buttress, N.W. corner of R. C. church 158-39 CEOARS, P.Q. 158-75 OUCCXXVI1. In first stone above plinth, VV. side ot E. entrance to R. C. church. 158-48 Coteau dtj Lac, P.Q. 158S1 ii GEORGIA'S' BAY SHIP CANAL 49 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations Instru- mental. Adjusted. 547 DLXXVIII. DLXXVII. Iron bolt driven horizontally into N. face S.W. corner G.T.R bridge over canal road to.Coteau du Lac, S. side of canal Coteau Landing, P.Q. In 2nd course from base. S. end of E. abutment of G.T R.{.bridge 660 feet E. of St. Zotique station .' St. Zotique, P.Q. In 4th course from top W. end of S. face of W, abutment of[G. f.R. bridge over River Beaudette 160-98 154-65 Riviere Beafpett"7-. P.O 169-45 161-30 154-97 169-76 19a— 4 50 DKI'MtTM OF PUBLIC W ORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. ELEVATION6. DLXX. In 2nd course from top S. end of W. abutment of G.T.R. bridge over Black river Lancaster, Ont. X_3 619? S-W. corner of coping S. end of G.T.R. culvert at mile 63. SUMMFRSTOWN. O-NT. 162-97 163-27 180-83 181-13 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 51 3 feet E. of W. edge of stone 4-4 ft, S. of N. face of S. wall of old lock 15, U.S.L.S.B.M. of 1902 (elevation 102.889) 162-59 Cornwall, Oxt. ■n Ml 'A." *8 X. oo •I + 63 feet S. of front face ot wall, 1-9 feet from rear edge ot new entrance lock, U.S.L.S.B.M. of 1902 (elevation 167.031) Cornwall, Oxt. 166-73 162-89 167-03 19a— 4 * 52 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. I >I.\ I. Description and Location. In N.E. corner, 3rd course from base, N. shore pier of N. Y. and O. Railway bridge over St. Lawrence river Cornwall, Ont. Eleations. Instru- mental. Adjusted. 105-36 165-66 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 VAUDREUIL TO NORTH BAT DESCRIPTIVE LIST OF MOST IMPORTANT PERMANENT BENCH MARKS. Datum: Mean Sea Level. Atlantic Ocean ;n New York. Bench Marks. Description and Location. Elevations. Based on Instru- Lachine mental B.M. = 94-10 (As used on (Via St. Lam- bert to Vau- Survey). dreuil). ccccxv. Chisel line in end of copper plug, driven horizontally into west face, south of track of west abutment of G . T. R. bridge over Ottawa riv- Vat-drf.uil. 49 !jf <¥. a but men* ot~G.TR bndge 2 cross R. Ottawa at Vaudrev// CCCCXXXI Cliisel line in'end of copper plug, driven horizontally into east face of bas» of turret on^south east corner of R. 0. church 86.74 Vaudreuil. Vsudreui/ RC. 88.30 80.55 ol DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Based on Instru- Bench Marks. Description and Location. Lachine mental B.M. (Via St. o..u. (, \ 1a r>t. = 94-10 Lam- Ad- (As bert to i justed. used on Vau- Survey). dreuil). CCCCXXXV Chisel line in end of copper plug, driven horizontally into south side of west abutment of CP. R. bridge over Raquette river, parish of Rigaud 98.72 County of VAUnREun,. 98.53 98.89 Po i nt k.P Fortune. ii GEORGIAX HAY SHIP CANAL 55 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Based on Instru- Lachine mental B.M. (Via St. = 94-10 (As used on Survey). Lam- Ad- bert to justed Vau- dreuil). (■( cfXLI CCCCLI Chisf. line in end of copper plug, driven horizontally into stone foundation near east corner of north front of R. C. church, St. Eugene. 191.73 191.54 St Eugene R C Church Chisel lineTin^end of copper plug, driven horizontally into stone between two basement windows, west end of wing on west side of R. C. church H AWKESBURY. -\7 148.11 191.9 147.92 R.C. Church &t JJaujkesbL/ry 148 34 56 DEPARTMENT OE ITHI.IC WORKS 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. CCCCXLIX UGCCXLYII Chisel line in end or copper plug, driven horizontally into north side of|stone foundation of house owned by Grand Hotel Co Elevations. Description and Location. Chisel line in end of copper plug, driven horizontally into north wall, stone foundation of F. X. Carriere's store and post office of McAlpins Based on Lachine B.M. = 94-10 (As used on Survey). County of Prescott. ins PO. snd general store f Caledonia. Springs. 223.47 1G0.99 Instru- mental (Via St. Lam- bert to Vau- dreuil). 223.28 166.80 CCCCXLVI Chisel line in end of copper plug, driven horizontally into coping stone in east end north of track, of north abutment of C.P.R. bridge over Nation river Plantagaxet. 1<,v7s 168.59 169.05 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 57 CCCCXLIV Chisel line in end of copper plug, driven horizontally into stone in second course from top, southeast side of northeast abutment of bridge (bearing mileage 57.1) over Dickensons brook. . . . 192.51 County of Prescott. C PR to Pendleton CCCCXLIII Chisel line in end of copper plug, driven horizontally into stone in north face of foundation under steeple, northwest corner of R. C. church The Brook. 192.32 192.78 210.02 209.83 210.31 58 nui'AirrMExr of rrm :rc works li 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Bench Marks. CCCCLIII CCCCLIV Description and Location. Chisel line in end of copper plug, driven horizontally into stone foundation in north side of projection or facade, on front or west end of small court house on east side of road, and second building south of C.P.R. track, at Leonard. Chisel Iine!in"end"offcopper plug, driven horizon ... y into stone in third course from top north face of east ;<' tnent of C.P.R bridgei(M.*and O. line) over Rideau rv HuRDMANS BR'DOE. Based on Lachine B.M. = 94-10 (As used on Survey). Instru- mental (Via St. Lam- bert to Yau- dreuil). Ad- justed. 271.57 271.38 271.87 194.87 194.68 19.5.22 ii GEORGIAN HAY slur casal 59 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. letirh Mark? CCCfc'LV Chisel line in end of copper plug, driven horizontally into stone, about one foot above ground in east or inner face of west abut- ment of Laurier bridge Ottawa. Elevations. Hascd "ii Lachine B.M. = 94-10 (As used on Survey). Instru- mental (Via St. Lam- bert to Vau- dreuil). Ad- justed. 217. 3S 217. 19 < vrci.vi Chisel line in end of copper plug, driven horizontally into first stone above ground, north end of first pier west of Rideau canal, JJof Dufferin bridge, Wellington street Ottawa. 213.01 217.72 212.82 213.35 60 DEP VRTMEN7 OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. CCCCLYII CCCCLIX Cross cut in top of coping of west side, just north of lower gate of lock No. 1. Rideau canal Ottawa. Chisel line in end of copper plug, driven horizontally into stone in thirteenth course from top, northwest face of curved wall, west side of|entrance to lock No. 1, Rideaujcanal Ottawa. 31 154.33 154.14 135.37 135.18 Chisel line in end of copper plug, driven horizontally into stone in south, or Albert street face, just behind south corner of turret on southwest corner of City Hall : 240.55 Ottawa. \ City Hall- OttsuM 154.08 133.72 240.36 240.89 GE0RG1 I \ BA )' SHIP C I VAL 61 SESSIONAL PAPER No. 19a Descriptive List of most Important Pernmnent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Based on Instru- Lachine mental B.M. (Via St. = 94-10 Lam- | Ad- (As bert to I justed, used on ! Vau- Survey). dreuil). I CCCCLXX Chisel line in end of copper plug, driven horizontally into dressed stone in east face of portico, just south of door, rear entrance of Hull R. C. church, corner of Victoria street and Laurier avenue 177.90 Hull. CCCCLXVI Chisel line in end of copper plug, driven horizontally into stone foundation, front, or Broad street face, of second class waiting room of Union station (C . P . R.) 184 . 72 Ottawa. 177.71 184.53 178.25 185.06 62 DEPARTMENT OF PUBLIC WORKS li 7-8 EDWARD VI!., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevations. Description and Location. Rased on Lachine li . M. -94-10 (As used on Survey). Instru- mental (Via St. Lam- bert to Vau- dreuil). Ad- justed CCCCLXV Chisel line in end of copper plug, driven horizontally into stone in third course from top. upper or west face of south abutment of Prince of Wales (C.P.R.1! bridge, Chaudiere 185.54 185.35 185. Ottawa. CCCCLXII Chisel line in end of copper plug, driven horizontally into stone foundation of east or front wall of south wing of house of John Whitton. second house north of C.P.R. track, west side of cross road at village of CCCCLX. 203.38 203.19 203 74 Britannia. Chisel line in end of copper plug, driven horizontally into stone in 4th course from top, N.E. face of S.E. abutment*'of Grand Trunk Railway bridge over Carp river. Huntley, and W. of town of Carp. 307-54 307-35 307-93 ii GEORGIAN BAT SHIP CAKAL 63 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevations. Description and Location. Based on Instru- Lachine mental B.M. = 94-10 (As used on (Via St, Lam- bert to Van- Ad- justed. Survey), dreuil). CCCCLXXVI. CCCCLXXVII. CCCCLXXXVII Chisel line in end of copper plug, driven horizontally into S.E. face of coping stone on S. corner of N.W. abutment of G.T.R. bridge over Mississippi river I 290-32 Gal etta. 290-13 290-73 Chisel line in end of copper plug, driven horizontall v into stone iQ centre of N. end of C.P.R. station of ' 300-74 300-55 301-17 Chisel line.'jn end of copper plug, drive , horizontally into stone '"oundation of front or X.E. face of brick schoolhouse 267-26 267-07 I 267-71 Sand Point. 64 Dill' A PIM EXT OF PUBLIC AYORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. CCCCLXXXIV. Description and Location. Elevations. Based on Lachine B.M. = 94-10 (As used on Survey), dreuil) Chisel line in end of copper plug, driven horizontally into stone in E. end of railway station Renfrew. CCCCLXXXIV Instru- mental (Via St. Lam- Ad- bert to justed. Vau- 418-01 417-82 418-48 CCCCLXXXII. Chisel line in end of copper plug, driven horizontally into stone in 3rd course from top, X.E. face of X.W. abutment of C.P.R. bridge over Bonnechere river Renfrew. 385-53 385-34 386-00 ii GEORGIAN BAY SHIP CANAL 65 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations Based on| Instru- Lachine mental B.M = 94-10 (As used on Survey).) dreuil) (Via St. ' Lam- ' _ Ad bert to justed Yau- CCCCLXXX. Chisel line in end of copper plug driven horizontally into "tone in 2nd course from top, N.E. end of large covered stone culvert under C.P.R. (mileage 801), and on lot 19, con. II, township of Ross County of Renfrew. 509-09 509-50 510-19 1 4 L T 584 Cross cut in top, at centre of W. end of little concrete culvert unde! C.P.R. , about 1,140 feet S. of mile post 93 and opposite Mrs. Crawford 's'property lot 14, con. II, township of Westmeath Cot'NTY OF R ENFREW. B M 5b* 444-49 444-30 445-01 19 a- 66 DEPARTMENT OF PUBLJO WORKS 11 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Bench Mark CCCCXCVI. Chisel line in end of copper plug, driven horizontally into stone n W. end of C.P.R. station at Pembroke. DIU. 382-48 382-29 Ad- justed. 383 -0' Chisel line in end of copper plug, driven horizontally into stone in E. face of foundation of large chimney of Pembroke water works Pembroke. 377-64 377-45 37 • 19 ii GEORGIAN BAY SHIP CANAL 67 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. 591 •CCCCXCIX. Elevations. Based on Instru- Lachine mental B.M. (Via St. = 94-10 Lam- Ad- (As | bert to justed, used on Vau- Survey). dreuil). Cross cut in top at centre of N.E. end of covered concrete culvert under C.P.R., 225 feet N.W . of station and just S.E. of road to Ottawa river and village of. • . Petawawa. ■fjBM 591 403-55 403-30 'hisel line in end of copper plug, driven horizontally jnto stone in 4th course from top, S.E. or inner face of N.W. abutment, S.W.lof track of C.P.R. bridge over Petawawa river 455-72 455«52 450-29 Petawawa. 68 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Ben< h Marks — Continued. Elevations. I'm nch Mark. Description and Location. Based on I .achine B.M. = 94-10 (As used on Survey), dreuil). Instru- mental (Via St. Lain- Ad- bert to justed. Vau- tJCCCX.CVri. Chisel line in end of copper plug, driven horizontally into stone looking N. and inward at S. side of C.P.R. locomotive turn table at 521-64 521-45 522-23 Chalk Rivee. DVIII Chisel line in e d of copper plug, driven 1 orizontally into end of top altar step on S. corner of huge arched stone culvert under C.P.R. , 19-06 miles from Chalk River and on lot 9, con. VI, township of Head 568-82 ! 568-63 569-4 Xipissing District. ii GEORGIAN BAT SHIP CANAL 69 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. ench Marks Based on Instru- Lachine mental B.M. (Via St. = 94-10 Lam- (As j bert to justed, used on Vau- Survey). dreuil). Ad- DXXI. Top of copper plug, driven vertically into flat bed rock on C.P.R. right of way, just beside N. fence, 40 eetJN. of track and 100 feet N. of railway station 474-36 474- li Rocki.iffe. 475-02 DXX. Chiseriine in end "of copper plug, driven horizontally into E. face \ ~^of ston-; on S end of 2nd course from top, E. or inner face of 1W. abutment of C.P.R. bridge over Grant's brook (mileage. '20-&9 from Chalk River), and on lot 31. Mattawa road lots ]of Head < 404-58 4(34-39 405-25 JNipissing District. j| -j| — i|_L-j| — > 70 DEPARTMENT OF PUBLIC WORKS 11 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Based on Lachine B.M. + 94,10 (As used on Survey). Instru- mental (Via St. Lam- bert to Vau- dreuil). Ad- justed. DXXV. Top of copper plug, driven vertically into top at W. side of small rock projection or peninsula on S. shore of Ottawa!river, at foot of road leading from government road to Ottawa river. 1 mile W. of mouth of Bissett river, and above head of Hoclier Capitaine rapids 450-83 450-64 451-51 NlPISSING District. C E< )U< 1 1 AX HAY sll/p CAXAL 71 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Bench Marks. Description and Location. Based on Lachine B . M . + 94,10 (As used on Survey). Instru- mental (Via St. Lam- bert to Vau- dreuil). Ad- justed. DXX X Chisel line in end of copper plug, driven horizontally into N. side of boulder just S. of station platform, about 26 feet from W. end fl.P.R.I station 531-63 531-44 532-36 Klock. DXXXVI. Chisel line in end of copper plug, driven horizontally into S. sidt of boulder bearing Messrs. Cross and Bell's B.M., on S. shore Ottawa river, at foot of cleared survey line from railway to 500-72 500-53 501-47 Matt aw a. , -m#ell~Cross\ ^ " \ 8 • - \ DXLI. Chisel line in end of copper plug, driven' horizontally intofsolitJ rock in cut 15 feet N.E. of track and COO feet S.E. of mile post 629-22 629-03 630-00 iroin Vyii: Nipissing District. 72 DEPART \I EST 01 I'l IU.K WORKS ii SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevations. Description and Location. Based on Lachine B.M. + 94,10 (As used on Survey). Instru- mental (Via St. Lam- bert to Vau- dreuil). Ad- justed. DLVII. Chisel line in end of copper plug, driven horizontally into shallow- rock cut 12 feet N. of track and 1,930 feet W. of mile post 90 from Chalk River, at Mr. Wm. Hill's property, E. of 750-84 Rtttherot.en. 756-05 757-64 Her 57 im W\ \ DLIII. Top of copper plug, driven vertically into flat exposed bed rock, 30 feet N. of track and 745 feet E. of mile post 100 from Chalk River and N. of I 782-63 Lake Nasbonsing. 782-44 DXLIV, Chisel line in end of copper plug, driven horizontally into 2nd course from top northwest face, at west end of southeastjabut- ment of C.P.R. bridge over Chippewa creek, sout'ueast.of 649-80 North Bay. 783*45 049- 06 650-7'. 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 TORONTO To NORTB BAY DESCRIFPIVE LIST OT MOST IMPORTANT PERMANENT BENCH MARKS. Datum: Mean Sea Level, Atlantic Ocean, at New York. Bench Marks. Elevations. Description and Location. Instru- Adjusted, mental. DCXIII. Chisel line in end of copper plug driven horizontally into stone in first course above ground in east, or James street side, and about 24 feet from south corner of City Hall Toronto. 296-96 74 DEPARTMENT OF PUBLIC WORKS II 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- Adjusted, mental. DCXV. No. '12. Ele. 30-17. Zero. Zero. Zero. Chisel line in end of copper plug driven horizontallyiinto'stone in first course wholly above ground, in west face^of fourth pier from north abutment.of bridge over railway tracks, at foot of John street 254-33 Toronto. City Engineer's bench mark, protruding [shelf on^small iron plate screwed into stone in first course below„coping, eust_face of north abutment of Bathurst street bridge Tcroxtc, B.M Detail of Iron plate Georgian Bay Ship Canal automatic water gauge register, in small cabin on north edge, about 30 feet from west end of Queen's Wharf Toronto Harbour. Federal Public Works Department automatic water gauge register in shed about 60 ft. from west end of Queen's Wharf . Toronto Harbour. Toronto Harbour Commissioners' elevated staff water gauge in same shed and beside Public Works Department gauge register. This staff gauge has an independent strip of wood fastened to it, graduated into decimals of a foot, and agreeing in readings with Public Works Department gauge register. Queen's Wharf Toronto Harbour. 275-04 242-87 243 -2S 245-00 ii GEORGIA** BAY SHIP CANAL 75 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Zero. 647 Description and Location. Elevations. Instru- mental. Adjusted. Toronto Harbour Commissioners' simple staff gauge, fastened to outer or south face of Queen's Wharf, about 200 feet from west end, and gauge agreeing in readings with original of elevated staff gauge above mentioned. Queen's Wharf Toronto Harbour. 243-00 truss cut in top of coping stone at south-west corner of large arched portal of a sewer about 800 feet north-west of west end | <)f Queen's Wharf and on north shore of 254-44 Toronto Bay. Railway Yards ETevati on ci ii? 9 ^'ty Engineer's bench mark No. 121. protruding shelf on small Kle. 132-43. ;ron plate about 2 feet above floor of bridge, screwed intoj west end of iron truss at west end, south side of Dundas street bridge I 377-08 Toronto. ^1 B_M N?I2I Detail of B M 76 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCXXI. Chisel line in end of copper plug, driven horizontally into north face of stone pier under east column of iron trestle supporting south end of bridge over CP. It. tracks, overhead crossing of Weston road, just west of C.P.R. station Toronto Junction. 390-03 DCXXII. Chisel line in end of copper plug driven horizontally into stone, about 3 feet above ground, under centre window east end of C.P.R. station at 407-20 North Toronto. ii GEORGIAN BAY SHIP CANAL 77 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevation's. Description and Location. Instru- Adjusted mental. Cross cut in top of stone at south east corner of stone box culvert under C.P.R. from Toronto Jet. to North Toronto opposite Galina Oil Co's store house, and 18 feet west of crossing of G.T.R. to Rarrie and North Bay Toronto. nnrinnnnnnnpnnnf" U "UU "U "J ITU V OT/7L7 DLTTJTJC n n nr.nnnnn r, n'n n P * n hum ^•pj\?<> Pronto JcJ: i_ru"U"U'LruLn-njLfLrLi:ij. dttlttj 393-87 [»3 DCXXY. Chisel lineffm end of copper plug driven horizontally into stone opposite fourth altar-step from bottom in north face of south retaining wall at east end of stone arch culvert under G.T.R. just north of factory of the Worsted & Braid Co Davenport. 432 -GO 432-00 DOXXVII. Chisel line in end'of copper plug driven horizontally into stone, in south face of small wing, or retaining wall at north side, east of track of covered stone culvert under G.T.R., Lot 18, con. Ill W., township of York Cot'NTY of York. 632-20 632-29 78 DEPARTMEN1 OF PUBLIC WORKS U 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCXXVI11. Chisel line in end of copper plug driven horizontally into second stone from south corner, first course below coping, east, or inner face of retaining wall over west end of large covered stone culvert under G.T.H.. 210 paces south of station of Thornhill, and opposite Mrs. Teasdales property, lot 15, con. Ill, township of Yaughan County of York. DCXXXI. lisel line in end of copper plug driven horizontally into s'.one in west end of stone box culvert under G.T.R. about 440 yards north of station of King City, lot 5, con. I \ , township of King King City. 623-82 623-80 947-50 947- 5S DCXXXIV. Chisel line in end of copper plug driven horizontally into stone opposite fourth altar-step from ground in south face of north abutment of bridge culvert under G.T.R. about 150 yards south of mile post 28 from Toronto and on lot 14, con. I. township of^King County of York. 965-64 965-74 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 79 Bench Marks. Description and Location. Elevations. Instru- Adjusted, mental. DCXXXV. DCXXXIX. DCLIII. Cnisel line in end of copper plug, driven horizontally into stone in top course of foundation feet from south corner of east end of shoe factory belonging to Underhill Seaman & Co Chisel line in end of copper plug driven horizontally into secomi stone from top east side of north abutment of G.T.R. bridg< over Newmarket branch of Holland river, just north oi Timothy street crossing Newmarket. Chisel line in end of popper plug driven horizontally into stone in second course below copi.ig, west end of covered stone cul- vert under G.T.R. one mile north of Bradford, about 575 feet north offmile post 43 from Toronto and on lot , con. VIII, township ofjWest Gwillimbury County of Simcoe. SS4.05 883.76 777-28 777-41 r26-32 80 DEPARTMENT OF PUBLIC WORKS li 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. DCL. DCXLVII. DCXLIII. Elevations. Description and Location. Instru- Adjusted, mental. Chisej line in end of copper plug driven horizontally into stone in first course from top, west end near south corner of double box culvert under G.T.R., about 350 feet north of town line, and on lot 21, con. I, township of Innisfil CoTXTY OF SlMCOE TZT Chisel line in end of copper plug driven horizontally into end of first altar step below coping, of retaining wall on north side east end of arched stone culvert under G.T.R. about 470 yards north of Lefroy crossing, and on Henry Groves property, iot 21, con. IV, township of Innisfil County of Simcoe. tzj o a rzr V , Chisel'line in end of copper plug driven horizontally into stone in west end of double box culvert under G.T.K.. about 150 yards south of Craigvale crossing, and on lot 17, con. IX township of Innisfil CoTFNTY OF StMCOE. 747-49 747-68 757-50 757-70 866-24 800-47 ii GEORGIAN BAY SHIP CANAL 81 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks Description and Location. Elevations. Instru- Adjusted, mental. I >( 'X I.I DC XL. Chisel line in end of copper plug driven horizontally into stone 3 feet below, and south-west of track, south-east or inner face of north-west abutment of G.T.R. bridge over Lovers' Creek, township of Innisfil 789-41 789-05 County of Sim ok. Chisel line in end of copper plug driven horizontally into stone foundation 1-8 feet above ground, 5-45 feet east of west door, south wall, rear of post office , 732-18 732-44 Barrie. 19a —6 82 DEP Ml UEXT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descrii'Tivk List of mosi Iniiiortanl Permanent Bench Marks — Continued. DCLVI] DCLIX. DCLX. Elevations. Bench Murks. Description and Location. Instru- Adj usted. mental. | chisel line in end of copper plug driven horizontally into end of first altar step below coping, on east retaining wall, north end of large arched culvert under G.T.K. about .500 yards from front of lot 32. con. IX. township of Essa County of Simcoe. 732-51 732-79 "hisel line in end of copper plug driven horizontally into stone in second course from top. north side of east abutment of G.T.R.' bridge over Nottawasaga river 628-83 029-13 llisel line in end of copper plug driven horizontally into stone in second course from top, south face of east abutment of G T R bridge over Pine river ' "i 621-28 621-59 Angus. ii GEORGIAN BAY SHIP CANAL 83 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Description and Location. Chisel line in end of copp >r plug driven horizontally into stone in second cours^ fron top. south-west side of north-west abut- ment of G.T.R. brldfte over Mad river, Essa County of Simcoe. Elevations. Instru- 025-52 Adjusted. 025-83 Chisel line in end of copper plug driven horizontally into end of fourth altar step, below coping, on retaining wall on east corner of large triple arch culvert under G.T.R. spanning Coates creek. 300 yards southeast of G.T.R. station New Lowell. 055-41 t 5.: -73 19a — 6^ 84 DEPARTMENT of JTBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Bench Marks. Description and Location. Instru- Adjusted. DCLXIY. Chisel line in end of copper plug driven horizontally into stone east face of fifth altar step below coping, south-east wall, south- west'of track of arched stone culvert under G.T.R. 237 feet south-east of mile post 85 from Toronto and on lot 23, con. II, township of Nottawasaga County of Simcoe. 700-05 700-40 DCLXVI. Chisel line in end of copper plug driven horizontally into stone in top course of west side of south abutment of G.T.R. bridge over Batteaux river, on lot 35, con. VI, township of Nottawa- saga County of Simcoe. 085-62 086-00 GEORGIAN HAY SHIP CANAL 85 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCLXVIII. Chisel line in end of copper plug driven horizontally into stone foundation under window, just south of main entrance of i G.T.R. station 590-55 590-95 COI.I.INGWOOD. DCLXIX. Chisel line in end of copper plug driven horizontally into stone in first course above ground, south wall of east wing of pumping house of Collingwood Ship Building Co COLLINGWOOD. 584-79 585-19 86 DEPAR1 UEXT OF I'l Hl./r WORKS 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Beridb Marks — Continued. Elevations. Bench Marks. Description and Location. Instru- mental. Adjusted. 608* Top of iron spike, driven vertically into top of plinth, north-east corner of Collingwood Ship Building Co.'s pumping house. . . . COLLINGWOOD 587-40 5S7-M) J I" EM EAST ELEVATION DCLXX. Chisel line in end of copper plug driven horizontally into end of second altar step from top. south end of east wall of stone cul- vert under G.T.R., 3t 0 feet east of mile post 65, and about 1 mile east of Barril-. 732-57 732-83 ii GEORGIAN BAY SHIP CAXAL 87 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. B;nch Mark? Description and Location . DCLXXIII. DCLXXVII. DCLXXXII. Chisel line in end of copper plug driven horizontally into end of second altar step from top, south end of east wall of open s'on culvert under G.T.R.. 1 7 and on lot 7, con. IV, township of North Orillia f.SG-96 687-3.5 County of Simcoe. DCXCIII. Chisel line in end of copper plug driven horizontally into side of' rock on G.T.R. right of wav, S-9 feet north-east of track and 1.925 feet east of mile post 145-19 and on lot 20, con. XIV, township of Medonte ! 632-93 633-35 County or Simcoe. ii GEORGIAN BAT SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 89 Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. chimney of James Carter's large saw mill. Fesserton. 586-27 580-71 B.M 68 8 90 DEP I RT I//: \ 7 OF I'l lifjc U'o/.'/yN 7-8 EDWARD VII., A. 1908 DKst.Rir-rivE List of most Important Permanent Bench Marks — Continued. Bench Marks. Description an'l Location. Elkvations. Instru- mental. Adjusted. DCXCVII. DCXCV1II. DCC. Chisel line in end of copper plug driven horizontally into stone foundation 4-f> feet from north-east corner, front of Victoria Harbour Lumber Co. 'a power house at 589-24 .>v.)-73 Victoria FIarbocr. Chisel line in end of copper plug driven horizontally into stone in second course above ground south end of east face of west abutment of G.T.R. bridge over Hog river, west of 587-13 Victoria Harbour. Chisel line in end of copper plug driven horizontally into stont foundation 1-2 feet above granolithic pavement under spact between 4th and 5th first floor windows from front, nortl wall (south side of Hay street) of Queen's hotel Midland. 597-94 nn 0 m In 1 &n n n 1 587-63 598-50 ii GEORGIAN BAY SHIP CAXAL 91 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. 674 Description and Location. Elevations. Instru- mental. Adjusted. Cross cut in top of south-west corner of concrete pier immediately " ■ north of turn-table of iron road bridge over Royal Narrows. . 721-91 722-2G Atherley Junction. DCLXXX\ II. Chisel line in end of copper plug driven horizontally into north end of base of west face of solid rock GO feet west of main track and opposite mile post 94—133 Longford. DCCXXV. Chisel line in end of copper plug driven horizontally into stone in second course from top, east face of north abutment of G.T.R. bridge over east branch of Severn river south of Washago. 729-65 724-09 724-42 92 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevations. Description and Location. Instru- mental. Adjusted. DCCXXIII. Chisel line in end of copper plug driven horizontally into west face, top stone west end of north abutment of G.T.R. bridge over west branch of Severn river, on lot 10, con, XV, town- ship of North Orillia 729-15 729-47 County of Sihcoe. DCCXIX. Chisel line course track con. V I, in end of copper plug driven horizontally into second from top, south face of north abutmentfwest side of of G.T.R. bridge over Kashabagamog river, lot 21, I.i township of Morrison. 715-71 716-05 GEORGIAN BAY SHIP CANAL 93 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Description and Location. Elevations. Instru- mental. Adjusted. Chisel line in end of copper plug driven horizontally into 3rd course from top. north face of east end of south abutment of G.T.R. bridge over south branch of Muskoka river, on lot 2, con. XIII, township of Draper | Draper. 797-02 797-29 G92 Cross cut on coping of seat, south side of west abutment of steel bridge over Muskoka river (87 feet east of track) at foot of Thomas street 1 Bracebridge. Nopht- Branch of 807 -78 808-05 Thomas Sr. Bridge Muskoka Riven Chisel line in end of copper plug driven horizontally into west face of solid rock 8-7 feet east of track and 140 feet north, of centre of crossing at station of Utterson". 1,037 -o7 1 037-80 91 DEPARTMENT OF PUBLIC WORKS 11 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCCXL. DCCXLII. DCCLXXI. Chisel line in end of copper plug driven horizontally into 2nd course from top. south end of west side of south abutment of G.T.R. bridge over Narrows, between Lakes Vernon and Fairy, at 964-71 I 904-92 HCNTSVILLE. Chisel line in end of copper plug driven horizontally into 4th course from top, south end, east side of south abutment of G.T.R. bridge over Big East river, township of Chaffey. Chisel line in end of copper plug driven horizontally in solid?rock 6-8 feet east of track, 155 feet north of semaphore and 05 feet north of crossing Scotia Junction-. 954- 10 1.0S2-S2 954-30 1.0S2-99 ii GEORGIAN BAT SHIP CANAL SESSIONAL PAPER No. 19a 95 Descriptive List of most Important Permanent Bench Marks— Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCCLXVII. Chisel line in end of copper plug driven horizontally- in 4th course trom top, east face of north abutment of G.T.R. bridge over south branch of Magnetewan river . 981-23 ! 981-39 Katrine. DCCLXII. Chisel line in end of copper plug driven horizontally in 6th course trom top, north end of west face of north abutment of G.T.R bridge over Magnetewan river BfRK 978-57 'J7S-71 Falls DCCLV Chisel line in end of copper plug, driven horizontallv in east face of solid rock. IS 2 feet west of track and 435 feet north of mjie post, 46-181 _ | SuNDRIDGE. 1.094.57 1,094.09 96 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Description and Location. Elevations. Instru- mental. Adjusted. Chisel line in end of copper ping, driven horizontally in solid rock, 8' 25 feet west of track, 189 feet north of first semaphore northlof station at 1,156.75 1,156.85 South River. \{ H 1% B . M A *; DCCL Chisel line in end of copper plug, driven perpendicularly into north end of.coping seat, east side of north abutment of G.T.R. bridge^over South river 1,152.95 1,153.05 South River. h SI I . South B.ver 723 Cross cut in southwest corner of steel covering of cement base first pillar from south front of watertank, 9 2 feet east track, and 50 4 feet northeast of m.le post 100—27 1,027.30 1 027.37 Trout Creek. CEORtll I \ />' I ) SHIP CANAL 97 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Elevations. Instru- mental. Ad j usted DCCLXXXI Chisel line in end of copper plug, driven horizontally in third course from top, east face of south abutment of G.T.R. bridge'over : McGuines brook 852.21 8o2.26 POWASSAN. Detail of East Face of HoriV, Abutment DCCLXXXVIII Chisel line in end of copper plug, driven^ horizontally in fourth course from top, east face of southfcabutment of G.T.R. bridge over Wistawasing brook 739.51 | 739.04 POWASSAN. DCCXCI Chisel line in end of copper plug, driven horizontally in solid rock. 8 '95 feet west of track, and 129 feet northwest of semaphore south of station of Callender. 675.88 675 . 90 19a— 7 i>/;p.\h'TMi:xr or rt nuc works 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. DCCXCIV DXLIY DCCXCVI Cliisel line in end of copper plug, driven horizontally in third course from top, east face of south abutment of G.T.R. bridgelover Riviere a la Vase 673.16 Nipissing Junction. \ — r T'Jrton ^i-r^-r-LV ^ r Chisel line in end of copper plug, driven horizontally in secondl course from top, west end of south abutment of bridge over Chippewa creek 650.71 Inside edge of coping of fourth altar step, west end of south abut- 046.06 ment of abridge over Chippewa creek. North Bay. -U , 1' '! 1 1 1 I bSmIT 1 k ,_]_« =>. - DXUV 1 k . 1 . I » -co: 2b. Chisel linelin end of copper plug, driven horizontally in cut stone on east face of station at North Bay. 603.19 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 ROUSES' POINT TO MONTREAL. VIA LACOLLE JC, HOWICK JC., VALLEYFIELD, COTEAU JC. AND LACHINE. DESCRIPTIVE LIST OF MOST IMPORTANT PERMANENT BENCH MARKS. Datum : Mean Sea Level, Atlantic Ocean a1 NVw York. Bencli Marks. Description and Location. Elevations. Instru- mental. Adjusted. B. M. + |+ Top of stone plinth, 20 '6 feet from northeast corner, li feet above ground, north end of the Chapman building, occupied by Wallace & Rosemyer DCCCXX 107.90 Pot-sfs' Point, N. Y. 1 ' 1 "ft ffl n 1 fi _J Copper Jplug, driven horizontally nto third course from top east end of north face of small culvert north side of track Lacolle, P. Q. 107.96 101 .89 19a— 7^ 99 100 DIll'AiriM A'.YV OF ITHUC WORKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. DCCCXXYII Copper plug driven horizontally into second course from top, west end of nortli face of small culvert, 480 feet west ofitnile post 17 Hknrysburg, P. Q. 4 v | v M_WM>$,$ DCCCXXXII DCCCXXXIV Copper plug driven horizontally into centre of top stone, south face of small culvert, south side of track and 162 feet west of mile post 22 Johnson's, P. Q. Copper plug driven horizontally into solid rock, 9 feet south of track and 81 feet west of mile post 20 223.53 223.01 179.84 179.95 195.08 I 195.21 Holton, P. Q. li <;eor(;ia\ hay sum c axal 101 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Elevations. Description and Location. Instru- mental. Adjusted. DCCCXXXVIII Copper plug driven horizontally into second course from top, south face of east abutment of G.T.R. bridge over Norton brook I 138.00 I 138.16 Aubrey, P. Q. DCCCXIV Copper plug driven horizontally into third course from top, west face of north end of west abutment of G.T.R. bridge over Chateauguay river St. Louis, P. Q. 129.25 129.45 DCCCXI Copper plug driven horizontally 'nto first course from top, north face of north pier east end of G.T.R. bridge over St. Louis river 129.08 St. Louis, P. Q. 129.31 102 1)1. 1' I HTM l.'.XT OF I'l I1I.IC WOHKS ii 7-8 EDWARD VII., A. 1908 Descriptive List of most Iinportnnt Permanent Bench Marks — Continued. Bench Marks. Description and Location. DCCCVIII Copper plug driven horizontally into base course, centre of south face of sluice portal, north side of Beauharnois canal, li miles east of lockil 729 Valleyfield P. Q. + Cross cut on strap 6 inches from heel post, north end of upper gates of lock 14 of Beauharnois canal Valleyfield P. BEAUHARNOIS CANAL LOCK I* Elevations. Instru- mental. 143.44 154.29 Adjusted. 143.71 154.57 CCCCXXVIII Copper plug driven horizontally into base of east face of north abutment of overhead crossing of road along north side of canal SoULANGES, P. Q. 160.85 161.17 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. 103 Bench Marks. Description and Location. Elevations Instru- j Adjusted, mental. S.W. coping. Coping 6 inches from heel post south end of upper gates of lock^l, 157.99 ' 158.30 SODLANGES, P. Q. SOU LA N G E CANAL O _1 75 L B (9 Iron bolt driven horizontally into southwest corner offnorth face of south abutment of G.T.R. overhead crossingjoftroad along south side of Soulanges canal SotLANGES P. Q. G. T. Ry From Coteau 100.99 161.30 104 DEPARTMENT OF PUBLIC WORKS 11 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- Adjusted, mental. DCCCLXIV DCCCLXIII DCCCLX. Copper plug driven horizontally into top course, west face of down stream end of east abutment of G.T.R. bridge over Delisle river 158.83 159.14 Copper .plug driven horizontally into second course from top, centre of up stream face of west abutment of G.T.R. bridge over Riviere Rouge Riviere Rouge, P. Q. JL, L.u ^ r ■ 1.57.74 Copper Tplug driven horizontally into lower stone of south face of first j'altar step of west ballast wall of beam culvert, 784 feet west of mile post 31V from Montreal ; 149.59 St. Dominique, P. Q, 158.05 149.91 GEORGIA V BAT SHIP CANAL 105 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks- — Continued. Bench Marks Elevations. Description and Location. Instru- Adjusted, mental. DCCCLIX CCCCXV. CCCCXIII Copper plug driven horizontallv into third course from top, west end of north face of G.T.R. culvert, 193 feet east of mile post, 26£ miles from Montreal 118.7" Cedars, P. Q. Copper plug driven horizontally into west face of top course, south end of west abutment of G.T.R. bridge over Ottawa river. | Vaudreuil, P. Q. X r-, ft & 88.30 Ballast Copper plug driven horizontally into second course from top, west . T^end of north face of west abutment of G.T.R. bridge over channel east end of He Perrot Ile Perrot, P. Q. Westbound 92.01 119.10 88.01 92. D3 106 hf:r.\L'TMi:\r or rrnuc woh'Ks 7-8 EDWARD VII., A. 1908 Descriptive List o£ most Important Permanent Bench Marks — Continued. Bench Marks. DCCCLIII. Elevations. DCCCLI. CCCCI. Copper plug driven horizontally into third course from top, east end of south face of C.P.K. arched culvert, opposite G.T.R. mile-post 17 | 83.66 Beaurepaire, P. Q. Description and Location. Instru- Adjusted, mental. Copper plug driven horizontally into third course from top east end of north face of G.T.R. culvert 745 feet south of mile post 15 Beaconsfield, P. Q. Copper plug driven horizontally into second course from bottom, south end of west ballast wall of arched culvert, south side of G.T.R., and 220 feet west of Valois station Yalois, P. Q 96.62 73.86 74.16 ii GEORGIAN BAY SHIP CAXAL 107 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. Description and Location. Elevations. Instru- mental. Adjusted. CCCXCVIII." Copper plug driven horizontally into first cut stone above ground, one foot from rear end of west face of Dorval R. C. church.. Dorval, P. Q. 93.55 93.85 CCCXCVI. Copper plug driven horizontally into first cut stone above'ground, southeast corner of double stone house, second west^of 34th avenue, along Lachine road Lachine Wharf, P. Q. 79 20 79.49 108 DEPARTMENT OF I'l HIJc WOUKs 7-8 EDWARD VII., A. 1908 Descriptive List of most Important Permanent Honoh Marks — Continued. Benchmarks. Elf.vatioxs. Description and Location. Instru- Adjusted. Instru- DLXXXI. CCCXCIII DCCCXLV. Copper plug driven horizontally into second course above ground, west face of pier, 15 feet, south of south side of Lachine canal (C.P.R. swing bridge) 74.53 \ 74.81 Lachine, P. Q. Copper plug driven horizontally into stone foundation, 18 inches from front, south gable of John Duffy's brick cottage, 1S'7 feet north of track, east side of St. Philippe street St. Henri, P. Q. Copper plug driven horizontally into second course above ground, southwest face of first pier, Lachine end of C.P.R. bridge over St. Lawrence river j 93 . 85 Lachine, P. Q. C P. By Uachlne to Caughnawaga 63.86 94.13 04.12 ii GEORGIAN BAT SHIP CANAL 09 SESSIONAL PAPER No. 19a Descriptive List of most Important Permanent Bench Marks — Continued. Bench Marks. DCCCXLVI. DC. Description and Location. Elevations. Instru- Adjusted, mental. Copper plug driven horizontally into second course above ground, 14 '85 feet from east end of stone front of St. Cunegonde R. C. church Montreal,- P. Q. DCCCXLVII Copper plug driven horizontally into second course above ground, 6.6. feet from west end of north face of G.T.R. freight shed nearest to tracks, at Mountain street crossing 55.54 55.80 46.69 46.95 Montreal, P. Q. "West End Section Copper plug driven horizontally into base, south face of west end of guard wall, south abutment of Curran bridge over Lachine canal at Wellington street ' 54.66 Montreal, P. Q. 54.90 110 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1903 < z < O ui z < o i S % a S? o erj CO ^- 5 S Elevation of Sill of Old Lock No. 1, Lachine canal, Montreal, based on the difference of Elevations of certain Bench Marks, common to the Public Works Department's system of levels (Steckel's) and the Georgian Bay Ship Canal Survey's system of level« (St. Laurent.) Bench Marks. Steckel's. St. Laurent's. Difference. S.E. cor. Montreal Custom House S.E. cor. Examining Warehouse, Montreal... S.W. face, abutment, C.P.R. bridge, Lachine. Lachine R.C. Church B.M. CXLI, St. Lambert « C B © M, Brock street bridge, Montreal M 55.1614 55 . 0998 99.9894 88.9787 55.54 47.4196 Mean Difference. Elevation of Sill, Old Lock No. 1. (Steckel) .Difference of Elevation of Da turns (Steckel-St. Laurent >. Elevation of Sill Old Lock No. 1 (St. Laurent). 49.03 48. 9s 93. S5 S2.S7 49. 3S 41 .27 6. 1314 6.119S 6.1394 6.1087 6.1600 6.1496 36.S0S9 6. 1348 11 .54 6.13 7-8 EDWARD VII. SESSIONAL PAPER No. 19a A. 1908 PRECISE EE V E LLTN ( i . ROUSES' POINT TO CORNWALL VIA ST. JOHN, VICTORIA BRIDGE, LACHINE, VAUDREUIL AND COTEAU LANDING. COMPLETE LIST OF BENCH MARKS AND ELEVATIONS. DATUM, MEAN SEA LEVEL, ATLANTIC OCEAN AT NEW YORK. Benchmarks. Description and Location. Elevations. Instrumental. Adjusted DCI. 639 B.W. 'A. B.W. 'A. B.W. 'A. B.W. 'A. DCII. I XIII. 640 641 DCIV. IX. Dev. DC VI. 642 VIII. DCXIII. B.W. 'B.' B.W. 'B.' B.W. ' B.' dcxvii. 643 644 dcvui. DCIX. VI. VA. IV. DCX. 20-6 feet from N.E. corner of Chapman building, Rouses' Point, New York Base of rail, D. & H. Rv., at Chapman St. crossing, Rouses' Point Base of rail, D. & H. Ry„ Spratt St Base of rail, D. & H. Ry., Rouses' Point station On N.E. corner of D. & H. Ry station, Rouses' Point Base of rail, D. & H. Ry., at crossing of Rutland Ry + On boulder at boundary line, U.S.A. and Canada Base of D. & H. Ry., rail at boundary line, U.S.A. and Canada. Top of bronze cap of bench wall 'A' in boundary line Cavity in bronze cap of bench wall 'A' in boundary line Top of inside tube of bench wall 'A' in boundary line Top of outside tube of bench wall 'A' in boundary line In W. face of S. abutment of G.T.R. culvert, Lacolle, P.Q. . . Base of G.T.R. rail, centre of G.T.R. culvert. Lacolle Base of G.T.R. rail at road crossing, Lacolle Base of G.T.R. rail at crossing of branch to Ottawa Base of G.T.R. rail at road crossing, Lacolle, P.Q Base of G.T.R. rail at old G.T.R. station, Lacolle, P.Q Base of G.T.R. rail, centre of bridge, over Lacolle river On W. end of N. abutment of bridge over Lacolle river + On W. end of N. abutment of bridge over Lacolle river. . . . + On W. end of N. abutment of bridge over Lacolle river.. . . Base of G.T.R. rail, at road crossing, Lacolle, P.Q Base of G.T.R. rail, at road crossing, Lacolle, P.Q Base of G.T.R. rail, at road crossing. Lacolle, P.Q On E. end of N. abutment of G.T.R. culvert, Lacolle Base of G.T.R. rail, centre of G.T.R. culvert, Lacolle Base of G.T.R. rail at road crossing culvert, Lacolle On N.E. corner of L. Goudreau's house, Lacolle Base of G.T.R. rail, at road crossing, Stottsville. P.Q Base of G.T.R. rail at St. Valentin de Stottsville station On S. side of Stottsville R.C. church On E. end of S. abutment of G.T.R. culvert, Stottsville Base of G.T.R. rail, centre of G.T.R. culvert, Stottsville 4- At S.E. corner of G.T.R. culvert, Stottsville On S. gable of C. Boudreault's house. St. Paul On front of St. Paul de l'lle aux Noix R.C. church Top of bronze cap of bench well ' B, ' St. Paul Cavity in bronze cap of bench well ' B, ' St. Paul Base of G.T.R. rail at road crossing, Stottsville On S.E. corner of G.T.R. arched culvert, Stottsville + On S.E. corner of G.T.R. arched culvert Base of G.T.R. rail at road crossing. Stottsville Base of G.T.R. rail at Girard station Base of G.T.R. rail at Girard station crossing + On boulder 24 feet E. of track, opposite Girard's house.. . . Base of G.T.R. rail at road crossing Base of G.T.R. rail at Grande Ligne station Base of G.T.R. rail at Grande Ligne crossing On N.W. corner of Grande Ligne station On stone front of St. Blaise de Grande Ligne R.C. church. . . On W. gable of M. Robert's house foot of Grande Ligne road. On N. wall of Lucien Menard's house. St. Johns On N. gable of F. Pinsonnault's house, St. Johns On N.E. corner of G.T.R. culvert. St. Johns Base of G.T.R. rail, centre of culvert, St. Johns Ill 10/ 96 107 •96 129 •2o 129 ■25 123 15 123 •15 122 48 122 •48 123 •75 123 •76 120 31 120 ■31 113 39 1 13 ■41 1 16 37 116 ■39 93 60 93 •63 93 56 93 • 59 101 101 oy 102 68 102 72 Kill 28 109 31 113 57 113 • 59 117 33 117 •35 130 42 130 • 45 131 12 131 15 131 99 132 02 131 84 131 • 87 129 92 129 95 132 17 132 20 132 06 132 09 134 64 134 67 145 88 145 92 141 07 141 11 137 06 137 10 139 51 139 55 139 26 139 30 128 61 128 65 161 74 161 7!t 1 :,i i 06 150 12 157 44 157 50 146 41 146 47 149 85 149 91 145 79 145 85 105 80 105 87 109 54 109 61 97 04 97 11 97 03 97 10 1,-kN 13 158 19 150 41 150 48 149- 82 149 89 160 1 s 160 25 152 20 152 28 151 96 152 04 149 09 149 17 144 81 144 90 141- 72 141 ■ 81 141 58 141 67 141- 74 141 83 141- 69 141- 78 107- 58 107- 68 117- 81 117- 93 110- 76 110- v.t 119- 28 119- 40 124- 58 124- 70 112 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Rouses' Point to Cornwall, &c. — Complete List of Bench Marks, &e. — Continued. DCXI. On S.W. corner of G.T.R. culvert. St. John? Base of G.T.R. rail, centre of culvert. St. .Johns Base of G.T.R. rail at road crossing, St. Johns DCXII. On N. base of G.T.R. tank. St. Johns B.W. 'C Top of bronze cap of bench well "C, ' St. Johns Cavity in bronze cap of bench well 'C Base of G.T.R. rail, W. side of St. Johns station Base of O.T.I?, rail. E. side of St. Johns station III. On S. gable of Montgomery's house. St. Johns DXCVII. On W. curved wall of lock I, St. Johns I. On N.E. corner of T. Nolin's house, St. Johns 633 +On granolithic pavement, N.W. end of G.T.R. station Base of G.T.R. raii. crossing of St. John street Base of G.T.R. rail, crossing of Bernier St Base of C.P.R. rail at St. Johns station Base of G.T.R. rail at C.P.R. crossing. St. Johns Base of G.T.R. rail, centre of culvert 423 feet N. of mile 26.. DXCVI. On E. end of S. wall, culvert 423 feet N. of mile 26 Base of rail crossing 400 feet N. of mile 24*.. . . . Base of rail centre of culvert 575 feet N. of mile 22 DXCV. On S. end of N. abutment culvert 575 feet X. of mile 22 Base of rail crossing 625 feet N. of mile 22.. Base of rail centre of culvert 565 feet S. of mile 21 DXCIV. On W. end of N. wall of culvert 565 feet S. of mile 21 Base of G.T.R. rail, Lacadie station Base of G.T.R. rail, Lacadie station crossing Base of G.T.R. rail, centre of bridge over Lacadie river DXCTII On W. end of N. abutment, bridge over Lacadie river Base of G.T.R. rail, crossing 445 feet S. of mile 19* Base of G.T.R. rail, culvert 280 feet N. of mile 17* DXCII. On E. end of S. wall, culvert 2S0 feet N. of mile 17* Base of rail crossing, 850 feet N. of mile 17 Base of rail crossing. 1.000 feet N. of mile 16 Base of rail, centre of culvert, 875 feet S. of mile 14 DXCI On E. end of S. wall, culvert 875 feet S. of mile 14 Base of G.T.R. rail, centre of culvert, 216 feet N. of mile 13*. DXC. On W. end of N. abutment of culvert. 216 feet N. of mile 13*. Base of rail, centre of culvert. 1.570 feet N. of mile 13 DLXXXIX On E. abutment of culvert. 1.570 feet X. of mile 13 Base of G.T.R. rail, at crossing, 1.335 feet S. of mile 12 Base of G.T.R. rail at Brosseau station Base of G.T.R. rail at crossing, 1.320 feet E. of mile 11* Base of G.T.R. rail opposite B.M. DLXXXVIIP, Brosseau. . . DLXXXVIII On E. end of S. wall of culvert. 1.125 feet N. of mile 10*. . . . Base of G.T.R. rail opposite B.M. DLXXXVII DLXXXVII On W. end of S. wall of culvert. 270 feet S. of mile 9*. Brosseau. Base of G.T.R. rail, opposite B.M. 632. St. Lambert 632 +On boulder 17 feet W. of track. 100 feet N. of mile 8 Base of G.T.R. rail, centre of crossing Victoria St DLXXXVI On W. abutment of G.T.R. crossing of Victoria street Base of G.T.R. rail at St. Lambert station Base of G.T.R. rail, centre of overhead crossing, Lapriarie Rd. CXLI. On W. wall of subway under G.T.R.. Laprairie Rd 631 ' | + On stone base of steel arch. St. Lambert end. Victoria bridge. DLXXXV. On stone base of steel arch. St. Lambert end, Victoria bridge. 630 On S. stone, first steel arch, entrance to Victoria bridge L. On S. end of E. face of Longueuil ferry subway M*. On S. end of E. face of Beaudry St. subway N. On S.E. corner of Montreal Custom House O. On front of Montreal Examining Warehouse 638 +On coping E. side of old lock. Lachine Canal 637 On coping E. side of new lock, Lachine Canal 636 +On coping S. side of Windmill Pt. basin 635 + On coping S. side of WTindmill Pt. basin DLXXXIV On S. stone, first steel arch, entrance to Victoria bridge Base of G.T.R. rail at Pt. St. Charles station, Montreal Base of G.T.R. rail at Herbernia St. crossing. Montreal Base of G.T.R. rail at Charlevoix St. crossing, Montreal Floor level, centre of Curran bridge, Montreal DC. On W. end of S. abutment of Curran bridge, Montreal 634 +On E. end of S. coping of lock 3, Montreal DCXIX. On E. end of S. abutment of St. Gabriel bridge, Montreal... . Floor level of St. Gabriel St. bridge over canal. Montreal. . DXCVII I. On S. abutment of Brewster bridge over canal, Montreal Floor level of Brewster bridge over canal, Montreal DI.XXXIII. On W. side of G.T.R. bridge over canal. Montreal 629 +On lower end of S. coping of lock 4, Montreal DLXXXII. On guard wall S. end of Cote St. Paul bridge, Montreal 62S +On guard wall S. end of Cote St. Paul bridge. Montreal. . . . 104- 66 104- 78 107- 57 107- 69 105- 1 1 105- 23 123- 73 123- 85 101 • 76 101 • s9 101 • 74 101 • 87 120- 63 120- 75 120- 20 120- 32 11(5- 80 116- 92 96- 4") 96* 59 106- -!7 106- 41 121 • 57 121 • 69 117- 38 117* 51 110- 48 1 10- 61 116- 36 1 16- 50 113- 97 114- 10 114- 63 1 14 • 76 107 :;7 107- 50 131 ■ 90 132- 04 126 7;; 126 88 120 67 120 82 126 80 126 95 123 23 123 38 11S 38 118 53 116 87 117 03 116 76 116 92 1 16 17 1 16 33 110 37 110 53 120 22 120 38 109 in 109 27 104 13 104 30 94 10 94 27 77 03 77 21 54 26 54 45 49 38 49 57 51 19 51 38 44 29 44 4-. 51 48 51 68 48 82 49 02 53 11 53 31 59 05 59 25 60 41 60 61 62 29 62 50 58 15 58 36 61 75 61 96- 58 36 58 57 62 17 62 39 61 22 61 44 69 20 69 4i 71 96 72 19 73 95 74 18 66 12 66 ■35 49 38 49 61 68 •38 68 •61 67 55 67 •78 67 •97 68 ■ 21 37 •76 38 •02 41 ■27 41 •52 49 •03 49 ■28 48 •98 49 •23 36 •94 37 •19 36 •46 36 •71 41 •97 42 • 22 42 •00 42 •25 67 •18 67 •42 52 •54 52 •79 49 •85 50 •10 51 •76 52 •01 55 •88 56 •14 54 •63 54 •90 58 •61 58 •87 63 •51 63 •76 63 •58 63 •84 64 •24 64 •49 65 •07 65 • 32 61 •47 61 •72 67 •58 67 •84 72 •74 73 • nil 72-08 72 •34 ii GEORGIA?/ BAY SHIP CANAL 113 SESSIONAL PAPER No. 19a Rouses' Point to Cornwall, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted Road level S. end of Cote St. Paul bridge. Montreal 627 4- On boulder S. si le of Lachine canal, Montreal 626 + 0n boulder S. side of Lachine canal. Montreal 625 ! +On boulder S. side of Lachine canal. Montreal DLXXXI. On W, side of S. pier of C.P.R. bridge over canal, Lachine. . Base of C.P.R. rail at Higiilan Is station, Lachine Base of C.P.R. rail at overhead crossing. Lachine CCCXCIII. On W. side of first pier of C.P.R. bridge at Lachine Lower Lachine road level opposite tollgate 535 |+0n coping of new lock 5, Lachine, P.Q 536 + 0n coping of old lock 5, Lachine. P.Q CCCXCIV. On E. en I of stone front of R.C. church, Lachine, P.Q OCCXCV. On W. side of post office. Lachine, P.Q Base of G'.T.tt. rail at Lachine wharf station 536 V Brass hea led nail on Lachine wharf Base of G.T.R. rail at Lachine station 536} S.W. corner of G.T.R. culvert Base of G.T.R. rail, centre of culvert, Lachine. P.Q CCCXCVL On S.E. corner of McRea's double house, Lachine, P.Q CCCXCVII. On N.W. corner of Fulton's brick house, Lachine, P.Q 537 On root of elm tree, foot of avenue to Dorval R.C. church. . CCCXCVni. On rear corner of \V. face of Dorval R.C. church 53S Brass headed nail on root of elm tree opposite Houde's house. CC< 'XCIX. On VV. face of A. G. Legault's residence. Dorval CCCC. On W. face of Leon Denis' residence, Yalois, P.Q Base of C.P.R. rail at Valois station crossing Base of G.T.R. rail at Valois station crossing CCCCI. On S. face of G.T.R., arched culvert, Valois, P.Q CCCCII. On S.E. corner of T. Legault's house, Pte. Claire 539 Brass headed nail on Pte. Claire wharf CCCCIII. On S.E. corner of Pte. Claire R.C. church CCCCIV. On S.E. corner of priest's residence. Pte. Claire CCCCV. On W. face of Alfred Dagenais' residence, Pte. Claire CCCCVL On S.E. face of John Angeh's residence, Pte. Claire C0CCV1I. On E. face of Judge Ouimet's residence. Ste. Anne de Bellevue CCCC VIII. On W. face of H. Lanctot's house, Ste. Anne de Bellevue. . . . Base of G.T.R. rail at Ste. Anne de Bellevue station Base of C.P.R. rail at Ste Anne de Bellevue station Peak of E. abutment of CP.R. bridge over Ottawa river Base of C.P.R. rail, centre of bridge over Ottawa river Base of G.T.R. rail, centre of bridge over Ottawa river CCCCXII. On coping N.E. corner of G.T.R. bridge over Ottawa river. . . 540 Brass headed nail, S.E. corner of Lalonde's wharf CCCCTX. On E. face of first pier of G.T.R. bridge over Ottawa river. . . OCCCX. On N.W. face of priest's house. Ste. Anne de Bellevue CCCCXI. On S.W. corner of R.C. church, Ste. Anns de Bellevue 541 On S.W. corner of new lock, Ste. Anne de Bellevue 541 i On S.W. corner of new lock. Ste. Anne de Bellevue Upper sill of new lock, Ste. Anne de Bellevue I^ower sill of new lock, Ste. Anne de Bellevue Lower sill of old lock, Ste. Anne de Bellevue 541V Brass headed nail on end of pier, entrance to locks Base of C.P.R. rail. W. end of bridge over Ottawa river CCCCXIII. iOn NT. face of W. abutment of O.T.R. bri Ige on He Perrot. . Base of G.T.R. rail, centre of bridge, on He Perrot Base of C.P.R. rail, centre of bridge, on He Perrot CCCCXIV. On S. end of E. abutment of G. T. R. bridge at Vaudreuil. . . Base of G.T.R. rail, E. end of G. T. R. bridge at Vaudreuil . . Base of G.T.R. rail, centre of G.T.R. bridge, at Vaudreuil Base of G.T.R. rail. W. end of G.T.R. bridge at Vaudreuil. . CCCCXV. On S. end of west abutment of G.T.R. bridge at Vaudreuil . . Base of C.P.R. rail at Vaudreuil station Base of G.T.R. rail at Vaudreuil station I Base of G.T.R. rail at Vaudreuil village crossing CCCCXVI IOn S.W. corner of Foster's house, road to Cascades Coping, end of long pier, lower entrance to Soulanges canal . . Coping, end of light house pier, lower entrance to Soulanges canal CCCCXVII. On N. face of stairway wall of lock 1, Soulanges canal Coping opposite stairway wall of lock 1, Soulanges canal Coping opposite lower gates of lock 1, Soulanges canal Coping opposite upper gates of lock 1, Soulanges canal CCCCXVIII On N. face of stairway of lock 2, Soulanges canal Coping opposite stairway of lock 2, Soulanges canal Coping opposite lower gates of lock 2, Soulanges canal Coping opposite upper gates of lock 2. Soulanges canal CCCCXIX On N. face of stairway of lock 3, Soulanges canal iCoping opposite stairway of lock 3, Soulanges canal Coping opposite lower gates of lock 3, Soula iges canal 19a— 8 7 1 76 72 02 69 78 70, 04 71 2.5 7 1 50 71 23 7 1 . 50 74 53 74 81 1 15 (10 1 16 1 1 121 92 122 18 93 94 1 3 37 75 62 74 42 74 71 74 43 74 72 87 83 16 76 29 76 58 74 53 74 82 72 04 72 33 80 30 80 59 85 47 85 77 86 08 86 38 79 18 79 49 76 67 76 97 82 03 82 34 93 53 93 s". 83 40 83 7 i 83 56 83 87 82 38 82 70 89 10 89 1 -j 89 43 89 75 73 82 74 16 80 61 80 94 75 82 76 15 83 95 84 28 83 80 84 l :; 82 07 82 41 84 79 85 14 89 14 79 91 80 28 121 19 121 54 114 07 118 07 1 1 1 66 112 03 111 05 111 43 110 30 110 68 105 49 105 >,7 7*} 7A 74 1 Q !S 1 S.5 82 — _ § § 75 89 12 So 69 87 ( iti 81 45 81 81 45 81 82 59 57 59 94 57 66 58 03 60 66 61 03 97 78 34 i (V; 19 106 57 91 96 92 33 96 24 96 62 94 79 95 17 91 89 92 27 93 12 93 51 91 53 91 92 89 51 89 96 88 24 88 61 86 07 86 40 84 76 85 09 84 54 84 87 84 66 85 05 79 52 79 90 79 31 79 69 80 55 SO 93 78 51 78 89 92 97 93 35 92 96 93 34 95 37 95 75 92 96 93 34 1 16 45 116 S3 116 46 116 84 119 76 120 14 116 39 116 77 139 93 140 31 114 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Rouses' Poinl t<> Cornwall, &e. — Complete List of Bench Marks, &c. — Continued. Elevations. Bench Marks. Location and Description. Instrumental. Adjusted. Coping opposite upper gates of lock 3. Soulanges canal CC'CCXX. (On N. face of stone block, lower side of bridge, Soulanges canal Mooring, centre of bridge over Soulanges canal, St. Antoine road 542 +On coping, upper end of N. abutment of bridge over canal CCCCXXI On N. face of stairway of lock 4, Soulanges canal ('oping opposite stairway of lock 4, Soulanges canal jCoping opposite lower gates of lock 4. Soulanges canal Coping opposite upper gates of lock 4. Soulanges canal ] Coping opposite upper gates north of lock 4. Soulanges canal . ('('(VXXII. On K. fa'-e of N. abutment of canal bridge at St. Fereol road. . flooring centre of Soulanges canal bridge at St. Fereol road . f'CCCXXIII. !On N.W. corner of Cedars R. C. church ! Top step, opposite main entrance to Cedars R. C. church. . . . OCCCXXIV. On E. face of N. abutment of canal bridge at St. Dominique road , Flooring centre of Soulanges canal bridge at St. Dominique road 543 +On stone step of building opposite canal electric power1 house CCCCXXV. On E. face of N. abutment of canal bridge at Emmanuel road. f looring, centre of Soulanges canal bridge at Emmanuel road. CCCCXXVI. On E. face of N. abutment of canal bridge at River Rouge road. looring, centre of Soulanges canal bridge at River Rouge road 544 Iron bolt, rear end of Coteau du Lac R.C. church 545 Top step, opposite main entrance to Coteau du Lac church . CCOCXXVII. On stone front of Coteau du Lac R.C. church ( CCCXXVIII. On E. face of G.T.R. overhead of road along N. side of canal. 546 Iron bolt on W. face of overhead crossing of road N. side of canal CCCCXXIX. On stone block, lower end of bridge over canal 547 Iron bolt. W. face of G.T.R. overhead crossing S. of canal. . . Rase of rail, crossing 3 miles E. of Coteau station 624 On W. coping of S. abutment of highway bridge over Delisle river DLXXIX. On W. face of S. abutment of highway bridge over Delisle river [Base of rail rear of Coteau station Base of rail at Coteau station Base of rail junction of branch to Ottawa DLXXVIII. On S. end of E. abutment bridge 600 feet E. of St. Zotique station 623 Base of rail, N. end of W. abutment bridge 600 feet E. of St. Zotique station Base of rail, centre of bridge, 600 feet E. of St. Zotique station Bas? of rail at St. Zotique station crossing Base of rail at St. Zotique station I Base of rail first crossing W. of St. Zotique station Base of rail at River Beaudette station Base of rail main crossing River Beaudette 622 +On S. end of E. abutment, bridge over River Beaudette. . . I Base of rail, centre of bridge over River Beaudette DLXXVII. |On S. face of W. abutment, bridge over River Beaudette Base of rail at first crossing W. of River Beaudette Base of rail at second crossing W. of River Beaudette Base of rail centre bridge over Woods creek D I. XXVI. On S. face of W. abutment, bridge over Woods creek Base of (i.T.R. rail, third crossing W. of River Beaudette. . . Centre of bridge, Sutherland creek DLXXV. On W. en I of W. abutment of bridge Sutherland creek 621* W. peak of S. coping of culvert, 800 feet W. of mile 48 Base of rail, centre of culvert. 800 feet W. of mile 48 DLXXIV. On S. en 1 of W. wall of culvert. 800 feet W. of mile 48 Base of G.T.R. rail, opposite B.M. DLXXIII Base of G.T.R. rail at Bainsville station DLXXIII. On S. end of W. wall of culvert 140 feet E. of mile 50i Base of rail, centre of culvert. E. of mile 51$ DLXXII. On W. wall of culvert. 1.075 feet E. of mile 5H Base of G.T.R. rail, first crossing, E. of Lancaster station... . Base of G.T.R. rail at Main street crossing Base of G.T.R. rail, opposite Lancaster station DI XXI. On N.E. rorner of Lancaster station 621 ij Top of plinth course N.W. corner of Lancaster station Base < f rail, first crossing W. of Lancaster station DI XX. On S. en I of W. abutment of bridge over Black river 6213 +On S.iT. coping of G.T.R. bridge over Black river Base of G.'J .R. rail, centre of bridge over Black river Base of G.T.R. rail at road crossing, Summerstown Base of G.T.R. rail at road crossing. Summerstown Base of G.T.R. rail at road crossing. Summerstown 1 39 • S9 140 ■ 97 1 40 * 70 141 • OS 144- 56 144- 93 141- 69 142- 06 14'^ 02 1 4*^ 39 1 39 > 3 1 40 9Q 85 1 5o 22 1 57 81 1 1 5f. 1 57 76 158- 13 1 56 86 1 57 22 1 60 • 79 161 • 1 5 1 58 39 1 58 156 7 s 157 14 156 81 157 16 160 77 161 12 ] 5S 35 158 70 1 56 53 156 87 160 S7 161 21 1 57 41 157 75 1 61 IS 161 52 156 02 1 56 35 1 o t 1 '' 1 57 45 1 5 s 15fl 81 1 tj< i 85 161 17 1 59 a a 159 76 1 5v 90 159 21 158 40 loo 71 156 43 7 A 53 159 85 lo9 50 \ 59 82 1 59 40 159 72 - lo4 6o 1 o4 Q7 lo8 41 15S 73 1 59 1 2 159 aa 1 . iS 78 1 59 10 1 58 74 159 06 161 69 1 (12 00 167 9S i-S 29 169 71 1 1 0 02 172 41 1 72 1 72 14 172 45 1 69 45 169 76 173 78 174 09 167 51 167 S2 165 56 165 86 162 29 162 59 167 55 167 85 166 45 166 75 163 05 163 35 175 23 175 53 175 22 175 52 169 17 169 47 164 77 165 07 17.; 06 173 36 159 27 159 57 163 •44 163 74 157 ■17 157 47 170 06 170 • 36 163 74 164 04 163 26 163 56 165 85 166 15 165 29 165 59 161 54 161 84 162 97 163 27 165 62 165 92 166 •37 166 •67 166 • 14 166 •44 168 •35 168 •65 169 •41 169 •71 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Rouses' Point to Cornwall, &c. — Complete List of Bench Marks, &c. — Concluded 115 6211 DLXIX. DLXVIII. 621 DLXVII. 620 DLXVI. 619* DLXV. DLXIV. 619i 619 V DLX1I. DLXXX. DLXI. ' 0. ' i > i.x nr. 619 'A ' ' H.' E. peak, S. coping, W. wall of culvert at mile 07 -2.. . Base of rail, centre of culvert, S70 feet W. of mile 57. On S.W. corner of culvert. 870 feet \V. of mile 57. . . . Base of rail, opposite B.M. DLXVIII On E. end of S. wall, culvert 1.050 feet E. of mile 58. Base of rail at crossing, Summerstown Base of rail at crossing. Summerstown + On boulder, N. of track, 65 feet E. of semaphore... Base of rail at street crossing Base of rail opposite Summerstown station Base of rail opposite B.M. DLXVII On boulder, N. of railway, 1,070 feet W. of mile 59J.. Base of rail at road crossing, Summerstown Base of rail at road crossing. Summerstown Base of rail, centre of culvert at mile 62-6 + S.W. corner of culvert at mile 62-6.. On W. end of S. face of culvert, opposite mile 63.. Base of rail, culvert S.W. coping of G.T. Base of G.T.R. rail, Base of G.T.R. rail. Base of rail opposite On S. end of E. wa! 'Base of G.T.R. rail, On E. end of S. face of Base of G.T.R. rail at Mr pposite mile 63. . culvert, mile 63 rossing Summerstown rossing Summerstown B.M. DLXV, Summerstown of culvert 225-4 feet E. of mile 65. pposite B.M. DLXIV T.R. culvert lborough St. crossing Base of G.T.R. rail at Marlborough St. crossing Base of G.T.R. rail opposite B.M. 619J E. peak, S. coping, W. wall of G.T.R. culvert Base of G.T.R. rail opposite Cornwall station On N. face of Cornwall stone station On S. face of Cornwall stone station Base of G.T.R. rail at Pill St. crossing. Cornwall Base of G.T.R. rail at road crossing, Cornwall Base of G.T.R. rail at road crossing. Base of G.T.R. rail opposite B.M. DLXXX On N.W. corner of G.T.R. culvert, near Junction Base of N.Y. & 0. Railway rail at Cornwall station junction. Base of N.Y. & O. Railway rail at Cornwall station crossing.. Base of N.Y. & O. Railway rail at Cornwall station crossing.. On N.E. face of first pier of N.Y. & O. Ry. bridge, Cornwall. . On upper course of N. wall of old lock 18, Cornwall Flooring, centre of bridge over canal at Augusta street Foot of stairway, leading of new lock 15, Cornwall + 0n lower end of N. wall of new lock 15, Cornwall On lower end of S. wall of new lock 15, Cornwall On lower end of S. wall of ol 1 look 15. Cornwall 169 95 170 25 169 58 169 88 L6 1 97 165 27 173 20 173 50 168 72 169 02 172 71 173 01 176 44 17b .'4 183 14 183 44 176 64 176 94 182 71 183 01 180 43 180 73 1 Ml 49 ISO 79 184 SO 185 10 176 63 176 93 176 11 J I6 41 174 72 175 02 177 92 178 22 181 43 181 73 180 S3 181 13 177 01 177 31 173 43 173 73 175 04 175 34 170 92 171 22 1S7 95 188 25 184 47 184 77 11U 40 191 70 189 59 189 89 187 62 187 92 187 71 188 01 192 17 192 47 194 55 194 85 194 17 194 47 192 OS 192 38 190 22 190 52 195 36 195 66 199 97 200 27 196 OS 116 38 201 23 201 53 216 32 216 62 218 83 219 13 165 36 165 66 1S7 98 188 28 184 42 184 72 159 50 159 80 166 55 167 15 166 73 167 03 162 59 162 89 116 HE I' A HTM EXT OE 1'lliLlC WORKS ii 7-8 EDWARD VII., A. 190& VAUDRETTIL TO NORTH BAY VIA RIGAUD, VANKLEEK HILL, OTTAWA, ARNPRIOR, RENFREW, PEMBROKE AND MAT TAW A. ccccxv ccccxxx. CCCCXXXI. 548 CCCCXXXI I. CCCCXXXIII. CCCCXXXIV. 549 ccccxxxv. CCCCXXXVI. CCCCXXXYII. 550 551 552 CCCCXXXVIII. 553 CCCCXXXIX. CCCCXL. CCCCXLI. CCCCXLII. CCCCL. CCCCLI. 560 On S. end of W. abutment, G.T.R. bridge over Ottawa river. Vaudreuil Base of G.T.R. rail, opposite B.M. CCCCXV ( In S.K. corner of bridge over brook, opposite Vaudreuil church Base of C.P.R. rail, centre of bridge, opposite Vaudreuil church On stone front of Vaudreuil R.C. church Base of C.P.R. rail at crossing Brass headed nail in elm root, 50 feet W. of track, J mile N. of the Cadieux station Base of C.P.R. rail, crossing, Como. P.Q On W. end of S. face of culvert, 1,000 feet S. of Como station. Base of C.P.R. rail, opposite B.M. CCCCXXXII Base of C.P.R. rail, opposite Como station Base of C.P.R. rail, msi On W. end of S. face of ( Base of C.P.R. rail, opr Base of C.P.R. rail, opf Base of C.P.R. rail, opf Base of C.P.R. rail, ma On N. end of S. face of Base of C.P.R. rail, opi Base of C.P.R. rail, opt Base of C.P.R. rail, opposit site Hudson t, 1.535 feet S. of Hudson station B.M. CCCCXXXIII Hudson station Hudson Heights station d crossing rt, one mile E. of Lavigne station. I B.M. CCCCXXXIV Lavigne station main road crossing ' Brass headed nail on elm root, second tree W. of track I On S. face of W. abutment of bridge 2 miles E. of Rigaud... . Base of rail, centre of bridge, 2 miles E. of Rigaud station. . . Base of C.P.R. rail, opposite Rigaud station I Base of C.P.R. rail, centre of bridge over Riv. a la Graisse. . . On S. face of W. abutment of bridge over Riv. a la Graisse.... On rear end N. side of Rigaud R.C. church Base of C.P.R. rail, junction of branch to Pte. Fortune Base «f C.P.R. rail, crossing on branch to Pte. Fortune + Gn !n.E. corner of culvert, 4-10 miles from Pte. Fortune junction Base of C.P.R. rail, opposite B.M. 550 4- On N.E. corner of culvert, 4-8 miles from Pte. Fortune junction Base of C.P.R. rail, opposite B.M. 5.51 Brass headed nail on S.W. root of tree, 1,650 feet E. of Pte. Fortune station.. . . . Base of C.P.R. rail at Pte. Fortune station On centre of E. foundation of Pte. Fortune post office Brass headed nail on S.W. corner of Pte. Fortune post office wharf Base of C.P.R. rail crossing. 2J miles W. of Rigaud bridge. . Base of C.P.R. rail, crossing boundary between Quebec and Ontario Rase of C.P.R. rail, crossing one mile E. of St. Eugene Base of C.P.R. rail at St. Eugene station Base of C.P.R. rail, centre of St. Eugene station culvert. . . . On S. end of W. wall of St. Eugene station culvert Under bay window of priest's residence. St. Eugene On N.E. corner stone front of St. Eugene R.C. church Base of C.P.R. crossing On S. end of VV. face of culvert. 3 miles W. of St. Eugene station Base of C.P.R. rail, centre of culvert W. of St. Eugene station. On E. end of W. face of culvert, 3 miles \V. of St. Eugene station Base of C.P.R. rail first crossing E. of station Base of C.P.R. rail at Stardale station Base of C.P.R. rail at Stardale station crossing Base of C.P.R. rail, centre of culvert, marked 31-8 miles On S. side of E. abutment of culvert along C.P.R., marked 31-8 miles On centre of W. side of Hawkesburv R.C. church Base of G.T.R. rai' at G.T.R, station. Hawkesburv Base of G.T.R. rail. Main street crossing, Hawkesbury On N.E. corner of culvert near junction of G.N.R Base of G.T.R. rail, crossing of Morris lane, Hawkesbury. . . . Base of G.T.R. rail crossing, branch to Hawkesbury Base of G.T.R. rail crossing, branch to Hawkesbury Base of G.T.R. rail crossing, branch to Hawkesbury Base of C.P.R. rail, crossing of G.T.R. to Hawkesbury 88- 30 88- 61 89- 89- 89 84- 55 84- S.N 86- 57 86- ,X.X 86- .">.") 86- 89 94- 09 94- 40 94- 34 94- 69 90 . 19 90- 50 87- 58 87- 93 89- 53 89- 85 99- 30 99- 62 113- 61 113 94 97- 96 98 31 Kin 23 100 55 91 57 91 90 87- 92 88 24 98 37 98 69 87 16 87 5» 90 i;\ 91 01 105 64 105 97 103 97 104 30 103 43 103 SO 98 53 98 89 99 41 99 75 103 90 104 24 104 20 104 54 99 37 99 74 108 74 109 11 106 81 107 15 122 17 122 52 98 90 99 29 105 49 105 84 92 03 92 41 92 20 92 55 126 06 126 44 1 23 57 123 93 83 73 84 13 80 41 80 ■81 147 29 147 ■64 171 77 172 •12 182 92 183 2.x ISO •90 181 ■27 180 •82 181 •19 177 •44 177 •84 190 •43 190 •82 191 •54 191 ■94 184 •19 184 ■ 55 226 •43 226 82 232 •06 232 •42 226 •43 226 ■S2 259 00 259 •38 290 •39 290 •77 290 •88 291 • 26 250 •56 250 •97 247 •98 24S •38 147 •92 148 •34 142 •95 143 •34 143 •81 144 •20 159 •36 159 •78 180 ■88 181 •28 1S3 •00 183 •39 241 •29 241 •67 258 •37 258 •75 263 •84 264 •27 ii GEORGIAN BAY SHIP CANAL 117 •SESSIONAL PAPER No. 19a Vaudreuil to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks Location and Description. Elevations. Instrumental. Adjusted. 559 Brass headed nail on elm tree. 100 feet S. of C.P.R. and 150 feet E. of G.T.R Base of rail at crossing of G.T.R. railway to Hawkesbury. . . . Base of rail at Vankleek Hill crossing Base of rail at Vankleek Hill station Base of rail, third crossing. E. of McAlpin's station Base of rail, second crossing E. of McAlpin's station CCCCXLIX. On N.E. corner of McAlpin's post office [Base of rail at McAlpin's station Base of rail at second crossing E. of Caledonia Springs, Base of rail, first crossing E. of Caledonia Springs CCCCXLVTII. On S. end, E. abutment of culvert marked 39-33 miles Base of C.P.R. rail, centre of culvert, marked 39-33 miles.. . . Base of C.P.R. rail at Caledonia Springs station CCCCXLVII. On N. face of post office, Caledonia Springs Base of C.P.R. rail, crossing Caledonia Springs Base of C.P.R. rail, centre of trestle, Caledonia Springs Base of C.P.R. rail at crossing, Caledonia Springs 558 Brass headed nail, centre of culvert, marked 43 miles Base of rail, crossing opposite peat factory Base of rail, crossing Base of rail at Alfred station Base of rail, first crossing W. of Alfred station Base of rail, second crossing W. of Alfred station Base of rail, third crossing E. of Plantagenet station Base of rail, second crossing, E. of Plantagenet station CCCCXLYL On N. face, E. abutment, bridge over S. Nation river Base of C.P.R. rail, centre of bridge over S. Nation river CCCCXLV. On S. face, N. abutment, bridge over S. Nation river 'Base of C.P.R. rail at Plantagenet crossing I Base of C.P.R. rail at Plantagenet station 557 On N.E. corner of bridge, marked 51-3 miles Base of C.P.R. rail, centre of bridge, marked 51-3 miles Base of C.P.R. rail crossing, Plantagenet 556 Brass headed nail, centre of wooden bridge, marked 54-2 miles. Base of C.P.R. rail at crossing, Pendleton Base of C.P.R. rail at crossing. Pendleton Base of C.P.R. rail at Pendleton station crossing Base of C.P.R. rail at Pendleton station crossing Base of C.P.R. rail, fifth crossing, E. of The Brook station. . . 'CCCCXLIV. On S. face of E. abutment of culvert, marked 57 miles Base of C.P.R. rail, centre of culvert, marked 57 miles Base of C.P.R. rail, fourth 'Tossing, E. of The Brook station. 555 Brass headed nail, N. side of E. end of trestle over The Brook Base of C.P.R. rail, centre of hrldge over The Brook Base of C.P.R. rail, third crossing E. of The Brook station. . . Base of C.P.R. rail, second crossing E. of The Brook station . Base of C.P.R. rail at The Brook crossing •CCCCXLIII. Under first window, N. side of The Brook R.C. church 554 Brass headed nail on W. root of tree, 75 feet S. of track. The Brook crossing Base of C.P.R. rail, opposite The Brook station Rase of C.P.R. rail, first crossing. W. of The Brook station. . Base of C.P.R. rail, second crossing, W. of The Brook station Base of C.P.R. rail, third crossing, W. of The Brook station Base of C.P.R. rail, fourth crossing, W. of The Brook station CCCCLII. On N. end of E. wall of culvert on C.P.R., marked 64- 1 miles. Base of C.P.R. rail, centre of culvert, marked 64-1 miles Base of C.P.R. rail, 5th crossing, W. of The Brook station.. . Base of C.P.R. rail at Hammond station Rase of C.P.R. rail, crossing of G.T.R. to Rockland Base of C.P.R. rail, first crossing W. of Hammond station.. . . Rase of C.P.R. rail, second crossing \V. of Hammond station. Rase of C.P.R. rail, third crossing W. of Hammond station . Base of C.P.R. rail, fourth crossing W. of Hammond station. Base of C.P.R. rail, fifth crossing W. of Hammond station. . . Base of C.P.R. rail at Leonard station [Base of C.P.R. rail at Leonard crossing •CCCCLIII. | On N.W. corner of Leonard county court house Base of C.P.R. rail, second crossing W. of Leonard station... . Base of C.P.R. rail, third crossing W. of Leonard station. . . . Base of C.P.R. rail, fourth crossing W. of Leonard station. . . Base of C.P.R. rail, fifth crossing W. of Leonard station. . . . Base of C.P.R. rail at Navan station Base of C.P.R. rail at Navan station crossing Base of C.P.R. rail, second crossing W. of Navan station. . . . Base of C.P.R. rail, third crossing W. of Navan station Base of C.P.R. rail, fourth crossing W. of Navan station . Base of C.".R. rail, fifth crossing \V. of Navan station ^61 • 21 261 * 263 ■ 90 264 • 97 270* 89 271 • ' *S 27 1 • 53 27 1 * 1 (*' 261 • 21 261 • 60 216- 25 ^16 ■ 63 2 2 '. . OQ 2*?3 . 69 22 1 ■ 79 222" 1 7 2 1 3 • 15 213 • 5o 1 ss 93 1 88 • 11 00 181 • 00 181 • 42 1 S3 183* ' 15 I gy !5.S 1 67 • 77 166 • SO 1 67 • 23 167 • 45 1 67 * S5 167 • 42 167 • 82 170" 72 171 • ] 3 172- 18 179. i\ ' 174 • 54 1 74* 95 178* 66 179 • 07 177 47 1 77 * Ss 1 77 • 79 178* 21 176 01 176* 43 1 74 54 174 • 95 198 42 198 83 168 59 169 05 169 73 170 16 165 2! 1 65 Mi 1 58 1 70 00 1 ti't 1 69 93 1 ti'.i 78 170 24 171 69 172 12 21 1 21 211 gj. 242 24 242 70 24 1 37 241 80 241 34 24 1 76 233 10 233 00 231 SO 232 23 217 12 217 OO 192 32 19'? -s 194 53 194 Ml 164 91 165 34 163 68 1 64 15 165 59 1 66 no 167 29 16* 74 180 07 1 80 206 51 206 aft ?09 210 31 212 15 212 00 214 78 23 215 58 216 1 12 211 92 21 2 37 213 63 214 08 210 67 21 1 12 206 66 207 15 211 44 211 90 218 •3S 218 •84 219 54 219 99 219 59 220 04 242-34 242 so 267 •70 268 • 16 274 22 274 68 273 66 274 ■13 276 54 277 01 271 ■64 272 ■ 10 271 •56 272 •03 271 38 271 N7 276 •49 276 95 276 •96 277 ■42 271 •21 271 •69 237 •95 238 •42 239 •97 240 •44 238 •6S 239 •15 235 •49 235 •96 234 •41 234 •89 229 •29 229 •77 230 •29 230 ■ 77 J 18 DEPARTMENT OF I'CBUC WiHtKS ii Vaudrei il i<> .\< 7-8 EDWARD VII., A. 1908 li B y, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. 561 GCCCLIV. CCCCLV. cccclviii, CCCCLIX. CCCCLVI. 562 01 II ICLVII. CCCCLXXIII. CCCCLVI. CCCCLXXII. ccccLxxr. CCCCLXX. CCCCLXIX. CCCCLIX. CCCCLXVIII. OCCCLXVII. CCCCLXVI. CCCCLXV. CCCCLXXIV. CCCCLXIII. CCCCLXII. CCCCLXI. 567 566 Base of C.P.R. rail at Blackburn station.. Base of C.P.R. rail at Blackbu m crossing. + On S.W. corner of culvert. 3} miles E ( Base of C.P.R. rail, third crossing E of Ri Base of C.P.R. rail, second crossing E of J Base of C.P.R. rail at crossing of St L & Base of C.P.R. rail at crossing E. side 'of On N. side of E. abutment, C.P.R. bridge Base of rail, centre of C.P.R. bridge over 1 Base of rail, centre of G.T.R. bridge over I On foot of E. face of W. abutment Laurie On W. side Under secoi Base of raii On N.E. co + On W. er [Foot of W. Zero of lock 1 Elevations. Instrumental ock 1 1. Ri anal river ideau river. auner bridge, Ottawa.. Is building, Ottawa.... Hall, Ottawa bridge, Ottawa. Rideau canal . . . leau canal Coping, E. end of lower gates of lock I, Rideau canal Coping, E. end of lower gates of lock 2, Rideau canal On shore end of E. face of lock 1, Rideau canal. Coping, E. end of lower gates of lock 3, Rideau canal Coping. E. end of lower gates of lock 4, Rideau canal Coping. E. end of lower gates of lock 5, Rideau canal Coping, E. end of lower gates of lock 6, Rideau canal Coping, E. end of lower gates of lock 7, Rideau canal Coping, E. end of lower gates of lock 8, Rideau canal Xopm^ E- end of upper gates of lock 8, Rideau canal On N.E. corner of W. pier of Dufferin bridge, Ottawa Base of C.P.R. rail, centre of Alexandra bridge. High water elevation of Hull concrete wharf.. Medium elevation of Hull concrete wharf 70 feet from S.W. corner of Hull concrete wharf Coping, W. shore end of Hull concrete wharf On E. abutment of C.P.R. crossing of E. Ry., Hull end oif Alexandra bridge On S.E. side of rear entrance to H Centre of Union bridge between Hi On E. end of N. abutment of bri lg< Under second window, S. side of Ci Between first and second window Ottawa. R . tttawa i Ottawa and Hull building, On W. side of entrance N. side of Water Works buiidine Ottawa. On S. side of private entrance Union station, Ottawa Base of C.P.R. rail at Union station, Ottawa Base of C.P.R. rail, centre of Prince of Wales bridge Ottawa On W. side of W. abutment, centre of Prince of Wales bridge' Ottawa Base of C.P.R. crossing, Chaudiere St], Ottawa.! '. Base of C.P.R. crossing, Centre street, Ottawa Base of C.P.R. crossing. Queen street, Ottawa... Base of C.P.R. crossino- On S. end of W. wall of culvert 1-7 miles W. of Ottawa Base of C.P.R. rail, centre of culvert, 1-7 miles W. of Ottawa Base of C.P.R. rail crossing, 1,500 feet V/. of Exchange Hotel Base of C.P.R. rail, centre of culvert, J mile E. of Britannia station On N. side of E. wall of G.T.R. culvert, j mile E of Britannia station On S.E corner of J. Whitton house, next to Britannia P.O. Base of C.P.R. rail, opposite post office crossing, Britannia Base of C.P.R. rail, opposite O.E. Ry, pier, Britannia On inner down stream, corner of O.E. Rv. pier, Britannia On inner up stream, corner of O.E. Rv. pier, Britannia Base of C.P.R, rail, second crossing E. of G.T.R. crossing.. Base of C.P.R. rail, first crossing E. of G.T.R. crossing Rase of C.P.R. rail, under G.T.R. crossing of C.P.R. . Base of G.T.R. rail, centre of overhead crossing of C.P R On S. side of W. wall of G.T.R. crossing of C P R On N. side of W. wall of G.T.R. crossing of C P R Base of G.T.R. rail, centre of trestle Base of G.T.R. rail, centre of trestle.. . Base of G.T.R. rail, sixth crossing E. of S. March' station.'.' Base of G.T.R. rail, fifth crossing E. of S. March station t entre of culvert, back of John Beattie's house On S.E. corner of culvert, back of John Beattie's house.! '. '. Hase of G.T.R. rail, fourth crossing E. of March station.. . . Base of G.T.R, rail, third crossing E. of March station Adjusted. 229-01 229 • 49 227-99 228-48 209 -S7 210-39 226-32 226-81 219-81 220-30 197-09 197-58 197-32 197-83 1 94 • 68 195-22 197-69 198-20 1 95 • 1 1 195-61 217-19 217-72 223-12 223-65 240-36 240-89 213-71 214-21 212-82 213-35 154* 14 154-68 135-18 135-72 122- 37 122-90 154-11 154-65 154-11 154-65 153-13 153-66 169-87 170-40 170 • 06 170-59 179-89 ltO-42 189-93 190-47 199-71 200-24 211-66 212-19 211-69 212-23 212-81 213-35 192-30 192-S5 146-56 147-07 140-85 141-35 146-56 147-09 147 • 01 147-52 174-01 174-54 177-71 17S-25 164-8.3 165-34 164-07 164-60 240-36 240-89 S38- 38 238-91 179-00 179-54 184-53 185-06 ISO- 93 181-43 190-78 191-28 1S5-35 185-89 185-45 185-96 198-78 199-30 202-87 203 • 33 214-56 215-08 200-24 200-79 205-73 206-25 216-98 217-49 192-19 192-71 190-35 190-89 203-19 203 • 74 202 -S5 203 • 38 202-35 ! 202 -G8 198-39 198-95 198-48 199-03 206 -S7 207 ■ 40 214-13 1 214-65 217-67 218-19 241-61 242-13 238-60 239-15 241-19 241-75 235-60 236- 13 219-51 220-03 219-78 220-30 219-84 220-36 242- 14 242-67 240-97 241-54 245-67 j 246-21 251-83 i 252-37 ii GEORGIAN BAT SHIP CANAL 119 SESSIONAL PAPER No. 19a Vaudreuil to North Bay, &c. — Complete List of Bench Marks, &e. — Continued, Bench Marks. Location and Description. Elevations. Instrumental. Adjusted. CCCCLX. CCCCLXXIV. 570 Base of G.T.R. rail, second crossing E. of March station Base of G.T.R. rail, first crossing B. of March station Base of G.T.R. rail, at South March station Base of G.T.R. rail, culvert, 700 feet \V. of S. March station.: 565 'On S.E. corner of G.T.R. culvert, 700 feet W. of S. March station Base of G.T.R. rail, first crossing, \V. of March station Base of G.T.R. rail, third crossing, E. of Carp station Base of G.T.R. rail, main road crossing. Carp station Base of G.T.R. rail, culvert 3 miles E. of Carp station 564 On S.E. corner of culvert 3 miles E. of Carp station Base of G.T.U. rail, centre of culvert. Carp Base of G.T.R. rail, first crossing E. of Carp station 563 Brass headed nail on S.E. corner of culvert 1.450 feet E. of Carp station Base of (!. L'. R. rail, centre of culvert. 1,450 ft. E. of Carp station |Base of G. T. R. rail, opposite Carp station Base of G. T. R. rail. 1st crossing VV. of Carp station ,Base of G. T. R. rail. 2nd crossing W. of Carp station [Base of G. T. R. rail, centre of culvert over Carp river On N. si te of E. abutment, G. T. K. culvert over Carp river.. Base of G. T. R. rail, Sri crossing \Vr. of Carp station lOn S. side of E. wall of culvert, 3 miles W. of Carp station. . Base of G. T. R. rail, centre of culvert, 3 miles W. of Carp I station |Base of (!. T. R. rail. 4th crossing W. of Carp station jBase of G. T. R. rail. 5th crossing W. of Carp station |On S.E. corner of G. T. R. culvert, 4 miles E. of Kinburn station. jBase of G. T. R. rail, opposite ben'-h mark 570 jBase of G. T. R. rail at Avon dale crossing ;Base of G. T. R. rail at Avondale station 571 On S.W. corner of culvert, 2-10 miles E. of Kinburn station. . Base of G. T. R. rail, opposite bench mark 571 [Base of G. T. R. rail, 1st crossing E. of Kinburn station Base of G. T. R. rail at Kinburn station Base of G. T. R. rail, at Kinburn crossing 572 On S.E. corner of G. T. R. culvert, 930 ft, W. of Kinburn station Base of G. T. R. rail, centre of culvert, 930 ft. W. of Kinburn station Base of G. T. R. rail, centre of culvert over large brook Base of G. T. R. rail, 2nd crossing W. of Kinburn station. . . . Base of G. T. R. rail 3rd crossing W. of Kinburn station. . . . 573 On N.E. corner of culvert, 2 miles W. of Kinburn station.. . . Base of G. T. R. rail, opposite bench mark 573 Base of G. T. R. rail, 4th crossing W. of Kinburn station. . . . Base of G. T. R. rail. 6th crossing \V of Kinburn station CCCCLXXV. On E. side of N. abutment of G. T. R. bri lge Mississippi river Centre of G. T. R. bridge over Mississippi river, Galetta CCCCLXXVI. On up stream end of S.vV. abutment, bridge over Mississippi river Centre of over head crossing of main road, Galetta Base of (i. T. R. rail at Galetta statio.i Base of G. T. R. rail at Galetta crossing Base of G. T. R. rail, 2nd crossing W. of Galetta station 574 On N.E. corner of culvert, li miles \V of Galetta station. . . . Base of G. T. R. rail at Marshall's Bay station Base of G. T. R. rail, 1st crossing W. of Marshall's Bay station Base of G. T. R. rail, 2nd crossing VV. of Marshall's Bay station Base of G. T. R. rail. 3rd crossing W. of Marshall's Bay station Base of G. T. R, rail, German street crossing, Arnprior Base of G. T. R. rail, Russell street crossing, Arnprior Base of G. T. R. rail, Daniel street crossing, Arnprior Base of G. T. R. rail. John street crossing. Arnprior jBase of C. P. R, rail. C. P. R. station, Arnprior CCCCLXXVII. On centre of W. end foundation, C. P. R. station, Arnprior Base of C. P. R. rail at crossing of G. T. R., Arnprior Base of C. P. R. rail, Norma street crossing. Arnprior Base of C. P. R. rail, town line crossing. Arnprior 575 On elm tree, close to C. P. R. W. fence, 5,575 ft. W. of C. P. R. station Base of C. P. R. rail, 3rd cross road W of Arnprior station. . . CCCCLXXVIII On N.E. corner of culvert, 54- 1 miles W. of Ottawa Base of C. P. R. rail, opposite bemh mark CCCCLXXVIII. . Base of C. P. R. rail, at Braeside crossing 257 •10 257 •64 273 • 86 274 • 40 2S3 . i2 283 • 66 2>;* . • 70 289 . 24 2<;6 • 68 287 • 24 320 ■ 05 320 • 59 33.S • 13 338 ■ 66 ! • 03 324 • 57 319 • 58 320 •12 317 • 96 318 • 53. 316 • 14 316 . 310 •51 311 •06. 309 •94 310 • 52 310 • 58 311 310 •31 310 307 •01 307 . 305 • K8 306 309 • 73 310 • 29 307 • 35 307 * 93 3 1 1 . §4 312 * 40 310 04 310 •62 312 87 O "I Q olo t. , 303 67 309 • 22 305 39 305 •94 303 28 303 • 86 303 97 304 • 53 305 87 orvfi 1 3 305 95 oUO 52 307 CO 3 OS 12 308 •DO 30S 90 314 30 314 87 311 53 312 0J 310 3S 310 J4 307 307 85 307 94 OUO oO 30 J n-J 308 7 1 21*7 97 313 55 o~ ~o 323 335 36 335 97 ooD 25 336 83 ooD 76 337 34 1 ft V* 311 47 290 93 291 53 2S9 96 290 54 290 13 290 73 289 96 290 53 292- 75 -yo 32 293- 66 294- 23 304- 08 304- 67 307- 28 307- 90 312- 17 312- 75 30S- 30 308- 89 313- 80 314- 39 310- 67 311- 25 292- 34 292- 93 293- 84 294- 42 295- 50 296- 03 297- 17 298- 05 29.X. 22 298- 82 300- 55 301- 17 300- 07 300- 67 300- 59 301- 18 301- 12 301- 71 29S- 32 29S- 95 299-33 299- 92 279. 37 280- 20 2M • 73 285- 33 27S- 58 1 279- 18 150 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 Vatjdreuil to North Bay, &c. — Complete* List of Bench Marks. &c. — Continued: Bench Marks. Location and Description. Elevations. Instrumental. Adjusted CCCCLXXIX. 582 coccnxxxvu. GCCCLXXXVI. 581 580 579 57 s (V(V LXXXY. UCCCLXXXIV OCCCLXXXIII. CCCCLXXXII. 577 576 CCCCLXXXI. CCCCLXXX CCCCLXXXVIII OCCCLXXXIX. Base of C. P. R. rail, at Braeside station On N.VV. face of culvert, 56-9 miles W. of Ottawa Ba«e of C. P. It. rail, opposite bench mark CCCCLXXIX. . . . On S.VV. corner, of culvert. 56-9 miles W. of Ottawa Base of C. P. It. rail, opposite bench mark 5S2. . Base of C. P. It. rail, at San 1 Point station On front of new brick BOhool, centre of Sand Point village.. . Base of C. P. It. rail, 1st crossing W. of Sand Point station. . Base of C. P. It. rail, 2nd crossing W. of Sand Point station.. Base of C. P. R. rail, 3rd crossing W. of San 1 Piont station. . Base of C. P. R. rail, opposite bench mark CCCCLXXXVI . . On W. end of N. face of culvert. 59-7 miles VV. of Ottawa. . . Base of C. P. R. rail, culvert. 60-6 miles W. of Ottawa On N.E. corner of culvert, 60-6 miles W. of Ottawa Base of C. P. R. rail, 1st crossing E. of Castleford station. . . . Base of C. P. It. rail, at Castleford station Base of C. P. R. rail, 1st crossing W. of Castleford station. . . Centre of C. P. R. bridge over brook W. of Castleford station. Bp.se «f C. P. R. rail, 2nd crossing W. of Castleford station.. . Base of C. P. R. rail, culvert 63-5 miles W. of Ottawa On N.E. corner of culvert 63-5 miles W. of Ottawa Base of C. P. R. rail, 4th crossing E. of Russell station Base of C. P. R. rail 3rd crossing E. of Russell station Base of C. P. R. rail, 2nd crossing E. of Russell station Base of C. P. R. rail, 1st crossing E. of Russell station Base of C. P. R., centre of culvert, 66-7 miles W. of Ottawa. On N.W. corner of culvert, 66-7 miles W. of Ottawa Base of C. P. R. rail, at Russell platform station Base of C. P. R. rail, 4th crossing E. of Renfrew station Base of C. P. R. rail, opposite bench mark 578 On N.W. corner of culvert, 68-5 miles W. of Ottawa Base of C. P. R. rail, 3rd crossing E. of Renfrew station. . . Base of C. P. R. rail, 2nd crossing E. of Renfrew station . . . Base of C. P. It. rail, street crossing, Renfrew station O.i N. base of C. P. R. tank, Renfrew station On E. end foundation of Renfrew station Base of C. P. R. rail, at Renfrew station Base of C. P. R. rail, crossing W. of Douglas street, Renfrew iase of C. P. R. rail, crossing of Monro street, Renfrew Base of C. P. It. rail, crossing of Main street, Renfrew Base of C. P. R. rail, crossing of Argyle street. Renfrew Base of C. P. It. rail, crossing E. of Douglas street, Renfrew. Base of C. P. R. rail, crossing Douglas street, Renfrew Base of C. P. R. rail, crossing W. of Douglas street, Renfrew On S. end of S. abutment bridge over Bonnechere river, Renfrew Centre of C. P. It. bridge over Bonnechere river On E. face of N. abutment, C. P. R. bridge over Bonnechere river Base of C. P. It. rail, 3rd crossing, E. of Eganville Junction. . Base of C. P. R. rail, opposite bench mark 577 On N.E. corner of culvert, 72-5 miles W. of Ottawa Base of C. P. R. rail, 2nd crossing E. of Eganville Junction. . Base of C. P. R. rail. 1st crossing E. of Eganville Junction.. . Base of C. P. It. rail, at Eganville Junction Base of C. P. It. rail, opposite bench mark 576 On N.W. corner of culvert, 74-6 miles W. of Ottawa Base of C. P. R. rail, 2nd crossing E. of Haley's station Base of C. P. R. rail, 1st crossing E. of Halev's station Base of C. P. R. rail, opposite bench mark CCCCLXXXI On E. face of C. P. R. culvert, 76-88 miles W. of Ottawa Base of C. P. R. rail, at Haley's station Base of C. P. R. rail. 1st crossing W. of Haley's station Base of C. P. R. rail, 2nd crossing W. of Halev's station Base of C. P. R. rail, opposite bench mark CCCCLXXX On E. face of C. P. R. culvert, 80-1 miles W. of Ottawa Base of C. P. R. rail, culvert, 80-1 miles W. of Ottawa On E. face of C. P. R. culvert, 81-1 miles W, of Ottawa. . . . Base of C. P. R. rail, culvert, 81-1 miles W. of Ottawa Base of C. P. R. rail, 3rd crossing W. of Haley's station Base of C. P. R. rail, 4th crossing W. of Haley's station Base of C. P. R. rail. 5th crossing W. of Haley's station On E. end of N. abutment of C. P. R. bridge over Gould's brook '. Base of C. P. R. rail, centre of C. P. R. bridge over Gould's brook Base of C. P. R. rail, 1st crossing, E. of Cobden station Base of C. P. R. rail, at Cobden station Base of C. P. R. rail, 1st crossing W. of Cobden station ^78 85 279 45 "'•14 81 265 1 1 'T 1 22 274 S3 273 1 2 273 75 275 j | 97A i 12 2Q4 82 n(\ - 6UO 43 267 07 267 t 1 ''•is 7fi , o OfiQ 36 2N7 1 6 . . 2S.S 13 '* v t HQ Uo 269 ■'- 270 53 26 1 1)2 262 56 251 22 °51 CO 2 51 1 07 9 en . 1 ) 99 I'.l 1 263 86 ORA - ' ' t 47 26 1 50 265 1 1 265 58 "^66 20 303 1 3 303 74 304 55 qa- ouo 16 303 S6 50 333 69 334 31 350 33 351 00 40 3 08 408 71 411' 11 409 74 409 77 410 40 40 3 54 20 415 06 14° 52 443 14 439 ion 38 439 21 439 86 1 \ \ 7j 445 33 44 1 49 12 418 3S i i r! 01 418 58 419 25 417 82 418 4 s 81 416 45 414 - •■> o — 415 15 41° uo 412 69 41(i Si) 406 45 40/ 09 402 i» 403 1 1 400 1 2 DO 399 19 ,$ss 69 38 s 1 2 388 76 3 s.) 34 386 00 400 so 401 44 403 99 404 62 403 27 403 93 405 20 405 83 403 81 404 44 405 02 405 66 431 40 432 04 431 1 2 it) 1 TO 441 66 442 30 511 80 512 44 515 39 516 03 511 56 512 23 528 63 529 28 526 49 527 15 519 23 519 88 517 87 518 53 509 50 510 19 517 87 518 53 507 46 503 14 511 57 512 23 507 68 503 33 496 4.3 497 13 499 55 500 20 474 47 475 17 477 06 477 72 474 •82 475 49 474 91 475 ■57 475 ■60 476 •27 ii GEORGIAN HAY SHIP CANAL 121 SESSIONAL PAPER No. 19a Yaudrecil to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted ccccxc. CCCCXCI. CCCCXCII. 583 584 585 CCCCXCI 1 1. CCCCXCIV. CCCCXCV. 586 5S6i ccccxcv j. diii. 593 DII. DI. D. 592 DIV. 691* 591 CCCCXC IX. 590 On E. face of C. P. II. culvert. 86-3 miles W. of Ottawa Base of C. P. R. rail, culvert. 86-3 miles W. of Ottawa On E. face of C. P. II. culvert. 87-2 miles W. of Ottawa Base of C. P. R. rail, culvert, 87-2 miles W. of Ottawa Base of C. P. R. rail. 2nd crossing W. of Cob len station On W. face of C. P. R. culvert. 89-4 miles W. of Ottawa Base of C. P. R. rail, culvert, 89-4 miles W. of Ottawa Base of C. P. K. rail 3rd crossing W. of Cob den station Base of C. P. R. rail, 4th crossing W. of of Cobden station. . . Base of C. P. K. rail 5th crossing W. of Cobden station Base of C.P.R. rail, Snake River crossing Base of C.P.R. rail. Snake River station On E. side of S. en 1 of C.P.R. bri lge over Snake river Centre of C.P.R. bridge over Snake river Base of C.P.R. rail, first crossing \V. of Snake River On end of C.P.R. culvert, 92-7 miles W. of Ottawa Base of C.P.R. rail, centre of culvert, 92-7 miles W. of Ottawa. Base of C.P.R. rail, second crossing W. of Snake River station On E. end of C.P.R. culvert, 93 -S miles W. of Ottawa Base of C.P.R. rail, culvert, 93-8 miles W. of Ottawa On W. end of S. wall of culvert, 94-7 miles W. of Ottawa.. . . Base of C.P.R. rail, culvert, 94-7 miles W. of Ottawa Base of C.P.R. rail at Graham station Base of C.P.R. rail, centre of bridge, over Muskrat river Base of C.P.R. rail, first crossing W. of Graham station On rock on E. side of track, 97-1 miles W. of Ottawa Base of C.P.R. rail opposite B.M. CCCCXCIV On E. face of C.P.R. culvert, 99 miles W. of Ottawa Base of C.P.R. rail, culvert, 99 miles W. of Ottawa Base of C.P.R. rail, government road crossing, Pembroke. . . . Base of C.P.R. rail, government road platform, Pembroke.. . . On W. end of C.P.R. culvert, 100-7 miles W. of Ottawa Base of C.P.R. rail, opposite B.M. 586 Base of C.P.R. rail, first crossing W, of government road stn. Base of C.P.R. rail, second crossing W. of govt, road station. Brass headed nail, 11 feet from lower en 1, inner edge of wharf. Base of C.P.R. rail, third crossing W. of govt, road station. . . Base of C.P.R. rail, fourth crossing W. of govt, road station. Base of C.P.R. rail, third crossing E. of Pembroke station. . . Base of C.P.R. rail, second crossing E. of Pembroke station. . Base of C.P.R. rail, first crossing E. of Pembroke station. . . . Base of C.P.R. rail at Pembroke station Under window, N. end of Pembroke stati jn On E. face of chimney of Pembroke water works building. . . On S. end of culvert, E. side of crossing E. of Petawawa. . . . Base of C.P.R. rail, thirteenth crossing E. of Petawawa Base of C.P.R. rail, twelfth crossing E. of Petawawa Base of C.P.R. rail, eleventh crossing E. of Petawawa Base of C.P.R. rail, culvert. 108-3 miles W. of Ottawa On S.W. corner of culvert, 10S-3 miles W. of Ottawa Base of C.P.R. rail, tenth crossing E. of Petawawa station. . . Base of C.P.R. rail, opposite B.M. DI On N. end of E. face of culvert. 100-2 miles W. of Ottawa. . Base of C.P.R. rail, ninth crossing E. of Petawawa station. . . Base of C.P.R. rail, eighth crossing E. of Petawawa station... Base of C.P.R. rail, seventh crossing E. of Petawawa station. Base of C.P.R. rail, 111-7 miles W. of Ottawa On N.W. face of culvert. 111-7 miles W. of Ottawa Base of C.P.R. rail, sixth crossing E. of Petawawa station.... Base of C.P.R. rail, fifth crossing E. of Petawawa station. . . . On S.W. corner of culvert, 112-75 miles W. of Ottawa Base of C.P.R. rail, fourth crossing E. of Petawawa station... Base of C.P.R. rail, third crossing E. of Petawawa station.... Base of C.P.R. rail, second crossing E. of Petawawa station. . Base of C.P.R. rail, road to Petawawa wharf Base of C.P.R. rail at Petawawa station On S. face of rocky point, near water's edge. 1,400 feet above wharf Brass headed nail, up stream front end of Petawawa wharf.. . Centre of C.P.R. culvert at road to Petawawa wharf On centre of E. end of culvert at road to Petawawa wharf. . . Base of C.P.R. rail, at crossing to Petawawa wharf Centre of C.P.R. bridge over Petawawa river On up stream end of W. abutment of bridge over Petawawa river Base of C.P.R. rail, fifth crossing E. of Thistle station Centre of C.P.R. culvert, 117-1 miles W. of Ottawa On S.W. corner of C.P.R. culvert, 117-1 miles W. of Ottawa. Base of C.P.R. rail, fourth crossing E. of Thistle station 472 86 473 55 477 99 478 66 452 74 453 45 458 72 459 39 I 19 87 450 54 427 31 428 02 431 27 431 95 433 26 433 93 441 76 442 41 434 70 435 :;7 423 61 424 29 423 05 423 ;:; 413 16 413 ss 1 1 16 415 85 433 05 433 73 444 30 445 01 444 .jl 445 20 435 16 435 s 1 434 73 435 1 1 435 36 436 04 418 78 419 19 424 28 424 97 Ii:, 53 416 21 415 67 416 36 119 00 419 70 429 56 430 29 427 91 428 61 440 62 441 35 442 00 44 _ 7u 421 27 442^ 83 122 14 421 '.17 385 55 3S6 29 :;n7 29 388 00 377 S3 378 54 381 91 382 61 371 22 371 96 3S2 31 383 01 :;7^ 76 379 10 379 37 380 09 379 26 379 98 380 32 3S1 04 380 18 :>so 89 382 29 383 04 :;77 45 378 19 39S 43 399 17 399 S3 400 54 414 14 414 86 437 72 438 43 430 14 430 86 409 02 409 77 427 77 428 48 447 98 448 71 440 07 440 s J 460 34 461 06 471 30 472 03 481 16 481 88 •4S1 92 482 65 467 03 467 79 4S2 10 482 82 4S1 34 482 07 484 21 484 96 484 59 485 32 477 18 477 91 474 46 475 19 468 61 469 35 466 61 467 34 383 47 384 24 37- 71 373 48 464 19 464 93 463 36 464 12 464 21 464 94 459 66 460 39 455 52 456 29 ls_' 36 483 09 483 44 484 17 483 06 483 83 483 45 484 17 122 DEPART 2J i: XT OF I'l liLIC WOh'KS 7-8 EDWARD VII., A. iy03 VaudreUIL to North Bay, &C. — Complete List of Bench Marks, ike. —Continued. Bench Marks. Location and Description 589 CCCCXCVIII. 588 587 CCCCXCVII. 594 595 596 DV. 597 DVI. 598 599 DVII. DVIII. 600 601 DIX. DXXI. DXX. DXIX. 603 DXVIII. DXVII. Base of C.P.R. rail, third crossing E. of Thistle station Base of C.P.R. rail, second crossing E. of Thistle station. . . Centre of C.P.R. culvert, 120-2 miles VV. of Ottawa On S.E. corner of culvert, 120-2 miles W. of Ottawa Bass of C.P.R. rail, first crossing E. of Thistle station Bass of C.P.R. rail, Thistle flag station Base of C.P.R. rail, opposite B.M. CCCCXCVIII On N. en 1 of E. face of culvert, 122-7 miles W. of Ottawa.. Has.' of C.P.R. rail, third crossing E. of Chalk River station. On S.W. corner, E. end of bridge over Chalk river. Base of C.P.R. rail Base of C.P.R. rail Base of C.P.R. rail, On S.W. corner of Base of C.P.R. rail Base of CP >f bridge Mllvi ul\ ippo r Chalk river . of Chalk River station. 25-3 miles W. of Ottawa s W. of Ottawa f Chalk River station.. . iver station On S.E. end. stone foundation of turntable. Chalk River. . . . Base of C.P.R. rail, crossing W. end of Chalk River yard On S.E. corner of C.P.R. culvert, 2- 16 miles N. of Chalk River station Rase of C.P.R. rail, opposite B.M. .594 Base of C.P.R. rail, crossing, 5 miles VV7. of Chalk River site Wvlie station t, 5-27 miles VV. of Chalk River site B.M. 595 of track, 100 feet W. of culvert. 6-42 Base of C.P.R On S.W. corner Base of C.P.R. i On boulder, 15 : miles W Base of C.P.R. r N.E f C fer . .jposite B.M. 596 On W. side of S. abutment of bridge over W. bran?h of Chalk river Base of rail, centre of bridge, over W. branch of Chalk river.. On N.W. corner of culvert, 8-91 miles W. of Chalk River. . . . Base of C.P.R. rail, opposite B.M. 597 Base of C.P.R. rail, opposite Bass Lake station On N.E. corner of culvert. 10-32 miles W. of Chalk River.. . . Base of C.P.R. rail, opposite B.M. DvT On 1 elder, close to N. rail, 12-32 miles W. of Chalk River. . Base of C.P.R. rail, opposite B.M. 593 On rock, S. side of gateway to McGee'a hotel, Moor Lake stn. Base of C.P.R. rail, opposite Moor Lake station On rock E. of track, 90 feet S. of mile 16, W. of Chalk River. Base of C.P.R. rail, opposite B.M. D\TI On S. end of VV. face of culvert, 19-06 miles W. of Chalk River. Base of C.P.R. rail, opposite B.M. DVIII Centre of overhead crossing, 21-12 miles VV. of Chalk River. On N.W. corner of overhead crossing 21-12 miles W. of Chalk River ; Base of C.P.R. rail third crossing E of Mackey station On S.E. corner of trestle over Mackey creek Base of C.P.R. rail, centre of trestle over Mackey creek Base of C.P.R. rail, second crossing E. of Mackey station. . . . Base of C.P.R. rail, first crossing E. of Mackey station Base of C.P.R. rail, opposite Mackev station On rock close to S. rail 300 feet S.E. of mile post 25 C.P.R. bench N of track marked (405-27) Ottawa river level, May 30, 1905 opposite B.M DIX Base of C.P.R. rn.il opposite B.M. DIX Brennan Lake level. May 30. 1905 Base of C.P.R. rail at RocklifTe station On rock, in N. fence line. 100 feet W. of C.P.R. station Rase of C.P.R. rail, at Rockliffe crossing C.P.R. bench, S. of track, marked (468-99) Centre of C.P.R. culvert, marked 29-27 miles J Base of rail, centre large culvert, marked 29- '9 mil°s On S. end of VV. wall of large culvert marked 29-89 milss. . .1 C.P.R. bench, marked (471-11) j Base of C.P.R. rail, opposite B.M. DXIX On rock, S. of track, 1,300 feet VV. of mile post 32 Base of C.P.R. rail, opposite B.M. 603. ! On rock. S. of track, 690 feet E. of culvert, 33-57 miles Base of C.P.R. rail, opposite B.M. DXVIII | On rock, S. of track, 545 feet W. of mile post 34 C.P.R. bench, S. of track, marked (542-50) ! C.P.R. bench. S. of track, marked (5S4-66) j Rase of C.P.R. rail, opposite B.M. DXVII On rock. N. of track, 1.500 feet E. of mile post 37 Base of C.P.R. rail, crossing E. of Bissett station Base of CjP.R. rail, opposite Bissett s ation j Base of C.P.R. rail, crossing at Bissett station I 498 •49 499-23 505 • 12 505-87 509 •84 510-59 509 • 16 509-93 505 •47 506-21 508 • 18 503-92 I'.i ! •93 495-68 490 •24 491-02 485 •52 486 • 28 483 • 1 1 483 • 90 4 Mi •52 4.V7-2'-! 4S6 •44 4S7-20 493 •84 494 • 59 493 •55 494 • 33 510 •76 511-52 522 •96 523-72 521 •45 522-23 517 •84 518-59 513 •45 514 • 25 516 ■36 517- 13 527 •64 52.>- 41 527 •75 523-53 525 ■21 526-02 527 •30 523-03 526 77 527-53 526 51 527 -2S 526 96 527-76 530 30 531-07 584 35 535-67 5; -.6 85 537-64 587 87 533-66 598 77 599-58 603 09 603-37 692 60 693-42 602 54 693-32 634 59 635-41 635 59 636-33 634 55 635-37 636 06 636-85 563 63 563-47 588 S7 589-67 523 88 524 • 63 522 05 522-5.8 472 94 473-76 443 13 443 ■ 93 442 6S 113.50 437 06 437-37 430 16 430-97 431 • 07 431 -88 427 53 423 • 38 427- 37 423-72 309- 57 400-42 424- 73 425-60 417- 13 417-98 475- 88 476-70 474- 17 475-02 478- 46 479-29 490- 58 49 t -44 184- 68 485-50 463- 09 46.S-SI2 464- 39 465-25 493- 79 ! 494-65 503- 35 509- 17 510- 00 510-S6 551 • 16 1 552-00 552- 56 553-43 563- 47 564-30 564- 03 j 564-89 565- 05 565-92 60S- 92 607 • 79 603- 18 1 604 • 02 604- 65 604-52 563- 52 564-37 543. 65 549-50 547- 65 1 54S-49 ii GEORGIAN BAY SHIP CAXAL 123 SESSIONAL PAPER No. 19a Vaudreuil to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Elevations. Bench Marks. Locution and Description. Instrumental. Adjusted. Centre of bridge over Bissett river, marker! 3S-48 miles .... 559 41 560 25 DXXV. On rock, at waters edge, foot of hill, ferrv to Quebec shore 450 64 451 51 604 On rock, E. sideof main road, 410 feet S.of road to Ottawa 613 21 614 08 Base of C.P.R. rail, main road crossin** Rissetts . 571 73 572 57 C.P.R. bench. N. of track, marked (552-59) 574 77 575 64 Rase of C.P.R. rail, opposite B.M DXVI. . 587 90 588 74 DXVI. On rock, N. of track, 36 feet W. of mile 39, W. of Chalk River 588 37 589 24 Centre of high trestle. 39-49 miles W. of Chalk River. 611 19 612 04 Base of C.P.R. rail, opposite B.M. DXV 646 17 647 01 DXV. On rock, N. of track, 440 feet W. of mile 40, W. of Chalk River. 646 18 647 05 Centre of C.P.R. culvert, 41 -7S miles W. of Chalk River 706 02 706 86 Base of C.P.R. rail, opposite B.M. DXIV 711 11 711 97 DXIV. On rock, N. of track. 117 feet E. of mile 42. W. of Chalk River 711 37 712 25 Centre of C.P.R. culvert, 42-13 miles W. of Chalk River. . . . 711 73 712 58 Centre of C.P.R. culvert, 42-55 miles W. of Chalk River. . . 712 21 713 07 Centre of C.P.R. culvert. 42- S3 miles W. of Chalk River... 720 65 721 51 Base of C.P.R. rail, opposite B.M. DXIII. . . . 719 85 720 71 dxih. On rock X. of track. 132 feet E. of mile 44, W. of Chalk River. 720 60 721 49 Centre of C.P.R. culvert 44-19 miles W. of Chalk River . 721 41 722 26 Base of C.P.R rail, opposite B.M DXII. 749 47 750 32 dxii. On rock, S. of track, 70 feet W. of mile post 45 . . 752 44 753 33 C.P.R. bench, S. of track, marked (723-73) 745 53 746 43 Base of C.P.R. rail, opposite B.M. 602.. . 698 31 699 18 602 On rock, S. of tra'-k, 345 feet W. of mile 47 from Chalk River. 698 68 699 58 Base of C.P.R. rad, opoosite B.M. DXI . 640 ?,2 641 19 DXI. On rock, N. of track, 720 feet W. of mile 48 from Chalk River. 643 Ml 644 69 C.P.R. bench, N of track, marked (610-641 632 .")."> 633 44 Centre of trestle, 50-37 miles W. of Chalk River station . 534 23 535 10 514 52 515 42 Base of C.P.R. rail, opposite Deux Rivieres station 519 11 519 99 DXXIV. On rock, foot of cliff, 500 feet below remains of Ranson's house. 454 44 455 35 605 On rock, mouth of Deux Rivieres. . . . 466 51 467 41 On rock, f mile down Ottawa from B.M. DX.. 471 86 472 77 504 75 505 66 Base of C.P.R. rail, opposite B.M DX, Deux Rivieres... 513 32 514 20 DX. On boulder, 10 feet N. of track, 38 feet E. of mile post 51.. . . 515 64 516 55 Base of C.P.R. rail first crossing W. of Deux Rivieres 497 93 498 SO DXXII. On rock, 8 feet N. of track. 51-55 miles W. of Chalk River 496 53 497 44 Base of C.P.R. rail, opposite B.M. DXXII 496 58 497 45 DXXIII. 501 32 502 22 Base of C.P.R. rail, opposite B.M. DXXIII 500 09 500 96 C.P.R. bench market (475-09) 496 87 497 77 Centre of C.P.R. bridge over brook, marked 54-02 miles. . . . 497 23 498 11 006 On boulder. 9 feet S. of track. 280 feet E. of mile 55 498 82 499 72 Base of C.P.R. rail, opposite B.M. 606 499 30 500 17 C.P.R. bench marked (487-19) 507 13 508 03 DXXV1. On rock. 8 feet S. of track, 180 feet E. of mile 56. 510 36 511 28 Base of C.P.R. rail, opposite B.M. DXXVI... 511 04 511 92 DXXVII. On rock 9 feet S of track 16 feet W of mile 57 510 43 511 34 508 40 509 29 DXXVIII. On boulder. 10 feet S. of track 525 feet W of mile 58 496 75 497 66 Base of C P R rail opposite B M DXXVIII 497 92 49S SO 607 On rock 20 feet V of track 1 800 feet W of mile 59 495 21 496 12 Base of C P R rail opposite B M 607 499 43 500 31 DXXIX. On boulder 30 feet S of track 125 feet E of mile 60 493 83 494 76 Base of C P R rail opposite B M DXXIX 495 48 496 38 Centre of C.P.R. bridge over brook, 61 -4S miles from Chalk 523 23 524 12 C P R bench marked (501-47) 523 29 524 21 528 46 529 35 DXXX. 531 i I 532 36 DXXXI. On boulder, 20 feet S. of track, 445 feet E. of mile 63 565 56 566 48 Base of C.P.R. rail, opposite B.M. DXXXI 566 55 567 44 C.P.R. ben-h, marked (547-32) 569 19 570 11 608 On rock, 6 feet N. of track, 485 feet W. of mile 64 556 31 557 25 Base of C.P.R. rail, opposite B.M. 608 557 12 55S 02 C.P.R. bench, marked (544-48) 566 35 567 27 DXXXII. On rock, S. of track, 135 feet W. of mile 66, from Chalk River 568 41 569 34 Base of C.P.R. rail, opposite B.M. DXXXII 567 03 567 94 DXXXIII. On rock, 8 feet N. of track. 126 feet E. of mile 68 56S 12 569 05 Base of C.P.R. rail, opposite B.M. DXXXIII 568 25 569 15 609 On rock, 8 feet N. of track, 645 feet W. of mile 69 600 73 601 67 Base of C.P.R. rail, opposite B.M. 609 601 17 602 09 DXXX IV. On rock, 10 feet S. of track, 510 feet E. of mile post 70 591 36 592 30 Base of C.P.R. rail, opposite B.M. DXXXIV 589 93 590 84 DXXXV. 563 59 564 54 Base of C.P.R. rail, opposite B.M. DXXXV 572 32 573 24 D XXXVI. On boulder, on Ontario shore of Ottawa river, opposite mile 70. 500 53 501 47 124 DEl'ARTM EST OF I'l HLIC WORKS ii 7-8 EDWARD VII., A. 1908 Vai DREUTL to North Bay, &c. — Complete List of Bench Marks, &c\ -Continued. Bench Murks. Location ami Description. Elevations. Instrumental. Adjusted DXXXVII. DXXXVIII. DXXXIX. 610 DXL. DXLI. DXLII. DXLIII. DLX. DLIX. DLVIII. DLVII. 618 DLVI. 617 DLV. DLIV. 616 DLIII. 615 DLII. Centre of C.P.R., overhead crossing of main road Base of C.P.R. rail, first crossing E. of Mattawa station C.F.R. bench, marked (544-91) Oil flat rock, opposite Mattawa station Base of rail, opposite Mattawa station Centre of C.P.R. trestle over brook and road, marked 73-13. Base of C.P.R. rail, second crossing \Y. of Mattawa station.. . On boulder, 25 feet S. of track, 1,130 feet W. of mile post 74. Base of C.P.R. rail, opposite B.M. DXXXVIII On rock, 15 feet S. of track, 485 feet W. of mile post 26 Base of C.P.R. rail, opposite B.M. DXXXIX C.P.R. bench, marked (610-111 On rock, 15 feet S. of track, 460 feet E. of mile post 77 Base of C.P.R. rail, opposite B.M. 610 On rock, 8 feet N. of track, 505 feet W. of mile post 78 Base of C.P.R. rail, opposite B.M. DXL Base of C.P.R. rail, W. end of Calvin siding crossing Base of C.P.R. rail, second crossing \V. of Calvin siding On rock, 15 feet N. of track, 600 feet E. of mile 80 Base of rail, opposite B.M. DXLI Base of rail, centre of culvert, 80-09 miles W. of Chalk River. Base of rail, centre of trestle, 80-54 miles W. of Chalk River. Base of rail, third crossing W. of Calvin siding On rock. 8 feet S. of track, 120 feet YV. of mile 83 Base of C.P.R. rail, opposite B.M. DXLII C.P.R. bench, marked (562-25) Centre of bridge over Amable du Fond river, 83-23 miles. . . . Base of rail, crossing, E. end of Eau Claire siding On rock, 3 feet X. of track, 1,280 feet E. of mile 84 Base of C.P.R. rail, opposite B.M. DXLIII C.P.R. bench, marked (565-37) Base of C.P.R. rail, opposite B.M. DXLIII Base of C.P.R. rail, opposite Eau Claire station Base of C.P.R. rail, opposite B.M. DLX On rock, 12 feet X. of track, 1,025 feet E. of mile post 86.. . . C.P.R. bench, marked (643-99) Centre of C.P.R. trestle, 86 -7S miles W. of Chalk River Base of C.P.R. rail, opposite B.M. DLIX On rock, 8 feet S. of track, 745 feet E. of mile 87 C.P.R. bench, marked (623-28) C.P.R. bench, marked (657-37) C.P.R. bench, marked (681-94) Base of rail, opposite B.M. DLVIII On rock, 8 feet S. of track, 2,800 feet E. of mile post 89 Base of C.P.R. rail, opposite B.M. DLVII On rock. 12 feet N. of track, 1,930 feet W. of mile 90 Base of C.P.R. rail, first crossing E. of Rutherglen station Base of C.P.R. rail at Rutherglen station Base of C.P.R. rail, first crossing \V. of Rutherglen station... Centre of C.P.R. long trestle, 91-43 miles W. of Chalk River. C.P.R. bench, marked (775-21) Base of C.P.R. rail, opposite B.M. 618 On rock, 30 feet N. of track, 320 feet E. of mile post 92 Base of C.P.R. rail, third crossing E. of Bonfield station Centre of C.P.R. long trestle Base of C.P.R. rail, opposite B.M. DLVI On rock, 8 feet S. of track, 65 feet W. of mile 93 Base of C.P.R. rail, opposite B.M. 617 On boulder, 8 feet S. of track, 45 feet W. of mile 94 Base of C.P.R. rail, second crossing E. of Bonfield station.. . . Base of C.P.R. rail, first crossing E. of Bonfield station Base of C.P.R. rail, opposite B.M. DLV On rock, 8 feet S. of track, 115 feet E. of mile post 96 Base of C.P.R. rail, opposite B.M. DLIV On boulder. 15 feet S. of track, 140 feet W. of mile post 9S Base of C.P.R. rail, at Bonfield station Centre of C.P.R. bridge over Xasbonsing river Base of C.P.R. rail, opposite B.M. 616 On boulder, 25 feet S. of track, 52 feet E. of mile post 99. . . . C.P.R. ben.-h, marked (75S-77) Base of C.P.R. rail, opposite B.M. DLIII On rock, 30 feet X. of track, 745 feet E. of mile post 100 Base of C.P.R. rail, opposite B.M. 615 On boulder, 12 feet S. of track at mile post 101 C.P.R. bench, marked (764-71) Base of C.P.R. rail, opposite B.M. DLII On boulder, 8 feet N. of track, 232 feet W. of mile post 102. . Base of C.P.R. rail, opposite Xasbonsing station C.P.R. bench, marked (762- S5) 569 25 570 •17 565 24 566 •15 566 88 567 82 563 62 564 56 562 41 563 32 555 50 556 42 563 96 564 *'.! 594 52 595 48 594 63 595 55 630 43 631 38 628 43 629 35 632 11 633 06 643 69 644 65 643 58 644 50 6*2 52 683 •48 681 05 6S1 •98 686 09 687 02 662 21 663 •14 629 03 630 00 62* 17 629 1 1 625 18 626 12 625 12 626 06 624 47 625 40 584 26 585 24 582 99 583 94 584 63 585 58 576 73 577 67 .-,** 99 589 94 590 20 591 18 590 41 591 39 591 65 592 63 590 44 591 39 591 77 592 72 623 SO 624 75 624 48 625 45 666 11 667 09 663 93 664 88 660 36 661 32 662 58 663 56 645 74 646 73 679 82 680 81 704 40 705 39 702 14 703 10 703 00 703 99 756 84 757 80 756 65 757 64 785 65 786 62 788 71 789 68 785 26 786 23 782 44 783 40 799 00 800 00 800 S6 801 82 SOO 75 801 75 778 88 779 85 780 61 781 58 785- 50 786 47 7*5 50 786 50 S36 38 837 34 836 42 837 41 *42 50 843 47 S01 9S 802 95 7S1 99 7S2 97 7*4 34 785 34 775 97 776 94 776- 04 777- 04 781 70 782 68 786 7S 787 76 787- 51 788 49 784- 81 785 81 7*2 49 7S3 48 784- 25 785 24 782- 783 45 7ss. 89 789- ^7 790- 13 791- 14 38 789- 37 785- 01 785- 99 785- 00 786- 01 784- 82 785- sll 7S6- 50 7S7- 50 ii GEORGIAN BAT SHIP CANAL 125 SESSIONAL PAPER No. 19a Vaudreuil to North Bay, &c. — Complete List of Bench Marks, &e. — Concluded. Elkvations. Bench Marks. Location ami Description. Instrumental. Adjusted. C.P.R. bench, marked (760-67) , s 1 07 7So 67 Base of C.P.R. rail, opposite B.M. DLI 72 783 72 DLL On rock, 10 feet N. of track, 1.008 feet E. of mile 103 783 82 7N4 84 Base of C.P.H. rail, first crossing W. of Xasbonsing 783 07 7S4 07 C.P.R. bench, marked (754-09) 777 66 77S 66 / 1 4 36 775 36 Base of C.P.R. rail, opposite B.M. DL 772 52 773 52 DL. On rock, S feet S. of track, 320 feet E. of mile 105 773 12 774 14 Base of C.P.R. rail, opposite B.M. 614 769 73 770 72 614 On boulder, 4 feet X. of track, 46 feet E. of mile 106 770 06 771 1 1'. i Base of C.P.R. rail, opposite B.M. DXLIX 7 ".is 96 739 96 DXLIX. On boulder, 15 feet X. of track, 100 feet VV. of mile 107.. . . . 736 79 737 S2 Base of C.P.R. rail, opposite Corbeil crossing 733 7S 734 79 Base of C.P.R. rail, opposite Corbeil station 733 11 734 12 C.P.R. bench, marked (699-S7) 723 62 , 1 62 Base of C.P.R. rail, opposite B.M. DXLYIII 722 45 723 45 1 ■ X I. VII I. On rock, 8 feet X. of track, 163 feet \V. of mile 109 721 20 722 24 Base of C.P.R. rail, opposite B.M. 613 71S 77 719 77 613 On rock, 15 feet S. of track, 125 feet E. of mile post 110 717 60 718 63 C.P.R. bench, marked (696-17) 720 09 721 13 Base of C.P.R. rail, opposite B.M. DXLVI I 709 38 710 39 LXLYII. On rock, 12 feet X. of track, 255 feet E. of mile post 111 7i HI 94 710 98 Base of C.P.R. rail at Thorneliffe station 699 38 700 39 666 29 667 31 612 On rock, 15 feet S. of track, 473 feet E. of mile post 113 663 51 664 56 Base of C.P.R. rail, Xipissing Junction crossing 673 63 674 65 Base of C.P.R. rail, junction of G.T.R. to Toronto 674 92 676 25 Base of C.P.R. rail, second crossing E. of Chippewa creek.... 672 53 673 64 C.P.R. bench, marked (642-69) 666 53 667 62 Base of C.P.R. rail, opposite B.M. DXLVI 664 27 liii.'j 32 DXLVI. 666 32 667 44 Base of C.P.R. rail, opposite B.M. 611 653 54 654 o5 01 1 653 86 654 93 C.P.R. bench, marked (630-87) 654 66 655 74 Base of C.P.R. rail, opposite B.M. DXLV 649 82 650 81 DX LV. On rock, S feet X. of track, 2S0 feet S. of mile post 116 651 94 652 99 Centre of C.P.R. culvert. 116- 19 miles W. of Chalk River. . . . 650 84 651 87 C.P.R. bench on culvert, 116-19 miles W. of Chalk River 649 49 650 55 Base of C.P.R. rail, first crossing E. of Chippewa creek 651 38 652 37 Coping, sixth altar step, W. end of S. abutment of Chippewa 643 03 644 08 Coping, fifth altar step, W. end of S. abutment of Chippewa bridge 645 03 646 OS Coping, fourth altar step, W. end of S. abutment of Chippewa bridge. 647 05 648 10 Coping, third altar step, W. end of S. abutment of Chippewa 649 04 650 09 Coping, second altar step. W. end of S. abutment of Chippewa bridge 650 96 652 01 Coping, first altar step, W. end of S. abutment of Chippewa 652 98 654 03 Centre of C.P.R. bridge over Chippewa creek, North Bay. . . . 653 00 654 05 I. Inside edge coping, fourth altar step, W. end of S. abutment of 645 01 646 05 DXLIV. On W. end of S. abutment of bridge over Chippewa creek. . . 649 66 650 71 126 I) EPA RTMEXT OF ITltUC WORKS ii 7-8 EDWARD VII., A. 1908 TORONTO TO NORTH BAY VIA NEWMARKET, BARRIE, COLLINGWOOD, ORILLIA, MIDLAND, GRAVENHURST, BURK'S FALLS AND NIPISSING JUNCTION. Bench Marks Location and Description. Elevations. Instrumental. Adjusted. DCXIII. On base. 24 feet from S. end of James St. face of Toronto Citv Hall S. end of door step (level with basement floor), James St. entrance Toronto City Hall 645 On pavement, close to S. SV. corner of Government armouries, Toronto Street level, intersection of Queen and Simcoe streets, Toronto. Street level, intersection of King and Simcoe streets, Toronto. DCXIV. On W. face of buttress at S.W. corner of old Union station, Toronto 64oi Top of plinth, fourth small buttress E. of tower, S. side old Union station Base of S. rail of track No. 5, opposite exit of old Union station. DCXV. On W. base of fourth pier from N. abutment of bridge, foot of John street Base of S. rail of first track N. of of John street bridge |Hoor level, centre of John street bridge, Toronto DCXVI. Opposite second altar step from ground, N. face E. end of S. abutment, Spadina bridge Base of G.T.R. rail under bridge, foot of Spadina avenue. . . . l loor level, centre of bridge, foot of Spadina avenue Base of G.T.R. rail at level crossing of Spadina avenue DCXVII. On E. end of S. face of N. abutment of bridge, foot of Bathurst street '12' City Eng. bench, E. face of N. abutment of bridge, foot of Bathurst street Base of G.T.R. rail, under bridge, foot of Bathurst street. . . . Floor level, centre of bridge, foot of Bathurst street 646 On small boulder, 6 feet from S. face W. end of Queen's wharf, Toronto Zero of G.B. ship canal survey automatic gauge, summer of 1906 Zero of Toronto Hbr. Com'rs. gauge on S. face of Queen's wharf )Zero of P.W. Dept. automatic gauge on Queen's wharf 64.5+ On top of Toronto Hbr. Com'rs. gauge at 4-45 feet 647 jOn S.W. corner of coping at portal of sewer opposite Queen's wharf Base of N. rail of G.T.R. main track at Strachan ave., Toronto Base of S. rail of C.P.R. main track at Strachan ave., Toronto Street level, intersection of Strachan ave. and Queen street. . DCXVIII. Under window, keeper's house, E. entrance, Prov. Insane Asylum 648 Base of W. pillaster, keeper's house, E. entrance, Prov. Insane Asylum Street level, opposite B.M. 64S DCXIX. On W. base, 31-8 feet from rear of Trinity College, Toronto. . 649 On coping, S.E. corner of King street subway Base of G.T.R. rail, over centre of King street, Toronto Base of G.T.R. rail, opposite N. Parkdale station Base of C.P.R. rail, opposite Parkdale station Base of G.T.R. main track, over Queen street 650 On coping of N. wall of Queen St. subway, close to G.T.R. east rail 651 On bridge seat, N. wall of Queen St. subway, close to G.T.R. east rail Base of C.P.R. rail at Brock ave., Toronto Base of G.T.R. rail at Brock ave., Toronto Base of G.T'.R. rail at North Bay line at Bro~k street! DC XX. On base, centre of E. face of W. abutment of bridge, Dundas street Base of G.T.R. rail, under Dundas street bridge Base of C.P.R. rail, under Dundas street bridge Floor level, centre of Dundas street bridge "121" City Eng. bench on W. end of iron truss, W. end of W. side Dundas bridge Base of G.T.R. rail, at Bloor street crossing Base of C.P.R. rail, at Bloor street crossing Base of G.T.R. rail, Rovce Avenue crossing Base of C.P.R. rail, at Royce Avenue Base of G.T.R. rail at crossing of C.P.R. line to X. Toronto. . Base of C.P.R. rail at Toronto Junction station 296 96 296 96 296 99 296 99 301 64 301 64 295 66 295 66 280 16 280 16 255 69 255 69 258 62 258 62 254 30 254 30 254 33 254 33 252 94 252 94 279 69 279 69 257 46 257 46 254 81 254 81 277 82 277 82 254 38 254 38 271 57 271 57 275 04 275 04 256 19 256 19 281 09 2S1 09 251 28 251 28 242 S7 242 87 245 00 245 i ii i 243 28 243 28 249 45 249 45 254 44 254 44 27s 36 27S 36 279 11 279 11 295 20 295 20 297 64 297 64 298 04 298 04 296 56 296 56 304 68 304 68 293 96 293 96 291 S9 291 Ml 304 30 304 30 305 36 305 36 306 46 306 46 306 14 306 14 303 16 303 16 317 58 317 58 319 87 319 87 316 45 316 45 352 94 352 94 350 74 350 74 350 59 350 59 375 00 375 00 377 08 377 OS 370 53 370 53 372 07 372 07 389- 45 389- 45 3*9- 20 389- 20 396 40 396- 40 394- 17 394- 17 ii GEORGIAN BAY SHIP CANAL ESSIONAL PAPER No. 19a Tokonto to North Bay, &c. — Complete List of Bench Marks, &e. — Continual. 127 Bench Marks. Location and Description. Elkvatioxs. Instrumental. Adjusted. DCXXI. 652 653 654 DCXXII. DCXXIII. DCXXIV. DCXXV. 655 Dcxxvi. 656 DCXXVII. 657 658 DCXXVIII. 659 660 DCXXIX. DCXXX. On N. stone base, S. end of bridge over Weston road. , Base of CP. It. rail, under bridge over Weston road Base of CP.R. rail, Osier Avenue crossing On E. end of S. wall of CP.R. culvert, IS ft. W. of G.T.R. line to North Bav Base of CP.R. rail, at crossing of G.T.R. line to North Bay. . Base of CP.R. rail, at crossing of Landsdowne Avenue Base of CP.R. rail, at crossing of Dufferin Avenue Base of CP.R. rail, at crossing of Bartlett Avenue Base of CP.R rail, at crossing of Doveroourt Avenue On W. end of S. wall of culvert at Ossington Avenue Base of CP.R. rail, at crossing of Ossington Avenue Base of CP.R. rail, at crossing at Shaw street Base of CP.R. rail, at crossing of Bathurst street Bass- of CP.R. rail, at crossing of Newport road Base of CP.R. rail, at crossing of Avenue road Base of CP.R. rail, at crossing of North Toronto station On W. end of step, 1st door E. of bay window, North Toron- to station On base E. face of North Toronto station Base of CP.R. rail, at crossing of Yonge street Street level, intersection of Bloor street an 1 Q-ieen's park driveway Pavement centre porch W. entrance of Parliament Buildings. On base, 28 ft. from front W. face of Parliament Buildings. . Pavement, foot main entrance steps of Parliament Buildings. i-'loor level, main entrance of Parliament B-. ildings On base between 2nd and 3rd window, N. end of T.U.B. Dept. b 'ilding Street level, intersection of College Avenue and Queen's Park driveway Base of G.T.R. rail, at crossing of Davenport road Base of G.T.R. rail, at Davenport station Base of G.T.R. rail, at crossing of Ste. Claire Avenue On S. face of E. end of G.T.R. culvert, at the worsted and braid factory Base of G.T.R. rail, opposite B.M. DCXXV. . . Base of G.T.R. rail, under iairb'ank road crossing On N. end of E. wall of culvert, 1,500 ft. S. of Downsview station Base of G.T.R. rail, opposite B.M. 655 Base of G.T.R. rail, at Downsview flag station Base of G.T.R. rail, at Downsview crossing On N. end of E. wall of culvert, 130 ft. N. of N. end of Downs- view siding Base of G.T.R. rail, opposite B.M. DCXXVI Base of G.T.R. rail, at Downsview flag station Base of G.T.R. rail, at Downsview crossing On W. end coping of culvert, 300 ft. S. of road to Lansing. . Base of G.T.R. rail, opposite B.M. 656 Base of G.T.R. rail, at cross road to Lansing On N. en 1 of E. wall of culvert, i mile S. of Elia flag station.. Base of G.T.R. rail, opposite B.M. DCXXVII I On N.E. corner of culvert, i mile S. of Elia flag station. . . . Base of G.T.R. rail, opposite B.M. 657 Base of G.T.R. rail, opposite Elia flag station iase of G.T.R. rail, opposite Elia crossing Centre of coping, E. end of culvert, opposite James Brosks' property Base of G.T.R. rail, opposite B.M. 65S Base of G.T.R. rail, at 1st crossing of Vaughan township On S. inner face of top of W. end of culvert, at Thornhill crossing On S. end of W. wall of culvert, S. of Thornhill crossing Base of G.T.R. rail, opposite B.M. 659 Base of G.T.R. rail, at Thornhill crossing Base of G.T.R. rail, at Thornhill station On S. end of E. wall of culvert, 1 mile N'. of Thornhill station. Base of G.T.R. rail, opposite B.M. 660 Base of G.T.R. rail, 1st crossing N. of Thornhill station. On S. end of E. wall of culvert, opposite lot 15, Keffer's property Base of G.T.R. rail, opposite B.M. DCXXIX Base of G.T.R. rail, at crossing to Carpville Base of G.T.R. rail, at crossing to Maple Base of G.T.R. rail, at Maple station Base of G.T.R. rail, 1st crossing N. of Maple station Base of G.T.R. rail, 2nd crossing N. of Maple station On W. face of culvert, 115 ft. N. of mile post 20J 396 •63 396 • 63 394 •97 394 •97 396 70 396 87 398 •18 398 18 39S 05 398 05 39S 97 399 97 40! 65 401 65 402 s:Q Oi? 409 400 74 400 74 402 67 402 67 402 46 402 46 no 404 1 )" ' 406 406 47 401 31 401 31 403 So 403 85 405 405 - '.> to 407 26 407 26 405 51 405 51 375 89 375 S3 359 70 359 70 359 65 359 65 359 85 359 85 368 82 368 82 347 79 347 79 333 92 333 92 412 67 412 67 414 75 426 23 426 23 432 60 432 60 440 1 1 Ann 495 67 495 68 547 21 547 22 556 21 556 22 576 13 576 14 576 78 576 79 567 S2 567 84 .580 07 581 • 09 613 16 613 18 613 95 613 97 643 80 643 82 646 71 646 73 644 99 645 01 632 26 632 29 63s 75 638 78 638 15 638 18 639 08 639- 09 643 76 643- 79 64S 49 648- 52 652 33 652 37 662 24 662 28 656 87 656 91 623 82 623 86 624 79 624 83 630 57 630 61 629 74 629 78 630 19 630 23 654 87 654 92 663 83 663 88 667 12 667 17 712 49 712 54 716 93 716 98 724 38 724 43 S03 00 803 06 812 76 812 82 879 42 879 48 891 74 891 80 911 S5 911 92 128 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Toronto to North Hay, &c- — Complete List of Bench Marks, &c. Continued. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted 661 DCXXXI. DCXXXIL DCXXXIII. DCXXXIV. 662 663 DCXXXV. DCXXXVI. Dcxxxvii DCXXXVIII. DC XXXIX. DCLV. DCLIV. 666 '. DCLIII. 666 DC LI I. IV. Base of G.T.R. rail, opposite B.M. DCXXX Base of G.T.R. rail, 3rd crossing N. of Maple station. . . . On S. end of E. wall of culvert, opposite lot 31, con Vaughan township Base of G.T.R. rail, opposite B.M. 661 Base of G.T.R. rail, 4th crossing N. of Maple station Base of G.T.R. rail, opposite King station Base of G.T.R. rail, opposite King crossing On N. end of \V. face of culvert, 1,300 ft. X. of King station Base of G.T.R. rail, opposite B.M. DCXXXI Base of G.T.R. rail, 2nd crossing N. of King station Base of G.T.R. rail, 3rd crossing N. of King station On S. end of W. wall of culvert, 150 ft. S. of mile 24-203 Base of G.T.R. rail, opposite B.M. DCXXXII Base of G.T.R. rail, 4th crossing N. of King station On N. end of W. wall of culvert, 1,060 ft. X. of mile 25-202 . Base of G.T.R. rail, opposite B.M. DCXXXIII Base of G.T.R. rail, at crossing of Schomberg railway Base of G.T.R. rail, 5th crossing X. of King station Base of G.T.R. rail, 6th crossing N. of King station On W. end of X. wall of culvert, 450 ft. S. of mile 2S-199 . . . Base of G.T.R. rail, opposite B.M. DCXXXIV... Base of G.T.R. rail, 7th crossing N. of King station Base of G.T.R. rail, at Yonge street crossing On X.E. base of support, at Metropolitan Electric Railway crossing On N.W. base of support, at Metropolitan Electric Railway crossing Base of G.T.R. rail, under centre of Metropolitan Railway. . . 4-7 ft. from'S.E. corner of Aurora shoe factory Base of G.T.R. rail, opposite Aurora station Base of G.T.R. rail, at Wellington street crossing On W. end of X. wall of culvert, 735 ft. N. of mile 31-196 Base of G.T.R. rail, opposite B.M. DCXXX VT Bass of G.T.R. rail, main road crossing On W. end of S. wall of culvert, 1,270 ft. S. of mile 32-195.. . Base of G.T.R. rail, opposite B.M. DCXXXVII 1 On W. end of S. wall of culvert, 2,260 ft. X. of mile 32-195. . ! Base of G.T.R. rail, opposite B.M. DCXXXVIII Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing of Water street I Base of G.T.R. rail, at crossing of Timothv street Centre of G.T.R. bridge, over Holland river at Newmarket . . . On E. face of X. abutment of G.T.R. bridge over Holland river Base of G.T.R. rail, under overhead crossing, Queen street. . . i Base of G.T.R. rail, opposite Newmarket station ' Base of G.T.R. rail, 1st crossing N. of Newmarket station Base of G.T.R. rail, 2nd crossing N. of Newmarket station.. . j Base of G.T.R. rail, 3rd crossing N. of Newmarket station. . . Base of G.T.R. rail, under overhead crossing On base of N.E. support of overhead crossing Base of G.T.R. rail, 4th crossing S. of Holland Landing station. Base of G.T.R. rail, opposite B.M. DCLIV On E. face of culvert, 2,150 ft, S. of mile post 3S-179 Base of G.T.R. rail, 3rd crossing S. of Holland Landing station I Base of G.T.R. rail, 2nd crossing S. of Holland Landing station | Base of G.T.R. rail, 1st crossing S. of Holland Landing station Base of G.TR. rail, opposite Holland Landing station Brass headed nail on W. side of track, N. side of crossing Base of G.T.R. rail, 7th crossing S. of Bradford station Base of G.T.R, rail, 6th crossing S. of Bradford station Base of G.T.R. rail, 5th crossing S. of Bradfor 1 station Base of G.T.R. rail, 4th crossing S. of Bradford station Base of G.T.R. rail, 3rd crossing S. of Bradford station Base of G.T.R. rail, 2nd crossing S. of Bradford station Base of G.T.R. rail, 1st crossing S. of Bradford station Base of G.T.R. rail, centre of bridge over Holland river Base of G.T.R. rail, opposite Bradford station 1 Base of G.T.R. rail, opposite B.M. DCLIII On W. face of culvert, 570 ft. N. of mile 43-184 Base of G.T.R. rail, opposite B.M. 666 On E. end of S. wall, culvert 1.7S5 ft. N. of mile post 45-1S2. . Base of G.T.R. rail, 5th crossing S. of Gilford station | Base of G.T.R, rail, 4th crossing S. of Gilford station Base of G.T.R. rail, opposite B.M. DCLII \ On W. face of culvert, 990 ft. S. of mile post 46- 1S1 934- 83 934- 90 957- 39 957- 46 958- 33 958- 40 970- 02 970- 09 9S0- 97 981- 05 956- 38 956- 46 957- 43 957- 51 947- 50 947- 5s 963- 72 963- 80 977- 76 977- 84 979- 62 979- 70 961- 37 961 45 970 10 970 18 960 21 960 30 944- 65 944 74 953 • 4 j 953 53 979 411 979 49 986 96 987 05 1.002 17 1,002 26 965 64 965 74 971 0-1 971 14 935 64 935 74 932 72 932 82 930 75 930 85 930 75 930 85 qoq 1 () 929 20 S84 65 S84 76 88? 6S 8S3 79 882 ss 8S2 99 843 61 843 72 850 78 850 89 831 70 S31 81 S07 71 807 83 818 66 81S 78 S09 13 809 25 812 50 812 62 805 26 S06 08 787 72 7S7 84 7S1 S4 781 97 781 01 781 14 777 28 777 41 773 05 773 18 769 83 769 96 770 35 770 48 766 17 766 30 762 56 762 ■ 69 761 00 761 14 761 67 761 81 756 43 756 •57 745 85 745 •99 740 66 740 • 80 745 59 745 73 742 96 743 ■10 741 54 741 68 741 56 741 70 738 40 738 54 741 19 741 33 740 •91 741 06 741 •58 741 ■73 737 •73 737 ss 734 •32 734 •47 727 •SI 727 •96 724 •57 724 •73 724 •40 724 •56 724 •11 724 •27 733 •25 733 • 41 726 • 16 726 •32 737 •96 73S •13 737 •04 737 •21 740 .21 740 .38 742 •23 742 •41 746 •10 746 .28 742 •05 742 .23 Li GEORGIAN BAY SHIP CANAL 129 SESSIONAL PAPER No. 19a Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. DCI.I. 665i DCL. DCXLIX. DCXLYIII. DCXLVII. 665 DCXI.V). DOXLV. DCXLIX . DCXLIII. DCXLII. 664 DCXLI. DCXL. l)CL\ 1. DCLVII. DCLVIII. DCLIX. DCLX. Location and Description. Base of C.P.R. rail, 3rd crossing S. of Gilford station Base of C.P.R. rail, 2nd crossing S. of Gilford station. . . Base of C.P.R. rail, opposite B.M. DCLI On W. face of culvert. 400 ft. S. of mile post 4S-179 Base of G.T.R. rail, 1st crossing S. of Gilford station Base of G.T.R. rail, opposite Gilforl station Base of G.T.ii. rail, first crossing N. of Gilford station.. . . Base of G.T.R. rail, second crossing N. of Gilford station. Elevations. Vd justed 19a— 9 Base of G.T.R, rail, opposite B.M. DCL On W. face of culvert, 2.4S5 feet S. of mile post 50-177 Base of G.T.R. rail, opposite crossing Base of G.T.R. rail, opposite B.M. DCXLIX On W. face of culvert, 1,785 feet N. of mile post 50-177 Base of G.T.R. rail, opposite crossing Base of G.T.R. rail, opposite B.M. DCXLVTII On S. end of W. face of culvert. 980 feet N. of mile 51-176.. . Base of j.T.R. rail, opposite Lefrov station Base of G.T.R. rail, opposite Lefrov crossing Base of G.T.R, rail, opposite B.M. DCXLVII On S.K. corner of culvert. 18S feet N. of mile 52-175 Base of G.T.R. rail, opposite B.M. 665 On centre of \,\ end of culvert, 1,900 feet S. of mile 53-174:. Base of G.T.R. rail, sixth crossing S. of Craigvale station Base of G.T.R. rail, opposite B.M. DCXLvT On N. end of E. faee of culvert, 2,085 feet S. of mile 54-173.. Base of G.T.R. rail, unJfr overhead crossing Base of G.T.R. rail, opp. site B.M. DCXLv' On N. end of E. face of culvert, 1.S45 feet S. of mile 55-172.. Base of G.T.R. rail, fifth crossing, S. of Craigvale station Base of G.T.R. rail, fourth crossing S. of Craigvale station. . . Base of (j.T.R. rail, third crossing S. of Craigvale station Base of G.T.R. rail, opposite B.M. DCXLI \ On boulder, 6 feet \V. of track, 836 feet N. of mile 56-171... . Base of G.T.R. rail, second crossing, S. of Craigvale station. . Base of G.T.R. rail, opposite B.M. DCXLIII On N. end of V. face of culvert, 1,200 feet S. of Craigvale station Base of G.T.R. rail, at Craigvale station crossing Base of G.T.R. rail at Craigvale station Base of G.T.R. rail, first crossing N. of Craigvale station. . . . Base of G.T.R. rail, second crossing N. of Craigvale station. . Base of G.T.R. rail, opposite B.M. DCXLII On X. end of \V. face of culvert, 665 feet S. of mile post 60-167. Base of G.T.R. rail, opposite B.M. 664 On N.W. base of overhead crossing, 2,540 feet S. of mile 61-166 Centre of bridge over Lovers creek On W. end of X. abutment of bridge over Lovers creek Base of G.T.R. rail, under first overhead crossing Base of G.T.R. rail, first crossing S. of Allan, lale station Base of G.T.R. rail, opposite Allandale station Base of G.T.R. rail, opposite Barrie stati >n On base, centre of rear wall of Barrie post office On N.W. foundation of Ja nes Grogiion's house, Junlop street. Base of G.T.R. rail, fourth crossing E. of Colwell Junction.. . Base of G.T.R. rail, third crossing E. of Colwell Junction.. . . Base of G.T.R. rail, second crossing E. of Colwell Junction.. . On S. end of W. wall of culvert, 153 feet E. of semaphore, Colwell Base of G.T.R. rail, opposite B.M. DCLVII Base of G.T.R. rail, first crossing E. of Colwell station Base of G.T.R. rail, opposite Colwell station - Base of G.T.R. rail, first crossing W. of Colwell station ■ Base of G.T.R. rail, crossing of C.P.R. to Sudbury Base of G.T.R. rail, opposite Utopia station Base of G.T.R. rail, opposite Utopia crossi.ig On S. end of E. wall of culvert, 900 feet E. of mile 72-43. Base of G.T.R. rail, opposite B.M. DCLVIII | Base of G.T.R. rail, second crossing W. of Utopia station. . . . On S. face of E. abutment of bridge over Nottawasaga river.. Centre of G.T.R. bridge over Nottawasaga river Base of G.T.R. rail, first crossing E. of Angus station On S. face of E. aoutment of bridge over .fine river | Centre of G.T.R. bridge over Pine river Base of G.T.R. rail, opposite station, Angus Base of G.T.R. rail, opposite crossing, Angus Base of G.T.R. rail, second crossing vV'. of Angus station Base of G.T.R. rail, third crossing \V. of Angus s.ation | Centre of G.T.R. bridge over Mad river j 739-52 755-37 754-51 751-24 754-97 750-47 750-31 750-08 720-99 750 • 73 747-49 777 • 78 777- 65 775-02 759-62 759-54 754 -S4 765- 80 764-99 761-78 757-50 766- 63 765 ■ 75 774-58 778- 48 769-06 792 -6S 819-86 813-43 819-67 863-53 875-12 896-27 S95-33 ss;.im N76-94 732-51 737-58 744- 50 745- 09 717-63 703-72 691 • 15 690 -5S 633-86 658-16 645-74 625- 83 630-48 629-42 621-28 623-10 626- 99 625-73 625-69 633-19 627- 06 866-47 S77-93 879-54 876-00 852-37 846-74 839- 36 840- 42 840-67 794-07 7^; i 782-68 753 • 46 734-42 725-92 732-44 7.58-82 766 -5S 762-51 747-26 130 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted DCLXI. On S. face of W. abutment, bridge over Mad river Base of G.T.R. rail, first crossing E. of Brentwood station.. . Base of G.T.R. rail, opposite Brentwood station Base of G.T.K. rail, opposite Brentwood crossing Base of G.T.R. rail, se"ond crossing W. of Brentwood Base of G.T.R. rail, third crossing W. of Brentwood UCLXII. On S. end of E. face of culvert over Cooks brook Base of G.T.R. rail, opposite B.M. DCLXI I Base of G.T.R. rail, New Lowell crossing Base of G.T.R. rail, New Lowell station Base of G.T.R. rail, first crossing W. of New Lowell station Base of G.T.R. rail, second crossing W. of New Lowell station. Base of G.T.R. rail, third crossing W. of New Lowell station. Base of G.T.R. rail, fourth crossing \V. of New Lowell station. DCLXIII. On W. face of boulder, 2,590 feet N. of mile post 82-33 Base of G.T.R. rail, opposite B.M. DCLXIII Base of G.T.R. rail, fifth crossing W. of New Lowell station. . Base of G.T.R. rail, sixth crossing W. of New Lowell station. Base of G.T.R. rail, seventh crossing W. of New Lowell sU.tion. Base of G.T.R. rail, eighth crossing W. of New Lowell st» tion. DCLXIV. On S. end of E. wall of culvert, 237 feet E. of mile 85-30 Base of G.T.R. rail, opposite B.M. DCLXIV iBase of G.T.R. rail, first crossing E. of Stayner station Base of G.T.R. rail, opposite Stayner station Base of G.T.R. rail, first crossing W. of Stayner station DCLXV. 'On S. end of E. wall of culvert, 755 feet W. of mile 86-29.. . . Rase of G.T.R. rail, opposite B.M. DCLXV Base of G.T.R. rail, second crossing W. of Stayner station. . . Base of G.T.R. rail, third crossing W. of Stayner station 667 On boulder, 10 feet S. of track, 1,645 feet W. of mile 88-27. . Base of G.T.R. rail, opposite B.M. 667 Base of G.T.R. rail, fourth crossing W. of Stayner station.. . . Base of G.T.R. rail, fifth crossing W. of Stayner station. . . . Base of G.T.R. rail, sixth crossing W. of Stayner station DCLXVI. On S. face of E. abutment of bridge over Batteaux river Centre of bridge over Batteaux river Base of G.T.R. rail, at Batteaux crossing Base of G.T.R. rail at Batteaux station Base of G.T.R. rail, first crossing W. of Batteaux station Base of G.T.R. rail, second crossing W. of Batteaux station. . DCLXVII. On S.E. corner of E. wall of bridge over Pretti river Centre of bridge over Pretti river j Base of G.T.R. rail at Hume street, Collingwood Base of G.T.R. rail at Ontario street, Collingwood DCLXVIII. On base, front of Collingwood station Base of G.T.R. rail, opposite Collingwood station DCLXIX. On S.E. corner of Collingwood dock pumphouse 668+ Iron rivet, N.E. corner of Collingwood dock pumphouse Zero of G.B.S.C., Survey automatic gauge, summer of 1906.. Base of G.T.R. rail at Mulcaster street crossing 668 On timber, W. end of culvert, 2,570 feet E. of mile 64-163.. . DCLXX. On S. face of E. wall of culvert, 360 feet E. of mile 65-162.. . Base of G.T.R. rail, opposite B.M. DCLXX DCLXXI. On S. face of W. abutment of culvert, 625 feet W. of mile 66-161 Centre of overhead crossing Base of G.T.R. rail, first crossing W. of Barrie DCLXXII. On N. face of W. wall of culvert. 730 feet E. of mile 67-260.. Base of G.T.R. rail, opposite B.M. DCLXXII IBase of G.T.R. rail, second crossing W. of Barrie Base of G.T.R. rail, third crossing W. of Barrie DCLXXIII. On S. face of E. wall of culvert, 1,760 feet E. of mile 6S-159. Base of G.T.R. rail, opposite B.M. DCLXXIII Base of G.T.R. rail, opposite Parklands station Base of G.T.R. rail, opposite Parklands crossing Base of G.T.R. rail, second crossing W. of Parklands Base of G.T.R. rail, third crossing W. of Parklands Base of G.T.R. rail, opposite Gowan station DCLXXIV. On N. face of W. wall of culvert. 25 feet E. of mile 70-157. . Base of G.T.R. rail, opposite B.M. DCLXXIV Base of G.T.R. rail, first crossing W. of Gowan station Base of G.T.R. rail, second crossing W. of Gowan station. . . . DCLXXV. On S. end of E. wall of culvert, 720 feet W. of mile 72-155.. . Base of G.T.R. rail, opposite B.M. DCLXXV Base of G.T.R. rail, third crossing W. of Gowan station DCLXXVI. On N. end of W. wall of culvert, 1,095 feet E. of mile 73-154. Base of G.T.R. rail, opposite B.M. DCLXXVI Base of G.T.R. rail, fourth crossing W. of Gowan station 669 On N. end of E. wall of culvert 625 52 625 83 624 43 624 74 645 23 645 55 645 91 646 23 652 63 652 95 666 53 666 *.r, 655 41 655 73 679 63 679 96 684 27 684 60 687 09 687 42 705 40 705 73 720 07 720 40 727 09 727 43 722 12 722 46 710 92 711 26 714 60 714 94 715 ss 716 22 711 49 711 84 710 40 710 75 711 22 711 57 700 05 700 40 711 83 712 18 713 41 713 77 713 51 713 87 713 50 713 86 702 46 702 82 711 46 711 S2 713 55 713 91 713 74 714 10 718 9Q Z£ 718 fin 719 03 719 40 719 39 719 76 719 79 720 16 699 16 699 54 685 62 686 00 686 03 686 41 685 18 685 684 23 684 61 676 49 676 87 640 62 641 01 637 73 638 12 637 69 638 08 604 75 605 14 595 18 595 58 590 55 590 95 5S9 32 589 72 584 79 585 19 587 40 587 SI) 581 74 581 74 722 92 723 18 719 11 719 37 732 57 732 Vi 734 47 734 73 744 92 745 18 747 64 747 90 758 41 758 67 762 32 762 59 771 !- 771 41 777 lo 777 42 788 46 7ss 73 7VJ 41 789 68 791 71 791 98 799 86 SOO 13 801 53 801 SO 811 38 811 66 817 52 817 Sll 817 35 817 63 813 12 813 40 817 03 817 31 834 54 834 82 si.", 52 815 si 797 69 797 98 S04 97 805 26 795 04 795 33 773 84 774 13 7s_> 58 782 87 779 22 779 51 779 15 779 45 ii GEORGIAN BAY SHIP CANAL 131 SESSIONAL PAPER No. 19a Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted DCLXXVII. DCLXXVIII. DCLXXIX. 670 671 DCLXXX. DCLXXXI. DCLXXXII. t573 674 DCLXXXIII. 675 676 DCI.XXXIV. DCLXXXV, 677 67S DCLXXXVI. DCLXXXVII. 672 DCLXXXVIII. Base of G.T.R. rail, opposite B.M. 669 Base of G.T.R. rail, at Oro station crossing Base of G.T.R. rail at Oro station On S. end of E. wall of culvert, 2,434 feet \V. of mile 76-151. Centre of culvert at B.M. DCLXXVII Base of G.T.R. rail, first crossing W. of Oro station On N. end of W. wall of culvert, 1,935 feet W. of mile 77-150 Centre of culvert at B.M. DCLXXVIII Base of G.T.R. rail, second crossing W. of Oro station On S. end of W. wall of culvert, 170 feet E. of mile 78-149. . On S. end of W. wall of culvert, 170 feet E. of mile 78-149. . On S. end of W. wall of culvert, 170 feet E. of mile 78-149. . Centre of culvert, 170 feet E. of mile 78-149 Base of G.T.R. rail, opposite Hawkestone crossing Base of G.T.R. rail, opposite Hawkestone station Base of G.T.R. rail, first crossing N. of Hawkestone station. Base of G.T.R. rail, second crossing X. of Hawkestone station. On N. face of E. end of culvert, 1,132 feet \V. of mile post 80-147 Base of G.T.R. rail at B.M. DCLXXX Base of G.T.R. rail, crossing between Oro and Orillia townships On E. end of N. wall of culvert, 1.435 feet N. of mile S2-145. Base of G.T.R. rail at B.M. DCLXXXI Base of G.T.R. rail, third crossing, N. of Oro station Base of G.T.R. rail, fourth crossing N. of Oro station On base, 4^ feet from W. corner, front of W. wing of Orillia Insane Asylum Base of G.T.R. rail, opposite platform of Orillia Insane Asylum Base of G.T.R. rail, first crossing N. of platform of Orillia Insane Asylum Base of G.T.R. rail, second crossing N. of platform ot Orillia Insane Asylum Base of G.T.R. rail, third crossing N. of platform of Orillia Insane Asylum Base of G.T.R. rail at Front street crossing, Orillia Base of G.T.R. rail at Orillia station On W. end of wooden culvert. 450 feet N. of Orillia station. . Base of G.T.R. rail, opposite B.M. 672 Base of G.T.R. rail, first crossing N. of Orillia station Base of G.T.R. rail, second crossing N. of Orillia station Base of G.T.R. rail, third crossing -V. of Orillia station Centre of G.T.R., over Narrows, Couchiching lake On S.E. corner of concrete turntable, Atherley highway bridge. Centre of highway bridge. Narrows, Lakes Couchiching-Simcoe Base of G.T.R. rail at Atherley junction On E. end of N. wall of culvert, 162 feet N. of mile post 90-137. On E. end of N. wall of culvert, 162 feet N. of mile post 90-137. On E. end of N. wall of culvert. 162 feet N. of mile post 90-137. Base of G.T.R. rail, opposite B.M. DCLXXXIII Base of G.T.R. rail, main road crossing Base of G.T.R. rail, third crossing S. of Rama station On E. end of S. wall. 1,055 teet S. of mile 91-136 Base of G.T.R. rail, opposite B.M. DCLXXXI V Base of G.T.R. rail, second crossing S. of Rama station On W. end of S. wall of culvert, 775 feet N. of mile 92-135.... Base of G.T.R. rail, opposite B.M. DCLXXXV On W. end of S. wall of culvert, 775 feet N. of mile 92-135.... On YV. end of S. wall of culvert. 775 feet N. of mile 92-135. . 1 Base of G.T.R. rail at Rama station crossing Base of G.T.R. rail at Rama station Base of G.T.R. rail, first crossing N. of Rama station On W. end of S. wall of culvert, 1,735 feet N. of mile 93-134. Base of G.T.R. rail, opposite B.M. DCLXXXVI Base of G.T.R. rail at Longford station Base of G.T.R. rail at Longford station crossing On rock, 60 feet E. of tracks, opposite mile post 94-133 Base of G.T.R. rail, opposite B.M. DCLXXXVII On W. end of wooden culvert, 450 feet N. of Orillia station Base of G.T.R. rail at Orillia station, branch to Midland. . . . Base of G.T.R rail at Elgin street crossing, Orillia Base of G.T.R. rail at Colborne street crossing, Orillia Base of G.T.R. rail at Mississaga street crossing, Orillia On N. end of front of Vick's flour mill, Teeumseh street Base of G.T.R. rail at Teeumseh St. crossing, Orillia Base of G.T.R. rail at Cornice street, Orillia Base of G.T.R. rail at Jarvis street, Orillia Base of G.T.R. rail at Boiand street, Orillia Base of G.T.R. rail at Cedar street, Orillia 780 •88 781 is 7ss \S 789 • 18 7 v.i 01 789 •31 796 24 796 • 54 800 m; 801 • 16 797 63 797 94 796 67 796 ■ !; \ . .' <•. Complete List of Bench Marks, ike — Continued. Bench Marks. Locution and Description. Elevations. Instrumental. Adjusted. 679 6S0 6S1 DCLXXXIX. 682 DCXC. 6S3 DCXCI. DCXCII. 6S4 DCXCIII. 685 686 687 688 DCXCIV. DCXCV. DCXCVI. DCXCV1I. 689 DCXC VIII. Base of G.T.R. rail at Ross street, Orillia Base of G.T.R. rail at road crossing, Orillia Base of G.T.R. rail at road crossing, Orillia Base of G.T.H. rail at Silver creek platform Base of G.T.R, rail at Silver creek, crossing On W. end of N. wall of overhead crossing Centre of overhead crossing, 2,290 feet S. of mile 136-28 Centre of bridge over Silver creek at mile post 136-2S On N.W. corner of N. abutment of bridge over Silver creek. Centre of bridge over Silver creek Rase of G.T.R., second crossing N. of Silver creek station. On rock, 7 feet N. of track, 421 teet S. of mile post 138-26. Base of G.T.R. opposite B.M. 681. On rock, 7 feet N. I'.ase of G.T.R. rail at B. .1. DCL st N. of mile 138-26. Base of G.T, On rock, 12 fc Base of G.T.R -i i iir . Base of G.rl On rock, ! Base of G Base of f mile 145-19. ill Base of G.T Base of G.T.I On boulder, i Base of G.T.R. rail, op] Base of G.T.R. rail, sec Base of G.T.R. rail, firs Base of G.T.R. rail, cer On N.F. corner of briJf Base of G.T.R. rail at ( Base of G.T.R. rail Base of G.T.R Base of G.T.R Base of G.T.R Base of G.T.R On E. end of rail, crossing of C.P.R rail, second ci 1 ti feet W it station ibury line Tait station . of mile 146-18.. rail, rail rail nilver tli id crossing vvr. of Tait station.. . . crossing F. of Col Iwater station, ■e of bridge over Cold water river. over Col. Iwater river Idwater station first crossing W. of Col Iwater second crossing W. of Col Iwater ssing W. of Coldwater ton crossing ton station west of Fesserton station. . . Base of G.T.R. rail at B.M. 687 Base of G.T.R. rail, at crossing to Carter's saw miil On V/. base of chimney of James Carter's saw mill Base of G.I.R. rail, main road crossing, YVaubaushene. . . . Base of G.T.R. rail at Waubaushene station On N.F. base of Waubaushene station Street level, intersection of main road and road to wharf. Base of G.T.R. rail, French street crossing Base of G.T.R. rail, main road crossing Base of G.T.R. rail, Pine street crossing On W. face of boulder, 26 feet N. of track Base of G.T.R. rail, opposite B.M. DCXCV Base of G.T.R. rail at Tanner's crossing Base of G.T.R. rail at Tanner's station Base of G.T.R. rail at Sturgeons Bay station Base of G.T.R. rail, centre of bridge over Sturgeon river. Base of G.T.R. rail under overhead crossing Base of G.T.R. rail at Helen street crossing Base of G.T.R. rail at John street cro: V Harbour. On W. base of saw-dust On N.F. corner of pumphoi Base of G.T.R. rail at \ ictc On E. end of W. abutment On W. end of W. abutment of brie Cent re of bridge < ver Hog creek. Base of G.T.R. rail, first crossing W. of Victoria Harbour. He of brie iour station ; over Hog creek. . je over Hog creek. 748- 13 71 1-04 775-39 745-38 744-86 733- 36 734- 69 720-26 67s. 76 682-42 677-09 677-22 677-48 686- 96 687- 44 696- 41 695- 13 697- 71 (i!)S- 13 686 -S4 685-92 677-72 643-95 645-01 659-21 658- 18 677 - SO 678- 01 668-66 659- 85 665-43 655-93 655 • 50 640-51 639-45 632-93 632-30 621-08 619-35 618-37 607 • 46 608 • 7 1 608 • 98 5S9-2 1 589 • 28 586 • 44 585- 03 595- 61 596- 95 596-51 5SS-40 588- 50 587-12 590- 01 587 • 88 586- 27 592-30 592- 69 593- 55 588 • 85 594- 45 600-66 592- 62 5S7 • 45 589- 89 594 • 25 593- 82 589-91 591- 79 611-56 599-29 596-19 591-57 589- 24 595- 04 590- 99 587- 13 594- 41 595- 20 ii GEORGIAX HAY SHIP CANAL 133 SESSIONAL PAPER No. 19a Toronto to North Bav, &e. — Complete List of Bench Marks, &c. — Continued. Bench Marks Location an 1 Description. Elevations. Instrumental. Adjusted. Base of G.T.R. rail, second crossing W. of Victoria Harbour.. Base of G.T.R. rail, third crossing W. of Victoria Harbour.. . Base of G.T.R. rail, fourth crossing W. of Victoria Harbour.. I Base of G.T.R. rail, fifth crossing vV. of Victoria Harbour.. . . 690 On W. end of G.T.R. bridge over Mud Lake river Centre of G.T.R., bridge over Mud Lake river Base of G.T.R. rail at Old Fort station Base of G.T.R. rait at Midland station DCXCIX. On foundation of bay window, Win. Rogers' house, Bay St. . DCC. !On Bav street, foundation of Queen's Hotel, Midland Base of G.T.R. rail, opposite B.M. DCLXXXVII Base of G.T.R., rail at crossing (Base of G.T.R. rail, opposite B.M. DCCXXVI1 DCCXXVII. On rock, 7 feet W. of track, 95 feet S. of centre of crossing.. . Base of G.T.R. rail at crossing Base of G.T.R. rail, opposite B.M. 702 702 On rock, 10 feet W. of track. 372 feet N. of mile 131-96 Base of G.T.R. rail, opposite B.M. DCCXXV DCCXXVI. On rock, 20 feet W. of track, 935 feet N. of mile 130-97 Centre of G.T.R. bridge over E. branch of Severn river DCCXXV. On E. end of N. abutment of bridge over E. branch of Severn river Base of G.T.R. rail at crossing of James Bay Ry Centre of G.T.R. bridge over E. arm of VV. branch of Severn river DCCXXIV. On E. end of X. abutment of bridge, E. arm of VV. branch of Severn river Base of G.T.R. rail, at Washago station Base of G.T.R. rail, at Washago crossing Centre of G.T.R. bridge over W, branch of Severn river DCCXXIII. On W. end of N. abutment of bridge over W. branch of Severn river Base of G.T.R. rail, opposite B.M. 701 On rock, 13 ft. VV. of track, 1,065 N. of mile 127-100 Base of G.T.R. rail, at Severn station Base of G.T.R. rail, centre of bridge over Severn river DCCXXII (On W. end of N. abutment of bridge over Severn river (Base of G.T.R. rail, at crossing Base of G.T.R. rail, opposite B.M. 700 On rock, 14 ft. W. of track, 340 ft. N. of centre of crossing.. . Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing Base of G.T.R. rail, opposite B.M. DCCXXI DCCXXI. On rock, 5 ft. of track, 2,390 ft. N. of mile 125-102 Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing Base of G.T.R. rail, opposite B.M. DCCXX DCCXX. On rock, 23 ft. VV. of track, 2,190 ft. N. of mile 124-103 Base of G.T.R. rail; at crossing Centre of G.T.R. bridge over Kashabogamog river DCCXIX. On W. end of N. abutment of bridge over Kashabogamog river Base of G.T.R. rail, opposite B.M. DCCXVIII DCCXVIII. On rock, 6 ft. VV. of track, 1,188 ft. S. of mile 121-107 Base of G.T.R. rail, opposite B.M. 699 On rock, 22 ft. E. of track, 328 ft. N. of mile 121-107. . . Base of G.T.R. rail, at 1st crossing S. of Kilworthy station . Base of G.T.R. rail, at Kilworthy station Base of G.T.R. rail, at Kilworthv crossing .'.as., of G.T.R. rail, opposite B.M. DCCXv II DCCXVII. Dn rock, 12 ft. E. of track, 715 ft. S. of mile 120-107 Base of G.T.R. rail, at crossing Base of G.T.R. rail, opposite B.M. DCCXv'I DCCXVL On rock, 11 ft. VV. of track, 465 ft. N. of mile 119-10S Base of G.T.R. rail, opposite B.M. DCCX \' DCC XV. On rock, 34 ft. W. of track, 1,140 ft. S. of mile 11S-109 Base of G.T.R. rail, opposite B.M. DCCX** LCCXIV. On rock, 37 ft. E. of track, 805 ft. S. of mile 117-110 Base of G.T.R. rail, opposite B.M. DCCXIV 698 On rock, 7-7 ft. VV . of track, 2,526 ft. N. of mile 117-110. .. . Base of G.T.R. rail, opposite B.M. DCCXIII DCCXIII. On rock, 6-6 ft. E. of track, 69 ft. S. of mile 116-111 DCCXII. On rock at Dyment's wharf, 225 ft. VV. of Muskoka wharf... . Base of G.T.R. rail, at Muskoka wharf station Base of G.T.R. rail, crossing, branch to Muskoka wharf Base of G.T.R. rail, opposite Gravenhrrst station Base of G.T.R. rail, opposite. B.M. DCCXI DCCXI. On rock, 36 ft. E. of track, 360 ft. N. of Grave.ihurst station . Base of G.T.R. rail, at crossing of Muskoka roa 1 597 41 597 ■91 593 10 593 61 593 68 594 19 624 26 624 78 594 1 '.i 594 72 596 71 597 24 5:/S 18 59s 71 593 23 593 79 601 19 601 75 597 94 5'JS 50 732 58 732 93 758 50 758 83 75s 48 758 81 759 31 759 64 757 62 757 95 735 30 735 63 734 67 735 ill) 723 50 723 83 720 60 720 93 727 83 728 16 724 09 724 42 725 23 725 56 727 65 727 97 726 24 726 56 727 23 727 55 727 67 727 99 730 84 731 16 729 15 729 47 732 11 732 43 731 95 732 27 727 78 728 10 723 99 724 31 7 IS 55 718 s? 732 60 732 92 735 25 735 57 735 S9 736 21 749 57 749 89 741 84 742 16 730 76 731 08 731 29 731 61 731 42 731 74 727 15 727 46 731 84 732 15 734 62 734 93 722 09 722 40 719 49 719 80 715 74 716 05 719 63 719 94 720 18 720 49 730 40 730 71 730 83 731 14 734 59 734 90 747 39 747 70 750 85 751 16 743 01 743 31 744 67 744 97 740 93 741 23 755 74 756 04 758 65 758 95 798 57 79S 87 86 799 16 8 17 65 847 95 sis 70 849 00 S46 00 846 30 847 44 847 74 837 05 837 34 s.;s 24 83S 53 746 03 746 32 743 75 744 05 751 07 751 36 815 06 S15 Zl 818 62 818 91 817 96 81S 25 828 96 829 25 134 DEPARTMENT OF PUBLIC WORKS it 7-8 EDWARD VII., A. 1908 Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Elevations. Bench Marks. Location and Description. Instrumental. Adjusted. 832 11 832 40 Base of G.T.R. rail, at crossing of Philip and Royal streets . . 836 is 836 47 Base of G.T.R. rail, at crossing of Brock street 839 03 839 32 Base of G.T.R. rail, at crossing of Church street 834 35 834 64 826 90 827 19 s_'7 11 827 40 697 825 34 825 63 Base of G.T.R. rail, over creek 812 27 812 56 812 31 812 60 Base of G.T.R. rail, opposite B.M. DCCX 812 28 812 57 DCCX. On W. end of N. abutment of overhead crossing at road and 810 74 811 03 826 U 826 40 Base of G.T.R. rail, opposite B.M. 696 828 37 828 66 696 On rock, 17 ft. W. of track, 1,120 ft. N of mile 113-114 827 98 828 27 Base of G.T.R. rail, opposite B.M. DOCIX 849 95 850 24 On rock, 8i ft. E. of track, 1.9S0 ft. S. of mile 112-115 850 12 850 41 868 89 869 17 884 07 884 35 b9o On rock, 28 ft. W. of track, 260 ft. S. of mile 111-116 883 56 883 84 si 17 88 898 16 Base of G.T.R. rail, opposite B.M. 694 903 93 904 21 o94 On rock, 29 ft. W. of track, 2,035 ft. S. of mile 110-117 900 85 901 13 Base of G.T.R. rail, opposite B.M. DCCYIII 901 29 901 57 DC L \ 111. 903 26 903 54 JJCCV 11. Base of G.T.R. rail, opposite B.M. DCCVII 895 82 896 10 On boulder, 46 ft. E. of track, 1,515 ft S. of mile 10S-119.. . si U 82 895 10 Base of G.T.R. rail, at crossing 879 99 880 26 Base of G.T.R. rail, opposite B.M. 693 860 84 861 11 On rock, 23 ft. E. of track, 2,450 ft. N. of mile 108—119 864 00 864 27 Base of G.T.R. rail, opposite B.M. DCCVT 801 85 802 12 On E. end of S. abutment of bridge, S. branch Muskoka 797 02 797 29 Base of G.T.R. rail, centre of bridge, S. branch Muskoka 801 89 802 16 813 75 814 02 816 54 816 81 DCCV. On W. face of S. abutment of G.T.R. bridge over Muskoka Sll 99 812 26 816 63 816 90 Base of G.T.R. rail, at B.M. DCCIV S15 64 815 91 815 93 816 20 DCC IV. On rock. 9-6 ft. E. of track, 40 ft. N. of centre of Manitoba 817 56 817 83 Centre of highway bridge over Muskoka river at Thomas 81 1 34 811 61 692 On S. end of W. abutment of bridge at Thomas street 807 78 808 05 Base of G.T.R. rail, opposite Thomas street crossing 810 61 810 ss Base of G.T.R. rail, opposite Bracebridge station SI 2 26 812 53 Base of G.T R. rail, 1st crossing N. of Bracebridge station... . S21 82 822 09 Base of G.T.R. rail, opposite B.M. DCCIV 850 50 S50 76 691 On rock 24 ft. W. of track, 414 ft. N. of mile post 104-123.. . 851 14 851 40 IX X III. Base of G.T.R. rail, at B.M. DCCIII 885 73 885 99 On E. face of culvert, 1,180 ft. S. of mile 103-124 s7i i 09 870 35 Base of G.T.R. rail, 4th crossing S. of Falkenburg station.... 919 03 919 29 Base of G.T.R. rail, 3rd crossing S. of Falkenburg station. . . . 923 61 923 87 Base of G.T.R. rail, 2nd crossing S. of Falkenburg station.. . . 934 37 934 63 DCCII. 941 83 942 09 On rock, 10 ft. E. of track, 900 ft. N. of mile 101-126 941 67 941 93 Base of G.T.R. rail, Falkenburg station crossing 952 02 952 32 Base of G.T.R. rail, Falkenburg station 952 25 952 51 DCCI. Base of G.T.R. rail, opposite B.M. DCCI 954 09 954 35 On flat rock, 21 ft. W. of track, 213 ft. S. of mile 100-127 951 89 952 15 DCCXXVIII. Rtjp i if d T H mil rw*r,r»cif a H \f T'iCCJ 954 OS 954 35 On rock, 11 ft. E. of track, 2,390 ft. N. of mile 127-100 955 24 955 49 Base of G.T.R. rail, opposite B.M. DCCXXVIII 954 79 955 04 DCCXXIX. Base of G.T.R. rail, at crossing 970 35 970 60 On W. face of culvert, 2.407 ft. N. of mile 128-99 9S3 59 9S3 84 Base of G.T.R. rail, opposite B.M. DCCXXIX 9S8 18 98S 43 DCCXXX. Base of G.T.R. rail, at crossing 1,008 13 1.00S 3S On rock, 9 ft. W. of track, 61.9 ft. S. of mile 130-97 1.044 71 1,044 96 Base of G.T.R. rail, opposite B.M. DCCXXX 1,043 23 1,043 4S 1.009 30 1,009 55 DCCXXXI. 1,021 94 1,022 IS On rock, E. side of track, 1,700 ft. N. of mile post 131-96 1,024 70 1,024 94 DCCXXXII. Base of G.T.R. rail, opposite B.M. DCCXXI 1,024 11 1,024 35 On rock, 9 ft. W. of track. 1,230 ft. X. of mile 132-95 1.005 96 1,006 20 703 Base of G.T.R. rail, opposite B.M. DCCXXXII 1.005 70 1,005 94 On W. face of culvert, 2,565 ft. S. of mile 133-94 986 64 986 SS ii GEORGIAN BAY SHIP CANAL 135 SESSIONAL PAPER No. 19a Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. El evation'8. Instrumental. Adjusted DCCXXXIII. DCCXXXIV. DCCXXXV. DCCXXXVI. 704 705 DCCXXXVH. DCCXXXVIII. 706 707 DCCXXXIX. DCCXL. DCCXLI. DCCXLII. DCCXLIII. DCCXLIV. 70S 709 710 711 DCCXLV. DCCXLVI. DCCXLVII. Base of G.T.R. rail, opposite B.M. 703 Base of G.T.R. rail, at crossing Base of G.T.K. rail, at crossing Base of G.T.R. rail, at crossing On rock, 35 ft. W. of track, 357 ft. S. of mile 135-92 Base of G.T.R. rail, opposite B.M. DCCXXXIII Base of G.T.R. rail, at Utterson station Base of G.T.R. rail, at Utterson station crossing On rock, 8-7 ft. E. of track, 140 ft. N. of Utterson crossing. . Base of G.T.R. rail, opposite B.M. DCCXXIV On rock, 9 ft. E. of track, 2,070 ft. N. of mile post 136-91. . . Base of G.T.R. rail, opposite B.M. DCCXXXV On rock, 7 ft. W. of track, 1,590 ft. N. of mile 137-90 Base of G.T.R. rail, opposite B.M. DCCXXXVI Base of G.T.R. rail, at crossing On boulder, 17 ft. W. of track, 134 ft. S. of mile 138-89 Base of G.T.R. rail, opposite B.M. 704 Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing Base of G.T.R. rail, centre of bridge over creek Base of G.T.R. rail, at crossing Under E. rail, N. end of bridge over creek Centre of G.T.R., wooden bridge over creek On S. end of W. face of culvert. 780 ft. S. of mile 140-87 Base of G.T.R. rail, opposite B.M. DCCXXXVH Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing On rock, 40 ft. E. of track, 173 ft, S. of mile 142-85 Base of G.T.R. rail, opposite B.M. DCCXXXVIII On base of G.T.R. rail, at crossing On boulder, 48 ft, E. of track, 1,360 ft, N. of mile 143-84 Base of G.T.R. rail, opposite B.M. 706 Base of G.T.R, rail, at crossing On boulder, 9 ft. E. of track, 575 ft. S. of mile 144-83 Base of G.T.R. rail, opposite B.M. 707 Base of G.T.R. rail, at crossing Base of G.T.R. rail, at main road crossing On rock, 17 ft. E. of track, 1,725 ft. S. of mile 146-S1 Base of G.T.R. rail, opposite B.M. DCCXXXIX Base of G.T.R. rail, at crossing, Huntsville Base of G.T.R. rail at station, Huntsville On W. face of S. abutment of bridge over Vernon river Centre of G.T.R. bridge over Vernon river Base of G.T.R. rail, under centre of overhead crossing Base of G.T.R. rail at crossing On rock, 10 feet W. of track at mile 148-79 Base of G.T.R, rail, opposite B.M. DCCLI Base of G.T.R. rail at crossing Base of G.T.R. rail at crossing On E. end of S. abutment of bridge over Big East river Centre of G.T.R. bridge over Big East river On W. end of S. wall of culvert, marked (206) Base of G.T.R. rail, opposite B.M. DCCXLIII Base of G.T.R, rail at crossing Base of G.T.R. rail at crossing On E. face of S. abutment of trestle over Little East river. . . Centre of trestle over Little East river Base of G.T.R. rail at crossing ; On centre of N. wall of cattle guard, N. side of crossing Base of G.T.R. rail at B.M. 708 Base of G.T.R. rail at Novar crossing Base of G.T.R. rail at Novar station On W. end of N. wall of culvert, 195 feet S. of mile 1.56-71.... Base of G.T.R. rail, opposite B.M. 709 On E. end of N. wall of culvert, 1,335 feet S. of mile 157-70. . Base of G.T.R. rail, opposite B.M. 710 On E. end of S. wall of culvert, 433 feet N. of mile 158-69... Base of G.T.R. rail, opposite B.M. 711 On rock, 9 feet E. of track, 2,065 feet N. of mile 159-68 Base of G.T.R. rail, opposite B.M. DCCXLV Base of G.T.R. rail under centre of overhead crossing On rock, 10 feet E. of track, 117 feet N. of overhead crossing. Base of G.T.R. rail, opposite B.M. DCCXLVI On rock, 14 feet E. of track, 160 feet N. of black-white sema- phore, Scotia Junction Base of G.T.R. rail, opposite B.M. DCCXLVII Base of G.T.R, rail, Scotia junction Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. DCCLXXI 993- 01 993 25 1,013- 19 1,013 43 1 ,03s 88 1,039- 12 1,022- 46 1,022- 70 1,027- 95 1,028- 19 1,030- 62 1,030- 86 1,035- 67 1,035- 90 1,036- 06 1,036- 29 1,037- 57 1,037- 80 1,035- 73 1,035- 96 1,048- 70 1,048*93 1,045 49 1,045 72 1,002- 31 1 ,002 7>4 1,001- 31 1,001 54 995- 79 996 02 977 54 977 77 976 84 977 07 974 18 974 41 969- 39 969 62 964 72 964 95 964 67 964 '■•i i 964 05 964 27 967 llll 967 22 967 08 967 30 974 78 975 1 M } 986 44 986 66 1,017 21 1,017 43 1,025 04 1,025 26 1,028 55 1,028 77 1,002 53 1 ,002 75 976 74 976 95 979 36 979 57 975 05 975 26 979 40 979 61 979 11 979 32 945 86 946 07 946 08 946 29 951 82 952 03 950 47 950 6S 954 06 954 27 951 23 951 44 964 71 964 92 965 57 965 78 969 37 969 Sift 981 89 982 09 996 10 996 30 994 994 95 '.•49 18 949 38 947 16 947 36 954 10 954 30 957 08 957 28 990 92 991 11 996 SI 997 IMI 997 52 997 71 1,045 24 1,045 43 1,041 35 1,041 54 1,044 39 1,044 58 1,052 00 1,052 18 1,051 62 1,051 si 1,052 00 1 ,052 19 1.(170 72 1,070 90 1.070 37 1 ,070 55 1 .(if.:, 86 1,066 05 1 ,()(">'.) 51 1 .069 69 1 ,069 35 1,069 53 1 .H7_' 40 1,072 58 1,073 90 1,074 08 1,076 •74 1,076 •92 1,119 •54 1,119 71 1,119 56 1,119 ■73 1,122 ■84 1,123 in 1,122 ■38 1,122 •55 1.120 •84 1,121 •01 1.0S7 •40 1,087 •57 1 ,0S4 •05 1,084 • 22 1,081 •76 1,081 •93 1.0S2 •83 1,0S3 •00 1,082 •42 1,082 •59 1 '6 DEPART.)! IJXT OF I't'BLIC WORKS 7-8 EDWARD VII., A. 1903 Toronto to North Bay, &c. — Complete List of Bench Marks, &c— Continued. Bench Marks. Location and Description. Elkvations'. Instrumental.1 Adjusted. DCCLXXI. DCCLXX. DCCLXIX. DCCLXX III. DCCLXX II. DCCLXVL DCCLXX . DCCLXIII. 718 DCCLXIX . DCCLXII. DCCLXI. DCCLX. DCLIX. DCCLX III. DCCLX II. 717 DCCLX' I. 716 715 DCCLV. 714 713 DC CUV. DCCLIII. On njck, 7 feet E. of track, 155 feet N. of semaphore Base of G.T.R. rail, centre of bridge over Ragged creek Base of G.T.R. rail at Elmsdale crossing On rock, 70 feet XV. of track, 23 feet S. of Elmsdale station. . Base of G.T.R. rail, at Elmsdale station (in XV. end of S. wall of culvert, 1.305 feet N. of mile 63-164. Centre of G.T.R. culvert over brook Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. DCOLXXTII. . . On rock. S feel XX'. of track, 1,150 feet S. of mile 62-165 Centre < f G.T.R. bridge over S. branch of Mognetawan river.. On E. face of N. abutment of bridge over Magnetawan river.. Base of G.T.R. rail at Katrine station crossing Base of G.T.R. rail at Katrine station Base of G.T.R. rail opposite B.M. DCCLX XT On rock, 9 feet E. of track, 490 feet S. of mile 59-168 Centre of G.T.R. bridge over S. branch of Magnetawan river.. On XX . face of N. abutment of bridge over Magnetawan river.. Base of G.T.R. rail at crossing Centre of G.T.R. bridge over S. branch of Magnetawan river.. On E. face of X. abutment of bridge over S. branch of Magnet- awan river Base of G.T.R. rail at crossing \ [ [ Base of G.T.R. rail at Burk's tails station . . Base of G.T.R. rail at Magnetawan wharf station Level of S.E. corner of Magnetawan river wharf On rock, 34 feet S. of track, 39 feet off Magnetawan river wharf. Centre of G.T.R. bridge over Burk's Ealls.. . . Base of G.T.R. rail, opposite B.M. DCCLXIV. . On rock, 7h feet XV. of track, to sawmills, Burk's Falls Crest of dam. head of Burk's Falls Centre of highway bridge, foot of main street, Burk's Fails. . Base of G.T.R. rail, foot of main street, Burk's Falls Centre < f G.T.R. bridge, over S. branch of Magnetawan river. . Centre of G.T.R. bridge, over N. branch of Magnetawan river. On XX . face of N. abutment of bridge, over N. branch of, Magnetawan river Base of G.T.R. rail at crossing i Base of G.T.R. rail, opposite B.M. DCCLXI.. . ' On rock, 9 feet XV. of track, 237 feet N. of mile 54-173 j [Base of G.T.R. rail, opposite B.M. DCCLX... On rock, 10 feet XV. of track, 360 feet S. of mile 53-174. i Base of G.T.R. rail, opposite B.M. DCCLIX On S. end of E. face of culvert. 2,326 feet N. of mile 53-174. . 1 Base of G.T .R. rail at Berrvdale er;ssine.. I Base of G.T.R. rail opposite B.M. DCCLvIII On rock, llh feet XV. of track, 58i feet S. of mile 51-176. . . .1 Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M DCCLVII On boulder, 29 feet XV. of track, 288 feet X. of mile 50-177. . Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. 717 On boulder, 25 feet W. of track, 105 feet S. of mile 49-i7S . , Base of G.T.R. rail opposite B.M. DCCLVI I On rock. 7i feet XV. of track, 1,106 feet S. of mile 4S-i79. . . . Centre of G.T.R. wooden bridge over Stonv creek | jOn E. side of S. end of wooden bri lge over Stonv creek Base of G.T.R. rail, opposite B.M. 715 On rock, 6 feet E. of track, 1SS feet N. of mile 47-180 Base of G.T.R. rail at crossing ! Base of G.T.R. rail opposite B.M. DCCLV On rock, 18 feet XX'. of track, 435 feet N. of mile 46-!Sl Base of G.T.R. rail opposite B.M. 714 ' On XV end of N. wall of culvert, 345 feet N. of mile 45-182. . Base of G.T.R. rail at roa 1 crossing Base of G.T.R. rail at crossing of street '< Bass of G.T.R. rail opposite B.M. 713 ] On XX'. end of N. wall of cattle guard. 250 feet S. of mile 44-183.' Base of G.T.R. rail at crossing of street | Base of G.T.R. rail at Sundridge station crossing Bas? of G.T.R. rail at Sun Iridge station Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. DCCLIX" ! On S. end of XX'. fa e of culvert, 356 feet S. of mile 43-184. Base of G.T.R. rail at crossing Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. DCCLIII On rock, 1 1 feet XV. of track, 215 feet S. of mile 42-185 Base of G.T.R. rail opposite B.M. DCCLII 1,082 1,069 1,039 1.039 1,038 1,025 1.0:51 1,034 1,024 1,023 983 981 983 983 982 9S3 976 975 983 969 966 975 970 939 932 933 9.53 956 958 956 962 964 969 982 978 1,009 1,021 1.023 1,064 1,064 1,056 1 .04 1 1 .058 1,133 1,132 1,135 1,108 1,102 1.091 1,089 1,090 1,103 1,102 1,090 1 ,087 1,110 1,109 1,100 1 .096 1,094 1,095 1.090 1,094 1,09S 1,099 1,095 1.09S 1,099 1,099 1,109 1,118 1,114 1,119 1,128 1,146 1,147 1,160 1,082-99 1.069 -88 1.039- 41 1.040- 05 1.03s -64 1.025-58 1.031 -69 1 .'134 -64 1.024-56 1.023-78 983 • 89 981-39 983-69 983- 61 9S2-94 984- 00 977-12 975-83 984-04 970-11 966-78 975-55 970-71 939-80 932- 20 933- 66 954-11 956-15 958-94 956-47 963- 11 964- 14 970-03 983-10 97S-71 1,010-11 1.021-43 1.023-96 1,064-51 1 ,004 • 45 1,056-61 1,042-03 1,058-40 1,133-23 1.132-97 1,135-40 L10S-51 1.102- 23 1,091-45 1.089 - So 1.090- 49 1.103- 24 1,102-32 1,090-18 1,087-33 1,110-65 1,109-78 1,100-52 1,096-17 1,034-69 1,095-66 1,090-59 1.094- 37 1,099-00 1,099-25 1.095- 64 1.099-05 1,099-77 1,099-99 1,109-72 1,119-09 1,114-15 1,1 19-54 1,128-23 1.147- 03 1.148- 05 1,160-29 ii GEORGIAN BAT SHIP CANAL 137 SESSIONAL PAPER No. 19a Toronto to Xorth Bay, &c. — Complete List of Bench Marks, &c. — Continued. Dec LI I 712 DCCLI. DCCL. DCCXLIX. DCCXLVIII. DCCLXXII. 719 DCCLXXIII. DCCLXXIV. DCCLXXV. DCCLXXVI. 720 721 722 723 DCCLXXVH. DCCLXXVIII. DCCLXXIX. DCCLXXX. 724 DCCLXXXI. 725 726 DCCLXXXII. 727 DCCLXXXIII. DCCLXXXIV. DCCLXXXV. On boulder, 41 feet W. of track, 2,380 feet S. of mile 41-186. Base of G.T.R. rail at crossing Base of G.T.R. rail at crossing Base of G.T.R. rail at crossing Base of G.T.R. rail opposite B.M. 712 On boulder. 14 feet E. of track, 400 feet S. of semaphore. . . . Base of G.T.R. rail at South River station Base of G.T.R. rail at South River station crossing Base of G.T.R. rail opposite B.M. DCCLI On rock, 8 feet W. of track, 189 feet N. of samaphore Centre of G.T.R. bridge over South river On E. end of N. abutment of bridge over South river Base of G.T.R. rail opnosite B.M. DCCXLIX On rock, 11 feet W. of track, 518 feet N. of mile 37-190 Base of G.T.R. rail opposite B.M. DCCXLVIII On rock, 11 feet E. of track, 51 feet S. of mile 36-101 Base of G.T.R. rail opposite B.M. DCCXLVIII Rase of G.T.R. rail at crossing On rock. 9 feet E. of track, 158 feet S. of mile 35-192 Base of G.T.R. rail opposite B.M. DCCLXXII On boulder, 16 feet \V. of track. 62 feet N. of mile 34-193... . Base of track, opposite B.M. 719 On rock, 16 feet W. of track, 2,080 feet S. of mile 33-194. . . . Base of G.T.R-. rail opposite B..\i. DCCLXXIII Base of G.T.R. rail at gravel pit crossing Base of G.T.R. rail, centre of high trestle over gully On rock, 10 feet W. of track, at mile post 33-194 Base of G.T.R. rail opposite B.M. DCCLXXIV On rock, 10 feet E. of track, 174 feet S. of mile post 32-195. . Base of G.T.R. rail opposite B.M. DCCLXXV On boulder, 12 feet W. of track, 305 feet S. of mile 31-196.. . Base of G.T.R. rail opposite B.M. DCCLXXVI On boulder, 16 feet E. of track at mile post 30-197 Base of G.T.R. rail opposite B.M. 720 On VV. end of N. abutment of bridge, 480 feet S. of mile 29-198. Base of G.T.R. rail, centre of bridge. 480 feet S. of mile 29-198. On boulder, 14i feet W. of track, 106 feet S. of mile 2S-197. . Base of G.T.R. rail opposite B.M. 722 Base of G.T.R. rail, centre of bridge over South river On S. base support of G.T.R. tank, Trout creek Base of G.T.R. rail opposite B.M. 723 Base of G.T.R. rail at Trout creek station Base of G.T.R. rail at Trout creek station crossing On boulder, 13 feet YV. of track, 240 feet N. of mile 25-202 . . . Base of G.T.R. rail opposite B.M. DCCLXX VH On rock, 7i feet E. of track, 475 feet N. of mile post 24-203. . Base of G.T.R. rail opposite B.M. DCCLXXVIII Base of G.T.R. rail at crossing On rock. 8 feet E. of track. 884 feet N. of mile 23-204 Base of G.T.R. rail opposite B.M. DCCLXXIX On rock, oh feet E. of track, 615 feet S. of mile 22-205 Base of G.T.R. rail opposite B.M. DCCLXXX On boulder. 7k feet E. of track, at mile 22-205 Base of G.T.R. rail opposite B.M. 724 Base of G.T.R. rail at crossing Base of G.T.R. rail, centre of bridge over brook Base of G.T.R. rail at crossing Base of G.T.R. rail at Poivassan station Base of G.T.R. rail, overhead crossing of street Rase of G.T.R. rail, overhead crossing of McGuiness' brook. . On E. face of N. abutment of bridge over McGuiness' brook. Base of G.T.R. rail at crossing On boulder, 25 feet E. of track, 1,110 feet S. of mile 18-203.. Base of G.T.R. rail opposite B.M. 725 Centre of G.T.R. trestle over brook Base of G.T.R. rail at crossing ; On boulder. 74 feet W. of track, 480 fjet S. of mile 17-210.. . Base of G.T.R. rail opposite B.M. 726 j On boulder. 30 feet E. of track, 58 feet S. of mile post 16-211 Base of G.T.R . rail opposite B.M. DCCLXXX 1 1 On boulder, 8* feet W. of track, 340 feet S. of mile 15-217. . Base of G.T.R. rail opposite B.M. 727 Centre of G.T.R. trestle over brook On rock, 10 feet W. of track, 2.51J Base of G.T.R. rail opposite B.M. On rock, 34 feet W. of main track Base of G.T.R. rail opposite B.M. _ On rock, S feet E. of track. 365 feet S t S. of mile 14-213 . . 'LXXXIII feet S. of mile 14-21.3. 5LXXXIV 13-214 [Base of G.T.R. rail opposite B.M. DCCLXXXV... 1,158-86 1,186-31 1.173- 18 1.155- 20 1,158-19 1.157-07 1,157-87 1,157-78 1.156- 33 1,156-75 1,156-88 1,152-95 1,152-57 1,152-75 1.184- 07 1.185- 11 1,184-08 1,195- 16 1.194- 77 1.195- 27 1,194-83 1,194-10 1.192- 34 1.193- S4 1,190-05 1.175- 69 1.176- 97 1.174- 65 1,150-32 1,148- 17 1,105-61 1.104-24 1.053- 76 1.054- 88 1,030-93 1,033-19 1,025 -.87 1,029-23 1.026- 05 1.027- 30 1,026-35 1.026- 80 1.027- 38 1,039-36 1,039-24 1,024-39 1,024-72 977-71 974-62 974-13 G34-57 C34-72 <'--•■ _'l 92S-60 908-71 881-34 855- 66 S55-41 856- 07 856-10 852-21 S72-38 873-41 867-32 870-36 864- 49 865- 46 86S-11 869-57 875-91 S77-57 879-46 sss.s::; ^s7-'.il 883-24 ss4-!U s7.-l-7!> 872-47 138 DEPARTMENT OF PUBLIC WORKS II 7-8 EDWARD VII., A. 1908 Toronto to North Bay, &c. — Complete List of Bench Marks, &c. — Concluded. Bench Murks. Location and Description. Elevations. Instrumental. Adjusted DCCLXXXVI. On rock. 7 feet W. of track, 610 feet S. of mile 12-215 I Base of G.T.R. rail opposite B.M. DCCLXXXVI Centre of G.T.R. trestle over brook DCCLXXXVI!. On rock, 13 feet E. of track. 39 feet S. of mile 11-216 Base of G.T.R. rail, opposite B.M. DCCLXXXVII Base of G.T.R. rail, centre of trestle over brook DCCLXXXVIII. On E. face of S. abutment of bridge over Wistawasing river. . . Center of G.T.R. bridge over Wistawasing river Base of G.T.R. rail, at crossing of Xipissing Nasbonsing Rail- way DCCLXXXIX. On rock, 9 ft. E. of track, 1,560 ft. S. of mile 9-218 Base of G.T.R. rail, opposite B.M. DCCLXXXIX Centre of G.T.R. trestle over brook Base of G.T.R. rail at crossing DCCXC. On rock, 8* ft. W. of track, 2,000 ft. S. of mile 8-219 Base of G.T.R. rail, opposite B.M. DCCXC DCCXCI. On rock, 9 ft. W. of track, 129 ft. N. of S. semaphore Base of G.T.R. rail, opposite B.M. DCCXCI Base of G.T.R. rail, overhead crossing of road Base of G.T.R. rail, overhead crossing of brook [Base of G.T.R. rail, at Callender crossing [Base of G.T.R. rail, at Callender station DCCXCII. On rock, 8£ ft. W. of track, 19 ft. S. of mile post 7-220 'Base of G.T.R. rail, opposite B.M. DCCXCII 'Base of G.T.R. rail, at crossing 728 |On rock, 17i ft, W. of track, 650 ft. N. of mile 6-221 iBase of G.T.R. rail, opposite B.M. 728 DCCXCIII !0n rock, 94 ft. W. of track, 1,060 ft. S. of mile 5-222 |Base of G.T.R. rail, opposite B.M. DCCXCIII ]Base of G.T.R. rail, centre of trestle over brook jBase of G.T.R. rail, at crossing DCCXCI V. On E. face of S. abutment of bridge over Riviere a la Vase Centre of bridge (G.T.R.) over Rivier. a la Vase Base of G.T.R. rail, at Nipissing station crossing Base of G.T.R. rail, at Nipissing station Base of G.T.R. rail, at junction with C.P.R. Nipissing DCCXCV. jOn rock, 10 ft. W. of track, at junction of G.T.R. with C.P.R, Base of G.T.R. rail, opposite B.M. DCCXCV C.P.R. bench, W. of track marked (653-77) Base of C.P.R. rail, at crossing Base of C.P.R, rail, junction to Callender DXLVI. On rock, 13 ft. N. of track, 717 ft. W. of mile 114 from Chalk River Base of G.T.R. rail, opposite B.M. DXLVI C.P.R. bench, marked (642-69) till On rock, 14 ft. S. of track, 95 ft. E. of mile 115 Base of G.T.R. rail, opposite B.M. 611 C.P.R. bench, marked (630-87) DXLV. On rock, 9 ft. N. of track, 280 ft. E. of mile 110 Base of G.T.R. rail, opposite B.M., DXLC C.P.R. bench, marked (625-65) Centre of C.P.R. culvert, 116- 19 miles from Chalk River .... Base of C.P.R. rail, at crossing Base of C.P.R. rail, junction of T.N.O. Ry I. Inside edge coping, 4th altar step, W. end of S. abutment of bridge DXLIV. On W. end of S. abutment of bridge over Chippewa creek.. . . Centre of C.P.R. bridge over Chippewa creek Base of C.P.R. rail, at crossing DCCXCVI. On base, E. face of C.P.R. North Bay Base of C.P.R. rail, opposite North Bay station g9G. BOO o^y • 37 ,S' 's . 1 2 828 • 1 6 ftflA . oU'i * 804- 34 768 * 1 2 7AQ / Do 15 7 AG . fiO Oi7 769* 92 756 • Ot\ £o 756« 29 739 • 51 739 * 54 743 53 743 56 74/ ,•;.> 74/ _ _ 66 t 0 1 83 757 iOi 42 7 -7 45 727 ■ 57 727 60 70 e oo 725 58 712 si 712 86 710 70 710 73 675 88 675 90 075 oy 675 0 I 671 75 671 77 67 1 56 A7 1 08 6/0 oy 670 61 670 o\ 670 23- 672 4 1 672 43 i • i 2 no XfO 6 1 2 95 684 62 64 705 oy i O. ) 61 705 y^ 705 y^ 679 26 679 2& 678 37 678 39 671 47 671 49 674 76 674 i 8 673 16 673 17 674 94 674 95 675 40 675 4 1 675 38 675 39 676 24 676 25 677 50 677 51 676 62 676 63 678 60 678 61 673 63 673 64 673 30 673 31 667 43 667 44 665 31 665 32 667 65 667 62 654 92 654 93 654 50 654 51 655 75 655 74 652 99 652 99 650 81 650 81 6.50 55 650 •55 051 86 651 •86 652 36 652 36 653 •55 653 •55 i 646 •06 646 •06 650 ■71 650 •71 654 •03 654 •03 653 •94 653 •94 663 •19 663 ■ 19 661 •78 661 •78 ii GEORGIAX BAT SHIP CANAL 139 SESSIONAL PAPER No. 19a ROUSES' POINT TO MONTREAL, VIA LACOLLE JUNCTION, HOWICK JUNCTION, VALLEYFIELD, COTEAU JUNCTION AND LACHINE. Bench Marks. Location and Description. Elevations. Instrumental. Adjusted M — B DCI. 639 DCII. 737 r:;s DCCCXIX. DCCCXX. DCCCXXI. DCCCXXII. DCCCXXI 1 1. DCCCXXIV. DCCCXXV. 739 DCCCXX VI. DCCCXXVII. DCCCXXVIII. DCCCXXIX. DCCCXXX. DCCCXXXI. DCCCXXXII. 740 741 DCCCXXXIII. 20-0 ft. from N.E. corner of Chapman building, Houses' Point, N.Y Base of D. & H. Railway at Chapman street crossing, Rouses' Point NY Base of D. & H. Railway at Pratt street crossing, Rouses' Point, N.Y Base of D. & H. Railway at Rouses' Point station 4- On N.E. corner of Rouses' Point station Base of D. & H. Railway at crossing of Rutland Railway . . . On boulder at boundary line, U.S. and Canada Base of rail at boundary line, U.S. and Canada Top of bronze cap Bench Well A in boundary, near Riyer. . Cavity in bronze cap Bench Well A in boundary, near River. Top of inside tube, Bench Well A in boundary, near River. . Top of outside tube. Bench Well A in boundary, near River. . On W. face of S. wall of G.T.R. culvert, 730 ft. S. of mile 46*. Base of rail, centre of G.T.R. culvert, 730 ft. S. of mile 46*. . Base of rail, crossing 580 ft. S. of mile 45* + On E. end of S. wall culvert, 210 ft. N. of semaphore Base of G.T.R. rail, opposite B.M. 737 Base of G.T.R. rail, at Lacolle station Base of G.T.R. rail, at crossing Base of G.T.R. rail, at crossing of Napierville Railway + On S. base stone of G.T.R. tank, Lacolle village Base of rail, opposite Lacolle village station Base of G.T.R. rail, Lacolle village station crossing On S.E. corner of A. Wilson's house back of G.T.R. station. . Base of G.T.R. rail, at road crossing On E. end of N. face of culvert, N. side of G.T.R Base of G.T.R. rail, opposite B.M. DCCCXX On N. end of W. abutment of G.T.R. bridge, Lacolle river. . . Base of G.T.R. rail, centre of G.T.R. bridge, Lacolle river... . Base of G.T.R. rail, crossing On S. gable of priest's house, Ste. Claude de Lacolle On N. side of Ste. Claude R.C. Church On E. end of S. face of culvert, 125 ft. E. of mile 14 Base of G.T.R. rail, opposite B.M. DCCCXXIV Base of G.T.R. rail, opposite Henrysburgh station Base of G.T.R. rail, opposite Henrysburgh station crossing.. . On E. end of S. face of culvert, 2,202 ft. W. of mile 15 Base of G.T.R. rail, opposite B.M. DCCCXXV , + On N. end of culvert, 340 ft. E. of mile 16 Base of G.T.R. rail, opposite B.M. 739 On E. end of S. face of culvert, 1,620 ft. W. of mile 16 Base of G.T.R. rail, opposite B.M. DCCCXXVI Base of G.T.R. rail, at road crossing Base of G.T.R. rail, at road crossing On W. end of N. face of culvert, 4S0 ft. W. of mile 17 Base of G.T.R. rail, opposite B.M. DCCCXXVII On S. end face, W. wall of culvert, 1,370 ft. W. of mile 18 Base of G.T.R. rail, opposite B.M. DCCCXXVIII Base Qf G.T.R. rail, crossing 1,380 ft. W. of mile 18 On E. end of S. face of culvert, 1,620 ft. W. of mile 19 Base of G.T.R. rail, opposite B.M. DCCCXXIX Base of G.T.R. rail, centre of bridge over Chambly river On boulder 29.7 ft. N. of track, 2,228 ft. W. of mile 20 Base of G.T.R. rail, opposite B.M. DCCCXXX Rase of G.T.R. rail, crossing Base of G.T.R. rail, opposite Johnson station Base of G.T.R. rail, opposite Johnson station crossing Base of G.T.R. rail, at Hemmingford junction On W. end of small culvert, 2,120 ft. E. of mile 22 Base of G.T.R. rail, opposite B.M. DCCCXXXI On S. end of culvert, 162 ft. W. of mile 22 Base of G.T.R. rail, opposite B.M. DCCCXXXII Base of G.T.R. rail, crossing Base of G.T.R. rail, centre of bridge over Norton brook. . . . + 6n boulder, 22 ft. N. of track, 600 ft. E. of mile 23 Base of G.T.R. rail, opposite B.M. 740 Base of G.T.R. rail, centre of bridge over Cranberry brook. . . On boulder, 26 ft. S. of track and 1,745 ft. W. of mile 24 Base of G.T.R. rail, opposite B.M. 741 On rock 8.15 ft. S. of track, 1,634 ft. E. of mile 25 107 96 107- 96 129 25 129 25 123 15 123 15 122 48 122 48 123 76 123 76 120 31 120 31 113 40 113 41 116 37 116 39 93 60 93 63 93 56 93 59 101 57 101 59 102 70 102 72 109 29 109 31 113 11 113 59 117 33 117 35 122 26 122 29 126 71 126 74 130 42 130 45 130 77 130 SO 141 50 141 54 152 11 152 15 153 86 153 90 154 82 154 86 156 72 156 76 166 17 166 22 161 84 161 89 166 26 166 31 163 80 163 85 166 95 167 00 178 29 178 34 193 00 193 05 192 81 192 sr, 182 59 182 65 185 14 185 20 204 36 204 42 204 71 204 77 1 sT 75 187 82 191 16 191 23 193 94 194 01 195 19 195 26 192 20 192 27 196 99 197 06 203 31 203 :;s 217 98 218 05 223 53 223 61 226 51 226 59 207 50 207 58 210 65 210 73 210 58 210 66 181 60 181 69 184 10 184 19 182 84 182 93 182 42 182 52 184 52 184 62 185 83 185 93 192 04 192 14 193 04 193 14 1N9 20 189 30 183 22 183 32 185 50 185 60 179 84 179 95 182 04 182 15 189 08 189 19 17S 87 178 98 177 67 177 78 179 43 179 54 178 77 178 so 177 07 177 19 179 07 179 19 184 43 184 55 140 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Rouses' Point to Montreal, &c. — Complete List of Bench Marks, &c. — Continued Bench Murks. Location and Description. Elkvatio.vs. Instrumental. Adjusted. Base of G.T.R. rail, opposite 3.M. DCCCXXXIII Base of G.T.R. rail, opposite Holton station Base of (1.1. It. rail, opposite Holton station crossing DCOCXXXIY. On rock 9 ft. S. of trac.-v and 81 ft. W. of mile 20 |Base of G.T.K. rail, opposite B.M. DCCCXXXIV , DCCCXXXV. On rock 8-05 ft. of traeK and 1,530 ft. W. of mile 27 Base of G.T.R. rail, opposite B.M. DCCCXXX v' I DCCCXXXVI. On rock 7-0.5 ft. s. of track, and 2,330 ft. VV. of mile 28 Base of G.T.K. rail, opposite B.M. DCCCXXXVI I Base of G.T.K. rail, at crossing Base of G.T.K. rail at crossing DCCCXXXVJI. ( )n E. end of N. face of culvert, 590 ft. W. of mile 30 Base of G.T.K. rail, opposite B.M. DCCCXXXVI! Base of G.T.R. rail, at crossing DCCCXXXYIII. On S. face of E. abutment of bridge over Norton brook Base of G.T.K. rail, opposite centre of bridge over Norton brook ' Base of G.T.K. rail, opposite Aubrey station Base of G.T.K. rail, opposite Aubrey station crossing 742 4- On coping, N. end of culvert, 2,080 ft. E. of mile 33 ... . Base of rail, opposite B.M. 742 Base of rail at crossing DCCCXVIII. On W. end of S. face of culvert, 2,570 ft. W. of mile 34 Base of G.T.K. rail, opposite B.M. DCCCXVIII Base of G.T.K. rail, opposite B.M. DCCCXVII DCCCXVII. On rock 7-5 ft. N. of track and 500 ft, E. of mile 34 Base of G.T.K. rail, crossing Base of G.T.R., rail crossing Base of G.T.K. rail, opposite B.M. DCCCXYT DCCCXVI. On S. face, w. abutment, bridge over English river 730 On S. seat, \V. abutment, bridge over English river Base of G.T.R. rail, crossing Base of G.T.R. rail, crossing Base of G.T.R. rail, at Howick Junction Base of G.T.R. rail, opposite B.M. DCCCXV IK'CCXV. On S. face of culvert, 245 ft, W. of mile 37 Base of G.T.R. rail, crossing 735 + On N.E. corner of VV. abutment, bridge over Chateauguay river. Bass of rail, centre of bridge over Chateauguay river. IXXJCXIV. On \V. face of W. abutment, bridge over Chateauguay river.. Base of G.T.R. rail, crossing Base of G.T.R. rail, opposite B.M. DCCCXIII DCCCXIII. On N. face of culvert, 1,000 ft. SV. of mile 39 Base of G.T.R. rail, opposite B.M. 734 + On boulder 8-85 ft. N. of track and 715 ft, W. of mile 40 . Base of G.T.R. rail, crossing Base of G.T.R. rail, opposite B.M. DCCCXII DOCCXII. On N. end of W. face of culvert, 195 ft. S. of mile 42 Base of G.T.R. rail, at St. Louis station Base of G.T.R. rail, at St. Louis station crossing Base of G.T.R. rail, centre of bridge over St. Louis river DCCCXI. On N. face of N. pier of G.T.R. bridge over St. Louis river. . . Base of G.T.R. rail, at crossing, St. Louis Base of G.T.R. rail, at crossing, St. Louis Base of G.T.R. rail, at crossing, St. Louis 733 On N.\V. corner of culvert, 1,580 ft. S. of mile 45 Base of G.T.R. rail, opposite B.M. DCCCX DCCCX. On N. end of vV. face of culvert, opposite mile post 89 4- Base of G.T.R. rail, opposite B.M. 732 732 (On boulder, 25 ft. E. of track and 2,000 ft. N. of mile 89 Base of G.T.R. rail, at crossing DCCCIX. +On vV. face of culvert, 355 ft. N. of mile 47 I Base of G.T.R. rail, opposite B.M. 731 731 +On S. end of culvert 355 ft. N. of mile 47 Base of G.T.R. rail, at Cecile Junction Base of G.T.R. rail, crossing S. side of Beauharnois canal. . . 730 -(-On E. end of S. abutment of bridge over Beauharnois canal. Base of G.T.R. rail, centre of bridge over Beauharnois canal. DCCCVIII. On S. face of sluice portal, U miles E. of lock 1 Bass of G.T.R. rail, at crossing, N. side of canal Base of G.T.R. rail, at crossing Centre of bridge over M.C.J, mills channel DCCCYII. On E. end of N. abutment of bridge over tail race of M.C.C. mills Base of G.T.R. rail, at crossing, Valleyfield Base of G.T.R. rail, opposite B.M. DCC0V1 DCCCVI. Jn E. face of culvert, E. of Vallevrield iron works crossing 184- 78 184- 90 195- 85 195- 98 190- 13 19u- 26 195- 08 195- 21 196- 13 190- 20 204- 1 1 204- 25 203- 93 204- 07 182 20 182 40 l»2. ■'>■'> 182- 09 1S3 56 183 70 179- 31 179- 40 151 15 lol 30 155- 12 27 142 08 142 24 138 00 138 10 141 45 141 61 141 til, 141 82 141 68 141 84 130 46 130 63 141 87 142 04 141 77 141 94 13? 03 137 80 140 Ml 140 97 142 9S 143 16 142 711 142 \\ 141 .-,(! 141 69 131 49 131 68 130 s9 131 08 125 55 125 74 128 M) 128 99 129 80 130 05 129 00 129 79 132 54 132 73 132 28 132 48 129 20 129 46 131 45 131 65 129 47 129 67 132 132 43 129 25 129 45 131 45 131 65 138 07 138 28 135 58 135 79 141 98 142 19 140 88 141 09 140 74 140 96 137 01 137 24 129 90 130 19 135 135 78 135 2*3 135 46 135 71 135 94 129 08 129 31 130 28 130 51 140 99 141 23 143 02 143 26 142 38 142-02 157 35 157 60 153 14 153 39 103 19 103 44 101 05 161 30 103 01 163 27 159 80 160 06 102 90 163 22 100 53 160 79 149 57 149 84 153 22 153 ■49 153 52 153 79 153 40 153 •73 143 44 143 71 153 35 153 62 149 22 149 49 148 22 148 ■49 142 •84 143 • 11 149 •94 150 •21 155 •08 155 •36 151 ■33 151 ■61 ii GEORGfAJS BAY SHIP CANAL 141 SESSIONAL PAPER No. 19a Rouses' Point to Montreal, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. Location and Description. DCCCV. 729 DCCCIV. DCCCIII. DCCCII. DCCCI . DCCC. DCCXCIX. DCCXCVIII. DCCXCVII. ccccxxvnr 547 ccccxxix. 540 024 DLXXIX. DCCCLXIV. DCCCLXIII. DCCCLXII. DCCCLXI. DCCCLX. 749 DCCCLIX. DCCCLVIII. DCCCLVII. Base of G.T.R. rail at VaUeyfield Iron Works crossing On VV. end of Laroque House, VaUeyfield + On coping S. end of lower gates, lock No. 14, VaUeyfield. . + On coping N. end of lower gates, lock No. 14, Valleylield. . + On coping S. end of upper gates, lock No. 14, VaUeyfield. . + On coping, N. end of upper gates, lock No. 14, VaUeyfield . Centre of M.C.C. bridge over S. channel, VaUeyfield On retaining wall S. end of bridge over N. channel, VaUeyfield Centre of M.C.C. bridge over N. channel, VaUeyfield Base of G.T.R. rail crossing, VaUeyfield station Base of G.T.R. rail, VaUeyfield station. Base of G.T.R. rail, crossing, VaUeyfield On N. face of S. abutment of bridge over 3rd channel of St. Lawrence river Centre of G.T.R. bridge over 3rd channel, St. Lawrence river. On S. face of N. abutment of bridge over 3rd channel of St. Lawrence river On N. face of S. abutment of bridge over 2nd channel of St. Lawrence river Centre of G.T.R. bridge over 2nd channel, St. Lawrence river. On S. face of N. abutment of bridge over 2nd channel of St. Lawrence river On N. face of S. abutment of bridge over steamboat channel of St. Lawrence river Centre of G.T.R. bridge over steamboat channel of St. Lawrence river On S. face of N. abutment of bridge over steamboat channel of St. Lawrence river Base of G.T.R. rail, centre of overhead crossing Base of G.T.R. rail, centre of overhead crossing, S. side of Soulanges canal Base of G.T.R. rail, centre of G.T.R. bridge, over Soulanges canal On N. face of N. abutment of G.T.R. bridge over Soulanges canal On E. face of overhead crossing of road, N. side of Soulanges canal Iron bolt in W. wall of crossing of road, S. side of canal . On N. face of stone block, lower end of bridge over canal. . . . Coping N, end of upper gates of lock 1, Soulanges canal .... Coping S. end of upper gates of lock 1, Soulanges canal Coping S. end of lower gates of lock 1, Soulangjs canal Coping N. end of lower gates of lock 1, Soulanges canal Iron bolt in \V. wall of crossing of road, N. side of canal. . . . Base of G.T.R. rail over road along N. side of canal Base of G.T.R. rail, crossing along branch to VaUeyfield + On coping S.W. corner of highway bridge over Delisle river. On W. face of S. abutment of highway bridge over Delislt river Base of G.T.R. rail, crossing W. shora of Delisle river Base of G.T.R. rail, centre of bridge over Delisle river On S. end of E. abutment of bridge over Delisle river Base of G.T.R. rail, crossing E. shore of Delisle river Base of G.T.R. rail at Riviere Rouge crossing Base of G.T.R. rail at Riviere Rouge station On N. face of VV. abutment of bridge over Riviere Rouge. . . . Base of G.T.R. rail, centre of bridge over Riviere Rouge Base of G. T. R. rail, opposite 3. A. DCCCLXII On E. face of N. end of culvert, 15 ft. .V. of mile 34 Base of G.T.R. rail, St. Emmanu.d crossing Base of G.T.R. rail, opposite B.M. DCCCLXI On S. end of wall of culvert, 40 ft. of mile 33 Base of G.T.R. rail, opposite B.M. DCCCLX On S. end of '.V. wall of culvert, 784 ft. VV. of mile 3lj Base of G.T.R. rail at St. Dominique crossing Base of G.T.R. rail at St. Dominique station Base of G.T.R. rail at C?dars crossing On N. end of B. side of culvert at Cedars station Base of G.T.R. rail at Cedars station Base of G.T.R. rail, 1st crossing E. of Cedars station. . . . Base of G.T.R. rail, opposite B.M. DCCCLIX On W. end of E. face of culvert, 193 ft. E. of mile 26J Base of G.T.R. rail, 2nd crossing E. of Cedars station Base of G.T.R. rail, opposite B.M. DCCCLVIII On vV. end of S. face of culvert, 1.4S0 ft. W. of mile 25£.. Base of G.T.R. rail, opposite B.M. DCCCLVII On S. end of E. ballast wall of cidvert, 735 ft. E. of mile 25. . Base of G.T.R. rail, crossing of road to Cascades village Elevations. Instrumental. Adjusted. 155 •49 155 •77 157 •23 157 •51 154 •34 154 •62 154 •30 154 •58 154 •30 154 154 •29 154 •57 157 157 •52 157 •07 157 •95 158 •00 158 •28 158 •03 158 •91 160 .20 160 .48 157 •70 157 •99 171 •04 1 7 I ■ OTt 173 • 72 174 ■02 171 •00 1 7 1 i/i „ • OO 171 •42 171 79 173 •85 174 ' IE • 15 171 42 1 7 t 79 171 36 171 •66 173 89 1 7 A 1 / ■* 19 171 •36 171 ' »! ► 174 00 174 30 173 99 174 oU 174 12 174 174 11 174 100 85 161 1 7 1 / 100 99 1 ri 1 30 158 76 lOo 07 158 00 loo ■ » 1 157 99 1 -\ Q 1 . ) > 30 158-02 158 33 158 04 158 . ; i 159 44 159 76 174 09 174 40 159 70 100 01 158 40 158 71 156 43 lou 74 100 79 161 10 100 88 161 19 158 83 159 14 100 in) 161 21 101 162 04 101 34 161 L57 71 158 05 160 96 161 27 159 31 159 62 151 11 151 42 162 96 163- 28 162 72 163 04 159- 28 159 60 152 03 152- 35 149 59 149 91 150 68 157- 00 157 20 157- 52 159- AA 159- 75 158- 94 159- 26 159- 45 159- 77 158- 68 159 01 123- 54 123- 87 118 77 119- 10 1 \\< 00 119- 33 05 92- 38 90- 97 91 • SI] 83- 79 84- 12 78- 91 79- 24 84- 54 84- 87 142 DEPARTMENT OF PUBLIC WORKS II 7-8 EDWARD VII., A. 1908 Rouses' Point to Montreal, &c. — Complete List of Bench Marks, &c. — Continued. BenchlMarks. CCCCXV. CCCCXIV. CCCCXIII. CCCCXII. DCCCLV1. DCCCLV. DCCCLIV. DCCCLIII. DCCCLII. DCCCLI. DCCCL. CCCCI. DCCCXLIX. DCCCXLVIII. CCCXCVIII. 747 DCCCXLIII. DCCCXLII. DCCCXLI. Location and Description. Base of G.T.R. rail, opposite Vaudreuil station Base of C.P.R. rail, opposite Vaudreuil station Base of G.T.R. rail, opposite B.M. DCCCXV On S. end of W. abutment, G.T.R. bridge over Ottawa river at Vaudreuil Base of G.T.R. rail, opposite B.M. CCCCXIV On S. end of E. abutment, G.T.R. bridge over Ottawa river at Vaudreuil Base of G.T.R. rail, crossing road along W. shore He Perrot brook Base of G.T.R. rail, crossing road along E shore He Perrot brook On N.W. face of W. abutment of G.T.R. bridge, Be Perrot brook Base of G.T.R. rail, centre G.T.R. bridge, Be Perrot brook. . Base of G.T.R. rail, opposite B.M. CCCCXII On N.W. end of W. abutment of G.T.R. bridge over Ottawa river at Ste. Anne de Bellevue Base of C.P.R. rail, opposite Ste. Anne de Bellevue station. . Base of G.T.R. rail, crossing to C.P.R. station Base of G.T.R. rail, opposite Ste. Anne de Bellevue station . . Base of G.T.R. rail, opposite B.M. DCCCLVI On W. end of S. face of C.P.R. culvert, 660 ft. W. of G.T.R mile 20 Base of C.P.R. rail, opposite Bay View station Base of G.T.R. rail, opposite Baie D'Urfe' station Base of G.T.R. rail, opposite B.M. DCCCLV On E. end of S. face of G.T.R. culvert, 123 ft. E. of mile 19. . Base of G.T.R. rail, opposite B.M. DCCCLIV On W. end of S. face of G.T.R. culvert, 210 ft. W. of mile 18. Base of C.P.R. rail, opposite Beaurepaire station Base of G.T.R. rail, opposite Beaurepaire station Base of G.T.R. rail, opposite culvert, opposite G.T.R. mile 17. On E. end of S. face of C.P.R. culvert, opposite G.T.R. mile 17. Base of G.T.R. rail, opposite B.M. DCCCLII On W. wall of G.T.R. culvert, 872 ft. E. of mile 16 Base of G.T.R. rail, opposite Beaconsfield station Base of C.P.R. rail, opposite Beaconsfield station Base of G.T.R. rail, opposite Beaconsfield crossing Base of G.T.R. rail, opposite B.M. DCCCLI On E. end of N. face of G.T.R. culvert, 745 ft. S. of mile 15. . Base of G.T.R. rail at Pointe Claire station Base of C.P.R. rail at Cedar Park station Base of G.T.R. rail at crossing Base of G.T.R. rail at Lakeside station Base of C.P.R. rail at Lakeside station Base of G.T.R. rail at Lakeside crossing Base of G.T.R. rail, culvert 1,610 ft. W. of mile 13 On E. end of S. face of culvert, 1,610 ft. W. of mile 13 Base of G.T.R. rail, centre of G.T.R. culvert, 220 ft. W. of Valois station On S. base of W. wall of G.T.R. culvert, 220 ft. W. of Valois station Base of G.T.R., opposite Valois crossing Base of G.T.R., opposite Valois station Base of C.P.R. rail, opposite Valois station Base of G.T.R. rail, opposite B.M. DCCCXLIX On W. face of wall of culvert, 511 ft. E. of mile 12£ Base of G.T.R. rail, opposite Strathmore crossing Base of G.T.R. rail, opposite Strathmore station Base of G.T.R. rail, opposite B.M. DCCCXLVIII On W. end of N. face of culvert, 585 ft. E. of mile 11* On rear base, W. side of Dorval R. C. church Base of G.T.R. rail, opposite Dorval crossing Base of G.T.R. rail, opposite Dorval station Base of C.P.R. rail, opposite Dorval station Base of G.T.R. rail, opposite B.M. 747 On S.E. peak of culvert, 171 ft. W. of mile 9* On S.E. face of W. wall of culvert, 171 feet W. of mile 9J Base of G.T.R. rail, opposite Dixie station Base of G.T.R. rail, opposite Dixie crossing Base of G.T.R. rail, opposite B.M. DCCCXLII On S.E. face of culvert, 1,520 feet E. of mile 9, \V. of Montreal Base of G.T.R. rail, opposite culvert, 905 feet \V. mile 8, W of Montreal On S.W. face of G.T.R. culvert, 905 feet W. of mile 8, W. of Montreal Elevations. Instrumental. Adjusted. 84. 76 85- 09 86- 07 86- 40 89- 63 89> 96 88 30 88 61 93-23 93 56 91 94 92 27 93 22 93 55 90 03 90 35 92 i ) i 92 33 1 1, ; 59 96 91 1 1 ) 27 105 59 105 54 105 86 117 75 118 07 116 76 117 08 121 22 121 54 120 37 120 69 113 31 113 63 114 12 114 44 114 12 114 44 113 62 113 94 04 109 36 JO", 76 106 08 97 93 98 25 106 85 107 17 105 64 105 96 yo 82 94 14 83 83 '.IS 105 56 105 87 102 40 102 71 105 to 105 44 106 107 26 104 97 105 2.s 103 09 103 40 96 62 96 93 108 11 108 42 111 71 112 02 103 71 104 02 96 88 97 18 96 71 97 01 96 58 96 vs 96 32 96 62 89 13 89 43 90 13 90 43 73 86 74 16 89 60 89 90 89 78 90 08 89 14 89 44 89 24 89 54 77 68 77 89 44 89 74 89 42 89 72 ss 70 89 00 86 09 86 39 93 55 93 85 85 26 85 56 85 25 85 55 89 01 89 31 v> 75 89 05 87 ss 88 18 80 61 80 91 95 97 96 26 96 63 96 92 97 68 97 97 92 65 92 94 86 08 86 37 82 90 83 19 il GEORGIAN BAY SHIP CANAL 143 SESSIONAL PAPER No. 19a Rouses' Point to Montreal, &c. — Complete List of Bench Marks, &c. — Continued. Bench Marks. 746 CCCXCVI. 745 DCCCXL. DC. DCCCXLVII. L-i J DCCCXLVI. DCCCXLV. DCCCXLIV. 748 DCCCXXXIX. DLXXXI. 743 CCCXCIII. Elevations. Location ami Description. Instrumental On S.W. corner of G.T.R. culvert, 905 feet W. of mile S, W. of Montreal Base of G.T.R. rail, opposite Lachine main station On S.E. corner of McRae's house on Lachine Kd., to Lachine wharf Base of G.T.R. rail, crossing of Electric Ry., branch to Lachine wharf < )n N.W. peak of culvert 1,820 feet E. of mile S, \Y. of Montreal Base of G.T.R. rail, opposite B.M. DCCCXL On E. face of W. wall of culvert, 1,820 feet E. of mile 8, W. of Montreal Base of G.T.R. rail, 18th Avenue crossing, Lachine Base of G.T.R. rail, opposite convent, Lachine Base of G.T.R. rail, opposite Dominion station, Lachine On W. end of S. face of guard wall, S. end of Curran bridge, Montreal On N.W. corner, foundation of freight shed, close to track, Mountain St Base of G.T.R. rail at Mountain St. crossing, Montreal Base of G.T.R. rail at Richmond St. crossing, Montreal On E. base, front of St. Cunegonde R.C. church, Montreal... . Base of G.T.R. rail, opposite St. Henri station On S. foundation of J. Duffy's house, St. Philippe street Base of G.T.R. rail, Cote St. Paul Rd. crossing Base of G.T.R. rail, opposite B.M. DCCCXLIV On boulder, 12 feet N. of track and 405 feet E. of Montreal W. station Base of G.T.R. rail, opposite Montreal W. station Base of G.T.R. rail, opposite B.M. 748 On boulder, 15-4 feet N. of track, 435 feet E. of mile 5, W. of Montreal Base of G.T.R. rail at Rockfield station crossing Base of G.T.R. rail at Rockfield station Base of S. wall of C.P.R. crossing of G.T.R., Rockfield Base of G.T.R. rail, centre of crossing, under C.P.R., Rock- field Base of C.P.R. rail, centre of crossing of G.T.R., Rockfield. . On W. end of S. wall of C.P.R. crossing of G.T.R., Rockfield. Base of C.P.R. rail, centre of overhead crossing of Lachine Rd. Base of C.P.R. rail, centre of swing bridge over Lachine canal. On W. face of S. pier of C.P.R. swing bridge over Lachine canal. On S.W. end of S. abutment of C.P.R. swing bridge over Lachine canal Base of C.P.R. rail at Highlands station, Lachine, P.Q Base of C.P.R. rail, centre of C.P.R. crossing of Lachine lower road On W. side of first pier of C.P.R. bridge, Lachine Adjusted. 85 53 85 80 20 80 49 79 20 79 49 75 36 75 65 77 15 77 44 77 13 77 42 72 59 72 88 77 05 77 34 7G V, 77 15 76 55 76 si 54 66 54 90 46 69 46 95 45 76 46 02 45 68 45 94 54 55 80 59 84 60 10 63 86 64 12 62 24 62 52 60 70 60 MS 59 77 60 05 60 87 61 15 61 88 62 16 58 78 59 06 70 81 71 10 71 47 71 76 76 15 76 44 72 77 73 06 105 24 105 53 105 15 105 44 105 01 105 30 Ills 13 108 42 74 53 74 81 109 12 109 40 115 88 116 11 121 90 122 18 93 85 94 13 144 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 FREN( J] I RIVER. LIST OF PERMANENT BENCH MARKS SET ALONG FRENCH RIVER, BETWEEN NORTH BAY TOWN" AND FRENCH RIVER VILLAGE ON GEORGIAN BAY. KI.KVATIOXS BASED OX CHALONEft's DETERMINATION OF THE "CHIPPEWA" BENCH MARK AT NORTH BAY — 649-86 ABOVE MEAN SEA LEVEL. Tliis elevation was carried to Frank's Bay across Lake Nipissing by water level transfer as deduced from simultaneous gauge observations at both places. The canal levels for the French river, as shown on plan, are based on the elevations as published below and are not therefore subject to the corrections mentioned at the beginning of this report. In the following list column No. 1 gives the Bench Marks set by this survey. Column No. 2 gives the Bench Marks set by the late J. W. Fraser during his survey in 1891. All his elevations have been reduced to the above mentioned datum. The total length of this line from North Bay to Georgian Bay is SI miles. The levelling was done with the greatest care by Mr. F. H. Peters, Engineer for the Lake Nipissing work, under the direction of the District Engineer, S. J. Chapleau. ii St< .s.( mb 1 2 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 26 25 GEOJtfilAX BAT SHIP CANAL . PAPER No. 19a (All Bench Marks are marked with cold chisel in rock, as well as paint.) 1-15 10 16 18 19 20 Frank's Bay, on ledge of rock 50' from shore^end'of wharf north side| 1 (in yellow paint) I ledge Near east end of Partridge Island, onlsouthTside, in rock, marked 2 , yellow paint. On rock, south side, about i mile above Chaudiere portage and near junction of ledge of rock and plateau, marked 4 yellow paint. Drilled semi-circle around point of rock, about 150' south of pine stump, marked A 38. On point of island, separated from Chaudiere island by small channel to Dukes bay On rock, right side of Chaudiere portage and about 100' from west end, marked 5, yellow paint. On rock, at mouth of Restoul river, on east side. Tree in front of it cut off, flattened on face and two sides, with two cut branches left on top. Blazed faces, painted yellow. Yellow 9 in rock and ^ On small island, west of mouth of Restoul river, on south shore. On root of tree, which is also A On point of rock on south shore on point west of Hales group of islands. Painted white On ledge of rock on south side of small island on which is A 61, and separated from point by small channel On white pine tree, on east side of point on which is £ About i mile above Little Pine rapids, on east side of south channel At head of Little Pine rapid, on left side, on high rock. Broad , cut in rock under point and 10 painted on rock in yellow On rock, on point, on right side, opposite little island about 2,000' below- Big Pine rapid, marked 12. Red paint; visible from river On rock, at head of Big Parisian rapid, on right side, marked ^ 13, in red paint; visible from river On rock, on left of large island (Big Bluff island), above current, below- Big Parisian rapid, about 90' down from up stream point. Marked 7^ 14, in red paint; visible from river On point of rock, right side, about 1,500' above Little Parisian rapid, marked f 15, in red paint; visible from river On high point of rock, on right side, about \\ miles below Little Parisian rapid, marked ^yi\ec to the Levis Dry Dock where the Tide Gauge is situated, connected by Mr. Steckel's levels across the river; one of his Bench Marks being set in the masonry of the dry dock. From Levis to Montreal, connected by Mr. Steckel's levels. From Montreal to Rouses' Point, from the levels of the Georgian Bay Canal Survey, which there connect with the United States Coast Survey levels from Xew York. The elevation taken for the Coast Survey Bench Mark at Rouse's Point is the revised value of 1003. The difference between Mr. Steckel's datum and that of the Georgian Bay Canal Survey, is based on a common Bench Mark at St. Lambert. Admiralty bench mark at Quebec, as above described 28*00 Sill of old lock Xo. 1, Lachine canal. Difference of level as determined by Mr. R. Steckel, 15-50 feet above the Ad- miralty bench mark at Quebec. Resulting elevation 12*50 Mean sea level, or half tide at Quebec, as determined at the Levis dry dock : from the hourly ordinates of the tide during eight vears of continuous observations, from 1804 to 1002. Mean of the eight years, 8-584 feet above the Admiralty datum 8-58 (The value adopted by the Royal Engineers in 1864, for mean sea level in Quebec Harbour, was 8-72 feet above the Ad- miralty datum. This would be some distance above the dry dock). Mean sea level at Xew York determined by the Georgian Bay Canal Survey, as 5-38 feet below the sill of old lock Xo. 1. Lachine canal 7-12 Steckel's datum referred to the Admiralty datum; the elevation of the Admiralty bench mark above his datum, being 27-030 feet 0*96 Admiralty low water datum at Quebec: adopted as the datum for the tidal survey 0-00 It thus appears that mean sea level or half tide at Quebec, when accurately determined by tidal observations, is 1 -46 feet above mean sea level at Xew liork. ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a 147 ELEVATIONS ABOVE MEAN SEA LEVEE OF LOW WATER SURFACE AT DIFFERENT POINTS ALONG THE PROPOSED GEORGIAN BAY SHIP ( ANAL ROUTE, AS BASED ON PRECISE LEVEL LINES. St. Lawrence River, at Bout de Pile 16-0 Montreal Harbour, opposite Custom House 19-0 St. Lawrence River at Victoria Bridge (Approx.) 25.0 St. Lawrence River foot of Lachine Rapids (opposite Craw- ford's, Verdun) 35.0 St. Lawrence River head of Lachine Rapids (Head Race M. L.H. & P. Co.) 59-5 Lake St. Louis (Lachine) 66-0 Ottawa River, St. Anne de Bellevue 66-7 Lake of Two Mountains 70-0 RIVIERE DES PRAIRIES. River St. Lawrence. Bout de Pile 16-0 Riviere des Prairies Village (below Rapid) 18-4 Riviere des Prairies Village (above Rapid) 25-4 Sault au Recollet (foot of second Rapid) 26-8 Sault au Recollet (head of second Rapid) 38-5 Sault au Recollet, Viau Bridge 42-0 Sault au Recollet, foot of first Rapid) 42-5 Sault au Recollet (head of first Rapid) 52-0 Cartierville Bridge 54-0 White Horse Rapid (foot) 54-7 White Horse Rapid (head) 58-7 Dutchmen's Rapid (foot) 02-2 Dutchmen's Rapid (head) '0-0 Carillon Canal (lower) 70-2 Carillon Canal (upper) 83-6 Grenville Canal (lower) 84-7 Grenville Canal (upper) 127-8 East Templet on 128-4 Ottawa (Rideau Locks) 1 29 -3 Booth's head race 167-6 Little Chaudiere Rapids 176-5 Remicks Rapid 180-2 Deschenes Rapid (foot) 180-8 Deschenes Rapid (head) 190 • 7 Deschenes Lake, Fitzroy Harbour 190-8 Chats Falls (above) 239-4 Arnprior 239-6 Cheneaux Rapids (foot) 239-8 Cheneaux Rapids (head) 240-2 Portage du Fort (foot) 240-7 Portage du Fort (head) 255-4 Sable Rapid (foot) 256-8 19a— 104 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. Elevations above Mean Sea Level of low water surface, &c. — Continued. Sable Rapid (head) 263.0 Mountain Chute (foot) 264-0 Mountain Chute (head) 278-5 D'Argis Rapid (foot) 278-7 IVArgis Rapid (head) 284-7 Calumet Rapid 285-1 Bryson 342-1 La Passe or Lower Point 343-4 ROC HER FENDU CHANNEL. Head of Portage du Fort 255.4 Rocher Fendu Chute (foot) 256-0 Rocher Fendu Chute (head) 260-0 Flat Rapid (foot) 260-1 Flat Rapid (head) 261-1 Long Rapid (foot) 262-2 Long Rapid (head) 277-7 La Barriere Rapid (foot) 277-8 La Barriere Rapid (head) 27S-5 Muskrat Rapid (foot) 279-1 Muskrat Rapid (head) 286-8 Garvins Chute (foot) 298-7 Garvins Chute (head) 323-0 Des Jardins Rapids (foot) 323-6 Des Jardins Rapids (head) 336-0 Foot of dam 33S-7 Head of dam 343-2 Paquette Rapid (foot) 344-0 Pat piette Rapid (head) 352-0 Allumette Rapid (foot) 352-4 Allumette Rapid (head) 365-1 Pembroke 365-3 Des Joachims Rapids (foot) 365-5 Des Joachims Rapids (head) 390-5 CULBUTE CHANNEL. Paquette Rapid (foot) 344-0 Chapeau 344 • 5 Culbute Chute (foot) 344-8 Culbute Chute (head) 365 0 Fort William 365-4 Rockliffe 391-2 McSorley's Rapid (foot) 393-0 McSorlev's Rapid (head) 396-3 Mirabeau Rapid (foot) 393-5 Mirabeau Rapid (head) 398 -S Rocher Capitaine Rapid (foot) 398 -9 Rocher Capitaine Rapid (head) 441-4 Doyles' Rapid (foot) 441 -7 n GEORGIAN BAT SHIP CANAL 149 SESSIONAL PAPER No. 19a Elevations above Mean Sea Level of low water surface, &c— Concluded. Doyles' Rapid (head) 442 " S Deux Rivieres Rapid (foot) *f%'\ Deux Rivieres Rapid (head) _ Trou Rapids (foot) 457-7 Trou Rapids (head) 464 ' 8 La Veillee Rapids (foot) W-* La Veillee Rapids (head) 4^.4-2 U miles east of Klock 470-6 Klock (foot of Rocky Farm Rapids) 476-9 Rockv Farm Rapids (head) 479 -0 Burritt's Rapids (foot) 480-0 Burritt's Rapids (head) 482 -0 Mattava (foot of Johnson's Rapids) 483-0 Johnson's Rapids (head) 487-4 Boom Lake. 496 * Lake Plain Chant 517-7 Head of Les Epines Rapids ' ' Head of Les Roses Rapids 526-1 Bouleau Lake ?32-1 Foot of Deep River °3--6 Paresseux Falls (foot) 532 - ' Paresseux Falls (head) 070-6 Talon Chute (foot) 589-0 Talon Lake 633-2 Fa Ion Lake. 637 • Whitefish Lake 6?9-/ Moose Pond 608 ' 4 Wolfe Pond 659 l Turtle Lake 662-8 T ,TliD 062-9 Trout Lake Lake Nipissing (North Bav) M*m- Chaudiere Falls (below) 614 -,) Restoul River 613-2 1st W. L below Little Pierre 611-0 2nd W. L. below Little Pierre 610-6 BiS Pierre Rapid (head) 609 '4 Bi? Pierre Rapid (foot) 604-9 Double Rapid Current (head) 604-8 Double Rapid Current (foot 604-0 Double Rapid (head) 604-0 Double Rapid (foot 601-1 Parisian Rapid (head) 600-3 Parisian Rapid (foot) °96-6 Little Parisian Rapid (foot) " 7 Little Parisian Rapid (head) 590-2 Horseshoe (below 584-0 Dalles Rapid (head) 083 -8 Dalles Rapid (foot) Georgian Bav °' 0 15C DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 CONCLUSION. The condensed information and elevations as contained in this report are given in the hope that the whole may be of some benefit to the other technical branches of the Govern- ment and to the engineering profession. This part is published separately from the main report on the proposed Georgian Bay ship canal, in order that the information regarding this important branch of our work should be more readily available. Respectfully submitted, A. ST. LAURENT, Assistant Chief Engineer and Engineer in charge. Approved. EUGENE D. LAFLEUR, Chief Engineer. 7-8 EDWARD VII. SESSIONAL PAFER No. 19a A. 1908 INDEX OF PLACES WHERE BENCH MARKS HAVE BEEN LOCATED. A. Pages. Alfred I 17 Allandale 129 Angus 82, 129 Arnprior 63, 119 Atherlev Junetion 91, 131 Aubrey 101, 140 Aurora 79, 128 Avondale 119 R Baie D'Urfe 142 Bainsville 114 Barrie 81, 86, 129 Barn-dale Crossing 136 Bass Lake 122 Batteaux River 84, 130 Bayview station 142 Beaeonsfield 142 Beaudette River 49, 114 Beauharnois Canal 140 Beaurepaire station 106 ,142 Big Parisian Island 145 Big Parisian Rapid 145 Bissetts 122 Blackburn 118 Black River 114 Bonfield 124 Bonnechere River 120 Boundary line — U.S.A. and Canada 37, 111, 139 Bracebridge 93, 134 Bradford 128 Braeside 119, 120 Brennans Lake 122 Brentwood 130 Britannia 62, 118 Brook "The" 57, 117 Brosseau 41, 112 Burk's Falls 95, 136 151 152 DEPARTMENT OF PUBLIC WORKS ii 7-8 EDWARD VII., A. 1908 Index of Places where Bench Marks have been located — Continued. C. Pages. Cadieux 116 Caledonia Springs 56,117 Callender 97, 138 Calvin 124 Carp ' 62, 119 Cascades 47, 113, 141 Castleford station 120 Cecile Junction 140 Cedars 48, 105, 114, 141 Cedar Park station 142 Chaffey 94, 135 Chalk River 68, 122 Chateauguay River 101,140 Chaudiere Island 145 Chaudiere Portage 145 Chippewa Creek 125, 138 Cobden 12m Cold water 132 Colling wood 85, 86, 130 Colwell 129 Como 116 Corbeil 125 Cornwall 51, 115 Coteau 104,114 Coteau du Lac 48, 114 Cote St. Paul 112, 113 Couchiching 131 Craiffvale station 129 D. Dalles Rapids 145 Davenport 77, 127 Delisle River ...114,141 Deux Rivieres 70, 123 Dixie 142 Dorval 45, 107, 113, 142 Downsview station 127 Draper 93.134 Drv Pine Lake 145 Dukes Bav 145 E. Eau Claire 124 Eganville Junction 120 Elia station 127 Elmsdale station 136 Emmanuel Road 114 English River 140 li GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Index of Places where Bench Marks eave been located — Continued. 153 F. Pages. Falkenburg 134 Fesserton station 89, 132 Foxmead station *132 Frank's Bay ^145 French River bgtl45 French River Village 1"> G. Galetta 63, 119 Gilford station 129 Girard Ill Government Road 121 Goulds Brook 120 Gowan station 130 Graham station 121 Grande Ligne 39, 111 Gravenhurst 92. 133 H. Haley's station 120 Hammond station 117 Hawkesbury 55, 116, 117 Hawkestone 131 Hemmingford Junction 139 Henrysburg 139 Highlands station 143 Holland Landing 128 Holland River 128 Holton station 100, 140 Howick Junction 140 Hudson 116 Hudson Heights 116 Hull... 61,118 Huntsville 94, 135 Hurdmans Bridge 58, US He aux Noix 39, 111 He Perrot 46, 105, 113, 142 Johnson station 100. 139 154 DEPARTMENT OF PUBLIC WORKS H 7-8 EDWARD VII., A. 1908 Index of Places where Bench Marks have been located — Continued. K. Pages. Kashabogamog River 92, 133 Katrine 95, 136 Kilworthv station 133 Kinburn station 119 King City 78, 128 Klock station 71, 123 L. Lacadie 41, 112 Lachine 44, 45, 108, 113, 143 Lachine Canal 44, 112, 113 Lachine Wharf 107, 113, 143 Lacolle 37, 38, 99, 111, 139 Lake Nipissing 145 Lakeside 142 Lancaster 50, 114 Lavigne 116 Lefrov 80, 129 Leonard < 58,117 Little Island 145 Little Parisian Rapid 145 Little Pine Island 145 Longford 91,131 Longueuil 43 , 1 1 2 Lovers' Creek 81,129 M. Mackev station 122 Mad River 129, 130 Magnetawan River 136 Maple 127 Marshalls' Bay station 119 Mattawa ' 71. 124 Midland 90, 133 Montreal 42, 43, 109, 112, 143 Montreal West station 143 Moor Lake 122 M.-rrison 92, 133 Muskoka Wharf station 133 Mc. McAlpin's 56,117 X. Nasbonsing 1 24 Nasbonsing Lake 72 Navan 117 ii GEORGIA'S BAY SHIP CANAL 155 SESSIONAL PAPER No. 19a Index of Places where Bench Marks have been located — Continued. N. — Concluded. Pages. New Lowell 83, 130 Newmarket 79, 128 Nipissing District 68, 69, 70, 71 Nipissing Junction 125, 138 Nipissing-Nasbonsing Railway crossing 138 North Bay 72, 125, 138 North Toronto 76, 126, 127 Novar 135 O. Orillia 87, 88, 131, 132 Oro station 131 Old Fort station 133 Ontario Lumber Company's dock 145 Ottawa m 59, 60, 61, 62, 118 P. Parkdale North 126 Parklands 130 Partridge Island 145 Pembroke 66, 121 Pendleton 117 Petawawa 67, 121 Petawawa wharf 121 Pickerel River 145 Plantagenet 56, 117 Pointe Claire 46, 113,142 Pointe Fortune 54,116 Pointe St. Charles 42, 112 Potvins' Island 145 Powassan 97,137 Prescott County 57 Pretti River 130 R. Rama station 131 Recollet Falls 145 Recollet Rapids 145 Renfrew 64, 120 Renfrew County 65 Restoul River 145 Rideau Canal 118 Rigaud 54, 116 River Beaudette 49, H4 Rockfield 143 Rockland 117 Rockliffe station 69, 122 Rouge River 104, 14 1 Rouge River road 114 Rouses' Point 37, 99, 111, 139 Russell station 120 Rutherglen 72, 124 156 DEPARTMENT OF PUBLIC WORKS U 7-8 EDWARD VII., A. 1908 Ixdkx of Places where Bench Marks have been located — Continued . Pages. Sand Point 63, L20 Scotia Junction 94,135 Severn station 133 Severn River 133 Silver Creek 132 Simcoe County 79, 80, 81, 82, 83, 84, 87, 88, 92 Snake River 121 Soulanges Canal 102, 103, 113, 114, 141 South March 118 South River 96, 137 Stardale L16 Stayner 130 St-.ttsville 38, 111 Strathmore 142 Sturgeons Bay station ' 132 Summerstown 50, 114, 115 Sundridge 95, 136 St. St. Anne de Bellevue 46, 113, 142 Ste. Blais de Grande Ligne 39, 111 Ste. Claude 13" Ste. Cunegonde 143 St. Dominique 104, 114, 141 St. Eugene 55, 116 St. Fereol 114 St. Henri 108, 143 St. Johns 40, 111 St. Lambert 41,112 St. Lawrence River 141 St. Louis station 101, 140 St. Paul 39,111 St. Valentin de Stottsville 38, 111 St. Zotique 49, 114 T. Tait station 132 The Brook 57,117 Thistle station 122 Thorncliffe 125 Thornhill 127 Toronto 73, 74, 75, 77, 126, 127 Toronto Bay 75, 126 Toronto Harbour 74, 75, 126 Toronto Junction 76, 126 Toronto North 76, 126, 127 Trout Creek 96, 137 ii GEORGIAN BAY SHIP CANAL SESSIONAL PAPER No. 19a Index of Places where Bench Marks have been located — Concluded. 15? U. Pages. Uhthotf 132 Utopia 129 Utterson station 93, 135 V. Valleyfield 102, 140 Valois 106, 113, 142 Vankleek Hill 117 Vaudreuil 53, 105, 113, 142 Vaudrenil station 47, 113, 142 Vaudreuil County 54 Vaughan Township 127, 128 Vernon River 135 Victoria Harbour 90, 132, 133 W. Washago 91, 133 Waubaushene 89, 132 Windmill Point 112 Wistawasing River 138 Wylie station 122 V. York County 77, 78 7-8 EDWARD VII. SESSIONAL PAPER No. 19b A. 1908 CANADA DEPARTMENT OF PUBLIC WORKS I . INTERNATIONAL WATERWAYS COMMISSION TO DECEMBER 31, 1907 SUPPLEMENT TO REPORT OF 1907 PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 1908 [No. 196—1908.] 7-8 EDWARD VII. SESSIONAL PAPER No. 19b A. 1908 INTERNATIONAL WATERWAYS COMMISSION SUPPLEMENTARY REPORT TO DECEMBER 31, 1907 Ottawa, 9th March, 1908. Honourable William Pugsley, Minister of Public Works, Ottawa, Ont. Mr. Minister, — The Canadian members of tbe International "Waterways Commission have the honour to submit the following progress report covering their work for tbe calendar year ending December 31st, 1907. Dr. W. F. King, a member of the commission since its organization, having resigned, Mr. W. J. Stewart, the Dominion Hydrographer, was appointed in his place. CHICAGO DRAINAGE CANAL. The Commission during the year, agreed upon a joint report with regard to the diversion of water from Lake Michigan by the Chicago Drainage Canal, which will be found in Volume 2, of the report of the Minister of Public Works for the year 1906, at page 173. The commission have agreed upon the following recommendations: The waters of Lake Michigan in the United States, the waters of Georgian bay in Canada, and the waters of Lake Superior, partly in the United States and partly in Canada, all form sources of supply to the Great Lakes system, finding their way by the St. Lawrence to the sea. All are interdependant, and there can be no diversion from any of them without injury to the whole system. By Article XXVI. of the Treaty of 1871 ' navigation of the Kiver St. Lawrence, ascending and descending from the forty-fifth parallel of north latitude, where it ceases to form the boundary between the two countries, from, to, and into the sea, shall forever remain free and open for the purposes of commerce to the citizens of the United States, subject to any laws and regulations of Great Britain, or of the Dominion of Canada, not inconsistent with such privileges of free navigation.' It is desirable that in any treaty arrangement the waters of Lake Michigan, Georgian bay, and all other waters forming part of the Great Lakes system should be declared to be ' forever free and open for the purposes of commerce ' to the citizens of the United States and the subjects of His Britannic Majesty, subject to any laws and regulations of either country, and not inconsistent with such privilege of free navigation. •The preservation of the levels of the Great Lakes is imperative. The interest of navigation in these waters is paramount, subject only to the right of use for domestic purposes, in which term is included necessary sanitary purposes. In our report of Xovember 15, 1906, upon the application of the Minnesota Canal and Power Company to divert certain waters in Minnesota, we recommended, among other things. ' that any treaty which may be entered into should define the uses to which international waters may be put by either country without the necessity of adjustment in each instance, and would respectfully suggest that such uses should be declared to be (a) uses for necessary domestic and sanitarv purposes; (b) service 19b— 1J i DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 of locks for navigation purposes; (c) the right to navigate.' It is our opinion that so far as international action is concerned a treaty provision of that kind is all that is required in this case. We accordingly renew our recommendation of November 15, 1906, just quoted. A careful consideration of all the circumstances leads us to the conclusion thot the diversion of 10,000 cubic feet per second through the Chicago river will, with proper treatment of the sewage from areas now sparsely occupied, provide for all the population which will ever be tributary to that river, and that the amount named will, therefore, suffice for the sanitary purposes of the city for all time. Incidentally it will provide for the largest navigable waterway from Lake Michigan to the Mississippi river, which has been considered by Congress. We therefore recommend that the government of the United States prohibit the diversion of more than 10,000 cubic feet per second for the Chicago Drainage Canal. Following this report, the Secretary of War of the United States, under date of March 14th, 1907. declined to grant a permit, for which application had been made by the trustees of the Sanitary District at Chicago, to reverse the flow of the Calu- mette river. The board, nevertheless, at its session of September 18, 1907, decided to proceed with the construction of the proposed diversion channel, but to first give ' notice of its intention so to do to the Secretary of War and to the Attorney-General that they may, if they see fit, take such steps as they think proper to protect the rights, if any, of the General Government in the premises before the expenditure by the district of any considerable portion of the eight or ten millions of dollars necessary to construct the said channel. ' They commenced work on a small scale in October, 1907. as a matter of form, whereupon, at the request of the War Department, the Depart- ment of Justice instituted injunction proceedings which are now pending. The issue raised is one of the greatest moment. If the level of the Great Lakes system is to be maintained, the preservation of the same must necessarily depend upon the joint action of the two governments, as the withdrawal of water from Lake Michi- gan, in the United States, Georgian bay in Canada, or elsewhere in either country, must necessarily be injurious to the whole system. Vast interests are involved. The amount by which the mean level will be lowered by the discharge of 10,000 cubic feet now authorized through the Chicago Canal, is estimated as about six inches in Lakes Huron and Michigan, about five inches in Lake Erie and about four inches in Lake Ontario. Any further diversion would mean the necessary expenditure of a very large amount of money to restore depths in harbours and to maintain a uniform draught of fourteen feet in our canal system. The issue is not one between ourselves and citizens of the United States. The Lake Carriers' Association, representing a great United States investment on these lakes, strongly protests against further diversions, other than those which are abso- lutely essential for sanitary purposes. Our interests are small compared with theirs, but, in the not very distant future, the development of our Northwest will materially increase our interest in maintaining this great highway, without which such develop- ment- would not be possible. Vast as the traffic is now, what man can. tell to what proportions it will reach in another twenty-five years, or what interests will then be involved ? It will be noticed that the commission find that it is desirable that ' in any treaty arrangement the waters of Lake Michigan and Georgian bay and all other waters forming part of the Great Lakes system should be forever open, for the purposes of commerce, to the citizens of the United States and the subjects of His Britannic Majesty, subject to any laws and regulations of either country not inconsistent with such privileges of free navigation. ' By the treaty of 1871, the St. Lawrence river in Canadian territory was declared to be open and free forever to the citizens of the United States for the purposes of commerce. As set forth in the report, the whole system of waterways forming the INTERNA TIONA L WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 5 SESSIONAL PAPER No. 19b Great Lakes system are interdependent and there should be a common right of user of the whole. The conflict at Chicago shows the absolute necessity of some treaty arrangement for the preservation of the system and the adoption of certain principles which will control its use. Here we have a vast expanse of navigable water, partly in one coun- try and partly in the other, inseparable and indivisible on national lines. Neither country has any right of property in it and of necessity its use must be in common. It follows, therefore, that such use must be governed and controlled by some joint body. The present International "Waterways Commission was created at the sugges- tion of the United States government, the congress of which passed and approved on June 13, 1902, of an Act containing the following provision: — The President of the United States is hereby requested to invite the government of Great Britain to join in the formation of an international commission, to be composed of three members from the United States and three who shall represent the interests of the Dominion of Canada, whose duty it shall be to investigate and report upon the conditions and uses of the waters adjacent to the boundary lines between the United States and Canada, including all of the waters of the lakes and rivers whose natural outlet is by the River St. Lawrence to the Atlantic ocean, also upon the maintenance and regulation of suitable levels, and also upon the effect upon the shores of these waters and the structures thereon, and upon the interests of navigation by reason of the diversion of these waters from or change in their natural flow ; and, fur- ther, to report upon the necessary measures to regulate such diversion, and to make such recommendations for improvements and regulations as shall best subserve the interests of navigation in said waters. The said commissioners shall report upon the advisability of locating a dam at the outlet of Lake Erie, with a view to determining whether such dam will benefit navigation, and if such structure is deemed advisable, shall make recommendations to their respective governments looking to an agreement or treaty which shall provide for the construction of the same, and they shall make an estimate of the probable cost thereof. This Bill was enacted because of the manifest necessity of some joint regula- tion and control. Your Commission thought it expedient to first establish principles governing the use and diversion of boundary waters. Once proper principles have been agreed upon, their application by a permanent board must necessarily lead to a uniform course of action, whereas if special matters are dealt with by special com- missions, all manner of inconsistent conclusions might and likely would be arrived at. Once principles are agreed upon, and consistently applied, neither country will obtain any advantage. The Commission by their various reports made suggestions and recommendations, from which the following conclusions were drawn : — 1 1. The great lakes system, including Lake Michigan and Georgian bay, should be made a common highway for the purposes of navigation to the people of both countries. ' 2. The right of either country with respect to such waters is the right of user only. ' 3. The primary right of user is for domestic uses (including necessary sanitary purposes) and the services of locks and navigation canals. ' 4. Subject to these uses, the use for navigation shall be paramount to all others. • 5. No diversion of these waters shall be permitted to the injury of navigation interests, save such diversions as are necessary for the preservation of the public health (sanitary purposes and domestic use) and service of locks of navigation canals. ' 6. Where temporary diversions of such waters without injury to the interests of navigation are possible, they should be permitted so that each country, so far as is practicable, shall receive an equal benefit. This principle is applicable to diversions for power purposes in the St. Mary's and St. Lawrence rivers. ' 7. As to streams which cross the international boundary, no diversion of such streams or their tributaries should be permitted in either country so as to interfere G DEPARTMEN T OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 with the natural flow thereof to the injury of private or public rights in the other country; nor should any obstruction be permitted in such streams in one country to the injury of public or private rights in the other. ' 8. In Niagara river, diversions would not interfere with navigation, but there a special consideration, the preservation of the scenic beauty of the falls, was brought to play. It was found, however, possible to divert about double the quantity of water on the Canadian side to that possible on the other side, without material injury to the scenic effect. ' 9. The Commission have not, for lack of jurisdiction, suggested any principle governing the use, for irrigation purposes, of waters which cross the international boundary, but some principle should be adopted which would have general applica- tion. We respectfully submit that all the principles so far adopted by the Commis- sion commend themselves as worthy of adoption.' The boundary line between these two countries extends across the continent. For a great distance an imaginary line is drawn through boundary waters; elsewhere numerous streams cross and sometimes recross the international boundary. The in- creased value of water for power and irrigation purposes has given rise to new ques- tions which must be met and settled in some way. That can only be done effectively by a treaty arrangement between the two coun- tries, as only in that way can joint federal jurisdiction be with certainty asserted. Special commissions, which are the outcome of local disputes, are necessarily partial. The commissioners are advocates. A permanent board removed from local prejudice would apply the principles impartially and should be provided for in any treaty arrangement. INTERNATIONAL BOUNDARY IN LAKE ERIE. During the year the Joint Commission have made a report dealing with this matter, which will be found in Volume 2, of the report of the Minister of Public Works. The matter was referred to your Commission by direction of the Secretary of State of the United States with a view to having ' the exact international water boundary line on Lake Erie marked by buoys,' thereby enabling fishermen to readily ascertain the location of the boundary line and also to ascertain whether the United States and Canadian charts of tne locality agreed as to the distance to be logged from the gas buoy at Erie, Pennsylvania, to the boundary on the usual fishing ground out- side Long point. At page 230, volume 2, of the Annual Keport of the Department of Public Works, for the year 1907, will be found a full account of the 6th Article of the Treaty of Ghent, and the recommendations made by the Commission. No authority has yet been given to the Commission to proceed further with the matter. RICHELIEU RIVER. Under the direction of the Department of Public Works, a report was prepared in 1902 upon the subject of damage by overflow of the Richelieu river and a plan was submitted for correcting the evil. At its last session, Parliament appropriated $10,000 for the proposed works, which would be wholly within Canadian territory, but, inasmuch as they might affect the interests of the United States or of its citi- zens on Lake Champlain, our government referred the matter to the International Waterways Commission. The question was considered by the Commission as a whole and dealt with by passing the following resolution : — ' Whereas certain valuable lands in the valley of the Richelieu river, the outlet of Lake Champlain. are subject to damage by overflow; and ' Whereas a plan for the reclamation of said lands, submitted by Resident Engi- neer J. P>. Michaud, April 7. 1902. to the Canadian government, was referred by that INTERNATIONAL WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 7 SESSIONAL PAPER No. 19b government to the International Waterways Commission under date of May 6, 1907; and ' Whereas the international question involved relates only to the effect of the pro- posed works upon the interests of the United States or of its citizens upon Lake Champlain; and ' Whereas the average level of Lake Champlain is 96 -1 feet above tide water. New Tork, and the monthly mean level during floods is about 100. ' Resolved, That it is the opinion of the International Waterways Commission that the works proposed can be constructed without injury to the interests of the United States or its citizens upon Lake Champlain, provided a movable dam be con- structed at St. Johns, and so operated, that the flood waters of Lake Champlain shall be allowed to rise to a monthly mean level of 97 and the level of the lake shall here- after be maintained at or above 95.' POWER DEVELOPMENT NEAR LONG SAULT ISLAND. The application of Mr. Smith L. Dawley for a permit to construct works in the Eiver St. Lawrence near Long Sault island was refused. GRAND FALLS POWER COMPANY, LIMITED, RIVER ST. JOHN. By Order in Council, dated May 9, 1907, a copy of which is appended and marked A, the application of the Grand Falls Power Company, Limited, for per- mission to construct hydraulic works on the River St. John was referred to our Commission. The United States section, having doubt as to its jurisdiction over the question, have requested instructions from the Secretary of War, before proceeding to consider the subject-matter of this reference. POWER WORKS ON THE ST. LAWRENCE RIVER AT OR NEAR BARNHART ISLAND. A Bill was introduced into Congress, but not passed, at its last session, to authorize construction, maintenance, operation and use of dams, canals, reservoirs, &c, in or across the St. Lawrence river, in the State of New York, or so much thereof as lies within the jurisdiction of the United States, and in and across the lands adjacent to the said river, at such point or points, upon or adjacent to the south shore of the said river, near Long Sault and Barnhart islands, and upon the said islands and between the said islands, or either of them, and the shores of said river and Sheek island (but not across the international boundary line, unless consented to by the Dominion of Canada), subject to the approval of the Secretary of War of the United States. A copy of the said Act is appended and marked B. It will be seen that Sec- tion 4 provides : — ' That the consent of the proper authorities of the Dominion of Canada should be obtained before the work herein authorized is commenced.' The Long Sault Development Company was incorporated by the State of New York on May 23, 1907, for the purpose of proceeding with these works. A Canadian company, known as the St. Lawrence Power Compay, has been formed to act in con- junction with the United States company and both joined in an application to our Commission for approval of their plans. • The St. Lawrence is not, at this point, navigable for vessels in general, but has been used, in passing down the river, by the Richelieu and Ontario Navigation Com- pany's steamers continually and by small pleasure boats and for the transport of timber rafts. The passage up is by way of the Cornwall canal. The proposed works involve the construction of dams across South channel (south of Long Sault island) across the main channel between Long Sault and Barnhart islands and across the east end of Little river between the north side of Barnhart island and the Cornwall canal. In 8 DEPARTMENT OF PUBLIC WORES 7-8 EDWARD VII., A. 1908 addition to these dams it is proposed to move lock 21, Cornwall canal, from its present position to the vicinity of lock 20, to deepen and improve Little river and to construct a lock in South channel. The Commission have adopted the principle that no development would be per- mitted by the diversion of boundary waters for power purposes to the injury of naviga- tion interests, but, where such developments are possible without interference with the interests of navigation, then they should be permitted, and, as far as practicable, in such a way that each country would be equally benefitted. The matter was brought before the Commission at a meeting in Toronto when representatives of both power companies and their experts were present and explained the proposal. They urged that a large development of 50,000 horse-power and over could be obtained by the improvement suggested, and their experts contended that, (instead of being an impediment to navigation, the proposed changes would nmeh improve the conditions in that regard. The issues involved were, in our opinion, of a most serious character, and the Canadian section decided to call a special meeting in Montreal at which a public hearing would be given to all parties interested. That meeting was held on November 6, in tbe Board of Trade rooms. The minutes of the meeting will be found in appendix C. Since that meeting, protests have been received against the allowance of the proposed works from the council of the Montreal Board of Trade, who urged among other things : — ' That in the case of a mighty river like the St. Lawrence, it is difficult, if not impossible for engineers to forecast the actual effect of entirely damming its swift flowing waters, and that there is a general conviction among the riverside population above Cornwall that the proposed works would cause such an overflow into the sur- rounding country as would involve damage to the extent of many millions of dollars, and your memorialists believe that they would also render useless some existing water powers in that vicinity. ' That the proposed damming of the river channels would, of course, prevent all boats from shooting the Long Sault rapids, the finest rapids in the river, and that the delay which the passage through the canal would cause, would render it impossible for boats to travel through the Thousand islands by daylight and reach Montreal the* same evening, and thus two of the chief attractions for passenger travel on the St. Lawrence trip would not be available, with the result that the country would lose the large to\irist traffic which is a source of profit to the river steamers and to the places visited. 1 That while the promoters of the scheme claim that the interests of commercial navigation would not suffer were it adopted, as cargo boats do not run the rapids, the rafting business seems to have been ignored in this connection. 1 That it is estimated that the rafts which pass down the river in each season contain over 300 cribs of timber, and that, were these cribs forced to pass through a canal instead of shooting the rapids, much time would be lost, and they would, more- over, by blocking the canal, seriously interfere with other traffic' The Shipping Federation of Canada also object on the following, among other grounds : — ' 1. That said dams would completely block the river so far as navigation is con- cerned and necessitate the vessels and rafts that use the river being diverted to the already congested canal, thereby seriously interfering with the present conditions of navigation. '2. That any scheme that would place the control of the waters of the St. Law- rence river in the hands of private corporations woidd, in the opinion of this federa- tion, be giving away a national heritage. At present there is, at times, congestion in our canals, and to transfer the passenger boats and the rafts, would further increase the present delays that take place in getting the freight to the ports of Montreal, Quebec, Three Rivers and other ports in the lower St. Lawrence. INTERNATIONAL WATERWAYS COM HUSSION— SUPPLEMENTARY REPORT y SESSIONAL PAPER No. 19b ' 3. That tbe canal and river system, we hold, should not be interfered with even in the slightest degree. We have 72i miles of canals, extending from (but not taking in) Sault Ste. Marie, by the Welland to the St. Lawrence, on which the government have expended eighty millions of dollars, and the total tonnage passing through these canals in 1903 amounted to over 1,600,000 tons, showing the magnitude of the com- merce which is now using the canals and seeking Montreal as an export point.' The Dominion Marine Association also protest upon the ground that : "The said proposals include the construcion of dams across the St. Lawrence river from the south shore to the foot of Long Sault island, from the said island to Barnhart island, and from that island to the Canadian shore, which dams will com- pletely block the river, so far as navigation is concerned, and will necessitate passage up and down streams in all cases by way of locks. ' Vessels now enjoy the right of free navigation down stream in the channel north of Long Sault island, and South channel is also used for transportation down stream of rafts of timber of great value. ' The enforced lockage of these vessels and rafts and the enforced construction of the rafts in sections of suitable size for lockage, as well as the delays to be suffered dunng the period of contruction of the proposed works, would very prejudicially, affect not only the immediate interests involved, but also all other vessels which have to share the facilities for lockage. ' If the proposed works are built, the breaking of a dam or disabling of one or more locks, might completely bar all navigation for a considerable time, cut off the passage of rafts, and prevent even light vessels and barges from carrying the produce of the west down stream in the free channels, as has been done in the past. The St. Lawrence channels in question are part of the great natural highway from the Great Lakes to the sea, and it appears contrary to reason to oppose any obstacles or barriers whatever in the way of their free navigation, and utterly pre- posterous to subject these navigable waters, the heritage of the people, to the direct or indirect control of private or foreign corporations.' And conclude by resolution, as follows: — ' That the said proposals, apart altogether from any engineering problems involved or any question of water levels or depths, are prejudicial to navigation interests. ' That no additional or improved locks at this point, of the character so far suggested, can compensate for the disadvantages, temporary as well as permanent, entailed in the scheme, to justify in the slightest the proposed interference with the free channels. ' That the Dominion Marine Association be placed on record as protesting abso- lutely against the proposed works.' The Richelieu and Ontario Navigation Company and the Calvin Company, Limited, have also filed objections. On the other hand, we have a demand for the use of this water, for the develop- ment of electrical energy, which undoubtedly would be a material benefit both to Canadian and United States interests within a reasonable distance of the proposed works. The real issue is: What would be the effect upon navigation interests? It is conceded that these interests are paramount and must not be injuriously affected. Your Commission are not yet in possession of sufficient data to form an opinion on the n.atter, but are making every effort to obtain the same. Independent expert advice is being sought. The matter will not be dealt with hastily, but is of such vital impor- tance that your Commission would be glad of any information that ^ould assist them in arriving at a wise and proper conclusion. 10 DEPARTMENT OE PUBLIC WORKS? 7-8 EDWARD VII., A. 1908 RAINY RIVER IMPROVEMENT. By Order in Council dated May 6, 1907, reference was made to our Commission of this matter, as follows: — ' On a memorandum dated May 2, 1907, from the Acting Minister of Public Works, stating that, in order to improve the navigation of Rainy river, a navigable stream forming part of the boundary between the Province of Ontario and the State of Minnesota, in which the existence of two rapids renders the navigation diffi- cult and dangerous, the Chief Engineer of the Department of Public Works was requested to cause an examination and report to be made. In this report Mr. J. W. Fraser strongly recommends the construction of a dam at the foot of Long Sault rapids, a section of which will abut on United States territory. This dam, built of timber, would raise the water to a sufficient height to obliterate both the Manitou and Long Sault rapids, which interrupt the navigation of the river about the middle of its course. ' The minister further states that Parliament at its last session provided an amount of $50,000 towards the commencement of this work. ' The minister, in view of Rainy river being an international stream, recom- mends that before any action is taken the question of its improvement be submitted to the International Waterways Commission for consideration and report. ' The Committee submit the same for approval.' The United States section, having doubt as to their jurisdiction, have asked their government for further instructions. In the meantime, as the matter was pressing, and with their concurrence, our section have reported as follows: — ' 1. Rainy river is an international waterway connecting the lake of the same name with the Lake of the Woods, and is 85 miles in length. The stream between the Lake of the Woods and the foot of the Long Sault rapids, a distance of 40 miles. js. or can readily be made, navigable for boats of 6 to 7 feet draught for the full season of navigation, being controlled by a dam at Kenoraj but its further use, during the low-water period, is prevented by the Long Sault and Manitou rapids, which lie approximately mid-way between the Lake of the Woods and Fort Francis; the Long Sault are l£ miles in length and have a total rise (at extreme low water) of 7i feet; the Manitou are located 6i miles farther up, and are about 200 feet in length, having a total rise of 2-0 feet. Between these two obstructions there is a rise of l-9 feet, and between the head of the Manitou and the foot of the Fort Francis rapids, a dis- tance of 36 miles, the rise is 11-4 feet; making a total ascent in the 44-5 miles of river to be improved of 25-5 feet at extreme low water. The banks of the river along the reach under consideration are generally steep and from 28 to 40 feet high, so that the flood waters overrun but very few acres. ''2. The proposition contemplates the erection of a dam at the foot of the Long Sault rapids capable of raising the water 11 feet above extreme low water and flood- ing out both rapids. In connection with the dam is to be a lock (approximately 55 by 200 feet in size) for the passage of vessels. Because this dam must cross into United States territory, the International Waterways Commission have been asked to consider and report upon the improvement. '3. We have examined the records of the Department of Public Works of Canada pertaining to this project, and find there maps and other data, obtained from actual surveys, which verify the figures and description given above. ' 4.^ The effect of backwater during the low-water stage cannot be accurately determined from the meagre data at hand, but an approximation would seem to limit its effect to a point 5 miles above Manitou rapids. The effect of backwater at high water is hardly determinable in the absence of gauge records at Fort Francis during floods, but it is not believed that it can be seriously detrimental. The new low-water level in the reach between Manitou and Long Sault rapids will be, at most, four feet higher than at present and will, therefore, cause no flooding of the shores. INTERNATIONAL WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 11 SESSIONAL PAPER No. 19b ' 5. Whilst at present, during the freshets, the water rises 16 feet above extreme low water, it appears certain that, under new conditions with proper controlling dams both above Fort Francis and at the new dam, and the increased cross-sections in the vicinity of the two lower rapids, the new flood level need be very little above the new low water. Such a control will improve navigation and maintain nearly constant the vat'-r-power head at Fort Francis and Couchiching. It is taken for granted that the design of the dam and lock will be such as to permit the passage of vessels at all times, whether the river is in flood or not; otherwise the highest interests of naviga- tion would not be subserved. ' 6. After considering the project, no objection can be seen to the proposed im- provement; on the contrary, it has much to commend it. £ 7. In this matter the members of the United States Section of the International Waterways Commission claim to have no jurisdiction, and this section therefore respectfully recommends that the Canadian government request the government of the United States to grant them permission to carry out the proposed works/ REGULATION OF LAKE ERIE. Ever since the formation of the commission we have been considering, from time to time, the question of erecting a dam or dams in the Niagara river, with a view to maintaining the level of Lake Erie. In theAct of Congress creating the United States section of this commission this reference is made to the matter: — ' The said commissioners shall report upon the advisability of locating a dam at the outlet of Lake Erie, with a view to determining whether such dam will benefit navigation, and if such a structure be deemed advisable, shall make recommendations fo their respective governments looking to an agreement or treaty which shall provide for the construction of the same, and they shall make an estimate of the probable cost thereof.' A large amount of labour has been expended upon the_ investigation of the prob- lem. - Several schemes have been proposed. The Commission have agreed that no rworks would be authorized, the effect of which would be to lower the levels in Lake Ontario or the St. Lawrence river. Of course, if some scheme can be devised which "will improve navigation in Lake Erie without injury to other interests, it should be supported, but the whole matter will receive most careful consideration before any recommendation is made. NIAGARA FALLS POWER DEVELOPMENT. Owing to the very great public interest in this subject, it is perhaps desirable that we should repent some of the matter contained in our previous reports. Soon after the organization of our Commission, we found the members of the United States section anxious to deal with the subject of the preservation of Niagara tails. Action was. no doubt, forced upon them by public opinion generally, as well as by the personal views of President Roosevelt, as expressed in his message to Con- gress. The American Civic Association, having a very large membership scattered throughout the Union, was pledged to work together in order to preserve the scenic effect of the falls. ' in all their beauty and majesty.' While Canadian feeling had not been aroused upon the subject, it was certainly not desirable that we should put ourselves (if it could possibly be avoided) on record in opposition to this movement. Up to the time that the agitation took voice and was emphasized by the Presi- dent's message, corporation after corporation had obtained charters to divert water frotm the Niagara river, above the falls. The result, if all had gone into operation, undoubtedly would have been to completely destroy the scenic effect. Fortunately only two companies in New York state and three on our side of the river had actually constructed works. In New York state the Niagara Falls Hydraulic and Manufac- turing Company and the Niagara Falls Power Company had works in course of con- 12 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 struction requiring about 18,100 cubic feet per second. On the Canadian side the Queen Victoria Niagara Falls Park had entered into leases and agreements, ratified by the Ontario Legislature, with three companies : — 1. The Canadian Niagara Falls Power Company, 110,000 horse-power, requiring &,G00 cubic feet per second. 2. Ontario Power Company, 180,000 horse-power, requiring 11,700 cubic feet per second. 3. Electrical Development Company, 125,000 horse-power, requiring 10,750 cubic feet per second. The Joint Commission had agreed, as one of the principles which should govern the use of boundary waters, that, where there could be temporary diversions without injury to the interests of navigation for the purpose of developing power, they should be allowed, so that each country, so far as was practical, would receive an equal benefit. Neither country has any right of property, but only a right of user, in these flowing waters. The paramount right to use the great water system, starting with Lake Superior and finding its way by the St. Lawrence to the sea, is for navigation pur- poses, but as temporary diversions are possible at Sault Ste. Marie, on the Niagara river, on the St. Lawrence river and elsewhere without injury to the interests of navi- gation, it is, of course, desirable that they should be permitted, and we think it is mani- fest that each country is entitled to an equal benefit therefrom. From Niagara river, above the falls, for some distance, water could be diverted, od either side without any injury to the interests of navigation; in fact, such interests would not have been affected if all the water had been so removed and returned to the river again farther down, and before reaching the point where navigation became possible. The only objection, therefore, to such temporary diversion of water is the effect upon the scenic beauty of the falls. The diversion, on our side, being almost entirely below the crest of the rapids, has no appreciable effect upon the flow over the American falls, and as the flow of water over the Canadian or Horseshoe falls is seven times greater than that over the American, it was felt that we could be per- mitted to take a larger quantity than it was possible to take upon the United States side without injury. The citizens of the United States had also diverted 10,000 cubic feet of water per second at Chicago which in its natural course would have flown over Niagara, and this was taken into consideration. It is manifest that some arrangement must be arrived at between the two coun- tries with regard to the regulation and use of boundary waters, otherwise chaos will prevail. At Niagara, on each side of the river, charters had been granted under which water in unlimited quantities could have been taken at points farther up the river. On our side it was sought to use the Chippewa river to drain the waters of Niagara into a new outlet — a canal to be built to a point near St. David's. Another Canadian charter sought to divert the waters of Lake Erie to a point near Jordan. On the New York side there was no limitation to the water which could be taken under several charters. All these proposed developments would affect, more or less seriously, the level of Lake Erie and all are objectionable on that account and wholly opposed to the prin- ciple adopted by the Commission. The direct diversion from Lake Erie to the Jordan river is especially objectionable. The diversion of 10,000 cubic feet per second would have a more serious effect upon the level of Lake Erie than the diversion from Lake Michigan, at Chicago, of a like amount. It would mean the reduction of the lake level by more than six inches. It is needless to say that navigation interests of both countries would refuse to submit to such an injustice. Chicago sought to justify itself by the necessity of pre- serving the public health, and evidenced their good faith by the expenditure of about fifty million dollars upon the project. Here navigation interests would be very seriously affected merely for the purpose of a profit by the production of power. INTERNATIONAL WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 13 SESSIONAL PAPER No. 19b The Joint Commission succeeded in agreeing upon the following conclusions:— The Commission has made a thorough investigation of the conditions existing at Niagara falls, and the two sections have presented reports to their prospective gov- ernments setting forth these conditions to which attention is invited. The following views and recommendations are based upon a careful study of the facts and condi- tions set forth in these reports. 1. In the opinion of the Commission, it would be a sacrilege to destroy the scenic effect of Niagara falls. 2. While the Commission are not fully agreed as to the effect of diversions of water from Niagara falls, all are of the opinion that more than 36,000 cubic feet per second on the Canadian side of the Niagara river or on the Niagara peninsula, and 18,500 cubic feet per second on the United States side of the Niagara river, including diversions for power purposes on the Erie canal, cannot be diverted without injury to Niagara falls as a whole. 3. The Commission, therefore, recommend that such diversions, exclusive of water required for domestic uses or the service of locks in navigation canals, be limited on the Canadian side to 36,000 cubic feet per second, and on the United States side to 18,500 cubic feet per second (and in addition thereto a diversion for sanitary pur- poses not to exceed 10,000 cubic feet per second, be authorized for the Chicago drain- age canal), and that a treaty or legislation be had limiting these diversions to the quantities mentioned. 4. The effect of the diversion of water by the Chicago drainage canal upon the general navigation interests of the Great Lakes system will be considered in a separate report. 5. The Canadian section, while assenting to the above conclusions, did so upon the understanding that in. connection therewith should be expressed their view that any treaty or arrangement as to the preservation of Niagara falls should be limited tc the term of twenty-one years, and should also establish the principles applicable to all diversions or uses of waters adjacent to the international boundary, and of all streams which flow across the boundary. When the Park Commissioners with the full authority of the legislature entered into their agreements with the three companies, no one anticipated or, if they did anticipate, then foretold the consequences. The Park Commissioners were getting large rentals, and the general opinion undoubtedly was that it was desirable to have these industries established. It is only fair to say that their works are magnificent results of the highest engineering skill, and that all the companies have joined with the commissiners in the endeavour to preserve, as far as possible, the natural beauty of the park. It, perhaps, would have been wise if development had been limited to the genera- tion of electricity for distribution in Canada. In that case we would most likely have had only one corporation up to this time, and, moreover, would have had the Canadian market fully supplied. It was undoubtedly the intention, when these leases were made, that each of the companies would find a market in New York state for part of their power, and also that each of them would supply power in Canada. It is also evident from the agreements that "it was contemplated that the companies would themselves build transmission lines and deliver power both in the State of New York and the Province of Ontario. The provision in each and all of the agreements was as follows : — ' The syndicate, whenever required, shall from the electricity or pneumatic power generated under this agreement, supply the same in Canada to the extent of any quantity not less than one-half the quantity generated, at prices not to exceed the prices charged to cities, towns and consumers in the United States, at similar distances from the Falls of Niagara, for equal amounts of power and for similar uses, and shall, whenever required by the Lieutenant Governor in Council, make a return of prices charged for such electricity or power, verified under oath by any 14 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 chief officer of the syndicate, and if any question in dispute arises, involving the non-supply or prices of electricity or power for consumption in Canada, the High Court of Justice of Ontario shall have jurisdiction to hear and determine the same and enforce the facilities to be given or the prices to be charged.' The price, it will be seen, was to be fixed at the place of delivery, which, of ocurse, implied that the companies were to build transmission lines and deliver. These corporations did what was to be expected, with so little control over their operations. By dividing the territory to be supplied, they avoided competition with each other, and two of them, by the formation of allied companies in New York state to distribute the power there, sought to nullify the effect of the only provision designed to protect the Canadian consumer. The Canadian Niagara Power Company arranged to deliver its power to an allied company, the Niagara Falls Power Company, which built a transmission line to Buffalo and distributes the power of both companies. This company has taken to itself the market of Niagara Falls, in New York State, and Buffalo. The Ontario Power Company formed a subsidiary company in New York state, known as the Niagara Lockport and Ontario Company, and the latter company has built transmission lines in that state 200 miles in length with branches, at a cost of upwards of four million dollars. This corporation sitpplies Rochester, Syracuse, Utica and manufacturing towns along and within reach of their transmission lines, all in New York state. It actually entered into a contract (subject to its agreement with the Power Company) to supply all of its 180,000 horse-power to its subsidiary company and has not, until recently, made any serious effort to supply the Ontario market. The Electrical Development Company has built a transmission line to Toronto, but it also seeks an outlet in New York state for its surplus power. The plain meaning of the agreements with each company was that it was to be permitted to transmit part of its power to New York state, but was to reserve half of its supply for use in Canada, and was to deliver the same at prices similar to those charged in New York state. By transmitting in New York state, only through the medium of their allied companies, they made it impossible to require them to deliver in Ontario, at equal distances, at equal prices. As they delivered to their allied companies at Nagara falls, they were in a position to say to the Canadian consumer: If you require power, you must build your own transmission lines and come to Niagara falls for it.' The situation is full of difficulties. The companies have spent over twenty mil- lion dollars on their works and must find markets. It was evidently the original intention of both the Ontario Power Company and the Canadian Niagara Company to practically ignore the Canadian market. Unless some action could be taken which would control the export, it seemed to the members of your Commission inevitable that all three companies would seek the more accessible and profitable market in New York state to the neglect of our own, and we urged in our former report that your govern- ment should protect the Canadian public by exercising your right to control and regu- late the export of electrical energy. By chapter 16, 6-7 Edward YIL, statutes of Canada, and known as ' The Electri- city and Fluid Exportation Act,' such control was taken. Sections 4 and 5 provide as follows: — ' 4. Subject to any regulations of the Governor in Council in that behalf the Governor in Council may grant licenses upon such conditions as he thinks proper for the exportation of power or fluid where a right to export exists by lawful authority; and such license shall be revocable upon such notice to the licensee as the Governor in Council deems reasonable in each case. ' 5. Any such license may provide that the quantity of power or fluid to be exported shall be limited to the surplus, after the licensee has supplied for distribu- tion to customers for use in Canada power or fluid to the extent defined by such INTERS ATIOXAL WATERWAYS COMMISSIOX-SUPPLEMEXTARY REPORT 15 SESSIONAL PAPER No. 19b license, at prices and in accordance with conditions, rules and regulations prescribed by the Governor in Council. ; 2. Every such license shall be revocable at will, by the Governor in Council if the licensee refuses or neglects to comply with any of the conditions imposed with regard to the supply and distribution of power or fluid in Canada.' It did seem to us that it was a fair solution of the problem to say to each of the companies, ' You must carry out the terms of your agreement in its spirit by taking care of the Canadian market at reasonable distances from Niagara falls and at rea- sonable prices, at all times, to the extent of at least one-half of the power generated. If you carry out your obligation in that regard, you will be allowed to export your surplus, but not otherwise.' The control over one-half of the production would undoubtedly supply all the demands of our Canadian market for many years to come, and it would not be any great hardship upon the companies to compel them to jointly or severally build the necessary transmission lines to care for the same. While we think it should be a con- dition of the charters of all companies hereafter incorporated in Canada that the power generated shouH be distributed wholly in this country, that principle cannot with fairness be applied to these corporations at Niagara falls. It is manifest that when they were permitted to develop 400,000 horse-power, a market must be found for much the greater portion, for the present at least, in New York state. If the companies had themselves delivered power in New York state, the prices there at equal distance in equal quantities was to be the test as to what price was to be charged the Canadian consumer. As they have made that test impossible by delivering all their power at Niagara falls, the price which they should be allowed to charge in Canada must be fixed in some other wav. It was undoubtedly intended to be limitefd. The public have no right to expect power cheaper than it *can be delivered after allowing an adequate return to the companies upon their investment. The rate to be charged, therefore, should be under some form of government control to-nd regulation. The companies should be treated alike. Each of them entered into the same obligation with regard to our market, and each should be compelled to carry out the terms of its agreement. If that be done, the regulation of the exports will be jsimple, the surplus only be exported by ea'ch, after each had done its share towards satisfying this Canadian demand. Under this plan the public will receive just what it is entitled to, the supply of power at reasonable prices, and no injustice will be done to any of the companies. It would be monstrous if all but 40,000 or 50,000 horse-power of the total 400,000 development should find a market in New York state. The public in Western Ontario are thoroughly aroused against this threatened injustice. . Under the provisions of ' The Electrical Exportation Act,' the companies of Niagara falls are compelled to take out temporary licenses under regulations, a copy of which is appended and marked ' D,' and so control is kept over their export, and they have notice that they must recognize their obligations to our market. The Ontario Power Company is now extending its lines to St. Catharines, and, it is understood, both it and the Canadian Niagara are now offering power to the Hydro Commission. The Legislature of Ontario at its last session passed ' An Act to Provide for the Transmission of Electrical Power to Municipalities,' Statutes of Ontario, 1907, page 169. Section 8 provides as follows: — ' The Lieutenant Governor in Council, upon the report of the Commission recom- mending the same, may authorize the Commission : ' (a) To acquire by purchase, lease or otherwise, or without the consent of the owners thereof or persons interested therein to enter upon, take and use the lands, waters, water privileges, water-powers, works, machinery and plant of any corpora- 16 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 tion or persons owning, holding under lease or otherwise or developing, operating or using the same for generating or adapted for generating electrical power or energy or for the transmission thereof in Ontario; and to develop and use the same for any of the purposes of this Act. ' (6) To construct, maintain and operate and to acquire by purchase, lease or otherwise, or without the consent of the owners thereof or persons interested therein to enter upon, take and use, all erections, machinery, plant, and other works and appliances for the transmission and supply of electrical power and energy, and to conduct, store, transmit and supply electrical power or energy for the purposes of this Act and with lines of wires, poles, conduits, motors or other conductors or devices to receive, conduct, convey, transmit, distribute, supply or furnish such elec- trical power or energy to or from any corporation or person at any place through, over, under, along or across any lands, public highway, bridge, viaduct, railway, waters or watercourse, and through, over or under the lands of any corporation or person, and to enter upon any lands upon either sides of such lines or conduits and fell or remove any tree or limb thereof, or obstruction, which in the opinion of the commission, it is necessary to fell or remove. ' (c) To contract with any corporation or person generating, transmitting, or distributing electrical power or energy or proposing so to do, to supply electrical power or energy to the commission; and to require any corporation or person gener- ating, transmitting or distributing electrical power or energy to supply so much thereof as the commission may require.' It is proposed, under the provisions of this Act, that the commission shall build or acquire transmission lines from Niagara falls for the purpose of supplying power to the various municipalities, capable of being served from that point, and various municipalities interested have, by their votes recently taken, signified their desire to enter into agreements with the commission to that end. It will be unfortunate if, with the same object in view, the protection of the public interest, the policies adopted at Ottawa and Toronto should work apart. It is not for our Commission to say whether private ownership with government control or municipal ownership should prevail with regard to the distribution of power from Niagara falls. We say that it is the duty of the companies to distribute at reason- able distances and at reasonable prices, and that they should be compelled to do so in equal proportions, so that the control over the export of each may be maintained by our government. If, however, the municipalities of Western Ontario elect to assume the burden of distributing, in the hope of thereby securing cheaper power, it does seem to us to be a most desirable essential in the working out of that plan that they should take over all the distribution and should acquire their power at Niagara falls, not from one company, but proportionately from each, so that the control over the export of each can be maintained. It is manifest that if the Hydro Commission take all their power from one com- pany, the Ontario Power Company, as proposed, they will come into active competi- tion with the Electrical Development Company, the only company -which has made a real attempt to supply our market, and they will, at the same time, relieve the other two companies from any obligation towards that market. By assuming the responsi- bility of the distribution, they practically do away with the provision in the agree- ment by which the companies are required themselves to distribute in Canada. Duplicate lines would be wasteful and undesirable. If the Hydro Commission distribute, therefore, the companies cannot be expected to do so in competition. It follows also that if the Hydro Commission take all their power at Niagara falls from one company, the others must be permitted to export all, or nearly all, and the inevitable result must be to make your Act with regard to the exportation of power unworkable. If a policy be adopted which enforces the obligation, at all times, of each of the companies to our market, each of the companies will make their American contracts subject to conditions which will enable them to supply, from time to time, the INTERNATIONAL WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 17 SESSIONAL PAPER No. 19b increasing Canadian demand. If, however, any of them are excused from its present obligation to our market, it will be much more difficult later on to enforce its obliga- tion to it. Contracts will have been made in New York state, and vested interests created which will complicate the situation. Your Commission respectfully submit that each of the companies should be com- pelled to supply the Canadian demand proportionately, and only be allowed to export its surplus. Their obligation is to distribute power at reasonable distances and at reasonable prices. If they are relieved of the obligation to so distribute, they should not be relieved of the obligation to proportionately supply the power at Niagara falls and at fair prices. If the principle of proportionate supply to the Canadian market be maintained, your government could control the export, and so insure at all times an ample supply for our use. This policy would be quite consistent with the terms of the agree- ments, not to do injustice to any of the companies, and yet fully conserve the public interest. If we should ever require more than 200,000 horse-power (half of the produc- tion, we can safely leave, until then, the adjustment of that difficulty. In the meantime an aditional supply may be made available by the use of the water below the falls. All of which is respectfully submitted. GEO. C. GIBBONS, Chairman, Canadian Section. LOUIS COSTE. Member, Canadian Section. WM. J. STEWART, Member, Canadian Section. 13733—2 18 DEPARTMENT OF PUBLIC WORKS 7-8 EDWARD VII., A. 1908 APPENDIX A. Extract from a Report of the Committee of the Privy Council, approved by the Governor General on May 94 1907. On a memorandum, dated May 7, 1907, from the Acting Minister of Public Works, submitting that the Grand Falls Power Company (Limited) was chartered by an Act of the Provincial Government of New Brunswick (5 Edward VII., in 1905), the company subsequently applying to the Governor General in Council on January 5, 1906, for permission to construct hydraulic works on the River St. John. To this application, however, strong protests were opposed: Firstly: By the Madawaska Log Driving Company and the St. John River Log Driving Company, largely interested in the navigation of that stream at that special point and largely controlling the log driving operations on the river. The objections of the said log driving companies are given in detail more particularly in paragraph 3 of Mr. Resident Engineer Shewen's report and in the different documents attached hereto, and from which copies it will also be seen that an agreement was finally arrived at between the said log driving corporations and the Grand Falls Power Company. The Canadian Pacific Railway Company also objected to the granting of the permission sought for by the applicants, for the reason that the raising of the water near their bridge at that place will render the repairs to that structure very difficult and much more expensive. Lastly : The Grand Falls Water Power and Boom Company, incorporated by Chapter 77 of the Acts of the Dominion of Canada, passed on the 22nd of July, 1895, claim that they have acquired lands, mill privileges, water-power, right of flowage, &c, and that the construction of the works proposed by the Grand Falls Power Com- pany (Limited) will practically destroy their privileges. The River St. John being a boundary stream, works affecting its navigation are of international importance, and for that reason would come more properly under the jurisdiction of the International Deep Waterways Commission. The Minister, therefore, recommends that authority be given to refer the appli- cation of the Grand Falls Power Company (Limited) and of the protests lodged against such application, to the International Deep Waterways Commission for their examination and report. The Committee submit the same for approval. F. K. BENNETTS, Assistant Clerk of the Privy Council* The Honourable the Minister of Public Works. 1XTERSATI0NAL WATERWAYS COMMISSION— SUPPLEMENTARY REPORT 19/ SESSIONAL PAPER No. 19b APPENDIX B. A Bill to authorize the construction of Dams, Canals, Power Stations and Locks for the Improvement of Navigation and Development of Water Power on the St. Lawrence river at or near Long Sault island, St. Lawrence county, New York. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, that Michael H. Flaherty, F*ed. J. Hyde, Henry H. Warren, Walter F. Wilson and John C. Crapser, their successors and assigns, may hereafter erect, construct, maintain, operate and use a dam or dams, canal or canal-, reservoir or reservoirs, gates, sluices, trunks, pipes, bulkheads, piers, flumes, abut- ments and other works appurtenant thereto, and a briidge upon or in /connection with s.aid works, in or across the St. Lawrence river, in the State of New York, or so much thereof as lies within the jurisdiction of the United States, and in and across the lands adjacent to said river, at such point or points upon or adjacent to the south shore of said river, near Long Sault island, or Bamhart island, and upon the said islands, and between said islands or either of them and the shores of said liver and Sheek island (but not across the international boundary line unless consented to by the Dominion of Canada), as the said Michael H. Flaherty, Fred. J. Hyde, Henry H. Warren, Walter F. Wilson and John C. Crapser, their successors and assigns, may elect and the Secretary of War may approve, and also in and upon so much of the said river and the bed thereof as lies south of the international boundary line, independently or in connection with like works now erected or to be erected in so much of said river and the bed thereof as lies to the north or Canadian side of said international boundary line, and upon and adjacent t' the northerly shore of said river, and said Michael H. Flaherty, Fred. J. Hyde, Henry H. Warren, Walter F. Wilson and John C. Crapser, their successors and assigns, may erect, construct, maintain, operate and use power stations on or in con- nection with the said works, with all suitable structures, machinery and other acces- sories for the development of water power and the generation, use and transmission therefrom of the electric energy and power to be derived from said St. Lawrence river, j-ubject to all and singular the conditions .and provisions of an Act entitled 'An Act to regulate the construction of dams across navigable waters,' approved June 21, 1906, excepting that the actual construction of the works herein authorized shall be commenced within one year and completed within ten years from the date of approval hereof ; Provided, That the said above-named persons, their successors or assigns, shall, coincidently with the construction of the said works, build at locations approved by the Secretary of War a lock or locks with its or their appurtenances, said loThe operations of the nine months resulted in a net gain of $180,440.84. The Intercolonial produced a profit of $218,139.17, the Windsor Branch a profit of $30,015.20, and the Prince Edward Island Railway a loss of $67,713.53. INTERCOLONIAL RAILWAY. On March 1, 1898, the operations of the Intercolonial were extended to Montreal by means of leases obtained from the Grand Trunk and Drummond County Railway Companies, making an addition of 169*81 miles to the operation of the government line. The leasing agreement with the Grand Trunk Railway Company, dated February 1, 1898, was confirmed by the Act 62-63 Vic, chap. 5 (1899). Its term extends for a period of ninety-nine years from March 1, 1898; the annual rental being fixed at $140,000. Under authority of the Act 62-63 Vic, chap. 6 (1899) the Drummond County Railway from Chaudiere to Ste. Rosalie, together with the branch from St. Leonard to Nicolet, was acquired by the Dominion ; conveyance being made by a deed dated November 7, 1899. On October 1, 1904, the Canada Eastern Railway from Gibson to Loggieville, 123 -67 miles, was purchased, and on April 19, 1905, the mortgaged Fredericton and St. Mary's bridge and connected property, 1:33 mile, was surrendered to the govern- xii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 merit. The total mileage of the Intercolonial Railway system in operation on July 1, 1906, was 1,445 -92 miles. During the nine months ended on March 31, 1907, there has been an addition to the mileage of 2 -70 miles, the extension from Sydney to Sydney Mines, making the total mileage 1,448 -62 miles on March 31, 1907. In addition, there are numerous spurs and sidings aggregating 366 *46 miles, of which 14 '10 miles were constructed during the nine months ended on that date. The reports of the General Manager, the Chief Engineer, the Comptroller and Treasurer, and other officers of the railway will be found in the appendices hereto, Part II., and very full details are there supplied ,which will be of interest. CAPITAL ACCOUNT. During the period of nine months ended on March 31, 1907, there was an addi- tion to the capital account of $1,506,248.26, less a refund of $39 on account of the Riviere Ouelle Branch, or $1,506,209.26, making the total expenditure chargeable to capital on the whole road as amalgamated under the Acts 54-55 Vic, chap. 50 (1891), and 62-63 Vic, chaps. 5 and 6 (1899), together with the acquired Canada Eastern Railway, up to March 31, 1907, $82,744,937.89. The capital additions during the nine months included (omitting cents), the following more important items : for rolling stock, $343,676; additional sidings and spurs, $32,433; increased accommodation at Halifax, $260,124; at Truro, $83,652; at Pictou. $14,63S; for the extension to Sydney Mines, $22,195; for strengthening bridges, $118,272; and for double-tracking parts of the line, $50,751. The application of air-brakes to a further number of freight cars, and the substitution of M.C.B. couplers for the old draw-bar on such cars are amongst the various items of betterment. REVENUE ACCOUNT. Under the new account system adopted last year, by which the Intercolonial has been brought into conformity in that respect with the other leading roads of Canada and of the United States — to the great advantage of all concerned, and the better con- trol of expenditures — the statements and classifications furnished by the Comptroller and Treasurer, which appear in the appendices hereto, will be found to furnish a class of information, in summarized form, of very interesting character, and not hereto- fore available. The main heads under which expenditures on revenue account are grouped in these statements are the following : — 'Maintenance of way and structures (10 sub-t heads), $1,111,888.68; maintenance of equipment (9 sub-heads), $1,180,521.16; con- ducting transportation (25 sub-heads), $3,659,097.99, against which are certain items of payments for car service, hire of equipment, and rents for tracks, yards and termi- nals, aggregating §173,873.16; making the net cost $3,485,224.83; and general ex- penses (7 sub-heads), $147,537.16, aggregating for the nine months ended on March 31, 1907, $5,925,171.83, adding to which the sum of $105,000, for rental of the leased line into Montreal, the total for the nine months ended on March 31,1907, amounts to $6,030,171.83. The usual comparisons with the expenditures of the previous year are necessarily omitted, in consequence of the change in system. REPORT OF THE DEPUTY MINISTER xiii SESSIONAL PAPER No. 20 Items of extraordinary expenditure aggregating $216,364.64 were charged during the nine months to c maintenance and operation.' The principal of these were the following: angle plates and bolts for 80-lb. rails, $58,560; repairs to Levis crib-work, $5,604.95 ; repairs to Point du Chene wharf, $6,516.71 ; repairs to West River bridge, $14,554.18; new station at Belmont, to replace one destroyed by fire, $3,375; Grand Trunk joint section expenses, including arrears, $19,667.32; two shunting engines, $36,549.30 ; Exchequer Court judgment re fire claim of H. M. Price, $55,856, and various legal expenses, aggregating $9,289.40. The gross earnings for the nine months aggregated $6,248,311, leaving a balance of earnings in excess of expenditure of $218,139.17. The passenger earnings amounted to $1,952,438.88, or 31*25 per cent of the gross earnings; the freight earnings to $4,032,745, or 64*54 per cent of the gross; the mail and express to $235,039.88, or 3*76 per cent of the gross, and the miscellaneous to $28,087.24, or 0*45 per cent of the gross earnings. The total engine mileage was 6,810,418 miles ; the total train mileage 5,069,575 miles, and the total car mileage 61,236,603 miles. The gross earnings per mile of railway (1,448 62 miles) were $4,313.29; per engine mile 91 *75 cents ; per train mile $1.23 and per car mile 10 *20 cents. The expenses per mile of railway were as follows : — ' Maintenance of way and structures,' $767.65; 'Maintenance of equipment/ $814.93; "Conducting transporta- tion/ $2,405.89 ; 1 General expenses/ $101.85 ; ' Rental of leased lines/ $72.48. ;The expenses per train mile under the above headings were as follows : 1 Main- tenance of way and structures/ 21 *94 cents ; ' Maintenance of equipment/ 23 *29 cents ; ' Conducting transportation/ 68 *75 cents ; 1 General expenses/ 2 *91 cents, and ' Rental of leased lines/ 2 *07 cents, making a total of 118 *96. Amongst the 10 items of details of cost of 1 Maintenance of way and works/ the most important are the following per train mile : — Repairs of roadway, 14*29 cents; renewal of ties 2.92 cents ; repairs and renewals of buildings and fixtures, 1 *98 cents ; and repairs and renewals of bridges and culverts, 1 *24 cents Amongst the 9 items of details of cost of ' Maintenance of equipment/ per train mile are : ' Repairs and renewals of locomotives/ 9 *39 cents ; ' of passenger cars/ 3 *29 cent ; 1 of freight cars/ 6 46 cents. The 25 divisions of cost of conducting transportation include the following, per train mile : s Engine and roundhouse men/ 11 *92 cents ; ' fuel for locomotives/ 22 '55 cents ; i train service/ 9 *94 cents ; 1 station service/ 8 *39 cents ; ' switchmen, flagmen and watchmen/ 3 *28 cents ; ' loss and damage/ 1 *66 cents ; ' injuries to persons/ *05 cent; 'advertising/ *62 cent. Under the head of ' General Expenses/ 7 divisions, the cost, per train mile was : for ' Salaries of general officers/ *22 cent ; ' Salaries of clerks and attendants/ 1 *15 cent ; 1 General office expenses and supplies/ *30 cent ; ' law expenses/ *32 cent. xiv DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A.. 1908 The proportion of the gross earnings expended on the several main groups of ex- penditure, respectively, was as follows: — Maintenance of way and structures, $17.80 per cent; of maintenance of equipment $18.89 per cent; conducting transportation, $55.78 per cent ; general expenses, $2.36, and rental of leased line $1.68 per cent ; mak- ing a total of $96.51 per cent, the balance, $3.49 per cent being profit. The following was the position of the rolling stock of the railway on March 31, 1907 : — Total locomotives, 370; total cars, 11,385; comprising sleeping cars, first- class, 41; second-class, 40; parlour cars, 9; dining cars, 9; passenger cars, first- class, 137 ; second-class, 97 ; postal and smoking cars, 36 ; express and baggage cars, 60; air-brake and instruction car, 1; box cars, 5,996; refrigerator cars, 109; plat- form cars, 2,780; pulpwood cars, 50; oil tank cars, 25; hopper cars, 1,114; gondola coal cars, 17; coal cars (20-ton capacity), 471; stock cars, 123; auxiliary and tool cars, 21; convertible dump cars, 130 ; and vans, 119. In addition, there were 53 snow-ploughs, 20 wing ploughs, 25 flangers, 2 rotary steam ploughs, 2 double-track ploughs, 8 steam cranes and 2 ballast plough cars. Eight locomotives were condemned during the nine months : 23 were purchased on capital account, and 2 from revenue. The total number of locomotives — as was explained in some detail in my report last year — included a number no longer suitable to the heavy traffic requirements of the present day. In my next report, I propose to show the tractive power of the old stock and that of the new. It may be accepted as a fundamental principle that it is the duty of the railway to keep up, out of of its earnings, the tractive power originally supplied from capital; but it does not necessarily follow that the actual number of engines should be so maintained. It is the capacity for hauling that governs, not the mere numerical equivalent. The same remark applies, in its essence, to the car stock. It is the capacity of the car — so greatly increased in the present day — that is the index to the potential ability of the railway to meet the requirements of traffic. The value of stores on hand on March 31, 1907, including fuel, roadway and bridge material and miscellaneous stores was $1,341,996.90. GENERAL OBSERVATIONS. The following details, showing the principal items of the traffic of the railway during the nine months ended on March 31, 1907, will be found of interest. IThe number of passengers carried was 2,044,847, of which number 191,721 were through passengers. The freight traffic aggregated 2,606,073 tons. The local freight amounted to 1,996,869 tons, and the through freight to 609,204 tons. The following shows the principal goods carried and their quantities : — Of flour, 1,531,140 barrels; of grain, 2,231,864 bushels; of lumber, 452,602,703 superficial feet; of live stock, 97,381 head; of coal, 635,480 tons; of manufactured goods, 658,850 tons; of firewood, 67,563 tons, of other articles, 398,348 tons. Details of works executed, and financial and other statements from the officers of the road will be found in the appendices, Part II. REPORT OF THE DEPUTY MINISTER xv SESSIONAL PAPER No. 20 The work of rebuilding the railway workshops at Moncton, destroyed by fire on Bebruary 24, 1906, is making excellent progress, and, disastrous as the immediate effects of the fire were, it will be found on completion of the new buildings and of the new system of yard arrangement now contemplated that the final result will be greatly to the advantage of the railway, and will actually produce a saving of ex- penditure more than sufficient, within a reasonable time, to cover the cost now involved, apart from the greater facility for operation afforded. The buildings will be brought thoroughly up to date in all respects, and the machinery and fittings will be of the most satisfactory character; placing the railway in a position as regards this main point of its operations, equal to the most advanced roads on this continent. It is desirable that I should draw attention to the fact that, last year and for several previous years, the Intercolonial railway has supplied special train service for the transport of European mails, and this without adequate compensation. It is true that the country at large reaps the advantage of this service, which, of course, would not have to be performed were it not for the requirements of the postal accommoda- tion; the burden of the expense is, however, placed on the Intercolonial railway, the additional cost entailed, and which naturally figured in the total expenditure of the railway, amounting to about $50,000 a year. Not only is the railway debited with this amount, but at the same time, it is debarred from placing a like sum to its credit for the service — thus making a total of $100,000 a year as the actual loss in supplying the service and the loss of earnings fairly due for that service. I am strongly of the opinion that, at all events for the future, the Post Office Department should defray the cost, as an item which it would certainly have to meet were the Intercolonial a private instead of a national road. t The present position is an unfair_one to the balance sheets both of the railway and of the Post Office Department. WINDSOR BRANCH. The road is 32 miles in length. It extends from Windsor Junction, on the Inter- colonial railway, to Windsor. The railway is operated by the Dominion Atlantic Railway Company, formerly the Windsor and Annapolis Railway Company. The company pay all charges in con- nection with the working of the traffic, two-thirds of the gross earnings being allowed them, the government taking the remaining one- third, and assuming all costs of main- tenance of the road and works. This arrangement is carried out under an agreement dated December 13, 1892, which extends, for a further term of twenty-one years, arrangements similar to those made in 1871. ■ All charges for superintendence and supervision of maintenance of work are borne by the government; the duty of supervision is performed by the chief officers of the Intercolonial railway. The gross earnings of the government (one-third of the gross receipts) for the nine months ended on March 31, 1907, the new closing date of the fiscal year, amounted to $45,440.52. The expenses of maintenance amounted to $15,425.32, leaving the net profit to the government $30,015.20. xvi DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 All necessary repairs and renewals have been carried out, and the road is in good order. PRINCE EDWARD ISLAND RAILWAY. During the fiscal year 1905-06 the mileage of the railway was increased by the opening of the branch from Charlottetown to Murray Harbour, including the Vernon River Branch between Lake Verde and Vernon, in all 52 -3 miles, making the total length of this railway system 261 :3 miles, up to June 30, 1906. During the fiscal period of nine months up to March 31, 1907, the Montague Branch from Montague Junction to Montague, 6 -2 miles, was opened for traffic, making the total mileage 267 -5 miles. CAPITAL ACCOUNT. The total cost of the road and its equipment chargeable to capital account on March 31, 1907, was $7,307,299.21, there having been an addition of $91,710.52 during the previous nine months. The chief item of this expenditure was the sum of $70,316 for increased accom- modation at Charlottetown. REVENUE ACCOUNT. For the nine months ended on March 31, 1907, the gross earnings amounted to $215,434.97, and the working expenses to $283,14S.50. The expenditure was in excess of the earnings to the extent of $67,713.53. The number of passengers carried was 232,371, producing $97,750.52. Of freight, 67,144 tons were carried, producing $98,657.07. The earnings from mails and sundries amounted to $19,027.38. The engine mileage was 344,050 miles; the train mileage was 252,292 miles, and the car mileage 1,463,186 miles. The working expenses per train mile were 112 *23 cents, and per mile of railway $1,060.48. The receipts per mile of railway amounted to $806.87. The value of stores on hand on March 31, 1907, including fuel and steel rails, "was $66,801.31. Details will be found in the appendices, Part II. . BOARD OF RAILWAY COMMISSIONERS FOR CANADA. By the Act 3 Ed. VII., chap. 58 (1903) amending and consolidating the law respecting railways, the Railway Committee of the Privy Council was abolished and in lieu thereof a Board of Commissioners, under the above title, was created, to con- sist of three members to be appointed by the Governor in Council ; this Act was brought into force on February 1, 1904, by proclamation, on the authority of an Order in Council, dated January 18, 1904, which also appointed certain persons as commis- REPORT OF THE DEPUTY MINISTER xvii SESSIONAL PAPER No. 20 sioners. The office 'of the board is at Ottawa, though it is authorized to hold sessions in any part of Canada. Its decisions and orders are final, subject to appeal to the Supreme Court upon questions of jurisdiction or law, and also to action thereon by the Governor in Council, in his discretion. NATIONAL TRANSCONTINENTAL RAILWAY. Under an agreement, dated July 29, 1903, ratified by the Dominion Act of that year, chap. 71, and under a modifying agreement dated February 18, 1904, ratified by the Act of that year, chap. 24, the Grand Trunk Pacific Railway Company, a com- pany incorporated by the Act of 1903, chap. 122, have agreed with His Majesty in respect of the construction of a line of railway, wholly upon Canadian territory, be- tween the city of Moncton, in the province of New Brunswick, and the navigable waters of the Pacific ocean, at or near Port Simpson or some other port in British Columbia, as may be agreed upon. The railway is to be composed of two divisions, namely, the eastern division, between Moncton and Quebec, thence westerly through the northern part of the provinces of Quebec and Ontario, and through the province of Manitoba to the city of Winnipeg, and the western division, between Winnipeg, or some point on the said eastern division, and the Pacific ocean. The eastern division is to be constructed by the government under four commissioners appointed by the Governor in Council, and thereafter leased to and maintained and operated by the company, who undertake to construct at their own cost and to maintain and operate the western division. The lease of the eastern division is to be for a period of 50 years, at a rental of three per cent per annum upon the cost of its construction ; the first seven years of the term to be free of rent; both divisions are to be equipped by the company, the first equipment to be of a value not less than $20,000,000. By way of assistance to the company in the construction of the western division, it is provided that the government shall guarantee payment of the principal and in- terest of an issue of bonds to be made by the company for an amount sufficient to pro- duce a sum equal to 75 per cent of the cost of its construction, such amount not to exceed $13,000 per mile in respect of the prairie section from Winnipeg to the eastern limit of the Rocky mountains (such limit to be established by the Chief Engineer of the company and the Chief Engineer of the government, as the result of actual sur- veys to be made). The several expenditures to be made under these Acts and agreements are to be so made from appropriations by parliament for the purpose, and on the recommenda- tion of the Minister of Railways and Canals, to whom accounts of all receipts, ex- penditures and liabilities are to be furnished monthly. The board are required to furnish annually a report to the Governor in Council, through the Minister of Railways and Canals, showing the receipts and expenditures of the year, and other information as to the railway, which report is to be submitted to parliament. The Board of Commissioners was duly appointed by Order in Council, together with the necessary officers, and is established with its headquarters in the city of Ottawa. 20— b xviii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 The report of the board for the fiscal period of nine months ended March 31, 1907, has been received, and will be laid before parliament in due course. It may, however, be desirable to briefly summarize here the results of operations carried on. The total expenditure by the board amounted for the fiscal period to $5,537,807.50. The previous expenditure amounted to $2,009,027.13, making the total expenditure up to March 31, 1907, $8,147,494.03. From the report of the board it appears that the various surveys carried on have produced satisfactory results, and that the basal intention that the railway, through- out, should be so located as to afford grades of exceptional ease in operation not ex- ceeding 0*40 per 100 against east bound and 0*00 per 100 against west bound traffic and curves of the greatest possible radius has been closely regarded, though the en- deavour to meet this requirement has, of course, entailed much additional survey work. Connected lines of survey have now been obtained for the entire distance between Moncton and Winnipeg. Contracts for construction have been awarded for 852 miles. For fuller informa- tion see report of the Commissioners Transcontinental railway. On the Western Division of the railway to be built by the Grand Trunk Pacific Railway Company, the report of the Government Chief Engineer, Mr. Collingwood Schreiber, C.M.G., dated May 15, 1907, shows the position to be as follows, up to March 31, 1907 :— The surveys of the line have been completed and the plans and profiles of location have been approved by Orders in Council from ^ point about 32 miles west from Winnipeg to Edmonton. From Edmonton to a point 27 miles west of the Yellowhead Pass the location plans and profiles have been approved ; but may be revised as im- provements develop. The balance of the line to Prince Rupert, the proposed terminus on the Pacific coast, has been located, and plans and profiles submitted ; but an im- proved revision was expected. The Chief Engineer states that a very good location has been made, only one grade exceeding four-tenths of one per cent ; the ex- ception being a one per cent grade for a distance of about 20 miles. The work, for mountainous work, will not be heavy, except for the distance of about 170 miles east from Prince Rupert, where it will be almost entirely very heavy rock excavation. The construction work under contract and progress is from Portage la Prairie, 275 miles westward, on which about 75 per cent of the grading was done, and about GO per cent of the culverts, bridges, &c. ; a further distance of 141 miles to a point a short distance west of the crossing of the South Saskatchewan river, on which 48 per cent of the grading and about 38 per cent of the entire work was done. For a further distance of about 310 miles to Edmonton about 25 per cent of the grading was done. The bridges over the River Assiniboine, the south and north Saskatchewan rivers, REPORT OF THE DEPUTY MINISTER SESSIONAL PAPER No. 20 and the Battle river are under contract. The severity of the last winter has greatly interfered with the work of construction. With regard to track laying the Chief Engineer reports that though steel rails of 80 lbs. to the yard have been delivered for the whole distance, from Winnipeg to Edmonton, 800 miles, the shortage of ties has delayed tracklaying; only 36 miles of track being laid up to March 31, 1907. About 36 miles of telegraph had been erected. This report of Mr. Schreiber will be found in the appendices. RAILWAY SUBSIDIES. The following pages show, in alphabetical sequence, the position of those com- panies whose dealings with the government in respect of subsidies are not yet closed. Reports of previous years give information as to companies whose subsidies have been fully earned and paid prior to July 1, 1908. A tabulated statement of payments will be found in Part I., and a list of subsidy agreements entered into during the fiscal year in Part IV. The several subsidy Acts passed in each year from 1882 will be found in Part III. No subsidies were authorized in the session of 1895, 1896, 1898, 1902 and 1905. Information has been brought down to the end of the fiscal period 1906-07, March 31, 1907. SUBSIDY CONTRACTS ENTERED INTO DURING 1906-07, TO MARCH 31, 1907. Bay of Quinte Railway Company. — From Tweed to Bannockburn, 20 miles; con- tract dated October 31, 1906. Halifax and South-Western Railway Company. — From a point near Halifax to a point at or near Barrington Passage, 185 miles contract, dated October 8, 1906. Napierville Junction Railway Company. — From St. Constant to a point at or near the international boundary on the Delaware and Hudson railroad, 28 miles ; contract dated October 10, 1906. Quebec Central Railway Company. — From St. Francis to St. George, 9 miles ; contract dated January 28, 1907. Quebec and Lake St. John Railway Company. — From Roberval to the Govern- ment wharf at Lake St. John, 1 mile; contract dated November 24, 1906. York and Carleton Railway Company. — From its present terminus westerly, 5 miles ; contract dated August 20, 1906. 20— XX DEPARTMEN T OE RAILWAYS A M) V.WALS 7-8 EDWARD VII., A. 1908 SUBSIDIES PAID DURING FISCAL YEAR ENDED MARCH 31, 1907. Atlantic and North-west Railway $ 186,600 00 Bay of Quinte Railway 72,602 45 Brockville, Westport and Sault Ste. Marie Railway . . 35,600 00 Canadian Pacific Railway (Staynorville Branch) . . . . 9,600 00 Chateauguay and Northern Railway, 36*51 miles.. .. 84,224 75 Halifax and South- Western Railway 268,107 20 International Railway Company of New Brunswick (formerly Restigouche and "Western Railway) . . . . 51,200 00 James Bay Railway 420,608 00 Klondike Mines Railway 96,000 00 Middleton and Victoria Beach Ry., 39-30 miles 27,667 20 Midland Railway Company, Limited 4,967 70 Quebec and Lake St. John Ry., 35 miles $64,512 1 mile 3,200 67,712 00 $1,324,889 30 Less refunds in connection with subsidy payments to Atlantic and Lake Superior Railway Company : — On account of duplicate claims $ 283 02 On account of claims not paid (cheques re- turned) 1,238 80 1,521 82 $1,323,367 48 GOVERNMENT ACTION AS TO SUBSIDIZED RAILWAYS. (The numbers within brackets after title of the company refer to the lists of railways for which subsidies have been authorized by Parliament year by year, from the commencement of the system of railway subsidies in 1S82, in the appendices hereto.) With regard to the several lines of railway subsidized by the Dominion, the fol- lowing represents the action taken and the progress made, in so far as the Dominion government is concerned; only those lines and companies being mentioned as to which definite steps, other than merely preliminary, have been taken towards securing the subsidy. It has to be noted that by the Act 6 Edward VII., chap. 12 (1906), the termina- tion of the fiscal year has been changed from June 30 to March 31 in each year, such change taking effect on and after July 1, 1906, except that the fiscal period 1906-07 shall consist of nine months only, beginning on the said July 1, 1906, and ending on March 31, 1907. REPORT OF THE DEITTY UI.YrSTER xxl SESSIONAL PAPER No. 20 The following shows the aggregate of the payments made on subsidy accounts : — For the fiscal year 1883-84, ended on June 30, 1884. .$ 208,000 00 a 1884-85 ii 1885. . 4AQ 94.Z no rxvOjZti) \J\J tt 3885-86 ii 1886. . 9 171 94.Q oo , • 1850-87 u 1887. . 1 40fi oo a 1887-88 u 1888. . 1 097 04-1 Q9 it 1888-89 u 1889. . 84fi 791 8<* Cxi), i Lx OO it 1889-90 a 1890. . 1 67,8 1 79* << 1S90-91 « 1891. . 1 9(\K 70^ 87* tt 1891-92 tt 1892. . 1 948 91 K Q°.* tt 1892-93 tt 1893. 811 ^04 07* OX XyOUrr \J I it 1893-94 (C 1SQ4 1 99Q 88^ 10* <( 1894-95 tt 1895. . 1 310 ^4Q 10* X)QX\JfO*± O XV) tt a MA AO* it 1896-97 it 18Q7 41 fi °.0* (C 1 897-98 tt XOVO . i 1 414 03il 78* tt 1898-99 a xovu . . 3 901 990 o?;* tt 1899-1900 ii 1900. . 725,720 35* u 1900-01 a 1901. . 2,512,328 86* ii 1901-02 ii 1902. . 2,093,939 00* it 1902-03 a 1903. . , 1,463,222 34* u 1903-04 a 1904. . , 2,046,878 45* it 1904-05 u 1905. . 1,275,629 53* a 1905 06 u 1906. . 1,637,574 37* u 1906-07 ended on Mar. 31, 1907. . 1,323,367 48* $32,553,252 54 To the above there have to be added the following exceptional subsidies : — The Canada Central Eailway, paid between 1878-83. .$ 1,525,250 00 The Canada Pacific Railway extension from St. Martin's Junction to Quebec, paid in 1885. . . . 1,500,000 00 Total subsidies paid from ' Consolidated Fund ' up to June 30, 1906 $35,578,502 54 The main line subsidy to the Canadian Pacific Rail- way was paid from 'Capital,' amounting to. . . . 25,000,000 00 Total paid as subsidies $60,578,502 54 The above does not include the amount $2,394,000, due to the province of Quebec for the railway betwen Ottawa and Quebec, which amount has been transferred to * In these amounts the subsidy of $186,600 a year payable to the Atlantic and North-west Railway Company, for 20 years from July 1, 1889 is included. Payment is made by the Finance Department. xxii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 the public debt, and on which interest at 5 per cent was paid, amounting to $119,700 a year, under the Act of 1884, chap. 8, up to 1905, and at 4i per cent, amounting to $107,730 a year, since and including that year. Note. — The names, locations and mileage of the several railways of the Dominion, together with those of the branch lines composing their systems will be found in the ' Railway Statistics,' now issued as a separate report. ALBERTA SOUTHERN RAILWAY COMPANY. (See Annual Report of 1891-92.) ALGOMA CENTRAL AND HUDSON BAY RAILWAY COMPANY (See Annual Report of 1905-06.) ATLANTIC AND LAKE SUPERIOR RAILWAY COMPANY. (See Annual Report of 1905-06.) ATLANTIC AND NORTH-WEST RAILWAY COMPANY. (Leased to the Canadian Pacific Railway Company.) (See Annual Report of 1889-1890.) The full history of this subsidy was shown in the annual report for 1889-90. The company receives an annual subsidy of $1S6.600 for 20 years. The first payment having been made in 1889-90. The total paid up to March 31, 1907, is $3,358,800. Payment is made by the Department of Finance direct. ATLANTIC, QUEBEC AND WESTERN RAILWAY COMPANY. (See No. 595.) This company was incorporated by the Act of Quebec, 1 Ed. VII., (1901), chap. 63, with powers to construct a railway from Gaspe Basin to some point north of Causapscal, but not beyond Sayabec, in the county of Matane. Other powers were granted of a general commercial character. By the Dominion Act, 3 Ed. VII., chap. 81 (1903), the above company was de- clared to be for the general advantage of Canada, and authority was granted to them, in addition to that conferred by their Act of incorporation, to construct a railway from a point north of Causapscal on the Intercolonial Railway, to a point at or near Edmundston, N.B. By the Dominion Subsidy Act, 3 Ed. VII. (1903), chap. 57, item 51, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a rail- way from Gaspe to a point at or near Causapscal on the Intercolonial Railway, and from that point to Edmundston, not exceeding 260 miles ; and for a railway from Pas- pebiac to Gaspe, not exceeding 102 miles. REPORT OF THE DEPUTY MINISTER xxiii SESSIONAL PAPER No. 20 The company having applied for the subsidy granted for the line from Paspe- biac to Gaspe, a contract was entered into with them, accordingly, on February 25, 1905, under authority of order in council, dated January 28, 1905. ~No payments have been made up to March 31, 1907. BAIE DES CHALEURS RAILWAY COMPANY. (See Annual Keport of 1S95-96.) (See also Atlantic and Lake Superior Railway Company. THE BAY OF QUINTE RAILWAY COMPANY. (See Nos. 434, 581 and 661.) Tins company was incorporated by the Dominion Act of 1881, chap. 46, under the name ' The Bay of Quinte Railway and Navigation Company,' with powers to con- struct a line of railway from Mill Point, county of Hastings, on the Bay of Quinte, to a point of junction with the Grand Trunk Railway. By the Act of 1S96 it was empowered to amalgamate with the Kingston, Napanee and Western Railway Company (formerly the Napanee, Tamworth and Quebec Rail- way Company), under the name of the Bay of Quinte Railway Company. Its powers were extended to cover the construction of branch lines, not exceeding 20 miles in length, each to connect with mines and mineral lands, and by the Act of 1900, chap. 50, extensive powers were conferred for development of electrical power, and for mining and timber industries. Their powers of construction were extended to June 14, 1905. By the Subsidy Act of 1899, chap. 7, item 20, as amended by clause 9 of the Sub- sidy Act of 1900, chap. 8, the grant of aid was authorized to the extent of $3,200 per mile for 10 miles, for extensions, branches and additions to connect their lines of rail- way or to connect the said lines or connecting lines with iron or other mines or mineral or wood lands in certain counties named. This was in lieu of part of the balance of subsidy granted to the Kingston, Xapanee and Western Railway in 1S92. Under date of December 30, 1902, a subsidy contract was entered into with them accordingly. By the Subsidy Act of 1899, chap. 7, item 45, the grant of aid to the extent of $3,200 per mile with an addition of 50 per cent on average expenditure in excess of $15,000 per mile, the whole not exceeding $6,400 per mile, was authorized for an ex- tension not exceeding 2 miles, of the company's line, westerly, from a point at or near Richmond Boundary Road, near Deseronto, and also for an extension from the end of the said two miles, northerly, for a distance not exceeding 3 miles. Under date of December 30, 1903, a separate contract was entered into with the company for each of these two sections. During the fiscal year 1902-03 payment was made of $19,200 for the six miles between Deseronto and Napanee, under the subsidy granted by item 20 of the Act of 1899. xxiv DEi'.\in'Mi:\ r of h miaya ys axd canals 7-8 EDWARD VII., A. 1908 By the Subsidy Act of 1903, chap. 57, item 37, the grant of aid to the extent of $3,200 per mile with an addition of 50 per cent on the average expenditure in excess of $15,000 per mile, the whole not exceeding $6,400 per mile, was authorized for fur- ther extension of the company's line of railway, from the northern terminus thereof, commencing from a point at or near Actinolite, thence in a north-westerly direction via the villages of Queensborough and Bannockburn, to a point in the township of Marmora or Lake in Hastings county, not exceeding 20 miles in all. Under date of January 23, 1904, a subsidy contract was entered into with the com- pany for the construction of this extension. By the Railway Subsidy Act, 6 Edward VII. (1906), chap. 43, item 23, the sub- sidy granted by chap. 7 of 1899, section 2, item 45, in part, and the subsidy granted by chapter 57 of 1903, section 2, item 37, 20 miles of railway, were revoted. The company were admitted to contract on October 8, 1906, under authority of an order in council, dated September 21, 1906, the time for completion being fixed as by August 1, 1907. This extension of the railway is completed, and during the nine months between June 30, 1906, and March 31, 1907, the subsidy, $72,602.45, has been paid. The total payments to this company on subsidy account amounted to $69,120, up to June 30, 1904; but there had been previously paid to the Kingston, Napanee and Western Railway Company a total of $208,732.80. BEAUHARNOIS JUNCTION RAILWAY COMPANY. (Operated by New York Central Railroad.) (See Annual Report of 1895-96.) BEERSVILLE COAL AND RAILWAY COMPANY. (See Annual Report of 1905-06.) BELLEVILLE AND NORTH HASTINGS RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 1S88-89.) BOSTON AND NOVA SCOTIA COAL COMPANY. (Seo Inverness and_Richmond Railway Company.) (See Annual Report of 1S95-96.) BRACEBRIDGE AND TRADING LAKE RAILWAY COMPANY. (See Annual Report of 1905-06.) BROCKVILLE, WESTPORT AND SAULT STE. MARIE RAILWAY COMPANY. (See No. 670.) The history of this railway was given in the annual report for 1896-97, with a statement of the subsidies paid up to the close of the year 1891-92. REPORT OF THE DEPl TV MINISTER XXV SESSIONAL PAPER No. 20 By the Railway Subsidy Act, 6 Edward VII. (1906), chap. 43, item 32, the balance remaining unpaid of the subsidy granted by chapter 3 of 1889, not exceeding $3,200 per mile, and also the balance remaining unpaid of the subsidy granted by chapter 2 of 1890, which was regranted by chapter 5 of 1S92; the whole not exceeding $86,800, being a revote of the subsidy granted by chap. 4 of 1894, and that the said subsidy or so much thereof as has heretofore been agreed upon by the terms of an agreement filed in the Department of Railways and Canals between said Brockville, Westport and Sault Ste. Marie Railway Company and the creditors of said railway company, to be paid over to the said creditors or the legal representatives of said creditors as mentioned in said agreement. By an order in council, dated December 8, 1906, authority was given for pay- ment to the creditors of the company, through commissioners therein named, the said balances of subsidy. During the nine months between June 30, 1906, and March 31, 1907, the balance of subsidy due, $35,600, has been paid, making the total payments to the company up to March 31, 1907, $140,800. BRAXTFORD, WATERLOO AND LAKE ERIE RAILWAY COMPANY. (Now part of Toronto, Hamilton and Buffalo Railway.) (See Annual Report of 1895-96.) BRUCE MINES AND ALGOMA RAILWAY COMPANY. (See Annual Report of 1904-05.) BUCTOUCHE AND MONCTON RAILWAY COMPANY. (See Annual Report of 1893-94.) CALGARY AND EDMONTON RAILWAY COMPANY. (See Annual Report for 1890.) (Leased to Canadian Pacific Railway.) CANADA ATLANTIC RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 188S-89 ; also see under head of Ottawa, Arnprior and Parry Sound Railway Company.) CANADA EASTERN RAILWAY COMPANY (FORMERLY NORTHERN AND WESTERN RAILWAY COM- PANY OF NEW BRUNSWICK, NOW PART OF THE INTERCOLONIAL SYSTEM.) (See the Annual Reports for the years 1894-95 and 1899-1900.) xxvl DEPARTMENT OF RAILWAYS A\l> CAXALS 7-8 EDWARD VII., A. 1908 CANADIAN BRIDGE COMPANY. (See South Shore Railway Company, Quebec.) CANADIAN NORTHERN RAILWAY COMPANY. (See Nos. 446,493.) . By the Dominion Act 62-63 Vic., chap. 57 (1889), authority was granted for the amalgamation of the Winnipeg Great Northern Railway Company (formerly the Winnipeg and Hudson's Bay Railway and Steamship Company, the name of which was by the Act of 1887, chap. 81, changed to the Winnipeg and Hudson's Bay Railway Company), and the Lake Manitoba Railway and Canal Company, under the name of the Canadian Northern Railway Company, and the agreement for such amalgamation was confirmed; authority also was given for hte construction of a railway from Prince Albert to Edmonton, also a branch from a point on that line to the Peace river, to- gether with certain other branch lines. The Dominion Act 1 Ed. VII., chap. 52 (1901), confirmed certain agreements for amalgamation of the Manitoba and South-Eastcrn Railway Company and the Ontario and Rainy River Railway Company with the above company; it also granted authority to construct certain lines oi railway described. By the Dominion Act 1 Ed. VII., chap. 53 (1901), authority was granted to the above company, to lease, with the option of purchase the Northern Pacific and Mani- toba Railway, the Winnipeg Transfer Railway Company, Limited, the Portage and North- Western Railway Company, and the Waskada and North-Eastern Railway Company. By the Dominion Subsidy Act 62-63 Vic. (1889), chap. 7, item 32, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for 100 miles of rail- way from a point on the Winnipeg Great Northern Railway north of Swan river to Prince Albert, N.W.T. By the Dominion Subsidy Act 63-64 Vic. (1900), chap. 8, item IS, the grant of a similar subsidy for 100 miles of railway in further extension of the company's line from north of Swan river towards Prince Albert, was authorized. The company having applied, they were admitted to contract under both sub- sidies, the two agreements being dated December 7, 1903. The payments made to this company under the aforesaid agreements aggregate the following amounts : — Eor the Ontario and Rainy River Railway (see the Annual Report for 1902-03), $1,534,976, all paid prior to June 30, 1903. For the Prince Albert Branch, $374,156. The total of the above payments amounts to $1,909,132, up to June 30, 1904. REPORT OF THE DEPUTY MINISTER xxvii SESSIONAL PAPER No. 20 By the Special Act 3 Ed. VII., chap. 7 (1903), assistance was granted for the extension of the company's railway for 620 miles from Grandview, the terminus of their Gilbert Plains branch to Edmonton, and for a distance of 100 miles east of Prince Albert to Prince Albert, by guaranteeing the principal and interest at 3 per cent per annuam of first mortgage bonds and other securities to the extent of $13,000 a mile, the principal to be payable in 50 years from the passage of the Act. Under date July 29, 1903, a trust mortgage between the Canadian Northern Rail- way Company, the British Empire Trust Company, Limited, the National Trust Company, Limited, and His Majesty, was executed in pursuance of the provisions of the said Act, the security to be held by the trustees to be a charge on the two lines of railway thereunder to be constructed, with their equipment, buildings and appurten- ances, on the balance of the Prince Albert Branch east of Erwood, and on the com- pany's already constructed and operated lines from Port Arthur westwards as enumer- ated in a schedule attached, with their buildings, equipment and appurtenances. Under the same date, July 29, 1903, an agreement was made with the company for the construction of the said two lines of railway, accordingly, the line from Grand- view to Edmonton to be completed by October 1, 1905, and the 100 miles east from Prince Albert by the same date. By an Order in Council of November 3, 1905, the time for completion was extended to October 1, 1906. Under the authority of orders in council, passed after inspections of the roads in question, payments were made under the said guarantee agreement from the proceeds of the securities deposited with the Receiver General, for that purpose. Such pay- ments, the last of which was made on September 5, 1905, amounting in all to $8,523,- 597.43, being the balance of the securities in question, which were thereupon exhausted. The two railways were constructed and open for traffic towards the end of the year 1906. For certain portions of the company's lines, under the aforesaid amalgamations, land grants have been authorized (see Winnipeg Great Northern Railway Company and Manitoba and South-Eastern Railway Company in annual report for 1895-96.) These matters are dealt with by the Department of the Interior. i The company further, by virtue of this amalgamation, have an agreement with the government for the transport of men, supplies, materials and mails for 20 years over the portion of their line from Gladsone to a point half way to the River Saskat- chewan. CANADIAN PACIFIC RAILWAY COMPANY. (Revelstoke to Arrow Lake.) (See Annual Report for 1896-97.) CANADIAN PACIFIC RAILWAY COMPANY. (Pipestone Branch — Antler Station to Moose Mountain.) (See Annual Report for 1901-02.) xxviii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 CANADIAN PACIFIC RAILWAY COMPANY. (Crow's Nest Pass Railway.) (See Annual Report for 1002-03.) CANADIAN PACIFIC RAILWAY COMPANY. (Waskada Branch.) (See Annual Report of 1905-00.) CANADIAN PACIFIC RAILWAY COMPANY. (Pheasant Hills Branch.) (See No. 616.) By the Subsidy Act of 1903, Ed. VII., chap. 57, item 72, the grant of a subsidy of $3,200 a mile with an addition of 50 per cent on cost in excess of $15,000 a mile, but not exceeding in all $6,400 a mile, was authorized for a railway from a point on the main line of the Canadian Pacific Railway between Moosomin and Elkhorn, north- westerly to a point in the neighbourhood of the Pheasant Hills, not exceeding 136 miles. The company having applied, a contract was entered into with them on January 14, 1904, under authority of orders in council of November 17, 1903, and January 12, 1904. During the fiscal year, 1905, subsidy was paid for this work to the extent of $56,576, making the total payments up to June 30, 1905, $435,200. No further payments have been made up to March 31, 1907. CANADIAN PACIFIC RAILWAY COMPANY. (Dyment Branch.) (See Annual Report for 1902-03.) CANADIAN PACIFIC RAILWAY COMPANY. (See No. 593 and 630.) By the Railway Subsidy Act 3 Ed. YIL (1903), chap. 57, section 2, item 49, the grant of a subsidy of $3,200 a mile, with &a addition of 50 per cent on average cost in excess of $15,000 a mile, but not exceeding in all $6,400 a mile, was authorized for a branch line of railway from a point at or near the intersection of the Canadian Pacific Railway and the Great Northern Railway between St. Philippe d'Argenteuil and Lachute, thence in a northerly direction, passing through the village of Browns- burg, not exceeding three miles. By the Railway Subsidy Act, 4 Ed. VII. (1904), chap. 34, item 4, the subsidy granted by chap. 57 of 1903, section 2, item 49, 3 miles of railway, was revoted. REPORT OF THE DEPUTY MIMsTER xxix SESSIONAL PAPER No. 20 This company having applied for the said subsidy, a contract was entered into with them for the work on March 20, 1906, under authority of orders in council, dated November 8, 1905, and February 19, 1900. During the nine months between June 30, 1906, and March 31, 1907, payment has been made to the extent of $9,600, the total amount to the latter date. CANADIAN PACIFIC RAILWAY COMPANY. (West Selkirk— -Lake Winnipeg Branch.) (See Annual Report for 1902-03.) CAP DE LA MADELEINE RAILWAY COMPANY. (Leased to Canadian Pacific Railway.) (See Annual Report of 1896-97.) CAPE BRETON RAILWAY EXTENSION COMPANY, LIMITED. (See Annual Reports of 1895-96 and 1905-06.) CENTRAL COUNTIES RAILWAY COMPANY. (See Annual Report of 1905-06.) CENTRAL ONTARIO RAILWAY COMPANY. (See Annual Report for 1900-01.) (See No. 547.) The history of this railway was given in the annual report for 1900-01, with a statement of the subsidies paid for the then completed line of railway. By the Railway Subsidy Act, 3 Ed. VII. (1903), chap. 57, section 2, item 4, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile,- was authorized for a further extension of the company's railway from a point at or near Bancroft to a point on the Canada Atlantic Railway at or near Whitney, not exceeding 40 miles, in lieu of subsidies granted by item 5 of section 2 of chapter 8 of 1900, and item 16 of section 2 of chapter 7 of 1901, respectively. The company having applied for this subsidy a contract was entered into with them accordingly on September 6, 1905, under authority of an order in council, dated July 26, 1905; the road to be completed by August 1, 1907. No payments have been made up to March 31, 1907. CENTRAL RAILWAY RAILWAY COMPANY OF NEW BRUNSWICK. (See Annual Report for 1902-03.) XXX D EPA RTM EX T OF RAILWAYS AM) CAXALS 7-8 EDWARD VII., A. 1908 CHATEAUGUAY AND NORTHERN RAILWAY RAILWAY COMPANY. (See Nos 507, 508, 509, 599 and 631.) This company was incorporated by the Quebec Act of 1895 (1), chap. 64, its powers of construction being modified by the Act, chap. 75 of 1896. By the Dominion Subsidy Act of 1900, 63-64 Vic, chap. 8, the grant to this com- pany of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in ox- cess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for 42 miles of a railway from a point in Ilocbelaga ward, Montreal, to a point on the Great Northern Railway in or near the town of Joliette, with a spur into the town. The company were admitted to contract for this work on January 19, 1901. On the same date they were admitted to contract for two other works, specially subsidized by the same Act, viz., for a railway, vehicular, and foot-passenger bridge from Bout de LTle to Charlemagne, at the junction of the Rivers Ottawa and St. Lawrence, $150,000, and for a bridge across the Lac Ouareau river, $15,000. No portion of these three subsidies has been paid up to June 30, 1903. By the Dominion Subsidy Act of 1903, chap. 57, item 55, the grant to this com- pany of a subsidy of $3,200 a mile, with an addition of 50 per cent, on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for 16 miles of a railway from a point on its main line at or near L'Epiphanie, via the parish of St. Jacques de l'Aehigan to the village of Rawdon. The company were admitted to contract for this work on December 12, 1903. By the Dominion Subsidy Act of 1903, chap. '57, sec. 3, subsec. 4, a subsidy was authorized for the Bout de L'lle bridge of $50,000, in addition to that granted by item 33 of section 2, of chap. 8, of 1900. The total of the payments made to the company up to June 30, 1904, amounted to $151,595, including $99,000 for bridges. By the Railway Subsidy Act, 4 Edw. VII. (1904), chap. 24, section 3, the balance remaining unpaid of the subsidy granted by item 33 of section 2 of chapter 8 of 1900, for a single-track standard railway bridge, with two roadways 10 feet wide for free vehicular traffic, the same as upon a public highway, from Bout de L'lle to Charle- magne at the junction of the Ottawa and St. Lawrence rivers, a sum not exceeding $51,000 was authorized. The company were admitted to contract for this work on November 12, 1904, under authority of an order in council dated September 26, 1904. The two bridges, subsidized as above, are completed, and during- the past fiscal year the full amount of the subsidies, $116,000, has been paid, making the total pay- ments for these works $215,000. By the Railway Subsidy Act, 4 Edw. VII. (1904), chap. 34, section 2, item 5, the subsidy granted by chapter 8 of 1900, section 2, item 32, 42 miles of railway, was revoted. REPORT OF THE DEPUTY M1MSTER xxxi SESSIONAL PAPER No. 20 The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 26, 1906, under authority of an order in council dated February 16, 1906. During the nine months between June 30, 1906, and March 31, 1907, payments have been made to the extent of $84,224.75, making the total payments up to the latter date, exclusive of bridges, $136,819.75. CHATHAM BRANCH RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1S93-94.) CHIGNECTO MARINE TRANSPORT COMPANY. (See Annual Report for 1894-96.) COAST RAILWAY COMPANY OF NOVA SCOTIA. (Name changed to Halifax and Yarmouth Railway Company by Nova Scotia Statute of 1899, chap. 12S.) (See Annual Report of 1904-06.) COMPAGNIE DU CHEMIN DE FER DE COLONIZATION DU NORD. (See Annual Report of 1905-06.) COBOURG, NORTHUMBERLAND AND PACIFIC RAILWAY COMPANY. (See Annual Report for 1900-01.) COLUMBIA AND KOOTENAY RAILWAY AND NAVIGATION COMPANY. (Leased to the Canadian Pacific Railway Company.) (See Annual Report for 1891-92.) CORNWALLIS VALLEY RAILWAY COMPANY. (Now part of Dominion Atlantic Railway.) (See Annual Report for 1891-92.) CUMBERLAND RAILWAY AND COAL COMPANY. (See Annual Report for 1894-95.) DOMINION ATLANTIC RAILWAY COMPANY. (See Western Counties Railway Company.) DOMINION EASTERN RAILWAY COMPANY. (See Annual Report for 1900-01.) xxxii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII A. 19C8 DOMINION LIME COMPANY. (Now part of Hereford Railway.) > (See Annual Report for 1888-89.) DOMINION COAL COMPANY. (Now Sydney and Louisburg Railway.) (See Annual Report for 1895-96.) IRUMMOND COUNTY RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1900-01.) EAST RICHELIEU YALLEY RAILWAY COMPANY. (Now part of Quebec Southern Railway.) (See Annual Report of 1888-89.) EDMONTON, YUKON AND PACIFIC RAILWAY COMPANY. (See Nos. 455, 572.) This company was incorporated by the Dominion Act of 1896, 59 Vic, chap. 71, under the name of the Edmonton District Railway, with powers to construct and operate a railway from some point within the town of Edmonton to a point in South Edmonton on the Calgary and Edmonton Railway and to connect therewith ; also from some point within the town of Edmonton, via the village of St. Albert, to a point on the Athabaska river, at or near Fort Assiniboine, with a branch to Stony Plains; also from some point within the town of Edmonton to a point at or near Fort Sas- katchewan, together with a branch to a point on Sturgeon river. Other powers were granted of a general commercial character. •By the Dominion Act of 1898, 61 Vic, chap. 63, the company was empowered to extend their line of railway from the Athabaska to the navigable waters of Pelly river. By the Dominion Act of 1889, 62-63 Vic, chap. 64, the name of the company was changed to the above, with powers to extend the railway via the Yellow Head Pass or the Peace River Pass, to a point in British Columbia, or to connect with the railway which the British Pacific Railway Company is authorized to construct, and also to construct and operate a branch line to some point on the Yukon river. By the Dominion Subsidy Act of 1903, 3 Edw. VII., chap. 57, item 28, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for 50 miles of a railway from the town of Strathcona to Edmonton, and thence westerly towards the Yellow Head Pass. The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 24, 1904, the road to be completed by December, 1906. No payments have been made up to March 31, 1907. 7-8 EDWARD VII. SESSIONAL PAPER No. 20 DOMINION OF CANADA A. 1908 ANNUAL REPORT OF THE II'AIITINT OF RAILWAYS AND CANALS FOR THE FISCAL PERIOD FROM JULY 1, 1906, TO MARCH 81, 1907 Submitted in accordance with the provisions of the Revised Statutes of Canada, Chapter 87, Section 28 PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY. 1907 [No 20—1908] 7-8 ED.VARD VII. SESSIONAL PAPER No. 20 A. 1908 To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Vis- count Howiclc, Baron Grey of Howich, in the County of Northumberland, in the Peerage of the United Kingdom, and a Baronet ; Knight Grand Cross of the Most Distinguished Order of Saint Michael and Saint George, &c, &c, Gover- nor General of Canada. May it Please Your Excellency, — The undersigned has the honour to present to Your Excellency the Annual Report of the Department of Railways and Canals, of the Dominion of Canada, for the past fiscal period from July 1, 1906, to March 31, 1907. GEO. P. GRAHAM, Minister of Railways and Canals. 20— A h 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 CONTENTS. Part. Pa ire. Report of the Deputy Minister of Railways and Canals Statement of Accountant of Department Report of the Chief Engineer, including Reports of General Manager Government Railways and Superintendents of Canals of Railway Subsidies, Acts passed respecting Miscellaneous Statements, including — Subsidy agreements for the construction of railways, Contracts entered into Water power and other public property leased Property convej^ed Damages released Report of the Government Chief Engineer for the Western Division the National Transcontinental Railway of II III IV IV IV IV IV II H 18 177 ( For Index see End of Volume. ) 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 MAPS ACCOMPANYING REPORT OF THE DEPUTY MINISTER. RAILWAY SYSTEM. 1. General map of the Dominion. 2. British Columbia and Alberta. 3. Manitoba and Assiniboia and part of Saskatchewan. 4. Ontario and Manitoba. 5. Ontario and Quebec. 6. Nova Scotia, New Brunswick, Prince Edward Island and part of Quebec. CANAL SYSTEM. 7. Canadian Ship Canal, and also St. Mary's Falls Canal, Mich., U.S.A. 8. Line of Welland Canal between Lakes Erie and Ontario. 9. Trent Navigation and Murray Canal. 10. St. Lawrence, Ottawa, Rideau and Richelieu Canals. 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 REPORT OF THE DEPUTY MINISTER. To the Honourable Geo. P. Graham, Minister of Railways and Canals. Sir, — I have the honour to submit the annual report of the Department of Rail- ways and Canals for the fiscal period of nine months ended March 31, 1907. By the Act of 1906, chap. 12, ' An Act respecting the fiscal year,' it was enacted that, dating from July 1, 1906, the period from April 1 in one year to March 31 in the next year shall constitute the ' fiscal year,' the year 1906-07 to consist of nine months, only. The annual reports of the engineers, together with general and special reports from superintendents, both of railways and canals, and from other officers in the department, are given in appendices. In Part I. will be found statements showing the amounts expended during the past fiscal year in construction, repair and maintenance of the several works under the department; also statements showing total expenditure on each canal since its con- struction, and on each of the government railways; also a statement showing the pay- ments made, year by year, to subsidized railways, with the aggregates of such pay- ments. GENERAL SUMMARY. The expenditures of the department for the nine months ended on March 31, 1907, on its works of construction, operation and maintenance, both railway and canal, and in furtherance, by subsidy under authority of parliament, of outside railway enter- prises, are as follows : — The total Railway expenditure for this period amounted to $14,918,598.92; of which $7,174,370.17 was charged to capital, $6,328,745.65 to revenue, and $1,415,483.10 to income. The expenditure on capital included $5,537,867.50 for the National Transconti- nental Railway. The expenditure on income included the sum of $1,323,367.48 paid as subsidies to railways other than the government roads, also $68,664.29 for the Board of Railway Commissioners for Canada. The expenditure on the Intercolonial Railway, including the Windsor branch, $15,425.32, charged against revenue, was $7,551,806.41, namely, on capital account $1,506,209.26, and on revenue account $6,045,597.15. The expenditure on the Prince Edward Island Railway was $374,859.02, of which $91,710.52 was on capital and $283,14S.50 on revenue account. ix X DEPA HTM EX T OF RAILWAYS AX I) CAXALS 7-8 EDWARD VII., A. 1908 The expenditure on canals aggregates $1,835,061.27, of which $887,838.61 was chargeable to capital, $264,110.73 to income, $383,845.74 for staff, and $299,266.19 for repairs,- the last two items being charged to revenue. Adding to the above the further sum of $34,183.75 for general expenditures com- mon to both branches, the total departmental expenditure for railways and canals for the nine months ended on March 31, 1907, amounted to $16,787,843.94. The total revenue derived from the government works for the nine months was $6,354,955.71, namely, from railways $6,248,311, and from canals $106,644.71, of which the sum of $92,310.51 was derived from hydraulic and other rents. By Orders in Council of April 27 and May 19, 1903, tolls for passage through any of the government canals were abolished ; the exemption, which was by way of_ ex- periment, to continue in force for the two seasons of navigation of 1903 and 1904, only. A further order of February 25, 1905, continued the exemption for the season of 1905, and by an order of June 22, 1905, the system of toll collection was definitely abandoned in respect of any and all the canals of the Dominion. A sufficient staff has, however, been retained to carry on the essential work of recording the traffic through the canals — information which is requisite for the proper knowledge and appreciation of the commercial progress of the country — and for the collection of such other revenues as are derivable from the leasing of the canal lands and water powers, &c. The total government expenditure on railways prior to and since confederation (July 1, 1867), up to March 31, 1907, amounts, on capital account, to $162,050,456.79, which includes the sum of $25,000,000 granted (from capital) to the Canadian Pacific Railway Company for its main line. In addition, there has been expended from the consolidated fund a total of $167,210,490.44, which includes $35,578,502.54, paid as railway subsidies in addition to the above to the Canadian Pacific Railway; making a total expenditure of $329,260,947.23* Of this amount the sum of $13,881,460.65 was expended on construction works prior to confederation, on portions of what is now 'the Intercolonial Railway system. The total revenue received from the government railways from July 1, 1867, to March 31, 1907, amounts to $118,819,364.19. The government expenditure on canals prior to and since confederation, July 1, 1867, to March 31, 1907, amounts, on capital account, to $91,734,718.21, of which $20,593,S66.13 was expended prior to confederation, and from the consolidated fund to $24,495,624.73, making a total of $116,230,342.94. The total revenue derived from canals during the same period is $13,620,228.03. * This amount does not include the annual payment of $119,700 to the provincial government of Quebec, being interest at the rate of 5 per cent on the sum of $2,394,000 up to 1905 granted by 47 Vic, Ch. 8 (1884), nor the annual payment of $107,730, being interest at the rate of 4J p. c. since and including 1905, on the said sum of $2,394,000, for the line between Ottawa and Quebec which sum was transferred to the public debt as a liability, and is dealt with by the Finance Depart- ment. (See Public Accounts 1593-94, page 10, and 1906, page 79). REPORT OF TEE DEPUTY MINISTER xi SESSIONAL PAPER No. 20 The total expenditure on railways and canals up to March 31, 1907, is, as ahove, $445,491,290.17, to which must be added for general expenditures, embracing both $739,623.50, making a grand total of $446,230,913.67. The total revenue derived from railways and canals from July 1, 1867, to March 31, 1907, is $132,439,592.22. Details of the above will be found in statements of the accountant of the depart- ment, Part I., pages 3 to 50, inclusive. GOVERNMENT RAILWAYS IN OPERATION. The government railways are the Intercolonial, the Windsor Branch (maintained 9nly, and leased for operation), and the Prince Edward Island railway. Details respecting these railways and their operation will be found in the appen- dices, Part II., containing reports from the Chief Engineer of the department, the General Manager of government railways and the officials of these roads. The gross earnings of the government roads for the nine months from July 1, 1906, to March 31, 1907, the close of the new fiscal year, amounted to $6,509,186.49, of which the Intercolonial Railway produced $6,248,311, the Windsor Branch $45,- 440.52, the Prince Edward Island Railway $215,434.97. The gross working expenses amounted to $6,328,895.65, namely, the Intercolonial Railway $6,030,171.83, the Wind- sor Branch $15,425.32, and the Prince Edward Island Railway $283,148.50. The operations of the nine months resulted in a net gain of $180,440.84. The Intercolonial produced a profit of $218,139.17, the Windsor Branch a profit of $30,015.20, and the Prince Edward Island Railway a loss of $67,713.53. INTERCOLONIAL RAILWAY. On March 1, 1898, the operations of the Intercolonial were extended to Montreal by means of leases obtained from the Grand Trunk and Drummond County Railway Companies, making an addition of 169 *81 miles to the operation of the government line. The leasing agreement with the Grand Trunk Railway Company, dated February 1, 1898, was confirmed by the Act 62-63 Vic, chap. 5 (1899). Its term extends for a period of ninety-nine years from March 1, 1898 ; the annual rental being fixed at $140,000. Under authority of the Act 62-63 Vic., chap. 6 (1899) the Drummond County Railway from Chaudiere to Ste. Rosalie, together with the branch from St. Leonard to Nicolet, was acquired by the Dominion ; conveyance being made by a deed dated November 7, 1899. On October 1, 1904, the Canada Eastern Railway from Gibson to Loggieville, 123 *67 miles, was purchased, and on April 19, 1905, the mortgaged Fredericton and St. Mary's bridge and connected property, 1 -33 mile, was surrendered to the govern- xii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 ment. The total mileage of the Intercolonial Railway system in operation on July 1, 1906, was 1,445 -92 miles. During the nine months ended on March 31, 1907, there has been an addition to the mileage of 2 -70 miles, the extension from Sydney to Sydney Mines, making the total mileage 1,448 -62 miles on March 31, 1907. In addition, there are numerous spurs and sidings aggregating 366-*46 miles, of which 14 "10 miles were constructed during the nine months ended on that date. The reports of the General Manager, the Chief Engineer, the Comptroller and Treasurer, and other officers of the railway will be found in the appendices hereto, Part II., and very full details are there supplied ,which will be of interest. CAPITAL ACCOUNT. During the period of nine months ended on March 31, 1907, there was an addi- tion to the capital account of $1,506,248.26, less a refund of $39 on account of the Riviere Ouelle Branch, or $1,506,209.26, making the total expenditure chargeable to capital on the whole road as amalgamated under the Acts 54-55 Vic, chap. 50 (1891), and 62-63 Vic., chaps. 5 and 6 (1899), together with the acquired Canada Eastern Railway, up to March 31, 1907, $82,744,937.89. The capital additions during the nine months included (omitting cents), the following more important items : for rolling stock, $343,676; additional sidings and spurs, $32,433; increased accommodation at Halifax, $260,124; at Truro, $83,652; at Pictou. $14,63S; for the extension to Sydney Mines, $22,195; for strengthening bridges, $118,272; and for double-tracking parts of the line, $50,751. The application of air-brakes to a further number of freight cars, and the substitution of M.C.B. couplers for the old draw-bar on such cars are amongst the various items of betterment. REVENUE ACCOUNT. Under the new account system adopted last year, by which the Intercolonial has been brought into conformity in that respect with the other leading roads of Canada and of the United States — to the great advantage of all concerned, and the better con- trol of expenditures — the statements and classifications furnished by the Comptroller and Treasurer, which appear in the appendices hereto, will be found to furnish a class of information, in summarized form, of very interesting character, and not hereto- fore available. The main heads under which expenditures on revenue account are grouped in these statements are the following : — 'Maintenance of way and structures (10 sub?' heads), $1,111,S88.68; maintenance of equipment (9 sub-heads), $1,1S0,521.16 ; con- ducting transportation (25 sub-heads), $3,659,097.99, against which are certain items of payments for car service, hire of equipment, and rents for tracks, yards and termi- nals, aggregating §173,873.16; making the net cost $3,4S5,224.83 ; and general ex- penses (7 sub-heads), $147,537.16, aggregating for the nine months ended on March 31, 1907, $5,925,171.83, adding to which the sum of $105,000, for rental of the leased line into Montreal, the total for the nine months ended on March 31,1907, amounts to $6,030,171.83. The usual comparisons with the expenditures of the previous year are necessarily omitted, in consequence of the change in system. REPORT OF THE DEPUTY MINISTER xiii SESSIONAL PAPER No. 20 Items of extraordinary expenditure aggregating $216,364.64 were charged during the nine months to ' maintenance and operation.' The principal of these were the following: angle plates and bolts for 80-lb. rails, $58,560; repairs to Levis crib-work, $5.604.95 ; repairs to Point du Chene wharf, $6,516.71 ; repairs to "West Eiver bridge, $14,554.18; new station at Belmont, to replace one destroyed by fire, $3,375; Grand Trunk joint section expenses, including arrears, $10,667.32; two shunting engines, $36,549.30 ; Exchequer Court judgment re fire claim of H. M. Price, $55,856, and various legal expenses, aggregating $9,289.40. The gross earnings for the nine months aggregated $6,248,311, leaving a balance of earnings in excess of expenditure of $218,139.17. The passenger earnings amounted to $1,952,438.88, or 31-25 per cent of the gross earnings; the freight earnings to $4,032,745, or 64 "54 per cent of the gross; the mail and express to $235,039.88, or 3*76 per cent of the gross, and the miscellaneous to $28,087.24, or 0*45 per cent of the gross earnings. The total engine mileage was 6,810,418 miles; the total train mileage 5,069,575 miles, and the total car mileage 61,236,603 miles. The gross earnings per mile of railway (1,448 62 miles) were $4,313.29 ; per engine mile 91 -75 cents ; per train mile $1.23 and per car mile 10 -20 cents. The expenses per mile of railway were as follows : — ' Maintenance of way and structures,' $767.65; 'Maintenance of equipment,' $S14.93; 'Conducting transporta- tion,' $2,405.89 ; ' General expenses,' $101.85 ; ' Rental of leased lines,' $72.48. The expenses per train mile under the above headings were as follows : ' Main- tenance of way and structures,' 21 -94 cents ; ' Maintenance of equipment,' 23 -29 cents ; ' Conducting transportation,' 68 -75 cents ; ' General expenses,' 2 *91 cents, and ' Rental of leased lines,' 2 "07 cents, making a total of 118 *96. Amongst the 10 items of details of cost of ' Maintenance of way and works,' the most important are the following per train mile : — Repairs of roadway, 14-29 cents; renewal of ties 2.92 cents ; repairs and renewals of buildings and fixtures, 1 "98 cents ; and repairs and renewals of bridges and culverts, 1 *24 cents Amongst the 9 items of details of cost of ' Maintenance of equipment,' per train mile are : ' Repairs and renewals of locomotives,' 9 "39 cents ; ' of passenger cars,' 3 *29 . cent ; ' of freight cars,' 6 '46 cents. The 25 divisions of cost of conducting transportation include the following, per train mile : 'Engine and roundhouse men,' 11*92 cents; 'fuel for locomotives,' 22 -55 cents ; ' train service,' 9 '94 cents ; ' station service,' 8 "39 cents ; ' switchmen, flagmen and watchmen,' 3-28 cents; 'loss and damage,' 1*66 cents; 'injuries to persons,' *05 cent; 'advertising,' -62 cent. Under the head of ' General Expenses,' 7 divisions, the cost, per train mile was : for ' Salaries of general officers,' *22 cent ; ' Salaries of clerks and attendants,' 1 -15 cent; 'General office expenses and supplies,' *30 cent; 'law expenses,' "32 cent. xiv DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 The proportion of the gross earnings expended on the several main groups of ex- penditure, respectively, was as follows: — Maintenance of way and structures, $17. SO per cent; of maintenance of equipment $18.89 per cent; conducting transportation, $55.78 per cent; general expenses, $2.36, and rental of leased line $1.68 per cent; mak- ing a total of $96.51 per cent, the balance, $3.49 per cent being profit. The following was the position of the rolling stock of the railway on March 31, 1907 : — Total locomotives, 370; total cars, 11,385; comprising sleeping cars, first- class, 41; second-class, 40; parlour cars, 9; dining cars, 9; passenger cars, first- class, 137; second-class, 97; postal and smoking cars, 36; express and baggage cars, 60; air-brake and instruction car, 1; box cars, 5,996; refrigerator cars, 109; plat- form cars, 2,780; pulpwood cars, 50; oil tank cars, 25; hopper cars, 1,114; gondola coal cars, 17; coal cars (20-ton capacity), 471; stock cars, 123; auxiliary and tool cars, 21; convertible dump cars, 130; and vans, 119. In addition, there were 53 snow-ploughs, 20 wing ploughs, 25 flangers, 2 rotary steam ploughs, 2 double-track ploughs, 8 steam cranes and 2 ballast plough cars. Eight locomotives were condemned during the nine months; 23 were purchased on capital account, and 2 from revenue. The total number of locomotives — as was explained in some detail in my report last year — included a number no longer suitable to the heavy traffic requirements of the present day. In my next report, I propose to show the tractive power of the old stock and that of the new. It may be accepted as a fundamental principle that it is the duty of the railway to keep up, out of of its earnings, the tractive power originally supplied from capital; but it does not necessarily follow that the actual number of engines should be so maintained. It is the capacity for hauling that governs, not the mere numerical equivalent. The same remark applies, in its essence, to the car stock. It is the capacity of the car — so greatly increased in the present day — that is the index to the potential ability of the railway to meet the requirements of traffic. The value of stores on hand on March 31, 1907, including fuel, roadway and bridge material and miscellaneous stores was $1,341,996.90. GENERAL OBSERVATIONS. The following details, showing the principal items of the traffic of the railway during the nine months ended on March 31, 1907, will be found of interest. The number of passengers carried was 2,044,847, of which number 191,721 were through passengers. The freight traffic aggregated 2,606,073 tons. The local freight amounted to 1,996,869 tons, and the through freight to 609,204 tons. The following shows the principal goods carried and their quantities : — Of flour, 1,531,140 barrels; of grain, 2,231,864 bushels; of lumber, 452,602,703 superficial feet; of live stock. 97,381 head; of coal, 635,480 tons; of manufactured goods, 658,850 tons; of firewood, 67,563 tons, of other articles, 398,348 tons. Details of works executed, and financial and other statements from the officers of the road will be found in the. appendices, Part II. REPORT OF THE DEPUTY MINISTER xv SESSIONAL PAPER No. 20 The work of rebuilding the railway workshops at Moncton, destroyed by fire on Hebruary 24, 1906, is making excellent progress, and, disastrous as the immediate effects of the fire were, it will be found on completion of the new buildings and of the new system of yard arrangement now contemplated that the final result will be greatly to the advantage of the railway, and will actually produce a saving of ex- penditure more than sufficient, within a reasonable time, to cover the cost now involved, apart from the greater facility for operation afforded. The buildings will be brought thoroughly up to date in all respects, and the machinery and fittings will be of the most satisfactory character; placing the railway in a position as regards this main point of its operations, equal to the most advanced roads on this continent. It is desirable that I should draw attention to the fact that, last year and for several previous years, the Intercolonial railway has supplied special train service for the transport of European mails, and this without adequate compensation. It is true that the country at large reaps the advantage of this service, which, of course, would not have to be performed were it not for the requirements of the postal accommoda- tion; the burden of the expense is, however, placed on the Intercolonial railway, the additional cost entailed, and which naturally figured in the total expenditure of the railway, amounting to about $50,000 a year. Not only is the railway debited with chis amount, but at the same time, it is debarred from placing a like sum to its credit for the service — thus making a total of $100,000 a year as the actual loss in supplying the service and the loss of earnings fairly due for that service. I am strongly of the opinion that, at all events for the future, the Post Office Department should defray the cost, as an item which it would certainly have to meet were the Intercolonial a private instead of a national road. The present position is an unfair_pne to the balance sheets both of the railway and of the Post Office Department. WINDSOR BRANCH. The road is 32 miles in length. It extends from Windsor Junction, on the Inter- colonial railway, to Windsor. The railway is operated by the Dominion Atlantic Kailway Company, formerly the Windsor and Annapolis Railway Company. The company pay all charges in con- nection with the working of the traffic, two-thirds of the gross earnings being allowed them, the government taking the remaining one-third, and assuming all costs of main- tenance of the road and works. This arrangement is carried out under an agreement dated December 13, 1892, which extends, for a further term of twenty-one years, arrangements similar to those made in 1871. All charges for superintendence and supervision of maintenance of work are borne by the government; the duty of supervision is performed by the chief officers of the Intercolonial railway. The gross earnings of the government (one-third of the gross receipts) for the nine months ended on March 31, 1907, the new closing date of the fiscal year, amounted to $45,440.52. The expenses of maintenance amounted to $15,425.32, leaving the net profit to the government $30,015.20. xvl DBP IRTMSH T <>r R \n.\\ i rfl I WD 0 I VALB 7-8 EDWARD VII., A. 1908 All necessary repairs ami renewals have been carried out, and the r<>ny the opening of the hranch from Oharlottetown to Murray Ilnrhour, including the Vernon River Hranch hetween Lake Verde and Vernon, in all 52-3 miles, making the total length of this railway system 261 :3 miles, up to June 30, 1906. During the fiscal period of nine months up to March 31, 11)07. the Montague Hranch from Montague Junction to Montague, 6 -2 miles, was opened for traffic, making the total mileage 2(57 *5 miles. CAPITAL ACCOUNT. The total cost of the road and its equipment chargeable to capital account on March 31, 1907, was .$7,307,299.21, there having been an addition of $91,710.52 during the previous nine months. The chief item of this expenditure was the sum of $70,316 for increased accom- modation at Charlottetown. REVENUE ACCOUNT. For the nine months ended on March 31, 1907. the gross earnings amounted to S21.~>.4-'U.'.'7. and the working expenses to $2s3.1-is.",n. The expenditure was in cxeos of the earnings to the extent of $07,713.53. The number of passengers carried was 232,371, producing $97,7">0.52. Of freight, 67,144 tons were carried, producing $98,657.07. The earnings from mails and sundries amounted to $19,027.38. The engine mileage was 344,050 miles; the train mileage was 252,292 miles, and the car mileage 1,463,186 miles. The working expenses per train mile were 112-23 cents, and per mile of railway $1,060.48. The receipts per mile of railway amounted to $.806.87. The value of stores on hand on March 81, 1907. including fuel and steel rails, was $66,801.31. Details will be found in the appendices, Part IT. BOARD OF RAILWAY COMMISSIONERS FOR CANADA. By the Act 3 Ed. VII., chap. 58 (1903) amending and consolid ating the law respecting railways, the Railway Committee of the Privy Council was abolished and in lieu thereof a Board of Commissioners, under the above title, was created, to con- sist of three members to be appointed by the Governor in Council ; this Act was brought into force on February 1. 1901. hy proclamation, on the authority of an Order in Council, dated January 18, 1904, which also appointed certain persons as commis- REPORT OF THE DEPUTY MINISTER xvii SESSIONAL PAPER No. 20 sioners. The office of the board is at Ottawa, though it is authorized to hold sessions in any part of Canada. Its decisions and orders are final, subject to appeal to the Supreme Court upon questions of jurisdiction or law, and also to action thereon by the Governor in Council, in his discretion. NATIONAL TRANSCONTINENTAL RAILWAY. Under an agreement, dated July 29, 1903, ratified by the Dominion Act of that year, chap. 71, and under a modifying agreement dated February 18, 1904, ratified by the Act of that year, chap. 24, the Grand Trunk Pacific Railway Company, a com- pany incorporated by the Act of 1903, chap. 122, have agreed with His Majesty in respect of the construction of a line of railway, wholly upon Canadian territory, be- tween the city of Moncton, in the province of New Brunswick, and the navigable waters of the Pacific ocean, at or near Port Simpson or some other port in British Columbia, as may be agreed upon. The railway is to be composed of two divisions, namely, the eastern division, between Moncton and Quebec, thence westerly through the northern part of the provinces of Quebec and Ontario, and through the province of Manitoba to the city of Winnipeg, and the western division, between Winnipeg, or some point on the said eastern division, and the Pacific ocean. The eastern division is to be constructed by the government under four commissioners appointed by the Governor in Council, and thereafter leased to and maintained and operated by the company, who undertake to construct at their own cost and to maintain and operate the western division. The lease of the eastern division is to be for a period of 50 years, at a rental of three per cent per annum upon the cost of its construction; the first seven years of the term to be free of rent; both divisions are to be equipped by the company, the first equipment to be of a value not less than $20,000,000. By way of assistance to the company in the construction of the western division, it is provided that the government shall guarantee payment of the principal and in- terest of an issue of bonds to be made by the company for an amount sufficient to pro- duce a sum equal to 75 per cent of the cost of its construction, such amount not to exceed $13,000 per mile in respect of the prairie section from Winnipeg to the eastern limit of the Rocky mountains (such limit to be established by the Chief Engineer of the company and the Chief Engineer of the government, as the result of actual sur- veys to be made). The several expenditures to be made under these Acts and agreements are to be so made from appropriations by parliament for the purpose, and on the recommenda- tion of the Minister of Railways and Canals, to whom accounts of all receipts, ex- penditures and liabilities are to be furnished monthly. The board are required to furnish annually a report to the Governor in Council, through the Minister of Railways and Canals, showing the receipts and expenditures of the year, and other information as to the railway, which report is to be submitted to parliament. The Board of Commissioners was duly appointed by Order in Council, together with the necessary officers, and is established with its headquarters in the city of Ottawa. 20 — u xv m DKl'ARTMLXT OR RAILWAYS AM) CASALS 7-8 EDWARD VII., A. 1908 Tho report of the board for the fiscal period of nine months ended March 31, 1907, has been received, and will he laid before parliament in due course. It may, however, be desirable to briefly summarize here the results of operations carried on. Tho total expenditure by the board amounted for the fiscal period to $5,537,^07.50. Tho previous expenditure amounted to $2,009,027.13, making the total expenditure up to March 31, 1907. $8,147,494.63. From the report of the board it appears that the various surveys carried on have produced satisfactory results, and that the basal intention that the railway, through- out, should be so located as to afford grades of exceptional ease in operation not ex- ceeding 0-40 per 100 against east bound and 0-60 per 100 against west bound traflio and curves of the greatest possible radius has been closely regarded, though the en- deavour to meet this requirement has, of course, entailed much additional survey work. Connected lines of survey have now been obtained for the entire distance between Moncton and Winnipeg. Contracts for construction have been awarded for S52 miles. For fuller informa- tion see report of the Commissioners Transcontinental railway. On the Western Division of the railway to be built by the Grand Trunk Pacific Railway Company, the report of the Government Chief Engineer, Mr. Colli ngwood Schreiber, C.M.G., dated May 15, 1907, shows the position to be as follows, up to March 31, 1907 :— The surveys of the line have been completed and the plans and profiles of location have been approved by Orders in Council from a point about 32 miles west from Winnipeg to Kdmont«>n. From Edmonton to a point 27 miles west of the Yellowhead Pass the location plans and profiles have been approved ; but may be revised as im- provements develop. The balance of the line to Prince RujH-rt, the propped terminus on the Pacific coast, has been located, and plans and profiles submitted ; but an im- proved revision was expected. The Chief Engineer states that a very good location has been made, only one grade exceeding four-tenths of one per cent ; the ex- ception being a one per cent grade for a distance of about 20 miles. The work, for mountainous work, will not be heavy, except for the distance of about 170 miles east from Prince Rupert, where it will be almost entirely very heavy rock excavation. The construction work under contract and progress is from Portage la Prairie, 275 miles westward, on which about 75 per cent of the grading was done, and about 60 per cent of the culverts, bridges, &c. ; a further distance of 141 miles to a point a short distance west of the crossing of the South Saskatchewan river, on which 48 per cent of the grading and about 88 per cent of the entire work was done. For a further distance of about 316 miles to Edmonton about 25 per cent of the grading was done. The bridges over the River Assiniboine, the south and north Saskatchewan rivers, REPORT OF THE DEPUTY MINISTER xix SESSIONAL PAPER No. 20 and the Battle river are under contract. The severity of the last winter has greatly interfered with the work of construction. With regard to track laying the Chief Engineer reports that though steel rails of 80 lbs. to the yard have been delivered for the whole distance, from Winnipeg to Edmonton, 800 miles, the shortage of ties has delayed tracklaying ; only 36 miles of track being laid up to March 31, 1907. About 36 miles of telegraph had been erected. This report of Mr. Schreiber will be found in the appendices. RAILWAY SUBSIDIES. The following pages show, in alphabetical sequence, the position of those com- panies whose dealings with the government in. respect of subsidies are not yet closed. Reports of previous years give information as to companies whose subsidies have been fully earned and paid prior to July 1, 1906. A tabulated statement of payments will be found in Part I., and a list of subsidy agreements entered into during the fiscal year in Part IV. The several subsidy Acts passed in each year from 1882 will be found in Part III. No subsidies were authorized in the session of 1895, 1896, 1898, 1902 and 1905. Information has been brought down to the end of the fiscal period 1906-07, March 31, 1907. SFBSIDY CONTRACTS ENTERED INTO DURING 1906-07, TO MARCH 31, 1907. Bay of Quinte Railway Company. — From Tweed to Bannockburn, 20 miles; con- tract dated October 31, 1906. Halifax and South-Western Railway Company. — From a point near Halifax to a point at or near Barrington Passage, 185 miles contract, dated October 8, 1906. Napierville Junction Railway Company. — From St. Constant to a point at or near the international boundary on the Delaware and Hudson railroad, 28 miles; contract dated October 10, 1906. Quebec Central Railway Company. — From St. Francis to St. George, 9 miles ; contract dated January 28, 1907. Quebec and Lake St. John Railway Company. — From Roberval to the Govern- ment wharf at Lake St. John, 1 mile ; contract dated November 24, 1906. York and Carleton Railway Company. — From its present terminus westerly, 5 miles; contract dated August 20, 1906. 20— DEl'AHTMEST OF RAILWAYS AM) ( AXAI.S 7-8 EDWARD VII., A. 1908 M'HSIMKS PAH) DI UINO FISCAL YEAR ENDKH MAKCII 31, 1!>(>7. Atlantic and North-west Railway $ 180,000 00 Bay of Quinte Railway 72,002 45 Broekville, Westport and Sault Ste. Marie Railway . . 35,000 00 Canadian Paritic Hallway ( St aynervillc Branch) .. .. 9, GOO 00 Chnteauguay and Northern Railway, 36-51 miles.. .. 84,224 75 Halifax ami South-Western Railway 208,107 20 International Railway Company >>f New Mrunswick (formerly Restigouche and Western Railway).. .. 51,200 00 James Bay Railway 450,008 00 Klondike Mines Railway 90,000 00 Middlcton and Victoria Beach Ry., 39 •30 miles 27,007 20 Midland Railway Company, Limited 4,907 70 Quebec and Lake St. John Ry., 35 miles $04,512 1 mile 3,200 07,712 00 $1,324,889 30 Less refunds in connection with subsidy payments to Atlantic and Lake Superior Railway Company : — On account of duplicate claims $ 283 02 On account of claims not paid (cheques re- turned) 1,238 80 1,521 82 $1,323,307 48 GOVERNMENT ACTION AS TO SUBSIDIZED RAILWAYS. (The numbers within brackets after title of the company refer to the lists of railways for which subsidies have been authorized by Parliament year by year, from the commencement of the system of railway subsidies in 1882, in the appendices hereto.) With regard to the several lines of railway subsidized by the Dominion, the fol- lowing represents the action taken and the progress made, in so far as the Dominion government is concerned; only those lines and companies being mentioned as to which definite steps, other than merely preliminary, have been taken towards securing the subsidy. It has to be noted that by the Act 6 Edward VII., chap. 12 (1906), the termina- tion of the fiscal year has been changed from June 30 to March 31 in each year, such change taking effect on and after July 1, 1906, except that the fiscal period 1906-07 shall consist of nine months only, beginning on the said July 1, 1906, and ending on March 31, 1907. REPORT OF THE DEPUTY MINISTER xxi SESSIONAL PAPER No. 20 The following shows the aggregate of the payments made on subsidy accounts : — For the fiscal year 1883-84, ended on June 30, 1884. .$ 208,000 00 1885. . 403,245 00 1886. . 2,171,249 00 1887. . 1,406,533 00 1888.. 1,027,041 92 1889. . 846,721 83 1890. . 1,678,195 72* 1891. . 1,265,705 87* 1892. . 1,248,215 93* 1893. . 811,394 07* 1894. . 1,229,885 10* 1S95. . 1,310,549 10* 1896. . 834,745 49* 1897. . 416,955 30* 1898. . 1,414,934 78* 1899. . 3,201,220 05* 1900. . 725,720 35* 1901. . 2,512,328 86* 1902. . 2,093,039 00* 1903. . 1,463,222 34* 1904. . 2,046,878 45* 1905. . 1,275,629 53* 1906. . 1,637,574 37* 1906-07 ended on Mar. 31, 1907. . 1,323,367 48* $32,553,252 54 To the above there have to be added the following exceptional subsidies : — The Canada Central Railway, paid between 1878-83..$ 1,525,250 00 The Canada Pacific Railway extension from St. Martin's Junction to Quebec, paid in 1885.. .. 1,500,000 00 Total subsidies paid from ' Consolidated Fund ' up to June 30, 1906 $35,578,502 54 The main line subsidy to the Canadian Pacific Rail- way was paid from 'Capital,' amounting to.. .. 25,000,000 00 Total paid as subsidies $60,578,502 54 The above does not include the amount $2,394,000, duo to the province of Quebec for the railway betwen Ottawa and Quebec, which amount has been transferred to ft 1S84-S5 tt tt 1885-86 t; f 1S56-87 tc tt 1887-88 tt U 1888-89 a at 1889-90 tt <« 1S90-91 tt 1891-92 ft « 1892-93 tt 1893-94 te tt 1894-95 (t « 1895-96 tt tt 1896-97 a tt 1897-98 tt tt 1898-99 a tt 1899-1900 u u 1900-01 tt n 1901-02 ft tt 1902-03 cc <« 1903-04 <( u 1904-05 tt u 1905 06 tt * In these amounts the subsidy of $186,600 a year payable to the Atlantic and North-west Railway Company, for 20 years from July 1, 1889 Is included. Payment is made by the Finance Department. sxll I) EPA RTMKXT OF RAILWA YS 1 V/> C 1 Y.l/.N 7-8 EDWARD VII., A. 1908 the pnl>l it* debt. :mtl on which interest nt 5 per rent una paid, amounting to $119,7t>0 a year, under (lie Aet of ISsj, chap. S, up to l!l().r>. ami at \\ per cent, amounting to $107.7°><> a year, since ami including that year. N'oti:. The names, locations and mileage of the several railways of the Dominion, together with those of the branch lines composing their systems will he found in tho 'Railway Statistics.' now issued as a separate report. A I.BERT A SOt TIIKKN RAILWAY COMPANY. (See Annual Report of 1891-1)2.) A LOOM A CENTRAL AND HUDSON BAY RAILWAY 00MPAK1 (See Annual Report of 1905-06.) ATLANTIC AND LAKE SUPERIOR RAILWAY COMPANY. (See Annual Report of 1905-06.) ATLANTIC AND NORTH-WEST RAILW AY COMPANY. (Leased to the Canadian Pacific Railway Company.) (See Annual Report of 1889-1890.) The full history of this subsidy was shown in the annual report for 1*89-90. The company receives an annual subsidy of $1S0.600 for 20 years. The first payment having been made in 1889-90. The total paid up to March 31, 1907, i- *3,358,S00. Payment is made by the Department of Finance direct. ATLANTIC, QUEBEC AND WESTERN RAILWAY COMPANY. (See No. 595.) This company was incorporated by the Act of Quebec, 1 Ed. VII., (1901). chap. 63, with powers to construct a railway from Gaspe Basin to some point north of Causapscal, but not beyond Sayabec, in the county of Matane. Other powers were granted of a general commercial character. By the Dominion Act, 3 Ed. VII., chap. 81 (1903), the alove company was de- clared to be for the general advantage of Canada, and authority was granted to them, in addition to that conferred by their Act of incorporation, to construct a railway from a point north of Causapscal on the Intercolonial Railway, to a point at or near Edmundston, N.B. By the Dominion Subsidy Act, 3 Ed. VII. (1903), chap. 57, item 51, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a rail- way from Gaspe to a point at or near Causapscal on the Intercolonial Railway, and from that point to Edmundston, not exceeding 260 miles; and for a railway from Pas- pebiac to Gaspe, not exceeding 102 miles. REPORT OF THE DEPUTY MINISTER xxiii SESSIONAL PAPER No. 20 The company having applied for the subsidy granted for the line from Paspe- biac to Gaspe, a contract was entered into with them, accordingly, on February 25, 1905, under authority of order in council, dated January 28, 1905. No payments have been made up to March 31, 1907. BAIE DES CIIALEURS RAILWAY COMPANY. (See Annual Report of 1895-96.) (See also Atlantic and Lake Superior Railway Company. THE BAY OF QUINTE RAILWAY COMPANY. (See Nos. 434, 581 and 661.) This company was incorporated by the Dominion Act of 1881, chap. 46, under the name ' The Bay of Quinte Railway and Navigation Company,' with powers to con- struct a line of railway from Mill Point, county of Hastings, on the Bay of Quinte, to a point of junction with the Grand Trunk Railway. By the Act of 1896 it was empowered to amalgamate with the Kingston, Napanee and Western Railway Company (formerly the Napanee, Tamworth and Quebec Rail- way Company), under the name of the Bay of Quinte Railway Company. Its powers were extended to cover the construction of branch lines, not exceeding 20 miles in length, each to connect with mines and mineral lands, and by the Act of 1900, chap. 50, extensive powers were conferred for development of electrical power, and for mining and timber industries. Their powers of construction were extended to June 14, 1905. By the Subsidy Act of 1899, chap. 7, item 20, as amended by clause 9 of the Sub- sidy Act of 1900, chap. S, the grant of aid was authorized to the extent of $3,200 per mile for 10 miles, for extensions, branches and additions to connect their lines of rail- way or to connect the said lines or connecting lines with iron or other mines or mineral or wood lands in certain counties named. This was in lieu of part of the balance of subsidy granted to the Kingston, Napanee and Western Railway in 1892. Under date of December 30, 1902, a subsidy contract was entered into with them accordingly. By the Subsidy Act of 1899, chap. 7, item 45, the grant of aid to the extent of $3,200 per mile with an addition of 50 per cent on average expenditure in excess of $15,000 per mile, the whole not exceeding $6,400 per mile, was authorized for an ex- tension not exceeding 2 miles, of the company's line, westerly, from a point at or near Richmond Boundary Road, near Deseronto, and also for an extension from the end of the said two miles, northerly, for a distance not exceeding 3 miles. Under date of December 30, 1903, a separate contract was entered into with the company for each of these two sections. During the fiscal year 1902-03 payment was made of $19,200 for the six miles between Deseronto and Napanee, under the subsidy granted by item 20 of the Act of 1899. xxiv /»/■:/' I />'/!//. \ /' OF RAILWAYS IN/' f.l.V.t/.X 7-8 EDWARD VII., A. 1908 By the Subsidy Act of l!to::, t-bjip. ".7. item :!7, the grant of nid to the extent of per mile with an addition of ;'.<) p.r cent on the average expenditure in excess of $1."»,000 per mile, the whole not exceeding $ii,-100 ]mt mile, wns autliori/.ed for fur- ther extension of the company's line of railway, from the northern terminus thereof, commencing from a point at or near Actinolite, thence in a north-westerly direction via the villages of Queensborough and Bannockhurn, to a point in the township of Marmora or Lake in 1 Listings county, not exceeding 20 miles in all. 1'ndcr d;ite <-f January S'>. \\H)\, a suhsidy contract was entered into with the com- pany for the construction of this extension. By the Railway Suhsidy Act, 6 Edward VII. (1906), chap. 43, item 23, the sub- sidy granted hy chap. 7 of 1899, section 2, item 45, in part, and the subsidy granted by chapter 57 of 1903, section 2, item 37, 20 miles of railway, were revoted. The company wen1 admitted to contract on October 8, 1906, under authority of an order in councU, dated September 21, 1906, the time for completion being fixed as by August 1, 1907. This extension of the railway is completed, and during the nine months between June 30, 1906, and March 31, 1907, the subsidy, $72,602.45, has been paid. The total payments to this company on subsidy account amounted to $69,120, up to June 30, 1904; but there had been previously paid to the Kingston, Napanee and Western Railway Company a total of $208,732.80. BEAUHARNOIS JUNCTION RAILWAY COMPANY. (Operated by New York Central Railroad.) (See Annual Report of 1895-96.) BEERSVILLE COAL AND RAILWAY COMPANY. (See Annual Report of 1905-06.) BELLEVILLE AND NORTH HASTINGS RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 1888-89.) BOSTON AND NOVA SCOTIA COAL COMPANY. (Sec- Inverness and Richmond Railway Company.) (See Annual Report of 1895-96.) BRACEBRIDGE AND TRADING LAKE RAILWAY COMPANY. (See Annual Report of 1905-06.) BROCK VILLE, WESTPORT AND SAULT STE. MARIE RAILWAY COMPANY. (See No. 670.) The history of this railway was given in the annual report for 1896-97, with a statement of the subsidies paid up to the close of the year 1891-92. REPORT OF THE DEPUTY MIXlsTER xxv SESSIONAL PAPER No. 20 By the Railway Subsidy Act, 6 Edward VII. (1906), chap. 43, item 32, the balance remaining unpaid of the subsidy granted by chapter 3 of 1S89, not exceeding $3,200 per mile, and also the balance remaining unpaid of the subsidy granted by chapter 2 of 1S90, which was regranted by chapter 5 of 1S92 ; the whole not exceeding $86,800, being a revote of the subsidy granted by chap. 4 of 1894, and that the said subsidy or so much thereof as has heretofore been agreed upon by the terms of an agreement filed in the Department of Railways and Canals between said Brockville, Westport and Sault Ste. Marie Railway Company and the creditors of said railwaj' company, to be paid over to the said creditors or the legal representatives of said creditors as mentioned in said agreement. By an order in council, dated December 8, 1906, authority was given for pay- ment to the creditors of the company, through commissioners therein named, the said balances of subsidy. During the nine months between June 30, 1906, and March 31, 1907, the balance of subsidy due, $35,600, has been paid, making the total payments to the company up to March 31, 1907, $140,800. BRANTFORD, WATERLOO AND LAKE ERIE RAILWAY COMPANY. (Now part of Toronto, Hamilton and Buffalo Railway.) (See Annual Report of 1895-96.) BRUCE MINES AND ALGOMA RAILWAY COMPANY. (See Annual Report of 1904-05.) BUCTOUCHE AND MONCTON RAILWAY COMPANY. (See Annual Report of 1893-94.) CALGARY AND EDMONTON RAILWAY COMPANY. (See Annual Report for 1890.) (Leased to Canadian Pacific Railway.) CANADA ATLANTIC RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 1888-89; also see under head of Ottawa, Arnprior and Parry Sound Railway Company.) CANADA EASTERN RAILWAY COMPANY (FORMERLY NORTHERN AND WESTERN RAILWAY COM- PANY OF NEW BRUNSWICK, NOW PART OF THE INTERCOLONIAL SYSTEM.) (See the Annual Reports for the years 1894-95 and 1899-1900.) xxvl DF.I'A RTMF.S T OF ItAllAYAYS .1 V/i CASALS 7-8 EDWARD VII., A. 1908 CANADIAN BHIIKJK COMPANY. (Sec South Shore Railway Company, Quebec) C \ N AIM A N Ni MM' 1 1 KUN KAIIAVAY COMPANY. (See Nos. 446,493.) By the Dominion Act 62-(!.'5 Vic, chap. 57 (1889), authority wns granted for the amalgamation of the Winning dreat Northern Railway Company (formerly the Winnipeg and Hudson's Hay Railway and Steamship Company, the name of which wa8 by the Act of 1887, chap. 81, changed to the Winnipeg and Hudson's Bay Railway Company), and the Lake Manitoba Railway and Canal Company, under the name of the Canadian Northern Railway Company, and the agreement for such amalgamation was confirmed; authority also was given for hte construction of a railway from Prince Albert to Edmonton, also a branch from a point on that line to the Peace river, to- gether with certain other branch lines. The Dominion Act 1 Ed. VII., chap. 52 (1901), confirmed certain agreements for amalgamation of the Manitoba and South-Eastern Railway Company and the Ontario and Rainy River Railway Company with the above company; it also granted authority to construct certain lines oi railway described. By the Dominion Act 1 Ed. VII., chap. 53 (1901), authority was granted to the above company, to lease, with the option of purchase the Northern Pacific and Mani- toba Railway, the Winnipeg Transfer Railway Company, Limited, the Portage and North- Western Railway Company, and the Waskada and North-Eastern Railway Company. By the Dominion Subsidy Act 62-63 Vic. (1889), chap. 7, item 32, the grant of a subsidy of $-3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,00i) a mile, limited in all to $6,400 a mile, was authorized for 100 miles of rail- way from a point on the Winnipeg Great Northern Railway north of Swan river to Prince Albert, N.W.T. By the Dominion Subsidy Act 63-64 Vic. (1900), chap. 8, item 18, the grant of a similar subsidy for 100 miles of railway in further extension of the company's line from north of Swan river towards Prince Albert, was authorized. The company having applied, they were admitted to contract under both sub- sidies, the two agreements being dated December 7, 1903. The payments made to this company under the aforesaid agreements aggregate the following amounts : — For the Ontario and Rainy River Railway (see the Annual Report for 1902-03), $1,534,976, all paid prior to June 30, 1903. For the Prince Albert Branch, $374,156. The total of the above payments amounts to $1,1^)9.132. up to June 30, 1904. REPORT OF THE DEPUTY MINISTER xxvii SESSIONAL PAPER No. 20 By the Special Act 3 Ed. VII., chap. 7 (1903), assistance was granted for the extension of the company's railway for 620 miles from Grandview, the terminus of their Gilbert Plains branch to Edmonton, and for a distance of 100 miles east of Prince Albert to Prince Albert, by guaranteeing the principal and interest at 3 per cent per annuam of first mortgage bonds and other securities to the extent of $13,000 a mile, the principal to be payable in 50 years from the passage of the Act. Under date July 29, 1903, a trust mortgage between the Canadian Northern Rail- way Company, the British Empire Trust Company, Limited, the National Trust Company, Limited, and His Majesty, was executed in pursuance of the provisions of the said Act, the security to be held by the trustees to be a charge on the two lines of railway thereunder to be constructed, with their equipment, buildings and appurten- ances, on the balance of the Prince Albert Branch east of Erwood, and on the com- pany's already constructed and operated lines from Port Arthur westwards as enumer- ated in a schedule attached, with their buildings, equipment and appurtenances. Under the same date, July 29, 1903, an agreement was made with the company for the construction of the said two lines of railway, accordingly, the line from Grand- view to Edmonton to be completed by October 1, 1905, and the 100 miles east from Prince Albert by the same date. By an Order in Council of November 3, lfi05, the time for completion was extended to October 1, 1906. Under the authority of orders in council, passed after inspections of the roads in question, payments were made under the said guarantee agreement from the proceeds of the securities deposited with the Receiver General, for that purpose. Such pay- ments, the last of which was made on September 5, 1905, amounting in all to $8,523,- 597.43, being the balance of the securities in question, which were thereupon exhausted. The two railways were constructed and open for traffic towards the end of the year 1906. For certain portions of the company's lines, under the aforesaid amalgamations, land grants have been authorized (see Winnipeg Great Northern Railway Company and Manitoba and South-Eastern Railway Company in annual report for 1895-96.) These matters are dealt with by the Department of the Interior. i The company further, by virtue of this amalgamation, have an agreement with the government for the transport of men, supplies, materials and mails for 20 years over the portion of their line from Gladsone to a point half way to the River Saskat- chewan, CANADIAN PACIFIC RAILWAY COMPANY. (Revelstoke to Arrow Lake.) (See Annual Report for 1896-97.) CANADIAN PACIFIC RAILWAY COMPANY. (Pipestone Branch — Antler Station to Moose Mountain.) (See Annual Rrport for 1901-02.) xxvlll ni:r.\ uruHXT or hmiavays \\i> caxm.s 7-8 EDWARD VII., A. 1908 CANADIAN PACIFIC RAILWAY COMPANY. (Crow's Nest Pass Railway.) (S,v Annua] K.-pi.rt |'.,r I'.MliHW.) CANADIAN PACIFIC RAILWAY COMPANY. (Waskada Branch.) (See Annual Report of 1905-06.) CANADIAN PACIFIC RAILWAY COMPANY. (Pheasant Hills Branch.) (See No. 616.) By the Subsidy Act of 1903, Ed. VII., chap. 57, item 72, the grant of a. subsidy of $3/200 a mile with an addition of 50 per cent on cost in excess of $15,000 a mile, but not exceeding in all $0,400 a mile, was authorized for a railway from a point on the main line of the Canadian Pacific Railway between Moosomin and Elkhorn, north- westerly to a point in the neighbourhood of the Pheasant Hills, not exceeding 136 miles. The company having applied, a contract was entered into with them on January 14, 1904, under authority of orders in council of November 17, 1903, and January 12, 1904. During the fiscal year, 1905, subsidy was paid for this work to the extent of $56,576, making the total payments up to June 30, 1905, $435,200. No further payments have been made up to March 31, 1907. CANADIAN PACIFIC RAILWAY COMPANY. (Dyment Branch.) (See Annual Report for 1902-03.) CANADIAN PACIFIC RAILWAY COMPANY. (See No. 593 and 630.) By the Railway Subsidy Act 3 Ed. VTL (1903), chap. 57, section 2, item 49, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, but not exceeding in all $6,400 a mile, was authorized for a branch line of railway from a point at or near the intersection of the Canadian Pacific Railway and the Great Northern Railway between St. Philippe d'Argenteuil and Lachute, thence in a northerly direction, passing through the village of Browns- burg, not exceeding three miles. By the Railway Subsidy Act, 4 Ed. VII. (1904), chap. 34, item 4, the subsidy granted by chap. 57 of 1903, section 2, item 49, 3 miles of railway, was revoted. REPORT OF TIIE DEPUTY MINISTER. xxix SESSIONAL PAPER No. 20 This company having applied for the said subsidy, a contract was entered into with them for the work on March 20, 1906, under authority of orders in council, dated November 8, 1905, and February 19, 1906. During the nine months between June 30, 1906, and March 31, 1907, payment has been made to the extent, of $9,600, the total amount to the latter date. CANADIAN PACIFIC RAILWAY COMPANY. (West Selkirk— -Lake Winnipeg Branch.) (See Annual Report for 1902-03.) CAP DE LA MADELEINE RAILWAY COMPANY. (Leased to Canadian Pacific Railway.) (See Annual Report of 1896-97.) CAPE BRETON RAILWAY EXTENSION COMPANY, LIMITED. (See Annual Reports of 1895-96 and 1905-06.) CENTRAL COUNTIES RAILWAY COMPANY. (See Annual Report of 1905-06.) CENTRAL ONTARIO RAILWAY COMPANY. (See Annual Report for 1900-01.) (See No. 547.) The history of this railway was given in the annual report for 1900-01, with a statement of the subsidies paid for the then completed line of railway. By the Railway Subsidy Act, 3 Ed. V1T. (1903), chap. 57, section 2, item 4, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for a further extension of the company's railway from a point at or near Bancroft to a point on the Canada Atlantic Railway at or near Whitney, not exceeding 40 miles, in lieu of subsidies granted by item 5 of section 2 of chapter 8 of 1900, and item 16 of section 2 of chapter 7 of 1901, respectively. The company having applied for this subsidy a contract was entered into with them accordingly on September '">, 1905, under authority of ;m order in council, dated July 32, 1905; the road to be completed by August 1, 1907. No payments have been made up to March 31, 1907. CENTRAL RAILWAY RAILWAY COMPANY OF NEW BRUNSWICK. (See Annual Report for 1902-03.) CXI ht:i:\h"i'MK\r or kaiiavays a\i> caxalx 7-8 EDWARD VII., A. 190& CHATEAUGUAY AND HOBTHBBM K Ml. WAY RAILWAY 00 M PAW. (See Nos 507, 508, 509, 599 and 631.) This ( ipany was incorporated by the Quebec Act of lH'.t", (1), ehnp. C>4, its powers of eoustruetion being modified by the Aet, chap. ~~> of 1 80<». My iIk Dominion Subsidy Ai t of l'.ioO, «;:;-«: 1 Vie., chap. S, the grant to this com- pany of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in ex- cess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for 42 miles of a railway from a point in llocholaga ward. Montreal, to a point on the Croat Northern Railway in or near the town of Joliette, with a spur into the town. The company wore admitted to contract for this work on January lit, 1!M)1. On the same date they were admitted to contract for two other works, specially subsidized by the same Act, viz., for a railway, vehicular, and foot-passenger bridge from Bout dc L'lle to Charlemagne, at the junction of the Rivers Ottawa and St. Lawrence, $150,000, and for a bridge across the Lac Ouareau river, $15,000. No portion of these three subsidies has been paid up to .June 30, 1903. By the Domini, ,n Subsidy Act of 1903, chap. 57, item 55, the grant to this com- pany of a subsidy of $3,200 a mile, with an addition of 50 per cent, on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for 16 miles of a railway from a point on its main line at or near L'Epiphanie, via the parish of St. Jacques de l'Achigan to the village of- Rawdon. The company were admitted to contract for this work on December 12, 1903. By the Dominion Subsidy Act of 1903, chap. 57, sec. 3, subsec. 4, a subsidy was authorized for the Bout de L'lle bridge of $50,000, in addition to that granted by item 33 of section 2, of chap. 8, of 1900. The total of the payments made to the company up to June 30, 1904, amounted to $151,595, including $99,000 for bridges. By the Railway Subsidy Act, 4 Edw. VII. (1904), chap. 24, section 3, the balance remaining unpaid of the subsidy granted by item 33 of section 2 of chapter 8 of 1900, for a single-track standard railway bridge, with two roadways 10 feet wide for free vehicular traffic, the same as upon a public highway, from Bout de LTle to Charle- magne at the junction of the Ottawa and St. Lawrence rivers, a sum not exceeding $51,i"MM") was authorized. The company were admitted to contract for this work on November 12, 1904, under authority of an order in council dated September 26, 1904. The two bridges, subsidized as above, are completed, and during the past fiscal year the full amount of the subsidies, $116,000. has been paid, making the total pay- ments for these works $215,000. By the Railway Subsidy Act, 4 Edw. VII. (1904), chap. 34, section 2, item 5, the subsidy granted by chapter 8 of 1900, section 2, item 32, 42 miles of railway, was revoted. REPORT OF THE DEPUTY MIMSTER xxxi SESSIONAL PAPER No. 20 The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 26, 1906, under authority of an order in council dated February 16, 1906. During the nine months between June 30, 1900, and March 31, 1907, payments have been made to the extent of $84,224.75, making the total pnyments up to the latter date, exclusive of bridges, $136,819.75. CHATHAM BRANCH RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1893-94.) CHIGNECTO MARINE TRANSPORT COMPANY. (See Annual Report for 1894-96.) COAST RAILWAY COMPANY OF NOVA SCOTIA. (Name changed to Halifax and Yarmouth Railway Company by Nova Scotia Statute of 1899, chap. 128.) (See Annual Report of 1904-05.) COMPAGNIE DU CHEMIN DE FER DE COLONIZATION DU NORD. (See Annual Report of 1905-06.) CuBOL'RG, NORTHUMBERLAND AND PACIFIC RAILWAY COMPANY. (See Annual Report for 1900-01.) COLUMBIA AND KOOTENAY RAILWAY AND NAVIGATION COMPANY. (Leased to the Canadian Pacific Railway Company.) (See Annual Report for 1891-92.) CORN WALLLS VALLEY RAILWAY COMPANY. (Now part of Dominion Atlantic Railway.) (See Annual Report for 1891-92.) CUMBERLAND RAILWAY AND COAL COMPANY. (See Annual Report for 1894-95.) DOMINION ATLANTIC RAILWAY COMPANY. (See Western Counties Railway Company.) DOMINION EASTERN RAILWAY COMPANY. (See Annual Report for 1900-01.) \xxil i>Ki'Ah'TMi:\r or railways \\i> < a\ \ls 7-8 EDWARD VII A. 1908 DOMINION LIXl <( i Ml- \NY. (Now pari of Hereford Railway.) (Sec Annual Report for 1888-89.) DOMINION COAL COMPANY. (Now Sydney and Louishurg Railway.) (S.v Annual Report for I ^nr.-iM".. ) IHL'MMOND COUNTY RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1900-01.) EAST RICHELIEU VALLEY RAILWAY COMPANY. (Now part of Quebec Southern Railway.) (See Annual Report of 1888-89.) EDMONTON, YUKON AND PACIFIC RAILWAY COMPANY. (See Nos. 455, 572.) This company was incorporated by the Dominion Act of 1896, 59 Vic., chap. 71, under the name of the Edmonton District Railway, with powers to construct and operate a railway from some point within the town of Edmonton to a point in South Edmonton on the Calgary and Edmonton Railway and to connect therewith; also from some point within the town of Edmonton, via the village of St. Albert, to a point on the Athabaska river, at or near Fort Assiniboine, with a branch to Stony Plains; also from some point within the town of Edmonton to a point at or near Fort Sas- katchewan, together with a branch to a point on Sturgeon river. Other powers were granted of a general commercial character. By the Dominion Act of 1898, Gl Vic, chap. 63, the company was empowered to extend their line of railway from the Athabaska to the navigable waters of Pelly river. By the Dominion Act of 1889, 62-63 Vic, chap. 64, the name of the company was • hanged to the above, with powers to extend the railway via the Yellow Head Pass or the Peace River Pass, to a point in British Columbia, or to connect with the railway which the British Pacific Railway Company is authorized to construct, and also to construct and operate a branch line to some point on the Yukon river. By the Dominion Subsidy Act of 1903, 3 Edw. VII., chap. 57, item 28, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all \o $6,400 a mile, was authorized for 50 miles of a railway from the town of Strathcona to Edmonton, and thence westerly towards the Yellow Head Pass. The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 24, 1904, the road to be completed by December, 1906. No payments have been made up to March 31, 1907. REPORT OF THE DEPUTY MIXISTER xxxiii SESSIONAL PAPER No. 20 ELGIN. PETITCODIAC AND HAVE LOCK RAILWAY COMPANY. (See Annual Reports for 1885-80 and 1800-91.) ERIE AND HURON RAILWAY COMPANY. (Now part of Lake Erie and Detroit River Railway.) (See Annual Report for 1S86-87.) ESQU1MALT AND XANAIMO RAILWAY COMPANY. (Xow part of Canadian Pacific Railway System.) (See Annual Report for 1S86-87.) FREDERICTON AND ST. MARY'S BRIDGE COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1904-05.) GRAND TBUNKj GEORGIAN BAY AND LAKE ERIE RAILWAY COMPANY. (Xow part of Grand Trunk Railway System.) (See Annual Report for 1893-94.) GRAND TRUNK RAILWAY COMPANY. (See Annual Report of 1900-01.) GREAT EASTERN RAILWAY COMPANY. (See Annual Report for 1896-97.) GREAT NORTHERN RAILWAY OF CANADA (FORMERLY THE GREAT NORTHERN RAILWAY COMPANY.) (See Annual Report for 1902-03.) GULF SHORE RAILWAY COMPANY OF NEW BRUNSWICK. (See Annual Report for 1899-1900.) GUELPH JUNCTION RAILWAY COMPANY. (Leased to Canadian Pacific Railway.) (See Annual Report of 1888-89.) HALIFAX AND SOUTH-WESTERN RAILWAY COMPANY. (See Nos. 567, 619 and 660.) This company was declared to be incorporated under date of the 21st day of August A.D. 1901, by the Act of the province of Nova Scotia, 2 Edward VII., chap. 20— c xxxiv DEPARTMENT OF RAILWAYS AXD CAXALS 7-8 EDWARD VII., A. 1908 1 (1902), for the construction and operation of a railway from a point on the Inter- colonial Railway at or near Halifax to Barrington Passage, and also from a junction with the Central Railway, at or near New Germany, to Caledonia Corners. By the Dominion Subsidy Act of 1903, chap. 57, items 23 and 75, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on cost in excess of $15,000 a mile, not exceeding in all $0,400 a mile, was authorized for lines of railway (a) from a point at or near Halifax to a point on the Central Railway at or near Mahone Bay, 68 miles; (b) from a point on the Central Railway at or near Bridgewater towards Barrington Passage, 77 miles, and an addition to and continuation of the same, 35 miles ; (c) from a point at or near New Germany on the Central Railway to a point at or near Caledonia, 22 miles ; (d) and from a point at or near Caledonia to Liver' pool, 29 miles. The company was admitted to contract on November 9, 1903, under authority of an order in council dated November 4, 1903. The total payments up to June 30, 1906, amounted to $653,776. By the Railway Subsidy Act, 6 Ed. VII. (1906), chap. 43, item 22, the subsidies . granted by chapter 57 of 1903, item 23 (a) and (b) , and item 75, respectively, 185 miles of railway, were revoted. The company having applied for these subsidies, a contract was entered into with them, accordingly, on October 8, 1906, under authority of an order in council, dated September 21, 1906, the road to be completed by August 1, 1908. During the nine months between June 30, 1906, and March 31, 1907, payments have been made to the extent of $268,107.20, making the total payments up to March 31, 1907, $921,883.20. HALIFAX AND YARMOUTH RAILWAY COMPANY. (Formerly the Coast Railway Company of Nova Scotia, which see.) (Name changed by Nova Scotia Statute of 1899, Chap. 128.) (See Annual Report for 1902-03.) HARVEY BRANCH RAILWAY COMPANY. (See Annual Report of 1889-90.) HEREFORD RAILWAY COMPANY (FORMERLY HEREFORD BRANCH RAILWAY COMPANY), (See Annual Report of 1891-92.) INTERNATIONAL RAILWAY COMPANY. (Now part of Canadian Pacific Railway System.) (See Annual Reports of 1887-88 and 1889-90.) REPORT OF THE DEPUTY MINISTER XXXV SESSIONAL PAPER No. 20 INTERNATIONAL RAILWAY COMPANY OF NEW BRUNSWICK. (^Formerly the Restigouche and Western Railway Company, which see.) This company was incorporated by letters patent, dated May 19, 1903, in pur- suance of the Act of the legislature of New Brunswick of that year, entitled 1 An, Act in aid of the construction of certain railways,' with powers to construct a line of railway commencing at the terminus of the first section of 10 miles of railway ex- tending from Campbellton, N.B., westward, built for the Restigouche and Western Railway Company, to the St. John river at a point between Grand Falls and Edmund- ston, with power to acquire the said 10 miles already built, and to isue debentures on the said line of railway, including the first section of 10 miles, when acquired, to the extent of $5,000 per mile; the capital stock to be $600,000, with provision for in- crease to $1,500,000. By the Subsidy Act of 1903, chap, 57, item, 14, authority was given for the grant of a subsidy to the above company for a line of railway from the western end of the 10 miles of its railway already constructed from Campbellton towards a point on the St. John river between Grand Falls and Edmundston, not exceeding 67 miles, being in lieu of previous subsidies. Under date of May, 13, 1905, a subsidy contract was entered into with the com- pany accordingly, under the authority of an Order in Council of the 8th of that month. During the nine months between June 30, 1906, and March 31, 1907, payments have been made to the extent of $51,200, the total paid up to the latter date. INVERNESS RAILWAY AND COAL COMPANY. (Name changed from Inverness and Richmond Railway Company by the Act of the province of Nova Scotia, 2 Edward VII., chap. 162 of 1902.) (See Annual Report of 1905-06.) IRONDALE, BANCROFT AND OTTAWA RAILWAY COMPANY. (See Annual Report for 1900-01.) .TAMKS BAY RAILWAY COMPANY. See No. 583.) This company was incorporated by the Dominion Act of 1895, chap. 50, with powers for the construction of a line of railway from Parry Sound, in the province of Ontario, to French river, at or near Doke's Indian reserve, thence in a northerly direction to the easterly side of Lake Wahnapitae, and thence to a point at or near the mouth of Moose river, on James Bay. Other powers of a general commercial character were granted. By the Act of 1897, chap. 47, an extension of its line of railway was authorized from Parry Sound to the city of Toronto, in addition to the line of railway authorized by the Act incorporating the company. Powers were also given to acquire and utilize water and steam power for the purpose of generating electricity for lighting, heating 20— c| xxxvi DEPARTMENT OF RAILWAYS AND CANALS 7-3 EDWARD VII., A. 1908 and motor purposes in connection with its railway or any branch or part thereof, also to construct and operate telegraph and telephone linos along the whole length of the railway extension and branches. All the provisions of the Act incorporating the com- pany as to the issue of bonds, debentures or other securities, and all the other powers of the company, shall apply to the extension and branch lines authorized. By the Dominion Subsidy Act, 3 Edward VII. (1903). chap. 57, section 2, item 39, the grant to this company of a subsidy of $3,200 a mile, with^an addition of 50 per cent on the cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for a line of railway from Toronto, via the east side of Lake Simcoe, to a point at, near, or beyond Sudbury, through Parry Sound, not exceeding 265 miles, in lieu of two subsidies granted by chapter 8 of 1900, for 35 and 20 miles, respectively, from Parry Sound towards James Bay. The company having applied for this subsidy, a contract was entered into with them, accordingly, on September 8, 1904, under authority of orders in council, dated December 24, 1903, and July 23, 1904. A supplementary agreement was entered into with the company on March 27, 1906, under the retroactive Act, of 1904, chapter 33, and the order in council of Februaryl6, 1906, fixing the maximum and minimum amounts payable. Work has been done under this contract, during the nine months between June 30, 1906, and March 31, 1907, to the extent of 79 per cent of the total estimated, and, under authority of an order in council dated December 22, 1906, payment has been made to the extent of $420,608, making the total payments up to March 31, 1907, $1,071,872. JOGGINS RAILWAY COMPANY. (Xow Canada Coals and Railway Company.) (See Annual Report for 1891-92.) KETTLE RIVER VALLEY RAILWAY COMPANY. (See No. 611.) This company was incorporated by the Dominion Act of 1901, chap. 68, with powers for the construction of a line of railway from a point on the international boundary line at or near Cascade city, British Columbia, thence running in a westerly direction, following the course of the Kettle river, to a point on the said international boundary line at or near Carson city, with a branch from a point at or near Grand Forks to a point 50 miles up the north fork of the Kettle river, following the valley of the same river; also with a branch from a point at or near Grand Forks, via Green- wood, to a point on the international boundary line at or near Midway. In addition, the company was authorized to form connections at the boundary line, at the said point, with a proposed railway to Republic in the State of Washington, and generally with the railway system of the United States. By the Act of 1901, chap. 89, additional lines of railway were authorized, (a*) From a point 50 miles up the north fork of the Kettle river, thence via Fire Valley REPORT OF TEE DEPUTY MINISTER xxxvii SESSIONAL PAPER No. 20 to Vernon, thence westerly to a junction with the Nicola, Kamloops and Similkameen Coal and Railway Company at or near Quilchena. (h) From a point on the line so to be constructed at or near the junction of the east fork and west fork of the north fork of Kettle River to Franklin Camp, thence to Killarney by the most feasible route. By the Dominion Subsidy Act, 3 Edw. VII. (1903), chap 57, section 2, item 67, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for a line of railway from Grand Forks to a point 50 miles up the north fork and west fork of the north fork of Kettle river, not exceeding 50 miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on July 28, 1905, under authority of an order in council of the same date. No payments have been made up to March 31, 1907. KINGSTON, NAPANEE AND WESTERN RAILWAY COMPANY. (Amalgamated with Bay of Quinte Railway Company.) (See Napanee, Tamworth and Quebec Railway.) KINGSTON AND PEMBROKE RAILWAY COMPANY. 1 (See Annual Report for 1884-85.) KLONDIKE MINES RAILWAY COMPANY. (See No. 615.) This company was incorporated by the Dominion Act of 1899, chap. 72, with powers for the construction of a line of railway from Klondike City along the Klon- dike river to Bonanza Creek, and thence along the Yukon river to Dawson City, to- gether with power to construct certain branch lines. Other powers of a general com- mercial character were granted. By the Subsidy Act of 1903, chap. 57, section 2, item 71, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a railway from Dawson to Stewart river, not exceeding 84 miles. The company having applied for this subsidy, a contract was entered into with them for the work on February 1, 1905, under authority of orders in council of May 7 and December 24, 1904, and January 7, 1905. The time for completion of this railway has been extended to August 1, 1907. During the nine months between June 30, 1906, and March 31, 1907, payments have been made to the extent of $96,000, the total paid up to the latter date. xxxviii DEI'Ah'TMF.M OF RAILWAYS AM) < A.\ALS 7-8 EDWARD VII., A. 1908 KOOTENAY AND ARROWHEAD RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1905-00.) KOOTENAY CENTRAL RAILWAY COMPANY. (See No. 610.) This company was incorporated by the Dominion Act of 1901, chap. 71, with powers for the construction of a line of railway, («) From Fort Steele to Elko or some other convenient point on the Crow's Xest Railway between Elko and Wardner, thence on either the east or west side of the Wigwam river, or by the most convenient route, to the international boundary line, (b) From Fort Steele to Windermere, by either the east or west side of the Kootenay river, thence to the town of Golden on the main line of the Canadian Pacific Railway, and may build and operate such tramways in connection therewith, not exceeding in any one case ten miles in length, as are from time to time authorized by the Goveror in Council. Other powers of a general commercial character were granted, including the acquisition and operation of smel- ters. By the Dominion Subsidy Act, 3 Edward VII. (1903), chap. 57, section 2, item 66, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was author- ized for a line of railway from Golden to the international boundary line, via Winder- mere and Fort Steele, and crossing the Crow's Nest Railway at or near Elko, not; exceeding 186 miles. The company having applied for this subsidy, a contract was entered into with them accordingly, on June 23, 1906, under authority of an order in council, dated May 14, 1906. No payments have been made up to March 31, 1907. LAKE ERIE AND DETROIT RIVER RAILWAY COMPANY. Formerly ' the Lake Erie, Essex and Detroit Railway Company. Name changed by Dominion Act, 54-55, Vic, chap. 88 (1891). (See Annual Report for 1901-02.) EASSOMPTIOX railway company. (See Annual Report of 1886-87.) LEAMINGTON AND ST. CLAIR RAILWAY COMPANY. (Amalgamated with Canada Southern Railway.) (See Annual Report of 18SS-89.) LAKE TEMISCAMIXGUE COLONIZATION RAILWAY COMPANY. (Now part of Canadian Pacific Railway System.) (See Annual Report 1896-97.^) REPORT OF THE DEPl TV MINISTER xxxix SESSIONAL PAPER No. 20 LAURENTIAN RAILWAY COMPANY. (See St. Lawrence, Lower Laurentian and Saguenay Railway Company.) LINDSAY, BOBCAYGEON AND PONTYPOOL RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1904-05.) LOTBINIERE AND MEGANTIC RAILWAY COMPANY. (See Annual Report of 1896-7.) MABOU AND GULF RAILWAY COMPANY, LIMITED. (See No. 562.) This company was incorporated by the Act of the province of Nova Scotia, 2 Edw. VII. (1902), chap. 134, with powers for the construction of a line of railway from the Mabou coal mines, in the county of Inverness, to a shipping point on Mabou Harbour, thence to connect with the Inverness and Richmond Railway, and also a branch con- necting with the Intercolonial Railway at or near Orangedale; and a branch from a point on the Intercolonial Railway to a shipping pier on Caribou Cove or Inhabitants Bay. Other powers of a general commercial character were granted. By the Dominion Railway Subsidy Act, 3 Edw. VII. (1903), chap. 57, section 2, item 18, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a line of railway from Mabou coal mines to a point at or near Glendyer, thence to Orangedale on the Intercolonial Railway, not exceeding 34 miles, a revote of the subsidy granted by chapter 4 of 1894, and in substitution of the 25 miles sub- sidized thereby from Orangedale to Broad Cove. The company having applied for this subsidy, a contract was entered into with them, accordingly on July 5, 1905, under authority of an order in council, dated June *2S, 1905. No payments have been made to March 31, 1907. MAG A X ETA W AN RIVER RAILWAY COMPANY. (See Annual Report of 1905-06.) MANITOULIN AND NORTH SHORE RAILWAY COMPANY. (See Annual Report of 1905-06.) MASSAWIPPI VALLEY RAILWAY COMPANY. (See Annual Report for 1900-01.) xl DEPARTM i:\ T OF RAILWAYS AXD CANALS 7-8 EDWARD VII., A. 1908 MIDDLETON AXD VICTORIA BEACH RAILWAY COMPANY. (See Nos. 503, 536 and 566.) This company was incorporated by the statute of Nova Scotia, 60 Vic, chap. 82 (Ii£97j, as ' The Granville and Victoria Beach Eailway and Development Company,' with powers to build a line of railway, from some point on the Dominion Atlantic Railway at or near Bridgetown, through Granville, to some point at or near Victoria Beach on the Annapolis Basin, with approved branches, &c This Act was revived by the Act of 1889, chap. 129. It was further revived by the Act of 1901, chap. 160, and extended for six years ; the name being changed to the ' Middleton and Victoria Beach Company.' By the Railway Subsidy Act of Canada, 63-64 Vic, chap. 8, item 28, the grant of a subsidy of $3,200 a mile, with a further subidy of 50 per cent on cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for 30 miles of a railway from Bridgetown to Victoria Beach, Nova Scotia. The above company having applied, they were admitted to contract for the work on May 5, 1902, under authority of an order in council of April 1, the railway to be completed by December 1, 1903. By the Subsidy Act of 1901, chap. 7, item 21, a similar subsidy was authorized to be granted for an extension from Bridgetown to Middleton, not exceeding 11 miles, and the company having applied for it, a contract was made with them, accordingly, on May 5, 1902 under authority of an Order in Council of April 1, the work to be completed by December 1, 1903. By the Subsidy Act of 1903, chap. 57, item 2, a similar 'subsidy was authorized for 41 miles of railway from Victoria Beach to Middleton, in lieu of subsidies granted by chap. 8 of 1900, and chap. 7 of 1901. Application having been made, the company was admitted to contract for this work on December 28, 1903, the time for completion being fixed as by August 1, 1905. During the nine months between June 30, 1906, and March 31, 1907, payments have been made to the extent of $27,667.20, making the total payments up to March 31, 1907, $125,760. MIDLAND RAILWAY COMPANY, LIMITED. (Now part of Dominion Atlantic Railway System.) (See Annual Report of 1903-04.) During the nine months between June 30, 1906, and March 31, 1907, there was paid to the company, in addition to amounts previously paid, as recited in the de- partmental report of 1903-04. the sum of $4,967.70. which amount had been withheld pending consideration by the Auditor General, making the total payments up to March 31, 1907, $372,135.70. REPORT OF THE DEPUTY MINISTER xli SESSIONAL PAPER No. 20 MIDWAY AND VERNON RAILWAY COMPANY. (See No. 613.) This company was incorporated by the Act of the province of British Columbia, 1 Edward VII. (1901), chap. 81, with powers for the construction of a line of railway from a point at or near the town of Midway to a point at or near the mouth of Eock Creek; thence in a north-easterly direction to the west fork of Kettle river; thence following the west fork of said river, by the most convenient route via Okanagan Mis- ion Valley, to Vernon. By the Dominion Act of 1903, chap. 154, the railway works which the company by its said Act of incorporation has been empowered to undertake and operate, are declared to be for the general advantage of Canada. By the Dominion Subsidy Act of 1903, chap. 57, section 2, item 69, the grant to tair, company of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cjsl in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a lino of lailway from Midway to Vernon, not exceeding 150 miles. The company having applied for this subsidy, a contract was entered into with them accordingly, on July 2S, 1905, under authority of an order in council of the same date. No payments have been made up to Mareh 31, 1907. MONTFORT COLONIZATION RAILWAY COMPANY. (See Annual Report for 1000-01.) MoNTFORT AND GATINEAU COLONIZATION RAILWAY COMPANY. (Kow part of Great Northern Railway Company of Canada.) (See Annual Report for 1902-03.) MONTREAL AND CHAMPLAIX JUNCTION RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report for 1S92-93.) MONTREAL AND LAKE MASKINONGE RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1890-91.) MONTREAL AND SOREL RAILWAY COMPANY. (Purchased by Delaware and Hudson Railroad Company.) (See Annual Report for 1892-93.) XllI DEPARTMEX T OF RAILWA ¥8 A S D CANALS 7-8 EDWARD VII., A. 1908 MONTREAL AND WESTERN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1893-94.) MONTREAL AND OTTAWA RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (Formerly the vaudreiil and prkscott railway COMPANY. Name changed hy 53 Vic, chap. 58.) (See Annual Report for 1898-99.) MONTREAL AND PROYINCE LINE RAILWAY COMPANY. (Operated by Central Vermont Railway.) (See Annual Report for 1901-02.) NAKUSP AND SLOCAN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1894-95. NAPIER VILLE JUNCTION RAILWAY COMPANY. (See No. G54.) This company was incorporated by the Act of the province of Quebec, 51-52 Vic. (1888), chap. 99, with powers for the construction of a line of railway from some point in the parish of St. Remi to St. Cyprien, county of Xapierville, traversing' the counties of Napierville and Laprairie, with power to extend the said line through the county of St. John's. The Act of incorporation was subsequently amended by chap. 68 of the statutes of 1900 (Quebec), and chap. 73 of the statutes of 1904 (Quebec). By virtue of its Acts of incorporation and the amending Acts referred to, the com- pany is vested with all the rights and privileges necessary for the construction and working of a railway from a point in the parish of St. Constant, county of Laprairie, to a point in the parish of St. Bernard de Lacolle, county of St. John's, or else to near Rouse's Point. By the Railway Subsidy Act, 6 Ed. VII. (1906), chap. 43, item 16, the grant to this company of a subsidy of $3,200 a mile, with an addition of 50 per cent -on average expenditure in excess of $15,000 a mile, limited in all to $6,400 a mile, was authori- zed for a railway from St. Constant in the county of Laprairie and Napierville, through St. Edouard, St. Cyprien and Lacolle to a point at or near the international boundary line on the Delaware and Hudson Railway (Grand Trunk) in lieu of the 19 and 12-mile subsidies granted by chap. 7 of 1899, section 2, item 10, and chap. 4 of 1894, respectively, not exceeding 28 miles. REPORT OF THE DEPUTY MINISTER xliii SESSIONAL PAPER No. 20 The company was admitted to contract on October 10, 1906, under authority of an order in council, dated September 21, 1906, the time for completion being fixed as July 31, 1910. No payments have been made up to March 31, 1907. NAPA NEE., TAMWORTH AND QUEBEC RAILWAY COMPANY. (Name changed to the Kingston, napanee and western railway company ly the Act 53 Vic, chap. 62.) (See Annual Keport for 1895-96.) NEW BRUNSWICK AND PRINCE EDWARD ISLAND RAILWAY COMPANY. (See Annual Keport for 1888-89.) NEW BRUNSWICK COAL AND RAILWAY COMPANY. (See Annual Report of 1905-06.) NICOLA,, KAMLOOPS AND SIMALKAMEEN COAL AND RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company. (See No. 570) This company was incorporated by the British Columbia Act of 1891, chap. 47, with powers to contruct a single or double track line of ' railway from the eastern ex- tremity of Nicola lake ; thence to the town of Princeton, and thence by way of Sim- alkameen river in a southerly direction to Osoyoos lake; also from the terminus at Nicola in a northerly direction to the town of Kamloops. Other powers of a general commercial character were granted. By the Subsidy Act of 1903, chap. 57, section 2, item 26, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a railway from a point at or near Spence's Bridge on the Canadian Pacific Railway to Xicola lake, not exceed- ing 45 miles, being a revote of subsidies granted by chap. 5 of 1892, and chap. 4 of 1894. The company having applied for this subsidy, a contract was entered into with them for this work on April 27, 1905, under authority of an order in Council of April 20, 1905. The sum of $110,592 was paid during the fiscal year 1905-06, the total paid up to March 31, 1907. NORTHERN AND PACIFIC JUNCTION RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 1890-91.) xliv DEPARTMENT OF RAILWAYS AND C 1 \ ILS 7-8 EDWARD VII., A. 1908 NORTHERN AND WESTERN RAILWAY COMPANY. (See Annual Report of 1889-90.) (Also under the head ' Canada Eastern Railway ' in Annual Report of 1S94-95.) NOVA SCOTIA CENTRAL RAILWAY COMPANY. (See Annual Report for 1898-99.) NOVA SCOTLV EASTERN RAILWAY COMPANY, LIMITED. (See Nos. 516, 519, 563, 607.) This company was incorporated by the Act 1, Edward VJLL. (1901), chap. 130 (Nova Scotia), with powers to construct a line of railway from a point on the Inter- colonial Railway at or near New Glasgow, in the county of Pictou, and passing through the counties of Pictou and Guysborough, to the deep waters of Country Har- bour, in the county of Guysborough, and from the Cross Roads, Country Harbour, in the said county of Guysborough, to a point at or near the town of Guysborough, and thence to a point on the Strait of Canso, in the said county of Guysborough, and such other lines as may become feeders for the main trunk line above described. By the Subsidy Act of 1901, 1 Edward, VII., chap. 7, item 1, the grant of a sub- sidy of $3,200 a mile, with a further subsidy of 50 per cent on average expenditure in excess of 15,000 a mile, the whole subsidy not to exceed $6,400 a mile, was author- ized for a line of railway from a point on the Intercolonial Railway, at or near New Glasgow to Country Harbour, and from a point at or near Country Harbour Cross Roads to Guysborough, in lieu of the subsidies granted by 1897, chap. 4, and 1S99, chap. 7, section 2, item 34, not exceeding 80 miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on February 19, 1903. By the Subsidy Act of 1903, chap. 57, items 19 and 63, the grant of subsidies was authorized, on terms similar to the above, for lines of railway from New Glasgow to Cross Roads, Country Harbour, via Guysborough, to the Straits of Canso, with a branch from Cross Roads down the Country Harbour river to navigable waters, 116 miles; and from Dartmouth through the Musquodoboit valley to a point at or near Melrose, to connect there with the railway mentioned in item 19. The company having applied, were admitted to contract under both subsidies, the two agreements being dated April 19, 1904; the railways to be completed by Decem- ber 31, 1906. No payments have been made up to March 31, 1907. NOVA SCOTL\ SOUTHERN RAILWAY COMPANY. (See Annual Report for 1902-03.) REPORT OF THE DEPUTY MINISTER xlv SESSIONAL PAPER No. 20 ONTARIO AND PACIFIC RAILWAY COMPANY. tfName changed to Ottawa and new york railway company hy 60-61 Vic., chap 57, 1897.) (See Annual Eeport for 1901-02.) ONTARIO AND QUEBEC RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See West Ontario Pacific Railway Company, and Annual Report for 1891-92.) ONTARIO, BELMONT AND NORTHERN RAILWAY COMPANY. (Operated by Central Ontario Railway Company.) (See Annual Report for 1896-97.) ONTARIO AND RAINY RIVER RAILWAY COMPANY. „ (Amalgamated with and under the name of the Canadian northern railway company under the Act 62-63 Vic, chap. 80.) (See Ontario and Rainy River Railway Company in Annual Report for 1902-03, and under Canadian Northern Railway Company in present report.) ORFORD MOUNTAIN RAILWAY COMPANY. (See Annual Reports for 1893-94 and 1894-95.) (See No. 594.) The history of this railway was given in the annual report for 1894-95, with a statement of the subsidies paid for the then completed line of railway. By the Subsidy Act of 1903, chap. 57, section 2, item 50, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for a line of rail- way from a point on its main line between Lawrenceville and Eastman to Lake Bon- ella, 5 miles; from Kingsbury to Windsor Mills, 10 miles; and from Eastman to the town line between the township of Bolton and the township of Potton, 12 miles — not exceeding in the whole 27 miles. The company having applied for these subsidies, contracts were entered into with them, accordingly, on March 9, and June 12 and 23, 1905, for the construction of the sections above named, under the authority of orders in council, dated March 25, 1905, for the two first named sections of 5 and 10 miles, and on February 10, 1905, for the last named section. During the fiscal year 1905-06, payments have been made to the extent of $45,- 764.50, making the total paid to March 31, 1907, including previous, subsidies $168,814.50. xlvi DEPARTMEK T OF RAILWAYS AND CA V LLS 7-8 EDWARD VII., A. 1908 OTTAWA AND NEW YORK RAILWAY COMPANY. (Purchased by New York Central Railroad Company.) (See Ontario and Pacific Railway Company.) OTTAWA. ARNPRIOR AND PARRY SOUND RAILWAY COMPANY. (Now the Canada Atlantic railway company, by amalgamation, under the Act 62-68 Vic, chap. 81, 1899.) (See Annual Report for 1898-99.) OTTAWA AND GATINEAU VALLEY RAILWAY COMPANY. (Name changed to the Ottawa and gatineau railway company, by the Act 57-58 Vic, chap. 81, which consolidated and amended Acts relating to the company.) (Name further changed to the Ottawa northern and western railway company, by the Act 1 Edw. VII., chap. 80, 1901.) (See Annual Report for 1903-04.) OTTAWA NORTHERN AND WESTERN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Ottawa and Gatineau Valley Railway Company and Pontiac Pacific Junction Railway Company.) OSHAWA RAILWAY AND NAVIGATION COMPANY. (Name changed to the oshawa railway company, by 51^-55 Vic, chap. 91.) (See Annual Report for 1895-96.) parry sound colonization railway company. (Now part of Grand Trunk Railway System.) (See Annual Report for 1895-90.) QU'APPELLE. LONG LAKE AND SASKATCHEWAN RAILWAY COMPANY. (See Annual Report for 1890.) QUEBEC BRIDGE COMPANY. (Now the Quebec bridge and railway company, — name changed by the Act 8, Ed. VII. , chap. 177. 1903.) (See No. 467 and Acts, chaps. 54 and 177 of 1903. and 35 of 1907.) This company was incorporated by the Dominion Act, 50-51 Vic, chap. 98 (18S7), with powers to construct a railway bridge over the River St. Lawrence near Quebec,, and to arrange the same for the use of foot passengers and vehicles, and to construct REPORT OF THE DEPUTY MINISTER xlvii SESSIONAL PAPER No. 20 and operate lines of railway to connect with existing; or future lines of railway on each side of the river. By the Act 60-61 Vic, chap. 69 (1897), the powers of the company were revived, and the time for construction was extended to June 29, 1902. By the Act 63-64 Vic, chap. 115 (1900), the time for completion was extended to June 14, 1905, and the company were further empowered to arrange for the placing of electric wires on the bridge and Connecting railways, and for the passage of electric street railway or tram cars. By the Railway Subsidy Act, 62-63 Vic. chap. 7 (1899), the grant of a subsidy to this company of $1,000,000 was authorized for a railway bridge over the River St. Lawrence at 'Ohaudiere basin, and by the Act of 1900, chap. 8, clause 10, it was made applicable, one-third to the substructure and approaches, and two-thirds to the super- structure. On November 12, 1900, the company were admitted to contract for this subsidy work. The site and plans of the bridge were approved by the Railway Committee of the Privy Council, and by an order in council, dated May 16, 1898. The structure is to be a cantilever bridge, composed of two approach spans of 220 feet each, two anchor spans of 500 feet each, and a centre span of 1,800 feet from centre to centre of the piers. The under side of the bridge will give a height of 150 feet above high water. When completed, it will comprise a double track railroad, two lines for electric tramways, and two ordinary roads for vehicles and foot passengers. Subsidy payments to the extent of $374,353.33 were made up to June 30, 1903. By the Dominion Special Act, 3 El. VII.. chap. 177. assented to on July 10, 1903, the name of the above company was changed to ' The Quebec Bridge and Rail- way Company,' with powers to construct lines of railway from the northern terminus of the company's bridge to the city of Quebec, also from the southern terminus of the said bridge to a point at or near the intersection of the Grand Trunk Railway with the Intercolonial Railway at Chaudiere Curve, or'to some point on those lines near named section to connect with the line of the Canadian Pacific Railway. Other powers of a general commercial character were granted. The powers of the company for the construction of all its authorized works was extended to July 10, 1910. Negotiations were had having in view entry into agreement for the guarantee by the government of the bonds of the company, and for conveying to the government, at its option, the bridge, railways and property of the company. Under the authority of an order in council, dated October 19, 1903, and under the same date, the company entered into an agreement with the government, accord- ingly, subject to ratification by Parliament ; and by Public Act of the same year, 1903, chap. 54, such agreement, annexed as a schedule to the Act, was so ratified and confirmed, subject to the provision that the consent of parliament shall be .given before the government exercise the right of taking over the company's property. It was xlviii DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 further provided that the Governor in Council should have the right to appoint three directors of the company. By this agreement the company released the government from any claim for the unpaid balance of the subsidy of $1,000,000 granted to them, and the government agreed to guarantee the principal and interest of the company's bonds to the extent of $6,678,200, such bonds to be payable in 50 years from the date thereof, bearing in- terest at 3 per cent per annum, payable half-yearly, and to be a first charge, secured by a mortgage, upon all the company's franchises, tolls, and property of whatsoever kind, the mortgage to secure such securities to be made to a trustee or trustees ap- proved by the Governor in Council and to be subject to like approval, the government to have the right to take possession of the undertaking and property at any time on one month's notice, paying the shareholders the amount of their stock at par value, not exceeding $265,585.70, with simple interest at 5 per cent, and an addition of 10 per cent on the par value of fully paid up shares, and assuming the approved obligations of the company for construction, operation and maintenance, according to the terms of the aforesaid bonds and the mortgage securing the same. The date for the com- pletion of the work was fixed as December 1, 1903. In pursuance of this authority there was executed, on February 1, 1904, between the Quebec Bridge and Railway Company, the Royal Trust Company (Montreal), and His Majesty, a mortgage trust deed, conveying to the said trust company as trustees all the property and franchises of the bridge company and providing for the issue of bonds to the extent of $6,678,200. In pursuance of the requirements of the said agreement, the. plans, profiles and specifications of the company's proposed railway works have been approved, as fol- lows : — By an order in council of January 27, 1904, for the line from the northern termi- nus of the bridge to Champlain market, in the city of Quebec, 6 -44 miles, and by an order in council of February 2, 1904, from the south terminus of the bridge to a point of junction with the Intercolonial Railway, 12,600 feet. Under the terms of the company's aforesaid agreement in respect of the bond guarantee /the amount of the issue of bonds is to be fixed by the Chief Engineer's certificate as to the value of the work done and materials delivered, from time to time, on the company's works. Further agreements have been entered into, dated February 9 and March 3, 1906, in respect of advances from the Bank of Montreal. Under certificates isued from time to time, payments have been made to the ex- tent of $5,016,453.66, covering work done and materials delivered. This represents the position up to March 31, 1907, the close of the new fiscal year. QUEBEC CENTRAL RAILWAY COMPANY. (See No. 651.) The history of this railway was given in the annual report of 1895-96, with a statement of the subsidies paid for the then completed lines of railway. REPORT OF THE DEPUTY MINISTER xlix SESSIONAL PAPER No. 20 By the Railway Subsidy Act, 6 Ed. VII. (1006), chap. 43, item 13, 'the grant of a subsidy of $3,200 a mile, with an additin of 50 per cent on average cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for an extension of the company's line of railway from St. Francis to St. George, not exceeding 9 miles; and for a line of railway from Scott Junction to the Quebec bridge, not exceeding 23 miles; in lieu of the subsidy granted by chap. 57 of 1903, section 2, item 46. The company having applied for the subsidy granted for the line from St. Francis to St. George, 9 miles, a contract was entered into with them, accordingly, on January 28, 1907, under the authoritj- of an order in council dated October 12, 1906, the road to be completed by October 1, 1907. No payments have been made up to March 31, 1907. QUEBEC AND LAKE ST JOHN RAILWAY COMPANY. (See Annual Report of 1895-96.) (See No. 601.) The history of this railway was given in the annual report for 1895-96, with a statement of the subsidies paid for the then completed lines of railway. By the Railway Subsidy Act, 3 Edw. VII. (1903), chap 57, section 2, item 57, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a line or railway from. La Tuque on the St. Maurice river to a point on the Lake St. John Railway near the River Jeannotte, not exceeding 35 miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on October 12, 1904, under authority of an order in council dated May 5, 1904. During the nine months between June 30, 1906, and March 31, 1907, payments have been made under the above contract to the extent of $84,512, making the total up to March 31, 1907, $150,528. By the Railway Subsidy Act of 1906, chap. 43, item 29, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited in all to"$6,400 a mile, was authorized for a line of railway from Rob- erval to the government wharf at Lake St. John, in lieu of the subsidy granted by chap. 57 of 1903, not exceeding one mile. The company having applied for this subsidy, a contract was entered into with them, accordingly, on November 24, 1906, under authority of an order in council, dated October 17, 1906. This extension of the railway is completed, and during the nine months between June 30, 1906, and March 31, 1907, the subsidy, $3,200, has been paid. It may be observed that the company had previously been subsidized, under various Acts, for a line of railway from Quebec to Lake St. John, 186 miles, includ- 20— D I DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 ing a bridge across the St. Charles river, and also for the Chicoutimi branch, 72 miles, the aggregate payments for these works amounting to the sum of $1,006,743.50. QUEBEC, MONTMORENCY AND CHARLEVOIX RAILWAY COMPANY. (Now the Quebec Railway, Light and Power Company.) (See Annual Report of 1894-95.) QUEBEC AND NEW BRUNSWICK RAILWAY COMPANY. (See Annual Report of 1905-06.) RED DEER VALLEY AND COAL COMPANY. (See Annual Report for 1902-03.) RESTIGOUCHE AND WESTERN RAILWAY COMPANY. (Now International Railway Company of New Brunswick, which see.) (See Annual Report of 1905-06.) SCHOMBERG AND AURORA RAILWAY COMPANY. (See Annual Report of 1903-04.) SHUSWAP AND OKANAGAN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1894-95.) SOUTH NORFOLK RAILWAY COMPANY. (Operated by Grand Trunk Railway Company.) (See Annual Report of 1888-89.) SOUTH SHORE RAILWAY COMPANY (of New Brunswick). (See Annual Report of 1896-97.) SOUTH SHORE RAILWAY COMPANY, QUEBEC. (See Annual Report of 1904-05.) ST. CATHARINES AND XLVGARA CENTRAL RAILWAY COMPANY. (Now Niagara, St. Catharines and Toronto Railway Company, electric.) (See Annual Report of 1895-96.) REPORT OF THE DEI' I TV MINISTER li SESSIONAL PAPER No. 20 ST. CLAIR FRONTIER TUNNEL COMPXNY. (See Annual Keport, 1890-1, and 1891-2.) ST. GABRIEL DE BRANDON" AND STE. EMELIE DE l'eNERGIE RAILWAY COMPANY. (See Annual Report for 1902-03.) ST. JOHN VALLEY AND RIVIERE DU LOUP RAILWAY COMPANY. (See Annual Report for 1893-94.) ST. STEPHEN AND MILLTOWN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Reports for 1895-96 and 1900-01.) STEWL\CKE VALLEY AND LANSDOWNE RAILWAY COMPANY. (Now part of the Dominion Atlantic Railway System.) (See Annual Report 1895-96.) ST. LAWRENCE AND ADIRONDACK RAILWAY COMPANY. (Operated by New York Central Railroad.) (See Annual Reports for 1893-9-4 and 1900-01.) ST. LAWRENCE., LOWER LAURENTLAN AND SAGUENAY RAILWAY COMPANY. (Name changed to laurentian railway company, by Provincial Act 51-52 Vic, ch. 108 ■) (See Annual Report for 1891-92.) ST. LOUIS AND RICHIBUCTO RAILWAY COMPANY. (See Annual Report for 1884-85.) st. mary's river railway company. (See Annual Report of 1905-06.) TEMISCOUATA RAILWAY COMPANY — RIVIERE DU LOUP TO EDMUNDSTON. (See Annual Report for 1892-93.) THOUSAND ISLANDS RAILWAY COMPANY. (See Annual Reports for 1895-96 and 1901-02.) TILSONBURG, LAKE ERIE AND PACIFIC RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1904-05.) 20— D^ - DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VIL, A. 1908 TOBIQUE VALLEY RAILWAY COMPANY. (Leased to Canadian Pacific Kailway Company.) (See Annual Report for 1893-94.) TORONTO, GREY AND BRUCE RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1887-88.) TRANS-CANADA RAILWAY COMPANY. (See Annual Report of 1905-06.) UNITED COUNTIES RAILWAY COMPANY. (Now part of Delaware and Hudson Railroad System.) (See Annual Report for 1900-01.) VAUDREUIL AND PRESCOTT RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Montreal and Ottawa Railway Company.) WATERLOO JUNCTION RAILWAY COMPANY. (Operated by Grand Trunk Railway.) (See Annual Report for 1891-92.) WESTERN COUNTIES RAILWAY COMPANY. ame changed to the Yarmouth and annapolis railway company, by 56 Vic, ch. 68.) ame further changed to the dominion Atlantic railway company, by 57-58 Vic, chap. 69.) (See Annual Report for 1894-95.) WEST ONTARIO PACIFIC RAILWAY COMPANY. (Leased to Ontario and Quebec Railway Company — C.P.R.) (See Annual Report of 1890-91.) WOODSTOCK AND CENTREYTLLE RAILWAY COMPANY. (See Annual Report for 1895-96.) YARMOUTH AND ANNAPOLIS RAILWAY COMPANY. (See Western Counties Railway Company.) REPORT OF THE DEPUTY MINISTER liii SESSIONAL PAPER No. 20 YORK AND CARLETOX RAILWAY COMPANY. (See No. 605.) The history of this railway was given in the. annual report of 1901-02, with a statement of the subsidies paid up to the close of that year. By the Kailway Subsidy Act, 3 Ed. VII. (1003), chap. 57, item 61, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a line of railway from- the present terminus of this company's railway westerly, 5 miles. The company having applied for thib subsidy, a contract was entered into with them, accordingly, on August 20, 1906, under authority of an order in council, dated November 3, 1905, the road to be completed by November 1, 1906. No payments have been made up to March 31, 1907. LAND SUBSIDIES. A number of companies have been aided by subsidies in land, duly authorized by parliament and granted by the Department of the Interior, to whose report reference must be made for information as to their position. In the annual report of this department for 1895-96 information was given as to a number of these land subsidized companies. CANALS. The total expenditure charged to capital account on the original construction and subsequent enlargement of the several canals of the Dominion up to March 31, 1907, amounts to $91,734,71S.21. In addition, an aggregate of $24,495,624.73 has been ex- pended from the consolidated fund, covering repairs, renewals, maintenance and operation of these works, making a total of $116,230,342.94. The total revenue de- rived therefrom, including rental of lands and water powers, amounts to $13,618,586.47. The canal expenditure for the period of nine months ended on March 31, 1907, was as follows : — On construction and enlargement a total of $887,838.61, charged to capital, and further amounts aggregating $933,645.29, charged to the consolidated fund, namely, $264,110.73, for maintenance, charged to income; also $383,845.74, for staff, and $299,266.19, for repairs, the last two classes of expenditure being charged to revenue, making the total canal expenditure for the nine months $1,835,061.27. The total net amount collected amounted to $105,003.15, of which $92,310.51 was for hydraulic rents, the balance being from wharfage dues, fines, &c. No tolls are charged on any of the Dominion canals. On July 1, 1906, the balance of rents unpaid was $149,400.67, and the rents ac- crued during the subsequent nine months, amounted to $97,113.16, making a total of liv DEPARTMENT OF h'MLWAYS AND CANALS 7-8 EDWARD VII., A. 1908 $246,513.83. The rents received amounted, as above, to $92,310.51, leaving a balance of rents uncollected on March 31, 1907, amounting to $154,203.32. Summaries of these expenditures and receipts will be found in the statements furnished by the accountant of the department, printed in the appendices, Part I., of the present report. The above figures relate to the fiscal year 1906-07, but very voluminous statistics relating to the canal traffic, and various commercial statistics for the season of navi- gation of the year 1906 will be found in the ' Canal Statistics,' which are issued as a separate report. The principal facts of these statistics are summarized as follows: — The total traffic through the several canals of the Dominion for the season of 1906 amounted to 10,523,185 tons, an increase of 1,151,441 tons compared with the previous year. This includes 6,574,039 tons passing through the Sault Ste. Marie Canal, against 5,473,406 tons in 1905. The amount of tolls that would have accrued had they been in force is $360,673.05. The following features of the principal canal traffic during the season of 1906 will be of interest: — On the Welland Canal 1,201,967 tons of freight were moved, an increase of 109,- 917 tons, of which 740,488 tons (were agricultural products, an increase of 143,183 tons, and 147.46S tons produce of the forest; of coal 147,587 tons were carried; 979,- 099 passed eastward, and 222,868 tons westward. 1,190,780 tons were through freight, of which 968,790 tons passed eastward. Of the through freight, Canadian vessels carried 607,778 tons, an increase of 152,- 661 tons, and United States vessels 583,002 tons, a decrease of 37,849 tons. The total through freight passed eastward and westward through this canal »to United States ports was 321,431 tons; an increase of 18,335 tons compared with the year 1905. The quantity of grain passed down the Welland and St. Lawrence Canals to Mon- treal was 404,935 tons, an increase of 63,504 tons compared with the previous year; of this none was transhipped at Ogdensburg, as against 40,641 tons transhipped in 1903. The further quantity of 34,199 tons of grain passed down the St. Lawrence canals, only, to Montreal, making the total 449,673 tons. On the St. Lawrence canals 1,637,017 tons of freight were moved, a decrease of 115,838, of which 911,231 were eastbound through freight, and 289,761 tons westbound through freight; 624,706 were agricultural products; 595,566 tons merchandise; 451,- 414 tons coal, and 271,324 tons forest products. In 1906 84 cargoes of corn and wheat, aggregating 108,734 tons, were taken down direct to Montreal through the Welland and St. Lawrence canals, as against 115 cargoes, aggregating 180,206 tons in 1905 ; 75 cargoes, aggregating 116.098 tons in 1004, and 74 cargoes, aggregating 99,582 tons, in 1903. In 1900 there were only 15 cargoes, aggregating 7,924 tons. REPORT OF THE DEVI ' TY MIMsTER lv SESSIONAL PAPER No. 20 On the Ottawa Kiver canals the total quantity of freight moved (was 397,415 tons, an increase of 26,074, of which 346,265 tons were produce of the forest. On the Chambly Canal 498,939 tons were moved, an increase of 51,870, of which 368,474 tons were produce of the forest and 62,954 tons of coal. On the Kideau Canal 82,159 tons were carried, an increase of 22,295 ,31,430 tons being the product of the forest and 9,990 tons of coal. On the St. Peter's Canal 76,327 tons were carried, a decrease of 4,750, of which 50,561 tons were merchandise; 39,914 tons of coal. On the Murray Canal 27,727 tons passed, a decrease of 1,694, and 3,274 tons of this were the product of the forest . On the Trent Valley Canal 28,495 tons were moved, of which 26,645 tons were the product of the forest. On 'the Sault Ste. Marie Canal the total movement of freight was 6,574,039 tons, being an increase of 1,100,633 tons carried in 5,680 vessels, the number of lockages being 4,152. Of wheat, 34,388,478 bushels, and of other grain 16,702,861 bushels were carried; 2,439,513 barrels of flour, 2,947,616 tons of iron ore, 1,238,011 tons of coal, and 33,352,198 feet, board measure, of lumber; all of these items show an increase. The total traffic at this point, accommodated by the canals, the American and Cana- dian, amounted to 51,754,331 tons, an increase of 7,478,735 tons, carried in 22,155 ves- sels, an increase of 474. The total quantity of wheat carried was 84,366,309 bushels, an increase of 15,808,309, and of other grain 54,364,759 bushels, an increase of 15,079,- 652. Of lumber the total was 887,519,198 feet, board measure, a decrease of 67,249,- £02.* * Following the course adopted for some years past, the following facts relating to the traffic passing through both the United States and the Canadian canals at Sault Ste. Marie during the season of 1906 have been compiled from the ' Statistical Report of Lake Commerce,' prepared under the direction of Colonel Charles E. L. B. Davis, of the Corps of Engineers, U. S. Army, a report of the highest value and interest as indicating the wonderful growth of the north- western section of this continent during the past fifty-two years since the date, 1855, of the opening of the canal, built at a cost of $1,000,000 by the State of Michigan. This was the first ship canal, but a small canal with a lock 38 feet long, and 8 feet 9 inches wide, and with a lift of 9 feet, had been built in 1797-98, by the Northwest Fur Company on the Canadian side of the river, for the accommodation of bateaux. It, however, was destroyed in 1814 by the American troops. In 1855 there were 193 passages of vessels, carrying 14,503 tons of freight. Neither wheat nor other grain formed part of this freight. The following are the principal features of the operations of the season of 1906 for both the American and Canadian canals : — All tonnage is net tons of 2,000 lbs. No tolls are charged. The season of navigation from April 13 to December 22 1906, lasted for 253 days, the American canals being opened for 249 days, and the Canadian 253. The depth of water permitted a safe draft of 19J feet. The total freight passed through these canals during the season aggregated 51,751,080 net tons, an increase, compared with the previous year of 7,480,400 tons, or 17 per cent ; 63,033 pas- sengers were carried, an increase of 8.S29, or 16 per cent, the freight traffic was largely in excess of that in any previous year, the greatest previous traffic having been 44,270,680 tons in 1905. The American canals carried 87 per cent of the total freight, or 45,180,292 tons, an increase of 6,378,102 tons or 16 per cent, and 49 per cent of the total passengers, or 30.925, an increase of 2,524, or 9 per cent. On the Canadian canal 6,570,788 tons of freight were carried, or 13 per cent of the total, an increase of 1,102,298 tons, or 20 per cent. The number of passengers was 32,108, an increase of 6,305, or 24 per cent. . The total value of the freight carried was $537,463,454. an average value per ton of The amount paid for freight transport was $36,666,889. The average distance freight was carried was 842 4 miles, the total of mile tons being 43,596,953,680. Ivi DEPARTMENT OF RAILWAYS AXD CAXALfi 7-8 EDWARD VI!., A. 1908 In connection with the question canal versus railway transport of grain from the west, it may be noted that whereas grain and peas passed down to Montreal through the Welland and St. Lawrence canals to the extent of 404,935 tons, an increase of 63,504 tons, compared with the previous year, the quantity carried to Montreal via the Canadian Pacific and Grand Trunk Railways amounted to 386,903 tons, a decrease of 238,586 tons. Over the route from Depot Harbour on Georgian Bay, Lake Huron, via the Canada Atlantic Railway to Coteau Landing, at the head of the Soulanges Canal, thence by barge to Montreal, in the season of 1903 the total freig-ht carried was 315,779 tons; 109,937 tons were corn and 175,954 wheat; in 1904 the total freight car- ried was 209,260 tons; 61,675 tons were corn and 137,338 tons were wheat. In 1905 the total freight was 254,378 tons; 54,272 tons were corn and 168,966 tons were wheat. In 1906 no business was done. The quantity of grain carried to tidewater on the JSTew York State canals was 294,467 tons, an increase of 78,230 tons, while the quantity carried by the railways of the state to tidewater amounted to 3,942,771 tons, an increase of 778,231. The total number of registered vessels using the canals was 879 and there were in addition S10 passages by unregistered craft. The total value of registered vessels was $94,532,500. American vessels carried 95 per cent and Canadian vessels 5 per cent of the total freight : these proportions being the same as in the previous year. Of the 879 vessels in commission, 767 were American, valued at $88,392,000, and aggregating 1,425,837 registered tons capacity, and 112 Canadian, valued at $6,140,500 and aggregating 76,920 registered tons capacity. The Canadian, compared with the previous year, showed an increase of 15 in number, $711,500 in value, and 8,564 in tonnage. 597 were American steamers, valued at $82,465,000, aggregating 1,219,838 registered tons, and 101 were Canadian steamers, valued at $5,780,000, aggregating 66,414 tons. There were 170 registered American sailing vessels, valued at $5,927,000, totalling 205,999 registered tons, and 11 Canadian, valued at $360,500, with an aggregate register tonnage of 74,449 tons. Unregistered American vessels carried 13,115 tons of freight, and unregistered Canadian 85,703 tons. Out of the 22,155 passages of the season, 3,537 were by 90 vessels under 100 tons register, carrying 408 tons. 44 new vessels were put in commission in 1906, all being freight steamers ; 32 of these are 500 feet and over in length, carrying from 9,000 to 14,000 tons in a single cargo. The tendency to increase in size of vessels continues. In 1884 there were no boats carrying more than 4,000 tons, and of these only IS carried more than 3,000 tons. In 1906, there were 134 carrying from 3,000 to 4,000 tons, 37 from 4,000 to 5,000 tons, 24 from 5,000 to 6,000~tons, 52 from 6,000 to 7,000 tons, 82, from 7,000 to 8,000 tons, 48 from 8,000 to 10,000 tons, 36 from 10,000 to 12,000 tons, and 12 from 12,000 to 14,000 tons. In the previous year, 1904, there was only 1 vessel carry- ing over 10,0C0 tons. As to the dimensions of vessels in 1906, there were 171 vessels from 300 to 400 feet in length, and of from 38 to 50 feet beam, 12S from 400 to 500 feet in length, and of from 45 to 53 feet beam, and 57 of 500 to 600 feet in length with 52 to 60 feet beam. The largest single cargo carried by steamer was 13,272 tons and by sailing vessel 8,960 tons. The greatest amount of freight carried during the season was by- steamer 313,434 tons, and by sailing vessel 141,770 tons. The greatest number of miles run was, by steamer, 42,986 miles and by sailing vessel 31,575 miles. There were 22,155 passages through the canals of which 16.475 were through the American canals and 5.6S0 through the Canadian canal. These were effected in 14,523 lockages, namely, 10,367 on the American canals, and 4,156 on the Canadian. The principal items of freight compared with the previous year were as follows : — Hard (anthracite) coal 1.011,375 tons, an increase of 26,674 tons ; soft (bituminous) coal 7,728.255 tons, an increase of 2,203,900 tons ; flour 6.495,350 barrels, an increase of 722,631 barrels ; wheat 84,271.358 bushels, an increase of 15,950,070 bushels ; grain other than wheat 54.343.155 bushels, an increase of 15,113,602 bushels (this comprised E87,650 bushels of rye, 20,463,374 bushels of oats, 775,206 bushels of corn, 10,976,929 bushels of barley, and 21,539,996 bushels of flax): manufactured and pig iron 391,105 tons, an increase of 153,409 tons ; salt 468,162 barrels, an increase of 45,040 barrels ; copper 107,633 tons, an increase of 1,113 tons ; iron ore 35,357,042 tons, an increase of 4,024,405 tons ; lumber 900,631 M feet B. M., a decrease of 66.175 ; no silver ore was carried as against 41 tons the previous year : building stone 6,222 tons, a decrease of 43 tons ; general merchandise 1.134,851 tons, an increase of 298,268. REPORT OF THE DEPUTY MINISTER lvii SESSIONAL PAPER No. 20 Of the total eastbound and westbound freight carried by the state of New York canals (the Erie, the Champlain, the Black Eiver, the Cayuga and Seneca and the Oswego), and the competing railways (the New York Central and the Erie Railway) respectively (amounting in 1906 to 82.244 222 tons more by 8,491,081 tons than in 1905, the proportion carried by the canals has fallen steadily from 68-9 per cent in 1859 and 47 :0 per cent in 1869, to 6 :8 per cent in 1898, 7 :2 in 1899, 5 :2 in 1900, 5 :1 in 1901, 5-5 in 1902, 5-6 in 1903, 4-6 in 1904, 4-5 in 1905, and 4-5 in 1906. These canals carried, in 1905, 3,540,907 tons, an increase of 314,011 tons. The enlarged Erie Canal, between Buffalo and Albany, is 350i miles long; com- prises 72 locks, 110 x 18 feet, with a depth of 7 feet of water, accommodating, as a maximum, vessels of 240 tons burden. The original canal was completed in 1836; and the enlargement in 1862. The total cost of construction was $51,609,200. By means of the enlarged Canadian canal system and the intermediate waterways a minimum depth of fourteen feet of water from Lake Superior to the head of the ocean navigation at Montreal is afforded; the smallest locks being 270 feet in length The values of these several items of freight and the proportion of each to the whole were as follows :— Coal $25,136,044, or 4 68 per cent ; hour, wheat and other grain $124,281,196, or 24- SO per cent f iron ore $121,181,795, or 22u9 per cent ; manufactured and pig iron $30,001,882, or 5-58 per cent ; copper $36,595,220, or 6 81 per cent ; luaiber $19,813,882, or 3-69 per cent ; salt $351,121 ; building stone $74,664, and general merchandise $170,227,650, the last three items aggregating 3175 per cent of the total value. The eastbound traffic from Lake Superior aggregated 41,584,905 tons, the bulk being iron and copper ore, cereals, t.our and lumber. Of this quantity 4,313,078 tons went to Lake Michigan ports, 4,293,708 tons in American vessels from American to American ports, and 19,370 tons in American vessels from Canadian to American ports ; no freight was carried to Lake Michigan ports in Canadian vessels. To Lake Huron 1,231,936 tons were carried, 129,120 tons in American vessels from American to American ports, 39,289 tons in American vessels from American to Canadian ports, 35,430 tons in American vessels from Canadian to American ports, 840,659 tons in Canadian vessels from Canadian to Canadian ports, none in Canadian vessels from Canadian to American ports and 187,438 tons in Canadian vessels from American to Canadian ports. To Lake Erie, 35,503,324 tons were carried, of which American vessels took from American to American ports 34.965,011 tons, from American to Canadian ports 11.550 tons, and from Canadian to American ports 404,696 tons. Canadian vessels carried from Canadian to Canadian ports 360 tons, from Canadian to American ports 121,707 tons, and none from American to Canadian ports. To Lake Ontario 536,567 tons, of which American vessels carried from American to American ports 22,353 tons, from American to Canadian ports 103,762 tons, and from Canadian to American none. Canadian vessels carried from Canadian to Canadian ports 404,285 tons, from Canadian to American ports none, and from American to Canadian ports 6,167 tons. The westbound traffic to Lake Superior aggregated 10,166,175 tons. From Lake Michigan, American vessels carried from American to American ports 65,455 tons, from American to Can- adian 3,877 tons, and Canadian vessels carried 42,226 tons from American to Canadian ports. There was no further traffic. From Lake Huron, American vessels carried 72,812 tons from American to American ports, and 8,206 tons from American to Canadian. Canadian vessels carried 349,066 tons from Canadian to Canadian ports, 20,162 tons from Canadian to American, and 1,870 tons from American to Canadian ports. There was no other traffic. From Lake Erie, American vessels carried 8,291,955 tons from American to American ports, and 766.552 tons from American to Canadian ports. Canadian vessels carried 2,677 tons from Canadian to Canadian ports, and 436,109 tons from American to Canadian ports. There was no other traffic. From Lake Ontario, American vessels carried 5.268 tons from American to American ports. 2.625 tons from American to Canadian and 2.188 tons from Canadian to American ports. Canadian vessels carried 85,743 tons from Canadian to Canadian ports, 2,390 tons from Canadian to American and 4.994 tons from American to Canadian ports. The transportation charges per unit, including loading and unloading, on the principal items were as follows :— Coal, $0.35 per ton ; flour, $0.18 per barrel ; wheat and other grain, $0-022 per bushel ; manufactured iron, $2 per ton ; pig iron, $1.50 per ton ; salt, $0.12 per barrel : copper, $1.50 per ton ; iron ore, $0.67 per ton ; lumber, $2.70 per M. ft. B.M. ; building stone. $1.50 per ton; and general merchandise, $2 per ton. The total freight charges amounted to $36,666,889.06, of which those on coal amounted to $3,058,870.50 ; on wheat and other grain. $3, 049, 519. 2S ; on iron ore, $23,689,218.14, and on lumber, $2,431,703.70. The transportation charges averaged O 0S4 of a cent per ton per mile, the average cost per ton being 71 cents. Ivii DEPARTMENT OF R ULWAYS AND C I \ ILS 7-8 EDWARD VII.. A. 1908 and 45 feet in width, intended, for the purpose of ordinary traffic, to accommodate vessels, 255 feet long and 44 feet beam.* The through route between Montreal and Port Arthur, on the west shore of Lake Superior, open as a 14-foot navigation, comprises 73 miles of canal, with 48 locks, and 1,150 miles of river and lake waters, or a total of 1,223 miles. From Montreal to Puluth, at the southwest of Lake Superior, the total distance is 1,357 miles, and to Chicago, 1,286 miles. A summary of this route will be found in the Chief Engineer's Report, Part II., and further details of the several works in the pages immediately following. At Port Arthur and at Fort William (about six miles apart), the Cana- dian Pacific Railway gives communication westwards and eastwards, and the Canadian Northern Railway westwards and with the south. A line of railway is being built from these points by the Grand Trunk Pacific Railway to give communication with the Transcontinental Railway. The approaches to the canals and the channels through the intermediate river reaches are well defined, and are lighted with gas buoys under the control of the Department of Marine and Fisheries, admitting of safe navigation, in the hands of competent pilots, both by day and night. In the cases of the Sault Ste. Marie, the Welland, the Cornwall, the Soulanges and the Lachine, they are iwell lighted through- out by electricity. The Sault Ste. Marie, the Cornwall and the Soulanges canals are electrically operated. Installations for electrical operation of the Welland Canal and the Lachine Canal are in progres. The Farran's Point Canal is lighted with acetylene gas. The extensive improvement works being carried on at Port Colborne, the Lake Eirie entrance of the Welland Canal, comprise the deepening of the approach to the canal to 22 feet, and the construction of two docks, with piers 200 feet wide, upon which grain elevators will be erected for the transference of grain to vessels adapted to the canal navigation, when required. The Farran's Point canal is lighted by acety- lene to the canal navigation, when required. The foundations for an elevator of 2,000,000 bushels capacity were completed last year, and the (work of building the elevator itself is under contract. It is not, how- ever, proposed to afford, at the outset, bin accommodation for more than 800,000 bushels, a capacity which is deemed sufficient as a test of the new system, and pending further information as to the requirements of the grain trade. The plans for construc- tion and equipment are in charge of a special expert in this difficult class of work. In addition to the works undertaken by this department, a breakwater, about a mile in length, has been, and another is being, constructed across the entrance to the harbour by the Department of Public Works, which will also dredge out the area so contained, thus greatly increasing the accommodation and insuring safety at this important point. The work of deepening the approaches of the Sault Ste. Marie Canal to 81 feet 5 inches below extreme low water mark is nearing completion. When finished a chan- * In exceptional cases this length can with certain manoeuvering, be somewhat increased, being governed, of course, by the form of the vessel. As a matter of fact, there are vessels now using the canals whose length, over all, is 265 feet, and width of beam 37 feet. REPORT OF THE DEPUTY MINISTER Hx SESSIONAL PAPER No. 20 nelvvay 500 feet wide at the upper entrance and 315 feet wide at the lower entrance will be available. The approaches at the lower entrance are completed to that depth. An extension of 800 feet in length with concrete superstructure at the south upper en- trance pier is now completed. The presence of the various dredges and scows in use at the upper entrance for deepening operations has interfered somewhat with the use of the canal, but, notwith- standing, the traffic show's a considerable increase. On the Trent Canal the section, 9h miles, comprising the new hydraulic lift lock at Ashburnham (Peterborough), was formally opened for traffic in June, 1904. A sec- ond hydraulic lift-lock to overcome a rise and fall of 54 feet is comprised in the Balsam-Simcoe Lake division of the canal, which has now been completed and taken over from the contractors. A six-foot navigation is thus afforded from Lake Simcoe to Heely's Falls, a dis- tance of 160 miles, leaving the portion between Heely's Falls and Lake Ontario and the portion from Lake Simcoe to Georgian Bay, Lake Huron, still to be dealt with. The total distance between the Bay of Quinte, Lake Ontario and Georgian Bay is about 192 miles. During the year 1905-06 the surveys carried on with a view to determining the most desirable route for those portions of the projected work that still remain to be constructed in order to give communication between Lake Ontario and Georgian Bay were completed, and the report of the engineer in charge, Mr. E. J. Walsh, was printed in the appendices. The surveys covered the northerly district between Lake Couchi- ching and Georgian Bay, also the district to the south between Rice Lake and Ontario, having in view as the possible terminal point on the latter lake either Trenton. Gobourg or Port Hope, all three places having urged claims for that distinction. The final report of the engineer, with plans and estimates, was sent in on the 20th December, 1906, and after full consideration of the several important features of the case demanding attention before coming to a decision, the principal cost both of con- struction and maintenance (which included liability for unknown damages in the event of a diversion of the waters of the River Trent to meet the requirements of a new out- let at Cobourg or Port Hope), the needs of navigation embracing water supply and harbour facilities, and the potential water powers to be created — the all-river route by the River Trent with outlet at Trenton was was finally adopted by an Order in Coun- cil of February 19, 1907; the canal to be of such depth as to give 8 feet 4 inches of water on the mitre sills of the locks. Plans of the east branch of the Holland River from Holland Landing to New- market have been furnished by Mr. Walsh with a view to the improvement of naviga- tion, together with estimates of cost; also plans, profiles and estimates both for a 6- feet and a 9-feet navigation for the section between Georgian Bay and Lake Couchi- ching via Coldwater and the River Severn. Surveys are also being conducted for a route to the Georgian Bay via Kempenfeldt Bay, at the southwestern end of Lake Simcoe, and the River Xotawasga. IX DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 The transfer* from the provincial to the Dominion government of the several works comprised in the back lakes forming the head waters of the canal system which was carried out under a provincial order in council of July 22, 1905, and Dominion order of February 16, 1906, has proved of great service in the maintenance of the water supply to the canal; the water being kept at a uniform height throughout the season. The channelway through the Galops rapids, on the River St. Lawrence, com- menced ten years ago, has now, though not carried out to the full depth, 17 feet of navigable waters, originally projected, has reached a point beyond which it is not proposed to go, and the work may be regarded as completed. A channelway has been excavated, 3,000 feet long and 300 feet wide, except at one point, where the width is 218 feet. The points governing the navigable depths are on the Upper Bar, where at the high stage of the river, there is about 14 "30 feet of water, a depth which at the abnormally low stage which occ\irred on November 23, 1901* was reduced to 10 60 feet. It is expected that from 13 feet to 15 feet of water, varying with the season will be afforded by the works now executed. A self -indicating gauge will be established on one of the guide piers at the lower end of the North channel, so that masters of vessels can, at any time, decide whether to use the channel or the canal. It may be observed that the undertaking has naturally been one of extreme difficulty, in view of the necessity for subaqueous drilling, blasting and rock removal in waters of such depth, rapidity of motion and tremendous force, and the results obtained, though not fully up to expectations, have, at all events, afforded an important aid to the naviga- tion of the river at this point. In this connection a massive dam between Adam's Island (Canadian), and Galops Island, which is in the territory of the United States, in order to the removal of a cross current which affected the new channel through the rapids, has been built, and the anticipated good effects upon the current in the channel have resulted from the work, which is completed with the exception of some stone filling in the rear. In view of the greatly enhanced value of properties in Montreal available for business purposes in the neighbourhood of the Lachine canal, in which increase the panal revenues were not participating, the whole question of rentals for the canal lands and privileges has been carefully examined into by two expert valuators, who have furnished a new basis for rentals, on present values, which will serve as a guide to the department in its future dealings with the subject. In the report of the Chief Engineer, and in the reports of the superintending engineers, will be found full details as to the operation of the various canals, and as to the progress and position of the works of enlargement and construction now being carried on. GENERAL OBSERVATIONS. In my report last year, I urged that, following the usage amongst the leading railway companies of Canada and the United States, some provision be made for re- cognition of long and faithful service in the cases of men whose further employment on the government railways is, by reason of their age, or otherwise, considered un- desirable. REPORT OF THE DEPUTY U1X1STER Ixi SESSIONAL PAPER No. 20 By the Act of last session, chap. 2j^, assented to on March 22, 1907, the establish- ment of a fund to be known as ' The Intercolonial and Prince Edward Island Rail- ways Employees Provident Fund ' was authorized. The main feature is that a contri- bution of 1£ per cent of each month's salary and wages will be made by each employee to the fund, to which a like amount will be added by the railway. Interest at 3 per cent per annum will be allowed on the employee's contribution. On retirement, after a certain length of service the employee will receive for the rest of his life a monthly allowance for each year of his service, equal to lh per cent of his average monthly salary or wages for the preceding eight years ; the mimimum allowance to be $20 a month, and the maximum § of his said average monthly pay. The fund will be ad- ministered by a board of five persons, one to be the general manager, two others to be approved by the Minister and selected from the chief officers of the railway, and the remaining two to be elected annually by the contributing employees. The board has been duly constituted. The usual digest of the operations of railway companies in Canada which, for some years past, has appeared in the departmental reports, is now discontinued, the matter being in the hands of the Comptroller of Railway Statistics, whose statements will be issued separately. I should be remiss in my duty were I to fail to bring up prominently — though in but general terms of suggestion — the fact that grave problems of railway management and operation are now presenting themselves for consideration, and are demanding solution at an early date on this continent; problems that will not only tax the best practical administrative and engineering minds of the day for their mode of solution, but will also call for an enormous expenditure in money to carry out the remedial measures requisite. The great question in the development of any rapidly growing country is trans- portation, and whether transport be conducted by governments or by private com- panies, the practical difficulties must be met, or the whole country and its commerce will suffer. To a very considerable extent the energy, ingenuity and enterprise of the great railway companies of the United States have, until recently, been able to meet these difficulties by the construction of locomotives of increased power, the building of freight cars of greater capacity, vast additions to their rolling stock of all kinds, the doubling or quadrupling of their tracks, the extension of their yards and terminal and way facilities. Canada on her side, both on her government and private roads, has to a lesser, but still great extent, been confronted with the same difficulties and has met them in like manner. The provisions made by consignees for the reception and handling of freight in cities have not, however, kept pace with the efforts put forward by the railways, and it is much to be desired in the interests of all parties concerned that attention should be given to the subject. But in both countries, the growth of traffic is so great as to have outsped the means of accommodating it, and, despite the best efforts of those concerned, there has been serious congestion, detrimental to business, and not to be overcome by the great- est good-will on the part of railway companies and of manufacturers of rolling stock, whose resources have been strained to the uttermost. Ixii DEPART VEST OF RAILWAYS A XI) CAXALS 7-8 EDWARD VII., A. 1908 The remedy can, and will, be found primarily in the amplification and improve- ment of railway equipments, the ordinary type of which will be bettered and the quan- tity increased. It is well that this, which is an absolute necessity, should be borne in mind as a class of expenses that must be looked for in the near future. A feature of traffic which entails much difficulty with the Intercolonial rolling stock is the retention of its freight cars, for prolonged periods, on United States lines. Once sent across the boundary line, they are held and utilized by other roads, and their recovery is a matter of difficulty. Tim is notably the case with pulpwood, of which, during the nine months ended on March 31, 1907, there was shipped over the Intercolonial Railway to United States points 94,125 tons, in 4,968 cars. For this there appears to be no redress, and, until the manufacture of raw material is more general in Canada than at present, may be expected to continue. A very important feature of difficulty in railway operation as regards the move- ment of freight results from the statutory provision known as the Lord's Day Observ- ance Act, being the Act of 1906, chap. 27. Speaking from the point of view of the Intercolonial only, I may say that the effect of this enactment is to reduce the working capacity of the locomotive and rolling stock of the road by about one-eighth, through enforced idleness, and further to increase, by a proportional amount, the demands on the service on week days to make up for this period of inaction. As a consequence, a very large addition must be made to the locomotive and car supply solely to cover this additional strain, together with the provision of larger yards to hold the neces- sary additional stock, apart from any consideration of increased requirements on other grounds. In the case of the canals, it has been found absolutely necessary, season after sea- son, to keep them open on Sundays towards the close of the year, in order to meet the requirements of an ever-increasing traffic. The question is, no doubt, one of considerable complication and will, some day, as the difficulty becomes more accentuated, demand a modification of the restriction. "Meantime, I merely point out the position as at present existing. I desire to draw attention to the time that is consumed yearly by the officers of the Intercolonial in preparing the voluminous returns called for by parliament, time that is urgently needed for the normally extensive work of the road, which must be set aside for the returns work. Much of this extra work could be dispensed with if the applicant member of parliament would kindly state clearly the special point upon which information is desired; a few hours or minutes would then enable the officials to supply it, in place of consuming days or weeks in compiling details which are, after all, irrelevant to the matter in hand, and in no way used by him. Apart from the hindrance to the regular work, so caused, the expense of preparing these docu- ments is considerable. Another feature of the present era is the attention that is being bestowed on in- land water transport by means of canal construction, and the utilization of lakes and rivers in that connection. REPORT OF THE DEP1TY MINISTER lxiii SESSIONAL PAPER No. 20 With the advent of the propellor and the cheap steel vessel or barge, vast possi- bilities have arisen, and perhaps nowhere have these been taken advantage of more than at the Sault Ste. Marie canals, giving access to and from Lake Superior. Trough these canals during the season of 1906, a fleet of 879 vessels carried 51,751,080 tons of freight ; 57 of these vessels were from 500 to 600 feet in length, and of from 52 to 60 feet beam ; 48 of them being of from 10,000 to 14,000 tons capacity. The aver- age distance of transportation was 842 4 miles and the average cost for transport per mile per ton was 0'84 mills ; $36,666,889.06 was paid for transportation. These figures indicate the importance of the subject, particularly when it is borne in mind that the entire railway freight traffic of Canada for the year 1905-6 was only $57,966,- 713 tons. With such facile transport, at rates lower by one-half or one-third than railway carriage, with all its infinite complications, affords, it is not to be wondered at that projects for extension of canal service are being everywhere put forward. In the United States, in addition to the enlargement of the Erie canal, there is the vast pro- ject of a waterway between the Great Lakes and the Gulf of Mexico via the basin of the Kiver Mississippi, a. 14-foot ship channel, 1,500 miles long, of which the first 40 miles from Chicago to Joliet are already completed ; for a further distance of 230 miles to St. Louis, the plans are ready, and a large portion of the balance is under survey. The Panama canal is another of the great waterway schemes under construc- tion. In England a Royal Commission has been appointed to consider the question of canal development, and one of its members, last year, visited this country for the purposee of acquiring information on the subject, one in which Canada has attaired exceptional experience, and this department was enabled to afford him all facilities in the matter. In various European countries, the waterway is being looked to for relief in the congestion present there. That Canada will, before long, be called upon to make further extensions and im- provements in this direction is certain, in order to meet the demands of her fast in- creasing population, her commerce, and the rapid expansion of her western civiliza- tion. What form that action will take is as yet undertermined. The construction of a 20-foot navigation from Georgian bay, Lake Huron to Montreal via the River Ottawa is a scheme that has been much discussed, and a considerable amount of preliminary survey work has been done under the Public Works Department. Then, again, there is the suggestion of the enlargement of the Welland canal, thus allowing the larger class of steamers to reach Prescott, and, thence, by the utilization of properly designed barges, to admit of the economical transport of the products of the west to the sea- going vessels at Montreal. I merely mention the above facts, to prepare the way *for the inevitable measures that will be requisite in the near future, without reference to projects that may ultimately arise in connection with the water communications of Western Canada, as that growing section of the country expands. I venture to submit that before any action is taken with reference to the Georgian Bay Ship canal, or the enlargement of the Welland, it would be advisable lxiv DKI'Mn \li:\ T OF RAILWAYS AND GANALS 7-8 EDWARD VII., A. 1908 that a commission should be appointed for the purpose of studying the economic problems involved, and of reporting thereon for the benefit of the government and the country. This commission should, in my opinion, consist of not more than three persons, one of whom should be a business man of large experience, one to represent the marine interests of the country, familiar with the size of ships and the various problems involved in the actual conduct of lake transport, and the third, an engineer of wide experience, one familiar with both rail and water transportation. I have the honour to be, Sir, Your obedient servant, M. ,T. BUTLER, Deputy Minister of Railways and Canals. 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 PART I STATEMENTS OF THE ACCOUNTANT 20— i-l 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 No. 1. Statement showing the amount expended by the Department of Railways and Canals, Dominion of Canada, during the Fiscal Period of Nine Months ended March 31, 1907. Name of Work. Canals. Beauharnois Carillon. . . \ Grenville ..)'"' Chambly Cornwall Lachine Murray.. ........ Rideau Sault Ste. Marie Soulanges.. Ste. Anne .... St. Lawrence. St. Ours St. Peter's.. . . Trent Welland Williamsburg. I North Channel. . t Galops Channel. f Galops , i. Rapide Plat. Total General on Canals. Dredge vessels — Lachine i Rideau Miscellaneous Salaries and contingencies, canal officers. Sunday labour Surveys and inspections. f Maintenance. •J 1 Quebec Canals-! Remarking boundaries.. (_To build two flat scows. Total. Railways. Intercolonial National Transcontinental Prince Edward Island. . . . Windsor Branch Total . Chargeable to Capital. 5,218 03 18,840 85 95,504 63 13,508 88 61,528 34 13,350 00 153,045 42 480,305 03 45,782 52 754 91 887,838 61 Chargeable to Income. $ cts. 598 64 9,393 38 29,953 80 4,191 61 65,872 25 10,423 00 14,322 03 '3,216 29 2,449 96 4,200 00 35,360 10 56,036 47 18,405 65 254,423 18 2,815 82 Chargeable to Revenue. Staff. $ cts. 7,552 02 16,749 03 19,916 33 52,050 56 53,308 14 2,788 14 30,667 31 12,290 94 19,964 04 1,595 62 2,064 62 2,468 78 19,229 25 75,031 24 13,953 58 329,629 63 943 58 958 59 20,343 35 19,336 SO 1,487 42 4,440 73 13,577 37 9,687 55 1,506,209 26 .... 5,537,867 50 . . . 91,710 52 . .. 7,135,787 28 54,216 11 6,030,171 S3 283,148 60 15,425 32 6,328,745 65 Repairs. S cts. 11,711 09 7,036 40 22,508 88 24,489 18 47,465 20 1,710 55 44,627 82 11,520 53 15,604 71 901 47 1,142 79 246 87 36,516 47 53,247 50 8,501 57 287,231 03 4,997 54 6,941 78 95 84 12,035 16 Note : — Up to and including the year 1906 the Fiscal year ended June 30th, after which the closing date is March 31st. 20- 4 DEPARTMENT OF RAILWAYS AND CANALS i 7-8 EDWARD VII., A. 1908 Statement showing the amount expended by the Department of Railways and Canals, iV:c. — Concluded. Name of Work. General ox Railways. Contribution to McGill College Railway statistics Railway subsidies Governor General's car Railway Commission Subscription to Railway Congress, Brussels. . Surveys and inspections Government Director Grand Trunk Pac Ry. Total Miscellaneous. Cost of litigation. Extra clerks preparing returns to Parliament. Salaries of engineers, draughtsmen, &c M extra clerks, &c . Expenses of Governor General to Provinces of Saskatchewan and Alberta Gratuity to representatives of late L W. Armstrong Giatuity to representatives of late M. O'Xeil Chargeable to Capital. $ cts. Chargeable to Income. Chargeable to Revenue. Staff. Repairs. 38,582 89 S cts. I 2,500 00 3,529 58 1,323,367 48 104 88 08.664 29 97 33 15,719 54 1,500 00 cts. 38,582 89 1,415,483 10 3,730 14 200 20 25,288 10 2,454 15 2,271 78 91 66| 141 0C Total . Recapitulation. Total on canals . general . . ... Total on canals Grand total canals, 81,835,001.27 Total on railways . . „ general Total on railways . Grand total railways, §14,918,598.92 Grand totals railways and canals, including miscellaneous, 834, 183.75 34,183 75 887,838 61 254,423 18i 9,687 55 329,629 63 54,216 11 887,838 61 204,110 73 383,845 74 7,135,7*7 28 38,582 89 7,174,370 17 8,062,208 7s 1,415,483 10 6,328,745 65 1,415,483 10 6,328,745 65 Total amount expended, 816,787.843.94. Department of Railways and Canals, Ottawa, July 5, 1907. 8 cts. 287,231 03 12,035 16 299,266 19 1,713.777 58 6,712,591 39| 299,266 19 W. C. LITTLE, Accountant. i STATEMENTS OF THE ACCOUNTANT SESSIONAL PAPER No. 20 5 in o. 2. Statement showing the amount expended on Construction, Renewals, Ordinary Repairs and Working Staff of the Canals of the Dominion of Canada, up to March 31, 1907. ST. PETER'S CANAL. Government expenditure prior to Confederation ii since Capital. Less — Refunds of previous years. . , Total ] Mis 1869 1870 1871 1872 1873 1S74 1875 1876 1877 1878 1S7!I 1880 1881 1882 1883 1884 1885 1886 1887 I 1888 1SS!» 1890 1891 j 1892 1S93 1894 1895 1S96 1897 1898 189!) 1900 1901 1902 ' 1903 1904 1905 I'.hm; 1907 $ cts. 156,523 32 21,519 72 70,719 80 20 97 11,125 00 63,330 18 26,511 51 107,337 75 80,120 54 69,434 76 484 00 Renewals Chargeable to Ir.come. 2,471 40 16,820 15 2,316 85 648,755 64 208 50 "648, 547 14 S cts. 46,193 57 1,087 75 750 00 500 00 972 65 14,387 00 811 59 437 05 868 44 1,455 21 510 53 30,936 82 9,987 78 3,852 21 26,222 46 16,743 64 111 70 2,311 26 10,014 43 3,000 10 151,134 50 Staff. 225 36 280 00 343 32 725 93 560 00 641 55 600 00 600 00 631 50 400 00 959 58 1,920 54 2,089 19 2,601 47 1,929 11 2,360 67 2,777 13 3,217 77 3,085 29 3,110 15 3,255 30 3,007 70 2.938 15 2,935 94 2.499 81 2,182 04 2,728 38 2,785 25 2,819 86 2,833 24 2,730 44 2.939 81 2,836 49 3,126 94 2.969 90 3,239 19 2,46S 78 77,355 78 Repairs. $ cts. 555 78 6,122 07 6,539 58 1,558 57 889 35 17 45 200 63 232 42 367 85 183 11 297 81 343 23 1,588 40 353 38 255 34 312 02 1,461 24 1,856 30 1,986 70 353 55 260 90 1 20 453 85 456 61 1,483 30 841 63 274 44 764 11 122 45 1,095 90 253 65 246 87 31,729 69 * Expenditure as above S 648,547 14 Less expenditure prior to Confederation 156,523 32 Agreeing with Public Accounts, 1907, page 4 S 492,023 82 Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant 6 IJPARTMENT OF RAILWAYS AXD CANALS { 7-8 EDWARD VII., A. 1908 Statement showing the amounts expended on Construction, Renewals, &c— Continued. BATE VERTE CAN AL. * — — — Year ending. Capital. Income. > S cts. •S cts. 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1SSS 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 II II II II II II •1 II II 17,929 34 6,399 41 14,943 83 4,018 90 443 00 110 75 22. 30 II II II II II II II ,1 II II II II II II II II II II II II II II II II II 11 II 520 00 II II II II II II II 1 II II II •1 II II II 1. II II II II II II II " " II II II " Total 44,387 53 W. C. LITTLE, Accountant. Department op Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 7 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, &c. — Continued. LACHINE CANAL. si = Renewals c aj Capital. Chargeable to off otan. Kepairs. Year Income. Cts. • cts. s cts. S cts. Expenditure by Imperial Gov- a a aaa aa 4U,Uov UU Government expenditure prior to Confederation Z,04/,OoZ SO Government expenditure since 1 8AQ 1,00 J 7A /O 1 9 "19 lo, / 4Z uo 10 491 M 1U, 4ol 01 11 ii looy o aaa aa itUUU UU 1 A 9AQ i4,zoy A9 uz 1 9 Oftf-i 84 1Z,UOO o4 Cost of original construction and enlargement from 1845 to 1848 Expenditure by Dominion Gov- 9 ~80 *.'JO OK z,ooy,ooz oo 1 87A lOi U lo, ©«>t 40 •iy 1 9 909 90 " " 1 871 10/ 1 1 9 991 lZ,ZOl 4A 4U 1 7 478 1/ ,-it O 52 1 'i 009 9-» 1000 111 91 t 99. 111,Z10 Zo 40 004 iy, OU-l OO 9ft 100 78 zo, iyy to ii H 1886 210,509 42 KA QAQ uu, yoy i ft 1U 10 1 00 18 iy, iy j io ii n 1887 28,772 52 12,981 59 f>9 119 oo, 1 lo 07 y/ 99 ^A7 81 zz,oo/ Ol 1888 19,414 34 7,996 38 K9 990 oz, zzy Ai oi 10 00Q R4 n ii 1889 76,032 96 972 71 SJ lift 04, 11 U A7 0( 99 0n7 71 zz, %tot i 1 ii ii 1890 7,448 03 8,238 46 H9 1 1 4 Oo, 114 94 o4 99 000 98 zz, yyy oo ii ii 1891 217 53 16,155 75 t-.ft 791 OU, t Zl RO oy 9A 909 Q8 oo, zyz yo n ii 1892 87,852 35 27,480 80 ko 790 oz, t zy 97 A7 400 A9 Ol OZ ii ii 1893 445,983 21 50,937 40 RO IOC Oo, 1 oO OA OO ki CI A 7Q 01,010 1883 1884 lss.-, 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 10,692 04 1,780 00 49,211 37 145,015 45 143.092 05 109,454 95 53,948 14 44,5S7 61 21,728 93 23,018 13 62,034 90 57,820 83 46,966 43 • 17,945 74 163,993 85 365,038 01 599,001 85 398,555 25 352,536 13 404,990 22 450,689 65 448.408 31 438.4S7 51 133,208 96 37,649 00 169,889 51 62,032 47 90.535 18 77,833 81 113.795 16 104.093 45 37,879 09 5,218 03 Renewals Chargeable to Income. S cts. ; Staff. 1,945,624 73 5,278,659 97 •7. -'■24.284 70 8 cts. 2,786 00 17,780 05 7 50 10,000 21 1,011 75 16,298 96 6,960 95 2,000 00 1,459 98 2,345 26 21,497 74 2,175 00 15,960 80 18,547 50 1.730 16 8,324 83 20,063 79 4,191 61 Ll,244 47 10,347 91 10,368 16 11,848 39 10.594 30 13,042 25 13,405 20 13,351 91 13,320 61 13,375 70 13,825 50 13,817 96 14,440 33 15,173 60 15,052 20 18,283 67 18,475 48 15,988 96 15,994 80 17,520 54 16,938 54 17,890 55 17,063 49 16,077 72 15,596 66 15,173 01 15,344 02 15,414 56 15,472 26 15,540 43 15,011 50 16,000 00 18,798 10 17,104 13 17,896 58 70,129 29 45,792 64 71,073 68 71,246 77 52,050 56 Repairs. 3,774 18 3,859 14 7,145 42 8,891 61 8,163 70 12,467 65 7,610 70 7,097 34 6,423 67 6,440 54 4,935 21 4,983 15 9,735 76 5,524 10 6,634 62 8,361 71 9,007 73 12,368 51 11,832 83 12,100 29 13,942 64 58,205 26 12,758 18 9,830 05 9,864 36 9,668 14 7,733 54 13,053 55 25,259 56 16,438 32 15,431 02 14,623 90 13,998 29 13,166 89 15,045 95 19,205 66 20,932 55 28,100 67 31,893 13 24,489 18 153,142 09 835,086 43 530,998 70 * Included in total cost of St. Lawrence River and Canals, sec page 9. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. i ST A TEMENTB OF THE ACCOUXTAXT SESSIONAL PAPER No. 20 mummmmmmm^ $ \QiaiosSioso 1) o S £ 03 C ttl i 8 ^oooo^cooof g gaff caTcVHN^"oo off n*m 1 •J II off eo- I ill SSSSiBgSISSjis HH Is 1 gg^g£?W I s 1 S1331§fg§ pa - H a h < O 73 j STATEMENTS OF THE ACCOUNTANT 15 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, ifcc. — Continued. WELL AND CANAL. Imperial Government ( rovernment expenditure prior to Confederation Total Capital. S cts. 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 2 1879 ; 1 1880 1 1881 ! 1 1882 1883 1884 1885 1SS6 1887 1888 1889 1890 1891 lS'.lL1 1893 1894 1895 1896 1897 1S98 1899 1900 1901 1902 1903 1904 1905 1906 1907 222,220 ,416,019 12,097 43,486 53.6S0 S2,2S2 746,420 047,119 ,569,478 199,962 138,392 ,552,697 252,924 242,913 603,402 549.433 432,336 463,505 215,380 ,071,073 429,720 225,910 117,633 36,371 29,541 8,259 1,571 3,809 1,677 2,282 Renewals Chargeable to Income. $ cts. 18,167 224,536 303,997 315,819 555,751 890,457 715,198 480,305 • 27,275,809 40 22,173 72 48,569 10 6,022 44 47,876 27 700 00 6,593 19 13,664 80 5,979 03 6,150 21 1,359 00 3,828 67 10,740 86 43,803 80 51,648 28 19.767 73 9,008 80 25,103 13 13,430 20 24,245 02 18.768 99 22,283 06 34,803 25 30,099 84 37,164 84 87,777 43 78,905 37 94,127 21 31.140 58 34,559 42 28,799 66 :.i;,ost; i: 915,130 37 37,679 05 39,000 61 40,340 45 42,383 33 37,085 37 45,382 99 50,966 48 52,595 00 57,623 31 59,963 47 60,138 59 59,912 23 63,198 10 56,398 04 74,641 51 109,207 21 113,276 87 112,670 00 111,660 22 109,371 69 110,806 01 113,587 05 109,202 02 107,662 63 104,673 73 104,926 102,018 80 90,438 07 87,988 11 88,095 20 84,806 54 86,110 88 84.888 36 86.889 24 88,048 95 90.684 05 91,115 35 91,928 96 107,932 96 75,031 24 38,852 96 50,773 03 65,009 19 53,381 02 50,276 90 66,550 73 103.666 99 88,539 99 81,376 12 49,783 93 66,393 53 56,755 57 76,535 25 69,249 53 84,374 97 72,707 62 90,926 97 91,534 66 69,507 48 77,440 80 86,518 97 77.547 77 72,686 19 82.548 30 73,771 87 65,016 84 53,053 71 48,270 94 62,542 64 41,247 81 59,571 66 56,270 60 59,507 64 72,055 89 69,279 90 72,004 59 85,717 88 111,418 62 78,704 93 53,247 50 3,240,419 40 2,784,621 49 * Total expenditure as above S 27,275,869 40 Less expenditure by Imperial Government 222,220 00 Agreeing with Public Accounts Balance Sheet, 1907, page 4. . . .8 27,053,649 40 Original cost of construction, including first enlargement $ 7,693,824 03 Enlargement, including new Welland Canal 19,582,045 37 Total expenditure as above § 27,275,869 40 Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. 16 DEPARTMENT OF RAILWAYS AND CANALS i 7-8 EDWARD VII., A. 1908 Statement showing the amounts expended on Construction, Renewals, Arc. — Continued. STE. ANNE'S LOCK AND CANAL. Governmentexpenditure prior to Confederation since a = 3 ® Total . 1SCS 1869 1870 1873 1872 1873 1874 1875 1S76 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1S98 1S99 19(30 1901 1902 1903 1904 1905 1906 1907 Capital. Renewals Chargeable to Income. Staff. 3 cts. , 134,456 51 12,753 27 32,627 71 24,935 85 30,003 08 14,618 85 22,113 02 3,054 68 69,042 76 193,158 36 172,959 95 142,006 25 93,679 57. 129,681 67 45,276 08 18,910 55 24,786 33 6,151 14 $ cts. 1,939 46 540 11 6,054 10 1,372 59 8,173 69 25,471 61 6,521 88 3,497 56 3,694 33 1,984 39 2,449 96 ^,170,215 63 61,699 68 S cts. Repairs. 778 16 1,062 96 , 1,136 54 1,285 841 1,106 80 2,199 64 2,614 90 1,859 20 1,952 14 1,982 65 2,057 32 2,202 03 2,152 57 2,553 02 2,611 30 2,569 86' 2,775 32 2,618 60 2,611 90 2,537 41 2,505 61 2,569 221 2,571 04 2,505 69 2,571 28 2,581 08 2,640 00 2,508 14 2,495 54 2,357 51 1,904 10 1,920 12 1,840 51 1,895 89 1,994 52 2,072 17 2,292 94 2,151 01 2,259 16 1,595 62 S cts. 432 47 1,873 51 1.280 36 1,539 02 1,393 63 1,264 40 7,208 63 4,506 68 4,033 72 1,756 93 541 95 3,259 70 1,704 71 3,257 92 2,343 99 3,448 83 2.725 49 4,042 04 5,803 01 1,499 96 1,380 75 1,730 79 1,525 51 1,503 56 1,666 21 2.s (3 2,799 63 3,025 91 4,993 89 1.688 12 1,699 44 1,997 96 2,679 21 3,999 02 3,015 97 4.>;m 42 2,244 13 6,091 44 2,294 88 901 47 85,899 31l 106.639 27 Included in total cost of Ottawa River Works, see page 19. Original construction S 134,456 51 Enlargement, including new lock 1,035,759 12 8 1,170,215 63 W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. i STATEMENTS OF THE ACCOUNTANT 17 SESSIONAL PAPER No. 20 Statement Bhowing the amounts expended on Construction, Renewals, . N-_>;i no 18,889 48 6,665 22 21,124 10 20,967 25 31,363 23 24,274 71 14,4S5 11 31,559 48 21,452 29 19,079 11 13,608 39 700 29 11,780 41 Total. 1,505 N4 8,894 40 16,235 13 13,525 04 14,513 35 5,272 90 14,322 03 '4,085,889 21 384,862 18 1,184,734 45 ls.:>!i7 28 19,250 71 20,022 37 22.814 58 22,139 48 22,841 51 26.815 44 26,553 37 26,430 77 25,959 56 26,651 51 26,042 52 26,463 88 26,024 71 26,915 29 27 322 81 26,938 95 26,971 32 27,045 95 29,440 46 33,458 S3 33,801 77 34,270 57 34,641 98 35,500 82 35,022 49 34,943 35 33,827 08 34,052 77 31,461 55 30,759 05 30,751 20 30,623 27 31,334 40 32,193 66 34,595 31 39,127 96 40,838 81 41,819 77 30,667 34 Repairs. $ cts. 16,475 21 13,140 77 19,469 33 18,120 52 14,005 32 26,074 49 22,957 40 19,699 81 14,428 25 14.198 18 11,034 22 7,134 55 11,434 05 8,627 00 13,860 28 23,524 84 19,245 02 18,189 55 35,648 04 18,565 34 25,478 87 18,106 36 18,025 21 21.537 56 21,507 16 18.789 50 16,939 47 19,897 32 30,196 38 29,535 94 26,599 93 28.199 49 30,237 09 33,791 17 33,959 86 36,424 23 38,496 78 49.790 55 54,495 63 44,627 82 942,468 49 * Ottawa River Works. Ste. Anne's Lock, page 16 § Carillon and Grenville Canal, page 17 Culbute Canal, page 18 . Rideau Canal, as above f 4,085,889 21 Less expenditure by Imperial Government. 3,911,701 47 Total Ottawa River Works (Capital). . . Add expenditure on slides and liooms prior to Confederation i M H .i since u ii on Chats Canals prior to Confederation in 1881, charged to Miscellaneous, see page 229, part ii, Public Accounts Add amount transferred, see page xxxvi, Public Accounts Balance Sheet, 1881 ... 719,247 13 7,243 60 482,950 81 1,135 84 233,555 85 1,170,215 63 4,182,092 96 382,776 40 174,187 74 .$ 5,909,272 79 Less expenditure prior to Confederation, transferred to Income Account.? 320,618 28 Less expenditure in 1872, on Carillon and Grenville Canal, as shown in Public Accounts Balance Sheet, page xx, under Miscellaneous 165,257 28 Agreeing with Balance Sheet, Public Accounts, 1907, page 4 Department of Railways and Canals, Ottawa, July 5, 1907. 20— i— 2h 1,444,134 23 $ 7,353,407 02 485,875 56 S 6,867,531 46 W. C. LITTLE, Accountant. 20 DEPARTMENT OF RAILWAYS AND CANALS { 7-8 EDWARD VII., A. 1908 Statement showing the amounts expended on Construction, Renewals, &c- -Continued* ST. OURS LOCK. Government ex pend i tu re prior to Con f ederat ic>n since Total 1808 L869 isro 1871 1872 1873 1874 1875 1876 187? 1878 187!) 1880 1881 1882 1883 1884 1885 Ism; 1887 1888 188!) 1890 1891 1892 1893 1894 1895 '1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1 in >7 Capital. 55 cts. 121,537 65 Renewals Chargeable to Income . ♦121,537 65 § cts. Staff. S cts. 17,230 32 5.279 17 4,700 64 17. '.'ill 47. 24,571 96 21,696 74 3,585 34 1,596 88 3,610 06 15,549 27 9,344 89 7,984 41 14,900 90 7,307 39 4,200 00 159,522 42 1.532 75 1,755 15 1,458 09 1,414 48 1,565 80 2,076 50 2,219 13 1,362 22 1,403 92 1.533 40 1,556 65 1.581 55 1,614 01 1,741 97 2,002 71 2,361 65 2,315 37 2,271 57 2,311 70 2,175 37 2,216 04 2,421 14 2,138 40 2,011 08 2,168 44 2,136 66 2,216 68 2,101 63 2,094 91 2,135 60 2,049 07 2,244 12 2,181 43 2,128 25 2,262 39 2.2ss 63 2,334 67 2,479 66 2.582 95 2,064 62 Repairf 8 cts . 753 74 1,399 18 1,006 22 1,210 98 1,263 19 1,575 10 2,363 42 1,245 69 1,601 71 750 80 283 77 456 07 705 54 1,299 77 1,902 41 2,188 08 1,494 99 3,652 63 4,143 47 5,864 78 2,801 17 2.002 6;-; 1,935 44 4,460 16 1,944 33 1,994 34 924 55 915 50 1,678 49 707 06 692 04 1 494 93 2,681 10 1,681 44 984 36 1,671 83 1,690 61 1,716 35 3.872 75 1,142 79 80,570 96 72,153 41 Included in the total cost of Chambly Canal and Richelieu River, sec page 21. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 21 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, Arc. — Continued. CHAMBLY CANAL. ® Capital. Government expenditure prior toConfederation since n Less proceeds of sale of piece of land.. Total isr.s 1869 1870 1871 1872 1873 1874 1875 1876 1877 1S7S 1879 1880 1881 1SS2 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 •S cts . 634,711 76 2,415 00 80 '66' Renewals Chargeable to Income. Staff. S cts. S cts 839 85 906 40 759 00 SKI (HI 796 41 332 36 640 77 049 23 547 27 911 17 536 64 137 87 221 48 344 41 :::>:; :t:i 127 65 567 78 147 63 694 63 665 s> 1M 6s 255 42 448 88 195 09 132 80 977 43 701 59 066 50 192 72 953 80 8,312 90 8,437 22 8,934 41 10.214 71 9,628 50 10.3H0 44 11,675 67 12,201 99 10,593 14 10.2S1 78 10.413 99 11,301 53 11,516 22 13,950 47 16,686 78 15,904 38 18,448 85 is. 37s 55 19.501 28 19,053 62 20,073 60 19,679 22 19,655 38 19.204 76 19,665 22 19,310 29 19,040 93 19,325 49 19,349 65 18.754 17 17,992 90 18,336 50 18,397 58 18,529 48 18,832 25 19,286 10 21,544 69 26,970 79 26,039 53 19,916 33 Repairs. $ cts. 637,206 76 150 00 *637,056 76 9,355 70 13,120 97 20,180 73 22.426 33 22,327 99 11,789 27 16.427 19 16,306 91 13,273 56 10,111 32 6,022 96 8,809 77 12,377 74 20,705 17 16,843 60 15,182 24 12,003 34 13,046 95 11,999 77 20,071 37 11,823 74 19,392 18 14,399 93 11,399 93 12,976 48 12,451 03 11,920 74 11,779 12 11,801 12 13,128 55 12,466 51 11,997 51 13,995 00 17,572 35 17,313 02 21,745 65 25,656 00 19,896 57 25,173 48 22,508 88 609,799 33 655,731 29 | 611,780 67 Chambly Canal and River Richelieu. Chamblv Canal, as above $ 637,056 76 St. Ours Lock, see page 20 121,537 65 Less amount deducted at Confederation, see $ 758,594 41 Public Accounts, 1868, part i, page 9. Government expenditure prior toConfederation, Chambly Canal, as above $ 631,711 76 St. Ours Lock, see page 20 121,537 65 $ 756,249 41 Returned as an asset in Public Accounts, 1868.. 433,807 83 322,441 58 Agreeing with Public Accounts, 1907, page 4 $ 436,152 83 Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. 22 DEPARTMENT OF RAILWAYS AND CANALS i 7-8 EDWARD VII., A. 1908 Statement showing the amounts expended on Construction. Renewals, &c. — Continued. MURRAY CANAL. Government expenditure prior toConfederation since Capital. Total. 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1 SOS 1899 1900 1901 1902 1903 1904 1905 1906 1907 cts Renewals Chargeable to Income. cts Staff. Repairs. 10(1 7,135 63 84,071 68 118,187 43 148,902 66 179,704 52 142,563 66 146,754 37 215 326 46 106,760 35 61,260 49 5,964 22 30,838 79 cts. 500 00 750 00 100 00 *1, 248,820 26 2,521 13 740 45 293 75 10,423 00 494 31 5,137 03 5,803 48 5,499 62 5,667 52 5,354 97 5,409 10 5,526 87 5.799 94 5,073 70 5,613 83 5,175 74 5,254 51 5,757 00 5,291 43 5,346 62 5,183 61 2,788 14 14,378 33 , 90,177 42 173 53 3.505 15 5.341 34 5,295 57 5,063 49 5,410 33 3,966 41 4.710 23 3,533 68 2,777 60 1,138 15 6,377 19 4.t.->7 70 6,075 94 4,452 68 2,840 91 1,710 55 67,000 45 Agreeing with Public Accounts Balance Sheet, 1907. page 4. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 23 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, &c. — Continued. TRENT CANAL. be ■~, Renewals u S eS * Capital. Chargeable to .Staff. txc pai rs. Income. S cts. S cts. $ cts. S cts. fifiVDrn T~t i c>i i f »j v i ie»n t \ \ t iit*(i i^rwiT*l"r»( nn f pm ^1**1 t"i oti ■I since n 309,371 31 1868 1869 . 11 N 1870 j 1! II II 1871 •■ 11 II 1872 II II II 187^ 11 II H 1874 tl II ' tt 1875 II »1 11 1876 11 II 11 1877 II II II 1S7S II 11 1879 1880 561 50 1,188 92 3,568 89 1881 2,489 93 2,233 50 11 11 11 1882 5,836 51 2,011 92 8,115 50 1883 40,767 16 9,303 66 2,235 50 3,047 42 1884 120,393 91 6,198 57 2,208 64 5,264 35 1< H M 1885 121,382 84 3,303 87 4,653 50 1886 75,103 30 1,639 75 5,917 88 (1 ii ir 1887 179,541 63 1,938 08 6,008 88 1888 114,879 35 1.770 29 5,151 42 1889 47,592 13 29,677 92 3,242 05 5,935 94 1890 58,644 50 11,522 65 3,450 99 730 55 1891 9,826 49 3,164 81 3,803 66 4,888 98 1892 4,457 28 6,506 97 3,695 85 4,721 85 ii M it . . 1893 5,962 47 10,838 90 3,739 86 2,087 17 „ 1894 3,412 32 20,403 93 3,785 47 4,y»o oy >. 1895 53,907 70 21,143 41 4 184 18 3 374 49 ii ., 1896 392,976 08 6,185 75 4',349 34 3^329 97 .. .. 1897 486,575 70 13,880 37 4,965 39 3,497 90 .... 1898 351,273 31 8,991 54 5,034 60 4,998 80 .J 1899 166,611 49 6,179 79 5,048 72 6,454 49 .... 1900 334,583 01 8,043 39 5,131 52 9,989 26 .J 1901 284,503 89 10,494 82 5,254 51 13,075 89 1902 449,075 45 26,165 93 5,575 52 14,984 88 1903 523,950 74 18,548 r.s 6,993 25 10,791 15 1904 489,038 44 21,228 55 7,237 05 21,179 12 1905 333,261 75 36,853 28 12,071 88 26,056 78 1906 319,789 49 26.H3D 36 17,440 68 33,398 85 1907 153,045 42 35,360 10 19,229 25 36,516 47 Total *5, 430, 488 66 342,559 79 143,020 67 254,962 47 * Total expenditure on Capital Account as above S5, 430, 488 66 Less— Expenditure prior to Confederation § 309,371 31 Year 1880 561 50 309,932 81 Agreeing with Public Account Balance Sheet, 1907, page 4 85,120 555 85 Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. 24 DEPARTMENT OF RAILWAYS A'JD CANALS 7-8 EDWARD VII , A. 1908 Statement showing the amounts expended on Construction, Renewals, &c. — Continued. TAY CANAL. Government expenditure since Confederation Total. L868 1869 1870 1871 1872 1873 1874 is;.-, 1876 1877 1878 1870 1880 1881 1882 1SSM 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Capital. Renewals Chargeable to Income. cts. I 4,831 80 50,878 12 92,473 97 66,561 51 49,617 92 54,166 57 89,486 18 22,226 23 17,114 78 29,771 65 10,720 50 2,750 00 1 489,599 23 748 65 Staff. Repairs. 748 65 * Included in Rideau Canal. f Agreeing with Public Accounts, 1907, page 4. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 25 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, &c. — Continued. SAULT STE. MARIE CANAL. Government expenditure since Confederation ix<;s 1869 1870 1871 1872 1873 1874 1875 L«76 1877 1878 1879 1880 1881 1>82 1883 1884 1885 1886 1887 1888 1889 1890 1891 IN! 12 1893 1804 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Capital. S cts. Renewals Chargeable to Income. Staff. cts. 34, 176, 325, 341, 589, 1,316. 466, 189, 209, 21, 63, 27, 323, 122, 65, 32, llo. 120, 95, Total 145 018 568 336 474 801 ,529 151 986 561 004 935 157 353 505 933 029 ,181 000 504 949 35 33 31 1 25 | 29 L: 50 3,432 73 59 | 16,074 70 82 15,381 59 56 1 14,389 92 48 i 13,840 24 98 \ 13,901 40 93 1 48 39 13,730 93 73 | I 15,920 80 43 16,077 22 54 | 14,653 35 69 1 15,681 55 00 15,878 11 63 i 12,290 94 '4 639, lso 62 997 74 181,253 48 'Agreeing with Public Accounts, 1907, page 4. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 26 DEPARTMENT OF RAILWAY* AX It CAXALS 7-8 EDWARD VII., A. 1908 Statement showing the amounts expended on Construction, Renewals, l~ O X x" j D VII., A. 1 CM 13 © CO 13 ©TO tHHlO CO H* CO H- CO 13 © t— ' CM 908 © © CM X © x" CM H in O «© X CO 1- i - 1- l- Cl © <*© 1-1 CO CO CO OOOQCOIC © O © © © rH I- CM X H CM CI r< in ci t c: LOChOTH CO © CO rH © ©- © © © © © rH HJ< 13 8 S © © •3 © ir x CO CM © 13 13 H< CM Deposits to the Credit of the Receiver General. 8 S ? c§B CO o S» © CO -r co 3j os CO t> rH ©' CO to © CM- CO © © © © rH © S © o so SNXlfiH r- X CI — - 1— 1 13 k3' 43 © © © © 1 r 13 S lO © © 13 © CM CO CO CM 2 13 CO CM 5 e 5 ~. 2 y H « 3 » O cfc O X © corn CO X co ei (M X to CM © © © © © t^.3 © CO i— * |Q r- CM — cr t- rH cm"— r CM 13 X to © CO rH © © C © 13 O © © © Collection .Divisions. 1 a t C 1 a 5 E- C Pu a 4- g e -3 ce ' : : 3 S a PC 1 c c s- c; C s Or* 1 — e g > \ C _ac — (. C 4 a: ■1 b C Er "! 5 •5 c c CD SI u - «- 0 : c "a < a IX 1 "5 o EH X » X to t- l— t~ t>- CM O -r © CO T 13 m ■fi CM- CO OOOOXLO © 13 © © © rH I- CM CO rH CM CM i—i CM cM -rf © lc; 10 t- o t h CO © 1 © © © © © r-i -f 13 © 0 13 © © 13 © l- X CM © O O H< CM o u . 3Jsda cs -g „ ± ° ^ lie: CO 43 u €& C — -r co -f © © l- CO t- i-To" CO to © r~ CM- CO © © © © « © lO © © to — X M — © 13 "Cr^t- 13 l~ L-T rfuS 13 © 13 © © © © 1— 1 -f 13 © © 13 13 © © 13 © • CM CO • CO CM © O i3 CO CM Total Canal Re venm ■ Accrued. CO o G© X © CO X :-. r i CM X •tt< oq © © © © t~l3 © CO rH OHM "* 12 CM i-T CM 13 X r. {«" © © © © 13 lO ® rH Canal Renenue. . g — C g CO 43 O G CJ 5C SB .St) ^-o 8 - = £ a - :S H a. £ -I - SO r-T i — I I -CM — i - b£ 1 2 g &.S g QhQ C5 - - a e _ ; t-1 o i— i d - - H < - 32 DEPARTMENT OF RAILWAYS AXD CANALS i 7-8 EDWAT.D VII., A. 1908 INTERCOLONIAL RAILWAY. (Including amounts paid to Nova Scotia Railway and European and North American Railway, N.B. ) Expenditure prior to Confederation since 186S 1S69 1870 1871 1 *72 1873 1874 1875 1876 1877 1878 1879 1880 1881 1SS2 1883 1884 1885 1886 1887 1888 1889 1800 1801 1892 1893 1894 1895 1896 1897 1S98 1899 1900 1901 1902 1903 1904 1905 1900 1007 Construction. Income. Working Expenses in- cluding Windsor Branch Ry. 8 cts. 10,706,725 483,353 282,615 1,729,381 2,91(5,782 5,131.141 5,201,450 3,014,898 3,426,099 1.108,321 1,318,352 408,816 220,030 2,048,014 008,732 585,568 1,616,032 1,405.377 1,195,363 544,958 823,070 742,203 6-5,228 365,246 79.029 168,101 22S.984 166,362 327,034 259,105 145,142 252,367 1,081,029 1,796,348 3,633,836 4,621,841 2,254,260 +1,880,856 3,937.621 £3,705,170 1.506.209 8 cts. 70,000 00 210.000 00 Revenue received, in- cluding Windsor Branch Ry. S cts. 359.961 08 387,548 47 445,208 75 442,993 31 595,076 22 1,011,892 60 1,847,175 24 1,532,589 62 1.277,197 79 1,661,673 55 1,811,273 56 2,010,183 22 1.607.956 70 1,780,353 53 2.080,592 37 2,383,477 20 2,366,719 95 2,460,229 87 2,508,473 10 2,854,158 91 3,300,481 94 3,174.785 19 3.500,455 80 3,691,273 65 3,458,891 39, 3,062,207 45 2,999,317 07 1 2,964,940 98 3,029,304 08 2,936,789 71 3,275,830 14 3,478,550 30 4,444,296 25 5,477,285 30 5,590,939 57 6.214,496 38 7,264,263 13 8,535,689 91 7,599,400 33 0,045,597 15 420,752 58 455,022 76 471,245 09 565,713 52 622,900 56 703,458 26 893,430 17 861,593 43 848,861 46 1,154,445 35 1,378,946 78 1,294,099 69 1.520.310 45 1,777,856 76 2,100,315 85 2,395,034 99 2,376,666 19 2,392,605 00 2,406,858 88 2,621,337 41 2,937,337 40 2,923,736 46 2,958,243 38 3.007.630 51 2,978,950 82 3,099,815 20 3,020,485 74 2,979,795 59 2,994,201 93 2.906.631 25 3,154,896 49 3,775,558 08 4,599,423 14 5,019,497 76 5,720,990 50 6,366,884 53 6,392,865 48 6,833,561 50 7,693,282 40 6.248.311 00 Total *73,310,082 91 280,000 00 121,469.539 76 112,873,554 34 * Including 8296,672.90 charged to 'Consolidated Eund.' + Expenditure for year 8 1,894,856 90 Less refunds of previous years 14.000 30 $1,880,856 60 t Expenditure for year 8 3,760,942 95 Add refunded cheque of 1901-2 paid during fiscal year 1905-6 4,227 95 S 3,765,170 90 i STATEMENTS OF THE ACCOUNTANT 33 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY— Concluded. Total cost of construction as shown on page 32 §73,310,082 91 Less amounts transferred from Capital to Consolidated Fund as follows : — European and North Nova Scotia Ry. American Ry. 1868 | 16,800 99 $ 11,302 89 1870 34,403 45 1,749 21 1871 50,405 69 1873 106,899 59 75,311 08 S 208,509 72 $ 88,363 18 208,509 72 296,872 90 §73,013,210 01 Cape Breton Railway, page 37 3,860,679 14 Oxford and New Glasgow Railway, page 36 1,949,063 21 Eastern Extension Railway, page 34 1,324,042 81 Montreal and European Short Line Railway, page 38 333,942 72 Drummond County Railway, page 42 1,464,000 00 Canada Eastern Railway, page 45 800,000 00 Total capital cost of Intercolonial Railway system *S82, 744,937 89 * Agreeing with Public Accounts, 1906-7, page 4. W. C. LITTLE, • Accountant. Department of Railways and Canals, Ot^va, July 5, 1907, 20 -i— 3 34 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 EASTERN EXTENSION RAILWAY. Ijn i w t *i 1 Working Revenue c* 3 VVC* J > 1 L(ll. Expenses. Received. I* § cts. S cts. 9 cts. I j u \ t_*]'ll J I K '1 1 1 v x ] H'lH 1 1 1 il rt* prior CO v 011X61 1 6F£tvlOU* .... " since tt loDo ii H H .... lol).; IT II II 1 87(1 Lot U " II .... 1871 Lot L " " " 1 879 lot 6 1873 II II II 1874 '1 M II ... . 1875 1876 II II II 1877 11 II .1 1878 II II II 1879 II II ] SSI 1 II II 1881 II It II 1882 II II II 1883 M 1 18S4 1,284,311 97 10 033 77 '-10 7P.7 fifl II II II 1885 2^055 92 78 273 65 73 0^0 01 II II 1886 183 79 94' 756 06 1887 94,254 04 64 107 1<, II II * 1888 90 954 73 70 5^9 90 1889 34.235 73 90 719 04 79 43fi fifi M 1890 79 102 77 II II II 1891 3,255 40 + T II II II 1892 * •4- T M 1893 * T II 1894 + T II II " 1895 * + T .... 1896 t 1S97 t 1898 * t " " tt .... 1899 * t 11 11 IT .... 1900 * t 1901 :::::::: * t 1902 t 1903 * t 1904 * t " " Tl .... 1905 * t 1906 t 1907 Total X 1,324,042 81 538,094 06 462,465 68 * Included in Intercolonial Railway expenses, f Included in Intercolonial Railway revenue. X Included in total cost of Intercolonial Railway system, page 36. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. DEPARTMENT OF RAILWAYS AND CANALS SESSIONAL PAPER No. 20 CARLETON BRANCH RAILWAY. 35 Year. Capital. - Working Expenses. Revenue Received. viUVClUlIICUt ua|^CUUI LUIc j1!!1'! IAJ V-'tJilltri.ilrl tiLKJIl S cts. 8 cts. $ cts. since it 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 190C 1907 " oo,oiu oy O OOO CO 500 17 ,, u Total *88,410 48 e«n nAn7'^?:' Chap- °' tTAP/.eTle,d thLe 9™Jeton ?ranch Railway to the city of St. John, N.B., for the sum $40,000, which sum was paid m March, 1893, to the Receiver C4eneral. Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. \ 20— i— .31 36 DEPARTMENT OF RA ILWAYS AND CANALS i 7-8 EDWARD VII., A. 1908 OXFORD AND NEW GLASGOW. Government expenditure prior to Confederation. since ■■ Total 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1S78 1879 1880 1881 1882 1883 Ism 1S85 1886 1887 1888 1889 1890 1891 1892 1893 1894 1st i;, 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Capital. S cts. 280,932 35 840,553 57 434,074 60 220,886 39 48.745 23 7,922 80 112,382 75 3,565 52 Working Expenses. $ cts. 1 1,949,063 21 * Included in Intercolonial Railway capital. f Included in Intercolonial Railway working expenses. X Included in total cost of Intercolonial Railway system, page 33. W. C. LITTLE,, Accountant Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF TEE ACCOUNTANT 37 SESSIONAL PAPER N . 20 CAPE BRETON RAILWAY. Government expenditure prior to Confederation. since Total . 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Capital. S cts. 76,501 89 689,450 50 1,083,276 60 1,170,523 62 521,441 62 99,936 96 59,982 74 158,770 61 405 00 389 60 Working Expenses. •S cts. §3,860,679 14 * Included in Intercolonial Railway capital, t Included in Intercolonial Railway working expenses . § Included in total cost of Intercolonial Railway system, see page 33. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 38 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 MONTREAL AND EUROPEAN SHORT LINE RAILWAY. Government expenditure prior to Confederation since Total. 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Construction. f cts. 49,587 45 135,214 38 24,157 32 397 35 Working Expenses. § cts. 124,568 23 17 99 *333,942 72 Included in total cost of Intercolonial Railway system, page 33. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 39 SESSIONAL PAPER No. 20 PRINCE EDWARD ISLAND RAILWAY. Year. Construction. Working Expenses. Revenue received. $ cts. 8 cts. S cts. Government expenditure prior to Confederation 3,114,735 11 750 00 ii since n 1874 1875 46,086 63 49,344 62 24,493 99 1876 42,546 10 219,930 43 118,060 96 ii ii 1877 200,000 00 228,595 25 130,664 92 M ,, „ . . . . 1878 6,551 86 221,599 49 135,899 60 ii ii ...... 1879 40,129 05 223,313 12 125,855 91 ii 1880 16,539 82 164,640 55 113,851 11 a H ii 1881 203,122 88 131,131 43 ii ii ii lss-j 402 03 228,259 97 137,267 54 H II 11 ... . 1883 57,186 02 252,808 41 146,170 42 II II 1884 130,663 38 236,428 13 144,504 12 11 II H 1885 76,956 56 211,207 01 158,588 06 M „ 1886 4,668 33 216,744 34 155,584 36 1887 5,800 00 204,237 45 155,303 37 M () „ 1888 229,639 95 158,363 62 11 11 1889 247,559 44 171,369 56 1 II II 1890 266,485 85 160,971 78 1891 257,990 08 174,258 05 • 1 II ...... 1892 8,300 49 289,706 38 157,442 69 II II II 1893 226,422 17 162,690 42 „ „ 1894 226,891 06 158,533 83 II II 1895 232.905 19 149,654 78 „ „ ...... 1896 225,138 56 146,476 54 1897 1M 4.1 -2 1«J It 11 " 1898 17,541 88 231,418 74 158,950 61 1899 22,000 00 218,053 01 165,012 03 1900 53,o4o 02 zz0,931 81 1/4, too to 1901 280,173 93 261,766 24 193,883 48 1902 475,997 94 270,159 97 197,999 93 II II II 1903 829,414 18 259,637 82 217,714 24 1904 698,877 47 335,695 44 234,390 03 II II 11 1905 591,412 65 370,464 44 217, 330 61 1. .1 II .... 1906 496,124 89 294,253 16 257,270 57 I. || II ... . 1907 91,710 52 283,148 50 215,434 97 Total •7,307,364 86 7,849,739 36 5,303,305 39 * Agrees with Public Accounts Balance Sheet, 1906-1907, page 4. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 40 DEPA RTM EN T QF RAILWAYS AND GANALS iii 7-8 EDWARD VII., A. 1908 CANADIAN PACIFIC RAILWAY. Government expenditure prior to Confederation. since Construction, including subsidy of .$25,000,000. Working Expenses . Revenue received. 9 cts. Total. ISliS 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 30,148 32 489,428 16 561,818 44 310,224 88 1,546,241 67 3,346,567 06 1,691,149 97 2,228,373 13 2,240,285 47 4,044,522 72 4,968,503 93 (1) 4,589,075 79 (2) 10,033,800 04 (3) 11,192,722 02 (4) 9,900,281 53 (5) 3,672,584 81 (6) 915,057 49 52,098 65 86,716 07 40,980 54 37,367 00 66,211 39 413,836 49 146,539 87 49,209 77 65,669 49 14,054 50 692 17 8,418 53 236 11 8,978 87 448 70 33,076 39 $ cts. 78,892 01 236,944 98 1,786 20 266 09 327 02 104,975 69 291,498 06 *62, 785, 319 97 318,216 30 396,473 75 * Agrees with Public Accounts Balance Sheet, 1906-1907, page 8. (1) Including $ 2,210,000 00 on account subsidy. 5,323,076 60 7.254,208 27 6,862,201 00 2,890,427 00 460,087 13 t$25,000,000 00 t See also Statement No. 3, page 50, for the expenditure . Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. STATEMENTS OF THE ACCOUNTANT 41 SESSIONAL PAPER No. 20 ANNAPOLIS AND DIGBY RAILWAY. Government expenditure prior to Confederation. ■I since Total 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 INS!) 1890 1891 1892 1893 IS! 14 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 llKMi 1907 Capital. cts. Income Expenses. 9,847 27 381,942 75 196,869 36 26,129 89 2,190 62 1,675 36 570 55 41,457 29 *660,6S3 09 8,381 82 8,381 82 *Of this amount Parliament voted under 52 Vic, chap. 8, the sum of 8500,000 as a subsidy to the Western Counties Railway. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 42 DEPARTMENT OF RAILWAYS AND CANALS { 7-8 EDWARD VII., A. 1908 DRUMMOND COUNTY RAILWAY. Government exj>enditure prior to Confederation, since Total. 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Construction. S cts. 1,459,000 00 5^066'00 '1,464,000 00 Working Expenses. S cts. Included in total costs of Intercolonial Railway system, page 33. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 43 SESSIONAL PAPER No. -0 YUKON TERRITORY WORKS. (Stikine Teslin Railway.) Government expenditure prior to Confederation since Total. 1868 1869 1870 1871 1*72 1873 1874 1S75 1876 1877 1878 1879 1880 1881 lss-j 1883 1884 1885 1886 1887 1 sss 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 Construction. $ cts. 283,323 55 *283,323 55 Agrees with Public Accounts Balance Sheet, 1906-1907, page 8. Department of Railways and Canals, Ottawa, July 5, 1907. W. C. LITTLE, Accountant. 44 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 STATEMENTS OF THE ACCOUNTANT. National Transcontinental Railway. Government expenditure prior to Confederation. since Total . 186S 1869 1870 1871 1872 1873 1874 1875 1876 1877 187S 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1S90 1891 1892 1893 1894 1895 1896 1897 is; is 1899 1900 1901 1902 1903 1904 1905 1906 1907 Construction. $ cts. 6,249 40 778,491 28 1,841,269 95 5,537,867 50 »S, 163,878 13 ' Agrees with Public Accounts Balance Sheet, 1906-1907, page 8. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. STATEMENTS OF THE ACCOUNTANT 45 SESSIONAL PAPER No. 20 STATEMENTS OF THE ACCOUNTANT. Canada Eastern Railway. Construction. Government expenditure prior to Confederation since Total * Included in total cost of Intercolonial Railway system, page 33. W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 46 DEPARTMENT OF RAILWAYS AND CANALS i 7-8 EDWARD VII., A. 1908 Statement showing amount expended on Capital Account on Railways. Railways. Intercolonial Cape Breton Oxford and New Glasgow Eastern Extension Drummond County Montreal and Eurojjean Short Line Canada Eastern Carleton Branch Prince Edward Island Canadian Pacific Annapolis and Digby Yukon Territory Works (Stikine-Teslin Ry. National Transcontinental Governor Generals Car S cts. 73,012,989 53 3,860,679 14 1,949,283 69 1,324,042 81 | 1,464,000 00 333,942 72 800,000 00 Total. 82,744,937 89 48,41 1 I 18 7,307,364 86 62,785,319 97 660,683 09 283,323 55 8,163,878 13 56,538 82 162,050,456 79 Mono, re R( capitulation — Railirays. Total cost as per statement above I 162,050,456 79 Add amounts transferred from Capital to Consolidated Fund, Intercolonial Railway, see] statement, page 33 296,872 90 Agreeing with total of construction, as per statement, page 47 I 162,347,329 69 W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. i STATEMENTS OF THE ACCOUNTANT 47 SESSIONAL PAPER No. 20 RECAPITULATION— GOVERNMENT RAILWAYS. ri a 9 >* Construction. W orking Expenses. Revenue. 8 cts. 8 cts. 8 cts. Government expenditure prior to Confederation ii since ■■ 13,881,460 65 1868 483,353 65 359,961 08 420,752 58 1869 282,615 18 387,548 47 455,022 76 M ii ii 1870 1,729,381 49 445,208 75 471,245 09 ii ii n 1871 2,946,930 45 442,993 31 565,713 52 •■ ii ii 1872 5,620,569 67 595,076 22 622,900 56 ii M ii 1873 5,763,268 81 1,011,892 60 703,458 26 i' M ii 1874 3,925,123 69 1,847,925 24 893,430 17 n ii ii 1875 5,018,427 85 1,581,934 24 886,087 42 H n n 1876 4,497,434 75 1,497,128 22 966,922 42 i. H n 1877 3,209,502 16 1,890,268 80 1,285,110 27 ii n n 1878 2,643,741 73 2,032,873 05 1,514,846 38 ■i n M 1879 2,507,053 71 2,233,496 34 1,419,955 60 H ii H 1880 6,109,077 14 1,851,489 26 1,739,137 25 1881 5,577,236 73 2,220,421 39 2,200,486 25 1882 5,175,046 61 2,310,638 54 2,237,583 39 1883 11,707,619 02 2,636,551 70 2,541,205 41 1884 14,013,074 89 2,613,508 87 2,551,937 97 1885 11,224,244 54 2,749,710 53 2,624,243 07 1886 4,443,220 17 2,819,973 50 2,628,336 35 1887 1,846,887 18 3,152,650 40 2,840,747 88 1888 1,765,582 11 3,621,076 62 3,166,253 22 1889 2,709,857 37 3,513,063 67 3,167,542 67 1890 2,392,767 99 3,846,044 42 3,203,874 11 1891 1,184,317 34 3,949,263 73 3,181,888 56 1892 417,425 73 3,748,597 77 3,136,393 51 1893 712,917 44 3,288,629 62 3,262,505 62 1894 585,749 01 3,226,208 13 3,179,019 57 1895 376,814 83 3,197,846 17 3,129,450 37 | 1896 324,774 72 3 254,442 64 3 14(1 l>"S i~ 1897 204' 624 31 3, 195^959 58 3,060,074 38 1 1898 270,990 85 3,507,248 88 3,313,847 10 1 1899 1,112,348 47 3,696,612 31 3,940,570 11 1900 3,309,130 42 4,665,228 06 4,774,161 87 1901 3,922,989 37 5,739,051 54 5,213,381 24 1902 5,386,611 24 5,861,099 54 5,918,990 43 | 1903 3,083,680 86 6,474,134 20 6,584,598 77 1904 2,619,059 86 7,599,958 57 6,627,255 51 1905 6,125,481 79 8,906,154 35 7,050,892 11 1906 6,102,565 74 7,893,653 49 7,950,552 97 1907 7,174,370 17 6,328,745 65 6,248,311 00 Total *162,387,329 69 130,194,269 45 118,819,364 19 * Total amount paid on construction 8162,387,329 69 Less amount received from the City of St. John, N.B., as purchase of the Carleton Branch Railway 40,000 00 Total cost of construction +8162,347,329 69 t Agreeing with amount expended on Capital, see page 46. W. C LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. DEPARTMENT OF RAILWAYS AND CANALS { 7-8 EDWARD VII., A. 1908 Statement, showing Miscellaneous Expenditure, yearly, by the Department of Railways and Canals. Year ending. 1868. 1869. 1870. 1871 1872. 1873. 1874. 1875., 1876. . 1877., 1878., 1879. 1880., 1881., 1882. 1883., 1884. . 1885. , 1886., 1887. , 1888. , 1889. 1890. 1891. 1892., 1893. 1894. 1895. 1896., 1897., 1898. 1899., 1900. , 1901. 1902. 1903. 1904. 1905. 1906. 1907. Chargeable to Income. Canals. 8 cts Railways. General S cts. 1,860 00 8 cts . 6,305 66 8,367 52 7,853 03 34,773 72 20,049 50 36,891 74 40,098 84 35,579 24 42,920 10 Chargeable to Revenue. Canals. Railways. S cts . 12,000 12,000 18,698 12,018 12,208 12,099 12,959 12,047 86 51 556 00 8 cts. 43,639 97 General. Total, Yearly Expenditure 8 cts. 2,416 66 1,000 00 7,679 78 6,889 20 5,428 98 5,620 17 5,690 28 34,388 59 8 cts . 20,722 32 21,367 52 34,231 70 46,792 70 32.25.X 26 55,880 38 58,487 07 53,246 84 48,696 46 43,691 84 36.S04 59 2,561 55 2,338 41 11,781 27 7,486 62 16,725 47 20,323 62 20,873 21 34,533 07 10,091 87 16,426 69 16,925 31 6,540 49 8,498 41 4.178 85 10,695 48 10,893 40 2,937 47 1,719 69 1,318 79 11,873 35 12,267 99 3,658 23 2,491 84 3,730 79 1,498 14 9,160 44 9.687 55 62,256 58 11,003 38 10,383 59 23,545 34 22.S9.X 90 16,552 64 50,909 74 16,314 41 19,062 51 4,313 73 4,855 11 13,221 27 6,562 20 5,118 99 8,327 96 67,005 86 as, 496 99 28,658 78 21,752 58 15,570 43 85,353 17 97,507 00 99,018 80 92,115 62 28,640 93 15,746 31 19,304 87 25,194 21 25,142 90 28,042 10 22,085 19 22,802 18 :-;:;,:is<; 13s 34,138 50 35.398 00 36,262 32 38,660 52 37,484 64 34,183 75 323 5,535 9,826 6,978 8,305 1,210 776 649 5,799 5,207 49,550 56,922 65,074 63,965 60,265 60,769 70,340 62,777 56,284 66,850 58,836 61,938 65,770 63, 175 66,067 64,515 62,171 66,251 1,400 00 597 39 2,884 71 7,873 63 9,826 23 18,759 81 78,048 61 28,939 46 31,483 51 45,067 59 63,231 80 31,852 15 116,886 64 90,161 77 90,677 07 105,418 61 85,045 49 103,991 18 112,990 03 96,573 87 95,774 17 157,260 13 127,009 09 136,852 06 125,319 96 116,635 46 191,413 58 202,180 73 207,835 33 202,238 19 263,078 00 815,805 58 669,912 45 1,270,863 49 45,039 97 69,711 05 3,134,410 54 W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. i STATEMENTS OF THE ACCOUNTANT 49 SESSIONAL PAPER No. 20 RECAPITULATION-RAILWAYS AND CANALS, TO MARCH 31, 1907 Expenditure. Chargiable to Capital Account — Railways, see Statement page 46 8 162,050,456 79 Canals .. .. 28 91,734,718 21 ^ § 253,735,175 00 Chargeable to Consolidated Fund — •Railway Subsidies as per Statement No. 3, page 50 8 35,578,502 54 Income Account — Intercolonial Railway see page 32 8 280,000 00 Add transferred from Capital 33 296,872 90 Railways „ 48 815,805 58 Canals „ 28 4,579,080 95 .,48 263,078 00 General, Railways and Canals „ 48 669,912 45 8 6,904,749 88 Revenue Account — Canals— Operating and Maintaining Staff, see page2K..$ 10,231,111 00 Canals— Repairs, sec page 28 8,151,491 29 48 1,270,863 49 Railways — Working Expenses, see page 47 130,194,269 45 48 45,039 97 General — Railways and Canals n 48 69,711 05 — §149,962,486 25 $192,445,738 67 Total Expenditure on Railways and Canals 8446,230,913 67 EXPENDITURE AS ABOVE SEPARATED AS BETWEEN RAILWAYS AND CANALS. Railways. Capital Account 8 162,050,456 79 Consolidated Fund 167,210,490 44 8 329,260,947 23 Canals. Capital Account ..." - 8 91,734,718 21 Consolidated Fund 21,495,624 73 8 116,230,342 94 General, Common to Both. Consolidated Fund 739,623 50 Total expenditure on Railways and Canals 8446,230,913 07 REVENUE, SEPARATED AS BETWEEN RAILWAYS AND CANALS. Railways— Revenue received from July 1, 1867, to March 31, 1907, (for details see page 47) 8118,819,364 19 Canals .. i. n 28) 13,618,5S6 47 Total Revenue, Railways and Canals 8132,437,950 66 *This amount does not include the subsidy of 825,000,000 to the Canadian Pacific Railway, nor the amount 8660,683.09 expended on the Annapolis and Digby Railway, both of which are included in Capital Account, nor the annual payment of 8119,700 to the Provincial Government of Quebec, being interest at the rate of 5 per tent on "the sum of 82,394,000 up to 1905, granted by 47 Vic. Ch. 8 (1884) and the annual payment of 8107,730. being interest at the rate of 4i per cent since and including 1905 on the said sum of 82,394,000, for the line between Ottawa and Quebec which sum was transferred to the Public Debt as a liability, and is dealt with by the Finance Department, (see Public Accounts 1898-04, page X. and page 79, 1906. ) W. C. LITTLE, Accountant. Department of Railways and Canals, Ottawa, July 5, 1907. 50— i— 4 7-8 EDWA.1D VII. SESSIONAL PAPER No. 20 A. 1908 PART II SKETCH MAPS OF DOMINION RAILWAYS AND CANALS AND REPORT OF THE CHIEF E^GIXEER COMPRISING REPORTS OP GENERAL MANAGER OF GOVERNMENT RAILWAYS AM) SUPERINTENDENTS OF CANALS 1906-1907 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 DEPARTMENT OF RAILWAYS AND CANALS. LIST OF ANNUAL REPORTS UNDER THIS COVER. 1. M. J. Butler, Chief Engineer Railways and Canals, General Report. 2. D. Pottinger. General Manager Government Railways, I.C.R. W. B. MacKenzie, Chief Engineer, I.C.R. T. C. Burpee, Engineer of Maintenance, I.C.R. G. R. Joughins, Superintendent of Motive Power, I.C.R. S. L. Shannon, Comptroller, I.C.R. 3. D. Pottmger, General Manager Government Railways, Windsor Branch. T. C. Burpee, Engineer of Maintenance, Windsor Branch. S. L. Shannon, Comptroller, Windsor Branch. 4. D. Pottinger, General Manager Government Railways, P.E.I. Ry. " W. B. MacKenzie, Chief Engineer, P.E.I. Ry G. A. Sharp, Superintendent, P.E.I. Ry. W. S. Poole, Mechanical Superintendent, P.E.I. Ry. W. T. Huggan, Accountant and Auditor, P.E.I. Ry. 5. E. Marceau, Superintending Engineer, Quebec Canals. 6. L. N. Rheaume, St. Lawrence Canals. 7. W. A. Stewart, Superintendent of Operation, St. Lawrence Canals. S. J. L. Weller, Superintending Engineer, Welland Canal. 9. F. B. Fripp, Engineer in Charge. Sault Ste. Marie. 10. F. B. Fripp, Acting Superintendent, Sault Ste. Marie. 11 A. J. Grant, Superintending Engineer, Trent Canal. 12. A. T. Phillips, Superintending Engineer, Rideau Canal 13. J. H. Devereaux, Lock Master, St. Peter's Canal. 14. J. H. McClellan, Superintendent, Trent Canal. 15. E. J. Walsh, Trent Canal Surveys. 16. C. Schreiber, C.M.G., Report on Western Division National Transcontinental Railway. •20— ii— H 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 CHIEF ENGINEER'S REPORT. Department of Railways and Canals, Office of the Chief Engineer, Ottawa, July 1, 1907. Sir, — I have the honour to submit my annual report for the fiscal year ended March 31, 1907, covering, however, the works of construction up to June 1, 1907. First. — The annual report of the General Manager of Government Railways, to which are attached the reports of the Chief Engineer, the Engineer of Maintenance, the Mechanical Superintendent of the Intercolonial division and the reports of the Superintendent of the Prince Edward Island division, with statements of accounts prepared by the Accountants of these roads. Second. — The annual reports of the Superintending Engineers of the several canals, and of the Superintendents of the Sault Ste. Marie canal, the St. Peter's canal, the Trent canal and of the St. Lawrence canals. And the engineer in charge of the improvements to the entrance to the Sault Ste. Marie canal. The following shows the length of the government railways in operation on March 31, 1907. INTERCOLONIAL RAILWAY. MAIN line and branches. miles. Halifax to Truro Dartmouth Branch Truro to Moncton Moncton to St. John Point du Chene Branch. Moncton to Campbellton Campbellton to Ste. Flavie Indian Town Branch Ste. Flavie to Riviere du Loup Riviere Ouelle Branch Riviere du Loup to Point Levis Hadlow to Chaudiere Curve Chaudiere to Ste. Rosalie St. Charles Junction to Chaudiere Junction Nicolet Branch Dalhousie Branch. 61 -S3 12- 38 124-03 89-36 11 38 185 16 105 09 13- 51 83-28 6-25 115 -47 5-62 115 95 16-98 14- 61 7 00 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 Pictou to Oxford .function 69-10 Brown's Point to Stellarton 12-23 Junction near New Glasgow to Pictou Landing 7-76 Pugwash Junction to Pugwash 4-70 Truro to Mulgrave 123-07 Point Tupper to Sydney 91-48 North Sydney Branch 4-38 Sydney to Sydney Mines 2-70 Fredericton to Loggieville 125 -.00 1,408 -32 LEASED. Length of main line from Point Levis to Hadlow. . 1'50 Chaudiere Curve to Chaudiere 1*18 Ste. Rosalie Junction to Montreal 37*62 40-30 1,448 -62 FREIGHT BRANCHES AND y'S OWNED. Y's at Windsor Junction, Truro, Brown's Point, Oxford Junction, Painsec Junction, Moncton, Chaudiere, Spring-hill Junction, Stellarton, Mulgrave, North Sydney Junction, Newcastle, Riviere Ouelle, St. Charles Junction, St. Leonard Junction, Ste. Rosalie Junction.. .. 3-62 Switch near North Street to D.W.T., Halifax. ... -85 Halifax Cotton Factory 2-10 Dartmouth Station to end of line 2-29 Stewiacke Wharf Branch -87 Sydney Station to Wharf -90 North Sydney Station to Wharf -78 Switch near Pictou Landing to Coal Wharf. ... -75 Pictou Station to Wharf -15 Pictou Station to Copper Crown Smelter '72 Logan's Tannery Siding -48 Pugwash Station to Wharf -07 Sackville Wharf Branch -47 Dorchester Wharf Branch 1-00 Moncton Wharf Branch . 1-00 Courtney Bay Branch 2*39 St. John Water Front Extension -44 St. John Station to Deep Water Wharf -28 Newcastle Wharf Branch 1 -75 Dalhousie Station to Wharf Branch -40 jj CHIEF ENGINEER'S REPORT 7 SESSIONAL PAPER No. 20 Campbellton Wharf Branch " '43 Rimouski Wharf Branch 2 -00 Trois Pistoles Spur 2-38 Riviere du Loup Wharf Branch 4-35 St. Pacome Spur 1:27 Nicolet Station to Wharf 2-05 Carmel Branch, Main Line to Village (estimated) . . 1 :05 Blackville to Indian Town 8:50 43 -34 1,491 -96 WINDSOR BRANCH. Windsor Junction to Windsor 32 PRINCE EDWARD ISLAND RAILWAY. Souris to Tignish 166 Mount Stewart to Georgetown 24 Charlottetown to Royalty Junction 5 Emerald Junction to Cape Traverse 13 Alberton to Cascumpec Wharf 1 Charlottetown to Murray Harbour 52:3 Montague Junction to Montague 6-2 267-5 Total length of government railways 1,791-46 The result of the nine months' operations of the government railways may be stated as follows: — Name of Railway. Mileage in Operation. Amount. Profit. Loss. Intercolonial Division Prince Kchvard Island Division . . 1,448 | 32 | 267 -( S cts. Working expenses . . 6,030,171 83 Earnings 6,248,311 00 One-third earnings. . . 45,440 52 Maintenance 15,425 32 Working expenses . . . 283,148 50 Earnings 215,434 «J7 Deduct loss from profit S cts. 218,139 17 30,015 20 § cts. 67,713 53 1,747 67,713 53 180,440 84 The maintenance of the roads and rolling stock has received careful attention, and both roads continue to be in efficient condition ; the rolling stock is being brought up to the modern standard. 8 DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII., A. 1908 The working expenses of the Intercolonial Railway given above include the $105,- 000 rental paid to the Grand Trunk Railway. The gross earnings of the government railways for the last two periods of nine months compare as follows: — 1905-06. 1906-07. Intercolonial Division $5,586,155 21 $6,248,311 00 Windsor Branch 39,762 63 45,440 52 Prince Edward Island Division 189,443 31 215,434 97 $5,815,361 15 $6,509,186 49 Showing an increase in the gross earnings of^$693,825.34. The gross working expenses of the government railways for the last two periods of nine months compare as follows : — .1905-06. 1906-07. Intercolonial Division $5,755,923 90 $6,030,171 83 Windsor Branch 14,514 32 15,425 32 Prince Edward Island Division 217,812 74 283,148 50 Total $5,988,250 98 $6,328,745 65 Gross working expenses of govern- ment railways 5,988,250 98 6,328,745 65 Gross earnings of government rail- ways 5,815,361 15 6,509,186 49 Excess of earnings over working expenses, which include rental, $105,000, Grand Trunk Railway. . $180,440 84 Showing an increase in working expenses for the nine months, compared with the previous year of $340,494.67, which is made up of the following: — Intercolonial Division $274,247 91 Windsor Branch 911 00 Prince Edward Island Division 65,335 76 $340,494 67 ii CHIEF EX 0 IX EE ITS REPORT 9 SESSIONAL PAPER No. 20 INTERCOLONIAL DIVISION. Comparative Statement of Ocean-borne Passenger Business done at the Port of Halifax during the fiscal period of nine months ended March 31, 1907. 1905-1906. Name of Steamer. No. of Passengers. Pretorian Parisian Southwark Corinthian Virginian. Siberian Mongolian Dahome Corean Numidian Victoria!) Canada Carthaginian Tunisian Sardinian Laurentian -...J Nil. Pomeranian Norsman Dominion Sicilian Kensington . . Sarmatian City of Vienna Total 1st Class. 2nd Class. lotal. 112 1,849 1,961 45 1,938 1,983 Nil. i,i;is 1,648 43 1,288 1,331 172 1,945 2,117 1 1,078 1,079 Nil. 884 884 3 30 33 Nil. 546 546 31 1,245 1,276 85 1,416 1,501 31 986 1,017 8 1,361 1,369 246 3,719 3,965 Nil. 443 443 Nil. 717 717 Nil. 447 447 Nil. 1,746 1,746 38 1,171 1,209 56 2,835 2,891 Nil. 2,287 2,287 Nil. 214 214 5 305 310 876 30,098 30,974 Name of Steamer. 1906-1907. No. of Passengers. 1st Class. Pretorian Parisian Southwark Corinthian Virginian Siberian Mongolian Corean Numidian Victorian Canada Tunisian Sardinian Laurentian Pomeranian Dominion Sicilian Sarmatian Empress of Ireland. Empress of Britain Ionian Sicilian Vancouver Total Nil. Nil. Nil. Nil. 71 Nil. Nil. Nil. Nil. 40 42 130 Nil. Nil. Nil. 10 Nil. Nil. 6 25 58 Nil. Nil. 382 2nd Class. 667 1,578 1,120 1,669 1,727 1,065 577 58 880 2,407 1,889 2,363 669 1,074 289 2,141 1,449 169 Nil. Nil. 1,880 1,449 780 24,521 Total. 667 1,578 1,120 1,669 1,798 1,065 577 58 880 2,507 1,931 2,493 669 L074 289 2,151 1,449 169 6 25 1,938 1,44!) 780 24,903 * Note. — Of the total number 24,903, 15,922 travelled over the Intercolonial Railway as follows 11,213 via St. John and Canadian Pacific, 4,779 via Intercolonial Railway, long haul. Comparative Statement of Ocean-borne Freight Traffic during the fiscal period of nine months ended March 31, 1907. Name of Line of Winter of 1905-1906. Name of Line of Winter of 1906-1907. Steamers. Measure- ment tons. Weight tons. Total tons. Steamers. Measure- ment tons. Weight tons. Total tons. Allan Line.. . . ... 5,414 4,257 388 3,656 8,728 9,070[ 12,985 1,509 Allan Line 7,329 2,307 Nil. 4,672 7,204 Nil. 12,001 9,511 Nil. Furness Line Canadian Pacific. . 1,121 Canadian Pacific . . Canada-Jamaica i Steamship Line ) 873 873; Canada-Jamaica ) Steamship Line. / Nil. 1,862 1,862 Pickford and Black 15 8,942 8,957 Pickfotd and Black 40 13,844 13,884 Various other lines andTrampSteam- i Various other lines and Tramp Steam- Nil. Nil. Nil. Total 10,074 23,320 32,394 Total 9,676 27,582 37,258 10 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 The above statement shows an increase of 4,864 tons of ocean-borne freight traffic for the winter season of 1906-07, as compared iwith the winter season of 1905-06. The following is a statement of the quantity and classes of the rolling stock pur- chased on capital account during the fiscal year ending March 31, 1907 : — Engines. j Dining cars. Passenger Car Stock. Conductor's van. 00 hi <3 o "s (8 42 o eb u ~ B0 3 '— D U . be o *~ m Platform cars. Coal cars of 3 several kinds. Snow ploughs. CO -= be = — .s 00 hi CP bo c — - z - 42 00 a - CO S 3 s >. u .5 3 < b = hi 00 CD •' — -1 -. - hi - - < | Steam cranes for coal, i 1 1st class sleeping and par- lour. 1st class. 2nd class sleepers. CO Hag gage and mail postal. 23 115 The following is a statement of the quantity and classes of rolling stock which have been rebuilt during the year ended March 31, 1907, at the cost of revenue to main- tain the work : — i Passenger Car Stock. CD be 3 c3 CO hi 03 CP h o s CO hi CD and P- J° "hi CO hi 3 tor c ■s.s 00 "be 3 CO — be 0 Engines. 1st class sleepiii| parloui 1st class. 2nd class sleep 2nd class. J> CO be i o3 b be - • : pq O 42 o r o O Box car. Platform Refrigera Coal cars several 0 ft is o 3 m Wing plo 1 O 3 /. >» — 42 ; u 'S 3 Total '1 9 11 2 1 _ ii CHIEF ENGINEER'S REPORT 11 SESSIONAL PAPER No. 20 The following table shows the working expenses, gross earnings, the tonnage of freight and number of passengers carried each year since July 1, 1876, when the road was first opened as a through line to the west : — Year. 1876- 77.... 1877- 78.... 1878- 79.... 1879- 80.... 1880- 81.... 1881- 82.... 1882- 83.... 1883- 84.... 1884- 85.... 1885- 86.... 1886- 87 1887- 88 1888- 89.... 1889- 90. . . . 1890- 91.... 1891- 92.... 1892- 93.... 1893- 94.... 1894- 95.... 1895- 96. . . . 1896- 97.... 1897- 98.. . *1898-99. . *1899-1900. *1900-01... *1901-02... *1902-03... •1903-04... *1904-05. *1905-06. . * 1906-07... 714 714 714 829 S40 840 840 887 941 946 977 971 971 971 1,094 1,142 1 . 1 41' 1,142 1,142 1,142 1,145 1,201 1,301 1,301 1,301 1,301 1,315 1,321 1,446 1.446 1,448 Working Expenses. 1,661.673 55 1,816,273 56 2,010,183 22 1,603,429 71 1,759,851 27 2,069,657 48 2,360,373 27 2,377,433 62 2,519,751 56 2,583,999 67 2,922,369 62 3,366,781 74 3,244,647 73 3,560,575 74 3,662,341 94 3,439,377 00 3,045,317 50 2,981,671 98 2,936,902 74 3,012,827 62 2,925,968 67 3,327,64S 51 3,675,686 21 4,431,404 69 5,460,422 64 5,574,563 30 6,196,653 19 7,239,982 04 8,508,826 75 7,581,914 36 6,030,171 83 Gross Earnings. 1,154,445 33 1,378,946 78 1,294,009 69 1,506,298 48 1,760,393 92 2,079,262 66 2,370,910 10 2,384,414 92 2,441,203 66 2,450,093 88 2,660,116 93 2,983,336 05 2,967.801 00 3,012,739 87 2,977,395 38 2,945,441 97 3,065,499 09 2,987,510 27 2. .140,'- 17 95 2,957,640 10 2,866,028 02 3,117,669 85 3,738,331 44 4,552,071 71 4,972,235 87 5,671,385 91 6,324,323 72 6,339,231 43 6,783,522 83 7,643,829 90 6,248,311 00 Profit. 542 65 9,605 18 10,547 83 6,981 30 20,181 59 5,838 29 3,815,21 62,645 43 120,667 02 96,822 61 127,670 53 61,915 54 218,139 17 507,228 22 432,326 78 716,083 53 97,131 23 78,547 90 133,905 79 262,252 :9 383,445 69 276,847 73 S47,835 87 684,946 56 493,935 03 55,187 52 59,940 65 209,978 66 488,186 77 900,750 61 1,725,303 92 Tons of Freight carried. 421,327 522,710 510,861 ' 561,924 725,777 838,956 970,961 1,009,237 989,986 1,023,788 1,143,020 l.2>s.s2:; 1,218,877 1,368,819 1,304,534 1,264,575 1,388,080 1,342,710 1,276,816 1,379,618 1,296,028 1,434,576 1,750,761 2,151,208 2,111,310 2,385,816 2,790,737 2,664,149 2,782,257 3,156,189 2,606,073 * The working expenses include the rental paid for leased line. 12 DEPARTMENT OF RAILW AYS AND CANALS ii 7-8 EDWARD VII., A. 1908 INTERCOLONIAL RAILWAY. Statement of Earnings from the several sources named from June 30, 1876, to "March 31, 1907. Year. 1876- 7. .. 1877- 8.. . . 1878- 9.... 1879- 80. .. 1880- 1.... 1881- 2.. 1882- 3.. . 1883- 4.. . 1884- 5.. . 1885- 6. . . . 1886- 7.... 1887- 8. . . . 1888- 9.... 1889- 90. . 1890- 1.... 1891- 2.... 1892- 3.. . 1893- 4.... 1894- 5.... 1895- 6.... 1896- 7. 1897- 8.... 1898- 9. . . . 1899 1900. 1900- 1 1901- 2.... 1902- 3. 1903- 4. ... 1904 5. . . . 1905- 6. . 1906- 7 Miles in Operation. 714 714 714 829 840 S50 940 887 941 946 977 '.171 971 971 1,094 1,142 1,132 1,142 1,142 1,142 1,145 1,201 1,315 1,315 1,315 1,315 1,315 1,321 1,446 1,446 1,448 Passenger Traffic. S cts. 460,368 15 475,256 82 451,893 29 490,338 66 545,114 48 651.296 94 741,992 7.. 775,783 77 747,285 13 705,900 03 828,328 28 884,448 07 906,246 47 895,094 53 962,316 88 961,427 94 1,002,912 74 958,915 13 963,914 44 971,426 26 979,005 57 1,053,864 64 1,167,453 16 1,404,469 87 1,607,166 79 1,770,941 13 1,927,916 97 2,021,568 40 2,105,066 75 2,297,716 52 1,952,43S 88 Freight Traffic. I cts. 607,564 99 801,709 82 752,490 85 915,486 50 1,113.872 21 1,303,496 00 1,487,601 98 1,461.390 37 1,542.052 10 1,523,487 72 1,677,971 59 1,932,877 85 1,909,094 44 1,964,646 86 1,854,629 88 1,803,529 03 1,868,823 84 1,834,126 34 1,782,608 54 1,788,813 18 1,687,050 42 1,857,740 06 2,348,096 5S 2,912,790 52 3.121,006 15 3,644,513 42 4.128,255 00 4,041,122 48 4,373,178 75 5,019,805 53 4,032,745 00 Mails and Sundries. S cts. 86,512 21 101,985 07 88.715 55 100,473 32 101,407 23 124,470 72 141,326 40 147.240 78 151.566 35 160,706 13 153,817 06 166,010 13 152.460 09 152,998 48 160,448 62 180,485 00 184,468 80 193,762 51 194,194 97 167,400 66 199,972 03 206,005 15 222,781 70 234,811 32 244,062 93 255,931 36 268,151 75 276,540 55 305,277 53 326,307 85 263,127 12 Total. •s cts. 1,154,443 33 1,378,946 78 1,294,009 69 1,506,298 48 1,760,493 92 2,079,262 66 2,379,910 10 2,383.414 92 2,441,203 66 2,450,093 88 2,660.116 93 2.983,336 95 2.967.801 00 3,012,739 87 2,977,395 38 2,945,411 97 3,065,499 09 2,987,502 27 2,940,717 95 2,957,640 10 2,866,028 02 3,117,669 85 3,738,331 44 4,552,071 91 4,972,235 87 5,671,385 91 6,324,323 72 6,339,231 43 6.783,522 83 7.643.829 90 6.248.311 00 ii CHIEF ENGINEER'S REPORT 13 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY. Statement showing the Number of Tons of Local and Through Freight Carried from June 30, 1876, to March 31, 1907. Year. Miles in Operation. 1876- 7 ... 1877- 8.... 1878- 9. ... 1879- 80. . . 18S0-1 1881- 2.... 1882- 3. . . 1883- 4. . . . 1884- 5.... 1885- 6. . . 1886- 7 1887- 8. ... 1888- 9. ... 1889- 90 . . 1890- 1 1891- 2.... 1892- 3. . . 1893- 4 1894- 5. . . . 1895- 6.... 1896- 7.... 1897- 8.... 1898- 9.... 1899- 1900. 1900- 1. .. 1901- 2. . . . 1902- 3. . .. 1903- 4 1904- 5... 1905- 6.... 1906- 7 714 714 714 829 840 840 840 887 941 946 977 971 971 971 1,094 1,142 1,142 1,142 1,142 1,142 1,145 1,201 1,315 1,315 1,315 1,315 1,315 1,321 1,446 1,446 1,448 Local Through Freight. Freight. The information for these years was destroyed when the general offices in Moncton were burned. 571,684 537,025 584,581 .mm;, .-,74 580,076 633,455 727,599 624,436 756,696 797,492 750,783 1,030.628 966,114 901,374 1,011,229 927,167 1,053,569 1,351,56!) 1,713,928 1,633,671 1,914,551 2,239,993 2,123,261 2,119,528 2,413,863 1,996,869 2G7.272 443,936 424.656 483,362 443,712 509,565 561,224 594,441 612,123 507,04? 513,792 357,452 376,596 366,442 :-;r„x.:is00-01 . 1901- 02.. 1902- 03 . 1903- 04.. 1904- 05 . 1905- 06. . 1906- 07 . . CHIEF ENGINEER'S REPORT 17 SESSIONAL PAPER No. 20 Table showing the number of bushels of grain carried during each year since the road was first opened as a through line to the west. Year. Bushels. Year. Bushels. 1876-77 : 292,852 331,170 302,921 534,021 565,678 560,253 1,195,601 654,673 734,902 849,800 1,018,395 1,219,035 1,256,158 2,610,202 2,890,921 3,776,677 1,514,619 1,304,684 1,036,384 1,004. .v>.> 1,093,499 1,551,372 2,595,353 2,720,453 3,535,364 2,959,761 3,392,252 2,788,772 3,317,910 2,924,226 2,231,864 1877-78 1893-94 1878-79 1894-95 1880-81 1896-97 1881-82 : 1897-98 .. j 1898-99 1883-84 ; 1899-1900 1900 1901 i 1901-02 1886-87 1902-03 ! 1903-04 1888-89 1904-05 1899-90 1905-06 1890-91 , 1906-07 1891-92 Table showing the quantity of lumber in feet carried during each year over the road since it was first opened for traffic as a through line to the west. t87g- 1877- 1878 1879- 1880- 1881 1882 1883 1884 1885- 1886 1887 1888 1889 1890 1891 77.. 78.. 79.. so. 81. 82.. 83.. 84.. 85. 86.. 87. Year. Feet. Year. 50,096,474 56,626,547 55,626,696 55,462,654 72,841,388 78,356,418 104,633,417 131,120,948 138,493,675 117,186,512 161.801,763 197,755,272 199,507,777 .210,886,071 184,188,324 175,474,340 1892- 93. . . 1893- 94. . . 1894- 95. . . 1895- 96. . . 1896- 97... 1897- 98. . . 1898- 99. . 1899- 1900. 1900- 1901. 1901- 02. . 1902- 03. . . 1903- 04. . . 1904- 05. . . 1905 06. . . 1906-07. . . Feet. 181,211,013 200,507,949 202,247,269 226,332,715 243,355,725 354,093,816 306,554,031 379,350,074 396,858,964 428,051,029 459,231,589 465,379,803 518,434,310 572,878,600 452,602,703 20— ii— 2 18, DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 Table showing the number of live stock carried during each year over the road since it was first opened for traffic as a through line to the west. Year. Number. Year. Number. 1876-77 34.414 46,498 47,584 70 990 61^574 73,479 68,338 00,090 70,785 74,498 82,896 98,302 85,960 80,771 95,529 87,889 93,309 79.203 72,106 0 1,051 7-\'iS2 89,301 109,821 92,813 95,923 98,495 127,000 113,006 110,070 100,589 97,381 1878-79 1879-80 1895-90 1880-81 1890 97 1881-82 1882- 83 1883- 84 1898-99 1899-1900 1884-85 1900-01 1885-86 1901-02.. 1886-87 1902-03 . . 1887-88 1903-04 1888-89 1904-05 1905-06 1890-91 1906-07 , 1891-92 Table showing the number of tons of ocean-borne goods to and from Europe carried over the road during each year since it (was first opened for traffic as a through line. Year. 1876 77. . . 1877-78... 1S7S 79 . 1879- 80. . . 1880- 81. . . 1881- 82. .. 18S2-83... 1883- 84. . . 1884- 85. .. 1885- 86. . . 1SS0 S7. . . 1887- 88. . . 1888- 89. . 1889- 90... 1890- 91 . . . 1891- 92... 1892- 93. . . 1893- 94... 1894- 95. . 1895 96. 1896- 97. . 1897- 98. .. 1898- 99. . 1899- 1900. 1900 01 . . . 1901- 02... 1902- 03. . . 1903- 04. . . 1904 05... 1905- 00. .. 1906- 07. . . Via Ste. Via Mont Rosalie and real to from the and from the West. West. 322 1,106 817 2,079 284 2,026 1,384 949 628 073 454 607 875 096 787 464 923 S64 340 895 923 719 295 023 749 707 654 9o0 405 379 860 780 925 377 325 217 922 Via St. .John to and from the West. To and from local Stations. Total. 17 100 204 213 314 203 1,037 243 307 1.142 1,528 1,194 2,994 3,087 5,337 436 3,405 2,643 4,952 3,334 4,168 7,911 6,533 8,405 8,216 9,811 8,878 11,481 11,730 10,764 23,835 12,319 13,455 10,399 16,748 17,239 18,633 31,555 37,108 155.514 172,733 124.095 146,070 S5.S53 128,462 110,447 18,354 24,271 26.025 18,788 25.775 32,786 2C.229 31,192 21,680 26,734 50,742 28,821 21.025 20,687 33,571 19.714 16,682 17,361 20,829 20,156 2(1.220 34,263 39,794 103,838 183,147 138,631 174,520 105,149 153,042 128,219 11 CIIIK F ENGINE E R ' 8 HE PORT 19 SESSIONAL PAPER No. 20 Table showing the number of tons of raw and refined sugar carried over the road during each year since it was first opened as a through line. Year. 1870-77.... 1877- 78.... 1878- 79.... 1879- 80.. .. 1880- 81.... 1881- 82.. .. 1882- 83.... 1883- 84.... 1884- 85.... 1885- 86. . . . 1886- 87.. .. 1887- 88.... 1888- 89.... 1889- 90.... 1890- 91.... 1891- 92.... 1892- 93. .. 1893- 94.. .. 1894 95. ... 1895- 96.. .. 1896- 97.... 1897- 98.. .. 1898- 99.. .. 1899- 1900.. 1900- 01. . . . 1901 02.. .. 1902- 03.. .. 1903- 04. . . . 1904- 05.. . . 1905- 06.... 1906- 07.... Raw Sdgak. Via Ste. Hi isalic. 357 602 To Montreal for the West. Tons. 340 186 1,041 12,220 13,872 14,256 9,465 13,778 10,381 4,394 20,450 14,320 24,358 7,390 5,088 7,142 To St. John for the West. Tans. 4,670 3,960 96 489 90 194 875 509 715 394 To Local Stations Tons. 1,290 508 3,068 3,661 3,998 8,500 14,085 7,160 8,913 8,215 10.535 10,137 6,775 10,342 ii.824 4,925 6s 11,553 17,137 7,495 1,495 9,308 14,671 Total. Tons. 340 186 1,041 12,220 13,872 15,546 9,973 16,846 14,012 8,392 28,950 28,405 31,518 16,303 17,973 21.(137 10,137 6,775 10,342 9,824 4,925 96 489 11,643 17,331 8,727 15,684 10,091 15,065 Refined Scgak. To Ste. Rosalie for the Wist. Tons. 403 3.101 3,183 6,013 1,446 4,235 1,998 To Montreal for the West. 4,022 7.1 16 11,126 14,543 18,024 7,674 15,044 2] 64] 12,955 6,778 10,130 12,633 8,327 17,729 13,351 15,138 5,694 6,624 8,138 9,795 14,791 6,831 5,763 8,628 7,107 12,268 5,898 To St. John for the West. Tons. To Local Total. Stations Tons. Tons. 468 7,647 6,456 6,967 15,819 13,734 8,069 8,821 2,193 257 12 861 1,636 879 224 176 2,374 2,902 3,607 5,497 7,265 8,445 5,858 8,395 7,133 11,120 6,125 5,996 12,414 7,840 8,885 4,695 11,309 6,957 10,989 15,833 19,655 10,615 18,839 20,529 29,400 22,937 24,780 13,927 6,924 10,753 16,623 21,808 26,469 13,518 23,439 28,774 24,075 12,903 16,594 32,721 22,623 33,581 33. sir, 10,181 20,720 26,534 26,164 29,907 25.821 29,632 31,111 44,920 31,764 41,459 24,197 20 — ii — 2| 20 DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII., A. 1908 Table showing the number of tons of fresh and salt fish carried over the road during each year since it was opend as a through line. JTear. Fresh Fish. ToSte. Rosalie for the West. To Mont- real for the West. To St. John for the West. To Local Sta- tions. Total. Salt Fish. TuSt.-. Rosalie for the West. To Mont real for the West. To St. John for the West. To local Sta- tions. 1876-77... 1877 7«.. 1878- 79... 1879- 80... 1880- 81.. 1881- 82.. . 1882- 83.. 1883- 84... 1884- 85.. . 1885- 86.. 1886- 87.. . 1887- 8S„ 1888- 89.. 1889- 90.. 1890- 91... 1891- 92.. . 1892- 93.. 1893- 94... 1894- 95... 1895- 96.. 1896- 97.. . 1897- 98... 1898- 99... 1899- 1900. 1900 01.. 1901- 02.. 1902- 03.. 1903- 04... 1904- 05.. . 1905- 06... 1906- 07.. . Tons 37 219 140 539 779 284 320 Tons. 530 596 471 519 498 475 542 838 1,062 1,669 1,278 1,533 2,474 2,235 2,029 1,367 1,683 1,959 2,006 1,966 3,307 3,575 1,210 2,547 •J. Ml'. I 3,013 2,269 1,939 1,902 2,748 2,882 Tons. Tons. 921 1,015 1,336 1,362 1,879 1,619 384 1,682 1,885 1,645 1,572 1,477 2,000 1,787 2,788 1,746 1,875 2,192 3,726 3,059 3,115 3,703 2,070 2,706 3,207 4,373 3,040 3,588 3,674 2,439 3,712 527 474 817 453 920 957 393 412 484 902 2.008 1,031 1,870 2,111 1,848 547 3,340 2,224 1,160 1,319 1,286 1,052 3,305 3,686 4,125 5,477 4,842 5.002 5,516 7,706 7,400 Tons. 1,978 2,085 2,624 2,334 3,297 3,051 1,319 2,932 3,431 4,216 4,858 4,041 6,344 6,223 6,665 3,660 6,898 6,375 6,892 6,344 7,708 8,330 6,583 8,939 9,393 13,082 10,289 11,068 11,871 13,177 14.314 Tons. 360 283 493 225 433 683 307 Tons. 551 898 988 1,612 2,418 4,031 3,229 1,322 3,563 1,680 3,236 2,617 3,070 2.449 1,953 1,946 3,262 2,921 2,075 1,863 2,168 1.729 1,651 2,421 3,419 3,150 2,808 2,359 2,673 2,740 3,156 Tons. 1,848 1,644 1,038 2,238 937 1,066 759 1,143 3,600 2,047 569 476 7,746 847 1,917 928 1,811 1,814 1,849 1,087 1,176 1,066 1,198 1,563 1,346 1,413 1,615 564 272 346 416 Tons. 802 805 1,048 959 1,051 2,487 1,354 1,224 1,596 3,376 1,747 1,099 2,994 3,288 3,236 1,889 2,176 2,962 5,286 2,791 2,536 2,210 3,625 j 2,659 4,643 [ 5,196 6,579 ! 5,848 6,759 6,994 6,348 During the year 182 -66 miles of 56, 58, 67, 80 and 110 lb. rails were taken up and replaced with 67 and 80 lb. rails; 466,759 ties and 272 sets of switches renewed. Cost of road and equipment up to March 31, 1907. On capital account — Road, including $1,464,000 paid on account pur- chasing Drummond County Railway $65,517,279 65 Rolling stock . . - 17,227,658 24 Total $82,744,937 89 The work of increased accommodation at the deep iwater terminus at Halifax is progressing, which facilitates the work of conducting the traffic. Both the road and rolling stock have been efficiently maintained during the year. Additions to the rolling stock continue to be made, as being a necessity for the efficient working of the traffic. ii CEIEF ENGINEER'S REPORT 21 SESSIONAL PAPER No. 20 WINDSOR BRANCH. This road continues to be operated by the Dominion Atlantic Railway Company, formerly the Windsor and Annapolis Railway Company, the company receiving two- thirds of the gross earnings for working the traffic, and the government one-third of the gross earnings for maintaining the way and works. Miles in oper- ation. T ,*♦ 1880-81 . . 32 1881 81'. . 32 1882-83.. 32 1883-84. . 32 1884-85. . 32 1885-86. . 32 1886 87.. 32 1887-88.. 32 1888-89.. 32 1889-90.. 32 1890-91 . . 32 1891-92.. 32 1892-93.. 32 1893-94. . 32 1894-95.. 32 1895-96.. 32 1896-97. . 32 1897-98.. 32 1898-99.. 32 1899-1900 32 1900-01 . . 32 1901-02 32 1902-03.. 32 1903-04. . 32 1904 05. . 32 1905-06.. 32 1906-07. . 32 One-third gross earnings. $ cts. 28,434 29 28,461 07 31,199 77 30,428 39 32,246 30 31,185 63 33,564 58 32,242 85 37.313 43 39,544 19 39,519 56 42.891 23 43,901 28 41,834 70 50,703 84 47,456 74 54,208 81 48.892 21 56.314 51 62,266 61 62,523 20 65.315 38 56,417 38 72,708 54 66,798 46 65,936 66 61,597 30 Pioportionof n one-third gross ProP°.rtjo'> of earning one-third grog credited to line Windsor Junction to Halifax. $ cts 7,217 76 7,407 88 8,085 88 7,409 46 7,794 95 7,527 52 8,237 00 6,689 30 8,941 32 9.381 73 9,284 43 9.382 38 9,585 17 8,859 23 11,626 20 10,894 91 13,605 58 11,665 57 13,840 48 14,925 18 15,261 31 15,710 79 13,856 57 19,074 49 16,759 79 16,484 16 16,156 78 gross earnings credited to the Windsor Branch. S cts. 21,216 53 21,052 19 24,113 89 23,018 93 24.451 35 23,658 11 25,327 58 24,553 55 28,372 11 30,162 46 33,508 35 30,235 13 34,316 11 32,975 47 39,077 64 36,561 83 40.603 23 37,226 64 42,474 04 47,351 43 47,261 89 49.604 59 42,560 81 53,634 05 50,038 67 49.452 50 45,440 52 Maintenance expenses. $ cts. 20,502 26 13,099 55 23,103 93 22,140 86 18.751 96 19,229 49 26,049 33 24,040 33 2(1,856 50 18,982 82 28,931 71 19,514 37 16,889 95 17,645 09 14,640 07 16,476 46 10,821 04 18,181 09 12,873 06 12,891 56 16.862 66 16,376 27 17,843 19 24,281 09 26.863 16 17,485 97 15,425 32 Profit. S cts. 714 27 7,953 64 1,009 96 878 07 5,699 39 4,428 62 " 513*22' 7,515 61 11,179 64 1,303 42 13,994 48 17,426 16 15,330 38 24,437 57 20,985 37 29,782 19 14,045 01 29,600 94 34,459 87 30,399 23 33,228 32 24,717 62 29,352 96 23,175 51 31,966 53 30,015 20 22 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 PRINCE EDWARD ISLAND. CAPITAL ACCOUNT. The cost of road and rolling stock up to March 31, 1907: — Road, &c $6,712,032 35 Rolling stock 595,266 86 Total $7,307,299 21 The rolling stock provided on capital account consisted of: — DO CO Passenger Car Stock. and or cai a as CO a > Snow ploughs. Engines. 1st class cars. 2nd class cars. Baggage smoking and pos- tal. 3 C* cS 9 '3 O Box, cattle Refrigerat Platform ca coal cars. Conductors Pay car. Flangers. 27 23 19 14 1 248 21 3 147 22 4 1 10 9 272 169 The capital expenditure during the year amounted to $91,710.52, of which $70,- 316 (was expended on increased accommodation at Charlottetown. • ii CHIEF ENGINEER'S REPORT 23 SESSIONAL PAPER No. 20 The following table shows the working expenses, the gross and net earnings, the tons of freight and number of persons carried each year since June 30, 1875, when the road was first opened for traffic: — Year. Miles in operation. \\ orking expenses. IjrrObS earnings. Loss. Tons of freight carried. No. of passengers carried. c cis. O CL."5. m o cts. 1875-76 199 214,930 43 118,060 96 96,869 47 28,358 93,964 1876-77 199 228,595 25 130, 664 92 97,930 33 41,039 93,478 1877-78 199 221,599 49 135,899 60 85,699 89 3S.668 111,428 1878-7!) 199 223.313 12 125,855 99 97,457 21 38,923 105,046 1879-80 199 164,640 55 113,851 11 50,789 44 37,208 90,533 1880- 81 199 203,122 88 131,131 43 71,991 45 45,336 102,937 1881-82 199 228,259 97 137,267 54 90,922 43 48.315 118,436 1882-83 199 252,808 41 146,170 42 106,637 99 51,920 117,162 1883-84 199 236,428 13 144,504 12 91,924 01 51,841 118,988 1884-85 211 211,207 01 158,588 06 52,618 95 57,346 130,423 1885-86 211 216,744 34 155.584 36 61,159 98 57,913 120,374 1886-87 211 204,237 37 155,303 37 48,934 00 63,589 103,067 1887-88 211 229,639 95 158,365 62 71,276 33 59,603 131,246 1888-89 211 247,559 44 171,369 56 76,189 89 55.682 152,780 1889-90 211 266,485 85 160,971 78 105,514 07 51,604 133,099 1890-91 211 257,990 08 174,258 05 83,732 03 59,511 145,508 1891-92 211 289,706 38 157,442 69 132,263 69 51,065 139,389 1892-93 ... » 211 226,422 17 162,690 42 63,731 75 56,718 132,111 1893-94 211 22*5,891 06 158,533 83 68,857 23 53,577 123,727 1894-95 211 232,105 19 149,654 71 83,250 41 48,325 125,089 1895 96 211 225,138 56 14'-,, 476 54 78,662 02 46,395 122,586 1896-97 211 240,489 90 153,443 13 87,046 77 52,151 121,498 1897-98 211 231,418 74 158,950 61 72,468 13 57,539 126,510 1898-99 211 218,053 01 165,021 03 53,040 98 57,938 129,667 1899-1900 211 220,931 81 174,738 73 46,193 08 62,227 147,471 1900-01 211 261,766 24 193,833 48 67,883 76 73,696 157,793 1901-02 210 270,159 97 197,999 97 72,160 00 75,381 184,748 1902-03 209 259,637 82 217,714 24 41,923 58 80,582 205,265 1903-04 209 335, 695 44 234,390 03 101,305 41 80,2*6 224,517 1904-05 209 370,464 44 217,330 61 153,133 83 75,969 235,194 1905 06 261 294,253 16 257,270 57 36,982 59 87,162 256,092 1906-07 267 2^3,148 50 215,434 97 67,713 53 67,144 232,371 Steel rails (50 and 56 lb. to yard) 263-5 Iron rails (40 lb. to yard) 4 Total length of road 267-5 The road and rolling stock are in good running condition. 4? Id -fcr^ 45 0 V/y 4 ? I — t, SO 4 1 Lachine. S! Anne, Chambly. Rideau. St Peter's S!Ours, Carillon, « Gr enville. There are no locks on the through route between Lake Superior an<\ ii CHIEF ENGINEER'S REPORT SESSIONAL PAPER No. 20 of the Canadian Canal Systems except the Trent Canal, which is uncompleted. SaulT Sle. Mane. Montreal of less dimension than those of the Welland Canal Locks. 26 DEPARTMENT OF RAILWAYS AND CANALS {{ 7-8 EDWARD VII., A. 1908 TEENT CANAL Hydraulic Litt-Lock at Peterborough 65 Feet Lift ii chief i:x<;ixi:i:irs in: port 27 SESSIONAL PAPER No. 20 CANALS. The preceding diagrams of the locks on the Lachine, Soulanges, Welland and Sault Ste. Marie canals practically give the key to the whole navigation between Montreal and Lake Superior. There are no locks to be passed of less dimensions than those of the Welland canal. The dimensions of the locks of the Beauharnois, Carillon and Grenville, St. Anne, Chambly, St. Ours, Rideau, Trent and St. Peter's are also shown. CONSTRUCTION. SOULANGES CANAL. This canal extends from Coteau Landing to Cascades, a distance of 14 miles. The works of construction of this canal are completed. Total expenditure up to June 30, 1906 $6,891,174 70 Expended during the year ended March 31, 1907. . . . 13,508 88 Total expended up to March 31, 1907 $6,904,083 58 There yet remain some further payments to be made. SAULT STE. MARIE CANAL. This canal is cut through St. Mary's island; it is 1£ miles in length. The depth of water on the mitre sill at low water is 20 feet 4 inches, 22 feet in the prism, 21 feet 5 inches in the lower entrance, with a minimum width of 315 feet. In the upper entrance there is only a depth of 18 feet of water at low water, but the work of deep- ening to 21 feet 5 inches is in progress. A contract was entered into with Mr. Boone to continue the work of deepening and widening, which, when completed, will give safe passage for vessels approaching and departing from the canal. It having been found necessary to lengthen the entrance piers at each end of the canal, a contract has been entered into with Mr. Birmingham to extend south lower entrance pier 800 feet. The work is completed. For the extension of 800 feet to the south upper entrance pier, a contract has been entered into with O'Boyle Bros., which is completed. An addition of 40 feet is being built to south entrance pier. When this work is brought to a finish the construction of the canal may be considered com- plete, unless, with a view to appearance of neatness and beauty, it is considered desir- able to level up the grounds, lay them out in parterres, and plant thorn with trees and shrubs. Total expenditure up to June 30, 1906 $4,543,675 99 Expended from June 30, 1906, to March 31, 1907 .... 95,504 63 Total expended up to March 31, 1907 $4,639,1S0 62 28 hi 7M/,'7.i//;\ /■ nr i: i//.u \ )> \\n caxai.s ii 7-8 EDWARD VII., A. 1908 TRENT CANAL. This canal is designed to extend from the waters of Lake Ontario to the Georgian bay on Lake Huron, at the mouth of the Severn river, the total distance being about 200 miles, of which 20 miles are canal and about 180 miles river and lake navigation. Sections 1 and 2, on the Peterborough-Lakefield division, 9:61 miles, which were constructed by Messrs. Brown, Love & Aylmer and Messrs. Corry & Laverdure respec- tively, were opened for traffic on July 9, 1904, on which date the hydraulic lift-lock at Peterborough was formally put in operation. The lift-lock has a lift of 65 feet. It was fully described in the report of 1904. The contract for the steel for this hydraulic lift-lock was awarded to the Domin- ion Bridge Company of Montreal, on February 15, 1905, and the work under this contract is completed. Balsam-Simcoe Lake Division. For section No. 1 Mr. Andrew Onderdonk was the contractor. He completed his contract some time ago, but as it is only a section of this division, it is only occasion- ally used, and has not been formally opened for public traffic. It is about six miles in length. Section No. 2 is completed. Section No. 3. — The contract for this section was awarded to Messrs. Brown & Aylmer on September 6, 1900. The work consists of constructing five concrete locks, three dams, three swing bridges, the necessary excavation, culverts, &c, and is com- pleted. To complete this canal, which is designed to extend from the Georgian bay to the waters or Lake Ontario, there remain to be placed under contract the section from Lake Simcoe to Georgian bay and the work between Heeley's falls and Lake Ontario waters. Holland River Division. Section No. 1. — A contract for this section was entered into with the Lake Sim- coe Dredging Company on April 30, 1906. Section No. 2. — From Holland Landing to Newmarket, a contract has been made with Mr. J. Riley of St. Catharines for this section. The following is a statement of the expenditure made on the construction of this canal from its commencement up to March 31, 1907. Expended prior to June 30, 1867 $ 309,371 31 Expended subsequent to June 30, 1867, and up to June 30, 1894 (date of works contracted for) 782,584 88 Expended from June 30, 1894, to June 30, 1904. . . . 3,512,435 81 Total expenditure up to June 30, 1905 4,957,653 75 Expended from June 30, 1905, to June 30, 1906. . . . 319,789 49 Total expenditure up to June 30, 1906 $5,277,443 24 Expended from June 30, 1906, to March 31, 1907. . . . 153.045 42 Total expenditure to March 31, 1907 $5,430,488 66 ii CHIEF ENGINEER'S REPORT 29 SESSIONAL PAPER No. 20 ENLARGEMENT. LACHIXE CANAL. This canal extends from Montreal to Lachine, a distance of 8i miles. There are 5 lift locks, 270 x 45 feet, iwith 14 feet water on the mitre sills, giving a total rise of 45 feet. There was a large amount of work performed in the way of repairs and renewals during the year. There were new plans prepared during the year providing for the rebuilding of part of the slope walls in concrete. Messrs. Quinlan & Robertson secured the contract and the work was pushed vigorously as soon as the canal was unwatered. The work of dredging the basin, &c, was continued during the year. The total quantity of material excavated was about 8,000 cubic yards. Work on the instal- lation of the electric machinery for the operation of lock gates, &c, was continued during the year. The total expenditure for original construction from 1843 to 1848 $2,587,532 85 Expenditure in 1869 2,000 Total expenditure up to June 30, 1869 $2,589,532 85 Total expenditure for enlargement up to June 30, 1905 $8,885,578 80 Expended in year ended June 30, 1906 103,798 28 Total expenditure to June 30, 1906. $8,989,377 08 Expended from June 30, 1906, to March 31, 1907 18,840 85 Total expenditure for enlargement to March 31, 1907. 9,008,217 93 Total expenditure for construction and enlargement to March 31, 1907 $11,597,750 78 CORNWALL CANAL. This canal extends from Cornwall to Dickenson's Landing, a distance of 11 miles. No special work during the year. FARRAX's POINT CANAL. This canal commences at Farran's Point and extends a mile westward. The work of enlargement on this canal is completed. The total expenditure for construction and enlarge- ment up to June 30, 1906, is $877,090 57 Expended during year ended March 31, 1907 Nil Total expenditure up to March 31, 1907 $877,090 57 30 DEPARTMEXT OF RAIL1\YAYS AND CANALS ii 7-8 EDWARD VI!., A. <908 RAPIDE PLAT CANAL. This canal extends from Morrisburg west ward for a distance of 3§ miles. A power plant is being constructed at the lock in the village of Morrisurg for manufacturing and lighting purposes. The work of enlargement was completed on January 14, 1905. Total expenditure up to June 30, 1906 $2,157,487 09 Expended during the year ended March 31, 1907. . . . Nil Total expenditure up to March 31, 1907 $2,157,487 09 GALOPS CANAL. . . The works of enlargement of both the Iroquois section and the Cardinal section of this canal are completed, and the engineers are preparing the final estimates, the details of which, in order to meet the requirements of the Auditor General's office, are very voluminous. The work on the upper entrance section, for which Messrs. Murray & Cleveland are the contractors, is drawing to a close, and will, it is confidently expected, be com- pleted during the current year. A wharf was built at Cardinal. Total expenditure on enlargement up to June 30, 1906 . $5,960,844 40 Expended from June 30, 1906, to March 31, 1907 45,000 00 Total expenditure up to March 31, 1907. . . $6,005,844 40 WELLAND CANAL. The trunk line extends from Port Dalhousie on Lake Ontario to Port Colborne on Lake Erie, a distance of 26| miles. IMPROVEMENTS AT PORT COLBORNE. Messrs. Hogan & McDonell are the contractors for this work. The condition of the works may be described as follows : — The contractors have made some progress with the excavation in the new harbour. Mr. M. J. Hogan, under his contract for ' New Docking along West Pier,' has made very good progress; nearly all of the cribs being in place and a large portion of the concrete superstructure. The foundations for the proposed elevator on Dock No. 2, under contract to Messrs. Larkin & Sangster, has been completed, and the filling around the piers has been put in place by Messrs Hogan & McDonell. ii CHIEF ENGINEER'S REPORT 31 SESSIONAL PAPER No. 20 The contract was let to P. Lyall & Sons to build an 800,000 bushel elevator work is under way. Total expenditure up to June 30, 190G $1,207,959 10 Expended from June 30, 1904, to March 31, 1907. . . . 287,586 16 Total expenditure up to March 31, 1907 $1,495,545 26 REMOVAL OF OBSTRUCTIONS AND IMPROVEMENTS. The obstructions referred to are the pivot piers of the bridges in the centre of the canal. It is proposed each year, to tear down two or three of the old bridges and build new structures spanning the entire channel, until all the bridges have been rebuilt. Six of these bridges have been replaced with modern structures-, giving a clear channel 100 feet in width. Other improvements of various kinds have been caried out. Total expenditure up to June 30, 1906 $ 656,464 21 Expended from June 30, 1906, to March 31, 1907 .... Nil. Total expenditure up to March 31, 1907 $ 656,464 21 DEEPENING PORTIONS OF LONG LEVEL. This work is being executed by Magann & Phinn. This deepening will give 17 feet at normal level and 15 feet at extreme low water; the work is nearing completion. Total expenditure up to June 30, 1906 $ 492,288 76 Expended from June 30, 1906, to March 31, 1907 61,516 73 Total expenditure up to March 31, 1907 553,805 49 Construction. Enlargement. Total expenditure up to June 30, 1906. $7,693,824 03 $19,101,740 34 Expended from, June 30, 1906, to March 31, 1907. . . . 480,305 03 Total expenditure up to March 31, 1907 $19,5S2,045 37 ST. LAWRENCE RIVER, AND LAKE IMPROVEMENTS. GALOPS RAPIDS CHANNEL. This work is being executed by the contractors, the Gilbert Blasting and Dredging Company. 32 DEPARTMENT OF RAILWAYS AND CANALS n 7-8 EDWARD VII., A. -1908 Total expenditure up to June 30, 1906 $ 986,132 81 Expended from June 30, 1906, to March 31, 1907. . . . 13,350 00 Total expenditure up to March 31, 1907 $ 999,482 81 NORTH CHANNEL. This channel is about 2J miles in length, 300 feet wide, with 16 feet of water at low water. It commences about one mile west of the upper entrance to the Galops canal, and runs in a direct line to deep water off Chimney Point. The work also comprises the building of dam from Adam's island to Galops (Ogden) island. These works are being executed by the contractor, Mr. M. A'. Cleve- land, and it is expected that they will all be completed this season, 1906. Total expenditure up to June 30, 1906 $1,539,590 72 Expended from June 30, 1906, to March 31, 1907 61,528 34 Total expenditure up to March 31, 1907 $1,601,119 06 ST. LAWRENCE RIVER AND CANALS. REDUCING SHOALS WEST OF CORNWALL CANAL. The contemplated improvement of the river channel west of the upper entrance of the Cornwall canal has been completed by the removal of the following five shoals : — Wagner's Island shoal. Dawson's Point. Archibald's Point. Markell's Point. Maxwell's shoal. The removal of these shoale to a depth of 17£ feet of water, has materially im- proved the channel. It has changed the direction of the current, which, instead of flowing in the direction of the Long Sault as heretofore, has taken a direct course towards the entrance of the canal, a deviation which greatly advantages the navigation of the channel. Total expenditure on river reaches to June 30, 1906 . .$ 491,266 05 Expenditure June 30, 1906, to March 31, 1907. . . ._ 5,218 03 Total expenditure to March 31, 1907. $ 496,484 08 11 CHIEF EXGIXEER'S REPOllT 33 SESSIONAL PAPER No. 20 SUMMARY. To summarize, I may state the cost of construction and enlargement of the canals and improvements to the river and lakes up to March 31, 1907, to be as follows, viz. : — Route from Montreal to Port Arthur. Original Construction of Canals. j Improvement Enlargement I to of St. Lawrence Canals. River and Lakes. Total. G, 1104, 073 58 1,945,024 73 1,320,655 54 .? cts. Lachine Canal 2,589,532 85 Lake St. Louis Soulanges Canal Lake St. Francis Cornwall Canal Williamsburg Canal Farran's Point Canal I Rapide Plat Canal | Galops Canal . . I Galops Rapids River Reaches Xorth Channel Murray Canal j 1,248,820 2G \Velland Canal j 7,693,824 03 Sault Ste. Marie Canal 1 4,639, 180 62 Total 26,342,311 61 $ cts. 9,008,217 89 5,271,224 12 10.676 26 \ 877,090 57 I 2,158,242 00 | 6,006,626 92j 19,582,045 37 42,914,123 13 S cts. 298,176 11 75,906 7i 999, 482 81 718,674 78 1,601,118 01 S cts. 11,597,750 74 298,176 11 6,904,673 58 75,906 71 7,216,848 85 10,373,291 29 999,482 81 718.071 78 1,601,118 61 1,248,820 20 27,275,869 40 4,639,180 02 3,093,359 02 72,949,793 70 If to the above total there is added the cost of the Beauharnois canal — $1,636,- 690.26, not now required for navigation — the total expenditure is $74,5S6,484.02. Route from Lachine to Ottawa. Original Construction. Enlargement. Total. S cts. $ cts. $ cts. 134,456 51 63,053 64 1,035,759 12 4,119,039 32 1,170,215 63 4,182,092 96 Total 197,510 15 5,154,798 44 5,352,308 59 Construction by the Imperial Government is not included. Records relating to same were kept in Ordnance Office, Montreal, and were destroyed" by fire in 1852. Route from Ottawa to Kingston. Original Construction. Enlargement. Total. $ cts. 4,085,889 21 489,599 23 S cts. S cts. 4,0S5,889 21 489,599 23 Total 4,575,488 44 8,575,488 44 20 — ii— 3 34 DEPARTMENT OF RAILWAYS AND CANALS n 7-8 EDWARD VII. A. 1908 Route from St. John, P.Q., to Sorel. ... - _ _. Original Construction. Enlargement. Total. Chambly Canal $ cts. 037,056 76 121,537 65 .? cts. •? Cts. 67,056 76 121,537 65 Total 758,594 41 758,594 41 Route from Lalce Ontario to Georgian Bay. Original Construction. Enlargement. Total. S cts. 5,409,524 26 cts. 9 cts. 5,409,524 20 Total 5,409,542 20 5,409,524 26 Route from Atlantic Ocean to Bras d'Or Lakes. Original Construction. » Enlargement. Total. Total S cts. 248,762 84 248,762 84 S cts. 399,784 30 399,784 30 S cts. 648,547 14 048,547 14 The Culbute canal has been abandoned and the Beauharnois canal is no longer required for navigation purposes, but has to be maintained as a power canal. The construction of these two canals cost : — Cidbute canal $ 382,776 46 Beauharnois canal 1,636 690 26 • Total $2,019,466 72 MAINTENANCE AND OPERATION. LACHINK CAXAL. Operation. An interruption occurred to the traffic through this canal during the season of 1906 of 56 hours. ii < HIKF ENGINEER'S REPORT 35 SESSIONAL PAPER No. 20 Maintenance. A very large amount of work was performed towards maintaining' the canal in good order during the year. The cost of repairs made during the year ended March 31, 1907, is as follows : — Ordinary repairs under head of staff and repairs. . . .$ 47,465 20 Special repairs under head of income — Grading and finishing lock No. 2 $ 6,998 18 Wall at Warehousing Co.'s basin No. 2. . . . 20,717 03 Widening wharf, basin No. 1 20,462 30 Locks Nos. 1 and 2 5,000 00 Repairs to lock No. 1 12,894 7-i 65,872 25 Total $ 113,337 45 SOLLAN'GES CANAL. Operation. The peration of this canal was conducted without interruption during the season of 1906. The cost of repairs made during the year ended March 31, 1907, is as fol- lows : — Ordinary repairs under head of staff and repairs. . . .$ 15,604 71 Special repairs under head of income — General repairs 3,216 29 Total $ 18,821 00 CORNWALL CANAL. Operation. No interruption occurred to the traffic through this canal during the season of 1906. The canal is well lighted by electricity, and the lock gates, valves, weirs and bridges have continued to be operated most successfully by electrical power. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under the head of staff and repairs. .$ 24.4S9 IS Special repairs under head of income — To build scow. . $2,361 75 To rebuild river wharf at foot of canal.... 17 70 To put in rip-rap facing of stone around ' The Point' between the locks 1,084 00 Repairs North Bank 728 16 4.191 61 Total $ 28,689 79 20— ii— 3i 36 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 WILLIAMSBURG CANAL. Operation. No interruption occurred in the traffic through these canals during the season of 1906. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under the head of staff and repairs. . . . $8,501 57 To stop leak in bank $18,000 00 To rebuild retaining walls 405 65 18,405 65 Total $26,907 22 WELLAND CANAL. Operation. The removal of the pivot piers from the centre of the canal, which is being done by degrees, is a great benefit to navigation, and is much appreciated by the transporta- tion companies using the canal. Navigation was interrupted for 42 hours. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under the head of staffs and repairs. . $53,247 50 Special repairs under head of income — Stone protection to banks of canal $19,961 38 Renew abutment, Chippawa and O'Neil's bridges 11,999 57 To build retaining wall in rock cut 12,107 60 To renew foundations of weir at lock No. 2, old canal 4,604 93 To renew entrance piers at Port Maitland. 7,362 99 66,036 47 $109,283 97 SAULT STE MARIE CANAL. Operation. No interruption to navigation occurred in this canal during the season. - During the season of 1906, there were 4,152 lockages, passing 5,913 registered and unregistered vessels and scows, with a total tonnage of 6,359,176 tons; of this total ton- nage 1,959,186 tons was of Canadian vessels, being an increase in this class of tonnage of 159,850. ii CHIEF ENGINEER'S REPu-ZT 37 SESSIONAL PAPER No. 20 Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under the head of staff and repairs. . . . $11,520 53 CHAMBLY CANAL. The operation of this canal was conducted without interruption during the season of 1906. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under head of staff and repairs $22,418 88 Special repairs under head of income — House for bridge-keeper $2,199 57 To strengthen banks 6,724 25 To macadamize road west side of canal. . . 1,493 91 To macadamize tow-path 9,996 67 Culvert at Denault's farm 1,539 40 21,953 80 $44,372 68 ST. OURS LOCK. Operation. There was no interruption to navigation on this canal during the season of 1906. Maintenance. The cost of repairs during the year ended March 31, 1907, was as follows : — Ordinary repairs under the head of staff and repairs. . . . $1,142 79 Special repairs under head of income — New boom piers and booms $4,200 00 4,200 00 Total $5,342 79 STE. ANNE'S LOCK. Operation. There was no interruption to navigation on this lock during the season of 1906. 38 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows: — Ordinary repairs under the head of staff and repairs. . . $901 47 Kebuilding piers, north side entrance. . ... $2,449 9G 2,449 9G Total $3,331 43. CARILLON AND GREXYILLE CANALS. Operation. There was no interruption to navigation on these canals during the season of 1906. Maintenance. The cost of repairs during the year ended March 3.1, 1907, as follows: — Ordinary repairs under the head of staff and repairs. .$ 7,036 40 Special repairs under head of income — Dams across slides $1,213 70 To build swing bridge 2,225 00 Kebuilding Grenville wharf 5,954 68 9,392 70 Total $ 16,429 10 BEAUHARNOIS CANAL. Operation. This canal is only being used by a few market boats and barges. The staff has been reduced to one man at each lock and isolated bridge, and three men in charge of ferries. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under head of staff and repairs . . . .$ 11.711 09 Special repairs under head of income — Regulating pier opposite parish of St. Stanislas. . . . 598 64 $ 12,309 73 ii CHIEF ENGINEER'S REP0R1 39 SESSIONAL PAPER No. 20 MURRAY CANAL. • Operation. There was no interruption to navigation on this canal during the season of 1906. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows:— Ordinary repairs under the head of staff and repairs. .$ 1,710 55 Special repairs under head of income — To rebuild piers with concrete, east end. . . .$ 10,423 $ 12,133 55 RIDEAU CANAL. Operation. There was an interruption to navigation on this canal during the season of 1906 of six days. Maintenance. The cost of repairs during the year ended March 31, 1907, is as follows : — Ordinary repairs under the head of staff and repairs. .$ 44.627 S2 Special repairs under head of income — To rebuild three swing bridges $3,483 97 To purchase new tug 7,500 00 Land damages 22 10 11,006 07 Total $ 55,633 89 TRENT CANAL. Operation. w There was no interruption to navigation on this canal during the season of 1906. Maintenance. The cost of repairs during the year ended March 1907, is as follows : — Ordinary repairs under the head of staff and repairs. .$ 36,516 47 Specian repairs under the head of income — ^ Trent — Improvements $30,462 10 30,462 10 Total $ 66,978 57 40 DEPARTMENT OF RAILWAYS A ND OANA LS {{ 7-8 EDWARD VII., A. 1908 st. peter's canal. Operation. There was no interruption to navigation on this canal during the season of 1006. Maintenance. The cost of repairs during the year ended March 31, 1907, as follows : — Ordinary repairs under the head of staff and repairs . .$ 246 87 CULBUTE CANAL. This canal has been abandoned for navigation purposes. SUMMAEY. Cost of maintenance and operation of the canal system for the year ended March 31, 1907 $947,222 66 Net revenue of canals after deducting refunds 105,003 15 Excess of cost of maintenance and operation over revenue $842,219 51 Table showing the dates of closing of the canals for the season of 1906-07. Name of Canal. Lachine Soulanges Cornwall Farran's Point Rapide Plat Galops Murray Welland Sault Ste. Marie Grenville Carillon Ste. Anne's Chambly St. Ours r>; j f At Ottawa . . Kideau - » . t. • . ( At Kingston. Trent Beauharnois St. Petei's Navigation opened 190/. Navigation closed 19015. December 4 4 6 6 •• 6 6 (i 17 22 November 30 30 30 30 28 27 27 December 1 November 30 •January 15 Note. — The fiscal year 1900-7, closing March 31, the dates of opening of navigation will, for 1907, be inserted in statement for fiscal year 1907-8. ii ' ////:/• /. \<;i\ /-; /; • .2232 To Duluth 1>35? Chicago 1-286 Second. — Ottawa to Lake Champlain. 1. Grenville. 2. Carillon. 3. St. Anne's. 4. Chambly. 5. St. Ours Canals. Third. — Ottawa to Kingston and Perth. 1. Rideau Canal. fourth— Lake Ontario at Trenton to Lake Huron at mouth of River Severn. 1. Trent Canal (not completed). Fifth — Ocean to the Bras d'Or Lakes. 1. St. Peters Canal. ii CHIEF ENG1 VEER'S REPORT 47 SESSIONAL PAPER No. 20 RIVER ST. LAWRENCE AND LAKES. The River St. Lawrence, with the system of canals established on its course above Montreal, and the Lakes Ontario, Erie, St. Clair, Huron and Superior, with connecting canals, afford a course of water communication extending from the Straits of Belle Isle to Port Arthur, at the head of Lake Superior, a distance of 2,200 statute miles. The distance to Duluth is 2,343 miles. The distance to Chicago, 2,272 miles. From the Straits of Belle Isle, at the mouth of the St. Lawrence, to Montreal, tho distance is 986 miles. From Quebec to Montreal the distance is 160 miles. Owing to the shallowness of the waters on a portion of the river between these two places, par- ticularly through Lake St. Peter, vessels drawing more than from ten to twelve feet were formerly barred from passage for the greater part of the season of navigation. In 1826 the question of deepening the channel was first definitely mooted, but it was not until 1844 that any dredging operations were begun. In that year, the deepening of a new straight channel was commenced, but the scheme was abandoned in 1847. In 1851 the deepening of the present channel was begun. At that time the depth of the channel at low water was 10 feet 6 inches. By the year 1869 this depth had been increased to 20 feet, by 1882 to 25 feet, and by the close of 1888 the depth of 27£ feet, at low water, was attained for a distance of 108 miles from Montreal to a point within tidal influence. This work is now being continued by the government of Canada, which in 1888, under the provisions of the Act 51 Vic, ch. 5 of that year, assumed the indebtedness. The channel has a minimum width of 300 feet, extending to 550 feet at points of curvature. The channel is lighted and buoyed. Navigation, iwhich is closed* by ice during the winter months, opens about the end of April. Montreal has by this work been placed at the head of ocean navigation, and here the canal systems of the River St. Lawrence begin, overcoming the various rapids by which the river channel upwards is obstructed, and giving access through the St. Lawrence canals, the Wetland canal, the great lakes and the Sault Ste. Marie canal, to the head of Lake Superior. The difference in level between the point on the St. Lawrence, near Three Rivers, where tidal influence ceases, and Lake Superior, is about 600 feet. The Dominion canals, constructed between Montreal and Lake Superior, are the Lachine, Soulanges. Cornwall. Farran's Point, Rapide Plat. Galops, Murray, Welland and Sault Ste. Marie. Their aggregate length is 73 miles ; total lockage (or height directly overcome by locks), 551 feet. The number of locks through which a vessel would pass in its passage from Montreal, at the head of ocean navigation, to the head of Lake Superior, is 48. The Soulanges canal takes the place of the Beauharnois canal ; the latter may be abandoned for navigation purposes. Communication between Lakes Huron and Superior is obtained by means of the Canadian Sault Ste. Marie canal, and also by the St. Mary's Falls canal, situated on the United States side of the River St. Mary. Both these canals are free of toll. 48 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 The improvement of the United States channels in St. Mary's river has been con- tinued from year to year, so that the dredged areas now total 34 miles in length, with a minimum width of 300 feet, which i.s increased at angles and other critical points to 1,000 feet. The depth is 20 feet at the mean stage of water. Excavation has now been commenced to afford 21 feet at the lowest stage of water. It is important to note that the enlargement of canals on the main route be- tween Montreal and Lake Erie comprises locks of the following minimum dimensions : Length, 270 feet; width, 45 feet; depth of water on silk, 14 feet. The length of the vessels to be accommodated is limited to 255 feet. At Farran's, in the canal of that name, the lock is 800 feet long. A similar lock is built at Iroquois on the Galops canal, the object being to pass a full tow at one lockage. The old lift locks, 200 feet by 45 feet, are still available, with 9 feet of water on mitre sills. The canal consists of one channel, with two distinct systems of locks, the old and the enlarged. There are two lock entrances at each end. The canal extends from the city of Montreal to the town of Lachine, overcoming the St. Louis rapids, the first of the series of rapids which bar the ascent of the River St. Lawrence. They are 986 miles distant from the Straits of Belle Isle. LACHINE CANAL. Length of canal \ . Number of locks Dimension of locks Total rise or lockage Depth of water on sills, at two locks. . . . Depth of water on sills, at three locks. . . . Average width of new canal 8£ statute miles. 5 270 feet by 45 feet. 45 feet. 18 14 150 SOULANGES CANAL. Length of canal. . Number of locks — Lift 14 statute miles. Guard Dimensions of locks Total rise or lockage Depth of water on sills Breadth of canal at bottom Breadth of canal at water surface Number of arc lights 4 1 280 feet by 45 feet. 84 feet. 15 " 100 " 164 " 219 of 2,000 c.p. each. The canal extends, from Cascade Point to Coteau Landing, overcoming the Cas- cade Rapids, Cedar Rapids and Coteau Rapids. ii CHIEF ENGINEER'S REPORT 49 SESSIONAL PAPER No. 20 From the head of the Lachine to the foot of the Soulangcs the distance is sixteen miles. CORNWALL CANAL. Length of canal jl statute miles. Number of locks 6 Dimension of locks 270 feet by 45 feet. Total rise or lockage. . . 48 feet. Depth of water on sills 14 " Breadth of canal at bottom 100 '' Breadth of canal at water surface 1G4 " Number of arc lights 350 The old lift locks, 200 feet by 45 feet, are also available, with nine feet of water on mitre sills. From the head of the Soulanges to the foot of the Cornwall canal there is a stretch through Lake St. Francis 38| miles which is being made navigable for vessels drawing fourteen feet. The Cornwall canal extends past the Long Sault Eapids from the town of Corn- wall', to Dickenson's Landing. WILLIAMSBURG CANALS. The Farran's Point, Rapide Plat and Galops canals are collectively known as the Williamsburg canals. farran's point canal. Length of canal 1 mile. Number of locks 1 New lock 800 feet by 45 feet. Old lock 200 " Total rise or lockage 3^. feet. Depth of water on sills of new lock 9 " Depth of water on sills of old lock 14 " Breadth of canal at bottom 90 " Breadth of canal at water surface 154 " From the head of the Cornwall canal to the foot of Farran's Point canal, the dis- tance on the River St. Lawrence is five miles. The latter canal enables vessels ascend- ing the river to avoid Farran's Point rapid, passing the full tow at one lockage. De- scending vessels run the rapids with ease and safety. 20— ii— 4 50 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 RATIDE PLAT CANAL. Length of canal 3§ miles. Number of locks 2 Dimensions of locks 270 feet by 45 feet. Total rise or lockage ill feet. Depth of water on sills 14 Breadth of canal at bottom SO Breadth of canal at surface water T52 The old lift-lock, 200 feet by 45, is also available, with nine feet of water on mitre sills. From the head of Farran's Point canal to the foot of Bapide Plat canal, there is a navigable stretch of 10£ miles. The canal was formed to enable vessels ascending the river to pass the rapids at that place. Descending vessels run the rapids safely. GALOPS CANAL. Length of canal 7i miles. Number of locks 3 ^. • ,ii j? nil 1-800 by 45. Dimension of locks, one of which is a ^guard-lock y 9 ^v 45 Total rise or lockage 15J feet. Depth of water on sills 14 " Breadth of canal at bottom 80 " Breadth of canal at surface of water 144 " From the head of Bapide Plat canal to Iroquois, at the foot of the Galops canal, the St. Lawrence is navigable 4J miles. The canal enables vessels to over come the rapids at Pointe aux Iroquois, Port Cardinal and the Galops. MUBBAY CANAL. Length between eastern and western pier heads 5& miles. Breadth at bottom 80 feet. Breadth at water surface 120 " Depth below lowest known lake level 11 1 No locks. This canal extends through the Isthmus of Murray, giving connection westward between the head waters of the Bay of Quinte and Lake Ontario, and thus enabling vessels to avoid the open lake navigation. ii CHIEF ENGINEER'S IMPORT 51 SESSIONAL PAPER No. 20 WELLAND CANAL. Main line from Port Dalhousie, Lake Ontario, to Port Colborne, Lake Erie. Old Line. Enlarged on New Line. Length of canal 27£ miles. 26| miles Pairs of guard-gates (formerly 3) . 2 w - j guard 26 25 JN lumber oi locks. j j.^ ^ ^ Dimensions i 1 (tidal) 230 x 45 1 lock 200 x 45 1 lock 200 x 45 2<° feet x 45 feet 24 locks 150 x 45 J Total rise or lockage 326| feet. 326f feet. Depth of water on sills 10£ " 14 " WELLAND RIVER BRANCHES. Length of canal — Port Robinson Cut to River Welland 2.622 feet. Erom the canal at Welland to the river, via lock at Aqueduct 300 feet. Chippewa Cut to River Niagara 1,020 feet. Number of locks — one at Aqueduct and one at Port Robinson 2 Dimensions of locks 150 by 26£ feet. Total lockage from the canal at Welland down to River Welland 10 feet. Depth of water on sills 9 feet 10 inches. GRAND RIVER FEEDER. Length of canal 21 miles. Number of locks 2 _ f 1 of 150 by 26* feet. Dxmensions of locks j. x of 200 by 45 feet. Total rise or lockage 7 to 8 feet. Depth of water on sills 9 feet. PORT MAITLAND BRANCH. Length of canal lj miles. Number of locks 1 Dimensions of locks 185 feet by 45 feet. Depth of water sills 7^. feet. Total rise of lockage 11 feet. The Welland canal has two entrances from Lake Ontario, at Port Dalhousie, one for the old, the other for the new canal. From Port Dalhousie to Allanburg, llf miles, there are two distinct lines of canal in operation, the old line and the enlarged or new line. From Allanburg to Port Colborne, a distance of 15 miles, there is only one chan- nel, the old canal having been enlarged. 20— ii— 41 52 DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII., A. 1908 From the head of the Welland canal there is a deep water navigation through Lake Erie, the Detroit river, Lake St. Clair, the St. Clair river, Lake Huron and River St. Mary to the Sault canal, a distance of about 580 miles. From the Sault the dis- tance through Lake Superior to Port Arthur is 2G6 miles, anil to Duluth 400 miles. SAULT STE. MARIE CAKAL Length of Canal, between the extreme ends of the entrance piers 5,967 feet. Number of locks 1 Dimensions of locks 900 feet by 60 feet. Depth of water on sills (at lowest known water level) 20 feet 3 inches. Total rise or lockage 18 feet. Breadth of canal at bottom 141 feet S inches. Breadth of surface of water 150 feet. This canal has been constructed through St. Mary's Island, on the north side of the rapids of the River St. Mary, and, with that river, gives communication on Cana- dian territory between Lakes Huron and Superior. MONTREAL, OTTAWA AND KINGSTON. This route extends from the harbour of Montreal to the port of Kingston, passing through the Lachine canal, the navigation section of the lower River Ottawa, and the Ottawa canals, to the city of Ottawa; thence by the River Rideau and the Rideau canal to Kingston, on Lake Ontario — a total distance of 245;^ miles. After leaving the Lachine canal the works constructed to overcome difficulties of navigation are : — Ottawa Fiver Canals. The Ste. Anne's Lock. Grenville Canal. Carillon Canal. Rideau Canal. The total lockage (not including that of the Lachine canal) is 509 feet — (345 rise, 164 fall) — and the number of locks is 55. The following table exhibits the intermediate distances from Montreal harbour: — Sections of Navigation. Interme- diate Distance. Total Distance from Montreal. From Lachine to Ste. Anne's lock Ste. Anne's lock and piers Miles. 8| 15" A 27 3 J H 4 56 126} Miles. 23 23 50 51 57 63 119 245 The Carillon canal From Carillon to Grenville canal The Grenville canal From the Grenville canal to entrance of Rideau navigation ii CHIEF ENGINEER'S REPORT 63 SESSIONAL PAPER No. 20 STE. ANNE'S LOCK'. New Loch. Old Loci,-. Length of canal | mile. J mile. Number of locks 1 1 Dimensions of locks 200 x 45 feet. 190x45 feet. Total rise or lockage 3 feet. 3 feet. Depth of sills 9 " 6 " This work, with guide piers above and below, surmounts the Ste. Anne's rapids between He Perrot and the head of the Island of Montreal, at the outlet of that por- tion of the River Ottawa which forms the Lake of Two Mountains, 23-J miles from Montreal harbour. THE CARILLON CANAL. Length of canal g mile. Number of locks 2 Dimensions of locks 200 x 45 feet. Total rise or lockage 16 feet. Depth of water on sills 9 " Breadth of canal at bottom 100 " Breadth of canal at water surface 110 " This canal overcomes the Carillon rapids. From Ste. Anne's lock to the foot of the Carillon canal there is a navigable stretch of 27 miles, through the Lake of Two Mountains and the River Ottawa. By the construction of the Carillon dam across the River Ottawa the water at that point is raised 9 feet, enabling the river above to be used for navigation. G RENVILLE (ANAL. Length of canal 5| miles. Number of locks 5 Dimensions of locks 200 x 45 feet. Total rise or lockage 43| feet. Depth of water on sills 9 u Breadth of canal at bottom 40 to 50 feet. Breadth of canal at surface of water 50 to 80 feet. This canal, by which the Long Sault rapids are avoided, is about 56 miles below the city of Ottawa, up to which point the River Ottawa affords Unimpeded navigation. RIDEATJ NAVIGATION. The Rideau system connects the River Ottawa at the city of Ottawa, with the eastern end of Lake Ontario, at Kingston. DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII., A. 1308 Length of navigation waters Number of locks going from Ottawa to Kingston. . 126£ miles. (35 ascending. jl4 descending. at high water. Dimensions of locks Depth of water on sills Navigation depth through the several reaches. . Breadth of canal reaches at bottom 134 x 33 feet 5 feet. J 60 feet in earth. Breadth of canal at surface of water Length of canal Number of locks Dimensions of locks Total rise or lockage Depth of water on sills Length of dam Breadth of canal at bottom /54 feet in rock. SO feet in earth. 6 miles. 2 Breadth of canal at surface at water 134 feet x 32 feet. 26 " 5 " 6 inches. 200 " 40 " ) 40 " in rock. (60 " in clay. The Perth branch of the Rideau canal affords communication between Beveridge's bay, on Lake Rideau, and the town of Perth. The summit level of the Rideau system is at upper Lake Rideau, but several of the descending reaches are also supplied by waters which have been made tributary to them. Tbe following description gives the sources of supply : — From the summit, the route towards Ottawa follows the Rideau river, and that towards Kingston follows the River Cataraqui. The supply of water for the canal is derived from the reserves given in detail below. These may be divided into three systems, viz. : — 1. The summit level, supplied by the Wolf lake system. 2. The eastern descending level to Ottawa, supplied by the River Tay system, discharging into Lake Rideau. 3. The southwest descending level to Kingston, supplied by the Mud lake system, formerly known as the Devil lake system, discharging into Lake Openicon. Lake Openicon receives the waters of Bucke lake and Rock lake. All these waters on the descending level, supplemented by those of Lake Lough- boro', flow to Cranberry lake, which, discharging through Round Tail outlet, forms the River Cataraqui. The river, rendered navigable by dams at various points, affords a line of navigation to Kingston. ii CHIEF ENGINEER'S REPORT 55 SESSIONAL PAPER No. 20 RICHELIEU AND LAKE CHAMP LA IX. This system, commencing at Sorel, at the confluence of the Rivers St. Lawrence and Richelieu, 46 miles below Montreal, extends along the River Richelieu, through the St. Ours lock to the basin at Chambly; thence, by the Chambly canal, to St. Johns, and down the River Richelieu to Lake Champlain. The distance from Sorel to the boundary line is SI miles. At Whitehall, the southern end of Lake Champlain is entered, and connection is obtained with the River Hudson, by which the city of New York is directly reached. From the boundary line to New York the distance is 330 miles. The following table shows the distances between Sorel and New York: — Section of Navigation. Interme- diate Distance. Sorel to St. Ours lock St. Ours lock to Chambly canal Chambly canal Chambly canal to boundary line Boundary line to Champlain canal Champlain canal to junction w ith Eriecanal. Erie canal from junction to Albany Albany to New York Miles. 14 32 12 23 111 66 146 ST. OURS LOCK AND DAM. Length £ mile. Number of locks 1 Dimensions of locks 200 feet by 45 feet. Total rise or lockage 5 feet. Depth of water on sills 7 feet at low water. Length of dam in eastern channel 300 " Length of dam in western channel 690 " At St. Ours, 14 miles from Sorel, the River Richelieu is divided by a small island into two channels. The St. Ours lock is in the eastern channel. There is a navigable depth in the Richelieu of 7 feet between St. Ours lock and Chambly basin, a distance of 32 miles. 56 DEPARTMEX T OF BAILWA ¥8 I XI) CA VALS {{ 7-8 EDWARD VII., A. 1908 CHAMBLY CAXAL. Length of caial 12 miles. Number of locks 9 Dimensions of locks: — Guard lock No. 1 at St. Johns 122 feet. | Lift lock, No. 2 124 " [From 224 to " 3, 4, 5, 6 118 * j 24 feet wide. " 7, 8, 9 combined 125 " ) Total ri.se or lockage 74 * Depth of water on sills 7 " Breadth of canal at bottom •'!<> *' Breadth of canal at surface of water 60 " This canal succeeds the 32 miles of navigable water between St. Ours lock ami Chambly basin. The canal overcomes the rapids between Chambly and St. Johns. TRENT CANAL. The term ' Trent canal ' is applied to a series of water stretches, which do not, however, form a connected system of navigation, and which, in the present condition, are efficient only for local use. By various works this local use has been extended, and by others, now in progress and contemplation, this will become a through route between Lake Ontario and Lake Huron. The series is composed of a chain of lakes and rivers, extending from Trenton, at the mouth of the River Trent, on the Bay of Quinte, Lake Ontario, to Lake Huron. Many years ago the utilizing of these waters for the purpose of through water communication between Lake Huron and Lake Ontario iwas projected. The course, as originally contemplated and modified, is as follows: — Through the River Trent. Rice lake, the River Otonabee and Lakes Clear. Stony Lovesick, Deer, Buckhorn, Chemong, Pigeon. Sturgeon and Cameron to Lake Balsam, the summit water, about 165 miles from Trenton; from Lake Balsam by a canal and the River Talbot to Lake Simcoe; thence across Lake Simcoe to the Severn river : thence by the River Severn to Georgian bay, Lake Huron; the total distance being- about 200 miles, of which only about 15 or 20 miles will be actual canal. The full execution of the scheme, commenced by the Imperial government in 1887, was deferred. By certain works, however, below specified, sections of these waters have been made practicable for navigation, and the whole scheme is now being carried out. A branch of the main route, extending from Sturgeon lake south, affords communica- tion with the town of Lindsay, and through Lake Scugog to Port Perry, a distance of L90 miles from Trenton. ii CHIEF ENGINEER'S REPORT 57 SESSIONAL PAPER No. 20 The following table gives the distance of navigable and unnavigable reaches: — Navigable Innavigable Miles. Miles. From Trenton, Bay of Quinte, to Nine .Mile rapids. . 9 Nine Mile rapids to Percy landing 19A Percy landing to Heeley's Falls dam — 14J Heeley's Falls dam to Peterborough 51| — Peterborough to Lakefield — 9.} Lakefield to a point across Balsam lake 61 Balsam lake to Lake Simcoe — lv| Across Lake Simcoe to Severn river 18 Lake Simcoe to Georgian bay via Seven] rivpr. . — 14 150[ 65| Total distance, Bay of Quinte to Georgian bay 212 From Sturgeon Point on Sturgeon Lake, 48| miles from Lake- field, the branch through the town of Lindsay to Port Perry at the head of Lake Scugog 27 The works by which the Trent navigation has been improved comprise canals, with locks and bridges, at Young Point. Burleigh rapids, Lovesick. Buckhorn rapids, Bob- caygeon, Fenelon Falls and Rosedale; also dams at Lakefield. Young's Point, Burleigh Falls, Lovesick, Buckhorn, Bobcaygeon and Fenelon Falls. By these works there i< afforded communication between Lakefield, 9i miles from Peterborough, and Balsam lake, the headwaters of the system; opening up a total of about 10 miles of direct and lateral navigation. At Lakefield, 9£ miles from Peterborough, the dam at the head of the Xine Mile rapids of the River Otonabee, maintains navigation on Lake Katchewannoe up to Young's Point. At Young's Point, 5 miles from Lakefield, the dam between Lake Katchewannoe and Clear lake controls the water level through Clear ami Stony lakes up to the foot of the Burleigh canal. The lock here, it should be observed, is controlled by the Pro- vincial government. At Burleigh Rapids, 10 miles from Young's Point, a canal, about 2 J miles in length, passes the Burleigh and Lovesick rapids, and gives communication between Stony lake and Deer bay. At Buckhorn rapids, 7 miles from Burleigh rapids, there is a canal about one- fourth of a mile long. At Bobcaygeon, 15^ miles from Buckhorn rapids, a dam, .*>5:» feet long, controls the water level tip to Fenelon Falls. At Fenelon Falls, 15 miles from Bobcaygeon, a canal about one-third of - a mile in length connects Sturgeon lake with Cameron lake. 58 DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII.. A. 1908 The following is a list of the locks, with their 'dimensions: — 1 Lock at Rosedale, 100' x 30' x 4' 6" to 6' 6" depth water on mitre sill. 2 Locks at Fenelon 134' x 33' x 5' 0" to 7' 6" depth of water on mitre sill. 1 " Lindsay 134' x 33' x 5' 0" to 7' 0" " " 1 " Bobcaygeon..:134'x33'x5'8"to7'6" 1 " Buckhorn 134' x 33' x 5' 0" to 9' 0" 1 " Lovesick 134' x 33' x 5' 0" to 9' 4" " " 2 " Burleigh 134' x 33' x 6' 0" to 8' 0" 1 " Young's Point (a provincial government work) 134' x 33' x 5' 0" to 14' 0" depth of water on mitre sill. G " Peterborough 134' x 33' x 5' 0" to 10' 0" depth of water on mitre sill. 1 " Little Lake— Lakefield. 1 " Chisholm's. . .134' x 33' x 5' 0" to 8' 6" " 1 " Hastings 134' x 33' x 7' 0" to 10' 6" 1 Hydraulic lift lock at Ashburnham. 5 " Balsam Lake. 1 " " Kirkfield. • 26 ST. PETEB'S CANAL, CAPE BRETON. Length of canal About 2,400 feet. Breadth at water line 55 feet. Lock One tidal lock, 4 pairs of gates. Dimensions 200 feet by 48 feet. Depth of water on sills 18 feet at lowest wa'er. Depth through canal 19 feet. Extreme rise and fall of tide in St. Peter's bay 4 feet. This canal connects St. Peter's bay on the southern side of Cape Breton, Nova Scotia, with the Bras d'Or lakes. It crosses an isthmus half a mile in width, and gives access from the Atlantic. BEAUHARNOIS CANAL. Length of canal 12 statute miles. Number of locks 9 Dimensions of locks 200 feet by 45 feet. Total rise or lockage 82^ feet. Depth of water on sills 9 " Breadth of canal at bottom , 80 <; Breadth of canal at water surface 120 " ii CHIEF ENGINEER'S REPORT 59 SESSIONAL PAPER No. 20 As the new Soulanges canal is now opened for navigation the Beauharnois canal is practically abandoned for navigation purposes. I have the honour to be, sir, Your obedient servant, M. J. BUTLER, Deputy Minister and Chief Engineer of Railways and Canals. The Honourable Geo. P. Graham, Minister of Railways and Canals. 60 DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 Intercolonial Railway of Canada, Office of the General Manager, Moncton, N.B.. July, 1907. Sir, — 1 have the honour to submit the following report on the working of the In- tercolonial Railway (hiring the fiscal period of nine months ended March 31, 1907. I inclose the report of the Chief Engineer, on the works charged to capital account the report of the engineer of maintenance, on the repair and renewal of the permanent way, buildings and works, and the report of the superintendent of motive power and of the mechanical accountant, with the statements relating to the mechanical depart- ment; also the following statements of the accounts of the railway prepared by the Comptroller : — 1. Capital account. 2. Revenue. 3. Maintenance of way and structures. 4. Maintenance of equipment. 5. Conducting transportation. 6. General expenses. 7. Special votes. 8. General stores. 9. General balance. 10. Statement of averages. The length of railway included in last year's report was 1,445-92 miles. To this is to be added the extension from Xorth Sydney to Sydney Mines, 2 -70 miles, making a total milege in operation during the period ended March 31, 1907, of 1,44s -62 miles. Of the above total mileage, seventeen miles are double track. CAPITAL ACCOUNT. The cost of road and equipment on June 30, 1906, was $81,238. 72s 63 The additions during the year were as follows: — To strengthen bridges 118,272 88 Original construction 5io 66 Diversion of line at St. Leonard Junction 5,485 72 Diversion of line at Mitchell 3,986 86 Drummondville — Improvements at 3,681 01 Engine house, &c, Chaudiere Junction 31,821 23 Engine house, machine shop, &c, Riviere du Loup. . . . 5,998 72 To increase accommodation at Ste. Flavie 16,914 78 Newcastle — Improvements at 2.760 96 Campbellton — Improvements at 5,529 85 Gibson — Air compressor and reservoir 1,780 91 To increase accommodation at Halifax 260,124 63 To dredge and blast rock at deep water terminus, Halifax 19,360 58 Increased accommodation at Truro 83,652 83 Increased accommodation at St. John 2.259 41 Increased accommodation at Springhill Junction 20 94 ii / \ TEBCOLONIAL RAILWA F 61 SESSIONAL PAPER No. 20 To increase accommodation at Sydney 17,012 09 Glengarry — Water tank and reservoir 1,585 7s Pictou Landing- — Raising wharf 14,989 05 Increased accommodation at Stellarton 2,810 47 Increased accommodation at Antigonish 1,418 43 Air brakes to freight cars 21,000 00 Time recorders and watchmen's clocks l,2s."i 50 To increase accommodation at Pictou 74,038 18 Extension to Sydney Mines 22,195 S5 Rolling stock * 343,670 86 Double-tracking parts of line 50,751 s2 Increased accommodation and facilities along the line. . 15,184 21 Additional sidings along the line| Additional sidings and spur lines. . . . j 32,433 72 Extension of wharf at Dalhousie 100 45 To provide side ladders on box cars 2,275 00 To exchange drawbars of freight cars 12,531 20 Improvements at Rothesay 4 7 1 < > Locomotive and car shops and hind purchase at Monc- ton 183,531 02 Sackville — Improvements at 24,916 00 Fencing portion of line not heretofore fenced 15,983 30 \c\v machinery for locomotive and car shops 50.214 73 Steam shovel 11,700 00 Improving grades on line 3,240 44 Xew Glasgow — Increased accommodation at 13,000 00 To put railway between Indiantown and Blackville into condition for operation 789 00 To increase water supply -11,222 15 Princess pier 3,778 22 Ice-houses 11,100 00 Total 1,500,248 20 Less refund on account of Riviere Quelle Branch. . 39*00 Making the total cost on March 31. 1907 $82,744,937 89 Gibson Air compressor and reservoir. These were required in connection with the repair shops at Gibson. Air brakes to freight cars — - One hundred and seventy-nine freight cars were equipped during the nine months with Westinghouse Automatic quick action air brakes. To exchange drawbars of freight cars — Ninety seven freight cars were changed from the link and pin drawbar to the M.C.B. coupler. Time recorders and watchmen's clods — One clock and eight time recorders were purchased and installed for use in the motive power department. These are to be used to register the arrival and departure of the employees. 62 DEPARTMENT OF RAILWAYS AND CANALS {{ 7-8 EDWARD VII., A. 1908 Boiling stock — Twenty locomotives of the consolidation type for freight service, three switching locomotives, and one hundred and fifteen hopper cars, were purchased. To provide side ladders on oox cars — Nine hundred and ten box freight cars were provided with side ladders, two to each car. New machinery for locomotive and car shops — This is for additional machinery for the construction and repair of locomotives and cars, and for the installation of it. Explanations in regard to other expenditures on capital account will be found in the report of the Chief Engineer. REVENUE ACCOUNT. The gross earnings and the working expenses for the nine months' period com- pare as follows : — Gross earnings $6,248,311 00 Working expenses 6.030,171 83 Surplus $ 218,139 17 The gross earnings for the nine months compare as follows with those of the corresponding nine months of the previous year : — In 1906-07 (9 months) $6,248,311 00 In 1905-06 (9 months) 5,586,155 21 Increase $ 662,155 79 The earnings from passenger traffic compare as follow : — • In 1906-07 (9 months) $1,952,438 88 In 1905-06 (9 months) 1,707,723 02 Increase $ 244,715 86 The earnings from freight traffic compare as follows : — In 1906-07 (9 months) $4,032,745 00 In 1905-06 (9 months) 3,634,443 77 Increase $ 398,301 23 The earnings from mails and express freight compare as follows : — In 1906-07 (9 months) $ 263,127 12 In 1905-06 (9 months) 243,988 42 Increase $ 19,138 70 The earnings by mile of railway compare as follows : — In 1906-07 (9 months) $ 4,297 80 In 1905-06 (9 months) 3,863 39 jj INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 The earnings by train mile compare as follows : — In 1906-07 (9 months) $ 1 23 In 1905-06 (9 -months) 1-003 The number of passengers carried compare as follows: — In 1906-07 (9 months) 2,044,847 In 1905-06 (9 months) 2,095,559 Decrease 50,712 63 There was a decrease of 57,980 in the number of local passengers, and an increase of 7,268 in the number of through passengers. The weight of freight carried compares as follows : — In 1906-07 (9 months) 2,606,073 In 1905-06 (9 months) 2,287,973 Increase 318,100 There was an increase in local freight of 249,238 tons and an increase in through freight of 68,962 tons. The following is a comparative statement of a few of the chief articles of freight, showing the quantity carried in this nine months period, and in the corresponding period of the previous year : — Articles. 1905-6. 9 months. 1906-7. 9 months. Barrels of flour and meal . . Bushels of grain Lumber in superficial feet . Head of live stock Coal in tons Manufactured goods in tons Cords of firewood All other articles in tons.. . . 1,456,180 2,270,400 382,381,426 94,933 483, 2S6 594,763 38,241 403,734 1,531,140 2,231,864 452,602,703 97,381 635,480 658,850 38,510 398,348 Increase. 74,960 70,221,277 2,448 152,194 269 64,087 Decrease. 38,536 .-.,386 There was an increase over the corresponding nine months of last year in the quantity of the following articles carried : Flour, meal and other mill products, butter and cheese, eggs, apples, calves, cattle, pigs, sheep, lumber logs, timber pulp- wood, pit props, telegraph poles, railway ties, tanbark, firewood, shingles, clapboards, extract of hemlock bark, coal, ore, stone, lime and cement, brick, sand, iron and other metals, fresh, salted, dried and canned fish, clams, molasses, sugar, salted and fresh pork, salted and fresh beef, hides, skins and leather. There was a decrease in the quantity of the following : Grain, potatoes, and other vegetables, hay and straw, horses and oysters. WORKING EXPENSES. The working expenses for the nine months compare as follows with those of the corresponding nine months of the previous year : — In 1906-07 (9 months) $5,925,321 83 In 1905-06 (9 months) 5,650,923 90 Increase $ 274,397 93 64 DEPARTMEh T OF It IILWAYS IND CANALS ii 7-8 EDWARD VII., A. 1908 The averages compare with those of the corresponding period of last year as follows : — Per mile run by engine — In 1906-07 (9 months) . . ST 00 In 1905-06 (9 months) SO -75 Per mile run by trains — In 1906-07 (9 months) 116 89 In 1905-06 (9 months) 101 44 Working expenses per mile of railway — In 1906-07 (9 months) $• 4,075 63 In 1905-06 (9 months) 3,908 18 The rent paid to the Grand Trunk Railway Company during- the nine months period, $105,000, is not included in the above, as it would disturb the comparison with previous years; no corresponding charge relating to the cost of any portion of the railway having been included in the working expenses previous to the year 1898-99. The permanent way and structures and all works of the railway received necessary repairs and are in good order. During the nine months 466,759 ordinary ties and 272 sets of switches were put in. 37 *43 miles of track were reballasted, 56,154 cubic yards of ballast were used. 2 -52 miles of additional sidings were provided at various points. Bridges, culverts, wharfs and buildings received necessary repairs. The fences were repaired and 74 -02 miles of fences were built. The snow sheds and snow fences were repaired. The rolling stock received necessary repairs, and its general condition is good, with the exceptions mentioned in the report of the superintendent of motive power. Two switching locomotives were purchased: nine box freight cars, eleven plat- form cars, one oil tank car, and two coal cars of twenty tons capacity each, were built in the workshops of the railway, all to replace an equal number taken out of service. STORES. The value of stores purchased was $2,281,468 44 The value of stores used was 2,447,075 60 The value of material sold was 174,289 58 The value of stores on hand at the end of the period was : Miscellaneous $ 342,024 32 Fuel 63,784 36 Roadway and bridge material 936.188 22 Total $1,341,996 90 GKXERAL. The accounts for this fiscal period are presented in the form prescribed by the United States Inter-State Commerce Commission for American Railways, which form has been adopted by the Department of Railways and Canals for the use of Canadian railways. It is believed that by this more uniform manner of presenting results, compari- sons between the Intercolonial Railway and other railways will be more easily marie. ii INTERCOLONIAL RAILWAY 65 SESSIONAL PAPER No. 20 In November, 1908, the office of chief accountant and treasurer was abolished, and Mr. Thomas Williams who occupied that position from July, 18S2 was assigned to other duties. The office of comptroller and treasurer was established, and Mr. S. L. Shannon, accountant of the Department of Railways and Canals, Ottawa, was transferred from that position and appointed comptroller and treasurer at Moneton. Mr. C. F. Burns was appointed auditor of disbursements. I have the honour to be, sir, Your obedient servant, D. POTTINGER, M. J. Butler, Esq., C.E., General Manager Govt. Eys. Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Ont. INTERCOLONIAL RAILWAY OF CANADA. Office of the Chief Engineer, Moncton, N.B., June 15, 1907. Sir, — I have the honour to submit the following report on capital account expendi- ture for the fiscal year ending March 31, 1907. TO STRENGTHEN BRIDGES. The following new steel bridges were erected during the year by the Canadian Bridge Company of Walkerville, Ont. : Enfield, N.S., one span riveted deck bridge, 111 feet, 8 inches ; Elmsdale, N.S., one span riveted through bridge, 150 feet ; Shu- benacadie, N.S., three span, deck plate girder, one 98 feet 8 inches, one 100 feet 2 inches, and one 98 feet. By the Dominion Bridge Company, Montreal, P.Q. : — Nauwigewauk, N.B., three spans, riveted through bridge, one 99 feet 6 inches, one 100 feet, and one 99 feet 6 inches. St. Leonard (new masonry), two spans riveted, deck girders, 158 feet each, eight spans riveted deck girders, two 65 feet each, three 60 feet each, one 40 feet, and two 30 feet each, and three braced, trestle towers with six bents, one 39 feet high, one 46 feet high, one 47 feet high, two 55 feet high and one 59 feet high. Mitchell bridge (new masonry), two spans riveted through Pratt trusses, 198 feet each, four spans, riveted deck girders, two 60 feet each and two 40 feet each, two braced, trestle bents, each 22 feet high. The necessary alterations of the masonry of abutments and piers have been made, new floors put upon the bridges and the work of reconstruction completed. Drummondville bridge was painted. Plans and specifications were prepared, tenders called for, and contracts let for new steel bridges at St. Henri, Stewiacke, Truro, Hall's Creek, Humphrey's, Bic, Isle Verte, Harbour au Bouche, Brierly Brook, Bear Brook, Thomson, Dorchester, (Three), Ana- gance, Model Farm, Rothesay (Two), Boiestown, Doaktown and Boyer River. The work of construction of these bridges is going on. Diversion of Line at St. Leonard — The work in connection with this diversion has been completed. The new line was opened up for traffic December 16, 1906. 20— ii— 5 66 DEPARTMENT OF RAILWAYS AND CANALS {[ 7-8 EDWARD VII., A. 1908" Diversion of Line at Mitchell — The work in connection with this diversion was completed with the exception of some filling required for the approach's to the bridge, and a small amount of ballasting, which will be entirely completed during the coming year. Improvements at JJrummondsville — The work in connection with the moving of the old station, and converting it into a freight shed, and remodelling and building an extension to the existing engine house was completed. The necessary grading required around the above work was done. Engine-house, &c, at Chaudiere Junction — Considerable grading was done, and 16,233 feet of additional tracks were put in the new yards. Improvements were made to the water service. Plans and speci- fications were prepared for a stores and office building. Engine-house, Machine Shops, &c, Riviere du Loup — Improvements were made to the engine-house and water service. To increase occommodation at St. Flavie — The water service was extended, and 6,927 feet of additional sidings were put in and ballasted. Improvements at Campbellton — Plans and specifications were prepared, tenders called, and a contract let for lay- ing a pipe line for the new water service. The dam and reservoir required for the above were built by day labour. The pipes, &c, required were supplied. 743 feet of sidings were put in. To increase Accommodation at Halifax — Plans and specifications were prepared, tenders called, and a contract let for the excavation required for the improvements on the upper side of Water street and the work commenced. The filling required for the additional yard room between the shore and the quay wall of cribwork was carried on during the year. The material used was hauled by train from borrow pits at Lake View, and the material which was removed from the upper side of Water street was also used in the work. Plans and specifications were prepared, tenders called, and contracts let for a 36 stall engine-house, freight' car repair shop, a planing mill, and for double tracking the cotton factory branch. Plans and specifications were also prepared, tenders called, and a contract let for dredging and removing pier No. 9, and facing up pier No. 8. Thi6 work was well advanced during the year. The Cunard property on the east side of Water street, including wharfs, ware- houses, &c., was acquired by the railway. Improvements were made to the electric light plant and fire alarm system; 10.270 feet of sidings were put in. To increase Accommodation at Truro — The 30 stall engine-house was completed and boilers, induced draft plant, steam pumps, air compressors and hot blast system of heating and piping were installed. A ii IXTERCOLOXIAL RAILWAY 67 SESSIONAL PAPER No. 20 large quantity of excavation was done for additional tracks for approaches to the new engine-house, and 3,603 feet of new tracks were laid. To increase Accommodation at St. John — Preparations were made for the erection of Stanley and Wall street overhead bridges. A tower house was erected in the east end of the yard. To increase Accommodation at Sydney — A concrete platform in connection with the new station was commenced; the work is about three-fourths completed. A hot water system of heating was installed in the freight office. The 15-ton pillar crane, which was purchased last year, was erected. During the year, 1,356 feet of sidings were put in. To increase Accommodation at StelJarton — Alterations were made to the yard, and additional sidings put in. Air Brakes to Freight Cars — For details of this appropriation see report of G. R. Joughins, superintendent of motive power. To increase Accommodation at Picton — ■ The 9 stall engine-house was completed, and occupied by the railway. The work of building and filling sea-wall in connection with the new engine-house was carried on during the year. The 75 foot turntable (purchased last year) was erected. The water service was extended, and 7,107 feet of new tracks laid. The existing station was remodelled for a dwelling for the agent, and the neces- sary plumbing and a hot water heating system was installed. Extension to Sydney Mines — The ballasting of the main line and fencing was completed. A contract was let for a station, freight shed and platform at Sydney Mines. The work of construction is going on. The land required for the new yard at Sydney Mines was purchased, part of the grading required was done, and working tracks laid. Rolling stock; — For details of this appropriation see report of Mr. G. R. Joughins, superintendent of motive power. Double Trading Farts of the Line — The double tracking of the line from Richmond to Windsor Junction was com- pleted. An electric semaphore was erected at Bedford. A survey was made and plans and specifications prepared for double tracking the line from St. John to Hampton. Plans and specifications were also made for double tracking the line from Monc- ton to Painsec Junction. 20— ii— 5J 68 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 Increased accommodation and facilities along the line — The following work was done under this appropriation: — St. Moise, seating provided for station. Chaudiere, station provided. Maccan, the concrete platform was completed; the rearrangement of the yard was also completed. Milnikek, plans and specification were prepared, and tenders for a new sta- tion called. Iona, a freight shed was provided. Shediac, stone station provided. St. Alexis, freight shed provided. Salmon lake, a contract let for new freight shed. Ste. Perpetue, a station provided. Dalhousie, a new platform built. Wallace bridge, a well provided. St. Eomuald, two electric semaphores were put up. Millerton, plans and specifications were prepared, and tenders for a dwelling for the agent called. Spur lines were also built at Wallace and Fort Lawrence. Extension to Dalhousie Wharf — Very little was done with this appropriation during the year. Locomotive and car shops and land purchase at Moncton — The balance of the land required for the new yard was paid for. Contracts were let for a freight car repair shop, passenger car repair shop, paint shop, planing mill, stores and office building, locomotive and erecting shops, and the work of construction is going on. A survey was made for a new sewer from the new shops to Johnathan's creek, which is now under construction. ADDITIONAL SIDINGS AND SPUR LINES. Windsor Junction (new siding) . . Aitkins (newsiding) Lome (new siding) Iona (new siding) Eiver Denys (new siding) Plumweseep (new siding) Sweeney's Brook (new siding) .... Beau Bivage (new siding) Sayabec (new siding) Bic, (new siding) . St. Jean Port Joli (extension) . . . Trois Saumons (extension) Elgin Boad (extension) L'Islet (extension) St. Henri Junction (extension) . . , St. Leonard Junction (new siding) Ste. Bosalie (new siding) Londonderry (new siding) Amherst (new siding) Feet. 802 227 500 680 200 460 325 341 986 600 750 120 240 1,170 266 268 1,260 2,281 332 ii INTERCOLOyiAL RAILWAY 69 SESSIONAL PAPER No. 20 The work of grading for the new yard was carried on during the year, and 13,081 lineal feet of sidings were laid. Improvements at Sackville — Plans and specifications were made, tenders asked, and a contract let for water works, which will be constructed during the coming year. The pipe and other ma- terials required for the above were delivered on the ground by the railway. Plans and specifications were prepared, tenders asked, and a contract let for a stone passenger station, and the work of construction has been commenced. Fencing portions of the line not heretofore fenced — During the year 16,007 rods of Strathy wire fence were built on the Canada Eastern, and 1,129 rods on the Wallace spur. New machinery for locomotive and car shops — For details of this appropriation see report of Mr. G. R. Joughins, superinten- dent of Motive Power. Improving grades on line — The improving of the grades at St. Wenceslas and Daveluyville were completed, and ballasted. Increased accommodation at New Glasgow — A freight shed and platform were provided. The- yard rearranged and 2,100 feet of new sidings laid. To put railway between Indiantown and Blackville into condition for operation — Nothing was done under this appropriation during the year except some engineer- ing work. To increase water supply — During the year work was done on the water supplies at Ste. Anne, Loggieville, Chatham Junction, Blackville, Gibson, Boiestown, Upper Cross Creek, St. Fabien, Trois Pistoles, Windsor Junction, Isle Verte and Bathurst. Glengarry water supply and reservoir — ■ Plans and specifications were made, tenders asked, and a contract let for a tank, pipe line and reservoir. The pipes, &c, have been supplied by the railway and de- livered on the ground. Increased accommodation at Springhill Junction — Nothing was done under this vote. Raising wharf at Pictou landing — A portion of this wharf was raised during the year. The material used was sup- plied by the railway and the work done under contract with J. W. Dobson. Improvements at Rothesay — Nothing was done under this vote. 70 DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 Increased accommodation at Antigonish — Some grading was done around the yard and a platform was provided at the freight shed. On account of the change in the location of the station and freight shed the fire hydrant was moved. Improvements at Newcastle — Pipes and materials were supplied for extending the water service. Original Construction — Under this vote amounts were paid as follows : — A. B. Schurman, 0-21 acres of land and interest at Oxford, N. S $130 04 Geo. England, 6 acres of land at George's river 223 14 R. T. Mclllreith, for legal expenses in connection with Geo. England's land 40 40 To dredge and blast roclc at D.W.T., Halifax — During the year, 1,791 cubic yards of rock were removed from between pier No. 3 and No. 4. Steam Shovel — A steam shovel was provided. Time Recorders and Watchmen's Clods — One clock and eight time recorders were purchased and installed for the use of the mechanical department. To Exchange Draw-bars on Freight Cars — For details of this appropriation see report of Mr. G. R. Joughins, superintend- ent of motive power. ice-houses — Ice-houses were provided at Truro, Campbellton, Gibson, Chaudiere Junction, Mulgrave, Sydney and Levis. Air compressor at Gibson — This was provided. Princess Pier — A trestle was built to carry the steam crane, which is used for discharging coal from vessels. A siding, which was required for this purpose, was laid on the pier. I have the honour to be, sir, Your obedient servant, wm. Mckenzie, Chief Engineer. D. Pottixger, Esq., I.S.O., General Manager, Government Railways, Moncton, N.B. jj INTERCOLON IAL RAILWAY 71 SESSIONAL PAPER No. 20 Intercolonial Railway, Office of the Engineer of Maintenance, Monton, N.B., May 31, 1907. Sir, — I have the honour to submit the report of the Maintenance of Way and Works Department for the nine months from July 1, 1900, to March 31, 1907. TRACK. During the year 182-66 miles of 56, 58, 67 and 110 lb. rails were taken up and( replaced with 67 and 80 lb. rails. ties. During- the year 466,759 ordinary ties and 272 sets of switch ties were put in. BALLASTING. During the year 37 • ±3 miles of track was ballasted, using 43,896 cubic yards of gravel, and 12,258 cubic yards of ashes and cinders. SWITCHES AND SEMAPHORES. Distant semaphore signals were erected at the following stations: — Albion, 1. Bedford, 1. Woodburm, 2. Richmond, 1. St. Eloi, 1. Truro, 1. Kent Junction, 1. 104 new switches were installed during the year. New telegraph signals were provided at the following stations : — Shediac. Mclntyre's LT im" - j* -r~ cf cf ©~ j mrr — I t)t,MTfO © © t~ c x 1-5 oo OS Kl X N .2 > - 3 = - x be® s c c o 2 c a 3 : : t*"g £ 5 «j « £ > - c 2 • O — - — : r^ -2 ^ . . ■4J Cj eg d *0 9 £ 2 S ® is .2 i U K o 3 <» r. > i ^ 0 S i s- c r — " ce s u cs t O'C'C'OJ'O g> ■ £ g o O O O „ 5 : o o o o 3 c3 OS ~ = -5 o.2 . 3 o £5 525 t i. o o 3 » p~ 2i O 3 fi • - *j ' 3; 3 % .S 3 B ■§ S 5 P * 0 : 5c 'J ^ S -2 - +5 S • e8 - c s i ~ - s 2 2 ° c H ii IXTERCOLOMAL RAILWAY DEPARTMENT OF RAILWAYS AND CANALS 11 7-8 EDWARD VII., A. 1908 No. 2. — INTERCOLONIAL RAILWAY. Revenue Account, 9 Months ended March 31, 1907. Expenditure. $ cts. Maintenance of way and structures. . 1,111,888 63 Maintenance of equipment 1,180,521 1G Conducting transportation 3,485,224 83 General expenses. 147,537 16 5,925,171 83 Rental of leased lines 105,0 0 00 6,030.171 83 Balance 218,13ft 17 6,248,311 00 Earnings. Passenger earnings 1,952,438 88 Freight .. I 4,032,745 00 Mail and express earnings 235,038 88 Miscellaneous earnings 28,087 24 6.248.311 00 6.248.311 00 E. & 0. E. Moncton, N.B. S. L. SHANNON, Comptroller. No. 3.— INTERCOLONIAL RAILWAY. Maintenance of Way and Structures, 9 Months ended M\rch 31, 1907. 3 cts. No. 1. Repairs to r Dad way ■ 716,139 78 2. Renewals of rails ; 37,950 17 3. „ ties 147,909 14 4. Repairs and renewals of bridges and culverts 66,637 50 5. it fences, road crossings, signs and cattle-guards 22,664 06 6. .. buildings and fixtures I 104,310 19 7. ii docks and wharfs I 12,53112 8. ii telegraph I 1,220 67 9. Stationery and printing ! 3,201 66 10. Other expenses ■ 334 39 1.111.888 68 E. & 0. E. Moncton, N.B. S. L. SHANNON, Comptroller. ii INTERCOLONIAL RAILWAY 83 SESSIONAL PAPER No. 20 No. 4.— INTERCOLONIAL RAILWAY. Maintenance of Equipment, 9 Months ended March 31, 1907. No. 11. Superintendence Repairs and renewals of locomotives 11. 12. 13. 14. 15. 16. 17. 18. Stationery and printing 19. Other expenses passenger cars freight cars work cars marine equipment shop machinery and tools. $ cts. 66,372 81 470,210 12 166,813 88 327,658 24 13.80H 27 8,522 81 56,912 93 8,221 10 55,998 00 1,180,521 16 E. & O. E. Moncton, N.B. S. L. SHANNON, Comptroller, No. 5.— INTERCOLONIAL RAILWAY. Conducting Transportation, 9 Months ended March 31, 1907. No. 20. 21. 22. 23 24. 25. 26. 27. 28. 29. 30. 31. 35. 36. 37. 38. 39. 40. 42. 44. 45. 46. Superintendence Engine and roundhouse men Fuel for locomotives Water supply for locomotives Oil, tallow and waste for locomotives. . Other supplies for locomotives Train service Train supplies and expenses Switchmen, flagmen and watchmen . . . Telegraph expenses Station service Station supplies Loss and damage Injuries to persons Clearing wrecks Operating marine equipment Advertising Outside agencies Stock yards and elevator3 Rents of buildings and other property. Stationery and printing Other expenses . . . ~ Total. Less : — 33. Car service S 153,477 77 34. Hire of equipment 9,163 09 43. Rents for tracks, yards and terminals 11,232 30 84 604 1,143 47 42 9. 503 129 106 129 425, 78, 84, 2 15 30 31 44 5. 1 53. 25, $ cts. 801 41 113 08 036 23 518 88 272 07 638 09 703 15 547 89 200 92 028 70 566 75 718 44 354 35 447 37 019 30 395 98 073 81 231 80 069 07 4SS 78 821 38 729 22 3,659,097 99 173,873 16 3,485,224 83 E. & 0. E. Moncton, N.B. S. L. SHANNON, Comptroller. 20— ii— 6* 81 DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 No. 6.— INTERCOLONIAL RAILWAY. General Expenses, 9 Months ended March 31, 1907. No. 47. Salaries of general officers 48. Salaries of clerks and attendants 49. General office expenses and supplies 50. Insurance 51. Law expenses 52. Stationery and printing, general offices 53. Other expenses $ cts. 10, 58. 15 7, 16, 12, 26, 999 94 441 87 377 95 842 53 243 48 258 66 372 73 147,537 16 E. & 0. E. Moncton, N.B. S. L. SHANNON, Comptroller. No. 7. — INTERCOLONIAL RAILWAY. Special Votes, 9 Months ended March 31, 1907. S cts. Rent of Grand Trunk Railway - including the Victoria Brie -Chaudiere Curve to Chaudiere and Ste. Rosalie to Montreal, 105,000 00 E. & 0. E. Moncton, N.B. S. L. SHANNON, Comptroller. n SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY I* < < — - Z o - o o 35 a a a 2 O P O o 23 -J 5*3 c . oo o3 oS M CO >, fc. OS g-s 3 a « iO (M CO o 493,723 CO CO en 0O_ «e is co" Soiho t H I- CI x - X CM tH « 1 W 02 QQ a s g 1 2 - OS 3 b : pq o - Z 86 DEPARTMENT OF RAILWAYS AND CANALS n 7-8 EDWARD VII., A. 1908 CO iO -J" CC eS be O'S c o § g B-8 9 j~> " 3 s- I- cooh t~to OMOOsXi:--:ccr.o: ~ ic O O -« O M O tO O O O rt f l> C « C I 5 3 C OMCOSOXOOKOCOCOOI'aOHKCJ! T-( 0~.SC ~ O ?1 M O r- « r- ~. O Nfl M r- g~3 ; =3 s p'> c tf tB > JS — — — — — ii INTERCOLONIAL RAILWAY 87 88 DEPARTMENT OF RAILWAYS AND CANALS {{ 7-8 EDWARD VII., A. 1908 I 88K8SS>S1§!88$3888 8§§iS8888§g8i88Sg£88S888g88§ HOOOlOO'fOOriC r-T IH O 8 < m < 3 ^l!ll*l5iJjj ii INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 89 ii INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 91 HHxo«ooasooMrt')iooo^t'*ooio»feiONao300iNeo5ooHHOsonoN c cc — n ri ~) — y. x— ■ o r - i i - i* r r: s m ~ — .-1 >-i 1-1 ~- l~ i-H t~ i-l O 5-. o D cd Q3 PS OS P3 Q3 = 5 - £- J. Ih X x « g o B e : zz >.~ z 5 - S ■ a 1 5 « — 3 §*|J^J^ = £0 § :p3 2 c P- >» S'S.S * = •r - = s> "S x x a dc x ta >.vr £ 2 = § 5 £ Z j* 5? s'i x aa K x x — x x x x x x x x x x 9z DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 ii INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 93 1-1 i— -T -H (MO ©l»©0©©©i-l©©©©©i£5i03 C ~ © 1-" ~ O T C CN 71 © l~ t~ o H O © -J" © © O 1° OL1 j a* ;0 T = _ »1fD arc'' e oj> o E _ ^ . l:>j.^®5- o :c - r. 3 J = < CD <£> O * g *^ C 0 -H S : « S-s-sl ^ s H.2 s sss si 0 s =f- ■ - — — 03 - •1.2 - >.-fj 03 .203 — = - — ~ ~ - ~ - * g § s % si =r* iJ'i S! 5 = = -r-- ^ ^ ^ - -< - - x x - ^ ' ICQaOOQDOQUH 3k<( 2 CD'S II IM ERCOLONIAL RAILWAY 95 SESSIONAL PAPER No. 20 No. 10.— INTERCOLONIAL RAILWAY. Statement of Averages for nine months ending March 31, 1907. Mileage of railway .. Engine mileage. Total train mileage Total car mileage . . . Ratio of earnings to gross earnings Passenger Freight Mail and express Miscellaneous Gross earnings per mile of railway Dollars ii engine mile railway. . Cents i< train mile ... ... Dollars ii car mile Cents Ratio of expenses to gross earnings : — Maintenance of ways and structures Maintenance of equipment Conducting transportation. General expenses Rental of leased lines 1,448 62 6,810,418 5,069,575 61,236,603 Per cent. 3125 04 54 376 •45 4,313 29 9175 1 23 10 20 Per cent. 17-80 18 89 55 78 2 36 1 68 Details of Expenses per Train mileages. Maintenance of ways and structures : — No. 1. Repairs of roadway 2. Renewals of rails 3. Renewal of ties 4. Repairs and renewal of bridges and culverts 5. Repairs and renewal of fences, road crossings, &c .... 6. Repairs and renewals of buildings and fixtures 7. Repairs and renewals of docks and wharfs 8. Repairs and renewals of telegraph 9. Stationery and printing 10. Other expenses 11. Re superintendence 12. Repairs and renewals of locomotives 13. Repairs and renewals of passenger cars ii ii freight cars I* M work cars i ii marine equipment i ii shop, machinery and tools. . . 18. Stationery and printing 19. Other expenses .Cents 14. 15. 16. 17. Conducting transportation : — No. 20. Superintendence 21. Engine and roundhousemen , 22. Fuel for locomotives 23. V.'ater supply for locomotives 24. Oil, tallow and waste for locomotives 25. Other supplies for locomotives 26. Train service 27. Train supplies and expenses 28. Switchmen, flagmen and watchmen 29. Telegraph expenses 30. Station service 31. Station supplies 33. Car per diem and mileage balance (credit). . . . 34. Hire of equipment-balance 35. Loss and damage 36. Injuries to persons 37. Clearing wrecks 38. Operating marine equipment 39. Ad \ ertising 40. Outside agencies 42. Stock yards and elevators 43. Rents for tracks, yards and terminals (credit). 44. Rents of buildings and other properties 14 29 75 2 92 1 24 43 1 98 24 02 06 07 1 31 9 39 3 29 6 46 27 17 I 12 16 1 10 1 67 11 92 22 55 94 83 19 9 94 2 56 3 28 2 55 8 39 1 55 3 03 18 1 66 05 31 60 62 87 10 22 03 96 DEPART UK ST OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1903 Statement of Averages for nine months ending March 31, 1907 — Concluded. Details of Expenses per Train Mileages —Concluded. Conducting transportation : — 50. Insurance 106 •51 •22 115 30 16 32 ■24 •52 Expenses per mile of railway : — Conducting transportation 707 05 SI 4 93 2,405 89 1(11 ft^ JAM oj 72 48 Expenses per train mile : — 2194 23 29 08 75 291 207 118-96 E. & O. E. Moncton, N.B. S. L. SHANNON, Comptroller. INTERCOLONIAL RAILWAY OF CANADA. Office of the General Manager, Moncton, N.B., July 8, 1907. M. J. Butler, Esq., C.E., Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Ont. Dear Mr Butler, — Herewith I send you the following statements in connection with the transactions of the last fiscal year : — Statement of receipts. Passenger statement. Freight statement. Descriptive statement of freight transported. Comparative statement of principal freight carried. Statement showing quantity of certain articles of freight carried. Statement of coal shipped. The statement of ocean borne freight traffic and the statement of ocean borne passenger traffic will follow in the course of a few days. Yours very truly, D. POTTINGER. ii INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY. Statement of Receipts. 97 Months. * J uly August. . . September October . . November December . January . February March . . :;oo. 1907 1900-7 1,952,438 88 Passenger Traffic. 8 cts. 293,790 24 320,876 32 290,864 95 232,419 78 171,014 43 178,437 97 154,881 00 125,025 02 179,129 17 1905-6 : 1,707,723 02 Freight TrahV. 433, 455, 436, 499, 4*9, 452, 8 cts, 971 79 258 03 981 87 401 20 697 97 039 s:i 415,071 30 357,384 03 491,738 86 4,032,745 00 3,034,443 77 Mails and Sundries. 8 cts. 32,616 36 28,013 55 29,050 01 30,430 83 30,741 42 30,101 10 28,819 00 25,073 57 27,765 28 203,127 12 243,988 42 Total. 8 cts. 700,378 39 804,147 90 762,896 83 762,257 87 691,453 82 661,178 96 599,371 30 508,082 02 698,543 31 0,248,311 00 5,586,155 21 J. R. Bruce, Traffic Auditor. S. L. SHANNON, Comptroller and Treasurer. INTERCOLONIAL RAILWAY. Passenger Statement. Local. Through. Total. ' Months. Number. Mileage. Number. Mileage. Number. Mileage. 1906. • 279,823 13,015,750 28,479 4,461,274 308,302 17,476,844 August 288,371 12,215,523 33,606 5,876,587 322,037 18,092,110 208,409 12,775.683 28,367 4,950,991 296,776 17,720,074 201,757 8,770,717 27,617 4,293,425 229.374 13,004,142 173,724 5,833,231 17,253 3,026,539 190,977 8,859,770 188,710 7,219,203 17,011 3,550,308 206,327 10,769,571 1907. 153,578 5,164,281 15.006 3, 14a, 428 168,644 8,306,709 February 131,338 4,235,801 8,253 2,329,724 139,591 0,565,525 107,410 5,590,820 15,409 5,424,021 182,819 11,014,841 1906-7 1,853,126 74,820,829 191,721 37,055,357 2,044,847 111,876,186 1905-6 1,911,106 69,450,092 184,453 30,727,240 2,095,559 100,177,932 J. R. Bruce, Traffic Auditor. 20— ii— 7 S. L. SHANNON, Comptroller and Treasurer. 98 DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 INTERCOLONIAL RAILWAY. Freight Statement. Months. Local. • Through. Total. Tons. M ileage. Tons. Mileage. Tons. Mileage. 1906. July 1907. March 1906-7 1905-6 220,581 216,824 211,551 242,258 243,748 215,827 238,017 179,313 228,750 38,282,143 41,293.164 37,014,578 39,933,903 38,515,269 42,689,449 48,420,149 36,187,705 44,239,649 65,992 • >s. 754 67,725 74,438 78,532 74,495 41,179 52,986 85,103 30,443,404 33,809,089 33,152,123 40,420,172 42,705,679 42,317, 169 23,024,796 27,203,410 43,563,389 286.573 285,578 279,276 316,696 322,280 290,322 279,196 232,299 313,853 68,725,547 75,102,2p3 70,166,701 80,354,075 81,220,948 85,006,618 71,444,945 63,391,115 87,803,038 1,996,869 366,576,009 332,276,715 609,204 316,639,231 2,606,073 683,215,240 1,747,631 540,342 285,279,193 2,287,973 617,555,908 J. R. Bruce, S. L. SHANNON, Traffic Auditor. Comptroller and Treasurer. INTERCOLONIAL RAILWAY. Descriptive Statement of Freight Transported during the Nine Months ended March 31, 1907. Barrels flour Number. Tons. 1,531,140 2,231,864 97,381 452,602,703 153,114 49,160 15,815 627,743 703,043 658,850 398,348 Total 2,606,073 J. ,R. Bruce, S. L. SHANNON, Traffic Auditor. Comptroller and Treasurer. ii 1XTERC0L0XIAL RAILWAY 99 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY. Comparative Statement of Principal Freight carried over the Intercolonial Railway. Description. Live Stock, Calves No. Horses » Cattle M Pigs - Sheep ii Products of the Forest. Nine Months ended June 30, 1906. Quantity. Tons. 1,470 5,658 13,023 2,347 72,435 Coal Ore Stone Lime and cement Brick . . Sand Iron, copper, bolts, scrap, castings. Agricultural Products. Flour .' Brl. Grain m Other mill products Potatoes All other vegetables Butter and cheese. Eggs Hay and straw Apples P'-oducts of Fisheries. Fish, salt ii fresh ii dried ii canned Oysters Brl. Clams Lumber Sup. ft. 201,423,640 Logs ." H 7,173,651 Timber, ship Pulpwood Pit props Telegraph poles Railway sleepers Tan bark Cords. 12,010 Firewood 38,241 Shingles M. j 437,819 Clapboards, laths, pillings ■■ 30,425 Hemlock extract Brl. 4,676 Mineral Products. 1,171,690 2,270,400 196 4,06s 6,657 294 3,915 250,655 11,685 3,389 151,647 20,617 2,479 28,483 12,639 66,303 51,318 9,347 1,161 483,286 50,023 99,1H9 24,017 24,197 11,708 •J77..^0 117,169 49,519 28,449 19,045 4,444 9,002 1,753 48,255 6,313 Nine Months ended March 31, 1907. Quantity. 1,523 4. SIC, 13,359 2,491 75,203 260,048,360 7,457,350 Tons. 12,830 38,510 468,077 33,942 5,512 1.22'i.3:m 2,231,864 7,556 7,948 2,422 2,859 1,566 2,118 203 4,120 7,125 302 4,065 330,640 12,425 3,620 163,623 21,617 3,122 29,496 13,102 67,563 52,593 10,607 1,382 "635,480 51,607 106,840 25,258 24,982 12,642 2S1,S!I1 122.035 49,160 31,079 14,268 4,360 9,240 1,886 32,175 6,412 9,010 9,502 2,466 3,650 1,352 3,650 'Includes coal shipped for use of Intercolonial Railway, since October, 1906, the charges on which are included in earnings. Previous to October, 1906, coal for use of Intercolonial Railway was carried as railway freight without charges. 20— ii— 7£ 100 DEPARTMENT OF RAILWAYS AND CANALS H 7-8 EDWARD VII., A. 1908 INTERCOLONIAL RAILWAY. Comparative Statement of Principal Freight, &c. — Continued. Nine Months ended June 30, 1906. Nine Months ended March 31, 1907. Description. v,J U & Tl 1 1 L y ■ Tons. Tons Miscellaneous. 9,067 37,180 1,999 2,334 3,330 4,197 9,260 41,092 2,122 2,480 3,590 4,480 4,893 7,223 366,377 4,553 6,942 315,090 All other articles Total 2,287,973 2,606,073 J. R. Bruce, Traffic Auditor. INTERCOLONIAL RAILWAY. Statement showing quantities of undermentioned articles carried over the L C. R. during nine months ended March 31, 1907. Articles. Via St. John. Via Ste. Rosalie. Via Montreal. To Local Stations. Total. Tons. Tons. Tons. Tons. Tons. Nil. . Nil. 394 14,671 15,065 2,374 1,998 5,898 13,927 24,197 European freight, west bound 228 1,124 10,602 23,794 35,748 208 260 5,320 * 86,683 92,471 Nil. Nil. Nil. Nil. Nil. 3,712 320 2,8S2 7,400 14,314 Salt .. 416 307 3,156 6,348 10,227 3,252 1,737 2,808 624,833 632,630 * Includes 65,104 tons deals. ii INTERCOLONIAL RAILWAY 101 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY. Statement of coal shipped from mines over I.C.R. during nine month ending- March 31, 1907. From Fou the West. For Local Stations. Total. Via St. John. Via Ste. Rosalie. Via Montreal. Tons. Tons. Tons. Tons. 47,896 246,322 23,840 61, 167 42,897 24,723 5,770 86,242 68,935 15,544 1,497 Tons. 47,896 248,547 23,840 64,371 44,034 2f),S36 5,770 86,360 68,935 15,544 1,497 Stellarton. ... 48 1,704 473 3,204 • 1,137 1,113 North Sydney 33 85 3,252 1,737 2,808 624,833 632,630 INTERCOLONIAL RAILWAY OF CANADA. Office of the Superintendent of Motive Power, Moncton, N.B., June 10, 1907. Sir, — I have the honour to submit herewith the annual report of the operations of the motive power department for the nine months from July 1, 1906, to March 31, 1907. I might add that the general condition of the rolling stock is good, with the ex- ception of cars and locomotives condemned as shown in the attached report. I am, sir. Your obedient servant, G. R. JOUGHINS, Supt. of Motive Tower, W.U.A. Mr. D. Pottixger, General Manager, Government Railways, Moncton, N.B. INTERCOLONIAL RAILWAY. Office of the Mechanical Accountant, 1 . Moncton, N.B., June 5, 1907. Sir, — I beg to submit the following report of the operations of the mechanical department for the nine months ended March 31, 1907: — A — Statement showing the number of locomotives and the various classes of cars. B — Statement showing the mileage made and the coal, oil and waste consumed by locomotives. 102 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 Also a summary of the principal work done in the locomotive and car shops at Moncton, and in the shops at Richmond and River du Loup. During the year the following rolling stock was purchased on capital and on revenue accounts : — On Capital — To increase the Equipment — 20 locomotives — consolidation type. 3 locomotives — switching. 115 Hopper cars — 15 tons capacity. On Revenue — To replace smaller type — 2 locomotives — switching. The following cars were rebuilt in the shops at Moncton: — 9 box. 11 platform. 1 oil tank. 2 coal — 20 tons. 50 platform cars were fitted with racks for carrying pulp wood. 211 60,000 lb. box cars were fitted with end doors for loading rails, making 579 cars in all fitted in the shops to the end of March. The work of fitting side ladders to box cars was begun this year and 910 cars were fitted to the end of March. The engine and boilers for three steam motor cars Were begun in the Moncton shops and were well advanced at the end of March. In consequence of the destruction of the car repair shops by fire at Moncton the work of repairing freight cars has been carried on with much difficulty as the work had to be done almost altogether out of doors. Notwithstanding this the car repair work has been well kept up and the rolling stock generally has been maintained in efficient condition. I have the honour to be, sir, Your obedient servant-, J. J. WALKER, Mechanical Accountant. G. R. Joughins, Esq., Superintendent of Motive Power, Moncton, N.B. 11 INTERCOLONIAL RAILWAY 103 SESSIONAL PAPER No. 20 C c3 o" O S3 t-s d o © • i— » - c3 _ e3 O S o o o - g 3 SB 6JD C o H S S H -ti 02 1 « (CM | 1 1 CM | CM •sautsjQ ureasg | * I00 |0O | 1 CO | CO 1 CM •saSmq^ put? sqSnojj pno^ j S CM o 1-H CM © — -. 1 © CM © r-i •sqi1iio[(£ >joc.ij^;.co f CI CO © CO © CM X CM © 1 1- co j eo U 3 _ a S ^ c 3 r _ rS Si's j: s — s § <= i i .— cx 'oj — o a .r*i 33 Q. 3 - o o © -2 — ■ g s o e si rB !5 O '— o o - 104 DEPARTMENT OF RAILWAYS AND CANALS {{ 7-8 EDWARD VII., A. 1908 33 o O E 3 o S - c3 C cS - c O = cS H S H < H X *o . "S -f CO . — C! 00 I - t- in ia O «© d cj i* C3 CM ctail>. 1907. 1906. Mileage of railway open Engine mileage Train mileage ...... . Car mileage 207 344,050 252,292 1,463,186 261 324,911 235,210 1,427,214 Receipts per engine mile Cents ii mile of railway Dollars 62.22 806.87 58.31 i95.98 Percentage of passenger earnings to gross receipts. 3,474 4.407 4,300 3,080 853 2.005 1,429 282 711 1,004 720 18,916 1900-7. 03,040 Amount. 1905-0. 0,141 2,030 2,288 1,000 722 1,788 1.505 4.374 3,082 3.OS0 4,309 '387 2,352 1,030 307 1,000 1,148 589 23,746 67,144 | cts. 14,377 01 3,232 20 1,883 46 1,897 24 1,213 48 1,188 08 1,010 58 2,522 98 2,042 01 1,420 50 2,106 07 688 77 4,008 75 2,999 97 451 63 1,363 59 2,241 44 892 97 37,909 98 1,996 31 1906-7. § cts. 7,214 03 2,327 33 3,307 72 3,417 24 1,212 93 2,511 53 &57 43 3,572 37 1,381 71 1,044 35 2,877 00 488 25 5.172 51 3,914 54 586 52 2,241 89 2,707 78 769 36 51.527 34 1,465 24 85,597 66 98,657 07 Passenger recei pts S97, 750 ' 52 No. passengers carried 232,371 Receipts per passenger in cents 42 07 Charlottetown, P.E.I., June 20, 1907. QUEBEC CANALS. Office of the Superintending Engineer, Montreal, June 11, 1907. Sir, — I have the honour to submit herewith my annual report on the works under my charge, for the fiscal year ended March 31, 1907. This division comprises the Lachine, the Soulanges and the Beauharnois canals on the St. Lawrence route ; the Ste. Anne, the Carillon and Grenville canals, on the Ottawa river, and the St. Ours and the Chambly canals, on the Richelieu river. Of these, the Lachine canal is by far the most important on account of its im- mediate connection with the harbour of Montreal. I am pleased to say that no serious accident occurred during the last fiscal year, and that the navigation was conducted without interruption except on the Lachine canal when traffic had to be suspended for 56 hours, from 6 a.m. on the 28th to 1.30 p.m. on the 31 August, owing to the throwing down of the four gates of Cote St. Paul lock by the Str. Dundurn on her way down to Montreal. She passed into the lock at a good rate of speed and could not be checked in time to avoid collision with the lower gates, something in her machinery having got out of 136 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 19C3 order. She escaped without serious injury but considerable damage was caused to property along both sides of the canal. At the time of writing the owners of the boat have settled most, of the claims arising out of this accident. LACHINE CANAL. -Length, Sh miles ; 5 locks, 270 x 45 feet ; 14 feet of water on sills ; total rise, 45 feet. Old locks, 200 x 45 feet; still available with 9 feet of water on sills. REPAIRS AND RENEWALS. The main items of work performed here during the year under the above head were as follows: — LOCK AND LOCK GATES. The masonry of all the locks was kept in thorough repair, the joints grouted and pointed, the anchorages of the gates were also attended to as well as the lock gate machinery. Seven pairs of lock gates were rebuilt, a large quantity of new rmiterial being used. Out of the seven pairs, two were spare gates, one for lock No. 1, the other for lock No. 2. SWING BRIDGES. The seven swing bridges on this canal were scraped and painted and the swinging machinery was also attended to. STATIONARY BRIDGES. There are eight small stationary bridges connected with this canal. Every one of them received more or less attention during the year and bridge No. 8 which spans the old canal above lock No. 5, at Lachine, was replaced by an iron structure manu- factured in our shops out of scrap taken out of the old iron and timber bridges now discarded. WEIRS. Six vertical swinging oak valves with heavy oak frames were placed in the regu- lating culverts between north and south basins No. 1. The regulating weir at lock No. 4 was given a general overhauling. The strong iron racks at the head of the supply weirs at Lachine which had been seriously damaged by frazil ice in the winter of 1905-6 were rebuilt and put in posi- tion again and some of the valves and stop-logs renewed. WHARFS. The long wharf on the north side of basin No. 2, above Black's bridge, was thoroughly repaired in the spring and the planking renewed. Other wharfs were kept in good condition. BOOMS. Two new booms 200 feet long by 9 feet in width were built and placed in position on the north side of the canal between lock No. 4 and Cote St. Paul bridge. They have made it possible for heavy vessels to lie alongside of the north wall while wait- ing their turn to pass into the lock. ii QUEBEC CANALS 137 SESSIONAL PAPER No. 20 CAST-IRON MOORING POSTS. During the year 24 permanent cast-iron mooring posts set in concrete were placed as follows : — 3 on old lock No. 3, 8 above Seigneurs Street bridge, north side of canal, and twelve boiween lock 4 and Cote St. Paul bridge, also on the north side. GOVERNMENT BUILDINGS. The Mill street shops, foremen's lodgings on Riverside street and the buildings leased to the Canada Horse Nail Company were overhauled. The floors of the flour sheds Nos. 1, 2 and 3 were repaired and kept in as good condition as possible. River St. Pierre Culvert and Ditches. The whole of this stream and the drain continuing it up to Rockfield were care- fully cleaned last summer and so were the syphon culverts at St. Henri and above Cote St. Paul bridge and the several ditches along the towpath and berm bank. Shops. A considerable amount of work was done at our carpenter, blacksmith and ma- chine shops, which are now fairly well equipped, although the shop buildings no longer answer the requirements, and will have to be renewed at short notice. CAPITAL. Rebuilding Slope Walls. On the authority of an Order in Council, dated May 20, 1906, Messrs. M. J. Haney and Roger Miller (were recognized by the Department of Railways and Canals as members of the firm of Quinlan & Robertson, contractors for the work above men- tioned. The new firm have spent the whole year in preparing their plant and will com- mence building operations early in May. Dredging. The only dredging done in the Lachine canal during the year was the removal of about 8,000 cubic yards of clay from basins Nos. 1, 2, 3 and 4. During the rest of the season the dredging fleet was employed elsewhere as follows : — On August 6 the fleet left for Grenville, where it was employed cleaning and widening the steamboat basin north of the wharf at the canal entrance. This work, which comprised the dredging of some 20,000 cubic yards of clay, was completed on October 16, when the flpet was transferred to Greece's Point and Carillon, where some cleaning had to be done in the vicinity of locks Nos. 1 and 3. On the 22nd of the same month the dredge went down to Hudson on the Lake of Two Mountains and removed the wreck of the steamer Maud, for the Ottawa River Navigation Company, the cost of this woik being borne by the company. Finally the fleet was taken down to Montreal on the 29th and laid up for the winter. INCOME. Concrete Wall along North Side of Basin No. J/.. The contract for this work was awarded to Messrs. Quinlan & Robertson on March 4, 1907, on plans and specifications prepared during the year. 138 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 The Contractors commenced preparations early in March last, and at the close fof the fiscal year they were ready to go on with the building operations. Grading and Finishing Surface on North Side Loch No. 2. This work consisted of constructing a concrete retaining wall at the west end of basin No. 1, on the north side of lock No. 2, moving and enlarging the office of the engineer in charge, and grading the ground along the lock and adjoining roadway. The work was performed under contract by Messrs. Quinlan & Robertson. Wideniiig of Wharf, North Side of North Basin No. 1. This work comprised the building of a concrete wall 28 feet south of the old north wall of the basin and of the construction of a double ramp, giving access to the wharf from Commissioners street. It was performed under contract dated November 4, 1904, by Messrs. Quinlan & Robertson, and satisfactorily completed before the end of the fiscal year 1906-07. Repairs to Leak in Lock No. 1. The work necessitated here by the leak reported upon during last year com- prised the removal of a portion of the old timber bottom of the lock and the replacing of it with concrete, the filling of a deep hole under the south chamber wall also with concrete and the driving of a row of steel sheet piles to form a cut-off at the junction of the old and new work; also the forming, by means of steel sheet piles, of a cut-off above the lock and extending it around the spur wall and up to the north wall of south basin No. 1, as well as through the neck of land between north and south basins No. 1. This work is still under progress, and will probably be completed about the end of May, 1907. Electric Installation. The machinery prepared during the previous year for the electric operation of lock gates by Messrs. Lymburner & Matthews has been entirely almost placed on the gates of the various locks. At the end of March last the motors, transformers, switches, &c, had still to be installed. It is expected that the work will be completed within a short time from the date of writing. SOTJLANGES CANAL. Length, 14 miles; 5 locks, 270 x 45 feet; 15 feet of water on sills; total rise, 84 feet. Bepairs and Renewals. The structures on the Soulanges canal being still comparatively of recent date do not as yet require a large amount of repairs to be kept in proper working order. There is therefore nothing of importance to be recorded under the above head. Most of the work done on this canal during the year having been performed under the head of income as described below. INCOME. Wharf at Lower Entrance. Under an agreement entered into between the department and the Harwood estate it had been the practice of late to moor barges loading stone, from a quarry on the ii QUEBEC CASALS 139 SESSIONAL PAPER No. 20 Harwood property along the north side of the entrance pier here, where they were in the way of vessels coming in and out of the lower lock. It was therefore decided to provide a wharf for these stone barges in the bay to the south of the canal entrance. This pier is 200 feet long, 20 feet wide, for a length of 50 feet and 16 feet wide in the remaining portion of its length. The top is level at a height of 15 feet above low water mark for 50 feet and then slopes down to 9 feet above low water at the shore end. The pier is of cribwork, built solid from end to end, the depth of water at the outer end being nine feet at summer level. The space between the shore and the pier as built is being used as wasting ground for the canal quarry and will be filled up before long, easy access to the wharf from the quarry being thus provided. In the meantime an inclined trestle is being used to get on the wharf. This work was done under contract by Messrs. Quinlan & Robertson. Lodgings for Electricians. Plans and specifications for three lodgings for the canal electricians were pre- pared during the year and the contract for the same awarded to Mr. Th. Belanger of Valleyfield, in the fall. The excavations for the cellars and the foundation walls were done by the canal staff in September last, but nothing had been done by the contractor on the 1st of April, except the delivering of the materials on the ground. Gasolene Tug. The contract for the twine gasolene engines for this tug was awarded to the Valley- field Engine Works last winter. The machines were not quite ready for delivery at the end of the fiscal year. These engines are of the four cycle type with 4 cylinders each, reversible clutches pump spark igniters, &c, and are guaranteed to develop 25 brake horse-power each. The hull had been built during the fiscal year 1905-6. Ladders in Loch Sluice Wells. Iron ladders were inserted during the winter in the walls of the sluice well at each of the locks on this canal. In connection with this and future work of the same nature an air compressing plant and two drills were purchased. Considerable economy will be realized by the use of these appliances. Power House and Shops. Minor alterations were made in the electric power house and at the shops, such as the replacing of ordinary knife switches by oil switches, changing the mode of wiring, installing new transformers and changing motors from temporary to permanent posi- tions. Ditches. A large amount of stoning and sodding of ditch slopes was done during the year. The greater part of this work was at Tremblay's gully, and on the ditch along the north side of the canal from lock No. 3 upwards. BEAUHAKNOIS CANAL. Length, ll£ miles ; 9 locks, 200 x 45 feet ; 9 feet of water on sills ; total rise 82£ feet. 140 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 This canal is only being used for a few market boats and stray barges. The staff has been reduced to one man at each lock and isolated bridges and the three men in charge of ferries. Repairs and Renewals. The chief items of work performed here under this heading during the year may br.1 summarized as follows : — Renewing a number of beams in the swing-bridge at Valleyfield and laying a new floor, also renewing the flooring of the bridge between St. Timothy and Grande Tie. Placing new foot bridges on several lock crates, the timber used here was oak from spare lock gates which had been submerged in the canal a number of years ago. Renewing roofs of lock houses Nos. 11 and 12, macadamizing two miles of road along Hungry Bay dyke. Overhauling telephone line and purchasing new instruments. Replacing old timber valves in waste weirs Nos. 2, 3, 4, 5, 6, 7 and 8 by sheet iron ones. • Building 500 feet of dry wall on the north side and 100 feet on the south side of the entrance at Valleyfield. Quarrying a large quantity of stone for macadam and crushing the same. Replacing timber bridges at 14 farm crossings by stone structures. This work was commenced in 1905-6. Repairing Leak in Canal Bank above St. Timothy Bridge. A deep bed of boulders lies here diagonally across the channel. The clay covering had been gradually washed away and in November the water found its way through it under the north bank, which at one time seemed to be in clanger of being carried away. The canal was unwatered and repairs commenced at once, a trench being cut through the bed and filled with good puddle clay. The work will be completed during the present spring. INCOME. Weir in the Hungry Bay Dyke at St. Stanislas. In order to comply with the requirements of a certain proces- verbal for a new water course in the parishes of St. Barbe and St. Stanislas, the Hungry Bay dyke was cut through last fall and a culvert built. This structure which is of concrete extended the full width of the roadway with a cross section of 6 x 5. At its upper end checks are provided in the side walls to receive stop-logs. These logs are to be placed in every time the Lake St. Francis waters reach such an elevation as to flood the farms to the south of the dyke. At all other times the opening is to be kept open in order to allow the surface water on the farms to find its way to the drain along the St. Barbe dyke lately built by this department. The work here described will reclaim a large area of wet land which had been unutilized for years. CHAHBLY CANAL. Length, 12 miles; 9 locks, 118 x 22 £ feet; 6* feet of water on sills; total rise 74 feet. Repairs and Renewals. The principal items of work performed under this heading during the year were as follows : — 1st. Building a pair of gates for lock No. 2 and taking apart a number of old gates which had been kept under water for some time. ii QUEBEC CANALS 141 SESSIONAL PAPER No. 20 2nd. Renewing the timber approaches to bridges 2, 5, 6 and 7. 3rd. Overhauling long wharf at the Chambly entrance and repairing wharf at the Ohambly Canton; also providing two floating platforms in the St. Johns entrance for the convenience of boatmen. 4th. Cleaning, widening and deeping about 9,000 lineal feet of ditches on both sides of the canal and lining the slopes of the deepest ones with stones, notably the ones at the foot of St. Therese island and at Denault's farm on the east side. 5th. Repairing a culvert at McNally's farm which had given way during the summer. This culvert which is of timber will have to be rebuilt next year. 6th. Renewing guard houses at locks 7 and 8 and at bridge No. 3. The new houses present a very neat appearance, and are much more comfortable than the old ones. In addition to the above, considerable work was done in keeping the banks, roads, lock and lock gates, buildings, fences, shops, &c, in good order. INCOME. Strengthening Bank at Ste. Therese. This work, which had been commenced in 1905, was continued during 1906-7, some 1,300 cubic yards of wall being built from May to November. There still re- mains a length of about 1,000 feet to be treated in the same manner. MACADAMIZE. Road West side of Canal. The macadamizing of the remaining 600 feet of the public road along the west side; of the canal between St. Luc and the town of St. John was completed last fall. The total length of macadam laid in the last four years is 2| miles. Macadamizing Towpath. This work will be practically completed next summer. During last year about 2i miles of roadway were done, except the rolling of the metal which will be per- formed in June and July next. Guard House at Bridge No. 7. A new guard house was erected at bridge No. 7. It is a 24 x 24 feet, one and a half story building with extension kitchen. ST. OUR'S LOCK. Length of canal, \ mile ; one lock, 200 x 45 feet ; 7 feet of water on sills ; total rise, 5 feet. Repairs and Renewals. The various structures on this canal were kept in good repair throughout the year, the principal items of work performed being as follows : — All the old booms above and below the lock (were overhauled and such of the timber piers as are not to be rebuilt in concrete during the coming fiscal year put in a safe condition for the present season of navigation. A new and spacious shed was erected on the east side of the lock for receiving freight as well as for housing towing horses. 142 DEPART Ml- XT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 INCOME. The old cribwork piers on the east side of the upper entrance, five in number, were taken down to the low water mark and rebuilt with concrete and some 300 feet of the guide booms spanning the spaces between the piers were also renewed. All of the structures in the upper entrance to the lock are now of a permanent; nature, and their maintenance will only require slight expenditure for a number of years to come. CARILLON AND GRENVILLE CANALS Carillon Canal. — Length, f miles; 2 locks, 200 x 45 feet; 9 feet of water on sills; total rise, 16 feet. Grenville Canal. — Length, 5| miles; 5 locks, 200 x 45 feet; 9 feet of water on sills; total rise, 43| feet. Both of these canals are under one overseer. They are separated by a stretch of navigable river about five miles long and between them is to be found the old Chute a Blondeau lock, which was abandoned at the completion of the dam at the head of the new Carillon canal in 1883, the rise at the old lock having been practi- cally obliterated. Repairs and Renewals. No repairs or renewals of great importance were done here during the fiscal year just expired. The chief items of work performed were as follows: — Completing the new carpenter shop. Repairing lock walls and lock gates. Renewing the top portion of piers 1 and 3. Repairing booms. Building two scows. Hanging a pair of new gates on lock No. 3. Repairing canal banks and slope walls. Building a drain at Derricks farm, Stonefield. INCOME. Grenville Wharf. This work was completed during the year by the placing of waling pieces on the face of the concrete walls and by the cleaning and widening of the basin on the north side of the wharf. Swing Bridge at Grenville. The old wooden bridge at the foot of the guard-lock was replaced by a steel struc- ture, the contractors for it being the Phoenix Bridge and Iron Works of Montreal. The above works were supervised by Mr. J. F. Lemire, C.E., who also made a plan showing depths of water along the south shore of the Ottawa river, both above and below the Carillon dam, with a view to establishing the amount of power that can be developed at that point. STE. ANN'S LOCK. Length, £ mile; 1 lock, 200 x 45 feet; 9 feet of water on sills; total rise, 3 feet. Old lock still available, 200 x 45 feet; 6 feet of water on sills; total rise, 3 feet. ii QUEBEC CANALS 143 SESSIONAL PAPER No. 20 Repairs and Renewals. Besides keeping both locks and other structures in good repair, the following works were performed here from July 1, 1900, to March 31, 1907: — A new boom about 100 feet in length was built and placed in the gap between the end of the north wall of the upper entrance and the first guide pi^r above it. Out of the six guide piers on the north side of the upper entrance two were en- tirely rebuilt from the top to one foot below low water line, and the rebuilding of the others was well under way at the close of the fiscal year. A considerable amount of work was done during the year in connection with surveys, investigations of claims, &c. In a number of cases plans had to be prepared. The electric installation on the Lachine canal, income and capital work on the Soulanges, Beauharnois, Chambly and St. Ours were supervised by Mr. L. S. Pariseau. Income and capital work on the Lac!iine canal is under immediate direction of Mr. H. R. Lordly, while Mr. J. T. Lemire looks after the income work on the Caril- lon and Grenville canals. Besides the ordinary repairs required to keep the various vessels composing the dredging fleet in good condition, the following renewals and additions 'were made duriiv the fiscal year just passed. Dredge No. 2. — Putting in new smoke stack, new canvas cover on roof of upper cabin and one set of main hoisting clutches. Derrick No. 2. — Putting in a new engine frame. Tug Frank Perew. — Building new pilot-house, putting in new steel rudder and steam steering gear. SURVEYS, QUEBEC CANALS. Repairs to Vessels. I have the honour to be, sir, Your obedient servant, (Sgd.) ERNEST MARCEAU, Superintending- Engr. Que. Canals. QUEBEC CANALS. Statement of the closing of Navigation. Names of Canals. Closing. Lachine Canal Soulanges Canal Beauharnois Canal Chambly Canal St. Ours Canal St. Anne Canal Carillon and Grenville Canals . . 4th December, 1906 4th „ 1906 30th November, 1906 30th t. 1906 28th .. 1906 30th ii 1906 30th ii 1906 Fiscal year 1906-7 being made to close March 31, the dates of opening of naviga- tion will for 1907 be inserted in statement for fiscal year 1907-8 only. 144 DEPARTMENT OF RAILWAYS AM) CAXALS ii 7-8 EDWARD VII., A. 1903 LACHINE CANAL. Statement showing the depth of the river water on the mitre sills of New Lock No. 1 at lower entrance and New Lock No. 5 at upper entrance during the fiscal year ending March 31, 1907. .Months. Lock No. I, Lower Sill. Lock No. 5, Uppkb Sill. High est. Lowest. Highest. Lowest. 190G. In. Ft. In. Ft. In. Ft. In. July Alienist '.' 18 15 0 8 15 14 6 6 17 15 2 8 15 15 9 2 14 10 1 4 0 15 3 14 6 October . . . 11 13 5 15 4 14 8 15 I 14 0 15 3 14 0 DfififimVipr 31 14 5 17 0 14 10 W 1 1907. 28 1 23 7 17 1 14 8 February . . . Marnri 27 0 24 6 17 2 15 0 30 6 26 0 18 8 1 4 1 SOULANGES CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 1 at lower entrance and Lock No. 5 at upper entrance during the fiscal year ending March 31, 1907. Months. Lock No. 1, Lowek Sill. Lock No. 5, Upper Sill. Highest. Lowest. Highest. Li >west. 1906. Ft. In. Ft. In. Ft. In. Ft. In. July 18 8 17 5 16 9 16 8 17 5 17 0 16 8 16 4 September 17 0 16 7 16 7 16 2 17 0 16 i 16 6 16 2 November 17 0 16 7 16 5 16 0 December ... 19 7 16 9 16 5 16 1 1907. 20 2 19 2 16 9 16 2 February 25 9 19 8 16 9 16 4 March 25 6 21 9 18 0 16 4 ii QUEBEC CANALS 145 SESSIONAL PAPER No. 20 BEAUIIARNOIS CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 6 at lower entrance and Lock No. 14 at upper entrance during the fiscal year ending March 31, 1907. Lock No. 6. Lowbb Sill. Lock No. 14, Upper Sill. J uly August September . October . . . November . December January . . February March. . . . Mouths. 1906. 1907. Highest. Lowest. H ighest. Lowest. Ft. In. Ft. In. Ft. In. Ft. In. 11 4 9 8 11 7 11 4 10 0 9 8 11 4 10 11 9 8 9 5 11 3 10 8 9 6 9 4 11 0 10 7 9 9 5 11 2 10 2 12 . 6 9 7 11 7 10 18 0 11 4 12 0 10 8 22 0 16 in 12 1 11 2 21 0 13 10 12 10 11 1 CHAMBLY CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 9, at lower entrance, and Lock No. 1, at upper entrance, during the fiscal year ending March 31, 1907. Months. Lock No. 9, Lower Sill. Lock No. 1, Upper Sill. Highest. Lowest. Highest. Lowest . 1906. Ft. In. Ft. In. Ft. Tn. Ft. In. July 12 0 10 6 9 i 8 6 August . . . 10 6 9 2 8 9 7 10 9 6 8 6 8 1 7 2 October 9 4 8 3 8 11 « 11 November. 9 6 8 1 8 1 6 6 December . 9 6 8 4 8 3 7 10 1907. January 11 11 9 6 9 3 8 1 February .... 11 10 10 2 9 1 8 7 March 19 10 10 2 10 5 8 1 •20— ii— 10 146 BEPARTMEXT OF RAILWAYS AXD CAXALS 7-8 EDWARD VII., A. 1908 ST. OURS LOCK. Statement showing the depth of the river water on the mitre sills of St. Ours Lock during the fiscal year ending March 31, 1907. Months. Lock No. 1, Lower Sill. Lock No. 1, Upper Sill. Highest. Lowest. Highest. Lowest. 1900. July Ft. In. 10 8 '8 3 7 4 7 4 7 5 9 9 11 2 12 0 19 0 Ft. In. 8 4 7 0 6 4 6 2 6 4 7 1 9 0 10 7 11 2 Ft. In. 10 3 9 4 8 8 8 7 8 11 8 6 m 9 7 9 2 15 2 Ft. In. 9 4 8 6 8 3 7 10 7 11 8 0 8 7 8 8 8 8 1907. March GRENYILLE CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 3 at lower entrance, and Lock No. 7 at upper entrance during the fiscal year ending March 31, 1907. Months. Lock No. 3, Highest. Lower Sill. Lowest . Lock No. 7, Highest. Upper Sill. Lowest. 1906. Ft. In. Ft In. Ft. In. Ft. In. July 18 10 14 6 1(5 0 11 10 14 6 12 10 11 10 10 3 12 9 12 1 10 0 9 0 12 10 12 1 10 2 9 2 13 1 12 7 10 3 9 10 15 5 13 1 10 3 9 8 1907. January 18 10 12 11 • 10 5 10 0 23 6 IS 1 10 0 9 2 23 4 17 0 15 6 9 2 ii QUEBEC CANALS 147 SESSIONAL PAPER No. 20 CARILLON CANAL. Statement showing the depth of the river water on the mitre sill of Lock No. 1 at lower entrance, and Lock No. 2 at upper entrance, during the fiscal year ending •March 31, 1907. Months. Lock No. 1, Lower Sill. Lock No. 2, Upper Sill. Highest. Lowest . Highest. Lowest . 1006. Ft. In. Ft. In. Ft. In. Ft. In. 15 4 12 5 14 7 11 4 12 5 11 2 12 2 10 0 11 4 10 7 10 5 9 0 i2 2 10 7 10 7 9 10 November . . . 12 5 10 11 10 8 10 4 12 4 11 6 13 6 10 7 1907. 12 7 11 6 13 10 13 4 14 5 12 3 13 0 10 * 4 March 17 5 12 5 15 4 10 0 STE ANNE LOCK. Statement showing the depth of the river water on the mitre sills of the Ste. Anne Lock, during the fiscal year ending March 31, 1907. Months. 1906. •July August September. ... October No%'ember December 1907. January February March Lock No. 1, Lower Sill. Lock No. 1, Upper Sill. Highest. Lowest. Highest. Lowest. Ft. In. Ft. In. Ft. In. Ft. In. 12 2 10 10 13 9 11 3 10 9 10 0 11 2 10 2 10 2 9 8 10 1 9 5 10 2 9 9 10 0 9 6 10 3 9 8 10 3 9 11 12 4 9 7 10 9 10 1 12 10 11 4 11 2 10 2 12 5 11 1 12 4 11 3 14 2 10 4 14 10 11 1 20— ii— 104 148 bepaw must of raiiavayh asij casals ii 7-8 EDWARD VII., A. 1908 LACHINE CANAL. Statement of Fines and Damages, for the fiscal year ending March 31, 1907. Date. Name of Vessel. Name of Owners. Fine. $ cts. Damages. Remarks. 190G. May 30.. June 20. . Aug. 28.. n Orion H Duiulum New Ontario SS. Co G. S. Thorn R. O. and A. B. Mac- Kay. S cts. 3,900 76 1,260 39 1,088 67 Damages to upper gates lock 2. 4. Damages to four gates lock 4. SOULANGES CANAL. Statement of Fines and Damages for the fiscal year ending March 31, 1907. Date. 1906. Sept. 4.. Nov. 23.. Name of Vessel. Name of Owners. Fine. Damages. Remarks. Str. Turret Crown. . . „ Keefe Turret SS. Co Great Lakes and St. Lawrence Co. S cts. $ cts. *100 00 100 00 Damages to coping, lock No. 5 Damages to coping of guard gate. *Deposits made. ST. LAWRENCE DISTRICT. Superintending Engineer's Office, Cornwall, April 1, 1907. Sir, — I beg to submit my annual report upon works of construction and survey, in connection with the enlargement of the St. Lawrence Canals, for the fiscal year ending March 31, 1907. RAPIDE PLAT CANAL. Morrisburg Power Plant. :A lease was granted on February 23 last, to the corporation of the village of Morrisburg, for the purpose of generating electrical power and transmitting the same for lighting and manufacturing purposes, to the extent of eleven hundred (1,100) horse-power. In this connection a contract was entered into between the corporation of Morris- burg and Mr. Wm. Birmingham, contractor, for the construction of sluiceways or supply weir and a power-house, the nature of the work being subject to the approval and supervision of the government engineer. This work was commenced on May 11, 1906, and is now almost completed and ready for operation. ii 8T. LAWRENCE CAN ALU 149 SESSIONAL PAPER No. 20 GALOPS CAXAL. Iroquois Section. The contract for this work was awarded to Messrs. Larkin & Sangster. The work commenced on May 20, 1897, and was completed in November, 1902. The final estimate was returned on October 31 last. The final plans, diagrams and detail calculations are being copied and will shortly be completed. Upper Entrance. This contract was awarded to Messrs. Murray & Cleveland in November, 1888. The works of construction proceeded with during the past year, are as follows : — Earth Excavation. — The dredging operations were resumed on June 29, 1906, and carried on to July 10, 1906, when the dredge was removed to the North Channel. They were continued again on November 7 and stopped on December 1 for the sea- son owing to the severity of the weather. Two watering places, one at McLaughlin's Hill, and the other below the Guard Lock, were constructed. Masonry. — A protection wall was constructed on the north side, at the upper en- trance of the canal. As originally designed, this protection wall was to be a heavy Iry masonry wall, but, owing to the difficulty of securing and cutting the necessary face stones in time to complete the work last season, the contractor was allowed to substitute concrete and stone, at the specified price for dry masonry. This work was completed on November 21 last, and shows at the present time to be in perfect condition. A masonry beam culvert (12-foot span) was constructed on the north side of the canal at McLaughlin's creek and connections made with the stone protection east and west of same. Brolcen stone and concrete, four (4) feet wide was placed in rear of the coping of the walls of the new lock on September, 1906, and in November the levelling and the trimming up around the lock was commenced, and discontinued on December 1, owing to the severity of the weather. Stone filling. — Around the icebreaker of the Upper Entrance pier, to form a pro- tection for the heavy ice shoves which occur every spring, heavy blocks of stone were placed, while these proved to be of great benefit a number of them were dislodged this spring by the heavy floes; a more permanent method of protecting the end of the pier will require to be adopted ; already two or three stones in the footing course of the icebreaker (laid dry) were torn out by the ice. Unless something is done it is likely that in the course of time the whole of the icebreaker will suffer materially. Sweeping. — In September last the whole of the prism of the canal between the new lock and the»upper entrance was thoroughly swept to one foot below the mitre sill of the Guard Lock, and the result revealed that a considerable amount of cleaning up required to be done to complete the work, though no obstructions to navigation were found, except the blasted rock lying along the toe of the north side of the channel at the Upper Entrance, the removal of which will receive immediate attention. The work now remaining to complete this contract consists, as follows : — Trimming and sodding of bank and slopes on north side of canal from McLaugh- lin's creek culvert to upper entrance, a distance of about 2,100 lineal feet; stone protection on the north side east of the Guard Lock, for a distance of about 640 lineal feet ; the final levelling up of the filling between the new Guard Lock and the weir and the surface to be sodded; a service bridge to be placed over culvert at Mc- Laughlin's creek; a small quantity of stone filling and stone protection to be placed 150 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 at west end of detached cribs across Round Bay, to form connection with shore; a small quantity of blasted rock to be removed by dredge at toe of slope on the north side of the upper entrance, and the final cleaning up of the prism by dredge through- out the entire section. There also remains to be done about 2,700 lineal feet of fencing, and a small quantity of stone blocks to be placed for the protection to the icebreaker at upper entrance pier. Good progress is being made with the work of preparing the final estimate. Removal of Shoals in River West of Upper Entrance of Galops Canal. In September and October last a survey was made to ascertain the nature and extent of the work to be done to render the channclway west of the Upper Entrance to the canal safe for vessels navigating the river. Soundings were taken and a plan and estimate were prepared and forwarded to the department. An appropriation for the work was granted and tenders will be called for as soon as possible for the prosecution of this work. North Channel. The contract for this work was awarded to Mr. M. A. Cleveland and was com- menced on May 14, 1897. Earth excavation. — The dredging operations were resumed on July 11, 1806, on the south side of channel above Drummond Island, and continued there at intervals untirAugust 28, when the dredge was moved to the north side above Spencer's Island, casting material for forming a toe to stone protection to slope in rear of the concrete and stone wall, thus forming a beach or long flat slope to said protection. This work continued until September 22 and then resumed work on south side of channel above Drummond Island and completed the widening of prism on November 7. Cribworh. — From July 3 to 7, eight (8) cribs 30 x 20 feet were sunk in place at head of Spencer's Island, the closing crib was sunk in place on October 16, one crib 30 x 20 feet for the substructure of a mooring pier at Drummond Island was sunk in place on October 24 between Spencer and Drummond islands, two ice- arresting cribs, for the purpose of protecting the stone protection on the slope of the channel east, were sunk in place on October 24 and 25, thereby completing this class of work on the section. Concrete and stone masonry. — The work of placing a concrete and stone wall on top of the cribwork above Spencei''s Island, and the building of an icebreaker on top of the lighthouse crib was commenced on July 30, and completed on August 28. At the head of Spencer's Island the remaining portion of this work was completed on October 23. From November 2 to 23 a concrete superstructure was placed on top of the ice arresting cribs between Spencer and Drummond islands. British Columbia pine. — Stringers were placed in front of the concrete and stone wall at head of Spencer's Island from Sta. 87+50 west. Also on the superstructure of the two ice-arresting cribs between Spencer and Drummond islands. Stone filling. — In addition to the ballast in the cribs at the head of Spencer's Island and on the ice-arresting cribs between Spencer and Drummond islands, a large quantity of filling was done in rear of the wall above, and at the head of Spencer's. Island. The levelling of this filling will be completed without delay. It was expected that the greater part of the work remaining to be done on this contract would be completed by the end of this season, but, owing to the inclemency of the weather and the general high water, this becomes impracticable. ii ,S7r. LA W RKXci: CASALS 151 SESSIONAL PAPER No. ?0 The work now remaining to be done to complete the North Channel consists in closing a gap in the concrete and stone masonry on the south side of the channel at Drummond Island; building reinforced concrete arches over the two spillways on the north side of the channel; grading, levelling and sodding the slopes in rear of the cribwork at head of Spencer's Island ; levelling up the filling in the icebreaker pier above Spencer's Island, and the general cleaning up of the section. The completion of this work will be prosecuted with as little delay as possible. 'gut dam.' Concrete and stone masonry. — On July 25, 1906, the placing of a concrete and stone superstructure on top of the dam was completed. The work now remaining to be done consists in completing the stone filling in rear of the dam and levelling the approaches on either side, and fencing in a small area of government property on Adam's Island adjoining the dam. It was intended that the whole of this contract would have been completed by the end of the present fiscal year, but, owing to the scarcity of labour, the severity of the weather and the prevailing high water, operations were delayed. However, the small amount of work remaining to be done is now being prosecuted as rapidly as can be expected. The work on the final estimate for this contract is also being attended to. GALOPS RAPIDS IMPROVEMENT. This work has been under contract with the Gilbert Bros. Engineering Company, Limited, since September 25, 1897. During the past season the work performed is as follows : — Lower bar dredging. — The work of removing the bank of loose rock accumulated ahead 'of the dredging, within the limits of the channel, was completed so far as sounding indicated, on July 6, 1900. The contractor's plant was immediately removed from the channel and preparations for testing by sweeping the entire work begun on Julv 3. and were completed on July 16. Testing channel. — The testing of the channel and its approaches commenced on July 17 and was completed on August 15. Many projections above the grade line were found. These projections were subsequently removed from North, Caledonia and Island Shoals and Lower Bar. North and Caledonia Shoals. — Owing to the reduction in the level of the water surface on these two shoals, it was found necessary to reduce the level of the grade line six (6) inches, during the course of removing the points above the grade line. Removal of obstructions. — The work of removing the points projecting above the grading on the above mentioned shoals commenced on August 23, and after its com- pletion, the areas over which points had been found above grade line were retested, all work being completed on September 30. The redredging and retesting was con- siderably delayed owing to the necessity of dismantling the testing apparatus when the tug was required for placing the dredge, and to refit the apparatus to the tug when testing was required on each shoal. Upper Bar. — In testing the channel through the Upper Bar a great many points above the grade line were found, some of which being as much as two (2) feet above the required bottom. I hough it was urged that these points be removed, instructions were given that no more outlay would be made on this work, and this part of the channel would have to remain in its present condition. The available depth of water over the high points on the Upper Bar is 10*60 feet at the lowest stage of the water 152 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 which has been known to occur on November 23, 1901, near the end of the season of navigation. Western approach. — In roughly testing the western approach of the Galops Rapids channel, several places with less than 13 60 feet at low water were found. Eastern outlet. — In testing the eastern approach or outlet of the channel, a suffi- cient depth of water was found to accommodate any vessel which can use this channel. Profile of water surface. — On July 19 last, levels were taken over the water sur- face at intervals of 100 feet, or less, on the centre line of the channel through the rapids, giving a continuous profile of the water surface from the basin above the rapids to the pool below the same, in order to ascertain the probable depth of water available for navigable purposes. This profile was taken when the water in the river was at a high stage, and in order to arrive at a conclusive and satisfactory test, a profile will require to be taken when the river is at a low stage. Navigable depth. — At the present high stage of the river, the points which govern the navigable depth of water in this channel are on Upper Bar, over which there is about 14 -30 feet of water, and the extreme low water of 10 -60 feet, noted on Novem- ber 23, 1901, which, however, occurs at the latter end of the navigable season. Buoying. — It is proposed to have the Department of Marine and Fisheries buoy out the channel at an early date. Gauge. — For the guidance of navigators, a self-reading gauge will be placed on one of the guide piers at the lower end of the North Channel. This gauge will indi- cate the available depth of water in the Galops Rapid channel and enable masters of vessels to make up their minds as to which channel suits them best, i.e., the Galops Rapid channel, or the channel of the upper entrance of the Galops canal leading to the river lock No. 28. Safety of navigation. — Under the present conditions of the river water, it may safely be expected that from 13 feet to 15 feet of water can be obtained for navigable purposes through the Galops Rapid channel, except at such exceptional periods, similar to that mentioned above, when abnormal water occurs throughout the River St. Lawrence. The work of preparing the final estimate for this contract is nearing completion. In view of the fact that the government has decided that no more money would be granted for the work, the contractors are making preparations to dispose of all their plant. I am, sir, Your obedient servant, L. N. RHEAUME, Engineer in Charge of St. Lawrence Canals. M. J. Butler, Deputy Minister and Chief Engineer, Ottawa, Ont. ii ST. LAWRENCE CANALS 153 SESSIONAL PAPER No. 20 ST. LAWRENCE CANALS. Office of the Superintendent, Cornwall, Ont., April 3, 1907. Sir, — I have the honour to submit herewith, the annual report on the maintenance and operation of the canals in the St. Lawrence district for the period ending March 31, 1907. These canals were all operated throughout the season of 1906 without interrup- tion to navigation, and without serious damage; and were closed on December 6, a season of 234 days, being the longest of which there is any record. THE CORNWALL CANAL. The back ditches running along and into the Tait, Martin and Marsh farms on the south side, and the Robertson and Tackaberry farms on the north side, were all cleaned out and kept in good running order. During the summer noxious weeds were kept down by cutting. There are about 250 acres of canal banks and lands to be kept clean. The heavy rains in the early part of the season affected the outer bank just west of lock 18 very seriously. It has always been a doubtful spot, and when a couple of small slides occurred after these rains, the bank was investigated and found saturated with water. In order to get rid of it, and to provide against a landslide in the future blind drains of a total length of 280 feet were put in. No sign of sliding occurred afterwards. The telephone line was renewed to the extent of 100 new poles ; further work along this line will be done from year to year until the whole line has been gone over. Two of the black spar buoys in ' the lake ' had slid out into deep water, and the third one had been broken off short. They were taken up and replaced by new ones in correct position. All structures and machinery requiring painting were painted. All the swivel bearings carrying the drive shaft for the gate mechanism were replaced with adjustable ones, calculated to take up the wear on the chain and chain wheel. Two new top bridges Avere put on the gates at lock 19, and one at lock 20. The weir bridge at lock 20 was refloored. During the winter the old gates from lock 21 were rebuilt for spare gates and remodelled to meet present requirements of electrical machinery. •The foundation of a concrete transformer house, to replace a wooden one, burned, was put in, and the house will be finished the first thing the coming season. Fifteen iron snubbing posts, set in a block of concrete, were put in along the north bank between Pitt street and Amelia street, and on the south side of old locks 15 and 16. Mr. W. M. Leacy completed his contract for riprap and filling in around the foot of the canal. The work was well done, and the banks, roads and walks show up in good condition after a hard winter's test. THE WILLIAMSBURG CANALS. All the back ditches and farm ditches were cleaned out during the summer; also about 300 acres of canal lands and banks kept free from noxious weeds by cutting. During the summer a fissure developed along the line of the municipal water pipe under the flume at Iroquois. It led under the retaining wall and out into the tail-race around the side of the power house. 154 I) El' A HTM EXT OF RAILWAYS AND CAXALS ii 7-8 EDWARD VII., A. 1908 The water in the flume was lowered and a pump put to work to keep the water in the pocket just below the weir valve down. Then this pocket, to an elevation higher than the top of the water pipe, was filled up with concrete, effectually stopping the leak. On the outside, just below the ' lift lock,' the wash of the river had worn a con- siderable indentation in the canal bank. A heavy boulder toe was put in to strengthen the bank and prevent the wash. Levelling and rimming at lock 24 was completed and a concrete backing put in ; also three iron snubbing posts set in concrete blocks. Since the enlargement of the canal, the old lock at Iroquois is cut off from the navigable canal. It serves as a tailrace for the overflow weir, so must be maintained in good condition. The old gates on it were dismantled and taken down, and all the walls and wing walls carefully gone over and pointed. A reinforced concrete bridge 22 feet wide and 6 feet long was built across the back ditch opposite the weir at Iroquois. Minor damages were done to the northeast entrance pier at Farran's Point on two occasions. These were repaired and charged to the vessels doing the damage. The diminished amount of damage done to this pier during the last two seasons is very noticeable and it can only be attributed to more careful handling of vessels. While this entrance is not by any means an ideal one, it is being shown from day to day that it can easily be safely made by careful navigators. Mr. John O'Leary carried on his contract for repairs to the south bank of the Galops canal vigorously, and has it almost completed, a few thousand yards of earth, and a thousand lineal feet of riprap alone remaining to be done. On November 20, 1906, a contract was entered into with Mr. Geo. Begy, to rebuild the retailing walls of the back ditch at Iroquois. The date was so close to the end of the season that there was no opportunity for work before the frost set in ; but dur- ing the winter material was got on the ground in readiness for an early start in the spring. THE MURRAY CANAL. The banks and reserve lands here make a farm of 100 acres on which noxious weeds must be suppressed. The work of maintaining the works on this canal was extremely light, and was successfully conducted without the aid of an overseer. The ditches were cleaned, and the banks maintained in good condition, and a new watering place built on the north side near the Brighton road bridge. Oak walings were placed on the abutments and retaining walls on the south end of the bridge at the Smithfield road and the Trenton road. The bridgeman's residence at the railway bridge was thoroughly overhauled and put into an excellent state of repair, a kitchen and woodshed, cistern, well and stable were built. A verandah was built on the bridgeman's residence at Smithfield bridge, and the well repaired. On October 20, 1906, a contract was entered into with Mr. R. Weddell to rebuild the superstructures of the entrance piers of concrete. The work was pushed along, and before winter put a stop to it, all the piers on one side at the eastern end had been torn down and eight of them rebuilt. During the winter snubbing posts, irons, fenders, beams, &c, were got out. Statements of water levels, fines and damages and traffic are appended. I have the honour to be, sir, Your obedient servant, W. A. STEWART, M. J. Butler, Esq., C.E., Superintendent. Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Ont. 11 ST. LAWRENCE CAXALS 155 SESSIONAL PAPER No. 20 Statement of Lockages on, and Vessels passing through, the St. Lawrence Canals, . during the Season of 1906. Canal. Number of Vessels. Down. Cornwall Farran's Point Rapide Plat. . . Galops Lift Lock Murray 2,220 17 153 85 1,613 361 Up. 2,407 1,639 2,149 2,059 428 409 Total. 4,627 1,656 2,3C2 2,144 2,041 770 Lockages 3,285 904 1,793 1,233 1,499 Statement of Fines and Damages incurred on the St. Lawrence Canals during the Nine Months, ending March 31, 1907. CORNWALL CANAL. Structure. Date. Name of Vessels. Damage. Fine. Nairn, of Owner. Remarks. 1906. July 28.. Sept. 1.. Aug. 30.. $ cts. $ Cts. 30 00 30 00 R. & O. Nav. Co.... Paid. Lock 17 54 75 WILLIAMSBURG CANAL. 1906. Lock 22, Pier. . . . Aug. 27 Ceylon. § cts. 265 37 iCalvin Co Unpaid. MURRAY CANAL. Grain passing through Canals, transhipped at: — Kind. Kingston. Prescott. Ogdensburg. Total. Wheat Bush. 7,996,701 1,059,715 851,376 2,783,120 1,853.766 116,859 Bush. 612,300 81,250 90,166 629,720 372,942 25,000 Bush. Bush. 8.609,001 1,165,965 941,542 3,412,840 2,221,708 141.859 Corn 25,000 Barley ... Oats 14,661,537 1,811,378 25,000 16,49-915 156 DEPARTMENT OF RAILWAYS AXD CANALS jj 7-8 EDWARD VII., A. 1908 i o 4-3 C ?1 C X C tD K « N IN M W O 1 - ~~ p; 90 :c o CI r— 1 be re -r -r w CH 31 o c CM i - CiOO oi-r. PC i- i". 1) MAR Lift ' Loci' High. BNO t cm X 1 - 1 - t, X x © CM O 00 ! *3 ■30ONWOM x x r~ x x t CS © » 1C CS X X t~ t- I - I - — — t-i~© © — X X X X X i- n — . ~. x x T 3 ~ — ~- X X X X X I - r ~ c © cq © ~. i-> © o a Ft — — ,— — i— i © r iC O X £ — CS Ci X X X i— >— rH S X N C « CI ia cm c © — i CM CM CM cm c5 cm ci cm — -r -r © o — i~ OX© '- t-eo © Oic — cc ia ^ t ~ © re CC I - C (N CO © be C i^- i - x i - i - i - © x E - X X. X CXN 0! X t- XXX rriicin x — k o x c: ^©x ic e o o t e-cx 1-^ rH i— < r— i rH rH rH CM ^ — — : r C X O I - © rH OCCl'IiOCI h- CTi © -iHH CM CM CO rr is c S § i-s 1907. The canal was opened for traffic April 14 and closed December 22, 1906, having been in operation 253 days. A comparative statement has been prepared, which is attached hereto, showing the operation and traffic of this canal from its first season up to the end of the fiscal year. The presence of dredges in and about the upper entrance and the narrowing of the navigable channel for dredging purposes ha> in a way reduced the tonnage from what it might have been, although a substantial increase is shown over the previous year. On July 1 and 4, and September 2, 1906, the steamers Harvey Coulby, D. M. Clemson and Hoover & Mason respectively ran into the new pier at the south side, upper entrance, damaging the pier and moving the end of it about 2£ feet over. The channel at the time had been narrowed to half its width for dredging purposes, and the cross current at this point made it difficult for boats to navigate. A daily exchange of vessel reports has been made, as in former years, with the St. Mary's Falls canal of the United States making it possible to keep up to date complete statistics of the traffic of the two canals. The following tables give the KAULT ST/:. MARIE ('ANAL 161 SESSIONAL PAPER No. 20 traffic passing- through the two canals at this point during the season of savigation for the years mentioned : — Year. Number I Registered Total of Vessels I Tonnage Freight passed. of Vessels. Tonnage. 1855. ... 193 1800. ... 910 1865... 997 1870 1,828 1875.. . 2,023 1880 3,503 1885 5,380 1890.... 10,557 1891 10,191 1892 12,580 1893 12,008 1894.... 14,491 1895.... 17,956 1896.. .. 18,615 1897 17,171 1898... 17,761 1899. ... 20,255 1900.... 19,452 1901 20,041 1902. ... 22,659 1903 18,596 1904. .. 16,120 1905 21,679 1906 ; 22,155 106,296 403,657 409,062 690,826 1,259,534 1,734,890 3,035,987 8,454,435 8,400,685 10,647,203 8,949,754 13,110,366 16,806,781 17,249,418 17,619,923 18,622,764 21,958,347 22,315,834 24,626,976 31,955,582 27,736,444 24,364,138 36,617,699 41,098,324 Cost of ( 'allying per mile Ton. Estimated Value of Freight carried. 14,503 153,721 181,638 539,883 833,465 1,321,906 3,256,628 9,041,213 8,888,759 11,214,333 10,796,572 13,195,860 15,062,580 16,239,071 18,982,755 21,234,634 25,255,810 25,643,073 34,674,437 31,546,106 44,270,680 51,751,080 1.3 1.35 1.31 1.1 .99 1.14 1. .83 .79 1.5 1.18 .99 .89 .92 .81 .85 .84 102,214,948 128,178,208 135,117,267 145,436,957 143,114,503 159,575,129 195,146,842 218,235,927 233,069,739 281,364,750 267,011,959 289,906,865 358,306,300 349,405,014 334,502,686 416,965,484 537,463,454 Percentage of Freight carried in Canadian Vessels. 3.5 4.0 3.8 4.1 3.5 3.75 3. 3. 2.2 3.1 3. 4. 4. 6 6. Number of Passengers. 4.270 9,230 19,777 17,153 19,685 25.766 36,147 24,s50 26,190 25,896 18,869 27,236 31,656 37,066 40,213 43,426 49,082 58,555 59,663 59,377 55,175 37,695 54,204 03. "33 IMPROVEMENTS TO CANAL. Under Repairs. — The old section of the south pier at the lower entrance was levelled up and replanked; cement sidewalks on both sides of the locks were put in to replace plank walks, which add much to the appearance of the lock and grounds. Quite a large area of the grounds were levelled up from a rough condition by the small labouring crew kept on hand for general repairs, and adds to the general im- provement of the canal grounds. Under capital account. — During the latter part of the year Messrs. Wright & aIc- Phail built, under contract, the lockman's shelter, a stone structure situated between the office building and the power-house, fronting the lock. Every satisfactory piece of work was executed and it only remains now to have heat, water and equipment p\it in to provide for the much felt requirements of the lockmen. general. The buildings have been kept in good repair and the efficiency of the machinery maintained. The annual painting of the buildings both inside and out has been done as usual. Something should be done in the way of replacing the upper main gates with new ones. The gates now in use show further signs of weakness this year. Although spare gates, of old design, are kept on hand it would be better to replace those in use with solid timber ones of the same design as those of the main lower gates. The average depth of water on the mitre sill during the season of 1906 was 20 feet 6 inches, being the same as the previous year. 20— ii— 11 152 DEPARTMENT OF RAILWAYS AND CANALS ii . 7-8 EDWARD VII., A. 1908 Provision lias been made to level up and replank the upper entrance piers during the coming season, as soon as the dredging between the piers has been completed. I have the honour to be, sir, Your obedient servant, F. B. FRIPP, M. J. Butler, Esq., C.E., Acting Superintendent. Deputy Minister and Chief Engineer. 164 DEl'ARTUEST OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 DEPARTMENT OF RAILWAYS AND CANALS. TRENT CANAL. Peterborough, May 6, 1907. Sir, — I have the honour to submit my annual report for the fiscal year ended March 31, 1907, covering the works of construction, chargeable to ' capital.' SIMCOE-BALSAM LAKE DIVISION. Hydraulic Lock No. 2. — The Dominion Bridge Company, contractors for the superstructure of the lock, have it practically completed. Construction operations were resumed this spring on March 25, arid the lock will be ready for testing this month. Section No. 2. — Messrs. Larkin & Sangster finished the works of this section last fall, with the exception of some minor work connected with the Foiirth Concession road, township of Eldon, which will be finished this month. Section No. 3. — Messrs. Brown & Aylmer practically finished the works of this section last fall. Some stone protection lining and sodding have yet to be done, all of which will be completed early in June. Last fall the canal reaches between hydraulic lock No. 2, Kirkfield and Lake Sim- coe, were filled with water up to normal navigation level, for the purpose of testing the dams,' locks and banks, which all proved satisfactory. The engineer's office at Gamebridge was closed last December, and the staff moved to Peterborough, where they have since been employed at getting out the final estim- ates of sections Nos. 2 and 3, the former of which is nearing completion. HOLLAND RIVER DIVISION. Section No. 1. — A contract for this section was entered into with the Lake Simcoe Dredging Company on April 30, 1906. With the exception of a little clearing the company have done no work. During the summer of 1906 they built, at Barrie, a pumping dredge, which was nearly finished at the close of navigation. It has not yet been towed around to the work, but the contractors expect to start dredging opera- tions this month. Section No. 2. — Plans and specifications of the works embraced by this section, which extends from Holland landing to Newmarket, have been prepared and are now ready for the letting of the work. Queensville Road Bridge. — At the Holland river crossing of the side road between lots 115 and 116, township of East Gwillimbury, York county, a small swing bridge is" being built. A contract for the construction of the substructure was entered into with Messrs. D. Conroy & Sons on December 1, 1906. Since then the piles for the foundations of the piers and abutments have all been driven, and it is confidently ex- pected that they will have the substructure finished by the end of June. The Domin- ion Bridge Company have the contract for the superstructure, the steel for which is manufactured and ready for shipping at their bridge works. Dominion, Quebec. ROSEDALE. Last summer a survey of this locality was made with the object of preparing plans for a new lock and dam, including a canal across the narrow neck of land separ- ating Balsam and Cameron lakes. The new lock and dam would replace the present dilapidated wooden structures, and the canal the tortuous channel up the Gull river at this point. The plans are in course of preparation. ii RIDE A O'GANAL 165 SESSIONAL PAPER No. 20 BOBCAYGEON. A survey was made last summer of the Little and Big Bob rivers, and the field data obtained for the preparation of a plan for a new dam at the lower end of the Little Bob river to replace the decayed wooden dam at this point. A plan of the rivers and island has been made and also a preliminary study of the dam. BUCK HORN. Last fall the field data for a new dam and bridge was obtained, and during the winter plans and specifications for the new structures were prepared, tenders for the construction of which are now advertised for. T am. sir. Your obedient servant, (Sgd.) ALEX. J GRANT, Supervn tendin g En gin eer. M. J. Butler, Esq., Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Out. RIDE AU CANAL. Superintending Engineer's Office, Ottawa, April 1, 1907. Sik, — 1 have ihe honour to submit herewith my report on the Rideau canal for the nine months ending March 31, 1907 — this date being the end of the present fiscal year. As I stated in my last annual report, which covered up to June 30, 1906, the accident to the lower sill at Washburn lock had occasioned a delay of twelve days to navigation in June last. The nature of the accident ; and the method of repairing the sill were fully de- scribed in the above mentioned report ; and I do not know that I can add anything more' on this subject, except to state that the new concrete sill was laid by the end of June, after which it was allowed seven days to set, the lock being reopened for traffic at six a.m. on July 9 ; and ; s the 1st and 8th were Sundays, navigation was only sus- pended at Washburn from the 2nd to the 7th, both inclusive — a delay of six days. This was the only delay to navigation throughout the canal, during the nine months ending March 31. The spring freshet commenced on the 28th instant, and unfortunately much rain has fallen, which has largely increased the volume of water, and broken up the ice, which is very heavy ihis year on recount of the severe and continued cold last winter. The large apron below the west bulkhead at Hogsback has been wrecked by ice, and as far as can be seen at the present time, nearly all of it has been swept away. Both bu'kheads. however, I am glad to say, are uninjured. This will be a serious item of expense in the year's estimates; as this apron must l>e rebuilt as soon as the water falls, and will cost five thousand dollars at the very least. At Black Rapids lock, the centre bent of the waste weir has been carried away l>y the heavy ice. thus making it impossible to put in the two bents of stoplogs. It will be nrcessary to build a coffer dam above the weir, to take the place of the stoplogs for the whole season of navigation; as the water will not permit the bent being rebuilt until next winter. No other damage has been reported to me from any point on the canal; but the freshet is by no means over yet; nor has the ice all gone. 166 DEPARTMENT OF RAILWAYS AND CANALS ii 7-0 EDWARD VII., A. 1908 However, as the water has not risen since yesterday, but is at a standstill, I hope the danger point has been passed, and that the freshet will subside from now on. The principal works and repairs executed along the line of the canal during the above mentioned period, are as follows : — OTTAWA. The roadways round the Basin were partly macadamized and repaired. One pair of lock gates were renewed in lock 4. Considerable filling was done behind the new cross walls at the foot of the locks, and this place is now nearing completion, when it can be graded and sodded to be in keeping with the rest of the station. Some planking was renewed on the wharfs, and a new sidewalk was built along the front of the warehouses on the wharf lots on Canal street. Sundry repairs were made to sluice frames, and the lower wing walls of lock No. 1 (in tbe Ottawa river) were pointed. Thi3 was rendered possible by the extreme lowness of the river last autumn. Considerable trouble was caused last summer on account of the accumulations of sawdust that came into the bay at the foot of the locks here from the Chaudiere mills; as on account of the lowness of the river, boats experienced great difficulty in plough- ing through this sawdust when entering and leaving the locks. Complaints were made to the department; and I understand that the mill men denied that they allowed any sawdust or mill refuse to fall into the river; but the presence of new sawdust, as well as slabs, edgings and mill refuse, cannot be denied; end several persons spent weeks on the river collecting the latter and piling it on the shores for firewood. I would respectfully urge on the department the necessity of the enforcement of the law prohibiting any sawdust or mill refuse from being allowed to enter the river. OTTAWA EAST BRIDGE. The flooring and joists of this bridge were renewed, and sundry small repairs made to the bridge keeper's house. BANK STREET BRIDGE. Sundry small repairs were made to the turntable of the swing, and also to the bridge keeper's house. CONCESSION STREET BRIDGE. ~No repairs were made here. HARTWELl/S. A new house was built here last summer for the lockmaster, the old house having fallen into ruin, and having been condemned as unsanitary by the health officials. Small repairs were also made to the plaster of the lock labourer's house. Considerable repairs to the lock masonry are now in progress. The upper wing wall on the west side, and both middle piers having become un- safe, are now being rebuilt. A small cut-off wall is being built also at the head of the lock to protect the road from leakfge from the cut, and a dry wall is to be built in the waste weir channel below the weir to prevent erosion of the bank. All the above repairs will be finished by the 1st May next, by which date the canal is to be open for traffic. Some stone lining was placed on the face of the canal next to the road, and small repairs made to the road itself. RIDEAV CANAL 167 SESSIONAL PAPER No. 20 HOGSBACK. The lockhouse here, which was of the same description as the one at HartwelPs, and which had also sunk and fallen into very bad condition, was rebuilt. Repairs are to be made to the lower sill of the lock, before May 1, next. Small repairs were made to the tow path road and the canal bank, and small repairs made to the dam. As stated above, the apron below the west bulkhead has been badly wrecked by the ice — in fact the greater portion of it has been carried away. The existence of such a large apron below the weir is due to the fact that the rock below is of a very soft shaley nature, and flakes up with water, necessitating the protection of an apron. This apron must be rebuilt during the summer; but at the present time the water ife so high, that it is impossible to say how much of it is actually gone. BLACK RAPIDS. Sundry small repairs were made here to the station generally. As stated above, the centre bent of the double weir has been broken away by ice. The stoplogs therefore cannot be put in; and a temporary dam must be built to close the weir in order to keep the water up for navigation. I do not anticipate any trouble in having this done by May 1. LONG ISLAND. Sundry small repairs were made to the By Wash, such as replanking, &c. The piers below the same were rebuilt and filled with stone. About fifty feet of close sheet piles 10-inch by 12-inch by 20 feet long were driven in front of the north pier of the waste weir to check the leakage that washes out the clay at this point. This completes the sheet piling across the front of the weir. MANOTICK BRIDGE. Sundry small repairs were made to the bridge, and painting done by the. bridge keeper. WELLINGTON BRIDGE. No repairs were required at this bridge. Beckett's landing bridge. The swing bridge and approaches thereto were rebuilt during the winter, the travel being diverted across the ice whilst this was being done. burritt's rapids. The east pier of the retaining dam was rebuilt, and portions of the dam itself and also of the waste weir were repaired and sheeted with 3-inch plank. Sundry small repairs were made to the embankments and to the station generally. Nicholson's. The swing bridge crossing the upper lock was rebuilt, together with the timber approaches thereto. Some new sluice frames were put in, and sundry small repairs made to the station generally. 168 />/v7M HTM KM' <>i' RAILWAYS AM) CAXALS ii 7-8 EDWARD VII., A. 1908 CLOWES. Very considerable repairs were made at this station to the waste weir, which was taken down and rebuilt with stone. Owing to its proximity to the lock (and the south upper wing wall of the lock forms the north wing of the waste weir) the fact that the water had to be diverted through the lock itself, made it a very difficult matter to put in a tight coffer dam, as the current carried all the clay through the lock. This, however, was remedied by laying bags of cement mortar in the water, and driving the sheeting of the coffer dam into them. The freshet in January wrecked the coffer dam also; but I am glad to be able to report that this work — the most difficult to accomplish on the whole line of the Rideau or, account of the water, has been finished successfully, and will not require any more repairs for a very great number of years. MERRICKVIIiLE. Sundry small repairs were made to the station in general. The lower lock was to have been coffer dammed and pumped, in order for repairs to be made1 to the lower sill. However, the high water, and the delays to the work at the last station, made it too late to attempt this work last winter. The sill is in no danger, but leaks; and the repairs will be made immediately after the close of navigation this year. KILMARNOCK. Sundry small repairs were made to the station generally. EDMONDS. The waste weir at this station has been taken down and rebuilt; a very similar piece of work to that described at Nicholsons, as the water was extremely difficult to contend with, as it had here also to be diverted through the lock, and the cofferdam had to be built here also, and as there was very deep water above the weir this dam had to be built to stand a head of over 12 feet. However, the work is finished now, and like the weir at Nicholsons, will not require any repairs for many years. The upper lock gates are now being renewed ; they are framed and are being put in place. Sundry small repairs were made to the station generally. OLD SLYS. Sundry small repairs were made to the station generally. smith's falls combined. Some more foundry waste was placed on the south side of the basin. This is being done gradually year by year, and the useless area of shallow water is being reduced and the leakage stopped. Sundry small repairs were made to the station generally. The lockmaster's house was to have been repaired last summer; but it was found to be so far decayed that I consider the only thing to do is to build a new house, as the present one is not worth repairing. smith's falls detached. Sundry small repairs were made to the station generally. jj RIDE W CANAL 169 SESSIONAL PAPER No. 20 POOXAMALIE. Sundry small repairs were made t<» the station generally. BEYERIDGES. Two pairs of lock gates wen- renewed here, and will be completed and in place in the course of a few days. Sundry small repairs were made to the station in general. PERTH BASIN. Sundry repairs were made to the planking of the wharfs in the canal basin, and alao to the four swing bridges in the town. Small repairs were also made to the culverts on the tow path road; and a con- siderable quantity of boulders and loose rock were removed from the channel by our diver, in the vicinity of Dowsons. Oliver's ferry bridge. Small repairs were made to the flooring and approaches of this long bridge. the ' narrows/ Sundry small repairs were made to the station generally. NEWBORO. The piers below the lock are now being rebuilt down to low water mark ; and will be completed before navigation opens on May 1 next. Sundry small repairs were made to the station in general. CHAFFEYS. One new pair of lock-gates is to be put in here; they have been framed, and will be hung in place before May 1 next. Sundry small repairs were made to the sluices and to the station generally. DAVIS'S. Extensive repairs; were made to this station. The lower lock-gates were renewed, and both lower wing walls were taken down and rebuilt. As this is a single lock, cofferdams had to be built and the lock pumped to do this work. Considerable repairs were also made to the floor of the bottom of the lock cham- ber, and the sides were grouted and pointed. The lock is now in better condition than for many years. jones's falls. Repairs were made to the planking and approaches of the swing bridge. Also sluices were repaired and small repairs made to the big dam' and to the station generally. • MORTON DAM. Repairs were made to the planking and hand railing of the dam ; also to the side walls of the same. 170 DEPARTMENT OF RAILWAYS AND CANALS ii 7-8 EDWARD VII., A. 1908 UPPER BREWERS. A new set of stop logs was framed for the tipper lock. The basin was cleaned out by our dredge and the material thus excavated was piled on the banks and spread thereon to strengthen them. Small repairs were made to the sluices, and to the station generally. LOWER BREWERS. During the first week in July, 1906, navigation was delayed, as stated on the first page of this report, for six days, during which time the repairs to the damaged sill were being completed. The repairs have proved most satisfactory. The particulars of this accident are fully set forth in my report for the fiscal year ending June 30, 1906, and need not be repeated here. Immediately after the close of navigation, the upper wing walls and east chamber wall of the lock were grouted. Sundry small repairs were made to the station generally. brass's point bridge. Sundry small repairs were made to the planking of the bridge. KINGSTON MILLS. Sundry small repairs were made to the station generally. Six hundred cubic yards of stone were quarried, furnished and spread where re- quired on the embankments by Mr. Wm. Keenan. GENERAL. The Douglas fir dimension timber used in the lock gates and heavy structures, was purchased under contract with the Ottawa Lumber Company, the quantity being 124,735 feet B.M. The Portland cement used amounting to 1,750 barrels, was purchased under con- tract with Messrs. W. McNally & Company of Montreal. The white lead supply, amounting to 4,000 lbs., was purchased under contract with Messrs Clark & Lewis of Smith's Falls. A new steam pumping plant was purchased last summer to replace the old engine and pump which were worn out, being thirty years old. A six-inch centrifugal pump with a direct connected 6 x 6-inch vertical engine, was purchased from Messrs. M. Beatty & Sons of Welland, and a 14 horse-power, 7 J x 10-inch portable engine to furnish steam for the same (and also to run the old pump with a belt if required), was purchased from the Waterous Engine Company of Brantford. This plant was used to pump the lock at Davis' last winter and worked admirably. DREDGING PLANT. The dredge Rideau was employed the whole of last summer in deepening the cut between Upper and Lower Brewers lock stations. At the time of accident to the lower sill at Washburn (Lower Brewers) lock, I sent her to assist in making the coffer dam below the lock, where she did excellent service, both making and afterwards removing,, the clay in front of the said coffer dam. She has completed the cut now to the lock at Upper Brewers, 9nd all the dredging at the western end of the canal has for the present been completed. A contract has been entered into with the Poison Iron Works of Toronto, for the construction of a new tug to take the place of the Shanly. ii RIDEAU CANAL 171 SESSIONAL PAPER No. 20 This tug is to be delivered to us by May 15 next. I have visited the Poison Works several times this winter, and can report good progress being made on the new boat. A flat scow was built by our carpenters on the basin at Ottawa this winter, and is now nearly finished; the only work unfinished being a portion of the deck caulking. This flat scow is 75 feet long, 25 feet wide, with a side height of 5 feet. She is intended to carry lumber and stone for delivery along the canal, being towed by our own tug. We have great trouble every year in having our dimension stone delivered to where it is to be used along the canal, as there are few persons who own barges or scows suitable for carrying these heavy stones, each' of which weighs from l£ to 3 tons, so that now we are independent of outside freighters and can deliver about 200 tons at a load on this new scow with our own tug. I attach hereto a tabie, showing the highest and lowest water each month on the lower sills at Ottawa and Kingston Mills lock stations, respectively, from July 1, 1906, to March 31, 1907. I have the honour to be, sir, Your obedient servant, A. T. PHILLIPS, M.C.S.C.E., M. J. Butler, Esq., C.E., Superintending Engineer. Chief Engineer, Dept. Eailways and Canals, Ottawa. KIDEALT CANAL. Superintending Engineer's Office, Ottawa, April 1, 1907. Table showing monthly the highest and lowest water on the lower mitre sills of Locks Nos. 1 and 47, at Ottawa and Kingston Mills Lock Stations respectively, from July 1, 1906, to March 31, 1907. Ottawa, Lock No. 1 Highest. Ft. In. Julyl 14 S August 1-2 8 11 Sept. 1 6 5 Oct. 31 6 4 Nov. 29-30 6 6 Dec. 1-4 6 6 Jan. 1-0 G (J Feb. 1-0 5 11 Mar. 31 14 7 Kingston Mills, Lock No. 47. Lowest. 'July 30-31 9 (Aug. 31 6 iSept. 23 5 'Oct. 1 5 iNov. 13-19 6 Dec. 2f>-31 .... 6 Jan. 10-31 5 Feb. 10-2S 5 Mar. 1-13 5 Ft.. July 9-18 9 Aug. 1-3 8 Sept. 1 8 Oct. 30-31 8 Nov. 1-2 8 Dec. 24-31 7 Jan. 29-31 8 Feb. 20-28. : 8 Mar. 1-15 8 Ft. July 1-2 8 Aug. 31 . 8 Sept. 25-30 7 Oct. 1 . . . 7 Nov. 27-30 7 Dec. 1-4 7 Jan. 1 7 Feb. 1-10 8 Mar. 15-30 .... 8 In. 10 6 11 11 A. T. PHILLIPS, Superintending Engineer. 172 DEIWRTUEXT OF If A //. II AYS A XD CAXALs ii 7-8 EDWARD VII., A. 1908 St. Peters. C.B., March 31, 1907. Dear Sir, — I have the honour to submit my annual report on the working and operation of St. Peter's canal, during the fiscal year ending March 31, 1907. There has be?n no repairs done at St. Peters canal since my last report on J#ne 30, 1906. The canal lock gates track and rollers are in a very bad condition, also the flooring, which was put down in 1881; it has served its time and will require refloor- ing according to the marine divers reports. The floor has given away and it is im- possible to place the castings on solid foundations; the track has to be continually shimmed up and only lasts for a short time in operating. We will have to do some ten days work this spring before we can operate our gates, and then it will only last for a few months' operation. Navigation and traffic on canal is up to the general standard. Navigation opened on April 23. 1906, and closed on January 15. 1907. During that time 1,419 steamers and vessels passed through canal, up and down. There is one tidal lock and four pairs of gates on St. Peter's canal. T have the honour to be, sir. Your obedient servant. -1XO. H. DEVEKEAUX, Lockmaster. M. J. Butler, Esq., C.E., Chief Engin er and Deputy Minister. Dept. Railways and Canals. Ottawa, Ont. m TRENT CANAL. Peterborough, May 11, 1907. Sir, — 1 have the honour to submit herewith my annual report of the mainten- ance and operation of the Trent canal for the year 1906-1907. Dming the past year the work has been considerably added to by the taking over from the contractors, of the Balsam Lake — Lake Simcoe Division, which will now afford a straight stretch of navigation from Healey's Falls to Lake Simcoe, a distance of 160 mile-; and the taking over of the booms and slides of that which was known as the Newcastle District, which were formerly under the management of the Depart- ment of Public Works. Navigation closed on the several divisions as follows: — Peterborough — Hastings Division — December 1. Peterborough — Lakefield Division — November 10. Lnkefield — Burleight Falls Division — December 1. Burleigh Falls — Kirkfield Division — November 20. iikaley's falls. The dam was repaired and new stoplogs provided. TRENT BRIDGE. The bridge was repainted and replanked. HASTINGS. The swing bridge was repainted and replanked. ii TRENT CANAL 173 SESSIONAL PAPER No. 20 RICE LAKE. A new channel was dredged through the old Cobourg-Peterborough railway bed, making a direct steamboat route between Gore's Landing and ITarwood. BENSFORT. The bridge at this point was repainted and replanked. WALLACE POINT. The bridge was repainted and replanked. OTONABEE RIVER. The shoals at Dangerfield were dredged and the channel straightened. LITTLE LAKE (PETERBOROUGH). Thf boom piers in the lake were all re-topped. The swing bridge was repainted and replanked. LOCK NO. 6 (PETERBOROUGH). Th<- entrance to this lock was dreclged. A new storehouse 50 feet x 35 feet, was erected at this point. HYDRAULIC LIFT LOCK, NO. 1. Extensive repairs were made to the reaches, and the banks were strengthened. J2 45 62,400 00 21,8S8 00 20,736 00 57,600 00 140, 53, 101, 282, 1,525, 350, 25,000, 5,912, 182, 224, 238, 44, 88, 1.909, 391, 7, 800 00 920 00 600 00 3.-,:, 20 250 00 400 00 000 00 922 00 400 00 000 00 400 00 800 00; 800 00 ! 132 00 819 75 424 00 160,000 00 67,200 00 39,850 00 15,360 00 87,808 00 423,936 90 69,952 00 38,400 00 96,000 00 750,000 00 30,000 00 39,744 00 500,000 00 40,345 00 557,788 31 46,000 00 53,699 20 8 cts. 50,460 oo; 144,969 02 924,976 00 (520,000 00 141,722 45 62,400 00 21,888 00 20,736 00 57,600 00 . 140 53 101 282 1,525. 350. 25,000. 5,912, 182, 224, 142! 44, 88, 1.90!.. 391, 800 00 920 00 6 Ml 355 20 250 00 400 00 000 00 922 00 i 000 00 400 00 800 00 800 00 132 00 Dill 75 424 00 160,000 00 67,200 00 39,850 00 15,360 00 87,808 00 423,936 00 69,952 00 38,400 00 96,000 00 750,000 00 30 000 00 39,744 00 500.000 00 40,345 00 557,788 31 46.000 00 53,699 20 4,536 65 4,670-61. 41,535,621 91' 41,418,856 93 41,418,856 93 8 cts. 50,460 00 144,969 02 924,976 00 620,000 00 141,722 45 62,400 00 21,888 00 20,736 00 57,600 00 140,800 00 53,920 00 101,600 00 282,355 20 1,525,250 00 350,400 00 25,000,000 00 5,912,922 00 182,400 00 224,000 00 142,400 00 44,800 00 88,800 00 1,909,132 00 391,819 75 7,424 00 160,000 00 67,200 00 39,850 00 15,360 00 87,808 00 423,936 00 69,952 00 38,400 00 96,000 00 750,000 00 30,000 00 39,744 00 500,000 00 40,345 00 557,7S8 31 46,000 00 53,699 20 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 Table of per mile Cash Subsidies granted and paid in aid of Raiway Construction, &c. — Continued. Name of Railway. Brought forward . 43 Halifax and South Western -11 1 [arvey Branch 45 Hereford 40 Irondale, Bancroft and Ottawa 47 International (Quebec) 48 j International (N. B.), formerly Rea- tigouche and Western 49 t'lnverness Ry. & Coal Co 50 James Bay 51 Joggins 52 Kingston and Pembroke 53 Klondyke Mines Railway Co 54 Kingston, Napanee and Western,. . 55 L'Assomption 56 IfLake Erie and Detroit River 57 'Lake Temiscamingue Colonization. . . 58 Leamington and Lake St. Clair 59 Lindsay, Bobeaygeon and Pontypool. 60 Lotbiniere and Megantic 61 Manitoulin and North Shore 62 Middleton and Victoria Beach 63 Montreal & Sorel (now South Shore). 64 Montreal and Lake Champlain. . . . 65 Montreal and Western 66 Montreal and Lake Maskinonge 67 Montreal and Ottawa 68 t Montreal and Province Line 69 Montfort Colonization 70 Maganetawan River 71 tMassawippi Valley 72 tMidland (Nova Scotia) 73 Nakusp and Slocan 74 New Brunswick and P. E. Island 75 New Brunswick Coal and Railway . "6 New Glasgow Iron and Coal Co. . . . 77 Nicola, Kamloops and Similkameen.. 78 Northern Colonization 79 Northern Pacific Junction 80 Nova Scotia Central ... . 81 'Ontario, Belmont and Northern .... 82 Ontario and Quebec 83 Orford Mountain 84 Oshawa .Railway and Navigation Co. ItOttawa, Northern and Western (for- 85 merly Ottawa & Gatineau Valley) . 86 tOttawa and New York S7 tOttawa, Arn prior and Parry Sound . 88 Parry Sound Colonization 89 Pontiac and Pacific Junction 90 tPhillipsburg Junction 91 Pontiac and Renfrew 92 Pontiac and Pacific and Ottawa and Gatineau 93 tPembroke Southern 94 Port Arthur, Duluth and Western. . . 95 Quebec Central 96 Quebec Bridge Co 97 Quebec and Lake St. John 98 Quebec, Montmorency & Charlevoix . 99 Shuswap and Okanagan 100 South Norfolk 101 St. Catharines and Niagara Central.. No. No. of miles of miles1 Subsidy paid built paid and: and up to pro- J available at March vided March 31, 19(17, 31, 1907. for. 4,536-65 4,670-61 98 :; 48 50 45 49 15 00 97 12 15 30 0135 350 126 90 45 84 10 38 70 30 12 00 39 30 0150 83 70 12 90 60 183 32 20 111 168 57 18 30 80 35 45 15 12 45 20 90 110 73 50 9 60 6125 26 50 7 82-281 53 871 159 58 47-75 70 7 -41 425 Bridge. 20 84 75 74 86 Bridge. 245 85 30 51 17 12 231 3 •48-50 45 49 77 98 270 12 15 30 61 3 128 45 16 38 30 12 39 126 83 70 12 60 18 32 1 1 58 36 35 45 12 45 20 110 73 9 61 53 7 86 53-87 159 58 47 75 70 7 41 425 Bridge. 20 84 75 74 86 Bridge. 245 85 30 51 17 12 S cts. 41,535,621 91 921,883 20 5,553 57 155,200 00 144,000 00 156,800 00 Subsidy paid to March31,1907. Subsidy paid to June 30, 1907. 240, 390, 1,356, 37, 48, 256, 208, 11, 475. 310, 51, 185, 96, 204, 125. 517, 103, 361, 41, 192. 58, 167. 3, 5, 367, 117, 113. 144, 39, 292. 133, 1,320. 235, 30. 196, 168, 22, 4(1(1 00 2C8 00 SOI 500 00 oi)0 00 000 00 732 80 ; 200 00 851 00 335 95 200 00 173 06 000 00 800 00 760 00 541 92 000 00, 270 00 280 00! IM 0 00 50 440 00 552 00 376 00 108 00 760 00 440 OOj 000 oo| S40 00: 800 00' 760 00 000 00 200 00 720 00 000 00 814 50 400 00 t cts. $ cts. 41,418,850 93 41,418,856 93 410,688 00 262,384 00 779,712 00 152,800 00 193,578 00 23,712 00 13,600 00 212,500 Oo 64,000 00 271,200 00 348,342 00 374,353 33 1,230,743 50 90.000 00 163,200 00 54,400 00 38,4o0 00 921,883 20 5,553 57 155,200 00 144,000 00 150,800 00 178. 368, 1,071 37 48, 96, 208, 11 475 310 51 185, 96, 32 125 296 103 361 41 192 58, 107 3 5. 307 117 113 48 39. 110 133 1,320 235 30 196 168 22 408 07 545 97 ,872 00 500 00 000 00 000 00 732 80 200 00 ,851 00 335 95 200 no 173 06 000 00 000 00 700 00 ,998 38 600 00 270 00 ,280 00 000 00 560 00 ,440 00 ,552 00 370 00 168 00 ,760 00 440 00 000 00 840 00 ,592 00 ,700 00 ,000 00 200 00 ,720 00 000 00 ,814 50 ,400 00 410,688 00 262,384 00 779,712 00 152,800 00 1^3,578 OC 23,712 00 13,600 00 212,500 00 1 64,000 00 271,200 00 348,342 OOj 374,353 33 1,160,471 50, 96,000 00 103,200 00 54,400 00 38,400 00 921,883 20 5,553 57 155,200 00 144,000 00 156,800 00 178, 368, 1,071, 37, 48, 197. 208, 11. 475, 310, 51, 185, 96, 32, 125, 296. 103, 361, 41, 192. 58, 167. 3, 5, 367i 117i 113, 48, 39, 110, 133, 1,320, 235, 30, 196, 16S, 22 408 07 545 97 872 00 500 00 000 00 L84 00 732 80 200 00 851 00 335 95 200 00 173 06 000 00 000 00 760 80 998 38 000 00 270 00 280 00 000 00 500 00 440 00 552 00 376 00 108 00 760 00 440 00 000 00 840 00 592 C( 760 00 000 00 200 00 720 00 000 00 si 4 50 400 00 410,688 00 262,384 00 779,712 00 152,800 Oo 193,578 00 23.712 00 13,000 On . 212,500 00 64,000 00 271,200 00 348,342 00 374,353 33 1,160,471 50 96, COO 00 163,200 00 54,400 00 38,400 00 Carried forward iii RAILWAY SI BSIDIES 5 SESSIONAL PAPER No. 20 Tablk of per mile Cash Subsidies granted and paid in aid of Railway Construction, etc. — Concluded. Name of Railway. Brought forward . 10_» 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 St. Clair Frontier Tunnel St. Lawrence and Lower Laurentian. St. Louis, Riehibucto and Buctouche. fSt. Lawrence and Adirondack |tSt. Mary River. . , St. Stephen and Milltown Schom berg and Aurora jTemiscouata . ■^Thousand Islands tTilsonburg, Lake Erie and Pacific jTobique Valley. I Toronto, Grey and Bruce fUnited Counties Waterloo Junction Western Counties Western Ontario Pacific York and Carleton No. of miles built up to M;u-. 31, 1907. 7,054-23 2 23 3885 33 H 44 464 1442 112- 95 519 33-96 27 88 458 59 10 25 20 18 75 573 No. Subsidy paid Subsidy paid vided Mar'sflOoV yiAr- 31' 1W. June 30, 1907. for. Total 7,497 17 7, 8(53 -08 223 38 85; 33 51 40 4 64 14 42 11295 519 47 50 27 88 458 59 10 25 20 18 75 5 73 8 cts. cts. 8 50,241,154 74i 54,851,984 26 54,953,103 26 375,000 00 217,600 00 22,400 00 149,481 60 177,400 00 14,848 00 46,1 1 1 00 645,950 00 29,840 00 117,431 48 134,016 00 14,656 0) 188,816 00 32,800 00 500,000 00 60,000 00 18,336 00 375,000 00 217,000 00 22,400*00 149,481 60 148,094 00 14,848 00 46,144 00 645,950 00 29,840 <>0 117,431 48 134,016 00 14,650 00 188,816 00 32,800 00, :>ihi.( mi 60,000 00 18,336 00 375,000 00 217,600 00 22,400 00 140,481 60 148,094 00 14,848 00 46,144 00 645,950 00 29,840 00 117,431 48 134,016 00 14,656 00 188,816 00 32,8o0 00 500,000 00 60,000 00 18,336 00 15,818-73 58,985,873 82^57,567,397 34 57,668,581.34 JAdd subsidy of used rails as per statement, part iii., page 7, 8152,305.20, and Atlantic and North- western, 83,172,200, less subsidy Canadian Pacific Railway, main line, 825,000,000, and Western Counties Railway, 8500,000, which will then agree with statement of subsidies in part ii, page 50, viz., 834,255,135.06. *Includes the mileage of the North Shore Railway, 160 miles. fBy 60-61 Vic, cap. 4, 62-63 Vic, cap. 7, 63-64 Vic, cap. 8, 1 Edward VII., cap. 7, 3 Edward VII., cap. 57, and 4 Edward VII., cap. 34, subsidy was authorized on certain mileage of this railway, specified in the Act of Parliament, of 83,200 per mile and a further subsidy beyond the sum of 83,200 per mile, of 50 per cent on so much of the avcrayc cost of the said specified mileage subsidized as is in excess of 815,000 per mile, such subsidy not exceeding in the whole th'e sum of 86,400 per mile. The amount of certain of the subsidies authorized by Parliament given in this statement, includes the determined portion of the subsidies under 60-61 Vic, cap. 4, 62-63 Vic, cap. 7, 63-64 Vic, cap. 8, and 1 Edward VII., cap. 7, 3 Edward VII., cap. 57, and 4 Edward VII., cap. 34, viz. : The amount produced by the 83,200 per mile, but the other portion is now an undetermined amount, and therefore cannot be shown here. Statement showing Railways receiving Cash Subsidies of fixed amounts, payable Annually or Semi-annually for fixed periods of years. Number. Name of Railway. Miles subsidized. Amount of Instalment. Amount paid up to March 31, 1907. 8 cts. 1 I International (Atlantic and North-; west Railway Co.) 252 893,300 per i year for 30 years I 3,358,800 2 Kingston. Smith's Falls and Ottawa Railway Co 56 8 3,136 i. 21 , Nil. Total 1 6 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII.. A. 1908 STATEMENT showing Railways aided by the Grant of Loans ^tiiitf" of Rttilwuy. Amount of authorized. Amount loaned. § S Ct8. 1 Albert Railway Co 15,000 14,725 56 2 300,000 300.000 00 3 500,000 433,900 00 Total 815.000 7 1 8, 025 56 Statement showing Railways subsidized by the Grant of used Iron Rails valued at the amount set forth. No. Name of Railway. Tons of used Rails. Subsidy on value of Rails. Subsidy on used Rails paid. * 1 2 3 Central Railway Company of New Brunswick Total 4,052 2,201 958 § cts. 83,612 54 44.252 82 24.439 81 8 cts. 83,612 54 44,252 82 24,439 84 7,211 152,305 20 152.305 20 Statement showing Railways aided by the Loan of used Iron Rails valued at the amount set forth. No. Name of Railway. Tons of used Rails. 1 Kent Northern Railway Co. 2 | Halifax Cotton Co 3 [Steel Company of Canada. .. 4 Albeit Railway Co Total 2,549 233 597 726 4,105 Value of used Rails loaned. Remarks. 8 cts. 58,334 27 4,335 00 11,964 00 14,005 45 89,299 38 By 51 Victoria, chapter 3, these used rails will be granted as a subsidy, (the section of road to he first laid with new steel rails weighing not less than 50 lbs. per lin. yard and after an O.C. had been passed authorizing transfer.) 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 No. 2 LIST OF RAILWAY SUBSIDY ACTS PASSED IN EACH YEAR. Note. — The marginal number opposite each subsidy has reference to the alphabetical ,list in the Deputy Minister's report showing the action taken in cases where a contract for work has been made with any company. By the Acts of Parliament below specified, authority has been placed in the hands of the Governor in Council to grant, upon certain conditions, aid towards the construc- tion of various lines of railway throughout the Dominion, as follows, namely : — By the Acts of 45 Vic, cap. 14, 1882 (Assented to 17th May, 1882) :— 1. For a railway from Gravenhurst to Callander, both in the province of Ontario, a subsidy not exceeding 86,000 per mile, nor exceeding in the whole 8660,000 2. For a railway from St. Raymond to Lake St. John, both in the province of Quebec, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 384,000 3- For a railway from a point on the Intercolonial Railway at Riviere du Loup or Riviere Ouelle, in the province of Quebec, or between them, to Edmundston, in the province of New Brunswick, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 240,000 4. For a railway from Oxford to New Glasgow, both in the province of Nova Scotia, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 224,000 " The said subsidies to be granted to such companies as shall be approved by the Governor in Council as having established, to his satisfaction, their ability to complete the said railways respectively, within a reasonable time, to be fixed by Order in Council, and according to descriptions and specifications to be approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in an agree- ment to be made by the company with the Government, and which the Government is empowered to make, and to be payable out of the Consolidated Revenue Fund of Canada, by instalments on the completion of each ten miles of railway, proportionate to the value of the portion so cc mpleted in comparison with the whole work undertaken, such proportion to be established by the report of the said Minister; provided always, that the granting of such bonuses or subsidies shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting therewith, as^the Governor in Council may determine." By the special Act 45 Vic, cap. 55, 1882 (Assented to 17th May, 1882 : — «5. A subsidy authorized in favour of " The Chignecto Marine Transport Railway Company," provided that they construct and thereafter maintain and operate a ship railway, to be approved by the Govern- ment, across the Isthmus of Chignecto, from the Gulf of St. Lawrence to the Bay of Fundy, per year, for twenty -five years 8150,000 By the Act 46 Vic, cap. 25, 1883 (Assented to 25th May, 1883):— C. To the Baie des Chaleur^ Railway Company, for 100 miles of their rail- way, from Metapediac, on the Intercolonial Railway, to Paspebiac, in the province of Quebec, a subsidy not exceeding 83, 200 per mile, nor exceeding in the whole 320,000 8 DEPARTMENT OF RAILWAYS AND < W LLS iii 7-8 EDWARD VII., A. 19C8 7- To the Caraquet Railway Company, for 36 miles of their railway, from a point near Bathurst to Caraquet, in the province of New Bruns- wick, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole $115,200 8. To the Gatineau Valley Railway Company, for the first 50-mile section of their railway, from Hull station, in the province of Quebec, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole. . 160,000 O. To the Great American and European Short Line Railway Company, for 80 miles of their railway, from Canso to Louisburg or Sydney, in the province of Nova Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 256,000 10. To the International Railway Company, for 49 miles of their railway, from Sherbrooke, in the province of Quebec, to the international boundary line, a subsidy not exceeding .$3,200 per mile, nor exceed- ing in the whole 156,800 11. To the Northern and Western Railway Company, for 32 miles of their railway, from the Intercolonial Railway, near the Miramiehi, to Moran's, near Demphy village, in the province of New Brunswick, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 102,400 1 2. To the Montreal and Western Railway Company, for the first 50-mile section of their railway, out of St. Jerome, in the province of Quebec, a subsidy not exceeding .$3,200 per mile, nur exceeding in the whole. 160,000 1J5. To the Napanee, Tamworth and Quebec Railway Company, for 28 miles of their railway, from Napanee to Tamworth, in the province of Ontario, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole 89,600 14. To the Quebec and Lake St. John Railway Company, for 25 miles of their railway, from St. Raymond to Lake St. John, in the province of Quebec, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole 80,000 In addition to the subsidy granted by the Act forty-fifth Victoria, chap- ter»fourteen. 15. For a railway from the International Railway at Petitcodiac to Havelock Corner, in the province of New Brunswick, 12 miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 16. For a railway from Gravenhurst to Callander, 110 miles, a subsidy not exceeding $6,000 per mile, nor exceeding in the whole 660,000 In a ldition to the subsidy granted by the Act forty-fifth Victoria, chap- ter fourteen. " The nine subsidies first mentioned to be granted to the companies hereinbefore named respectively ; and the two subsidies last mentioned to be granted to such com- panies as shall be approved by the Governor in Council as having established to his satis- faction their ability to complete the said railways, respectively ; and all the eleven lines above mentioned, and also the lines of railway in respect of which it is provided by the Act of forty-fifth Victoria, chapter fourteen, that subsidies may be granted, shall be com- menced within two years from the first day of July next, and completed within a reason- able time, not to exceed four years from and after the passing of this Act, to be fixed by Order in Council, and according to descriptions and specifications to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made by each company with the Government, and which the Government is empowered to make ; and all the said subsidies authorized by this Act, respectively, to be paid out of the Consolidated Revenue Fund of Canada by instalments, on the completion of each section of not less than ten miles of railway, proportionate to the value of the portion so completed in comparison with the whole work undertaken, to be established by the report of the said Minister ; Provided always, that the granting of such subsidies shall be subject to such conditions for securing such running powers iii RAILWA V SI BSIDIES 9 SESSIONAL PAPER No. 20 or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized as the Governor in Council may determine." By the special Act 46 Vic, cap. 26, 1883 (Assented to 25th May, 1S88): — 17. An advance authorized in favour of the " St. John Bridge and Railway Extension Company," to enable them to build a railway bridge across the River St. John, N.B., with railway connection with the Intercolonial, such advance to be secured by a mortgage on theii entire property, not to exceed 80 per cent of the expenditure on the work, nor a total sum of 8 500,000 By the Act 47 Vic, cap. 8, 1884 (Assented to 19th April, 1884):— IS. To the Government of the province of Quebec, in consideration of their having constructed the railway from Quebec to Ottawa, forming a connecting line between the Atlantic and Pacific coasts via the Intercolonial and Canadian Pacific Railways, and being as such a work of national and not merely provincial utility, a subsidy not exceeding $6,000 per mile for the portion between Quebec and Montreal, 159 miles, nor exceeding in the whole 954,000 11>. And for the portion between Montreal and Ottawa, 120 miles, $12,000 per mile, nor exceeding in the whole 1,440,000 20. Por the construction of a line of railway connecting Montreal with the harbours of St. John and Halifax by the shortest and best practi- cable route, after the report of competent engineers, a subsidy not exceeding 8170,000 per annum, for fifteen years, or a guarantee of a like sum for a like period as interest on bonds of the company undertaking the work. 21- For the construction of a line of railway from Oxford station, on the Intercolonial Railway, to Sydney or Louisburg, a subsidy not ex- ceeding $30,000 per annum for fifteen years or a guarantee of a like sum for a like period as intere t on the bonds of the company under- taking the work, in addition to the subsidies previously granted, and also a lease or transfer to such company of the Eastern Exten- sion Railway, from New Glasgow to Canso, with its present ecmip- ment. 22. To the Quebec Central Railway Company, for a line of railway from Beauce Junction to the international boundary line, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 211,200 23. For the extension of the Canadian Pacific Railway, from its terminus at St. Martin's Junction, near Montreal, or some other point on the Canadian Pacific Railway, to the harbour of Quebec, in such manner as may be approved by the Governor in Council, a subsidy not exceeding $6,000 per mile, nor exceeding in the whole 960,000 24. To the Irondale, Bancroft and Ottawa Railway Company, for a line of railway from the Victoria branch of the Midland Railway to the vil- lage of Bancroft, in the township of Dungannon, county of Hastings, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 160,000 2-5. To the Pontiac Pacific Junction Railway, for a line of railway from Hull or Aylmer to Pembroke, provided the Ottawa River is crossed at some point not east of Lapasse, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 272,000 26. To the Gatineau Railway Company, for a line of railway from Kazua- bazua to Le Desert, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 160,000 27. To the Napanee, Tamworth and Quebec Railway Company, for a line of railway from Tamworth to Bogart and Bridgewater, a subsidy, not exceeding $3,200 per mile, nor exceeding in the whole 70,400 10 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 2&. To the Montreal and Western Railway Company, for a line of railway from the end of the line subsidized in the now last session of Parlia- ment, towards Le Desert, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole SI 60,000 21>. To the Northern and Western Railway Company, for a line of railway from Fredericton to the Miramichi River, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole (instead ef the subsidy proposed in 1883) 128,000 30. To the Erie and Huron Railway Company, for a line of railway from Wallaceburg to Sarnia, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 31. To the Ontario and Pacific Railway Company, for a line of railway from Cornwall to Perth, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 262,400 32. To the Kingston and Pembroke Railway Company, for a line of railway from Mississippi to Renfrew, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 33. To the Great Northern Railway Company, for that portion of their rail- way between St. Jerome and New Glasgow, in the county of Terre- bonne, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 32,000 34. For a line of railway and bridge between the Jacques Cartier Union Railway Junction with the Canadian Pacific Railway and St. Mar- tin's Junction connecting the Jacques Cartier Union Railway with the North Shore Railway proper, a subsidy not exceeding in the whole ' 200,000 35- For a line of railway from Richibucto to St. Louis, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 22,400 3G- For a line of railway from Hopewell to Alma, in the province of New Brunswick, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 51,200 37- For a line of railway from St. Andrew's to Lachute, in the county of Argenteuil, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 22,400 35. For a line of railway from the Grand Piles, on the River St. Maurice, to Lake Edward, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 217,600 31>- For a line of railway from Annapolis to Digby, in the province of Nova Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,000 4©. For a line of the Central Railway, from the head of Grand Lake to the Intercolonial Railway between Sussex and St. John, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 128,000 41. To the Caraquet Railway Company, for the extension of their line of railway from Caraquet to Shippegan Harbour, in the province of New Brunswick, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 76,800 42. For a branch of the Intercolonial Railway, from Metapediac eastward towards Paspebiac, twenty miles, in the province of Quebec, a sum not exceeding in the whole 300,000 * 43. For a branch of the Intercolonial Railway, from Derby Station to Indian- town, fourteen miles, a sum not exceeding in the whole 140,000 " The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall be granted to such companies, respectively ; the other subsidies shall be granted to such companies as shall be approved by the Governor in Council as having established, to his satisfaction, their ability to construct and complete the said railways respectively. All the linfs for the construction of which subsidies are iii K IILWAY 81 BSIDIE& 11 SESSIONAL PAPER No. 20 grant (1 -hall be commented within two years from the first day of July next and com- pleted within a reasonable time, not to exceed four years, to be fixed by Order in Council, except the line mentioned in the fourth section of this Act,* which shall be commenced within one year, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the i eport of the Minister of Railways and Canals and specified in an agreement to be made in each case by the company with the Government, and which the Government is hereby empowered to make ; the locition also of e\ery *uch line of railway shall be subject to the approval of the Governor in Council ; and all the said subsidies, respectively, shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completi m of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work under- taken, to be established by the report of the said Minister. The subsidies to the pro- vince of Quebec shall be capitalized, and the interest shall be payable at such time and in such manner as the Government of Canal a shall agree upon with the Government of the said province. The two subsidies last mentioned in the list are for works to be constructed by the Government of Canada. " Provided, always, that the granting of such subsidies to the companies mentioned, respectively, shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council may determine.'" By the special Act 47 Vic, cap. 6, 1884 (Assented to 19th April, 1884) : 4-5. Relating to an agreement with the province of British Columbia, autho- rity was given, inter alia, for the grant of a subsidy to the " Esquimalt a-id Nanaimo Railway Company " in aid of the construction of a line of railway and telegraph between the points named : such sub- sidy to be in lands en bloc on Vancouver Island, the boundaries being fixed by the Act, and in money $750,000 •By the Act 48-49 Vic, cap. 59, 1885 (Assented to 20th July, 1885) : 4»"5- To the Ottawa, Waddington and New York Railway and Bridge Com- pany, for a line of railway from Ottawa to Waddington, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 166,400 4$>. To the New Brunswick and Prince Edward Island Railway Company, for a line of railway from Sackville to the Straits of Northumberland, at or near Cape Tormentine, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 118,400 47- To the Montrea' and Sorel Railway Company, for a line of railway from St. Lambert to Sorel, a subsidy not exceeding 81,600 per mile nor exceeding in the whole V 2,000 48. To the Brockville, Westport and Sault Ste. Marie Railway Co npany, for a line of railway from Brockville to Westport, a subsidy not ex- ceeding 83,200 per mile, nor exceeding in the whole 128,000 45). To the Quebec and Lake St. John Railway Company, for a line of rail- way from its junction on the North Shore Railway to St. Raymond, upon condition of the company extending their road to a point 50 mile^ north of St. Raymond, a subsidy not exceeding 83,200 per mile nor exceeding in the whole 96,000 50. To the Northern and Western Railway Company, for a line of rail- way from the northern end of the 40 miles subsidized between Fredericton and the Miravnichi River by 47 Victoria, chapter 8, to Boiestown, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 19,200 * The extension of the Canadian Pacific Railway from its terminus at St. Martin's Junction, or some other point on the said railway to the harbour of Quebec. 12 DEPARTMENT OF RAILWAYS AM) < A \ 1 /..- iii 7-8 EDWARD VII., A. 1908 51. To the Montreal and Champlain Junction Railway Company, for a line of railway from Brosseau's to Dundee, a subsidy not exceeding £500 per mile, nor exceeding in the whole $30,000 52. To the Thunder Bay Colonization Railway Company, for a line of rail- way from the Murillo station of the Canadian Pacific Railway to the east end of Whitefish Lake, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 92,000 53. To the Central Ontario Railway Company, for a line of railway from Coe Hill or Rathbun, to Bancroft, a subsidy not exceeding $3,200 per mile, nor exceeding in the w hole 64,000 5<1. To the Belleville and North Hastings Railway Company, for a line of railway from the village of Madoc to the junction with the Central Ontario Railway at Eldorado, a subsidy not exceeding $1,500 per mile, nor exceeding in the whole 10,500 55. For a line of railway from Long Sault to the foot of Lake Temisca- mingue, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 25,600 515. For a line of railway from a point on the Canada Southern Railway near Comber, to Lake Erie, at or near the village of Leamington, a sub- sidy not exceeding $3,200 per mile, nor exceeding in the whole. . . . 44,800 57. To the Napanee, Tamworth and Quebec Railway Company, for a line of railway from Tamworth towards Bogart and Bridge water, 16 miles, in lieu of the subsidy granted by 47 Vic, chap. 8, a subsidy of 70,000 5S. To the Gatineau Railway Company, for a line of railway from Hull sta- tion towards Le Desert, a distance of 62 miles, in lieu of the subsidies granted by 46 Vic, chap. 25, and 47 Vic, chap. 8, a subsidy of . . . . 320,000 51). For a line of railway from the Grand Piles, on the River St. Maurice, to its junction with Lake St. John Railway, a distance of about 50 miles, in lieu of the subsidy granted by 47 Vic, chap. 8, for a line of railway from the Grand Piles, on the River St. Maurice, to Lake Edward, a subsidy of 217,600 GO. To the Canada Atlantic Railway Company, for a line of railway from Valleyfield to a point one and a half miles west of Johnston's, a sub- sidy not exceeding $1,600 per mile, and from one and a half miles west of Johnston's to Lacolle; also from the present terminus at Ottawa, to the Chaudiere Falls, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 61. For a line of railway from Indiantown via the Miramichi Valley, to its junction with theNorthern and Western Railway at or near Boiestown, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 140,800 14 The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall be granted to such companies, respectively ; the other subsidies shall be granted to such companies as shall be approved by the Governor in Council as having established to his satisfaction their ability to construct and complete the said railways, respectively. All the lines for the construction of which subsidies are granted shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council ; and shall also be constructed according to descriptions, specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company with the Government, and which the Government is hereby empowered to make; the location, also, of every line of railway shall be subject to the approval of the Governor in Council ; and all the said subsidies, respectively, shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work under- taken, to be established by the report of the said Minister. iii RAILWAY SUBSIDIES 13 SESSIONAL PAPER No. 20 " Provided always, that the granting of such subsidies to the companies mentioned, respectively, shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as wiil afford all reasonable facilities and equal mileage rates to all railways connected with those so subsidized as the (Governor in Council may determine." By the Act 48-49 Vic, cap. 58, 1885 (Assented to 20th July, 1885) : — 62. For a railway from a point on the Intercolonial Railway at Riviere du Loup or Riviere Ouelle, in the province of Quebec, to Edmunds^n, in the province of New Brunswick, a subsidy not exceeding two thousand eight hundred dollars per mile for seventy-live miles, and six thousand dollars per mile for eight miles, nor exceeding in the whole two hundred and fifty-eight thousand dollars ; the said subsidy to be in addition to the subsidy authorized to be granted in aid of the construction of the said railway by the Act forty-fifth Victoria, chapter fourteen, and constituting with the subsidy so author'zed, a subsidy not exceeding in the whole four hundred and ninety-eight thousand dollars, and to be granted for the said railway upon the terms and conditions specified in the said Act, and payable out of the Consolidated Revenue Fund of Canada ; and for the purpose of incorporating the persons undertaking the construction of the said railway and those who shall be associated with them in the under- taking, the Governor may grant to them, under such corporate name as he shall deem expedient, a charter conferring upon them the franchises, privileges and powers requisite for the said purposes, which shall be similar to such of th franchises, privileges and powers granted to railway companies during the present session as the Gov- ernor shall deem most useful or appropriate to the said undertaking ; and such charter being published in the Canada Gazette, with any Order or Orders in Council i elating to it, shall have force and effect as if it were an Act of the Parliament of Canada. 63. For a line of railway from the south bxnk of the St. Lawrence river, opposite or near Montreal, to the harbours of St. Andrew's, St. John and Halifax via Sherbrooke, Moosehead Lake, Mattawamkeag, Harvey, Fredericton and Salisbury, a subsidy not exceeding eighty thousand d Jlars per annum for twenty years, forming in the whole, together with the subsidy authorized by the Act forty-seventh Vic- toria, chapter eight, for a 1 ne of railway connecting Montreal with the said harbours of St. John and Halifax by the shortest and best practicable route, which the line above described is found to be, a subsidy not exceeding two hundred and fifty thousand dollars per annum, the whole of which shall be paid in aid of the construction of such a line of railway for a period of twenty years, or a guarantee bond of a like sum for a like period as interest on the bonds of the company undertaking the work ; the said subsidy to be so granted upon the terms and conditions of and payable out of the Consolidated Revenue Fund in the manner specified in the said last mentioned Act in respect of the subsidy thereby authorized in aid of the said line of railway. 64. The Governor in Council may grant a further subsidy as an aid towards procuring free access as hereinafter described for .the trains and traffic of the Canadian Pacific Railway Company from St. Martin's Junction, near Montreal, or from some other-point on their railway to be selected by the said company, to the harbour of Quebec, in such a manner as shall be approved by the Governor in Council, that is to say : an additional subsidy not exceeding three hundred and forty thousand dollars, constituting, together with the subsidy authorized by the said last mentioned Act, to aid in procuring the extension of 14 DEP LRTMEJS J OF R I//.U ITS I VD C I \ LL/S iii 7-8 EDWARD VII., A. 1908 the Canadian Pacific Railway to Quebec, and the subsidy also fchei eby authorized to aid in constructing a line connecting the Canadian Pacific Railway at the Jacques Cartier Union Junction with the North Shore Railway proper (which subsidies shall be applicable to the said first mentioned purpose) a sum not exceeding in the whole the sum of one million five hundred thousand dollars, payable out of the Consolidated Revenue F und of Canada. The said*\ct further provided as follows in relation to this matter : — " If it should be expedient so to do in order to facilitate such access, the Governor in Council may acquire the North Shore Railway, and may apply the said sum of one million five hundred thousand dollars, or any part thereof, in aid of such acquisition and upon such acquisition may transfer and convey or lease the said railway to the Canadian Pacific Railway Company, subject to such obligation as the Government shall have assumed in acquiring it.'"' By the Act 49 Vic, cap. 10, 1886 (Assented to 2nd June, 1886):— <>*>. For a railway from a point at or near Moncton, to Buctouche, in the pro- vince of New Brunswick, thirty miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole $ 96,000 (56. For a railway from Ingersoll via London to Chatham, in the province of Ontario, eighty miles, a subsidy not exceeding 83, 200 per mile, nor exceeding in the whole 256,000 6Ti To the Northern and Western Railway Company, for ten miles of their railway, intervening between the termini of the portions of their railway for which subsidies are already granted, the one from Fred- ericton and the other from Indiantown, and an extension of two miles down to deep water at Chatham, in the province of New Brunswick, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole. 32,000 6S. To the Caraquet Railway Company^ for ten miles of their railway, from the end of the present subsidized portion at Lower Caraquet to Ship- pegan, in the province of New Brunswick, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 32,000 OO. To the Lake Erie, Essex and Detroit River Railway Company, for thirty- seven miles of their railway, from Windsor to Leamington, in the province of Ontario, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 118,400 TO. To the Thunder Bay Colonization Railway Company, for fifty-six miles of their railway, from the end of the present subsidized section to a point near Crooked Lake, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 179,200 71. To the Parry Sound Colonization Railway Company, for forty miles of their railway, from the village of Parry Sound to the village of Sund- ridge, on the line of the Northern Pacific Junction Railway, in the province of Ontario, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 128,000 72. For a railway from a point at or near New Glasgow or St. Lin, to ornear to Montcalm, in the province of Quebec, eighteen miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 57,600 7«5. For a railway from Hereford to the International Railway, in the township of Eaton, in the province of Quebec, thirty -four miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole. . 108,800 74. For a railway from St. Felix to Lake Maskinonge, parish of St. Gabriel in the province of Quebec, ten miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 32,000 75- For a railway from Glenannan to Wingham, in the province of Ontario, five miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 16,000 iii RAILWAY SUBSIDIES 15 SESSIONAL PAPER No. 20 7 CA VAL8 iii 7-8 EDWARD VII., A. 1908 91. For a railway from a point on the Intercolonial Railway near Newcastle or via Douglastown to a point on the River Miramichi, opposite the i town of Chatham, in the province of New Brunswick, six miles, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole. 819,200 92. For a railway from a point on the Canadian Pacitjc Railway to Egan- ville, in the province of Ontario, twenty-two miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 70,400 9ft. To the Belleville and North Hastings Railway Company, for seven miles of their railway, from the village of Madoc to the junction with the Central Ontario Railway at Eldorado, in the province of Ontario, a subsidy (in addition to the subsidy of $1,500 per mile granted by 48-49 Victoria, chapter 59), not exceeding $1,700 per mile, nor ex- ceeding in the whole 11,900 94. To the Napanee, Tamworth and Quebec Railway Company, for eighteen miles of their railway from Tamworth to Tweed, in lieu of the sub- sidy granted by 48-49 Victoria, chapter 59, a subsidy of 70,000 95. To the Albert Railway Company, for their railway from Salisbury to Hopewell, in the province of New Brunswick, which is a feeder to the Intercolonial Railway, in the form of a loan, repayable at such time and secured in such manner as the Governor in Council deter- mines, a subsidy of ' 15,000 " The subsidies hereinbefore mentioned as to be granted to the companies named for that purpose shall be granted to such companies respectively ; the other subsidies shall be granted to such companies as shall be approved by the Governor in Council as having established, to his satisfaction, their ability to construct and complete the said railways respectively. All the lines for the construction of which subsidies have been granted shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council, and shall be so constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minis- ter of Railways and Canals, and specified in the agreement to be made in each case by the company to the Government, and which the Government is hereby empowered to make ; the location, also, of every such line of railway shall be subject to the approval of the Governor in Council, and all the said subsidies, respectively, shall be payable out of the Consolidated Revenue Fund of Canada, by instalments on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said Minister : Provided always, that the granting of such subsidies to the companies mentioned, respectively, shall be subject to such con- ditions for securing such running powers or traffic arrangements, and other rights, as will afford all reasonable facilities and equal mileage rates to all railways connecting with ! hose so subsidized, as the Governor in Council may determine." By section 2 of this Act authority was given for the grant of a charter by the Governor in Council for the purpose of constructing a railway from Long Sault to the foot of Lake Temiscamingue. By the Act 50-51 Vic, cap. 24, 1837 (Assented to 23rd June, 1S87). 9(i. To the St. Catharines and Niagara Railway Company, for twelve miles of their railway from the city of St. Catharines to the bridge over the Niagara River, a subsidy not exceeding $3,200 per mile, nor exceed- in the whole $ 38,400 97. To the Vaudreuil and Prescott Railway Company, for thirty miles of their railway from Vaudreuil towards Hawkesbury, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 98. To the Richmond Hill Junction Railway Company, for five miles of their railway from Richmond Hill Junction, on the Northern Rail- way of Canada, to Richmond Hill village, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 16,000 iii RAILWAY SUBSIDIES 17 SESSIONAL PAPER No. 20 1>J>. To the Druramond County Railway Company, for thirty miles of their railway from Drummondville towards Nicolet, a subsidy not exceed- ing S3, 200 per mile, nor exceeding in the whole 96,000 lOO. To the Jogviina Railway Company, for one and a quarter miles of their railway extending from the southern end of the portion subsidized by the Act 49 Victoria, chapter 10, to the wharfs, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 4,000 14)1. To the Moncton and Buctouche Railway Company, for two miles of their railway from the west end of the portion subsidized by the Act 49 Victoria, chapter 10, to Moncton, a subsidy not exceeding S3, 200 per mile, nor exceeding in the whole 6,400 102. To the Beauharnois Junction Railway Company, for thirty miles of their railway from St. Martin's towards St. Anicet, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 96,000 103. To the Harvey Branch Railway Company, for three miles of their railway from the southern terminus of the Albert Railway to Harvey Bank, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 9,600 104. To the Bran* ford, Waterloo and Lake Erie Railway Company, for eighteen miles of their railway from the town of Brantford to the village of Hagarsville or the village of Waterford, or some inter- mediate point on the Canada Southern Railway, a subsidy not exceed- ing 83,200 per mile, nor exceeding in the whole 57,600 10»>. To the Guelph Junction Railway Company, for sixteen miles of their railway from its junction with the Canadian Pacific Railway to the town of Guelph, a subsidy not exceeding 83,200 per mile, nor exceed- ing in the whole : - 51,200 106. To the Massawippi Railway Company, for ten miles of their railway from a point on the Atlantic and North-western Railway near the village of Magog, to Ayer's Flat station, on the Massawippi Valley Railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 32,000 107. To the Napanee, Tarn worth and Quebec Railway Company, for four miles of their railway from the north end of the section subsidized by the Act passed in the session held in the forty-eighth and forty- ninth years of Her Majesty's reign, chapter 59, to Tweed, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 12,800 105. To the Dominion Lime Company, for seven miles of their railway from a point on the Quebec Central Railway, in the township if Dudswell, to the Dudswell Lime Company's quarries, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 22,400 lOt). To the South Norfolk Railway Company, for seventeen miles of their railway from Port Rowan to the town of Simcoe, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 54,400 110. To the Jacques Cartier Union Railway Company, extending and completing their railway, a subsidy of 20,000 111. For a line of railway from Mount Forest to Walkerton, twenty-four miles in length, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole ... 76,800 112. To the Oshawa Railway and Navigation Company, for seven miles of their railway from Port Oshawa towards Raglan, a subsidy not exceeding $3,200 per mile nor exceeding in the whole , . 22,400 11J5. To the Saguenay and Lake St. John Railway Company, for thirty miles of their railway from Lake St. John towards Ohicoutimi, or from Chicoutimi towards Lake St. John, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole , 96,000 20— iii— 2 18 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 114. To the Great Eastern Railway Company, for thirty miles of their rail- way from the River St. Francis to the Arthabaska Railway, at St. Gregoire station, a subsidy not exceeding $3,200 per mile, nor ex- ceeding in the whole 896,000 To the Ontario and Pacific Railway Company, for six miles of their railway from the northern end of the portion subsidized by the Act 47 Victoria, chapter 8, to the town of Perth, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 19,200 1135 To the Caraquet Railway Company/ for seven miles of their railway from Lower Caraquet to Shippegan, in lieu of the subsidy granted by the Act 49 Victoria, chapter 10, a subsidy not exceeding in the whole. . 32,000 117 To the St. Lawrence and Lower Laurentian and Saguenay Railway Company, for the section of this railway from Grand Piles, on the St. Maurice River, to its junction with the Quebec and Lake St. John Railway, in lieu of the subsidy granted by the Act passed in the session held in the forty-eighth and forty-ninth years of Her Majesty's reign, chapter 59, for a line of railway from Grand Piles, on the St. Maurice River, to its junction with the Lake St. John Railway, a distance of about fifty miles, a subsidy of 217,600 11S. To the St. John Valley and River du Loup Railway Company, for twenty-two miles of their railway from the village of Prince William towards the town of Woodstock, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 70,400 HO. To the Lake Temiscamingue Railway Company, for four short sections of railway, in all about two miles in length, to overcome the rapids of the Ottawa River, known as "La Mi-Charge," "La Cave," " Les " Erables," and " La Montagne," and for the construction of wharfs and landing stages at these rapids, to connect the Canadian Pacific Railway at Mattawa with Lake Temiscamingue by steamboats, rail- ways and other works (in lieu of a portion two miles in length, out of the eight miles of railway subsidized by the Act parsed in the session held in the forty-eighth and forty-ninth years of Her Majesty's reign, chapter 59, under which about six miles of railway have already been built from the foot of Long Sault proper to the foot of Lake Temisca- mingue, and in lieu also of the subsidy granted by the Act 49 Vic- toria, chapter 10), a subsidy of 12,400 130. To the Carillon and Grenville Railway Company, for twelve miles of their railway from St. Eustache to Sault au Recollet, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 121. To the Minudie Branch Railway Company; for five and a half miles of their railway from its junction with the Joggins Railway, near the River Hebert railway bridge, to the village of Minudie, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 17,600 122. To the Lake Temiscamingue Colonization and Railway Company, for ten and a half miles of their railway from the Long Sault to Lake Kippewa, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 33,600 123. To the Leamington and St. Clair Railway Company, for two miles of their railway from the north end of the section subsidized by the Act passed in the session held in the forty eighth and forty-ninth years of Her Majesty's reign, chapter 59, to the village of Comber, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 6,400 124. To the Cumberland Railway and Coal Company for fourteen miles of their railway from a point on the Spring Hill and Parrsboro' Rail- way, near Spring Hill, to a point on the railway between Oxford and New Glasgow, pear Oxford village, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 44,800 iii RAILWAY SUBSIDIES 19 SESSIONAL PAPER No. 20 l'2~i- To the Montreal and Champlain Junction Railway Company, a sub- sidy of $ 64,000 it£ii. To the Quebec and Lake St. John Railway Company, for nine miles of their railway, the distance which the previous subsidies granted are short of covering from the city of Quebec to Lake St. John, a sub- sidy not exceeding §3,200 per mile, nor exceeding in the whole 28,800 12T- To the Temiscouata Railway Company, for thirty miles of a branch of their railway from Edmundston towards the St. Francis River, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 96,000 To the Cornwallis Valley Railway Company, for thirteen miles of their railway from Kentville to Kingsport, a subsidy not exceeding 63,200 per mile, nor exceeding in the whole 41,600 To the Nova Scotia Central Railway Company, for thirty-four miles of their railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 108,800 ISO. To the Tobique Valley Railway Company, for fourteen miles of their railway from Perth Centre station towards Plaister Rock Island, in lieu of the subsidy granted by the Act 49 Victoria, chapter 10, for a railway from Perth Centre station, on the New Brunswick Rail- way, to a point near Plaister Rock Island, a subsidy of 89,600 131. For a railway from Woodstock towards Centreville, twenty miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 64,000 For a railway bridge over the St. Lawrence River, at Coteau Landing on the line of the Canada Atlantic Railway, a subsidy of fifteen per cent on the value of the structure, not to exceed 1S0,000 133< To the Lake Erie, Essex and Detroit River Railway Company, for twenty-seven miles of their railway, in lieu of the subsidy granted by the Act 49 Victoria, chapter 10, a subsidy not exceeding 118,400 " For the purpose of granting corporate powers to persons or compinies under- taking the construction of railways or parts of railways, mentioned in the next preced- ing section, for the construction of which no corporate powers exist at the time of the passing of this Act, the Governor in Council may grant to them, under such corporate name as he shall deem expedient, a charter conferring upon them the franchises, privi- leges and powers requisite for the said purposes, as the Governor in Council shall deem most useful or appropriate to the said undertaking; and such charter being published in the Canada Gazette, with any Order or Orders in Council relating to it, shall have force and effect as if it were an Act of the Parliament of Canada. " The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall be granted to such companies respectively ; the other subsidies, in- cluding subsidies granted for railways ove~r a line extending beyond a point to which any company hereinbefore mentioned by name is authorized to construct their railway, shall be granted to such companies as shall be approved by the Governor in Council, as having established, to his satisfaction, their ability to construct and complete the said railways respectively ; all the lines for the construction of which subsidies are granted shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council ; and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be be made in each case by the company with the Government, and which the Government is hereby empowered to make ; the location, also, of every such line of railway shall be subject to the approval of the Governor in Council ; and all the said subsidies respectively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon completion of the work subsidized, except as regards the subsidy for the bridge over the •20— iii— 2.1 20 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 St Lawrence River, upon which shall he paid fifteen per cent of the value of work done on monthly progress estimates, certified by the Chief Engineer, and upon the approval of the Minister of Railways and Canals. " The granting of such subsidies to the companies mentioned, respectively, shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. " Notwithstanding anything contained in the Act forty-fifth Victoria, chapter fourteen, or in the Act forty-sixth Victoria, chapter twenty-five, the balances of the sums granted for a railway from St. Raymond to Lake St. J ohn and to the Quebec and Lake St. John Railway Company by the said Acts respectively, which have not yet been paid by the Government, may be paid at any time within one year from the passing of this Act, subject to the conditions in the said Act contained." By the Act 51 Vic, cap. 3, 1888 (Assented to 22nd May, 1888):— 134. To the Ottawa and Parry Sound Railway Company, for 22 miles of their railway from a point on the Canadian Pacific Railway to Eganville, in lieu of the subsidy granted by 49 Victoria, chapter 10, for a railway from a point on the Canadian Pacific Railway to Eganville, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole, $ 70,400 00 135- To the Nova Scotia Central Railway Company, for 46. miles of their railway, in the province of Nova Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 147,200 00 13<». To the Montreal and Champlain Junction Railway Company, for 3 miles of their railway from the end of the present subsidized section, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 9,600 00 137- To the Massawippi Junction Railway Company, for their railway from a point on the Atlantic and North-west Railway, near the village of Magog, to Ayer's Flat station, on the Massawippi Valley Railway, in lieu of the subsidv granted by 50-51 Victoria, chapter 24, a subsidy of * 32,000 00 138. To the Pontiac Pacific Junction Railway Company, for bridging the several channels of the Ottawa River at Culbute and west thereof, a subsidy of $31,500, to be paid out monthly as the work progresses, upon the certificate of the Chief Engineer of Government railways, in the proportion which the value of the work executed bears to the value of the whole work undertaken, and for three miles of their railway extending from a point three miles east of Pembroke to Pembroke, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 89,600, provided that the entire work subsidized upon this railway shall be completed within four years from the passing of this Act, the subsidy granted by this Act not to exceed in the whole - 41,100 00 J 3D To the Port Arthur, Duluth and Western Railway Company, for 84| miles of their railway from Port Arthur towards Gun Flint Lake, in lieu of the subsidies granted by 48-49 Victoria, chapter 59, and 49 Victoria, chapter 10, for the construction of a rail- way from Murillo Station to Crooked Lake, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 271,200 00 140. To the Quebec and Lake St. John Railway Company, for 30 miles of their railway from Lake St. John towards Chicoutimi, or from Chicoutimi towards Lake St. John, being a transfer made at the request of the Saguenay and Lake St. John Railway Company of the subsidy granted to them by 50-51 Victoria, chapter 24, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 00 iii RAILWAY SUBSIDIES 21 SESSIONAL PAPER No. 20 141. To the Temiscouata Railway Company, for 20 miles of their branch railway from Edmundston towards the St. Francis River, in the province of Quebec, in lieu of the subsidy granted by 50-51 Victoria, chapter 24, a subsidy of $100,000 00 143. To the Quebec Central Railway Company, for the construction and completion pf a line of railway from St. Francis Station to a point on the Atlantic and North-west Railway near Moose River, 90 miles, in lieu of the balance of the subsidy, unearned, granted by 47 Victoria, chapter 8, a subsidy not exceeding $21,191.54 per annum for twenty years, or a guarantee of a like sum for a like period as interest on the bonds of the com- pany, such annual subsidy for twenty years representing a grant in cash of 288,000 00 143. To the Central Railway Company of New Brunswick, a grant as subsidy (the l-oad to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the com- pany) of 4,052 tons of used iron rails and fastenings, loaned to the St. Martin's and Upham Railway Company, now forming part of the Central Railway, which rails and fastenings stand in the Public Ac< ounts as an asset for 83,612 54 144. To the Elgin, Petitcodiac and Havelock Railway Company of New Brunswick, a grant as subsidy (the road to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the company) of 2,201 tons of used iron rails and fastenings loaned to the Elgin Branch Railway, now forming part of the Elgin, Petitcodiac and Havelock Railway, which rails and fastenings stand in the Public Accounts as an asset for 44,252 82 14*5. To the Kent Northern Railway Company of New Brunswick, a grant as subsidy (the road to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the company) of 2,549 tons of used iron rails and fastenings loaned to the company, which rails and fastenings stand in the Public Accounts as an asset for 58,334 27 14G. To the Halifax Cotton Company of Nova Scotia, a grant as subsidy (the road to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the company) of 233 tons of used iron rails and fastenings loaned to the com- pany, which rails and fastenings stand in the Public Accounts as an asset for 4,335 00 147. To the Steel Company of Canada, in Nova Scotia, a grant as sub- sidy (the road to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the com- pany of 597 tons of used iron rails and fastenings loaned to the company, which rails and fastenings stand in the Public Ac- counts as an asset for 11,964 66 14$. To the Albert Railway Company of New Brunswick, a grant as a subsidy (the section of road to be first laid with new steel rails weighing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the company) of 726 tons of used iron rails and fastenings loaned to the company, which rails and fastenings stand in the Public Accounts as an asset for 14,665 45 22 DEI' A HTM US T OF RAILWAY* AS I) CASALS iii 7-8 EDWARD VII., A. 1908 To the Chatham Branch Railway of New Brunswick, a grant as subsidy (the road to be first laid with new steel rails weigh- ing not less than 56 pounds per lineal yard, and after an Order in Council has been passed authorizing their transfer to the company) of 958 tons of used iron rails and fastenings loaned to the company, which lails and fastenings stand in the Public Accounts as an asset for 824,439 84 " All the lines, for the construction of which subsidies are granted, shall be com- menced within two years from the first day of August next, and completed within a reasonable time, not to exceed 'four years, to br fixed by Order in Council, and shall also be constructed according to descriptions and specifications, and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company ■ with the Government, and which the Government is hereby empowered to make ; the location also of every such line of railway shall be subject to the approval of the Gov- ernor in Council ; and also the said subsidies respectively, payable in cash, shall be pay- able out of the Consolidated Revenue Fund of Canada by instalments, on the comple- tion to the satisfaction of the Minister of Railways and Canals of each section of the railway of not less than 10 miles, proportionate to the value of the portion so com- pleted in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon completion of the work subsidized." By the Act 52 Vic, chap. 3, 1889. (Assented to 2nd May, 1889) : — 150. To the Ontario and Pacific Railway Company, for a line of rail- way from Cornwall to Ottawa, a subsidy n«*t exceeding 83,200 per mile, nor exceeding in the whole $172,400 00 151. To the Ottawa and Gatineau Railway Company, for a line of rail- way from Hull station towards Le Desert, a distance of sixty- two miles, a subsidy not exceeding in the whole 320,000 00 152. To the Cap Rouge and St. Lawrence Railway Company, for twelve miles of their railway, from Lorette via Cap Rouge to Quebec, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 00 153. To the Parry Sound Colonization Railway Company, for forty miles of their railway, from the village of Parry Sound to the village of Sundridge, or some other point on the line of the Northern and Pacific Junction Railway, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 128,000 00 15 £. For a railway from St. Andrew's to the Canadian Pacific Railway, at or at any point east of the town of Lachute, in the county of Argenteuil, in the province of Quebec, seven miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 22,400 00 155. For a railway from Truro, or a point between Truro and Stewiacke, to Newport or to Windsor, in the province of Nova Scotia, forty- nine miles, a subsidy not exceeding 83,200 per mile, nor exceed- ing in the whole 1 56,800 00 156. For a line of the Central Railway from the head of Grand Lake to the Intercolonial Railway, in the province of New Bruns- wick, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 128,000 00 157. To the Albert Southern Railway Company, the balance remaining unpaid of the subsidy granted by the Act 47th Victoria, chapter 8, not exceeding in the whole 31,771 43 158. To the Baie des Chaleurs Railway Company, the balance remaining unpaid of the subsidy mentioned in the Act 49th Victoria, chapter 17, not exceeding in the whole 244,500 00 iii RAILWAY 81 tiSIDIES 23 SESSIONAL PAPER No. 20 ISO. To the Irondale, Bancroft and Ottawa Railway Company, for a line of railway from the Victoria Branch of the Midland Railway to the village of Bancroft, in the county of Hastings, the balance remaining unpaid of the subsidy granted by the Act 47th Victoria, chapter 8, not exceeding in the whole $145,000 00 1(50. To the Northern and Pacific Junction Railway Company, for a railway from Oiavenhurst to Callander, the balance remaining unpaid of the subsidies granted by the Act 45th Victoria, chapter 14, and 46th Victoria, chapter 25, not exceeding in the whole. . 35,000 00 1(51. For a railway from some point on the Joggins Railway, near the Hebert River, to Young's Mills, in the province of Nova Scotia, a distance of five miles, a subsidy not exceeding 83,200 per mile, and not exceeding in the whole 1G,000 00 1(52. To the St. Clair Frontier Tunnel Company, for the construction of a tunnel under the St. Clair River, from a point at or near Sarnia, to a point at or near Port Huron, a subsidy not exceed- ing in the whole 375,000 00 I To the Pontiae and Renfrew Railway Company, for six miles of their railway from the north bank of the Ottawa River, opposite Braeside, or from Bristol Iron Mines, to the Pontiae Pacific Junction Railway, near the Quyon River, in the province of Quebec, a subsidy not exceeding $3,200 per mile, and not exceeding in the whole 19,200 00 145-4. To the Quebec, Montmorency and Charlevoix Railway Company, for thirty miles of their railway, from the east bank of the St. Charles River, to or near to Cap Tourmente, in the province of Quebec, a subsidy not exceeding $3,200 per mile, and not exceed- ing in the whole 96,000 00 l. To the Lake Temiscamingue Colonization and Railway Company, for fifteen miles of their railway, from Mattawa station on the Canadian Pacific Railway, towards the Long Sault, or from the Long Sault towards the said Mattawa station, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 00 170. To the Maskinonge and Nipissing Railway Company, for fifteen miles of their railway, from a point on the Canadian Pacific Railway at or near Maskinonge or Louiseville, towards the parish of Saint-Michel des Saints, on the River Mattawin, in the pro- vince of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 00 24 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII.. A. 1908 171. To the Kingston, Smith's Falls and Ottawa Railway Company, for twenty miles of their railway, from the city of Kingston towards Smith's Falls, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole § 64,000 00 IT'S. To the South Ontario Pacific Railway Company, for forty-nine and one-half miles of their railway, from Woodstock to Hamilton, in the province of Ontario, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 158,400 00 ITS. For a railway from St. Cesaire to St. Paul d'Abbotsford, in the province of Quebec, five miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 16,000 00 174. To the Great Eastern Railway Company, for twenty miles of their railway, from the east end of the line subsidized by the Act 50-51 Victoria, chapter 24, at St. Gregoire, towards the Chau- diere J unction station on the Intercolonial Railway, in the pro- vince of Quebec, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 64,000 00 175. To the Drummond County Railway Company, for four and one- half miles of their railway, from the end of the line subsidized by the Act 50-51 Victoria, chapter 24, to Ball's Wharf, on the St. Lawrence River, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 14,400 00 17G. To the St. Catharines and Niagara Central Railway Company, for twenty miles of their railway, from the end of the line subsidized by the Act 50-51 Victoria, chapter 24, at St. Catharines, towards the city of Hamilton, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,000 00 177- To the Quebec and Lake St. John Railway Company, for twenty miles of their railway, from the end of the section of thirty miles from Lake St. John towards Chicoutiini, subsidized by the Act 51 Victoria, chapter 3, towards Chicoutiini, in the province of Quebec, a subsidy not exceeding 83,200 per mile, nor exceed- ing in the whole 64 000 00 178. To the Grand Trunk, Georgian Bay and Lake Erie Railway Com- pany, for fifteen miles of their railway, from the village of Tara or some point between Tara and Hepworth, to the town of Owen Sound, in the province of Ontario, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 48,000 00 179. To the Hereford Railway Company, for fifteen miles of their rail- way, from Cookshire to a junction with the Quebec Central Railway at Dudswell, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 00 ISO. To the Massawippi Junction Railway Company, for fifteen miles of their railway, from Ayer's Flat to Coaticook, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 48,000 00 181. To the Brock ville, Westport and Sault Ste. Marie Railway Company, for twenty miles of their railway, from a point at or near New- boro', towards Palmer's Rapids, in the province of Ontario,a sub- sidy not exceeding $3,200 per mile, nor exceeding in the whole. 64,000 00 182. To the Thousand Islands Railway Company, fur four miles of their railway, from a point near the St. Lawrence Rivpr, in Ganano- que village, to Gananoqufi Junction of the Grand Trunk Railway, and for thirteen miles of their railway, from Gananoque Junction of the Grand Trunk Railway to a junction with the Brock ville. Westport and Sault Ste. Marie Railway, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 54,400 00 iii RAILWAY SUBSIDIES 25 SESSIONAL PAPER No. 20 For a railway from Cape Tourinente towards Murray Bay, twenty miles, in the province of Quebec, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole $64,000 00 184. To the Amherstburg, Lake Shore and Blenheim Railway Com- pany, for twenty miles of their railway, in the province of Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,000 00 " So much of the subsidy of three thousand two hundred dollars per mile, which under the provisions of the Act forty-ninth Victoria, chapter seventeen, and of this Act, may be paid to the Baie des Chaleurs Railway Company in resjiect of the thirty miles of their railway, from the seventieth to the hundredth mile, eastward from Metaprdiac, shall be applicable to the section of the said railway, comprised between the fortieth and the seventieth mile thereof, eastward from Metapediac, instead of to the said first mentioned section of thirty miles, making six thousand four hundred dollars per mile applicable to the secondly mentioned section of thirty miles; but the foregoing provision shall be subject to the condition that the said company undertake to complete the thirty miles of th,jir railway from the seventieth to the hundredth mile eastward from Metapediac within a reasonable time, not to exceed four years, to be fixed by Order in Council, and without any further subsidy from the Government of Canada, and that they deposit with the Minister of Railways and Canals, as security to the Crown that they will well an ! truly carry. out their undertaking, their bonds to the am unt of two hundred thousand dollars. " The subsidies hereinbefore mentioned as to be granted to companies named for that purpose, shall be granted to such companies respectively : all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company with the Government, and which the Government is hereby empowered to make : the location, also, of every such line of railway shall be subject to the approval of the Governor in Council ; and all the said subsidies, respectively, shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon the completion of the work subsidized, except as respects the tunnel under the St. Clair River, in which case there shall be paid fifteen per c ent of the value of work done on monthly progress estimates, certified by the Chief Engineer, and upon the approval of the Minister of Railways and Canals. " The granting of such subsidies, respectively, shall be subject to such conditions for securing such running powers or traffic arrangements and other rights, as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. " And for the removal of doubts it is hereby declared and enacted that the provision in the Act passed in the fifty-first year of Her Majesty's reign, and chaptered three, relating to th- Pontiae Pacific Junction Railway Company, extended and extends the several subsidies in aid of the said company for four years from the passing of the said Act, that is to say, from the twenty-second day of May, one thousand eight hundred and eighty-eight." By the Special Act, 52 Vic, cap. 5, 1889 (Assented to 2nd May, 1889): — In order to enable the Qu'Appelle, Long Lake and Saskatchewan Railroad and Steamboat Company to complete their railway from Regina to some point on the South Saskatchewan River at or near Saskatoon, and thence northward to Prince Albert, the Governor in Council may enter into a contract with such company for the transport of men, supplies, materials and mails, 26 DEI' A UTM EST OF RAILW AYS AND CANALS iii 7-8 EDWARD VII., A. 1908 for twenty years, and may pay for such services during the said term, eighty thousand dollars per annum in manner following, that is to say : — the sum of fifty thousand dollars to be paid annually on the construction of the railway to a point at or near Saskatoon, such payment to be computed from the date of the completion of the railway to such point ; and the remaining thirty thousand dollars annually on the extension of the railway to Prince Albert, such payment to be computed from the date of such last mentioned completion : Provided that if the second portion of the said railway is not built and operated to Prince Albert within two years after the completion of the railway to the South Saskatchewan as aforesaid, the payment of fifty thousand dollars shall cease until the whole railway is finished to Prince Albert. By the Act 53 Vic, cap. 2, 1890 (Assented to 10th May, 1890) :— ISii. To the Montreal and Ottawa Railway Company, for thirty miles of their railway, from the western end of the thirty-six miles subsidized by the Act 50-51 Victoria, chapter 24, towards Ottawa, a subsidy not exceeding $3,200 per mile, and not ex- ceeding in the whole $ 96,000 1ST. To the Waterloo Junction Railway Company, for eleven miles of their railway, from Waterloo to Elmira, a subsidy not exceeding $3,200 per mile, and not exceeding in the whole 35,200 1^8. To the Northern and Pacific Junction Railway Company, for a railway from Gravenhurst to Callander, the balance remaining unpaid of the subsidies granted by the Acts 45 Victoria, chapter 14, and 46 Victoria, chapter 25, not exceeding in the whole . . . COO 1SS). For a railway from Woodstock via London to Chatham, in the province of Ontario, thirty miles in lieu of the subsidy granted by the Act 19 Victoria, chapter 10, for a rail way from Ingersoll via London to Chatnam, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 256,000 lt>©. To the St. Catharines and Niagara Railway Company, for fourteen miles of their railway, from the end of the twenty miles sub- sidized by the Act 52 Victoria, chapter 3, to Hamilton, a sub- sidy not exceeding $3,200 pv,r mile, nor exceeding in the whole. 44,800 191. To a railway from Ottawa to Morrisburg, fifty-two miles, a subsidy not exceeding $3,200 per mile, nor xceeding in the whole 166,400 To the Erie and Huron Railway Company, for twenty-two miles of fcheir railway from Petrolea via Oil Springs to Dresden, a sub- sidy not exceeding $3,200 per mile, nor exceeding in the whole. 70,400 193- To the Brockville, Westport and Sault Ste. Marie Railway Company, for a railway from Brockville to Westport, the balance remain- ing unpaid of the subsidy granted by the Act 48-49 Victoria, chapter 59, not exceeding in the whole 83,000 111-4. To the Manitoulin and North Shore Railway Company, for thirty miles of their railway from Little Current to the Algoma Branch of the Canadian Pacific Railway, a subsidy not exceed ing $3,200 per mile, nor exceeding in the whole 96,000 15&*3. To the Port Arthur,' I) uluth and Western Railway Company, for five miles of their railway, being a branch of the main line of railway to the Kakabeka Falls, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 16,000 1VM> To the Lake Erie and Detroit River Railway Company, for fifty miles of their railway, on a line to be fixed by the Governor in Council, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 160,000 iii BAILWAT 81 BS1DXE& SESSIONAL PAPER No. 20 1SJ7. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for sixteen miles of their railway, from Bobcaygeon to the 1 Midland Railway, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 8 51,200 HIS. To the Kingston, Smith's Falls and Ottawa Railway Company, for thirty-six miles of their Railway, from the north-east end of the twenty miles subsidized by the Act 52 Victoria, chapter 3, to Smith's Falls, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 115,200 1!>S>. To the Ottawa and Parry Sound Railway Company, for thirty miles of their railway, from Eganville to Barry's Bay, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 200. To the Belleville and Lake Nipissing Railway Company, for thirty miles of their railway,, from Belleville to Tweed and thence to Bridgewater, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 liO 1 . To the Cobourg, Northumberland and Pacific Railway Company, for thirty miles of their i ail way from Cobourg to the Ontario and Quebec Railway, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 96,000 202 . To the St. Stephen and Milltown Railway Company, for three and a half miles of their railway, from the town of St. Stephen to the town of Milltown, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole , . 11,200 1203. To the Woodstock and Centreville Railway Company, for six miles of their railway, fiom the western end of the twenty miles subsidized by the Act 50-51 Vic, chap. 24, to the International boundary between the province of New Brunswick and the state of Maine, a subsidy not exceeding 83,200 per mile, nor ex- ceeding in the whole 19,200 2()4. For a railway from a point at or near Fredericton, via Oromocto and Gagetown, to a point on the New Brunswick Railway west of Westfield station, for thirty miles thereof, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 it'il'i- To the Central Railway Company of New Brunswick, for four and a half miles of their railway, the distance which the pre- vious subsidy granted is short of covering, from the head of Grand Lake to the Intercolonial Railway, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 14,400 2. To the Temiscouata Railway Company, for sixteen miles of their railway, from the west end of the twenty miles of their branch railway from Edniundston, subsidized by the Act 51 Victoria, chapter 3, towards the St. Francis River, a subsidy not exceed- ing §3,200 per mile, nor exceeding in the whole 51,200 227. For a railway from the north end of the fourteen miles for which a subsidy was granted by the Act 50 and 51 Victoria, chapter 24, to the Tobique Valley Railway Company, from Perth Centre towards Plaister Rock Island, eleven miles, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 35,200 225. To the Orford Mountain Railway Company, for thirty one miles of their railway, between Eastman and Kingsbury, a subsidy not exceeding §3,200 per mile, nor exceedingin the whole 99,200 22l>. For a railway from {jachine Rank, on a line of the Grand Trunk Railway, to a point at or near Riviere des Prairies, a distance of fifteen miles, a subsidy not exceeding §3,200 per mile, nor exceeding in the whole 48,000 " The subsidies hereinbefore mentioned as to be granted to companies named for that purpose, shall be granted to such companies respectively ; the other subsidies, 30 DEPARTMENT OE I' A I JAVA YS AM) CAXALS iii 7-3 EDWARD VII.. A. 1908 including subsidies granted for railways over a iine extending beyond a point tu which any company hereinbefore mentioned by name is authorized to construct its railway, shall be granted to such companies as shall be approved by the Governor in Council as having established to his satisfaction their ability to construct and complete the said railways respectively. All the lines for the construction of which subsidies are granted shall be commenced within two years from the first day of July next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council, — except the Erie and Huron Railway, which shall be completed within two years from the first day of July next. And they shall also be constructed according to descriptions and specifications, and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specifying an agreement to be made in each case by the company with the Government, and which the Government is hereby empowered to make. The location, also, of every such line of railway shall be subject to the approval of the Governor in Council. And all the said subsidies respec- tively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work under- taken, to be established by the report of the said Minister, or upon the completion of the work subsidized — except as regards the Erie and Huron Railway Company, upon which payment shall be made only upon the completion of the work — except, also as regards the subsidies to the Inverness and Richmond Railway, which shall be paid on the completion of each ten mile section, in accordance, as nearly as practicable, with the agreement between the company and the municipality of Inverness, and with section four of the Act of the Legislature of Nova Scotia, 1-90, intituled: An Act to enable the county of Inverness to borrow money — except, also, as regards the subsidies to the Great Eastern Railway Company for bridges over the Nicolet and St. Francis Rivers, and to the Quebec and Lake St. John Railway for the bridge over the St. Charles River, upon which shall be paid fifteen per cent of the value of work done, on monthly progress estimates certified by the Chief Engineer and upon the approval of the Minister of Railways and Canals — and except also the subsidy granted to the Quebec Central Railway Company, the first annual payment upon which shall be made at the end of twelve months from the date of the Chief Engineer's certificate of the completion of the work, and each subsequent payment at the end of each twelve months thereafter, for the term of twenty years. "The granting of such subsidies to the companies mentioned, respectively, shall be subject to such conditions for securing running powers or traffic arrangements or other rights as will afford all reasonable facilities and equal mileage rates to all railways con- necting with those subsidized, as the Governor in Council determines." By the special Act 53 Vic, ch. 5, 1890 (Assented to 16th May, 1890) : — 230. I*1 order to enable the Calgary and Edmonton Railway Company to con- struct so much of their railway as reaches from a point on the line of the Canadian Pacific Railw^aj' Company within the town of Calgary to a point on the North Saskatchewan River near Edmonton, the Governor in Council may enter into a contract with such company for the transport of men, supplies, materials and mails for twenty years, and may pay for such services during the said term, eighty thousand dollars per annum, in manner following, that is to say : the sum of eighty thousand dollars to be paid annually on the construction of the railway from Calgary to a point on the North Saskatchewan River near Edmonton,— such payment to be computed from the date of the completion of the railway between such points: Provided that the Governor General in Council may order such sums to be paid in semi-annual instalments, and may permit the company to assign the same by way of security for any bonds or securities which may be issued by the company in respect of the company's undertaking. By 54-55 Victoria, ch. 8, 1891 (Assented to SOth Sept., 1891) :— To the Great Northern Railway Company, for a railway from a point at or near New Glasgow or St. Lin to or near to Mont- calm, in the province of Quebec, eighteen miles, the balance iii RAILWAY BslDIE i 31 SESSIONAL PAPER No. 20 remaining unpaid of the subsidy, not exceeding 63,200 per mile, granted by the Act forty-ninth Victoria, chapter ten, nor exceeding in the whole % 28,100 00 232- To the Quebec and Lake St. John Railway Company, for the rail- way bridge over the St. Charles River to give access to the city of Quebec, the difference between the amount already paid to the company and the sum of 830,000 mentioned as not to be . exceeded by the Act fifty-third Victoria, chapter two, a subsidy not exceeding 5,250 00 233. To the Oshawa Railway Company, for seven miles of their rail- way from Port Oshawa towards Raglan, in lieu of the subsidy for a like amount granted by the Act passed in the session held "in the fiftieth and fifty-first years of Her Majesty's reign, chapter twenty-four, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole 22,400 00 li- To the St. Lawrence, Lower Laurentian and Saguenay Railway Company, for the section of their railway from Grand Piles, on the St. Maurice River to its junction with the Quebec and Lake St. John Railway, the balance remaining unpaid of the subsidy granted by ti e Act passed in the session held in the fiftieth and fifty-first years of Her Majesty's reign, chapter twenty-four, not exceeding in the wh le 92,784 00 23*"). To the Great Eastern Railway Company, for thirty-miles of their railway, from the River St. Francis to the Arthabaska Railway at St. Greg 'ire station, the balance remaining unpaid of the subsidy, not exceeding 83,200 per mile, granted by the Act passed in the session held in the fiftieth and fifty-first years of Her Majesty's reign, chapter twenty-four, not exceeding in the whole 79,700 00 236. To the South Ontario Pacific Railway Company, for forty-nine and one-half miles of their railway from Woodstock to Hamilton, in the province of Ontario, in lieu of the subsidy for a like amount granted by the Act fifty-second Victoria, chapter thr> e, a subsidy not exceeding 63,200 per mile, nor exceeding in the whole 158,400 00 23T- To the Montreal and Ottawa Railway Company (forme rly the Vaudreuil and Prescott Railway Company), for thirty miles of their railway from Vaudreuil towards Hawkesbury, the balance remaining unpaid of the subsidy granted by the Act passed in the session held in the fiftieth and fifty-first years of Her Majesty's reign, chapter twenty-four, not exceeding in the whole 46,040 00 23H. To the Tobique Valley Railway Company, for fourteen miles of their railway from Perth Centre station towards Plaisler Rock Island, in lieu of the subsidy for a like amount granted by the Act passed in the session held in the fiftieth and fifty first years of He:* Majesty's reign, chapter twenty-four, a subsidy not exceeding 66,400 per mile, nor exceeding in the whole. . . . 89,600 00 239- To the Kingston, Smith's Falls and Ottawa Railway Company for fifty-six miles of their railway from the city of Kingston to Smith's Falls, in lieu of the subsidies, not to exceed 8179,200, granted by the Acts fifty-second Victoria, chapter three, and fifty-third Victoria, chapter two, a subsidy not exceeding $12,534 per annum, to be paid in semi-annual instalments of 86,267 each, for twenty years, which represents a grant in cash of 179,200 00 32 DEPARTMENT OF RAILWAYS AND CANALS ill 7-8 EDWARD VII.. A. 1908 "Provided, i hat upon the completion of twenty-eight iniles of the said railway a semi-annual subsidy may be paid proportionate to the value of the portion so com- pleted in comparison with that of the whole fifty-six miles ; Provided also, that the company may deposit with the Minister of Finance and Receiver General a sum not exceeding §1,170,000, in consideration whereof there shall be paid to the company, for twenty years, a semi-annual annuity calculated on a basis of three and one-half per cent on the amount so deposited ; Provided further, that the Governor in Council may permit the company to assign the said subsidy and annuity to trustees by way of security for any bonds or securities which may be issued by the company in respect of their undertaking." 240- To the Brock ville, Westport and Sault Ste. Marie Railway Com- pany, for twenty miles of their railway, from a point at or near Newboro' towards Palmer's Rapids, in the province of Ontario, in lieu of a subsidy for a like amount granted by the Act fifty- second Victoria, chapter three, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole . $64,000 00 " Provided that the subsidy hereby granted to the Brockville, Westport and S ult Ste. Marie Railway Company may be paid by instalments, on the completion of each section of the railway as follows, that is to say : — Sections. From, at or near Newboro' to Westport From Westport towards Palmers Rapids " The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall be granted to such companies respectively; all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and com- pleted within a reasonable time, not to exceed four years, to be fixed by Order in Council ; and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals and specified in an agreement to be made in each case by the company with the Government, and which the Government is hereby empowered to make ; the location, also of every such line of railway, shall b • sub ject to the approval of the Governor in Council ; and all the said subsidies respec- tively shall be payable out of the Consolidated Revenue Fund of Canada, by instal- ments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon the completion of the work subsidized — except as to the subsidy granted to the Kingston, Smith's Falls and Ottawa Railway Company, the first semi-annual pay- ment upon which shall be made at the end of six months from the date of the Chief Engineer's certificate of the' completion of twenty-eight miles of the railway, and each subsequent payment at the end of each six months thereafter, for the term of twenty years, — except also as to the Quebec and Lake St. John Railway Company, the subsidy to which shall be paid upon the completion of the work, — except also as to the Brockville, Westport and Sault Ste. Marie Railway Company, the subsidy to which shall be paid as follows : on the completion of that portion of the said road from, at or near Newboro' to Westport, a distance of four miles, the sum of twelve thousand eight hundred dollars, and on the completion of the remaining sixteen miles from Westport towards Palmer's Rapids, the sum of fifty-one thousand two hundred dollars. " Within one month after the commencement of each session of Parliament, whilst any of the said moneys are being paid out, there shall be laid before Parliament a statement showing all payments of such moneys during the then next preceding year, the names of the respective persons to whom such payments have been made, and the amounts paid them respectively, together with the engineer's report upon which pay- Length in miles. 4 . 16 ijj RAILWAY SUBSIDIES 33 SESSIONAL PAPER No. 20 ments have been recommended, and copies of all contracts between the Government and the company under which the said subsidies are authorized to be paid. " The granting of such subsidies respectively shall be subject to such conditions for securing such running power or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. By the Act 55-56 Victoria, chap. 5, 1892 (Assented to 9th July, 1892) : — ■ 241. To the Lake Erie and Detroit River Railway Company, for fifty- eight miles of their railway from a point at or near Cedar Creek to the town of Ridgetown, in lieu of the subsidies granted to the Lake Erie and Detroit River Railway Company by the Act 53 Victoria, chapter 2, and to the Amherstburg, Lake Shore and Blenheim Railway Company by the Act 52 Victoria, ch. 3. §224,000 00 ** i'jt To the Ottawa, Arnprior and Parry Sound Railway Company, for fifty-five miles of their railway from Barry's Bay towards the Northern Pacific Junction Railway, a subsidy not exceeding 86,400 per mile on the first twenty-seven and a half miles out from Barry's Bay, and not exceeding $3,200 per mile on the second twenty-seven and a half miles, nor exceeding in the whole 264,000 00 2 4i5. To the Canadian Pacific Railway Company or to the Columbia and Kootenay Railway and Navigation Company, for a rail- way from a point on the Canadian Pacific Railway at or near Revelstoke Lo the head of Arrow Lake, for twenty-five miles t f such railway, a subsidy not exceeding §3.200 per mile, nor exceeding in the whole 80,000 00 244. To the Tobique Valley Railway Company, for a railway from the north end of the eleven miles for which a subsidy was granted by the Act 53 Victoria, chapter 2, to Plaister Rock Island, for 3 miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 9,600 00 24*5. To the Monfort Colonization Railway Company, for twenty-one miles of their railway from Lachute, St. Jerome or a point at or near St. Sauveur, on the line of the Montreal and Western Railway, to Monfort and westward, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 67,200 00 246. To the Ontario, Belmont and Northern Railway Company, for ten miles of their railway from the Belmont iron mines to the Canadian Pacific Railway and the Central Ontario Railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 32,000 00 247. To the Montreal and Champlain Junction Railway Company, the balance remaining unpaid of the subsidies granted by the Acts 50-51 Victoria, chapter 24, and 51 Victoria, chapter 3, a sub- sidy of 15,100 00 245$. To the Buctouche and Moncton Railway Company, for thirty-two miles of their railway from Moncton to Buctouche, the balance remaining unpaid of the subsidy, not exceeding $3,200 per mile, granted by the Acts 49 Victoria, chapter 10, and 50-51 Victoria, chapter 24, not exceeding in the whole 35,480 00 249. To the Cobourg, Northumberland and Pacific Railway Company, for nineteen miles of their railway from Cobourg to the Ontario and Quebec Railway (in addition to the subsidy granted by the Act 53 Victoria, chapter 2), a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 60,800 00 120 — iii — 3 34 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 2i>0. For a railway from the parish of St. Remi, in the county of Napierville, to St. Cyprien in the said county, for twelve miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 38,400 00 £ ~i ! To the Inverness and Richmond Railway Company (or any other company undertaking the work), for twenty-five miles of their railway from a point on the Cape Breton Railway, at or near Orangedale, to Broadcove, a subsidy not exceeding $3,200 per mile, in lieu of the subsidy of $50,000 granted to the said rail- way company by 53 Victoria, chapter 2, and on the same condi- tions, not exceeding in the whole 80,000 00 252. To the Nicola Valley Railway Company, for twenty-five miles of their railway from a point on the Canadian Pacific Railway at or near Spence's Bridge towards Nicola Lake 80,000 00 2 •">?$. To the Lotbiniere and Megantic Railway Company, for fifteen miles of their railway from a point at or near St. Jean Deschail- lons towards Glen Lloyd, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole . 48,000 00 — <■"> a . To the Stewiacke and Lansdowne Railway Company, for a railway from a point on the Intercolonial Railway, through the Stewiacke Valley, on a line which will afford facilities of communication with the iron mines at Springside, Upper Stewiacke and Musquo- doboit settlements, twenty-five miles, in lieu of the subsidy granted by the Act 53 Victoria, chapter 2, a subsidy not ex- ceeding 83,200 per mile, nor exceeding in the whole 80,000 00 2i)*>. To the Philipsburg Junction Railway and Quarry Company, for six and seven-hundredths miles of their railway from Stanbridge Station to Philipsburg, in the count}' of Missisquoi, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole .... 21,600 00 2£»6 To the Kingston, Napanee and Western Railway Company, for three miles of their railway from a point at or near Harrowsmith to a point at or near Sydenham, in lieu of the subsidy granted for this section of road by the Act 52 Victoria, chapter 3, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 9,600 00 2»>7. For a railway from Cape Tourmente towards Murray Bay, in the province of Quebec, twenty miles, in lieu of the subsidy granted by the Act 52 Victoria, chapter 3, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,000 00 25S. To the Srewiacke and Lansdowne Railway Company, for a railway from Truro, or a point between Truro and Stewiacke, to New- port or to Windsor, in the province of Nova Scotia, for forty- nine miles of such railway, in lieu of the subsidy granted by the Act 52 Victoria, chapter 3, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 156,800 00 259. To the Restigouche and Victoria Railway Company, for fifteen miles of their railway from Campbelton towar s Grand Falls, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 48,000 00 260. For a railway from St. Johns to Ste. Rosalie, thirty-two miles, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 102,400 0O 261. For a railway from St. Placide to St. Andrew's, eight miles, a sub- sidy not exceeding 83,200 per mile, nor exceeding in the whole.. 25,600 00 262. For a railway to complete the connection between Sydney and Louisburg, in the county of Cape Breton, for twenty-eight miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole , 89,600 00 Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES 35 263. To the Belleville and Lake Xipissing Railway Company, for thirty miles of their railway from Belleville to Tweed and thertce to Bridgewater, in lieu of the subsidy granted by the Act 53 Vic- toria, chapter 2, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 96,000 0G> *2HA- To the Kingston, Smith's Falls and Ottawa Railway Company, for fifty-six miles of their railway from the city of Kingston to Smith's Falls, in lieu of the subsidies, not to exceed 8179,200, granted by the Acts 52 Victoria, chapter 3, and 53 Victoria, chapter 2, a subsidy calculated on a basis of three and a half per cent on the amount of such subsidies so granted, to be paid in semi-annual instalments for such period not exceeding twenty- one years, as the company may elect, which represents a grant in cash of 179,200 00 " Provided, that upon the completion of twenty-eight miles of the said railway a semi annual subsidy may be paid proportionate to the value of the portion so completed in comparison with that of the whole fifty-six miles : Provided also, that the company may deposit with the Minister of Finance and Receiver General, a sum not exceeding $1,170,000, in consideration whereof there shall be paid to the company for such period not exceeding twenty years as the company may elect, a semi-annual annuity calculated on a basis of three and a half per cent on the amount so deposited. Provided further, that the Governor in Council may permit the company to assign the said subsidy and annuity to trustees by way of security for any bonds or securities which may be issued by the company in respect of their undertaking." 26'>. To the St. Catharines and Niagara Central Railway Company, for thirty-four miles of their railway from the city of St. Catharines to the city of Hamilton, in lieu of the subsidies, not to exceed 8108,000, granted by the Acts 52 Victoria, chapter 3, and 53 Victoria, chapter 2, a subsidy calculated on a basis of three and a half per cent on the amount of the said subsidies, to be paid in semi-annual instalments for such period, not exceeding twenty years, as the compiny may elect, representing a grant in cash of $108,000 : Provided that, upon the completion of ten miles of said railway, a semi-annual subsidy may be paid proportionate to the value of the portion so completed in comparison with that of the whole thirty-four miles. Provided also, that the company may deposit with the Minister of Finance and Receiver General a sum not exceeding $400,000, in consideration whereof there shall be paid by the Government to the company, for such period not exceeding twenty years, as the company may elect, a semi-annual annuity, calculated on a basis of three and a half per cent on the amount so deposited, or a guarantee of a like sum, as interest on the bonds of the company : Provided further, that the company, with the approval of the Governor in Council, may assign the said subsidy and annuity to trustees by way of security for principal, or interest of any bonds or securities which may be issued by the company in respect of their undertaking, and the subsid}7 last above mentioned to the St. Catharines and Niagara Central Railway Company shall be paid in instalments, the first semi-annual payment upon which shall be made at the end of the six months from the date of the Chief Engineer's certificate of the completion of the first ten miles of railway, and each subsequent payment at the end of six months thereafter, for the term of twenty years or less. It is a condition of this subsidy that the sum not exceeding $400,000 above mentioned shall be deposited with the Finance Minister before January 1st, 1893. 20— iii— 3^ 36 DEPARTMENT OF RAILWAYS AND CANALS iii 7-3 EDWARD VII., A. 19CS 2<>4>. To the "Woodstock and Centreville Railway Company, for a rail- way from Woodstock towards Centreville, twenty miles, in lieu of the subsidy granted by 50-51 Victoria, chapter 24, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $64,000 00 207- To the Brockville, Westport and Sault Ste. Marie Railway Com- pany, for the balance remaining unpaid of the subsidy granted by the Act 52 Victoria, chapter 3, not exceeding $3,200 per mile, and also for the balance remaining unpaid of the subsidy granted by the Act 53 Victoria, chapter 2, nor exceeding in the whole 96,800 00 !i(»S To the New Glasgow Iron, Coal and Railway Company, for a railway from Eureka Junction on the Intercolonial Railway to a point at or near Sunnybrae, including a branch line to the charcoal iron furnace at Bridgeville, for twelve and a half miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 40,000 00 2<»D. To the Thousand Island Railway Company, fur an extension of their railway to connect with the Brockville, Westport and Sault Ste. Marie Railway, the Kingston, Napanee and Western Railway, the Kingston, Smith's Falls and Ottawa Railway, or the waters of the Rideau Canal, and an extension across the mouth of the Gananoque River, the balance remaining unpaid of the subsidy granted by the Act 52 Victoria, chapter 3, not exceeding in the whole. 44,000 00 Payable, $14,000 on the completion of the last named or southern extension, and the balance of said subsidy, being $30,000, on the completion of the first named or northern extension of their railway. 270. To the Manitoulin and North Shore Railway Company, for thirty miles of their railway from Little Current to the Algoma Branch of the Canadian Pacific Railway, in lieu of the subsidy granted by the Act 53 Victoria, chapter 2, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole ' $96,000 00 271. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for sixteen miles of their railway from the end of the line subsidized by the Act 53 Victoria, chapter 2, at the junction with the Midland Railway, to Pontypool, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 51,200 00 272. For seventy-five miles of the railway from Sand Point, Shelburne Harbour, in Nova Scotia, to Annapolis Royal, in the county of Annapolis and to a junction at or near New Germany on the Nova Scotia Central Railway, with a view to future con- struction to Liverpool, in lieu of the subsidy of a like amount granted by the Act 53 Victoria, chapter 2, for the same length of railway from Shelburne and from Liverpool, towards Anna- polis, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 240,000 00 271$. To the Kingston, Napa nee and Western Railway Company, for twenty miles of Vaeir rail wav,* being extensions or branches in the counties of Peterborough, Hastings, Addington, Frontenac or Leeds, towards iron deposits, a subsidy not exceeding $3,200 per mile, payable in instalments regulated by the length of each of the said extensions, additions or branches, the subsidy not exceeding in the whole 64,000 00 274. To the St. John Valley and Riviere du Loup Railway Company, for ten miles of their railway from the north end of the line subsidized by the Act 53 Victoria, chapter 2, towards the town of Woodstock, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 00 # iii AM //.H I Y SUBSIDIES 37 SESSIONAL PAPER No. 20 27 •">. To the Cobourg, Northumberland and Pacific Railway Company, for thirty miles of their railway from Cobourg to the Ontario and Quebec Railway, in lieu of the subsidy granted by the Act 53 Victoria, chapter 2, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 96,000 00 27. To the Great Northern Railway Company, for fifteen miles of their railway, from, at or near Montcalm to the Canadian Pacific iii RAILWAY SUBSIDIES 41 SESSIONAL PAPER No. 20 Railway between Juliette and St. Felix de Valois, in lieu of the subsidy granted by the Act 53 Victoria, chap. 2, a subsidy not exceeding .13,200 per mile, nor exceeding in the whole 6 48,000 00 SIO. To the Montfort Colonization Railway Company, for twenty-one miles of their three-feet gauge railway from Lachute, St. Jeronfe, or a point at or near St. Sauveur, on the line of the Montreal and Western Railway, to Montfort and w estward, in lieu of the subsidy granted by the Act 55-56 Victoria, chapter 5, a subsidy not exceeding 83,200 per mile, nor exceeding in the whole 67,200 00 311. To the Masldnonge and Nipissing Railway Company, for fifteen miles of their railway, from a point on the Canadian Pacific Railway at or near Maskinonge or Louiseville, towaids the parish of St. Michel des Saints, on the river Mattawa, in the province of Quebec, and for fifteen miles of their railway from the north end of the fifteen miles above referred to, towards the parish of St. Michel des Saints on the river Mattawa, in the province of Quebec, in lieu of the subsidies granted by the Acts 52 Victoria, chap. 3, and 53 Victoria, chap. 2, a subsidy not exceeding .$3,200 per mile, nor exceeding in the whole 96,000 00 SIS. To the Parry Sound Colonization Railway Company, for forty miles of their railway, from the village of Parry Sound to the village of Sundridge, or some other point on the Northern Paci- fic Junction Railw ay, in the province of Ontario, the balance remaining unpaid of the subsidy granted by the Act 52 Victoria, chapter 3, not exceeding in the whole 97,600 00 SIS. To the Jacques Cartier Union Railway Company, for extending and completing their railway, in lieu of the subsidy granted by the Act 50-51 Victoria, chapter 24, a subsidy of 20,000 00 S14 To the Oshawa Railway Company, for seven miles of their railway and branches as follow s : from Port Oshawa to a point at or near Edmondson's Falls mill site, near Mill Street, in the town of Oshawa (this portion being known as the "Lake" section of the said railway) ; thence to a point at or near the town hall in the town of Oshawa, and thence to the Oshawa station of the Grand Trunk Raihvay Company of Canada (this portion being known as the " Town :' or "Northern" section of the said rail- way)— in lieu of the subsidy granted by the Act 54-55 Victoria, chapter 8, a subsidy not exceeding S3, 200 per mile, nor exceed- ing in the whole 22,400 00 • All the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed w ithin a reasonable time, not to exceed four years, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company with the Government, which agreement the Govern- ment is hereby empowered to make ; the location, also, of every such line of railway shall be subject to the approval of the Governor in Council. " The granting of such subsidies respectively shall be subject to such conditions for securing such running powers or tralfic arrangements and other l ights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. " All the said subs dies respectively shall be pa3'able out of the Consolidated Revenue Fund of Canada, by instalments on the completion of each section of the rail- way of not less than ten miles, proportionate to the value of the portion so completed 42 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon the completion of the work subsidized, — except as fol- lows : — "(a.) The subsidy to the Ontario, Belmont and Ottawa Railway Company, which shall be paid as follows : on the completion of the first section, an instalment propor- tionate to the value of the said section in comparison with that of the ten miles hereby subsidized, to be established as aforesaid, and the balance of the said subsidy on the completion of the second section ; " (b.) The subsidy to the Oshawa Railway Company, which shall be paid as follows : on the completion of the " Town " or " Northern" section, an instalment proportionate to the value of the said section in comparison with that of the seven miles hereby sub- sidized, to be established as aforesaid, and the balance of the said subsidy, on the com- pletion of the " Lake " section of the said railway." By the Act 57-58 Vic, cap. 4, 1894. (Assented to, 23rd July, 1894) • — 315. To the Bracebridge and Baysville Railway Company, for fifteen miles of their railway from Bracebridge towards Baysville, in lieu of the subsidy granted by chapter 5 of 1892, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 48,000 316- To the Brockville, Westport and Sault Ste. Marie Railway, the balance remaining unpaid of the subsidy granted by chapter 3 of 1889, not exceeding $3,200 per mile, and also the balance remaining unpaid of the subsidy granted by chapter 2 of 1890, which was re-granted by chapter 5 of 1892 ; the whole not ex- ceeding 86,800 3 £7. To the Tilsonburg, Lake Erie and Pacific Railway Company, for sixteen miles of their railway, from Port Burwell to Tilsonburg, in lieu of the subsidy granted by chapter 5 of 1892, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole .... 51,200 31§. To the Brantford, Waterloo and Lake Erie Railway Company, for eighteen miles of their railway, from the town of Brantford to the village of Hagarsville or the village of Wat^rford, or some intermediate point on the Canada Southern Railway, the balance remaining unpaid of the subsidy granted by chapter 24 of 1887, not exceeding $3,200 per mile, nor exceeding in the whole .... 4,790 319. To the St. Catharines and Niagara Central Railway Company, for 34 miles of their railway from the city of St. Catharines to the city i int on the Joggins Railway, near the Hebert River, to Young s Mills, in the province of Nova Scotia, a distance of 5 miles, in lieu of the subsidy granted by chapter 3 of 1889, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 16,000 33»>. To the Woodstock and Centreville Railway Company, for a rail- way from Woodstock to the international boundary between the province of New Brunswick and the state of Maine, 26 miles, in lieu of the subsidies granted by chap er 24 of 1887 and chapter 2 of 1890 a subsidy not exceeding $3,200 per mile nor exceeding in the whole 83,200 33$!. For 90 miles of the railway from Newport or Windsor to Truro, or to a point between Truro and Stewiaeke, and from a point on the said railway to a point at or near Eastville, and from East- ville through the valley of the Musquodoboit River towards a point on the proposed Dartmouth branch of the Intercolonial, in lieu of the subsidy granted by chapter 5 of 1892, a subsidy not exceeding $3,200 per mile; and also for a railway bridge over the Shubenacadie River on the line of the said railway, a subsidy of 15 per cent on the value of the structure ; the whole not exceeding 300,000 337. To the Nipissing and James Bay Railway Company, for 25 miles of their railway from, at or near North Bay Station on the Canadian Paeitic Railway towards James Bay, in lieu of the subsidy granted by chapter 5 of 1892, a subsidy not exceeding $3,200 per mile; also for 43 miles of their railway from North Bay towards Lake Tamagaming, a subsidy not exceeding $3,200 per mile ; the whole not exceeding 217,000 33S. To the Lotb'nie -e and Megantic Railway C ompany, for 15 miles of their railway, in addition to the 15 miles already subsidized and built, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 48,000 339. To the Drummond County Railway Company, for '10 miles of their railway from St. Leonard northerly towards a junction with the Intercolonial Railway at Chaudiere Junction, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 iii RAILWAY SUBSIDIES 45 SESSIONAL PAPER No. 20 340. For a railway from Lime Ridge, in the county of Wolf e, in the province of Quebec, northerly through the county of Wolfe and into the county of Megantie, a distance not exceeding 50 miles from Lime Ridge, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole S 160,000 341. To the Strathroy and Western Counties Railway Company, for 25 miles of their railway from St. Thomas through the counties of Elgin and Middlesex, towards Forest Station or Park Hill, on the Grand Trunk Railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 80,000 .'5 It*. To the Parry Sound Colonization Railway Company, for 20 miles of their railway east from Parry Sound, a subsi ly not exceeding $3,200 per mile, nor exceeding in the whole 64,000 3 ill. To the Manitoulin and North Shore Railway Company, for 10 miles of their railway from Little Current to Nelson, on the Algoma Branch of the Canadian Pacific Railway, a subsidy not excerding $3,200 per mile, nor exceeding in the whole 32,000 344. To the United Counties Railway Company for 32 miles of their railway from Iberville to Sorel, in addition to the 32 miles already subsidized, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 102,400 34»>. To tke Joliette and St. Jean de Matha Railway Company, for 12 miles oi their railway from St. Jean de Matha to Ste. Emeliede L'Energie, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 38,400 3 16. To the Great Northern Railway Company, for 22 miles of their railway, from the eastern end of the 15 miles subsidized by chapter 2 of 1893 to a point between Joliette and St. Felix de Valois, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole : 70,400 J547. To the Quebec and Lake St. John Railway Company, for 2 miles of the Chicoutimi branch of their railway, from the east end of the 50 miles already subsidized and built eastward to deep water at Chicoutimi, a subsidy not exceeding $3,200 per mile ; also for 12 miles from the 52nd mile on the Chicoutimi branch to Ha Ha Bay, a subsidy not exceeding $3,200 per mile; the whole not exceed i ng •. 44,800 345. To the Pontiac and Ottawa Railway Company, for 23 miles of their railway from the point of divergence from the Pontiac Railway to Ferguson's Point, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 73,600 341). To the Ottawa and Gatineau Valley Railway Company, for 20 miles of their railway from the eastern end of the 62 miles already subsidized towards Desert, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,000 33©. To the Canada Eastern Railway Company for 6 miles of their rail- way from the town of Chatham to Black Brook, a subsidy not exceeding $3,200 per mile : also for 4 miles of their railway for a branch to the village of Nelson, a subsidy not exceeding $3,200 per mile ; the whole not exceeding 32,000 331. For a railway from Cross Creek Station, on the Canada Eastern Railway to Stanley village, in the county of York, in the province, of New Brunswick, 6 miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 19,200 !$52. To the Restigouche and Victoria Railway ( lompany, for 20 miles of their railway from the western end of the 15 miles subsidized by chapter 5 of 1892, towards Grand Falls, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 64,000 46 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 353. To the Central Railway Company of New Brunswick, for 15 miles of their railway from Chipman station to the Newcastle coal fields, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 48,000 354. To the Tobique Valley Railway Company, for 15 miles of their railway from the present terminus at Plaister Rock easterly, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 48,000 355. Towards the restoration or renewal of the railway bridge on the South-eastern Railway over the Yamaska River at Yamaska, » a subsidy equal to one-third of the actual cost of the renewal of the bridge, but the grant not to exceed in the whole 50,000 356. To the Boston and Nova Scotia Coal and Railway Company, for 10| miles of their railway from the north end of the section already subsidized to Broad Cove, a subsidy not exceeding $3,- 200 per mile ; also for 25 miles of their railway from a point on the Cape Breton Railway at or near Orangedale towards Broad Cove, in lieu of the subsidy granted by chapter 5 of 1892, a subsidy not exceeding $3,200 per mile; the whole not exceeding 113,G0O 357. For a railway from Port Hawkesbury towards Cheticamp, 25 miles, a subsidy not exceeding $3, 200 per mile, nor exceeding in the whole 80,000 35S. To the Manitoba North-western Railway Company, for 100 miles of the extension of their main line from its present western ter- minus towards Prince Albert, — the company relinquishing 3,200 acres of the land grant per mile, and the whole road to be operated as a continuous line of railway under one management, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 320,000 359. For a line of railway from the junction of the Elk and Kootenay Rivers to Coal Creek, a distance of 34 miles, a subsidy not ex- ceeding $3,200 per mile, nor exceeding in the whole 108,800 360. For a railway from Abbotsford Station on the Mission Branch of the Canadian Pacific Railway to the town of Chilliwack, 21 miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole , 67,200 361. To the Nicola Valley Railway Company, for 28 miles of their rail- way from the western end of the section of their road subsi- dized by chapter 5, of 1892, towards Nicola Lake, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 89,600 362. To the Nakusp and Slocan Railway Company, for 38 miles of their railway from the town of Nakusp to a point at or near the Forks of Carpenter Creek, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole i 21,600 363. To the Pontiac and Kingston Railway Company, for 22 miles of a railway from Portage du Fort to Upper Thorne Centre, via Shawville, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 70,400 364. To the New Glasgow Iron, Coal and Railway Company, for 5 miles of their railway, from Sunnybrae to Kerrogare, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . . . 16,000 00 365. To the South Shore Railway Company, for 35 miles of their rail- way from Yarmouth towards Shelburne and Lockport, a sub- sidy not exceeding $3,200 per mile, nor exceeding in the whole. 112,000 00 366. To the Cape Breton Railway Extension Company, for 30 miles of railway from Port Hawkesbury to St. Peter's, on their line of railway from Port Hawkesbury to Louisbourg, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 00 iii FAIUYAY SUBSIDIES 47 SESSIONAL PAPER No. 20 3G7. For a railway from a puint on the Intercolonial Railway between Norton and Sussex Stations towards Havelock, 20 miles, a sub- sidy not exceeding S3, 200 per mile, nor exceeding in the whole. $ 64,000 00 JiftS. For^a railway from St. John to Barneville, for a distance of 10 miles, a subsidv not exceeding §3,200 per mile, nor exceeding in the whole. ... . 32,000 00 34>9. For a line of railway from Cap de la Magdeleine to connect with the Piles Branch of the Canadian Pacific Railway, 3 miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 9,600 00 37©. To the Canada Eastern Railway Company, for an extension of one mile from the western end of their railway, to connect with the Canadian Pacific Railway, a subsidy not exceeding 3,200 00 371. To the Great Northern Railway Company, for 30 miles of their railway from its junction with the Lower Laurentian Railway near St. Tite, in the vicinity of the River St. Maurice, west- ward, in lieu of the subsidy granted to the Maskinonge and Nipissing Railway Company by chapter 2 of 1893, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 00 372. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for 16 miles of their railway from Bobcaygeon to the Midland Railway, and for another 16 miles from the end of the first men- tioned 16 miles to Pontypool, in lieu of the subsidies granted by chapter 2 of 1890, and chapter 5 of 1892, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 102,400 00 373- To the Montfort Colonization Railway Company, for 12 miles of their railway from the end of the 21 miles already subsidized westward to a point on the Rouge River, in the county of Argenteuil, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 38,400 00 374. For a railway from a point on the Caraquet Railway, at or near Pokemouche siding, towards Tracadie village, 12 miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 00 The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall, if granted by the Governor in Council, be granted to such com- panies respectively ; the other subsidies may be granted to such companies as shall be approved by the Governor in Council as having established to his satis- faction their ability to construct and complete the said railways respectively ; all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railway and Canals, and specified in an agreement to be made in each case by the company with the Government, which agreement the Government is hereby empowered to make ; the location also of every such line of railway shall be subject to the approval of the Governor in Council. The granting of such subsidies respectively shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as will afford all reasonable facilities and ecpial mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. The said subsidies respectively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in compa- rison with that of the whole work undertaken, to be established by the report of the said Minister, or upon the completion of the work subsidized, — except as to subsidies with respect to which it is hereinbefore otherwise provided, and except also as to the 48 DEPARTMEN T OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 subsidy granted to the Great Northern Railway Company by chapter two of 1S93, for fifteen miles from Montcalm to the Canadian Pacific Railway, which shall be paid as follows : on the completion of the eighteen miles from New Glasgow to Montcalm and of two miles out of the fifteen miles from Montcalm to the Canadian Pacific Railway, an instalment proportionate to the value of the ten miles out of the total mileage subsidized by chapter two of 1893, to be established as aforesaid, and the balance of the said subsidy on the completion of the remaining thirteen miles of the said railway. No subsidies were authorized by 58-59 Vict. (1895), nor by 59 Vict. (189G). By the Act 60-G1, chapter 4, 1897 (Assented to 20th June, 1897). 1. In this Act, unless the context otherwise requires, the expression "cost" means the actual, necessary and reasonable cost, and includes the amount expended upon any bridge up to and not exceeding twenty-five thousand dollars, forming part of the line of railway subsidized not otherwise receiving any bonus, but shall not include the cost of equipping the railway, nor the cost of terminals and right of way of the railway in any city or incorporated town; and such actual, necessary and reasonable cost shall be deter- mined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals and upon the report of the Chief Engineer of Government Railways, certify- ing that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 2. The Governor in Council may grant a subsidy of 83,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinafter respectively stated), which shall not cost more on the average than $15,000 per mile for the mileage subsidized, and towards the construction of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than $15,000 per mile for the mileage subsidized, a further subsidy beyond the sum of $3,200 per mile of fiftv per cent on so much of the average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not exceeding in the whole the sum of $6,400 per mile : — To the Ottawa and. New York Railway Company, for 53 f-fo miles of their rail- way from Cornwall to Ottawa, in lieu of the subsidy granted by chapter 5 of the statutes of 1892 , 3715. To the Kingston, Smith's Falls and Ottawa Railway Company, for 101 miles of their railway from Kingston, or a junction with the Grand Trunk Railway at Rideau or some other point near Kingston, to Ottawa, in lieu of the subsidy granted by chapter 5 of 1892 ; ii'7'7. For a railway from a point on the Canadian Pacific Railway, at or near either Welsford or Westfield, or between the said two points, to Gagetown, in the county of Queen's, New Brunswick, not exceeding 30 miles, in lieu of the subsidy granted by chapter 2 of 1890 ; To the Cobourg, Northumberland and Pacific Railway Company, for 50 miles of their railway from Cobourg to the Ontario and Quebec Railway, in lieu of the subsidies granted by chapter 5 of 1892 ; «5T9. To the Ottawa and Gatineau Railway Company, for 20 miles of their railway from the end of the 62nd mile subsidized towards Desert, in lieu of the subsidies granted by chapter 4 of 1894; »$SO. To the Great Northern Railway Company, for 9 miles of their railway, being shortage in distance between Montcalm and St. Tite ; To the St. Gabriel de 4>randon and Ste. Emelie de l'Energie Railwav Company, for 15 miles of their railway from St. Gabriel to Ste. Emelie de l'Energie, and 5 miles from a point on the main line to St. Jean de Matha, making in all 20 miles, in lieu of the subsidy granted by chapter 4 of 1894 ; 3S2. To the Central Railway Company of New Brunswick, for 15 miles of their rail- way from Chipman Station to Newcastle Coal Fields, county of Queen's, in lieu of the subsidy granted by chapter 4 of 1894; iii RAIL H I ) si BslhlEs 49 SESSIONAL PAPER No. 20 3S3. To the Gulf Shore Railway Company, for 5i miles of their railway from the end of the section subsidized to Tracadie and thence to Big Tracadie, New Bruns- wick ; 3(J. To the Portage dn Fort and Bristol Branch Railway Company, for 15 miles of their railway to a point at or near Shawville, in the county of Pontiac; 307. For a railway from a point at or near Windsor Junction, on the Intercolonial Railway, to Upper Musquodoboit, for a distance of 40 miles; ISDN. To the St. Stephens and Milltown Railway Company, for l^Ytr m^e °f their rail- way from Milltown to St. Stephen, in the province of New Brunswick ; 3t>S>. For a railway from Sunny Brae to Country Harbour, and from a point at or near Country Harbour Cross Roads to Guysboro', in the province of Nova Scotia, a distance of 65 miles ; 400. For a railway from Port Hawkesbury, Nova Scotia, to Port Hood and Broad Cove, 53 miles, in lieu of the subsidy granted by chapter 4 of 1894 ; 401. For a railway from a point on the Central Railway in the county of Lunenburg, Nova Scotia, to the town of Liverpool, via the village of Caledonia, or to the village of Caledonia via Liverpool, or for any part thereof, the whole distance not exceeding 62 miles ; 402. For a railway from Indian Garden on the line of the Central Railway, to Shel- burne, in the province of Nova Scoiia, a distance of 35 miles ; 403. To the Coast Railway Company of Nova Scotia, for 61 miles of their railway from Yarmouth to Port Clyde, in the province of Nova Scotia ; 404. For a railway from Brooktield Station on the Intercolonial Railway to Eastville, 30 miles ; 20— iii— 4 50 DEPARTMEXT OF RAILWAYS AXD CAXALS iii 7-8 EDWARD VII., A. 1908 105. To the Great Northern Railway Company, for 35 miles of their railway from St. Jerome, in the province of Quebec, to Hawkesbury, in the province of Ontario ; 406. To the Drummond County Railway Company, for 42£ miles of their railway from Moose Park to Chaudiere River, provided that the amount of the said subsidy shall be refunded to the Government of Canada in the event of the company's railway from Ste. Rosalie to Chaudiere River being purchased or leased for a term of years by the government. 3, The Governor in Council ma_y grant the subsidies hereinafter mentioned to the railway companies and towards the construction of the railways also hereinafter mentioned, that is to say : — 407. To the Great Northern Railway Company, for 67 miles of their railway between Montcalm and its junction with the Lower Laurentian Railway near St. Tite, in the vicinity of the St. Maurice River, the balance remaining unpaid of the subsidies granted by chapter 2 of 1893, and by chapter 4 of 1894, be- tween these points, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole , . .$ 182,400 00 40S. To the Pontiac Pacific Junction Railway Company, for 85 miles of their railway from Aylmer to Pembroke, also for bridging the Ottawa River, the balance remaining unpaid of the subsidy . granted by chapter 8 of 1884, and by chapter 4 of 1894, not exceeding 114,272 00 40©. To the Ottawa and Gatineau Railway Company, for 62 miles of their railway from Hull towards Desert, in the province of Quebec, the balance remaining unpaid of the subsidy granted by chapter 2 of 1893, not exceeding in the whole 35,872 00 410. To the Grand Trunk Railway Company of Canada, for a subsidy towards the rebuilding and enlargement of the Victoria Bridge at Montreal over the St. Lawrence River, 15 per cent upon the amount expended thereon, not exceeding , 300,000 00 411. To the Montfort Colonization Railway Company, for 33 miles of their railway from Montfort J unction to Arundel, in the pro- vince of Quebec, a subsidy not exceeding 82,000 per mile, nor exceeding in the whole 66,000 00 413. To the Irondale, Bancroft and Ootawa Railway Company, the balance remaining unpaid of the subsidy for the last five miles of the company's railway ; the eastern terminus to be either at the village of Bancroft or at some point near the Hastings Road, in the township of Herschell, in lieu of the subsidy granted by chapter 2 of 1893, not exceeding in the whole 16,000 00 413. To the Great Northern Railway Company, towards the con- struction of a railway bridge over the Ottawa River at Hawkes- bury, 15 per cent upon the amount expended thereon, not exceed- ing 52,500 00 414. For a railway and traffic bridge over the Ottawa River at Nepean Point, between the city of Ottawa and the city of Hull, 1 5 per cent upon the amount expended thereon, not exceeding 112;500 00 4. The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as are approved by the Governor in Council as having established to his satisfaction their ability to con- struct and complete the said railways respectively : all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and iii RAILWAY SUBSIDIES 51 SESSIONAL PAPER No. 20 upon conditions to bft approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to he made in each case by the company with the Government, which agreement the Government is hereby empowered to make ; the location also of every such line of railway shall be subject to the approval of the Governor in Council. 5. The granting of such subsidies respectively shall be subject to such conditions for securing such running powers or traffic arrangements and other rights as will afford all reasonable facilities and equal mileage rates to all railways connecting with those so subsidized, as the Governor in Council determines. H. The said subsidies respectively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said Minister, or upon the completion of the work subsidized — except as to sub- sidies with respect of which it is hereinbefore otherwise provided. 7. Any company receiving a subsidy as aforesaid, in excess of $3,200 per mile, shall be bound to carry Her Majesty's mails for a term of ten years free of charge over the portion of railway subsidized. By the Special Act 60-61 Victoria, Chapter 5, 1897. (Assented to 29th June, 1897.) I. Subject to the conditions hereinafter mentioned, the Governor in Council may grant to the Canadian Pacific Railway Company a subsidy towards the construction of a railway from Lethbridge, in the district of Alberta, through the Crow's Nest Pass to Nelson, in the province of British Columbia (which railway is hereinafter called " the Crow's Nest Line,") to the extent of eleven thousand dollars per mile thereof, and not exceeding in the whole the sum of three million six hundred and thirty thousand dollars, payable by instalments on the completion of each of the several sections of the said railway of the length respectively of not less than ten miles, and the remainder on the completion of the whole of the said railway; provided that an agreement between the Government and the company is first entered into in such form as the Governor in Council thinks fit, containing covenants to the following effect, that is to say : — On the part of the company : (a.) That the company will construct or cause to be constructed, the said railway upon such route and according to such descriptions and specifications and within such time or times as are provided for in the said agreement, and, when completed, will operate the said railway for ever ; (b.) That the said line of railway shall be constructed through the town of Macleod, and a station shall be established therein, unless the Governor in Council is satisfied by the company that there is good cause for constructing the railway outside the limits of the said town, in which case the said line of railway shall be located and a station established at a distance not greater than five hundred yards from the limits of the said town: (c.) That so soon as the said railway is opened for traffic to Kootenay Lake, the local rates and tolls on the railway and on any other railway used in connection there- with and now or hereafter owned or leased by or operated on account of the company south of the company's main line in British Columbia, as well as the rates and tolls between any point on any such line or lines of railway and any point on the main line of the company throughout Canada, or any other railway owned or leased by or operated on account of the company, including its lines of steamers in British Columbia, shall be first approved by the Governor in Council or by a railway commission, if and when such commission is established by law, and shall at all times thereafter and from time to time be subject to revision and control in the manner aforesaid ; (d.) That a reduction shall be made in the general rates and tolls of the company as now charged, or as contained in its present freight tariff, whichever rates are now the lowest, for carloads or otherwise, upon the classes of merchandise hereinafter men- tioned, westbound, from and including Fort William and all points east of Fort 20— iii— U 52 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 William on the company's railway to ail points west of Fort William on the company's main line, or on any line of railway throughout Canada owned or leased by or operated on account of the company, whether the shipment is by all rail line or by lake and rail, such reduction to b3 to the extent of the following percentages respectively, namely : — Upon all green and fresh fruits, 331 per cent; Coal oil, 20 per cent ; Cordage and binder twine, 10 per cent ; Agricultural implements of all kinds, set up or in parts, 10 per cent ; Iron, including bar, band, Canada plates, galvanized, sheet, pipe, pipe-fittings, nails, spikes and horse shoes, 10 per cent; All kinds of wire, 10 per cent ; Window glass, 10 per cent ; Paper for building and roofing purposes, 10 per cent ; Roofing felt, box and packing, 10 per cent ; Paints of all kinds and oils, 10 per cent : Live stock, 10 per cent ; Wooden ware, 10 per cent ; Household furniture, 10 per cent ; And that no higher rates than such reduced rates or tolls shall be hereafter charged by the company upon any such merchandise carried by the company between the points aforesaid; such reductions to take effect on or before the tiist of January, one thousand eight hundred and ninety-eight ; (e.) That there shall be a reduction in the company's present rates and tolls on grain and flour from all points on its main line, branches or connections, west of Fort William to Fort William and Port Arthur and all points east, of three cents per one hundred pounds, to take effect in the following manner : — One and one-half cent per one hundred pounds on or before the first day of September, one thousand eight hundred and ninety-eight, and an additional one and one-half cent per one hundred pounds on or before the first day of September, one thousand eight hundred and ninety-nine ; and that no higher rates than such reduced rates or tolls shall be charged after the dates mentioned on such merchandise from the points aforesaid ; {/.) That the Railway Committee of the Privy Council may grant running powers over the said line of railway and all its branches and connections, or any portions thereof, and all lines of railway now or hereafter owned or leased by or operated on account of the company in British Columbia south of the company's main Hue of railway, and the necessary use of its tracks, stations and station grounds, to any other railway company applying for such grant upon such terms as such committee may fix and determine, and according to the provisions of The Railway Act and of such other general Acts relating to railways as are from time to time passed by Parliament ; but nothing herein shall be held to imply that such running powers might not be so granted without the special provision herein contained ; (g.) That the said railway, when constructed, together with that portion of the company's railway from Dunmore to Lethbridge, and all lines of railway, branches, con- nections and extensions in British Columbia south of the main line of the company in British Columbia shall be subject to the provisions of The Railway Act and of such other general Acts relating to railways as are from time to time passed by Parliament ; (h.) That if the company or any other company with whom it shall have any arrangement on the subject shall, by constructing the said railway or any part of it, as stipulated for in the said agreement, become entitled to and shall get any land as a subsidy from the Government of British Columbia, then such lands, excepting therefrom those which in the opinion of the Director of the Geological Survey of Canada (expressed in writing) are coal-bearing lands, shall be disposed of by the company or by such other comjxiny to the public according to regulations and at prices not exceeding these prescribed from time to time by the Governor in Council, having regard to the then •existing provincial regulations applicable thereto ; the expression " lands " including all mineral and timber thereon which shall be disposed of as aforesaid, either with or without the land, as the Governor in Council may direct : iii RAILWAY SUBSIDIES 53 SESSIONAL PAPER No. 20 (i.) That if the company or any other company with whom it shall have any arrangement on the subject shall, by constructing the said railway or any part of it as stipulated for in the said agreement, become entitled to and shall get any lands as a subsidy from the Government of British Columbia which in the opinion of the Director of the Geological Survey of Canada (expressed in writing) are coal-bearing lands, then the company will cause to be conveyed to the Crown, in the interest of Canada, a portion thereof to the extent of f'fty thousand acres, the same to be of equal value per acre as coal lands with the ree Hill or Rathbun Station on the company's railway to, or near to Bancroft, not exceeding 21 miles, in lieu of the subsidy granted by chapter 5 of 1892 ; 54 DEPARTMENT OF RAILWAYS AND CANALS m 7-8 EDWARD VII., A. 1908 41G- To the Great Northern Railway Company, for a railway between Montcalm and St. Tite Junction, on the Lower Laurentian Railway, Quebec, not exceeding 53. \ miles; and for a branch from their main line to Shawenegan Falls, Que- bec, not exceeding 6£ miles. 417- To the Phillipsburg Railway and Quarry Company, shortage in the extension of their railway from a point on the company's line at or near the end of the sub- sidized section, to the government wharf at Phillipsburg, Quebec, not exceed- ing tW of a mile ; 41S. To the Strath roy and Western Counties Railway Company, for a line from Strath roy, Ontario, via Adelaide and Arkona, to either Forest, Ted ford, or Park Hill, not exceeding 24 miles, in lieu of the subsidy granted by chapter 4 of 1894 ; 41 To the St. John Valley and Riviere du Loup Railway Company, for aline of railway from Fredericton, in the county of York, New Brunswick, to Wood- stock, in the county of Carleton, not exceeding 59 miles ; 420. For a railway from Port Hawkesbury, on the Strait of Canso, Nova Scotia, to St. Peter's, not exceeding thirty miles ; 431. For a railway from Windsor, Nova Scotia, to Truro, via the township of Clifton, not exceeding 58 miles, in lieu of the subsidy granted by chapter 4 of 1894 ; 422. For a railway from a point at or near Brookfield Station, Nova Scotia, on the Intercolonial Railway, to Eastville, not exceeding 25 miles, in lieu of the sub- sidy granted by chapter 4 of 1897 ; 423- For a railway from Cross Creek Station, on the Canada Eastern Railway, to Stanley Village, New Brunswick, not exceeding 6 miles ; 424. For a railway from the village of St. Remi to Stottville or some point on the Delaware and Hudson Railway (Grand Trunk) in the parish of St. Paul de l'lle aux Noix, not exceeding 19 miles ; 425. For a railway between Pontypool and Bobcaygeon, via Lindsay, Ontario, not exceeding 40 miles. 42G. To the Pontiac Pacific Junction Railway Company, for a railway from Aylmer to Hull, Quebec, not exceeding 9 miles, in lieu of the subsidy granted by chapter 4 of 1897 ; 42*7. To the Portage du Fort and Bristol Branch Railway Company, for a branch line from a point on the Pontiac Pacific Junction Railway at or near the village of Quyon, towards the village of Portage du Fort, Quebec, not exceeding 15 miles, in lieu of the subsidy granted by chapter 4 of 1897 ; 428. To the Oiford Mountain Railway Company, for a branch from their railway from a point between Lawrenceville and Eastman to Waterloo, not exceeding 13 miles ; 4211. To the Atlantic and Lake Superior Railway Company, for an extension of their railway from Caplin to Paspebiac, Quebec, not exceeding 30 miles : 430. To the United Counties Railway Company, for a railway from St. Robert Junction to Sorel, 6h miles, (this sudsidy to be payable only in the event of adequate running rights over the South-eastern Railway between the two points above mentioned not being granted to the first mentioned Company on terms to be approved by the Railway Committee of the Privy Council,) and from Mount Johnson to St. Gregoire Station, 1 mile, not exceeding 7 J miles. 431- For a railway from a point on the Central Railway in the county of Lunenburg, Nova Scotia, to the town of Liverpool, via the village of Caledonia, or to the village of Caledonia, via Liverpool, or for any part thereof, the whole distance not exceeding 62 miles ; 432. For a railway from Indian Gardens, Queen's County, Nova Scotia, to Shelburne, in the said province, a distance of 35 miles ; 433. The subsidy which the Ontario and Rainy River Railway Company is entitled to receive under chapter 4 of 1897, shall be $6,400 per mile for the 80 miles mentioned in the said Act ; not exceeding in all $512,000. iii RAILWAY SUBSIDIES 55 SESSIONAL PAPER No. 20 43 I. To the Bay of Quinte Railway Company, for such extensions, branches or additions to their system as will enable the said Company to connect their lines of railway or connecting lines with iron or other mines or mineral or wood lands in the counties of Peterborough, Northumberland, Hastings, Lennox and Addington, Frontenac or Leeds, payable in instalments regulated by the length of each of the said extensions or branehes or additions, as the case may be, in lieu of part of the balance remaining unpaid of the subsidy granted to the Kingston, Napanee and Western Railway Company, by chapter 5 of 1892, but not exceeding 83,200 per mile for 10 miles, nor exceeding in the whole $32,000 ; 435- To the Quebec and Lake St. John Railway Company, for 12 miles of their rail- way from the end of their line at deep water on the Chicoutimi branch of their railway, to Ha Ha Bay, in the lieu of the subsidy for the 12 miles granted by chapter 4 of 1894 ; 436- For a line of railway from Hawkesbury, Ontario, to South Indian, not exceeding 35 miles ; 437- For a railway from Sault Ste. Marie, Ontario, towards Michipicoten River and harbour and towards the main line of the Canadian Pacific Railway, not exceed- ing 40 miles ; 438. For a branch line of railway from the main line of the Ottawa, Arnprior and Parry Sound Railway to the town of Parry Sound, Ontario, not exceeding 5 miles ; 439. For a railway from the village of Haliburton, via the village of Whitney, towards the town of Mattawa, Ontario, not exceeding 20 miles ; 44©. For an extension of the Tilsonburg, Lake Erie and Pacific Railway, from Tilson- burg to Ingersoll or Woodstock, Ontario, not exceeding 28 miles ; 441- To the South Shore Railway Company, from Sorel Junction along the South Shore to Lotbiniere, Quebec, a distance not exceeding 82 miles ; 442. To the Massawippi Valley Railway Company for an extension of their railway to the village of Stanstead Plain, Quebec, not exceeding 2^ miles ; 443. For a railway from Port Hawkesbury on the Strait of Canso, to Caribou Cove, Nova Scotia, a distance of 10 miles; 444. For a railway from Fort Frances, Ontario, westerly to a point at or near the mouth of Rainy River, a distance not exceeding 70 miles ; 445- To the Central Railway Company of New Brunswick, for- an extension of their line of railway from Newcastle Coal Fields to Gibson, New Brunswick, not exceeding 30 miles ; 440. To the Canadian Northern Railway Company, for a railway from a point on the present line of the Winnipeg Great Northern Railway north of Swan River to Prince Albert, North-west Territories, not exceeding 100 miles; 447- For a railway from some point near Antler Station to a point near Moose Moun- tain, Manitoba, not exceeding 50 miles ; 448. For a railway from Sunnybrae to Country Harbour, and from a point at or near Country Harbour Cross Roads to Guysborough, Nova Scotia, to make up the deficiency in mileage between points mentioned and subsidized by chapter 4 of 1897, additional mileage not exceeding 15 miles; 4-2!). For a railway from Port Clyde towards Lockeport, in the province of Nova Scotia, not exceeding 20 miles ; 450. For a railway from a point on the Intercolonial Railway at or near Halifax towards the Central Railway in the county of Lunenburg, not exceeding 20 miles ; 451. For a railway from Labelle, in the province of Quebec, in a north-westerly direc- tion, to Nominingue, via Notre Dame de TAnnonciation, a distance not exceed- ing 22 miles ; 453. For a railway from Owen Sound, in the province of Ontario, to Meaford, not exceeding 21 miles ; 453. To the Ottawa and Gatineau Railway Company, for their line of railway in and through the city of Hull, Quebec, noo exceeding 4 miles ; 56 DEPARTMEXT OF RAILWAYS AXD CAXALS iii 7-8 EDWARD VII., A. 1908 •15 I To the Western Alberta Railway Company, from a point on the United States boundary, west of Range 27, north-westerly towards Anthracite, in the dis- trict of .Alberta, not exceeding 50 miles ; 455. To the Edmonton, Yukon and Pacific Railway Company, for a railway from the town of South Edmonton, North-west Territories, to North Edmonton, and thence westerly towards the Yellow Head Pass, a distance not exceeding 50 miles ; 45t>. To the Restigouche and Western Railway Company, in addition to the 20 miles subsidized by chapter 4 of 1897, and in continuation from the westerly end of the said 20 miles towards the St. John River, a further distance not exceeding 15 miles, and for the company's railway from a point on the St. John River, New Brunswick, at or near Grand Falls, or St. Leonard, or between Grand Falls and St. Leonard, and extending easterly towards Campbellton, such point to be approved by the Governor in Council, a distance of 12 miles ; in all not exceeding 27 miles ; 457. For a railway in extension of the St. Francis branch of the Temiscouata Railway to the mouth of the St. Francis River, a distance not exceeding 3 miles ; 45S. To the Canada Eastern Railway Company, for a line of railway from Nelson, New Brunswick, to connect with the company's main line running into Chat- ham, to complete the connection from Nelson to such main line, not exceeding in the whole 2] miles ; 451) To the Bay of Quinte Railway Company, for an extension of their line in a westerly direction from a point at or near Richmond boundary road near Deseronto for a distance not exceeding 2 miles ; also for an extension of their line from its present terminus at Tweed in a northerl}' direction for a distance of 2 miles, and for an extension of their line from the end of the last 2 miles mentioned in a northerly direction for a distance not exceeding 3 miles — in all 7 miles ; subsidies payable on each of the sections mentioned as each of such sections is completed ; 400. To the Ontario, Belmont and Northern Railway Company, for an extension of their railway from its present terminus at Iron Mines in a north-westerly direction, a distance not exceeding 5 miles ; and also for an extension of the company's railway southerly, from the present southern terminus thereof to the Central Ontario Junction of the Canadian Pacific Railway, a distance not exceeding 2 miles ; but the last mentioned aid for the said 2 miles of railway shall not be granted in case the Railway Committee of the Privy Council finds that adequ ite running powers on fair terms can be secured to the company over that portion of the line of the Central Ontario Railway between the pre- sent southerly end of the Ontario, Belmont and Northern Railway and the Canadian Pacific Railway Company's line at Central Ontario Junction ; sub- sidies payable on each of the sections mentioned as each of such sections is completed ; 4G1. For a line of railway from a point on the Pembroke Southern Railway at or near Golden Lake, Ontario, towards a point on the Irondale, Bancroft and Ottawa Railway at or near Bancroft, not exceeding 20 miles ; 43. To the Lake Erie and Detroit River Railway Company, for a line of railway from Ridgetown, Ontario, to St. Thomas, in the said province, a distance not exceeding 4-1 miles ; this subsidy to be payable only in the event of adequate running rights over the Canada Southern Railway between the two points above mentioned not being granted to the first mentioned company on terms to be approved by the Railway Committee of the Privy Council ; 4<>4, To the Kingston and Pembroke Railway Company, for the construction of branches from the Company's main line to the iron mine at Bluff Point and to the Martele mine in the county of Renfrew, not exceeding 5 miles ; iii 1,'AILWAY SUBSIDIES 57 SESSIONAL PAPER No. 20 465. For a railway from the town of Parry Sound extending northerly towards Sud- — bury, a distance not exceeding 20 miles. 3- The Governor in Council may grant the subsidies hereinafter mentioned Cowards the construction of the railways also hereinafter mentioned, that is to say 466. The Ontario and Rainy River Railway Company, for a railway from a point 80 miles west of Stanley Station, on the Port Arthur, Duluth and Western Railway, to Fort Frances, for a distance of 140 miles, at sG,400 per mile, not exceeding in the whole $ 890,000 00 467- To the Quebec Bridge Company, towards the construction of a railway bridge over the St. Lawrence River, at Chaudiere Basin, near Quebec, one million dollars, 40 per cent of which amount may be paid on monthly progress estimates, approved by the Government engineers, of materials delivered and work done. . . 1,000,000 00 46$. To the South Shore Railway Company, towards the restoration and renewal of the railway bridge over the Yamaska River at Yamaska, Quebec 50,000 00 461>. Towards the construction of a bridge over the Richelieu River at Sorel, 15 per cent upon the amount expended thereon, not ex- ceeding 35,000 00 470. Towards the construction of a bridge across the St. Francis River, 15 per cent of the amount expended thereon, not exceeding.. . . 50,000 00 471. Towards the construction of a bridge across the Nicolet River, 15 per cent upon the amount expended thereon, not exceeding. . . . 15,000 00 472. To the Midland Railway Company, Limited, towards the construc- tion of a bridge across the Shubenacadie River, 15 per cent upon the amount expended thereon, not exceeding 33,750 00 473. To the Great Northern Railway Company, towards the construc- tion of a bridge across the St. Maurice River, 15 per cent upon the amount expended thereon, not exceeding 10,425 00 474- Also towards the construction of a bridge across the Riviere du Loup, 15 per cent upon the amount expended thereon, not ex- ceeding 15,000 00 475- Also towards the construction of a steel bridge and viaduct at the Maskinonge River, 15 per cent upon the amount expended thereon, not exceeding 15,000 00 4. The subsidies granted to the Ontario and Rainy River Railway Company, the Canadian Northern Railway Company and the Edmonton, Yukon and Pacific Railway Company are granted upon the condition, and, if received and paid under the authoritv of this Act to the above mentioned companies respectively, shall be received upon the condition, that the said companies shall not, nor shall any of them, at any time amalga- mate with, or lease its line or lines to, any railway company other than those mentioned in this section', except as may be authorized by Parliament ; nor shall any of the said railways be leased to or operated by any other company ; nor shall any of the said com- panies make an agreement for a common fund or for pooling ks receipts with any other railway company ; and any such lease, amalgamation or agreement shall be absolutely void, excepting in so far as such agreement may extend to traffic or running arrange- ments which have been approved by the Governor in Council. 5. The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as are approved by the Governor in Council as having established to his satisfaction their ability to con- struct and complete the said railways respectively : all the lines for the construction of 58 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company with the Government, which agreement the Government is hereby empowered to make; the location also of every such line of railway shall be subject to the approval of the Governor in Council. G. The granting of sych subsidies, and the receipt thereof by tli£ respective com- panies, shall be subject to the condition that the Governor in Council may at all times provide and secure to other companies such running powers, traffic arrangements and other *ghts as will afford to all railways connecting with those so subsidized reasonable and proper facilities in exercising such running powers, fair and reasonable traffic ar- rangements with connecting companies, and equal mileage rates between all such con- necting railways ; and the Governor in Council shall have absolute control at all times over the rates and tolls to be levied and imposed by any of the companies or upon any of the railways hereby subsidized. *7. The said subsidies respectively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the completion of each section of the railway of not less than ten miles, proportionate to the value of the portion so completed in comparison with that of the whole work undertaken, to be established by the report of the said I inister, or upon the completion of the work subsidized — except as to subsidies with respect to which it is hereinbefore otherwise provided. 8. Every company receiving a subsidy under this Act, its successors or assigns, and any person or company controlling or operating the railway or portion of railway subsi- dized under this Act, shall each year furnish to the Government of Canada transporta tion for men, siv^plies, material and mails over the portion of its line in respect of which it has received such subsidy, and, whenever required, shall furnish mail cars, properly equipped, for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the department of the Govern- ment for which such service is being performed and the company performing it, and in case of disagreement, then at such rates as are approved by the Governor in Council . and in or towards payment for such charges the Government of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of subsidy received by the company under this Act. ©. As respects all railways for which subsidies are granted by this Act, the com- pany at any time owning or operating any of the said railways shall, when required, pro- duce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers showing the cost of constructing the railway, tno cost of operating it, and the earnings thereof. By the Act 63-64 Vic, chapter 8 (Assented to July 18, 1900). 1. In this Act, unless the context otherwise requires, the expression 'cost' means the actual, necessary and reasonable cost and shall include the amount expended upon any bridge, up to and not exceeding $25,000, forming part of the line of railway sub- sidized not otherwise receiving any bonus, but shall not include the cost of equipping the railway nor the cost cf terminals and right of way of the railway in any city or in- corporated town ; and such actual, necessary and reasonable cost shall be determined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals, and upon the report of the Chief Engineer of Government Railways, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his iii RAILWAY SUBSIDIES 59 SESSIONAL PAPER No. 20 opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 2. The Governor in Council may grant a subsidy of .$3,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinafter respectively stated) which shall not cost more on the average than $15,000 per mile for the mileage subsidized, and towards the construction of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than 815,000 per mile for the mileage subsidized, a further subsidy beyond the sum of 83,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of 815,000 permile,such subsidynot exceed- ing in the whole the sum of 86,400 per mile : — 47C For a railway from a point at or near the junction of the Irondale, Bancroft and Ottawa Railway and the Grand Trunk Railway to the village of Minden, in the county of Haliburton, Ontario, not exceeding 12 miles. 477. To the Strathroy and Western Counties Railway Company, for a railway com- mencing at a point at or near Caradoc station, on the Canadian Pacific Rail- way, and extending to the town of Strathroy, Ontario, not exceeding 7 miles. 478. For a line of railway from a point on the Pembroke Southern Railway at or near Golden Lake, towards a point on the Irondale, Bancroft and Ottawa Railway at or near Bancroft, Ontario, for the further extension of such rail- way westerly from the western terminus of the 20 miles subsidized by chapter 4 of 1897, for a distance not exceeding 20 miles. 479- To the Algoma Central Railway Company for 25 miles of its line of railway from its terminus at Michipicoten Harbour, Lake Superior, towards the main line of the Canadian Pacific Railway, and for a further extension of this company's line of railway from SaultSte. Marie towards Michipicoten River and Harbour, Ontario, towards the main line of the Canadian Pacific Railway, 25 miles in all, not exceeding 50 miles. 480. To the Ctntral Ontario Railway Company, for a further extension of their rail- way from, at or near Bancroft to a point on the Canada Atlantic Railway between Whitney and Barry's Bay, Ontario, not exceeding 20 miles. 481. To the Manitoulin and North Shore Railway Company, for a line of railway between Little Current, on Manitoulin Island, and Sudbury, Ontario, on the Canadian Pacific Railway, the company undertaking to bridge between Little Current and the main land, the bridge to be so constructed and maintained as to afford suitable facilities, in the opinion of the Minister of Railways and Canals, for free vehicular and passenger traffic, the same as upon a public highway, the work to be begun and prosecuted from Little Current and Sud- bury, one-half of the subsidy to be applicable, as earned, in respect of the work beginning at Little Current and carried on towards Sudbury, and one-half thereof to be applicable, as earned, in respect of the work beginning at Sud- bury and carried on towards Little Current, the course of the line of railway to cross the Sault Ste. Marie branch of the Canadian Pacific Railway, not ex- ceeding 66 miles. 482. For a railway from Bracebridge, in Muskoka, to a point at or near Baysville, Ontario, not exceeding 15 miles. 483. For a railway beginning at a point northerly 20 miles from Parry Sound, and extending from that point to the French River, Ontario, not exceeding 35 miles. 484. For a railway from a point 20 miles north-easterly from the village of Halibur- ton, via the village of Whitney, towards the village of Mattawa, Ontario, not exceeding 40 miles. 485. To the Kingston and Pembroke Railway Company, for a branch line of railwav to iron mines in Bedford township, Ontario, not exceeding 12 miles. 486. To the Thousand Islands Railway Company for an extension of their railwav from the present northerly terminus to a point easterly thereof, not exceeding 2 miles ; 60 DEPARTMENT OE RAILWAYS AND CAXALS iii 7-8 EDWARD VII., A. 1908 And also for an extension from a point on the rai'way to connect their railway with the Brockville, Westport and Sault Ste. Marie Railway, the Bay of Quinte Railway, the Kingston, Smith's Falls and Ottawa Railway, or the waters of the Rideau Canal, the balance remaining of the subsidy granted by chapter 5 of 1892, not exceeding 9^ miles. 4HT- For a railway from Dyraent, on the Canadian Pacific Railway, to the New Klon- dike mining district, Ontario, not exceeding 7 miles. 4S£>. To the Schomberg and Aurora Railway Company, for an extension of their line from its easterly terminus to a point at or near Bond's Lake, Ontario, not exceeding 4 miles. 4SO. To the Nipissing and James Bay Railway Company, for a railway from, at or near North Bay station, on the Canadian Pacific Railway, towards James Bay, or Lake Tamagaming, Ontario, not exceeding 20 miles. 41>0. In aid of the Ottawa and New York Railway Company's bridge over the St. Lawrence River, and for the Canadian portion of such bridge, a sum not ex- ceeding 890,000. 41>1. To the Grand Trunk Railway Company of Canada, towards the cost of the re- building and enlargement of the Victoria Bridge over the St. Lawrence River, Quebec, in addition to the amount received by the company* on account of the subsidy granted by chapter 4 of 1897, viz : §270,000, to make up the grant in aid of the undertaking to 8500,000, upon condition that the tolls upon the bridge for passenger and vehicular traffic shall be subject to the approval of the Governor in Council, a sum not exceeding 8230,000. 41>2. For a railway and traffic bridge over the Ottawa River at Nepean Puint, between the city of Ottawa, Ontario, and the city of Hull, Quebec, upon condition that the bridge be so constructed as to provide suitable facilities, to the satis- faction of the Minister of Railways and Canals, for free vehicular and foot passenger traffic, the same as upon a public highway, in addition to the 8112,- 500 already granted, — and, notwithstanding anything in the said Act, the subsidy hereby granted, together with the grant of 8112,500 under chapter 4 of 1897, shall be paid upon the completion of the bridge and its approaches, upon the Chief Engineer's report of such completion, and the recommendation of the Minister, — a sum not exceeding 8100,000. t 93. To the Canadian Northern Railway Company, in further extension of their rail- way north of Swan River towards Prince Albert, North-west Territories, in addition to the grant by chapter 7 of 1899, a further mileage not exceeding 100 miles. 41S-S- For a railway from the westerly end of the Waskada branch of the Canadian Pacific Railway, Manitoba, further westward, not exceeding 20 miles. 41J»*5. For a railway from a point on the Alberta Railway and Coal Company's Rail- way towards Cardston, Alberta, N.W.T., for 30 miles of railway at 82,500 per mile. 4 If 6. To the Kaslo and Lardo-Duncan Railway Company, for a railway from Duncan Lake towards Lardo or Arrow Lake, British Columbia, or from Lardo to Arrow Lake, not exceeding 30 miles. 4iS'7. To the Restigouche and Western Railway Company, for the company's railway, in addition to the 15 miles subsidized by chapter 7 of 1899, on the easterly section of the line, and in continuation from the westerly end of the said 15 miles, a further distance of 15 miles towards the St. John River : and for the said railway, in addition to the 12 miles subsidized by the said chapter on the westerly section of the said line, a further distance from the easterly end thereof of 15 miles, towards Campbellton, N.B., not exceeding 30 miles. • 49S. For a line of railway from St. Charles Junction on the Intercolonial Railway towards the St. Francis branch of the Temiscouata Railway, Quebec, not ex- ** ceeding 45 miles, and from the mouth of the St. Francis River, N.B., westerly towards St. Charles Junction, 15 miles, in all not exceeding 60 miles. 490- For a line of railway from Bristol, in the county of Carleton, New Brunswick, on the Canadian Pacific Railway, easterly, a distance not exceeding 17 miles. iii RAILWAY SUBSIDIES SESSIONAL PAPER No. 20 61 500- Fort line of railway from Shediac, county of Westmorland, New Brunswick, to Shemogue, and towards Cape Tormentine, in the said county, a distance not exceeding 38 miles. 501. For a railway from Lockeport, Nova Scotia, to Sable River, or other convenient point of railway connection, not exceeding 20 miles. 502. To the Inver ness and Richmond Railway Company, for a railway in extension of the company's line northward from Broad Cove to Cheticamp, C.B., Nova Scotia, not exceeding 40 mil- s. 303- For a railway from Bridgetown to Victoria Beach, Nova Scotia, not exceeding 30 miles. 504> For a railway from a point on the Intercolonial Railway, Pictou branch, to Kempt Town, county of Colchester, Nova Scotia, not exceeding 4^ miles. 505. For a railway from Brazil Lake, on the Dominion Atlantic Railway, to Kempt- ville, Nova Scotia, not exceeding 11 miles. 506. To the Montfort and Gatineau Colonization Railway Company, to enable it to extend its railway trom Arundel to a point in the municipality of the united townships of Preston and Hartwell, province of Quebec, not exceeding 30 miles. 507. To the Chateauguay and Northern Railway Company, for a railway from a point in Hocheiaga ward, Montreal, to a point on the Great Northern Railway, in or near the town of Joliette, passing near the town of L'Assomption, Quebec, together with a spur into the said town, not exceeding 42 miles. 50S- To the Chateauguay and Northern Railway Company, for a single-track stand- ard railway bridge, with two roadways 10 feet wide, for free vehicular and foot passenger traffic, the same as upon a public highway, from Bout LTsle to Charlemange, at the junction of the Ottawa and St. Lawrence rivers, $150,- 000. 500. To the Chateauguay and Northern Railway Company, towards the construction of a bridge across the Lac Ouareau River, $15,000. ♦510. To the Arthabaska Railway Company, for a railway from "V ictoriaville to West Chester, province of Quebec, a distance not exceeding 12 miles. 511. To the Great Northern Railway Company, for a branch line from the town or from near the town of Joliette towards Ste. Emelie, touching the parishes of Ste. Beatrix and Ste. Jean de Matha, not exceeding 20 miles. 512. For a railway from Farnham, province of Quebec, to Frelighsburg and the Inter- national Boundary Line, not exceeding 21 miles. 513- Towards the construction of a railway bridge over the St. Francis River, in lieu of the grant under chapter 7 of 1899, at St. Francois du Lac, on the condition that the bridge, with approaches, be built so as to allow the municipalities to make use thereof, to establish and maintain a suitable roadway for the free passage of foot passengers, vehicles and animals, to be approved by the Minister of Railways and Canals, $50,000. 514. Towards the construction of a railway bridge over the Nicolet River at Nicolet, in lieu of the grant under chapter 7 of 1899, $15,000. 513. For a line of railway from Halifax towards a point on the Central Railway of Nova Scotia, in the county of Lunenburg, in addition to and in extension of the 20 miles subsidized by chapter 7 of 18i»9, not exceeding 20 miles. 3- The subsidies hereby granted and any subsidies heretofore granted under any Act of the Parliament of Canada, still in force, but not fully paid, towards the con- struction of any railway or bridge, shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless in this Act otherwise expressly provided, at the option of the Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : (a ) upon the completion of the work subsidized ; or (6.) by instalments on the completion of each ten-mil^ seclio i of the railway, in the proportion which the cost of such completed section bears to that of the whole work undertaken ; or 6> DEPARTMENT OF RAILWAYS AND C AX A Lb iii 7-8 EDWARD VII., A. 1908 (c.) upon progress estimates on the certificate of the Chief Engineer of Railways and Canals, that in his opinion, having regard to the whole work undertaken and the aid granted, the progress made justifies the payment of a sum not less than sixty thous- and dollars ; or («/.) with respect to (6) and (c), part one way, part the other. 4. The subsidies hereinbefore mentioned as to be granted to companies named for that purpose shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as are approved by the Governor in Council as having established to his satisfaction their ability to con- struct and complete the said railways respectively ; all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August next, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by Order in Council, and shall also be constructed according to descriptions and specifications and upon conditions to be approved by the Governor in Council, on the report of the Minister of Railways and Canals, and specified in an agreement to be made in each case by the company with the government, which agreement the government is hereby em powered to make ; the location also of every such line of railway shall be subject to the approval of the Governor in Council. *5- The granting of suchsubsidies, and the receipt thereof by the respectivecompanies, shall be subject to the condition that the Governor in Council may at all times provide and secure to other companies such running powers, traffic arrangements and other rights as will afford to all railways connecting with those so subsidized reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrange- ments with connecting companies, and equal mileage rates between all such connecting railways ; and the Governor in Council shall have absolute control at all times over the rates and tolls to be levied and imposed by any of the companies or upon any of the rail- ways hereby subsidized. (5. The Governor in Council may make it a condition of the subsidies hereby granted, or of any heretofore granted by any Actof Parliament as to which a contract has not yet been entered into between Her Majesty and the company for the construction of the railway, that the company shall lay its road with new steel rails made in Canada, if such rails are procurable in Canada of suitable quality upon terms as favourable as other rails can be obtained upon, of which the Minister of Railways and Canals shall be the judge. 7. Every company receiving a subsidy under this Act, its successors or assigns, and any person or company controlling or operating the railway or portion of railway sub- seized under this Act, shall each year furnish to the government of Canada transport- ation for men, supplies, material and mails over the portion of its line in respect of which it has received such subsidy, and, whenever required, shall furnish mail cars, properly equipped, for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the minister of the department of the government for which such service is being performed and the companj7 performing it, and in case of disagreement then at such rates as are approved by the Governor in Council ; and in or towards payment for such charges the government of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of subsidy received by the company under this Act. 8. As respects all railways for which subsidies are granted by this Act, the com- pany at any time owning or operating any of the said railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers showing the cost of constructing the railway, the cost of operating it, and the earnings thereof. iii RAILWAY SUBSIDIES 63 SESSIONAL PAFER No. 20 9. Paragraph 20 of section 2 of chapter 7 of the statutes of 1899 is amended by inserting after the word ' railway,' in the third line, the words • or to connect the said lines.' 10. The subsidy provided for by chapter 7 of the statutes of 1899 towards the construction of a railway bridge over the St. Lawrence River at Chaudiere Basin, near Quebec, shall be deemed to be applicable, as to one-third thereof, to the substructure and approaches, and as to two-thirds thereof to the superstructure, and the said subsidy may be paid upon that basis by authority of the Governor in Council, upon progress estimates to be furnished from time to time by the Chief Engineer of Government Railways and Canals, so that one-third of such subsidy, and no more, may be paid in respect of and upon completion of the masonry of the substructure and approaches of the said bridge, one-third, and no more, upon the work and material of one-h=df of the superstructure being done and supplied, in respect of such work and material, and the remaing one-third upon the- completion of the whole work. By the Act 1st Edward VII., chapter 7 (Assented to May 28, 1901.) 1. In this Act, unless the context otherwise requires, the expression 1 cost ' means the actual, necessary and reasonable cost, and shall include the amount expended upon any bridge, up to and not exceeding $25,000, forming part of the line of railway subsidized not otherwise receiving any bonus, but shall not include the cost of terminals and right of way of the railway in any city or incorporated town; and such actual, necessary and reasonable cost shall be determined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals, and upon the report of the Chief Engineer of Government Railways, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 2. The Governor in Council may grant a subsidy of 83,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinafter respectively stated) which shall not cost more on the average than 815,000 per mile for the mileage subsidized, and towards the construc- tion of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than 815,000 per mile for the mileage subsidized, a further subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of 815,000 per mile, such subsidy not exceeding in the whole the sum of 86,400 per mile ; — ,">Ht For a line of railway from a point on the Intercolonial Railway at or near New Glasgow to Country Harbour, Nova Scotia, and from a point at or near Country Harbour Cross Roads to Guysborough, in lieu of the subsidies granted by 1897, cap. 4, and 1899, cap. 7, sec. 2, paragraph 34, not exceeding 80 miles. ,">17'. To the Quebec and New Brunswick Railway Company, for a line of railway from a point at or near St. Charles or at or near Chaudiere Junction or a point on the Quebec Central Railway, near St. Anselme, Quebec, towards the present terminus of the St. Francis Branch of the Temiscouata Railway, New Brunswick, not exceeding 45 miles, and for a line of railway from the mouth of the St. Francis River, New Brunswick, westerly towards Chaudiere Junction, not exceeding 15 miles, in lieu of the subsidy granted by 1900, cap, 8, sec. 2, paragraph 23 ; also for a line of railway in extension of the St. Francis Branch of the Temiscouata Railway to the mouth of the St. Francis River, New Brunswick, in lieu of the subsidy granted by 1899, cap. 7, sec. 2, paragraph 43, not exceeding 3 miles ; in all not exceeding 63 miles. 64 DEPARTMENT OF RAILWAYS AND CANALS iii 7-C EDWARD VII., A. 1908 518- To the Montreal and Province Line Railway Company, for a line of railway from Farnham, Quebec, to Frelighsburg, in l eu of the subsidy granted by 1900, cap. 8, sec. 2, paragraph 37, not exceeding 19 miles. 5H>. For a line of railway from a point on the Intercolonial Railway at or near Windsor Junction to Upper Musquodoboit, in lieu of 1897, cap. 4, sec. 2, paragraph 23, not exceeding 40 miles. 52©. For a line of railway from Pubnico, Nova Scotia, to Port Clyde or Clyde River, in lieu of the unexpended balance of subsidy granted by 1897, cap. 4, sec. 2, paragraph 29, not exceeding 31 miles. 521. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway from the western terminus of the 20 miles subsidized by 1899, cap. 7, sec. 2, paragraph 47, westerly towards Bancroft, not exceeding 20 miles, in lieu of the subsidy granted by 1900, cap. 8, sec, 2 paragraph 3; also from the terminus of previously subsidized lines at a point about 40 miles west of Golden Lake, westerly to Bancroft, not exceeding 11 miles; in all not exceeding 31 miles. 522- For a line of railway from Chipman Station, New Brunswick, to Gibson, in lieu of the subsidies granted by 1897, cap. 4, and 1899, cap. 7, sec. 2, paragraph 31, not exceeding 45 miles. 523. To the Inverness and Richmond Railway Company, for a line of railway from a point at or near Point Tupper on the Intercolonial Railway, to Broad Cove and Cheticamp, Nova Scotia, in lieu of the subsidies granted by 1897, cap. 4, 1899, cap. 7, sec. 2, paragraph 29, and 1900, cap. 8, sec. 2, paragraph 27, not exceeding 98 miles. 524- For a line of railway from Caplin to Ptispebiac, Quebec, in lieu of the subsidy granted by 1899, cap. 7, sec. 2, paragraph lo, the subsidy contract to be entered into with the trustees or receivers under mortgage from the Atlantic and Lake Superior Railway Company, and to contain the conditions that the subsidy when earned shall be paid in the following manner :— 1st. To the Hamilton Bridge Works Company in payment for bridge superstructures on the said section of railway, when furnished and erected by that company, not to exceed $35,000 ; 2nd. For the completion of the road-bed and works incidental thereto ; 3rd. Towards payment of overdue balances, pro rata, in settlement of claims for labour, boarding-house claims, and material and supplies furnished in connection with the construction of the said section of railway ; in all not exceeding 30 miles. 525 To the Schomberg and Aurora Railway Company, for a line of railway from a point on the Grand Trunk Railway between King and Newmarket, Ontario, to Schomberg, in lieu of the subsidy granted by 1897, cap. 4, not exceeding 15 miles. 520- To the Ottawa and Gatineau Railway Company, for a line of railway from the end of the 62nd mile subsidized, towards Desert, in lieu of the subsidy granted by 1897, cap. 4, sec. 2, paragraph 5, not exceeding 20 miles. 527. To the Restigouche and Western Railway Company, for its line of railway from Campbellton on the Intercolonial Railway, New Brunswick, towards Grand Falls, in lieu of the subsidy granted by 1897, cap. 4, sec. 2, paragraph 10, not exceeding 20 miles. 528. To the Pontiac Pacific Junction Railway Company, for 36 miles of its railway from a point at or near Shawville, crossing the Ottawa River via Calumet Island to Pembroke, including the bridging of both channels of the Ottawa River at Calumet Island, 14 miles of which shall be in lieu of the unexpended balance of subsidy granted by 1 fc 97, cap. 4, sec. 3, paragraph 2, not exceeding $115,200. 525*. To the Manitoulin and North Shore Railway Company, for its line of railway, from a point on its line of railway between Sudbury and Little Current to its junction with the line of the Algoma Central and Hudson Bay Railway, at or iii RAILWAY SUBSIDIES 65 SESSIONAL PAPER No. 20 near Goulais River, in addition to and in further extension of its railway subsidized by 1900, cap. 8, sec. 2, paragraph 6, an additional mileage not exceeding 130 miles. 530- For a line of railway from Grandique Ferry, Nova Scotia, to Arichat, not exceed- ing 8 miles. 531- To the Central Ontario Railway Company, for a further extension of its line of railway, subsidized by 1900, cap. 8, sec. 2, paragraph 5, northward, to a junction with the Canada Atlantic Railway, at or near Whitney, Ontario, not exceeding 20 miles. 532. To the Kingston and Pembroke Railway Company, for a line of railway from a point at or near Sharbot Lake, Ontario, via Lanark, to Carelton Place, not exceeding 41 miles. 533. To the Norwood and Apsley Railway Company, for a line of railway from Norwood, Ontario, to the village of Apsley, not exceeding 30 miles. 534:. For a line of railway from a point on the Dominion Atlantic Railway at or near Wolfville, Nova Scotia, to the Government pier on the Basin of Minas, not exceeding one mile. 535. To the Algoma Central and Hudson Bay Railway Company, for a line of railway from Sault Ste Marie to a point on the Canadian Pacific Railway at or near White River, in the district of Algoma, in extension of the subsidy granted to the Algoma Central Railway by 1899, cap. 8, sec. 2, paragraph 23, and by 1900, cap. 8, sec. 2, paragraph 4, a further and additional mileage not exceed- ing 135 miles. 536- For a line of railway from Bridgetown, Nova Scotia, to Middleton, in extension of the line subsidized by 1900, cap. 8, sec. 2, paragraph 28, not exceeding 11 miles. 537- For a line of railway from a point on the Grand Trunk Railway at or near Burk's Falls, Ontario, to the Maganetawan River, not exceeding two miles. 538. For a line of railway between Halifax and the Central Railway, Nova Scotia, from the end of the 40th mile from Halifax, subsidized by 1900, cap. 8, sec. 2, paragraph 40, to a junction with the Central Railway, Nova Scotia, not exceeding 30 miles. 539. For a line of railway from a point on the Algoma branch of the Canadian Pacific Railway at or near Bruce Lake Station, northerly to a point at or near Rock Lake, in the district of Algoma, not exceeding 9 miles. 5 -t<>. For a line of railway from Roberval, Quebec, westward towards James Bay, not exceeding 60 miles. 541. For a line of railway from a point upon the Stonewall branch or the Selkirk branch of the Canadian Pacific Railway to Icelandic River by way of Gimli, not exceeding 35 miles. 542. To the Restigouche and Western Railway Company, for an extension of its line of railway from the 50th mile from Campbellton already subsidized, westward, to effect a junction with its line of railway subsidized 27 miles east from the St. John River, not exceeding 33 miles. 543- For a line of railway from Duncan Lake towards Lardo or Arrow Lake, British Columbia, or from Lardo to Arrow Lake, in lieu of the subsidy granted by 1900, cap. 8, sec. 2, paragraph 21, not exceeding 30 miles. 3. The Governor in Council may grant to the Ottawa and Gatineau Railway, for its unearned balance of subsidy upon the 62 miles of its line of railway from Hull towards Desert, granted by 1897, chap. 4, sec. 3, paragraph 3, a sum not exceeding .$35,872'. 4. The subsidies hereby authorized, and any subsidies heretofore authorized under any Act of Parliament of Canada still in force but not fully paid, towards the construct- ion of any railway or bridge, shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless otherwise expressly provided in this Act, at the option of the 20— iii— 5 66 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : — (a.) upon the completion of the work subsidized ; or (6.) by instalments, on the completion of each ten-mile section of the railway, in the proportion which the cost of such completed section bears to that of the whole work undertaken ; or (c.) upon progress estimates on the certificate of the Chief Engineer of Government Railways, that, in his opinion, having regard to the whole work undertaken and the aid granted, the progress made justifies the payment of a sum not less than sixty thousand dollars ; or (d.) with respect to (b.) and (c), part one way, part the other. 5. The subsidy of 66 miles granted to the Manitoulin and North Shore Railway Company for a line of railway between Little Current, on Manitoulin Island, and Sudbury, Ontario, by paragraph 6 of section 2 of chapter 8 of the statutes of 1900, may be contracted for with the company and paid, and the work may be begun and prosecuted in two sections, the first beginning at or near Victoria Mines, in the town- ship of Denison, and extending to Sudbury, and thence north-easterly towards Lake Wahnapitae, not exceeding 33 miles ; the- second section beginning at Little Current and extending to and connecting with the Canadian Pacific Railway at or near Stanley, in the township of Baldwin, on the Canadian Pacific Railway, not exceeding 31 miles ; subject, however, to the company carrying out the undertakings contained in paragraph 6 of section 2 of chapter 8 of the statutes of 1 900. C. The subsidies hereinbefore authorized to be granted to companies named, shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as establish to the satisfaction of the Governor in Council their ability to construct and complete the said railways respectively ; all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August, 1901, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by the Governor in Council, and shall also be constructed upon a location, and according to descriptions, conditions, and specifications approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in each case in a contract between the company and the said Minister, which contract the Minister, with the approval of the Governor in Council, is hereby empowered to make. 7. The granting of such subsidies, and the receipt thereof by the respective companies, shall be subject to the condition that the Governor in Council may at all times provide and secure to other companies such running powers, traffic arrangements, and other rights, as will afford to all railways connecting with those so subsidized, reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrangements with connecting companies, and equal mileage rates between all such connecting railways ; and the Governor in Council shall have absolute control, at all times, over the rates and tolls to be levied and taken by any of the companies, or upon any of the railways hereby subsidized. 8. Every company receiving a subsidy under this Act, its successors and assigns, and any person or company controlling or operating the railway or portion of railway subsidized under this Act, shall each year furnish to the Government of Canada transportation for men, supplies, materials aud mails over the portion of the line in respect of which it has received such subsidy, and, whenever required, shall furnish mail cars properly equipped for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the Department of the Government for which such service is being performed and the company performing it, and, in case of disagreement, then at such rates as are approved by the Governor in Council ; and in or towards payment for such charges the Government of Canada shall iii RAILWA V 81 BSIDIES 67 SESSIONAL PAPER N d. 20 be credited by the company with a sum equal to three per cent per annum on the amount of the subsidy received by the company under this Act. tt. As respects all railways for which subsidies are granted by this Act, the com- pany at any time owning or operating any of the railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers, showing the cost of constructing the railway, the cost of operating it, and the earnings thereof. lO. The Governor in Council may make it a condition of the grant of the subsidies herein provided, or any heretofore authorized by any Act of Parliament as to which a contract has not yet been entered into with the company for the construction of the railway, that the company shall lay its road with new steel rails, made in Canada, if they are procurable in Canada of suitable quality, upon terms as favourable as other rails can be obtained, of which the Minister of Railways and Canals shall be the judge. By the Act 3rd Edivard VII., chap. 57 (assented to 24th October, 1908.) ] . In this Act, unless the context otherwise requires, the expression ' cost ' means the actual, necessary and reasonable cost and shall include the amount expended upon any bridge, up to and not exceeding $25,000, forming part of the line of railway subsi- dized not otherwise receiving any bonus, but shall not include the cost of terminals and right of way of the railway in any city or incorporated town ; and such actual, neces- sary and reasonable cost shall be determined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals, and upon the report of the Chief Engineer of Government Railways, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. J*. The Governor in Council may grant a subsidy of $3,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinafter respectively stated) which shall not cost more on the average than 815,000 per mile for the mileage subsidized, and towards the construction of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than .$15,000 per mile for the mileage subsidized, a fur- ther subsidy beyond the sum of 83,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not exceeding in the whole the sum of $6,400 per mile : — 544. To the Tilsonburg, Lake Erie and Pacific Railway Company, for a line of rail- way from the present terminus at Ingersoll to Woodstock, not exceeding 9 miles, in lieu of the subsidy granted bv item 26 of section 2 of chapter 7 of 1899. 54»*>. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for a line of rail- way from Burketon to Bobcaygeon, not exceeding 40 miles, in lieu of the subsidy granted by item 11 of section 2 of chapter 7 of 1899. 54tt. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway from Golden Lake to Bancroft, not exceeding 51 miles, in lieu of the subsidy granted by item 6 of section 2 of chapter 7, 1901. *>4T. To the Central Ontario Railway, for a further extension of its railway from a point at or near Bancroft to a point on the Canada Atlantic Railway at or near Whitney, not exceeding 40 miles, in lieu of the subsidies granted by item 5 of section 2 of chapter 8 of 1900, and item 16 of section 2 of chapter 7 of 1901, respectively. 68 DEI'ART.M EST OF RAILWAYS AM) CAXALS iii 7-8 EDWARD VII.. A. 1908 51cS. To the Strathroy and Western Counties Railway Company, for a line of railway from a point at Lambeth to Strathroy, via the villages of Delaware, Mount Brytlges and Caradoe Station on the Canadian Pacific Railway, and from Strathroy northerly to Forest, Thedford or Parkhill, not exceeding in all 3] miles, in lieu of subsidies granted by item 4 of section 2 of chapter 7, 1899, and item 2 of section 2 of chapter 8 of 1900, respectively. 549. To the Montfort and Gatineau Colonization Railway Company, to extend its railway from Arundel to a point in the municipality of the united townships of Preston and Hartwell, not exceeding 30 miles, in lieu of the subsidy granted by item 31 of section 2 of chapter 8 of 1900. 550. For a line of railway from Jonquieres to La Baie des Ha Ha, not exceeding 20 miles, in lieu of the subsidy of 12 miles granted by item 21 of section 2 of chapter 7 of 1899. 551. For a line of railway from Lime Ridge northerly through the county of Wolfe in the county of Megantic, not exceeding 50 miles, being a revote of the sub- sidy granted by chapter 4 of 1894. '">•"» — . For a line of railway from Joliette to or near Lake Manuan, a distance not exceeding 60 miles, being a revote and in lieu of subsidies granted by chapter 4 of 1897 and chapter 8 of 1900. .">»">:>. For a line of railway from St. Eustache to St. Placide in the county of Two Mountains, not to exceed 18 miles; from St. Eustache to Sault au Recollet, 1 2 miles ; and from St. Placide to St. Andrews, 8 miles— not exceeding in all 38 miles ; being a revote of subsidies granted by chapter 24 of 1887 and chapter 5 of 1892, respectively. ♦5J54. For a line of railway from Roberval westward towards James Bay, not exceeding 60 miles, in lieu of the subsidy granted by item 25 of section 2 of chapter 7 of 1901. 556. For a line of railway from Yamaska to Lotbiniere, a distance not exceeding 70 miles, in lieu of the subsidy granted by item 27 of section 2 of chapter 7 of 1899. »>»>7. To the Ottawa, Northern and Western Railway Company, for that portion of its line from a point at the east end of the Hull station yard of the Canadian Pacific Railway to a point of junction with the Interprovineial Bridge ap- proach in the city of Hull, not exceeding one mile ; and for a line of railway to the boundary line of the city of Hull from a point on the Ottawa and Gatineau Railway, now the Ottawa, Northern and Western Railway, not exceeding one-quarter of a mile ; in lieu of any balance of mileage subsidized by items 12 and 39 respectively of section 2 of chapter 7 of 1899. «5J58. To the International Railway Company of New Brunswick (formerly the Resti- gouche and Western Railway Company), for a line of railway from the west- ern end of the ten miles of its railway, as already constructed from Campbell- ton towards a point on the St. John River between Grand Falls and Edmunds- ton, not exceeding 67 miles, being a revote, and in lieu of subsidies granted by chapter 4 of 1897, item 42 of section 2 of chapter 7 of 1899, and item 22 of section 2 of chapter 8 of 1900. ♦>."»?>. For a line of railway from Woodstock to the International Boundary, not ex- ceeding 26 miles, being a revote of the subsidy granted by chapter 4 of 1894. 560. To the St. John Valley Railway Company, for a line of railway from a point on the Canadian Pacific Railway at or near Welsford or Westfield, or between the said two points, to Gagetown, not exceeding 30 miles, being a revote of the subsidy granted by chapter 4 of 1897. 561. To the Shediac and Coast Railway Company, for a line of railway from Shediac to Shemogue and towards Cape Tormentine, in Westmoreland County, not exceeding 38 miles, in lieu of the subsidy granted by item 25 of section 2 of chapter 8 of 1900. iii BAILWA V si B8IDIE8 69 SESSIONAL PAPER No. 20 56 — . To the Mabou and Gulf Railway Company, Limited, for a line of railway from Mabou Coal Mines to a point at or near Glendyer, thence to Orangedale on the Intercolonial Railway, not exceeding 34 miles, a revote of the subsidy granted by chapter 4 of 1894, and in substitution of the 25 miles subsidized thereby from Orangedale to Broad Cove. 563. To the Nova Scotia Eastern Railway Company, Limited, for a line of railway from New Glasgow to Cross Roads, Country Harbour, thence to the town of Guysborough, and thence to the Strait of Canso ; with a branch from Cross Roads, Country Harbour, aforesaid, down the Country Harbour River to the Deep Waters thereof, not exceeding 116 miles ; in lieu of subsidies for 40 and 80 miles granted by items 4 and 1, respectively, of section 2 of chapter 7 of 1901. -564. For a line of railway from Debert Station on the Intercolonial Railway to Debert Coal Mine, not exceeding 4£ miles, in lieu of the subsidy granted by item 29 of section 2 of chapter 8 of 1900. ♦565' For a line of railway from a point on the Joggins Railway near River Hebert Railway Bridge to the village of Minudie, not exceeding 6 miles, being a revote and in substitution of subsidy granted by chapter 4 of 1894. 566. To the Middleton and Victoria Beach Railway Company, Limited, for a line of railway from Victoria Beach to Middleton, not exceeding 41 miles, in lieu of subsidies granted by item 28 of section 2 of chapter 8 of 1900, and by item 21 of section 2 of chapter 7 of 1901. 56T. To the Halifax and South-western Railway Company, for the following lines of railway : — (a.) A line of railway from a point at or near Halifax to a point on the Central Railway at or near Mahone Bay, not exceeding 68 miles. (b.) A line of railway from a point on the Central Railway at or near Bridgewater towards Barrington Passage, not exceeding 77 miles. (c.) A line of railway from a point at or near New Germany on the Central Rail- way to a point at or near Caledonia, not exceeding 22 miles. (d.) A line of railway from a point at or near Caledonia to Liverpool, not exceed- ing 29 miles. The subsidies to the said lines of railway being granted in lieu of subsidies granted by items 17, 18, 35 and 36 of section 2 of chapter 7, 1899 by items 26 and 40 of section 2 of chapter 8 of 1900, and items 5 and 23 of section 2 of chapter 7 of 1901, respectivley. 56§. To the Inverness Railway and Coal Company, formerly the Inverness and Richmond Railway Company, Limited, for 8 miles of railway between Point Tupper and Broad-Cove; and for a line of railway not exceeding 37 miles, from Cheticamp to a point on the line already built between Broad Cove and Point Tupper, being a revote and in substitution of the subsidy granted by chapter 4 of 1897. •569. For a line of railway from a point at or near Wolfville on the Dominion Atlantic Railway to the Government pier on the Basin of Minas, not exceeding one mile, in lieu of the subsidy granted by item 19 of section 2 of chapter 7 of 1901. 57©. To the Nicola. Kamloops and Similkameen Coal and Railway Company, for a line of railway from a point at or near Spence's Bridge on the Canadian Pacific Railway to Nicola Lake, not exceeding 45 miles, being a revote of subsidies granted by chapter 5 of 1892 and chapter 4 of 1894. 571. For a line of railway from Winnipeg Beach or Teulon to a point on Icelandic River, by way of Gimli, not exceeding 35 miles, in lieu of the subsidy granted by item 26 of section 2 of chapter 7 of 1901. 70 DEPA RTMEXT OF N I //.ll" .1 VN AXD CAXALS iii 7-8 EDWARD VII., A. 1908 ♦572. To the Edmonton, Yukon and Pacific Railway Company, for a line of railway from the town of Strathcona to Edmonton, and thence westerly towards the Yellow Head Pass, a distance not exceeding 50 miles, in lieu of the subsidy granted by item 41 of section 2 of chapter 7 of 1899. 573. To the St. John Valley and Riviere du Loup Railway Company, for a line of railway from Fredericton to Woodstock, not exceeding 59 miles, in lieu of the subsidy granted by item 5 of section 2 of chapter 7 of 1899. 574. For a line of railway from Hawkesbury, Ontario, to South Indian, not exceeding 35 miles, in lieu of the subsidy granted by item 22 of section 2 of chapter 7 of 1899. 575. To the Tilsonburg, Lake Erie and Pacific Railway Company, for a line of railway from Woodstock northerly to a point on the Grand Trunk Railway at Berlin, or from Ingersoll to Stratford, or to any point on the Grand Trunk Railway between these places, not exceeding 35 miles, being in addition to and contin- uation of the 9 miles mentioned in item 1 of this section (544). 576. To the Irondale, Bancroft and Ottawa Railway Company, for a line, of railway from the present terminus of its railway, near Baptiste, easterly to a point at or near Renfrew, not exceeding 75 miles. 577. To the Nepigon Railway Company, for a line of railway from Lake Superior to Lake Nepigon, and from a point on the north shore of Lake Nepigon northerly, not exceeding 80 miles. ♦57$. To the Manitoulin and North Shore Railway Company, for a line of railway from Little Current on its present line, to Sudbury,- and thence towards the main line of the Canadian Pacific Railway Company, not exceeding 30 miles, in lieu of the subsidy for 21 miles granted by item 38 of section 2 of chapter 7 of 1899. 570. To the Thunder Bay, Nepigon and St. Joe Railway Company, for a line of railway from Port Arthur north-easterly, not exceeding 50 miles. 5$©. To the Timagami Railway Company, for a line of railway from a point at or near Sturgeon Falls in a north-westerly direction to a point on the westerly shore of Lake Timagami in the district of Nipissing, not exceeding 50 miles. 581. To the Bay of Quinte Railway Company, for further extension of its line of railway, from the northern terminus thereof, commencing from a point at or near Actinolite, thence in a north-westerly direction, via the villages of Queensboro' and Bannockburn, to a point in the township of Marmora or Lake in Hastings County, not exceeding 20 miles in all. 582. To the Bruce Mines and Algoma Railway Company, for 21 miles from the end of its line, as subsidized by chapter 7 of 1901, northward, not exceeding 21 miles. 583. To the James Bay Railway Company, for a line of railway from Toronto, via the east side of Lake Simcoe, to a point at, near, or beyond Sudbury, through Parry Sound, not exceeding 265 miles, in lieu of two subsidies granted by chapter 8 of 1900, for 35 and 20 miles, respectively, from Parry Sound towards James Bay. 5S4. To the Quebec and Lake St. John Railway Company, for one mile of railway from Roberval to.the Government wharf at Lake St. John. 585. To the Montfort and Gatineau Colonization Railway Company, for the extension of its line of railway from Morin Flats to St, Jerome, to connect with the Great Northern Railway, not exceeding 22 miles. 586. To the Interprovincial and James Bay Railway "Company, for a line of railway from Lake Timiskaming at the present terminus of the Canadian Pacific Rail- way line, in a northerly direction, not to exceed 50 miles. 587. For a line of railway from Waltham Station to Ferguson Point, in the county of Pontiac, not exceeding 20 miles. 588. For a line of railway from Lake Nominingue to Le Lievre, not exceeding 35 miles. iii RAIL WA V 81 BSIDIES 71 SESSIONAL PAPER No. 20 *>.St>. For a line of railway in extension of the line from Lime Ridge into the county of Megantic to the bridge over the St. Lawrence at or near Quebec, not . exceeding 30 miles. »>?>0. To the Quebec Central Railway Company, for an extension of its line of railway from St. Franc,ois to St. George, not exceeding 9 miles ; also for a railway from Scott Junction to the Quebec bridge, not exceeding 22 miles. 591. For a line of railway from the station of Lac Bouchetteon the Quebec and Lake St. John Railway to St. Andre, not exceeding 13 miles. »>9tJ. For a line of railway from Quebec towards Seven Islands, including branches to Murray Bay and Baie St. Paul, not exceeding 200 miles. »5?K?. For a branch line from a point at or near the intersection of the Canadian Pacific Railway and the Great Northern Railway between St. Philippe d'Argenteuil and Lachute, thence in a northerly direction, passing through the village of Brownsburg, not exceeding 3 miles. ♦594. To the Orford Mountain Railway Company, for a line of railway from a point on its main line between Lawrenceville and Eastman to Lake Bonella, 5 miles ; from Kingsbury to Windsor Mills, 10 miles; and from Eastman to the town line between the township of Bolton, east part, and the township of Potton, 12 miles — not exceeding in the whole 27 miles. *>9»>. To the Atlantic, Quebec and Western Railway Company, for a line of railway from Gaspe to a point at or near Causapscal on the Intercolonial Railway, and from that point to Edmundston, not exceeding 260 miles ; and for a line of railway from Paspebiac to Gaspe as near the shore as practicable, not exceed- ing 102 miles. 596. For a line of railway, in addition to and in extension of the line mentioned in item 11 (554) of this section, from Roberval towards James Bay, not exceed- ing 40 miles. 59T. For a branch line from a point near the bridge at Trois Pistoles River on the Intercolonial Railway in a south-easterly direction to Mackenzie and Renouf Falls, on the Trois Pistoles River, not exceeding 1\ miles. 59M. To the Matane and Gaspe Railway Company, for a line of railway from a point at or near St. Octave on the Intercolonial Railway to Matane, not exceeding 30 miles. 599. To the Chateauguay and Northern Railway Company, for a line of railway from a point on its main line at or near L'Epiphanie, passing by way of the parish of St. Jacques de l'Achigan to the village of Rawdon, not exceeding 16 miles. 600. For a line of railway from the line of the Montreal and Atlantic Railway Com- pany at St. Guillaume to the River Yamaska to join with the South Shore Railway, a distance not exceeding 12 miles. 601. For aline of railwa}' from La Tuque on the St. Maurice River to a point on the Lake St. John Railway near the River Jeannotte, not exceeding 35 miles. 602. To the Montreal Northern Railway Company, for a line of railway from a point at or near Ste. Agathe des Monts station towards the township of Howard, in the county of Argenteuil, passing near Lakes St. Joseph and Ste. Marie, in a southerly direction, a distance not exceeding 15 miles. 60S. To the International Railway Company of New Brunswick, for a line of railway, in addition to and in extension of the line of 67 miles mentioned in item II of this section, to a point on the St. John River between Grand Falls and Edmundston, not exceeding 33 miles. 604. To the Beersville Coal and Railway Company, for a line of railway from Adams- ville on the Intercolonial Railway to a point at or near Brown's Landing or Beersville, not exceeding 7 miles. 72 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII.. A. 1908 60.">. To the York and Carleton Railway Company, for a line of railway from its present terminus westerly, not exceeding 5 miles. 606. To the Mabou and Gulf Railway Company, Limited, for a line of railway from a point on the Intercolonial Railway at or near Mines Road Station to the wharf at Caribou Cove, not exceeding 4 miles, being in addition to subsidy mentioned in item 18 (562) of this section. 607. To the Nova Scotia Eastern Railway Company, Limited, for a line of railway from Dartmouth through the Musquodoboit Valley to a point at or near Melrose to connect there with the railway mentioned in item 19 (563) of this section, not exceeding 120 miles. 60S. To the Midland Railway Company, Limited, for a line of railway from Truro northerly towards Brule, not exceeding 34 miles. 60!>. For a line of railway from St. Peters to Louisburg, not exceeding 50 miles. 610. To the Koetenay Central Railway Company, for a line of railway from Golden to the International Boundary Line, via Windermere and Fort Steele, and crossing the Crow's Nest Railway at or near Elko, not exceeding 186 miles. Gil. To the Kettle River Valley Railway Company, for a line of railway from Grand Forks to a point 50 miles up the North Fork and West Fork of the North Fork of Kettle River, not exceeding 50 miles. 613. For a line of railway from Wellington to Union Bay, not exceeding 55 miles. 613. For a line of railway from Midway to Vernon, not exceeding 150 miles. 614. To the St. Mary's River Railway Company, for a line of railway from Spring Coulee, crossing St. Mary's River to Cardston, 16 miles, and from a point on this line to or near the intake of the irrigation canal, about 16 miles, in all not exceeding 32 miles. 615. For a line of railway from Dawson to Stewart River, passing at or near Grand Forks, not exceeding 84 miles. 616. To the Canadian Pacific Railway Company, for a branch line from a point on the main line between Moosomin and Elkhorn, north-westerly to a point in the neighbourhood of the Pheasant Hills, not exceeding 136 miles. 617. For a line of railway from a point at or near Medicine Hat on the Canadian Pacific Railway to the coal fields in or near townships 12 and 13, range 6, west of the fourth principal meridian, not exceeding 8 miles. 61S. To the Great Northern Railway of Canada, for a line of railway from Garneau Junction to the Quebec bridge, not exceeding 70 miles. 619. To the Halifax and South-western Railway Company, for a line of railway to Barrington Passage, in addition to and in continuation of the 77 miles men- tioned in paragraph (b) of item 23 (567) of this section, not exceeding 35 miles. 620. To the Lake Superior, Long Lake and Albany Railway Company, for a line of railway from Peninsula Harbour in a northerly direction, not exceeding 10 miles. 62 1 . To the Cumberland Railway and Coal Company, for a line of railway from Parrsboro' Station to Riverside Wharf, not exceeding 1 mile. 622. To the Indian River Railway Company, for a line of railway from a point at or near the north end of Lake Megantic, thence southerly along the said lake to a point on the International Boundary, not exceeding 1 9 miles. 3. The Governor in Council may grant the subsidies hereinafter mentioned towards the construction of the bridges also hereinafter menuoneu, thai is to say : — 623. Towards the construction and completion of a railway bridge and approaches over the Nicolet River at Nicolet, in lieu of the grant under item 39 of section 2 of chapter 8 of 1900, §15,000. 624. Towards the construction of the steel superstructure of a railway bridge on the St. Francis River, in the county of Yamaska, in lieu of the grant under item 38 of sec- tion 2 of chapter 8 of 1900, but subject to the same conditions as expressed therein, payable to the Canadian Bridge Company of Walkerville, as their claim may appear for work already done on the said bridge, $50,000. iii RAILWAY SUBSIDIES 73 SESSIONAL PAPER No. 20 625. To the Canadian Bridge Company of Walkerville. to strengthen and complete the foundation and approaches to the bridge over the St. Francis River subsidized in favour of the South Shore Railway Company by section 3 of chapter 7 of 1899, $35,000, which amount shall remain the first charge on the road, and shall be recouped to the Treasury out of subsidies earned or to be earned, 835,000. 626. To the Chateauguay and Northern Railway Company, in addition to the subsidy for the Bout de l'lle bridge granted by item 33 of section 2 of chapter 8 of 1900, $50,000. 4. The subsidies hereby authorized towards the construction of any railway or bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless otherwise expressly provided in this Act, at the option of the Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : — (a.) upon the completon of the work subsidized ; or (6.) by instalments, on the completion of each ten-mile section of the railway, in the proportion which the cost of such completed section bears to that of the whole work undertaken ; or (c.) upon the progress estimates on the certificate of the Chief Engineer of the Department of Railways and Canals, that, in his opinion, having regard to the whole work undertaken and the aid granted, -the progress made justifies the payment of a sum not less than thirty thousand dollars ; or (d.) with respect to (b) and (c), part one way, part the other. 5. The subsidies hereinbefore authorized to be granted to companies named shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as establish to the satisfaction of the Governor in Council their ability to construct and complete the said railways and bridges respectively ; all the lines and bridges for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August, 1 903, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by the Governor in Council, and shall also be constructed according to descriptions, conditions and specifications approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in each case in a contract between the Company and the said Minister, which contract the Minister, with the approval of the Governor in Council, is hereby empowered to make. The location also of such subsidized lines and bridges shall be subject to the approval of the Governor in Council. G. The granting of such subsidies, and the receipt thereof by the respective com- panies, shall be subject to the condition that the Governor in Council may at all times provide and secure to other companies such running powers, traffic arrangements and other rights, as will afford to all railways connecting with the railways and bridges so subsidized, reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrangements with connecting companies, and equal mileage rates between all such connecting railways ; and the Governor in Council shall have absolute control, at all times, over the rates and tolls to be levied and taken by any of the com- panies, or upon any of the railways and bridges hereby subsidized. 7. Every company receiving a subsidy under this Act, its successors and assigns, and any person or company controlling or operating the railway or portion of railway subsidized under this Act, shall each year furnish to the Government of Canada trans- portation for men, supplies, materials and mails over the portion of the line in respect of which it has received such subsidy, and whenever required, snail furnish mail cars properly equipped for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the department of the Government for which such service is being performed and the company performing it, and, in case of disagreement, then at such rates as are approved by the Governor in 74 DEPART.V/:\T OF RAILWAYS AM) CAXAL8 iii 7-8 EDWARD VII., A. 1908 Council ; and in or towards payment for such charges the Government of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of the subsidy received by the company under this Act. As respects all railways and bridges for which subsidies are granted by this Act, the company at any time owning or operating any of the railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers, showing the cost of constructing the railway or bridge, the cost of operating it, and the earnings thereof. t>. The Governor in Council may make it a condition of the grant of the subsidies herein provided, or any heretofore authorized by any Act of Parliament as to which a contract has not yet been entered into with the company for the construction of the railway, that the company shall lay its road with new steel rails, made in Canada, if they are procurable in Canada of suitable quality, upon terms as favourable as other rails can be obtained, of which the Minister of Railways and Canals shall be judge. By Special Act 4 Edivard VII., Chap. 34, 1904- 1. In this Act, unless the context otherwise requires, the expression "cost" means the actual, necessary and reasonable cost, and shall include the amount expended upon any bridge, up to and not exceeding $25,000, forming part of the line of railway subsi- dized not otherwise receiving any bonus, but shall not include the cost of terminals and right of way of the railway in any city or incorporated town ; and such actual, necessary and reasonable cost shall be determined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals, and upon the report of the Chief Engineer of Government Railways, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, add careful inquiry into the cost thereof, and that in his opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 2. The Governor in Council may grant a subsidy of $3,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinfter respectively stated) which shall not cost more on the average than $15,000 per mile for the mileage subsidized, and towards the construction of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than $15,000 per mile for the mileage subsidized, a further subsidy beyond the sum of $3,200 per mile of 50 per cent on so much of the average cost of the mileage subsidized as in excess of $15,000 per mile, such subsidy not exceeding in the- whole the sum of $6,400 per mile : — 627". To the Bracebridge and Trading Lake Railway Companj', for a railway from Bracebridge in Muskoka, to a point at or near Baysville, Ontario, in lieu of the subsidy granted by item 7 of section 2 of chapter 8 of 1900, not exceeding 14 miles. To the Bruce Mines and Algoma Railway Company, for the following lines of railway : — (a.) For that portion of its line of railway from Bruce Mines Junction southerly to the town of Bruce Mines, on Lake Huron, a distance not exceeding 3 miles ; (b ) For the 6 miles of railway constructed from Gordon Lake Station, being the end of its line as subsidized by chapter 7 of 1901, northward to Rock Lake, a distance of 6 miles ; (c ) For 12 miles from Rock Lake northward, a distance not exceeding 12 miles ; The subsidies to the said lines being granted in lieu of the subsidy granted by item 38 of section 2 of chapter 67 nf 1903, not exceeding 21 miles. iii RAILWAY SUBSIDIES 75 SESSIONAL PAPER No. 20 <>ti!>. To the Nepigon Railway Company, for the following lines of railway : — (a.) From a point at or near Nepigon Station on the line of the Canadian Pacific Railway to Nepigon Lake, not exceeding 30 miles ; (b.) From a point on Nepigon Bay of Lake Superior to a point on the west of Lake Helen on the line of the Nepigon Railway, not exceeding 3^ miles ; (c.) From a point on the line of the Nepigon Railway at or near the crossing of the Fraser River, to a point on Lake Jesse, by way of Cameron's Falls, not exceeding 1^ mile : (d.) From a point on the north shore of Lake Nepigon northerly, not exceeding 45 miles ; The subsidies to the said lines being granted in lieu of the subsidy granted by item 33 of section 2 of chapter 57 of 1903, not exceeding SO miles. 630. For the construction of a branch line of railway beginning at the Canadian Pacific Railway Company's main line at St. Philippe d'Argenteuil Station, or at a point between there and Grenville, thence in a northerly direction, in lieu of the subsidy granted by item 49 section 2 of chapter 57 of 1903, not exceed- ing 3 miles. HH E . To the Chateauguay and Northern Railway, for a railway from a point in Hochelaga ward, Montreal, to a point on the Great Northern Railway in or near the Town of Joliette, passing at or near the Town of L'Assomption, Quebec, together with a spur line into the said town, in lieu of the subsidy granted by item 32 of section 2 of chapter 8 of 1900, not exceeding 42 miles. GJiti. To the Great Northern Railway Company of Canada, to enable it to extend its railway from Arundel to a point in the municipality of the united Townships of Preston and Hartwell, Province of Quebec, in lieu of the subsidy granted to the Montford and Gatineau Colonization Railway by item 6 of section 2 of chapter 57 of 1903, not exceeding 30 miles. To the Chateauguay and Northern Railway Company, for a branch line from a point on its main line at or near Charlemagne, thence northerly and westerly to a point on the Montford and Gatineau Railway at or near Moiin Flats, in lieu of the subsidy granted to the Montford and Gatineau Colonization Railway by item 41 of section 2 of chapter 57 of 1903, not exceeding 22 miles. 6«$4- To the Ottawa River Railway Company, for a line of Railway from a point at or near St. Agathe des Monts Station towards the township of Howard in the County of Argenteuil, passing near Lakes St. Joseph ami St. Marie, in a southerly direction, in lieu of the subsidy granted to the Montreal Northern Railway Company by item 58 of section 2 of chapter 57 of 1903, not exceeding 15 miles. <»£»>. To the Ottawa River Railway Company, for a line of railway between a point in the Parish of St. Andrews, in the County of Argenteuil, and a point in the Parish of St. Lawrence, in the County of Jacques Cartier, passing through the Parishes of St. Placide, St. Eustache and St. Martin, in lieu of the subsidy granted by item 10 of section 2 of chapter 57 of 1903, not exceeding 38 miles. For a line of railway from Lardo towards Upper Arrow Lake, British Columbia, in lieu of the subsidy granted by item 29 of section 2 of chapter 7 of 1903, not exceeding 30 miles To the Western Alberta Railway Company, from a point on the United States boundary, west of range 27, northwesterly towards Anthracite, in the district of Alberta, in lieu of the subsidy granted by item 40 of section 2 of chapter 7 of 1899, not exceeding 50 miles. 76 DEPARTMENT OF RAILWAYS AND CANALS iii 7-r EDWARD VII.. A. 1908 J5- The Governor in Council may grant the subsidy hereinafter mentionned towards the construction of the bridge also hereinafter mentioned, that is to say : — S. To the Chateauguay and Northern Railway Company, the balance remaining unpaid of the subsidy granted by item 33 of section 2 of chapter 8 of 1900, for a single-track standard railway bridge, with two roadways 10 feet wide for free vehicular traffic, the same as upon a public highway, from Bout de L/Ile to Charlemagne at the Junction of the Ottawa and St. Lawrence Rivers, a sum not exceeding §51,000. 4. The subsidies hereby authorized towards the construction of any railway or bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless otherwise expressly provided in this Act, at the option of the Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : — . (a.) Upon the completion of the work subsidized ; or (b.) By instalments, on the completion of each ten-mile section of the railway, in the proportion which the cost of such completed section bears to that of the whole work undertaken ; or (c.) Upon the progress estimates on the certificate of the Chief Engineer of the Department of Railways and Canals, that, in his opinion, having regard to the whole work undertaken and the aid granted, the progress made justifies the payment of a sum not less than thirty thousand dollars ; or (d.) With respect to (b) and (c), part one way, part the other. 5. The subsidies hereinbefore authorized to be granted to companies named shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as establish to the satisfaction of the G.overnor in Council their ability to construct and complete the said railways and bridges for the construction of Which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August, 1904. and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by the Governor in Council, and shall also be constructed according to descriptions, conditions and specifications approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in each case in a contract between the Company and the said Minister, which contract the Minister, with the approval of the Governor in Council, is hereby empowered to make. The location also of such subsidized lines and bridges shall be subject to the approval of the Governor in Council. C. The granting of such subsidies, and the receipt thereof by the respective com- panies, shall be subject to the condition that the Board of Railway Commissioners for Canada may at all times provide and secure to other companies such running powers, traffic arrangements and other rights, as will afford to all railways connecting with the railways and bridge so subsidized, reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrangements with connecting companies, and equal mileage rates between all such connecting railways ; and the said Board shall have absolute control, at all times, over the rates and tolls to be levied and taken by an}' of the companies, or upon any of the railways and the bridge hereby subsidized. Provided always that any decision of the said Board made under this section may be at any time varied, changed, or rescinded by the Governor in Council as he deems just and proper. 7". Every company receiving a subsidy under this Act, its successors and assigns, and any person or company controlling or operating the railway or portion of railway sub- sidized under this Act, shall each year furnish to the Government of Canada transpor- iii RAILWAY SUBSIDIES 77 SESSIONAL PAPER No. 20 tation for men, supplies, materials and mails over the portion of the lines in respect of which it has received such subsidy, and, whenever required, shall furnish mail cars properly equipped for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the Department of the Government for which such service is being performed, and the company performing it, and, in case of disagreement, then at such rates as are approved by the Board of Railway Commissioners for Canada ; and in or towards payment for such charges the Government of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of subsidy received by the company under the Act. H. As respects all railways and the bridge for which subsidies are granted by this Act, the company at any time owning or operating any of the railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers, showing the cost of constructing the railway or bridge, the cost of operating it, and the earnings thereof. H. The Governor in Council may make it a condition of the grant of the subsidies herein provided, or any heretofore authorized by any Act of Parliament as to which a contract has not yet been entered into with the company for the construction of the railway, that the company shall lay its road with new steel rails, made in Canada, if they are procurable in Canada of suitable quality, upon terms as favourable as other rails can be obtained, of which the Minister of Railways and Canals shall be the judge. lO. Whenever a contract has been duly entered into with a company for the cons- truction of any line of railway hereby subsidized, the Minister of Railways and Canals, at the request of the company, and upon the report of the Chief Engineer of Govern- ment Railways, and his certificate that he has made careful examination of the surveys, plans and profile of the whole line so contracted for, and has duly considered the phy- sical characteristics of the country to be traversed and the means of transport available for construction, naming the reasonable and probable cost of such construction, may, with the authorization of the Governor in Council, enter into a supplementary agree- ment, fixing definitely the maximum amount of the subsidy to be paid, based upon the said certificate of the Chief Engineer, and providing that the company shall be entitled to be paid, as the minimum, the ordinary subsidy of $3,200 per mile, together with sixty per cent of the difference between the amount so iixed and the said $3,200 per mile, if any ; and the balance, forty per cent, shall be paid only on completion of the whole work subsidized, and in so far as the actual cost, as finally determined by the Chief Engineer, entitles the company thereto : Provided always — (a.) that the estimated cost, so certified, is not less on the average than $18,000 per mile for the whole mileage subsidized ; (b.) that no payment shall be made except upon a certificate of the Chief Engineer that the work done is up to the standard specified in the company's contract ; (c.) that in no case shall the subsidy exceed the sum of $6,400 per mile. I. Whenever a contract has been duly entered into with a company for the cons- truction of any line of railway subsidized by either of the Acts mentioned in the pre- amble, the Minister of Railways and Canals, at the request of the Company and upon the report of the chief engineer of government railways, and his certificate that he has made careful examination of the surveys, plans and profiles of the whole line so con- tracted for and has duly considered the physical characteristics of the country to be traversed and the means of transport available for construction, naming the probable and reasonable cost of .-uch construction, may, with the authorization of the Governor in Council, enter into a supplementary agreement, fixing definitely the maximum amount of the subsidy to be paid, based upon the said certificate of the chief engineer, 78 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 and providing that the company shall he entitled to he paid, as the minimum, the ordi- nary subsidy of $3,200 per mile, together with sixty per cent of the difference between the amount so fixed and the said $3,200 per mile, if any ; and the balance, forty per cent, shall be paid only on completion of the whole work subsidized, and in so far as the actual cost, as finally determined by the chief engineer, entitles the company there- to : Provided always — ( a.) tha£ the estimated cost, so certified, is not less on the average than eighteen thousand dollars per mile for the whole mileage subsidized ; (b.) that no payment shall be made except upon a certificate of the chief engineer that the work done is up to the standard specified in the Company's contract ; (c.) that in no case shall the subsidy exceed the sum of six thousand four hundred dollars per mile. 2. In construing this Act the word " cost " shall have the meaning assigned to it by the Act authorizing the granting of the subsidy. By Act, 6 Edivard VII, Cap ^3, 1906, (assented to 13th July, 1906 ). 1. The Governor in Council may grant a subsidy of $3,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in anv one case the number of miles hereinafter respectively stated) which shall not cost more on the average than $15,00(1 per mile for the mileage subsidized, and towards the construc- tion of each of the said lines of railway not exceeding the mileage hereinafter stated, which shall cost more on the average than $15,000 per mile for the mileage subsidized, a further subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not exceeding in the whole the sum of 86,400 per mile : — OI?l>. To the Manitoulin and North Shore Railway Company (or to the Canada Central Railway Company, with the consent of the Manitoulin and North Shore Railway Company, and subject to the approval of the Governor in Council), for the following lires of Railway : — (a) From Little Current thence crossing the Canadian Pacific Railway, at or near Stanley, and thence to Sudbuiy, not exceeding 64 miles. (b) From a point on the said line of railway, between Little Current and Sudbury, westerly towards the Algoma Central and Hudson Bay Railway, not exceeding 100 miles ; and (c) From a point at or near Sudbury northerly, not exceeding 30 miles ; the said subsidies being granted in lieu of the subsidies of 64 and 130 miles, granted by chapter 8 of 1900, section 2, item 6, as amended by section 5 of chapter 7 of 1901, and chapter 7 of 1901, section 2, item 14, respectively. <>40- .To the Algoma Central and Hudson Bay Railway Company for a line of railway from Sault St. Marie to a point on the Canadian Pacific Railway between White River and Dalton stations in the District of Algoma, not exceeding 200 miles, and, for a line of Railway from Michipicoten Harbour, Lake Superior, towards the main line of the Canadian Pacific Railway not exceeding 25 miles ; in lieu of the subsidies of 40, 50 and 1 35 miles granted by chapter 7 of 1899, section 2, item 23, chapter 8 of 1900, section 2, item 4 and chapter 7 of 1901, section 2, item 20, respectively. 041. To the Lotbiniere and Megantic Railway Company to extend its railway southerly from a point at or near Lyster in Megantic County to or towards a point at or near Lime Ridge in the Township of Dudswell ; in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 8, not exceeding 50 miles. iii RAILWAY SUBSIDIES 79 SESSIONAL PAPER No. 20 642. For a line of railway from Lake Nominingue to La Lievre, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 44, not exceeding 35 miles. 643. For a line of railway from a point on the Intercolonial Railway at or near Dartmouth, in the County of Halifax, to Guysborough, in the County of Guysborough, with branch lines to a point on the Intercolonial Railway at or near New Glasgow, in the County of Pictou, and also to Country Harbour, in the County of Guysborough, not exceeding in the whole 236 miles in lieu of subsidies of 116 and 120 miles granted by chapter 57 of 1903, section 2, items 19 and 63 respectively. 644. For a line of railway from Wellington to Union Bay, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 68, not exceeding 55 miles. 645. For a line of railway from a point at or near Sharbot Lake or Bathurst Station, in the Province of Ontario, or between those points via Lanark Village to Carleton Place, in lieu of the subsidy granted by chapter 7 of 1901, section 2, item 17, not exceeding 41 miles. 646 For a line of railway from Cape Tourmente towards Murray Bay, in lieu of the subsidy granted by chapter 5 of 1892, not exceeding 20 miles. 647- To the Atlantic, Quebec and Western Railway Company, for a line of railway from Gaspe to a point at or near Causapscal on the Intercolonial Railway and from that point to Edmundston, not exceeding 260 miles ; and for a line of railway from Paspebiac to Gaspe as near the shore as practicable, not exceeding 102 miles ; in lieu of the subsidies granted by chapter 57 of 1903, section 2, item 51. 64S. To the Nipigon Railway Company, for the following lines of railway : — (a) From a point at or near Nipigon Station on the line of the Canadian Pacific Railway to Nipigon Lake, not exceeding 30 miles. (b) From a point on Nipigon Bay of Lake Superior to a point on the west of Lake Helen on the line of the Nipigon Railway, not exceeding 3i miles. (c) From a point on the line of the Nipigon Railway at or near the crossing of the Fraser River, to a point on Lake Jesse, by way of Cameron's Falls, not exceeding 1£ miles. (d) From a point on the North shore of Lake Nipigon northerly, not exceeding 45 miles ; The said subsidies to the said lines being granted in lieu of the subsidies granted by chapter 34 of 1904, section 2, item 3, not exceeding in the whole 80 miles. 64i>. For a line of railway from Quebec towards Seven Islands, including branches to Murray Bay and Baie St. Paul, in lieu of the subsidy granted bv chapter 57 of 1903, section 2, item 48, not exceeding 200 miles. 6f>0. For a line of railway from Roberval westward towards James Bay, in lieu of the subsidies granted by chapter 57, of 1903, section 2, items 11 and 52, not exceeding 100 miles. 651- To the Quebec Central Railway Company for an extension of its line of railway from St. Francis to St. George not exceeding 9 miles ; and for a line of railway from Scott Junction to the Quebec Bridge, not exceeding 23 miles ; in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 46. 80 DEPARTMENT OF RAILWAYS AND CANALS Hi 7-8 EDWARD VII., A. 1908 652. To the Western Alberta Railway Company for a line of railway from a point on the United States Boundary, west of range 21, northwesterly towards Anthracite, in the Province of Alberta, in lieu of the subsidy granted by chapter 34 of 1904, section 2, item 11, not exceeding 50 miles. 653. To the Shediairand Coast Railway Company for a line of railway from Shediao to Shemogue and towards Cape Tormentine in Westmoreland County, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 17, not exceeding 38 miles. 054. For a line of railway from St. Constant in the County of Laprairie and Napier- ville, through St. Edouard, St. Cyprien and Lacolle to a point at or near the International boundary line on the Delaware and Hudson Railway ( Grand Trunk) lieu of the 19 and 12 mile subsidies granted by chapter 7 of 1899, section 2, item 10 and chapter 4 of 1894 respectively, not exceeding 28 miles. 655. To the Lake Superior, Long Lake and Albany Railway Company for a line of railway from Peninsula Harbour in a northerly direction, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 76, not exceeding 10 miles. 656. For a line of railway from Owen Sound in the Province of Ontario to Meaford, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 34, not exceeding 30 miles. 657. To the Kingston, Smith's Falls and Ottawa Railway Company for a line of railway from Kingston to Ottawa, being a revote of the subsidy granted by chapter 4 of 1897, not exceeding 101 miles. 65.S. To the Lotbiniere and Megantic Railway Company, for a line of railway from a point on its line between Lyster and Lime Ridge, to a point at or near the Bridge over the St. Lawrence at or near Quebec, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 45, not exceeding 30 miles. 65!>. For a line of railway from a point on the Quebec and Lake St. John Railway, near the River Jeannotte to La Tuque, on the St. Maurice River, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 57, not exceeding 35 miles. 660. To the Halifax and South Western Railway Company, for a line of railway from a point at or near Halifax, to a point at or near Barrington Passage, (except that part east of Bridgewater which formerly formed part of the line of the Central Railway), in lieu of the 68, 77 and 35 miles of subsidies granted by chapter 57 of 1903, section 2, item 23 (a) and (b), and item 75, respectively, not exceeding 185 miles. 661. To the Bay of Quinte Railway Company, for a line of railway from a point at or near the Village of Tweed, thence northwesterly to a point at or near the Village of Bannockburn, in the County of Hastings, being a revote in part of the subsidy granted by chapter 7 of 1899, section 2, item 45, and in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 37, not exceeding in all 20 miles. 6<>2. For a line of railway from a point at or near Baptise, easterly to a point at or near Renfrew, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 32, not exceeding 75 miles. iii RAILWAY SUBSIDIES 81 SESSIONAL PAPER No. 20 0<»3. For a line of railway from the Station of Lac Bouchette, or from a point one mile east of the said station, on the Quebec and Lake St. John Railway, to St. Andre, in lieu of subsidy granted by chapter 57 of 1903, section 2, item 47, not exceeding 13 miles. 0<»4. For a line of railway from Debert Station, on the Intercolonial Railway, to Debert Coal Mine, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 20, not exceeding 4^ miles. (iti*». For a line of railway from a point at or near Toulon, to a point on the Icelandic River, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 27, not exceeding 35 miles. 4>{>6. To the Ontario, Northern and Temagami Railway Company (formerly the Temagami Railway Company), for a line of railway from a point at or near Sturgeon Falls, in a northwesterly direction, to a point on the westerly shore of Lake Temagami, in the District of Nipissing, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 36, not exceeding 50 miles. 3S$$'7- To the Quebec and Lake St. John Railway Company, for a line of railway from Roberval to the Government wharf at Lake St. John, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 40, not exceeding one mile. /•" //!//. II I ) N IA7WIV.I/.N iii 7-8 EDWARD VII., A. 1908 674. To the Great Northern Railway of Canada for a line of railway in extension of its railway from a point at or near Arundel to a point in the municipality of the United Townships of Preston and Hartwell, not exceeding 30 miles ; and for a line of railway connecting its Montford and Gatincau line with the main line at St. Jerome, not exceeding 22 miles ; in lieu of the subsidies granted to the Montford and Gatineau Colonization Railway Company by items G and 41 of section 2 of chapter 57 of 1903. 675- To the Great Northern Railway of Canada, for a line of railway from, at or near Garneau Junction to or towards the Quebec Bridge, not exceeding 70 miles, in lieu of the subsidy granted by item 74 of section 2, of chapter 57 of 1903. 676. For a line of railway from a point at or near Ste. Agathe des Monts Station towards the Township of Howard, in the County of Argenteuil, passing near Lakes St. Joseph and Ste. Marie, in a southerly direction, not exceeding 15 miles ; and for a line of railway between a point in the parish of St. Andrews, in the County of Argenteuil, and a point in the parish of St. Laurent, in the County of Jacques Cartier, passing through the parishes of St. Placide, St. Eustache and St. Martin, not exceeding 38 miles ; in lieu of the subsidies granted by chapter 34 of 1904, items 8 and 9 of section 2, not exceeding in the whole 53 miles. 677. To the Kettle River Valley Railway Company for a line of railway from Grand Eorks to a point 50 miles up the North Fork of Kettle River, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 67, not exceeding 50 miles. 678. To the Ottawa Northern and Western Railway for a line of railway from Aylmer to a point of junction with the Tnterprovincial Bridge approach in the City of Hull (except that portion thereof beginning at a point of junction with the line of the Hull Electric Railway in the City of Hull and terminat- ing at a point on the main line of the Canadian Pacific Railway at the east end of its Hull Station yard) not exceeding nine miles, in lieu of the subsidy granted by item 12 of section 2 of chapter 7, of 1899, and by the first portion of item 13 of' section 2 of chapter 57 of 1903. 67S>. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway from Golden Lake to Bancroft, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 3, not exceeding 51 miles. 680. To the Tnterprovincial and James Bay Railway Company, for a line of railway from the Lake Temiskaming at the present terminus of the Canadian Pacific Railway in a northerly direction, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 42, not exceeding 50 miles. 681. For a line of railway from Waltham Station to Ferguson Point, in the County of Pontiac, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 43, not exceeding 20 miles. 682. To the Matane and Gaspe Railway Company, for a line of railway from a point at or near St. Octave, on the Intercolonial Railway, to Matane, in lieu of the subsidy gx-anted by chapter 57 of 1903, section 2, item 54, not exceeding 30 miles. 683. For a line of railway from the Village of Haliburton, via the Village of Whitney, towards the Town of Mattawa, Ontario, in lieu of the subsidies granted by chapter 7 of 1899, section 2, item 25, and chapter 8 of 1900, section 2, item 9, not exceeding GO miles. iii ft. A I /. II .1 Y SUBSIDIES 83 SESSIONAL PAPER No. 20 <5^i4- For a line of railway from Dawson to Stewart River, passing at or near Grand Forks, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 71, not exceeding 84 miles. 2. That unless the context otherwise requires, the expression " cost " means the actual, necessary and reasonable cost, and shall include the amount expended upon any bridge up to and not exceeding §25,000, forming part of the line of railway subsidized not otherwise receiving any bonus, but shall not include the cost of equipping the railway, nor the cost of terminals, nor the cost of right of way of the railway in any city or incorporated town ; and such actual, necessary and reasonable cost shall be determined by the Governor in Council, upon the recommendation of the Minister of Railways and Canals, and upon the report of the Chief Engineer of the Department of Railways and Canals, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his »\m'nion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 3. That the subsidies to be authorized towards the construction of any railway shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless otherwise expressly provided herein, at the option of the Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : — (a) upon the completion of the work subsidized ; or (b) by instalments, on the completion of each ten-mile section of the railway, in the proportion which the cost of such completed section bears to that of the whole work undertaken ; or (c) upon the progress estimates on the certificate of the Chief Engineer of the Department of Railways and Canals, that, in his opinion, haying regard to the whole work undertaken and the aid granted, the progress made justifies the payment of a sum not less than thirty thousand dollars ; or (d) with respect to (b) and (c), part one way, part the other. 4. That the subsidies to be authorized to be granted to companies named shall, if granted by the Governor in Council, be granted to such companies respectively ; the other subsidies may be granted to such companies as established to the satisfaction of the Governor in Council their ability to construct and complete the said railways respectively ; all the lines for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August, 1906, and completed within a reasonable time, not to exceed four years from the said first day of August, to be fixed by the Governor in Council, and shall also be constructed according to descriptions, conditions and specifications approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in each case in a contract between the company and the said Minister, which contract the Minister, with the approval of the Governor in Council, is hereby empowered to make. The location also of such subsidized lines shall be subject to the approval of the Governor in Council. 5. That the granting of such subsidies, and the receipt thereof by the respective companies, shall be subject to the condition that the Board of Railway Commissioners for Canada may at all times provide and secure to other companies such running powers, traffic arrangements and other rights, as will afford to all railways connecting with the railways so subsidized, reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrangements with connecting companies, and equal mileage rates between all such connecting railways ; and the said Board shall have absolute control, at all times, over the rates and tolls to be levied and taken by any of the companies, or upon any of the railways so subsidized : Provided always that any 84 DEPARTMENT OF RAILWAYS AND CANALS iii 7 3 EDWARD VII., A. 19C8 decision of the said Board made under this section may be at any time varied, changed, or rescinded by the Governor in Council as he deems just and proper. <». That every company so receiving a subsidy, its successors and assigns, and any person or company controlling or operating the railway or portion of railway so subsidized, shall each year furnish to the Government of Canada, transportation for men, supplies, materials and mails, over the portion of the lines in respect of which it has received such subsidy, and whenever required, shall furnish mail cars properly equipped for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the Department of the Govern- ment for which such service is being performed, and the company performing it, and, in case of disagreement, then at such rates as are approved by the Board of Railway Commissioners for Canada ; and in or towards payment for such charges the Govern- ment of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of the subsidy so received by the company. *7. That as respects all railways for which subsidies are granted, the company at any time owning or operating any of the railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers, showing the cost of constructing the railway or bridge, the cost of operating it, and the earnings thereof. 8. That the Governor in Council may make it a condition of the grant of the subsidies herein provided, that the company shall lay its road with new steel rails, made in Canada, if they are procurable in Canada of suitable quality, upon terms as favourable as other rails can be obtained, of which the Minister of Railways and Canals shall be the judge. 9. That whenever a contract has been duly entered into with a company for the construction of any line of railway so subsidized, the Minister of Railways and Canals, at the request of the company, and upon the report of the Chief Engineer of the Department of Railways and . Canals, and his certificate that he has made careful examination of the surveys, plans and profile of the whole line so contracted for, and has duly considered the physical characteristics of the country to be traversed and the means of transport available for construction, naming the reasonable and probable cost of construction, may, with the authorization of the Governor in Council, enter into a supplementary agreement, fixing definitely the maximum amount of the subsidy to be paid, based upon the said certificate of the Chief Engineer, and providing that the company shall be entitled to be paid, as the minimum, the ordinary subsidy of 83,200 per mile, together with sixty per cent of the difference between the amount so fixed and the said $3,200 per mile, if any ; and the balance, forty per cent, shall be paid only on completion of the whole work subsidized, and in so far as the actual" cost, as finally determined by the Governor in Council upon the recommendation of the Minister of Railways and Canals and upon the report and certificate of the said Chief Engineer, entitles the company thereto ; Provided always : — (a) that the estimated cost, as certified, is not less on the average than $18,000 per mile for the whole mileage subsidized ; (6) that no payment shall be made except upon a certificate of the Chief Engineer tha\; the work done is up to the standard specified in the company's contract ; (c) that in no case shall the subsidy exceed the sum of $6,400 per mite. iii RAILWAY SUBSIDIES 85 SESSIONAL PAPER No. 20 By Act, 6-7 Edward, Cap Jfi, 1907, assented to 27 April, 1907. 1. The Governor in Council may grant a subsidy of 83,200 per mile towards the construction of each of the undermentioned lines of railway (not exceeding in any case the number of miles hereinafter respectively stated) which shall not cost more on the average than $15,000 per mile for the mileage subsidized, and towards the construction of each of the said lines of railway, not exceeding the mileage hereinafter stated, which shall cost more on the average than $15,000 per mile for the mileage subsidized, a further subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not exceeding in the whole the sum of $6,400 per mile : — 685- To the Central Ontario Railway for an extension of its railway from a point at or near Bancroft to a point on the Canada Atlantic Railway at or near Whitney, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 4, not exceeding 40 miles. G8G- For a line of railway from "Woodstock to the International Boundary in lieu of the. subsidy granted by Chapter 57 of 1903, Section 2, Item 15, not exceeding 26 miles. 687- For a line of railway from a point on the Canadian Pacific Railway at or near Welsford or Westfield, or between the said two points, to Gagetown, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 16, not exceeding 30 miles. 688. For a line of railway from Liverpool to Milton, Nova Scotia, in lieu of part of the subsidy granted by Chapter 57 of 1903, Section 2, Item 23(d), not exceeding 7 miles. f>81>. For a line of railway from Milton to Caledonia, Nova Scotia, in lieu of part of the subsidy granted by Chapter 57 of 1903, Section 2, Item 23(d), not exceeding 22 miles. GOO- For a line of railway from Cheticamp to a point on the line already built between Broad Cove and Point Tupper, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 24, not exceeding 37 miles. GDI. For a line of railway from a point on the Dominion Atlantic Railway to the Government pier or wharf at Canning, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 25, not exceeding 1 mile. 6f>2. To the Nicola, Kainloops and Similkameen Coal and Railway Company for a line of railway from a point at or near Spence's Bridge, on the Canadian Pacific Railway, to Nicola Lake, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 26, not exceeding 47 miles. G03- To the Edmonton, Yukon and Pacific Railway Company, for a line of railway from the Town of Strathcona to Edmonton and thence westerly towards the Yellowhead Pass, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 28, not exceeding 50 miles. 6D4- For a line of railway from Fredericton to Woodstock, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 29, not exceeding 59 miles. 6tK>- For a line of railway from Hawkesbury, Ontario, to South Indian, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 30, not exceeding 35 miles. 86 DEI' A HTM VST OF HA HAY AYS ASI> (ASAf.S iii 7-8 EDWARD VII., A. 1908 696. To the Tilsonburg, Lake Erie and Pacific Railway Company, for a line of railway from Woodstock northerly to a point on the Grand Trunk Railway at Berlin, or from Ingersoll to Stratford, or to any point on tlie Grand Trunk Railway between these places, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 31, not exceeding 35 miles. 01>7- To the Canadian Northern Ontario Railway Company for a line of railway from Toronto, via the east side of Lake Simcoe, to a point at, near or beyond Sudbury through Parry Sound, in lieu of the subsidy granted to the James Bay Railway Company by Chapter 57 of 1903, Section 2, Item 39, not exceeding 265 miles. OOS. For a branch line from a point at or near the intersection of the Canadian Pacific Railway and the Canadian Northern Quebec Railway (formerly the Great Northern Railway) between St. Philippe d'Argenteuil and Lachute, thence in a northerly direction passing through the Village of Brownsburg, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 49, not exceeding 4 ■ 2 miles. (>3H?. To the Orford Mountain Railway Company for the following lines of railway, namely : — from Bolton Line to Mansonville 7 ' 54 miles ; from Mansonville to the International Boundary 3 12 miles ; from Windsor Mills to Brompton Falls 8 miles: from Melbourne Road Crossing to Melbourne Village 3 "50 miles ; and from a point on its main line of railway to the south of end of Bonelia Lake 5 miles ; in lieu of the subsidies granted by Chapter 57 of 1903. Section 2, Item 50, but not exceeding in the whole 27 miles. TOO- To the Canadian Northern Quebec Railway Company, for a line of railway from a point on its main line at or near L'Epiphanie, passing by way of the Parish of St. Jacques de l'Achigan, to the Village of Rawdon, in lieu of the subsid)7 granted to the Chateauguay and Northern Railway Company by Chapter 57 of 1903, Section 2, Item 55, not exceeding 16 miles. TOl- To the York and Carleton Railway Company, for a line of railway from its present terminus westerly, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 61, not exceeding 5 miles. *702. To the Midway and Vernon Railway Company, for a line of railway from Midway to Vernon, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 69, not exceeding 150 miles. 703- For a line of railway from a point at or near the north end of Lake Megantic, thence along the said lake to a point on the International Boundary at or near Riviere Morte, in lieu of the subsidy granted by Chapter 57 of 190*3, Section 2, Item 78, not exceeding 19 miles. "704. For a line of railway from Wellington to or towards Union Bay by way of Alberni in lieu of the subsidy granted by Chapter 43 of 1906, Section 1, Item 6, not exceeding 55 miles. "70o. For a line of railway from Ste. Rose (or from Chimney Corner Coal Mines to a point at or near Chimney Corner Cove) thence via the east side of Lake Ainslie to or towards a point on the Intercolonial Railway at or near Orange- dale, not exceeding 34 miles ; and for a lin^ of railway from a point on the Intercolonial Railway between Orangedale and Point Tupper to Caribou Cove, or Inhabitants Bay or River, not exceeding 4 miles : in lieu of the subsidies granted by Chapter 43 of 1906, Section 1, Item 34. iii RAILWAY SUBSIDIES 87 SESSIONAL PAPER No. 20 706. To the Klondike Mines Railway Company for the following lines of railway, namely : — (a) for a line of railway from Dawson to a point at or near Sulphur Spring, not exceeding 31 miles ; (b) for a line of railway from a point at or near Sulphur Spring to a point at or near the Divide between Dominion and Flat Creeks, not exceeding 45 miles ; (<;) for a line of railway from a point at or near the said Divide to or towards the Stewart River, not exceeding 8 miles ; The whole in lieu of the subsidy granted by Chapter 43 of 1906, Section 1, Item 4G. 707. For a line of railway from St. Peter's to Louisbourg, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2, Item 65, not exceeding 50 miles. 70S. For a line of i ail way from Grandique Ferry, to Arichat, Nova Scotia, being a revote of the subsidy granted by Chapter 7 of 1901, Section 2, Item 15, not exceeding 8 miles. 701>. For a line of railway from Connors, at the terminus of the Temiscouata Railway, to a point on the boundary line between New Brunswick and Quebec, at the foot of Bean Lake, being a revote of part of the subsidy granted by Chapter 7 of 1901, Section 2, Item 2, not exceeding 18 miles. 7IO. 2. Resolved, That the Governor in Council may grant, towards the construction and completion of a railway bridge and approaches over the Nicolet River at Nicolet, in lieu of the subsidy granted by Chapter 57 of 1903, Section 3, Item 1, a subsidy of $15,000. 3- Resolved, That in these Resolutions, unless the context otherwise requires, the expression "cost" means the actual, necessary and reasonable cost, and shall include the amount expended upon any bridge, up to and not exceeding 825,000, forming part of the line of railway subsidized not otherwise receiving any bonus, but shall not include the cost of equipping the railway nor the cost of terminals nor the cost of right of way of the railway in any city or incorporated town ; and such actual, necessary and reasonable cost shall be determined by the Governor in Council, npon the recom- mendation of the Minister of Bailways and Canals, and upon the report of the Chief Engineer of the Department of Railways and Canals, certifying that he has made or caused to be made an inspection of the line of railway for which payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of the construction of such railway. 4. Resolved, That the subsidies hereby authorized towards the construction of any railway or bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless otherwise expressly provided in these Resolutions, at the option of the Governor in Council, on the report of the Minister of Railways and Canals, be paid as follows : — (a) Upon the completion of the work subsidized ; or (6) By instalments, on the completion of each ten-mile section of the railway, in the proportion which the cost of such completed sections bears to that of the whole work undertaken ; or (c) Upon the progress estimates on the certificate of the Chief Engineer of the Department of Railways and Canals that, in his opinion, having regard to the whole work undertaken and the aid granted, the progress made justifies the payment of a sum nut less than thirty thousand dollars ; or (d) With respect to (b) and (c), part one way, part the other. 88 DEPARTMENT OF RAILWAYS AND CANALS iii 7-8 EDWARD VII., A. 1908 H. Resolved, That the subsidies hereinbefore authorized to be granted to companies named shall, if granted by the Governor in Council be granted to such companies res- pectively ; the other subsidies may be granted to such companies as establish to the satisfaction of the Governor in Council their ability to construct and complete the said railways and bridge respectively; all the lines and the bridge for the construction of which subsidies are granted, unless they are already commenced, shall be commenced within two years from the first day of August, 1907, and completed within a reasonable time, not to exceed four years from the said firot day of August, to be fixed by the Governor in Council, and shall also be constructed according to descriptions, conditions and specifications approved by the Governor in Council on the report of the Minister of Railways and Canals, and specified in each case in a contract between the Company and the said Minister, which contract the Minister, with the approval of the Governor in Council, is hereby empowered to make. The location also of such subsidized lines and bridge shall be subject to the approval of the Governor in Council. il. Resolved, That the granting of such subsidies and the receipt thereof by the respective companies, shall be subject to the condition that the Board of Railway Com- missioners of Canada may at all times provide and secure to other companies such running powers, traffic arrangements and other rights as will afford to all railways con- necting with the railways and bridge so subsidized reasonable and proper facilities in exercising such running powers, fair and reasonable traffic arrangements with connecting companies, and equal mileage rates between all such connecting railways ; and the said Board shall have absolute control, at all times, over the rates and tolls to be levied and taken by any of the companies, or upon any of the railways and bridge hereby sub- sidized : Provided always that any decision of the said Board made hereunder may be at any time varied, changed, or rescinded by the Governor in Council, as he deems just and proper. *7. Resolved, That every company receiving a subsidy hereunder, its successors and assigns, and any person or company controlling or operating the railway or portion of railway hereby subsidized, shall each year furnish to the Government of Canada trans- portation for men, supplies, materials and mails over the portion of the lines in respect of which it has l'eceived such subsidy, and, whenever required, shall furnish mail cars properly equipped for such mail service ; and such transportation and service shall be performed at such rates as are agreed upon between the Minister of the department of the Government for which such service is bein^ performed, and the company performing it, and, in case of disagreement, then at such rates as are approved by the Board of Railway Commissioners for Canada ; and in or towards payment for such charges the Government of Canada shall be credited by the company with a sum equal to three per cent per annum on the amount of the subsidy received by the company hereunder. 8. Resolved, That as respects all railways and the bridge for which subsidies are granted hereby, the company at any time owning or operating any of the railways shall, when required, produce and exhibit to the Minister of Railways and Canals, or any person appointed by him, all books, accounts and vouchers showing the cost of con- structing the railway or bridge, the cost of operating it, and the earnings thereof. ii. Resolved, That the Governor in Council may make it a condition of the grant of the subsidy herein provided that the company shall lay the railway with new steel rails and fastenings made in Canada and shall purchase all materials and supplies required for the construction of the railway and bridge and the rolling stock for the first equipment of the railway from Canadian producers, if such rails, fastenings, materials, supplies and equipment are procurable in Canada of suitable quality and upon terms as favourable as elsewhere, of which the Minister of Railways and Canals shall be the judge. iii RAILWAY SUBSIDIES 89 SESSIONAL PAPER No. 20 IO. Resolved, That whenever a contract has been duly entered into with a com- pany for the construction of any line of railway hereby subsidized, the Minister of Railways and Canals, at the request of the company, and upon the report of the Chief Engineer of the Department of Railways and Canals, and his certificate that he has made careful examination of the surveys, plans and profile of the whole line so con- tracted for, and has duly considered the physical characteristics of the country to be traversed and the means of transport available for construction, naming the reasonable and probable cost of such construction, may, with the authorization of the Governor in Council, enter into a supplementary agreement, fixing definitely the maximum amount of the subsidy to be paid, based upon the certificate of the Chief Engineer, and providing that the company shall be entitled to be paid, as the minimum, the ordinary subsidy of $3,200 per mile, together with sixty per cent of the difference between the amount so fixed and the said $3,200 per mile, if any ; and the balance, forty per cent, shall be paid only on completion of the whole work subsidized, and in so far as the actual cost, as finally determined by the Governor in Council upon the recommendation of the Minister of Railways and Canals, and upon the report and certificate of the said Chief Engineer, entitles the company thereto : Provided always — (a) that the estimated cost, as certified, is not less on the average than $18,000 per mile for the whole mileage subsidized ; (6) that no payment shall be made except upon a certificate of the Chief Engineer that the work done is up to the standard specified in the company's contract ; (c) that in no case shall the subsidy exceed the sum of §6,400 per mile. 20— ii— 7 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 PART IV MISCELLANEOUS STATEMENTS 20— iv— 1 2 DEPARTMENT OP RAILWAYS AND CANALS iv 7 8 EDWARD VII. A. 1908 No- Subsidy Agreements for the Construction of Railways Date of Signature. Name of Railway. Authority for Execution. Line of Railway to be Constructed. Act of Parliament. Order in Council. Oct. 15, 1906 Bay of Quinte" Ry. Co. " 8, 190C Halifax & South West- 10, 190G Napierville Junction Ry. Co. Nov. 24, 1906 Jan. 28, Aug. 20, 1907 Quebec and Lake St. John Ry. Co. Quebec Central Ry. . . . 1906 York and Carleton. From Tweed to Bannockburn, Co. Can of Hastings. From point at or near Halifax to Can point at or near Barrington Pas- sage, &c, in lieu of the 68, 77 and 35 miles granted by cap. 57 of 1903. From St. Constant to point at or near International Boundary line on Delaware and Hudson Ry. From Roberval to Govt, wharf at Lake St. John. From St. Francois to St. George. . From its present terminus westerly 1906, c. 43 Sept. 21 1906, c. 43' " 21 1906. 1906. Can., 1906, c. 43 Can., 1906, c. 43 Can., 1906, c. 43 Can., 1903, c. 57 21, 1906. Oct. 17, 1906. Nov. 1900. 1905. Department of Railways and Canals Ottawa, August 3, 1907. iv PUBLIC PROPERTY LEASED SESSIONAL PAPER No. 20 3 1. entered into during the Fiscal Year ended March 31, 1907. Amount of Subsidy. ' Miles ed. Grade. Mile. Ourva- less Width of Clear- ing each side. Width of Cut- ting. d 3 Steel Rails, lbs. per lineal yard. J Date for Completion. Per Mile. Not exceed- ing Number of Subsidiz Maximum Feet per Radius of ture not than Embankm % 8 Feet. Feet. Feet. Feet. Feet. Lb. 3,200 6,400 20 285 955 50 20 15 56 Aug. 1, 1907. 3,200 6,400 185 80 764 49 50 20 15 56 1, 1908. 3,200 6,400 28 26 2,865 50 20 15 56 July 31 . 1910. 3,200 6,400 1 924 410 28 50 20 15 56 Aug. 1, 1908. 3,200 3,200 6,400 6,400 9 5 52 SO 63 955 573 50 33 20 20 15 15 56 56 Oct. 1, 1907. Nov. 1, 1906. HAZEN HANSARD, Laxu Clerk. 20— iv— H 4 DEPARTMENT OF RAILWAYS AND CANALS iv 7-2 EDWARD VII.. A. 1908 No. 2 Contracts entered into during the Nine months forming the Fiscal Year ended March 31, 1907. INTERCOLONIAL RAILWAY. Date of Signa- ture. Contractors. General Description. 1906. July 14. '' 17. 18. Aug. 18. 27. 29. 27. Sept. 10 . 18. Oct. 8. Sept. Oct. in 20. 29. 15. 5. 5. 18. " 20. Nov. 20. Nov. Dec. Dec. 7. " 29. 1907. Jan. 8. 16475 Jan. 16478 16479 16482 16485 Feb. 15. 18. 15. 15. 22. 24. 24. 8. 22. 28. 28. 18. 20. 21. Nova Scotia Steel and Coal Co., Ltd Farquhar Bros Napoleon Dumont Rhodes, Curry & Co., Ltd A. Beauchesne Theodore Richard F. E. McManus E. F. Munro Canadian Bridge Co., Ltd J. B. McManus, Ltd E. A. Wallberg Joseph Gosselin McNeil Bros S. W. Campbell Rhodes, Curry & Co., Ltd John McDougall & Co J. B. McManus, Ltd Cloutier & Gaudreau The Harris Abattoir Co., Ltd E. A. Wallberg Antigonish Electric Co J. W. Dobson The Great North West Telegraph Co A. Proulx M. E. Keefe John Starr, Son & Co F. A. Rounan & Co J. H. McKay Willard Kitchen John N. McElmon Emil A. Wallberg H. Boulay & Cie Town of Rimouski Pictou Foundry and Machine Co Galena Signal Oil Co Dominion Bridge Co., Ltd Willard Kitchen W. S. Wright Chappell Bros. & Co., Ltd Willard Kitchen W. P. McNeil Willard Kitchen Deliver 83,840 pairs of steel splice bars at Trenton, N.S. Wiring of passenger station at Windsor, N.S. Erect addition to freight shed at St. Henri Junction, Quebec. Deliver 200 hopper cars. Erecting hot water heating apparatus in station at Drummondville, Que. Erection of cribwork, &c, at St. Alexis station, Que. Erect heating and plumbing fixtures in baggage room at St. John, N.B. Construct extension to freight shed, loading platform and erection of crane foundation at New Glas- gow, N.S. Construct bridges at Enfield, Elmsdale and Shubena- cadie, N.S. Filling pond east of railway station at Charlottetown. Erect freight car repair shop at Moncton, N.B. Erect station at Chaudiere, Que. Erect freight shed at Iona, N.S. Remodel station at Pictou, N.S. Erect planing mill at Moncton, N.B. Deliver 750 33-in. car wheels. Erect station at Shediac, N.B. Improvement at Drummondville, Que. Railway siding at Sydney, C.B. Paint shop, repair shop and office building at Moncton, N.B. Wiring of station at Antigonish, N.S. Raising wharf at Pictou Landing. Provide, &c, wire from Moncton to Ottawa. Erect freight house at St. Pierre, Que. Erect 36-stall engine house at Halifax, N.S. Instal auxiliary fire alarm system in yards, &c, of Intercolonial Ry. at deep water terminus, Halifax. Erect superstructure of a double track bridge over the Sackville river, near Bedford Station, N.S. Erect combined station, dwelling and freight room at Pugwash Junction, N.S. „ Construct 50,000-gallon water tank and pipe line at Glengarry, N.S., and pipe line at Campbellton, N.B. Removal of freight shed at Windsor Junction, N.S. Erect locomotive shops at Moncton, N.B. Erect freight shed, &c, at Salmon Lake, Que. Supply water at Rimouski, Que. Supply and installation of a hot water heating appar- atus in agent's dwelling at Pictou, N.S. Supply Sibley Perfection Signation oil. Supply valve, coach, engine and car oils. Erect bridge at Doaktown, N.B. Erect 50,000-gallon water tank at Sackville, N.B. Improve station, enlarge freight shed and construct baggage room at Rothesay, N.B. Erect station, freight shed and platform at Sydney Mines, N.S. Erect bridge at Boiestown, N.B. Deliver three through steel turntables. Grading and double tracking cotton factory branch, Halifax, N.S., &c. Excavation on west side of Water St., Halifax, N.S. PUBLIC PROPERTY LEASED 5 SESSIONAL PAPER No. 20 Contracts intered into during the Nine months, &c. — Continued. INTERCOLONIAL RAILWAY — Continued. No of Date Con- of Signa- Contractors. General Description. ture. / 1907. 16519 Feb. 19. . Rhodes, Curry & Co., Ltd Delivery of two postal cars. 16523 Mar. 13. . Beazley Bros Removal and dredging out of pier No. 9 at Halifax, N.S. 16528 12. . The Locomotive and Machine Co. of Erect bridge at Boyer River. Montreal, Ltd. 16544 16. . Bridges at Harbour au Louche. &c. 16547 22. . Locomotive and Machine Co. of Bridges at Stewiacke, Truro, Hall's Creek and St. Henri. Montreal. 16555 20. . Seventy-foot turntable for Newcastle, N.B. 16557 Feb. 20. . H. G. Hagen & Co Provide hot water heating apparatus for freight office at Sydney, N.S. 16571 Mar. 30. . Thos. A. Barnhill & Co Erect dwelling for station master at Riversdale, N.S. PRINCE EDWARD ISLAND RAILWAY. 16259 16294 16314 16317 16319 16325 16354 16369 16379 16416 16418 16464 16480 16482 1906. July 5 . Aug. 18. " 27. Sept. 10. 10. 10. Oct. Oct. 10. 23. Nov. 9 . " 12. 1907. Jan. 5. 1906. Dec. 20 . 1907. Jan. 21. The Canadian Fairbanks Co., Ltd... Delivery of a gasoline engine for the swing span of the Hillsborough Bridge. Willard Kitchen Removal of Lake Verde Station and supplies of materials in connection therewith. M. F. Schurman & Co Deliver 8,100 lineal feet of portable snow fence.. W. S. Kinnear & Son Painting of bridges on Murray Harbour and Montague branches. J. B. McManus, Ltd Filling pond east of railway station at Charlottetown. J. M. Clark and D. R. Morrison Erection and completion of three-stall engine house at Sumrnerside, P.E.I. Canadian Locomotive Co., Ltd Deliver two 10-wheel narrow gauge locomotives. D. R. Morrison Construct drain at Alberton, P.E.I. Bruce Stewart & Co Supply turning and operating gear for swing span of Hillsborough Bridge. Reid & Archibald Erect cribwork rest piers for swing span of Hillsborough Bridge. E. A. Wallberg Erect brick car shop at Charlottetown, P.E.I. Construct erecting machine and blacksmith shop at Charlottetown. Provincial Government For operation in respect to highway use of Hillsborough Bridge. M. F. Schurman & Co Remove and remodel old station at Kensington, P.E.I. (1IAMBLY CANAL. Agreement to settle all claims made by His Majesty against company consequent upon damage? done to canal electric power-house. GALOPS CANAL. 16420 1906. Nov. 20 . George A. Begy Rebuilding retaining walls at Iroquois, Ont. 6 DEPARTMENT OF RAILWAYS AND CANALS iv 7-8 EDWARD VII., A. 1908 Contracts intered into during the Nine months, &c. — Continued. GRENVILLE CANAL. No. of Con- tract. Date of Signa- ture. Contractors. General Description. 16501 1907. Feb. 8. . The Phoenix Bridge and Iron Works, Ltd. Erect bridge over canal at Grenville, Que. LACHINE CANAL. 16262 16417 16508 16518 1906. July 6.. Nov. 14.. 1907. Feb. 20.. Mar. 4. . Lakefield Portland Cement Co Quinlan & Robertson C. Strubbe Quinlan & Robertson Supply 3,000 barrels of cement. Grading and finishing surface on north side of lock 2. Supply 3,000 barrels of Portland cement. Underpinning old masonry wall and constructing new concrete wall at Montreal Warehousing Co . basin No. 2. RIDEAU CANAL. 16492 16495 16554 1907. Jan. 22.. " 15.. Mar. 28.. Poison Iron Works, Ltd Poison Iron Works, Ltd Deliver 80-foot screw tug. \greement varying certain leases. Electric lighting equipment for 80-foot screw tug. SAULT STE. MARIE CANAL. 16324 16396 16474 16521 1906. Sept. 4 . . Nov. 5 . . 1907. Jan. 14.. Mar. 11.. Kenneth McK. Wright C. S. Boone Construct sidewalk along walls of Canadian Sault Canal lock. Erect shelter and lunch house, Sault Ste. Marie, Ont. Stone protection bank or backing to the new extension to the south pier at the upper entrance of canal. Deepen and widen channel way of upper entrance. SOULANGES CANAL. 16428 16449 1906. Nov. 22.. Dec. 17.. Erect three cottages at Coteau du Lac. Erect wharf at Cascades Point, Que. iv CONTRACT* ENTERED INTO 7 SESSIONAL PAPER No. 20 Contracts entered into during the Nine months, &c. — Concluded. TRENT CANAL. No. of Con- tract. Date of Signa- ture. Contractors. General Description 16260 16316 16328 16381 16437 16532 1906. July 4.. Aug. 30.. " 28.. Oct. 12.. Dec. 1 . . 1907. Mar. 15.. Lakefield Portland Cement Co., Ltd. The Lake Simcoe Dredging Co Poison Iron Works, Ltd Supply 1,000 barrels Portlanld cement. Improve east branch of Ho~and River. Erect swing bridge at YouGg's Point. Erect swing bridge over H Hand River. Construct substructure of Holland River bridge. Construct and delivery of an 80-foot screw tug. WELLAND CANAL. 16293 16321 16346 16348 16392 16502 16535 1906. Aug. 18.. Sept. 10.. Oct. 8. . 8. . " 15.. 1907. Feb. 18.. Mar. 16 . . Cunningham & Sons Edward Conroy J. H. Kratz & Co Placing stone protection along certain portions of summit level between Thorold and Port Colborne. Constructing a turning basin and dock at Welland. Construct grain elevator at Port Colborne, Ont. Iron gears and pinions for hoisting valves, 1906. Renew a portion of east pier at Port Maitland, Ont. Supply timber, lumber, &c, for 1907. Iron, brass and phosphor bronze castings for 1907. HAZEN HANSARD, Law Clerk. Department of Railways and Canals, Ottawa, August 3, 1907. 8 DEPARTMENT OF RAILWAYS AND CANALS iv 7-8 EDWARD VII., A. 1908 ISTo. Water Power and other Public Property leased by the Department of Railways and INTERCOLONIAL 16423 Nov. 16424 j " 16425 I " Dec. 1906. Aug. 13 27 Sept. 20 Oct. 8 10. 20. 19. 24. 20. 12. 12 1. 5. 27. 1907. 16511 Feb. 8 16515 27 16516 March 20 16520 6 16526 11 16533 6 16551 25 16552 25 16560 1 Le Credit Municipal Canadien Privilege to lay 6-in. water pipe across lands and under tracks of I.C.R. at St. Romuald, P.Q Canada Ry. News Co License to sell on all passenger trains and at certain stations, newspapers, books, &c F. L. Fairweather License to place automatic match vending machine in some station buildings of I.C.R Wm. F. Napier Land west of Campbellton, N.B Town of Stellarton Privilege to lay 12-in. sewer pipe under tracks at Main Street H. S. Gregory & Son Land at St. John, N.B The Harris Abattoir Co., Ltd Railway siding at Sydney, C.B Wm. H. Baxter Land at Norton, N.B D. M. Grant Privilege to lay and maintain water pipe across lands and under tracks of I.C.R. at Eureka, N.S Tudhope Carriage Co Land at Hopewell, N.S Hattie O. Chapman Land at Stewiacke, N.S Geo. L. Tullock Land at Elmsdale, N.S Geo. Dumont Land at Rogersville, N.B Town of Sydney Privilege to lay 18-in. drain pipe at Sydney, N.S I. B. Shaffner & Co Land at Elmsdale, N.S K. Lord Privilege to lay drain pipe at L'Islet, Que Chas. Love Privilege to lay 1-in. water pipe two miles east Marys- ville, N.B J. H. Hewson and A. A. Jones.:. . . . Land at Amherst, N.S Walter C. Bishop Privilege to lay and maintain an 8-in. sewage pipe at Dartmouth, N.S T. Ouellette Land at St. Eloi Station, Que Town of Dartmouth Privilege to lay 20-in. sewer pipe under tracks at King Street James Barclay Land at Lansdowne, N.S Jno. Fenderson & Co iLand at Sayabec, P.Q Saunderson Manufacturing Co., Ltd. Land at Sydney, N.S., and privilege to lay l*-in. pipe across I.C.R PRINCE EDWARD 16318 16362 Oct. 8. . 1906. 16443 Dec. 7.. CHAMBLY Land in Chambly Basin Village. iv PUBLIC PROPERTY LEASED SESSIONAL PAPER No. 20 9 3. Canals during the Nine months forming the Fiscal Year ended March 31, 1907, RAILWAY. Amount of Water Power. Term. Commence- ment of Term. Terms of Payment. Annual Rental. Due each Year. First Instalment Due. During pleasure . . Jan. 1, 1906 5 years. . May 3 years ISept. 6,900 sq. ft. 320 sq. ft.. . 1,500 sq. ft. 1767 370 5,200 sq. ft. 729, 1,500. July Sept. July Nov. July Dec. 1,150 sq. ft. i,560 sq. ft . 476 sq. ft. . . 5,174 sq. ft. 40 sq. ft.. . . 1, 1900 5 00 Jan. 1. 8,000 00 Monthly.. 3"70 acres During pleasure. . July 1, 1906 1, 1906 March 1, 1906 1, 1906 25 p. c. gross re- ceipts to Ry., 10 p. c. gross re- ceipts to agents. 1 00 Jan. 1, 1906 Monthly. July 1. . July 1, 1906 Sept. 1, 1906 1 00 " 1 25 00 March 1 5 00 Oct. 1 2 00 Sept. 1 1, 1906 1, 1906 1, 1906 1, 1905 1, 1906 1, 1906 1, 1906 1, 1906 1 00 July 5 00 Sept. 2 00 ,f 1 00 July 5 00 Nov. 1 00 July 5 00 I " 1 00 Dec. March Sept. July Sept. July Nov. July Dec. 1, 1906 1, 1906 1, 1906 1, 1906 1, 1900 1, 1906 1, 1905 1, 1906 1, 1906 1, 1906 1, 1906 July 1, 1906 1 00 July 1. . July 1, 1906 Jan. 1, 1907 5 00 Jan. 1. . Jan. 1, 1907 July 1, 1906 1 00 July 1. . July 1, 1906 Jan. 1, 1907 5 00 Jan. 1. . Jan. 1, 1907 1, 1907 5 00 1. . 1, 1907 Dec. 1, 1906 1 00 :Dec. 1. . Dec. 1, 1906 Sept. 1, 1906 5 00 Sept. 1. . Sept. 1, 1906 Jan. 1, 1907 5 00 Jan. 1.. Jan. 1, 1907 ISLAND RAILWAY. 1.904 sq. ft 1,050 sq. ft During pleasure. . Aug. 15, 1905 . . Dec. 1, 1905 100 00 Aug. 15. 1 00 Dec. 1. Aug. 15, 1905 Dec. 1, 1905 CANAL. 400 sq. ft During pleasure. Nov. 1, 1906 1 00 Nov. 1. . Nov. 1, 1906 10 DEPARTMENT OF RAIWAYS AND CANALS jv 7-8 EDWARD VII., A. 1908 Water Power and other Public Property leased by the Department of Railways and CORNWALL No. OI Lease. Date OI Signature. Lessee. Property Leased. 16361 16426 16427 1906. Oct. 8. . Nov. 5.. 5. . Sisters of Hotel Dieu Bell Telephone Co. of Canada, Ltd.. Pts. lots 12 and 13, 1st con., tp. Cornwall, Ont Privilege to erect and maintain telephone line between waterworks power-house and Ottawa & New York Ry. Co's bridge Privilege to erect and maintain telephone line across canal, and from King's highway to St. Lawrence LACH1NE 16267 16315 16356 16357 16558 16359 16372 16421 16466 16473 16477 16484 16512 16517 16525 16529 16530 16531 1906. July 24.. Aug. 30.. Oct. 8. . 8. . 8. . 8. . 10.. Nov. 3 . . Dec. 20 . . 1907. Jan. 8. . 1906. Dec. 28. . 28. . 1907. Jan. 31 . Feb. 21.. 25.. March 6.. 15.. Feb. 23.. The Simplex Ry. Appliance Co. of T. Pr<5fontaine & Co Privilege to lay and maintain an 8-in. water pipe, and Land adjacent to Brewster's bridge, Montreal Privilege to lay siding on north bank to premises of Privilege to lay an 8-in. pipe above Cote St. Paul bridge, and draw water, &c Land on north side of Canal near Brewster's Bridge.. . Pt. of south bank of Old Canal G.T. Ry. Co. of Canada Dominion Wire Mfg. Co., Ltd T. M. Fox F. Robertson Pure Ice Co., Ltd Montreal Water & Power Co R.O. & A.B. MacKay The Roval Insurance Co Privilege to lay, maintain and operate 6 sidings on N. bank of canal east of Atwater Ave., Montreal .... Land on long pier on S. side of canal entrance at Lachine Privilege to lay 2-in. pipe from canal to Cad. lot 3601, Par. Montreal and privilege to draw water Lot 17, St. Gabriel Basin No. 3, St. Ann's Ward Lot 21, St. Gabriel Basins 2 and 3, St. Ann's Ward, Montreal Land on S. side of canal, St. Gabriel Ward Ward Land on N. W. side of canal, near Brewster's bridge . . . Privilege to lay double line of 36-in. pipe in St. Henri. Land on S. side canal, St. Gabriel Ward, Montreal.. . . Land on N. side of Lower Basin No. 1 Offices in Lessor's building, Montreal RIDEAU 16495 16546 1907. Jan. 15. . March 22 . . Agree, varying Leases Nos. 12050, 12051. 12162, and SATJLT STE. 16384 1906. Oct. 24.. Two parcels land on St. Mary Island, District of IV CONTRACTS ENTERED INTO 11 SESSIONAL PAPER No. 20 Canals during the Nine months forming the Fiscal Year ended March 31, 1907 — Con. CANAL. Area. \moun t of Water Power. Term. Commence- ment of Term. Terms of Payment. Annual Rental. Due each Year. First Instalment Due. During pleasure. . July 1, 1900 Sept. 1, 1900 1, 1900 S cts. 1 00 5 00 2 00 July 1.. Sept. 1.. 1. . July 1, 1906 Sept. 1, 1906 1, 1906 CANAL. July 1, 1905 360 00 July 1. . July 1, 1905 Aug. 1, 1906 311 37 Aug. 1. . Aug. 1, 1906 July 1, 1906 18 45 July 1. . July 1, 1906 Jan. 1, 1900 10 00 Jan. 1. . Jan. 1, 1905 Sept. 1, 1906 250 00 Sept. 1. . Sept. 1, 1906 1, 1900 5 00 1. . 1, 1906 |May 1, 1900 1 00 May 1. . May 1, 1900 July 1, 1900 10 00 July 1. . July 1, 1906 Dec. 1, 1906 25 00 Dec. 1. . Dec. 1, 1906 Jan. 1, 1907 30 00 Jan. 1. . Jan. 1, 1907 Aug. 1, 1907 211 40 Aug. 1. . Aug. 1, 1907 May 1, 1907 174 40 May 1. . May- 1, 1907 Jan. 1, 1907 144 40 Jan. 1. . Jan. 1, 1907 Dec. 1, 1906 222 00 Dec. 1. . Dec. 1, 1906 Jan. 1, 1907 10 00 Jan. 1. . Jan. 1, 1907 1, 1907 96 00 1. . 1, 1907 Sept. 1, 1900 586 20 Sept. 1. . Sept. 1, 1906 May 1, 1907 2,200 00 Quarterly. . Aug. 1, 1907 29,655 sq. ft. 11,950 sq. ft. 300 sq. ft.... 3,000 sq. ft. 16,912 sq. ft. 16,912 sq. ft. 9,650 sq. ft. 5,550 sq. ft. 6,000 sq. ft. . 19,450 sq. ft . During pleasure . 19 years July During pleasure. During pleasure . CANAL. 1, 1907 21 years Jan. 1, 1904 500 00 July 1 . . July MARIE CANAL. 0-576, 1.483 ac 21 years May I, 1899 20 00 May 1 . . May 1, 1899 12 DEPARTMENT OF RAILWAYS AND CANALS iv 7-8 EDWARD VII., A. 1908 Water Power and other Public Property leased by the Department of Railways and SOULANGES No. of Lease. Date of Signature. Lessee. Property Leased. 1906. 16382 Oct. 23. . Land, lots Nos. 235 and 240, Par. of St. Ignace, Co. of Soulanges, Que 1907. 16524 Jan. 31. . N. and A. Bourbonnais Pt. Cad. lot 130, Par. St. Ignace de Coteau du Lac. TRENT 1906. 16376 Oct. 15. . Lease of £ acre of land, part of lot 32, 8th Con. Tp. of Eldon, Co. of Victoria, Ont., and privilege of taking Lease of land, Pt. of lot 32, 8th Con., Tp. of Eldon, 16377 15. . WELLAND 1906. 16261 July 23. . Canadian Colored Cotton Mills Co., Ltd Certain canal reserve land in the Town of Merritton Part of lot No. 26 in the 5th Con. of Tp. of Crowland, Part of lot No. 26 in 5th Con. of Tp. of Crowland, Co. of Welland Privilege to erect power transmission line in Tp. of Thorold, Ont., and to cross canal at several points between Allanburg and Port Colborne, and 8 par. Land in City St. Catharines, being part of lot 19, Con. 6, Tp. of Grantham, Ont Privilege to lay and maintain a 4-in. gas pipe across old canal on line of Albert St., Thorold, Ont Land, part of lot 27, Con. 1, Tp. of Humberstone, Co. of Welland, Ont Privilege to carry transmission power cables across Land on S. side of West Main St., Welland, Ont. . .... Privilege to lay, &c, 6-in. water main along S. side of Old Canal Privilege to erect telephone line between Byng and Dunnville, and bridge over Grand River, andito 16302 Aug. 27. . 16303 18. . M. Beatty & Sons, Ltd 16365 Oct. 10. . Ontario Power Co. of Niagara Falls. 16378 23. . 16380 24. . The Thorold Natural Gas Co 16434 Nov. 24. . 16435 24. . 16438 Dec. 1. . 16446 Nov. 20. . 16486 Dec. 20. . 1907. 16527 March 2. . Pts. lot 28, 1st Con., Tp. Humberstone, Co. Welland, Ont 16539 16. . Department of Railways and Canals, Ottawa, August 3, 1907. PUBLIC PROPERTY LEASED 13 SESSIONAL PAPER No. 20 Canals during the Nine months forming the Fiscal Year ended March 31, 1907 — Con. CANAL. Terms of Payment. Amount of Water Power. Commence- ment of Term. Area. Term. — » — Annual Rent al. Due each Year. First Instalment Due. ~r $ cts. During pleasure . . 1st parcel, during pleasure. 2nd parcel, 21 years. Sept. 1, 1906 16 00 Sept. 1. . Sept. 1, 1906 3 00, 6-50 acres Nov. 1, 1906 57 00 Nov. 1. . Nov. 1, 1906 CANAL. During pleasure. . Sept. 1, 1906 1, 1906 20 00 Sept. 1.. Sept. 1, 1906 1 'til fiorea 20 00 1. . 1, 1906 1 CANAL. 21 years July Aug. 1, 1902 £120 00 Jan. & July During pleasure. . 1, 1906 10 00 Aug. 1. . Aug. 1906 1, 1906 100 00 1.. 1906 10 yrs. renewable. Sept. 1, 1906 100 00 Sept. 1. . Sept. 1906 During pleasure. . 1, 1906 5 00 1. . 1906 April Nov. 1, 1906 10 00 April Nov. 1. . April 1906 1, 1906 25 00 1. . Nov. 1906 1, 1900 1 00 1. . 1906 0-02 acre Dec. 1, 1906 15 00 Dec. 1. . Dec. 1906 Nov. 1, 1906 5 00 Nov. 1. . Nov. 1906 Sept. Jan. 1, 1906 5 00 Sept. Jan. 1. . Sept. 1906 0 24, 0.46 ac 1 1907 10 00 1. . Jan. 1907 21 yrs. renewable. March 1, 1907 134 40 March 1. . March 1. 1907 HAZKN HANSARD, Law Clerk. 14 DEPARTMENT OF RAILWAYS AND CANALS iv 7-8 EDWARD VII., A. 1908 No. Property Conveyed to the Department of Railways and Canals and Letters Patent CANADIAN PACIFIC No. of Deed. Date of Signature. Grantor. Lot. * 16387 ♦16388 1905. Jan. 31.. 1904. Dec. 9.. Francis A. Spilsbury Lots 27, 28 and 29 in town of Port Moody, bein.r W. sub- division of lot 326, township 11. INTERCOLONIAL *16304 *16307 *16308 *16309 *16311 *16331 1906. June 15. 11. 1904. Sept. 29. " 29. 1906. May 28. P. M. Duggan, et ux Jos. It. Henderson, et ux. Land at . The Alex. Gibson Ry. & Mfg. Co. The Canada Eastern Ry " . . Rights to take water and ballast along line of Canada Eastern Ry. The Eastern Trust Co. (adm. of Land on N. side of Upper Water Street. late T. F. Jenkins). Noel Pare" Part lot 141 1905. * 16393 May 31. 1906. Ed. M. Wilson Land on S. side of Gray's Lane. 16429 16430 16462 16481 16510 16540 16541 16542 16613 16614 16637 16639 16655 1 1 ■,(■,(■, 7 July 27 " 28 Oct. 10 July 9 Sept. 4 Geo. Shaffer S. J. Lawrence Caroline Smith Dan. L. McPhee, et ux. A. P. E. Parent Oct. 2' " 21 Nov. ; 1907. Land on W. side of Upper Water St. Land at Land in rear of Lockman St Land in Part lot 586 Wm. S. Cunard, et al Land on E. side of Campbell Road. 'A. M. Bell, et ux Land in rear of Upper Water St. . . Jno. Townshend Land on E. side of Windsor^ t Feb. 28. Mar. 12. 7. 7. Feb. 13. Mar. 22 . Land between. Land at Ed. Kiegan, et ux Henry Vickers, et ux G. B. Terran " ' | Farm crossing at. Jno. J. Robertson Land in Thos. Ritchie, et al [Land at PRINCE EDWARD 1906. 16472 Oct. 16653 Dec. 5. . I A. J. Carruthers IPart lot 19. 27. . iJno. G. McDonald iLand at.. . * Too late for last year's report. iv PROPERTY CONVEYED SESSIONAL PAPER No. 20 AXD DAMAGE RELEASED 15 4. granted during the Nine months forming the Fiscal Year ended March 31, 1907. RAILWAY. District. County. Area. Amount. Remarks. 5 ' 88 acres. . . 588 " ... S cts. 1 00 1,201 39 RAILWAY. Lakeview Halifax, N . S. Halifax " Halifax |Halifax, N.S. Ste. Helene Parish Bagot, Que... Halifax. Fort Lawrence Halifax North Sydney Notre Dame de Liesse de la Riviere Ouelle Parish. Halifax Cape Breton, N . S. Halifax, N.S '. Sydney Mines Cape Breton, N.S. Bedford Halifax, N.S....:. N. Sydney & Sydney Mines. Sydney Mines Bedford Halifax, N . S. 4-3 acres. 3478 " . 10,117 sq. ft. 16,779 " . 2,911 " . 828 " .... Cumberland, NS i 0'88acre.. Halifax, N.S 1,216 sq. ft.. . . Cape Breton, N.S 10,758 Kamouraska, Que 2 '53 acres. Halifax, N.S. 0 5,712 26,000 096 " sq. ft.. 500 " .. 3,294 " .. 0 ' 1 acre. 2,108 sq. ft 0 03 acre.. . 1,182 50 45,400 00 S00.000 00 1 00 1,800 00 200 00 1,300 00 1,600 00 123 20 350 00 500 00 65 00 250 00 7.500 00 H. (Mil) III) 150 00 150 00 100 00 250 00 100 00 50 00 ISLAND RAILWAY. Prince, P.E.I.. . Vernon River Bridge Queen's, P.E.I. . 9 acres 150 00 1,100 00 16 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 Property Conveyed to the Department of Railways and Canals and Letters Patent RAPIDE PLAT No. of Deed. Date of Signature. Grantor. Lot. 0 16468 1906. Dec. 31.. His Majesty to Mary E. Robertson. SAULT STE. MARIE 16461 1906. Dec. 12.. Ontario Govt, to Govt, of Canada. TRENT 16389 ♦16448 16505 1906. Sept. 10.. Jan. 22.. July 5.. Toronto University United Counties of Northumber- land and Durham, et al. Public Works Dept. to Railways and Canals Dept. ' Bensfort, ' 'Wallace Point,' 'Hastings' and 'Trent' or 'Narrows' swing bridges. * Too late for last year's report. DEPARTMENT OF RAILWAYS AND CANALS, Ottawa, August 3, 1907. . PROPERTY COW EYED .1 \f) DAM ACE RELEASED 17 SESSIONAL PAPER No. 20 granted during the Nine months forming the Fiscal Year ended March 31, 1907 — Con. CANAL. District. County. Area. Amount. Remarks. Matilda Township Dundas, Ont $ cts. Letters patent. CANAL. Algoma, Ont 50 ac, 5 ac. Order in Council. CANAL. S. Monaghan Tp., Hastings Village and Seymour Tp. 200 00 1 00 HAZEN 1IAXSARD. Law Clerk. 20— iv— 2 13 DEPARTMENT OF RAILWAYS AND CANALS iv 7-8 EDWARD VII.. A. 1908 T^o. 5. Damages released to the Department of Railways and Canals during the Nine months forming the Fiscal Year ended March 31, 1007. INTERCOLONIAL R A I L\V A V. No. of Re- lease. Date of Signature. Grantor. Descritpion. Amount. 16277 16441 16467 1906. July 17.. Oct. 2.. Dec. 26. . A. Guimont, et al Henrietta O'Dell R. G. & Wm. Hood Damages to house No. 17, Gray's Lane, Halifax, N.S. From any damage, &c, that may arise when travel- ling on engines and vans. $ cts. 200 00 2b0 00 CHAMBLY CANAL. 16386 16463 1906. Aug. 4. . Dec. 26.. Cecile Briggs Ambrose Kinney Damages by water to 184 arpents of land, lot No. 217, parish of St. Luc, Co. of St. John's, Que. Damages sustained by boat R. 1 . Patrick while pass- ing through Chambly Canal. 2,000 00 20 00 CULBUTE CANAL. 16296 1906. Aug. 4. . Patrick J. Cully, et al Damages by flooding to W. i lot 35 and lots 36 and 37 in E. range of Allumette Island. 420 00 SOULANGES CANAL. *16297 1906. Mar. 1 . . Amable Clement Damages to parts lots 427 and 428, parish of St. Joseph de Soulanges, Co. of Soulanges, Que. 80 00 TRENT CANAL. 1906. *16397 Feb. 5 . . Catherine Conroy For damage by water in city of Peterborough, Ont., 350 00 lot 20, W. of Concession St. ♦16398 " 20.. Mary Jane McQua For damages by water in city of Peterborough, Ont., 600 00 lot 57, W. of Rogers. 1905. * 16399 Aug. 22 . . Eliza L. Beattie For damages by water in city of Peterborough, Ont., 150 no lot 18, in Ashburnham. 250 00 * 16400 " 21.. Nellie Courtenay For damages by water in city of Peterborough, Ont., lot N. A 16, in Ashburnham. Too late for last year's report. iv PROPERTY CONVEYED AND DAMAGE RELEASED 19 SESSIONAL PAPER No. 20 Damages released to the Department of Railways and Canals during the Nine months forming the Fiscal Year ended March 31, 1907 — Concluded. TRENT CANAL — Concluded. Date of Signature. Grantor. Descritpion. Amount. 1906. ♦16401 Feb. 2 2 ♦16403 19 ♦16404 « 20 ♦16405 Mar. 8 ♦16400 12 ♦16407 Jan. 16 ♦10408 Mar. 16 * 16409 Feb. 20 ♦16410 Mar. 10 ♦16411 Feb. 28 ♦16412 23 ♦16413 3 ♦16414 16 16432 Oct. 30 16454 Dec. 20 ♦16543 Jan. 5 ♦16587 Jan. 23 16604 Dec. 13 Jas. Ballantyne. et ux.. . . William Campbell Charles Noyes, et ux Annette Dover, et al James May, et ux David Dennie, et ux Martin Hobbins R. F. McWilliams, et ux. William Henthorn Janet Moffat, et al Elizabeth Arnow John Henthorn, et ux. . . . Wm. Beattie, et ux A. J. Kidd, et ux Mark Curtis, el al Ronald McKay Margaret Cleary, et al., Dan. Maloney, et ux.. . Jno. McLean, et al. . . . For damages by water, city of Peterborough, Out., lot 15, W. of Concession and N. of Maria. For damages by water, city of Peterborough, Ont., S. £ of lot 16, W. of Concession. For damages by water, city of Peterborough, Ont., lot 18. For damages by water, city of Peterborough. Ont., lots 60, 61, 62, W. of Rogers and N. of Maria. For damages by water, city of Peterborough, Ont., lot 21, N. of Maria and W. of Concession. For damages by water, city of Peterborough, Ont., block ' W, ' E. of Concession. For damages by water, city of Peterborough, Ont., lot 9, W. of Concession and S. of Maria. For damages by water, city of Peterborough, Ont., lots 63, 64 and 65, S. of Maria and W. of Con- cession. For damages bv water, city of Peterborough, Ont., lot 25, E. of Rogers St. For damages by water, city of Peterborough, Ont., lot 59, township of Douro. For damages by water, city of Peterborough, Ont., lot 10, S. of Maria and W. of Concession. For damages by water, city of Peterborough, Ont., lot 25, E. of Rogers St. For damages by water, city of Peterborough, Ont., lot 17, W. of Concession St. Damage by water to part lots 16 and 17, concession 8, township of Douro, Ont. Damages by water to four parcels of land in township of Otonabee. Co. of Peterborough, Ont., and to lumber, machinery and brickyard thereon. Damages consequent upon loss of a heifer by drown- ing in Trent Canal. Damages to parts lot 3, concession 12, township of Douro, Co. of Peterborough, Ont. Damages to part lot 9, concession 10, township of Douro, Co. of Peterborough, Ont. Damages to part lot 57, W. of Rogers St., Peter- borough, Ont. $ cts. 500 00 250 00 250 00 500 00 500 00 1,000 00 200 00 150 00 150 00 350 00 400 00 350 00 550 00 323 72 4,898 00 40 00 50 00 35 00 150 00 * Too late for last year's report Department of Railways and Canals, Ottawa, August 3, 1907. HAZEN HANSARD, Law Clerk. 7-8 EDWARD VII. SESSIONAL PAPER No. 20 A. 1908 I N I )EX Page. Accidents and casualties :— Intercolonial Prince Edward Annapolis and Disby Railway, expenditure on construction. Accountant and Auditor of P.K.I. Ky., Statements of the. . Accountant of Department, Statements of the .... Collectors of Canal Tolls in account with Revenue Expenditure during fiscal period ended March 31, 1907. . . ii on construction, maintenance, &c, of canals. H on construction and enlargement of canals. . . Baie Verte Canal Beauharnois Canal Carillon and Grenville Canal Chambly Canal Cornwall Canal Culbute Lock and Dam Farran's Point Canal i Cialops Canal Lachine Canal Lake St. Francis Lake St. Louis Murray Canal Rapide Plat Canal . Rideau Canal Sault Ste. Marie Canal Soulanges Canal Ste. Anne's Lock and Canal St. Lawrence River and Canals, Surveys, &c St. Ours Lock St. Peter's Canal Tay Canal Trent Canal Welland Canal Williamsburg Canals Hydraulic and other rents Miscellaneous expenditure Railway expenditure and revenue Annapolis and Digby Canada Eastern Canadian Pacific Cape Breton Carleton Branch Drummond County Eastern Extension Intercolonial Montreal and European Short Line National Transcontinental Oxford and New Glasgow Prince Edward Island. Yukon Territory Works Railway expenditure on Capital Account Recapitulation — Railways ii Railways and Canals Revenue received from canals Subsidies voted for railways 20— Index— 1 11 10 22 13 19 25 26 16 9 20 5 24 23 15 13 29 48 46 41 45 40 37 35 42 34 32 38 44 36 39 43 46 47 49 28, 30, 49 50 2 DEI'Ah'TUEXT <)E RAILWAYS AM) CANALS 7-8 EDWARD VII., A. 1908 Baik Vekte Canal, expenditure on surveys . Beauhaknois Canal : — Description of canal Expenditure Operation and maintenance Sketch showing section of lock ..." Superintending Engineer, Report of the Water on mitre sill Board of Railway Commissioners Burpee, Mr. T. C, Engineer of Maintenance, Windsor Branch. I. C. Ry Butler, Mr. M. J. Sec 'Deputy Minister' Canada Eastern Railway- Expenditure Canadian Pacific Railway Do. — Expenditure on construction Canal navigation routes, descriptions of Canals Revenue ■ Cue Breton Ry., expenditure on construction Carillon Canal : — Description of canal Expenditure . Operation and maintenance Sketch showing section of lock Superintending Engineer, Report of the Water on mitre sill Carleton Branch Ry., expenditure on construction. . Chambly Canal : — Description of route Expenditure Operation and maintenance Sketch showing section of lock . Superintending Engineer, Report of the Water on mitre sill Chief Engineer, Report of the : — Beauharnois Canal, operation and maintenance Canals, description of Canal Statistics Carillon and Grenville Canal, operation and maintenance Chambly Canal, operation and maintenance Cornwall Canal, enlargement .... Oueration and maintenance . Reducing shoals west of Canal. . . . Culbute Canal Dates of closing and opening of canals Expenditure on construction and enlargement of canals Farraifs Point Canal enlargement. . Freight branches, I.C.R Freight passed through each canal Galops Canal, enlargement Galops Rapids, Improvements Inclosures Intercolonial Railway Lachine Canal, enlargement Operation and maintenance Length of Government Railways Murray Canal, operation and maintenance North Channel Improvements Operations on Government Railways Plans and sections of locks on canals Prince Edward Island Railway • Railway Subsidies Railways under Government control - . Railway through communication between the Atlantic and Pacific. Rapide Plat Canal, enlargement Rideau Canal, operation and maintenance. . • I 45 I 40 II 46 I 28, 49 37 I II 53 I 17 II 38 II 24 II 142 II 147 I 35 II 56 I 21 II 37 II 25 II 140 II 145 II 3S II 46 II 41 II 38 II 37 II 29 II 35 II 32 II 40 II 41 II 33 II 29 II 6 II 41 II 30 II 31 II 5 II 5, 9 II 29 II 34 II 5, 44 II 39 II 32 II 7 II 24 II 22 II 41 II 7 II 44 II 30 II 39 INDEX 3 SESSIONAL PAPER No. 20 Chief Engineer, Report of the— Concluded. Sault Ste. Marie construction Operation and maintenance Sketches showing Sections of Canals. . Soulanges Canal construction : Operation and maintenance St. Anne's Lock, operation and maintenance St. Lawrence River and Canals St. Lawrence River and Lake improvements St. Ours Lock and Darn, operation and maintenance. . . . St. Peter's Canal ■■ ■■ .... Summary of cost of maintenance and operation of Canals Trent Valley Canal, construction. Operation and maintenance Welland Canal, operation and maintenance Deepening portions of long level Improvements at Port Col borne Removal of obstructions Williamsburg Canals, operation and maintenance Windsor Branch Railway Chief Engineer of the Intercolonial Railway, Report of the. Chief Engineer, P.E.I. Ry,, Report of the Comptroller of the Govt. Railways Cornwall Canal : — Construction and enlargement Description of works Enlargement. Expenditure Fines and damages Operation and maintenance Reducing shoals Superintendent of Operation, Report of Water on mitre sil Is Culbcte Canal, Expenditure Part. Page. E Eastern Extension Railway, expenditure on construction. . Engineer of Maintenance, Windsor Branch. Report of the. Intercolonial Ry. Expenditure on canal works generally Deputy Minister, Report of the Board of Railway Commissioners Canals Expenditure on Railways ii Canals General Summary Government action as to subsidized railways Government Railways in operation Intercolonial Prince Edward Island , Windsor Branch Land Subsidies Maps to accompany same (in separate pocket) National Transcontinental Railway Revenue from Government works Railway Subsidies Subsidy contracts from July, 190(i, to March, 190" Subsidy payments during fiscal period ended March 31, 1!)07. . Devereux, Mr. J. U. See " St. Peter's Canal " Drummond County Railway : — Capital account J II Expenditure I 11 II II II II II II II II II II II II II II II II II II II II II II II II I Tl II II II II I II I II II T 27 3(J 24 27 35 37 32 31 37 40 40 28 39 36 31 30 31 36 21 65 118 80. 116 29, 153 49 29 12 155 35 32 167 156 18 xvi liii xvi xv liii IX xix xix xx 172 20 42 34 117 71 5, 27 4 DEPARTMENT OF RAILWAYS AND CANALS 7-8 EDWARD VII., A. 1908 F Fakban'h Point Canal :— Construction and enlargement Expenditure on capital account Description of canal Water on mitre sills. . FBIPP, Mr. F. B., See "Sauk Ste. Marie". . . Galops Canal : — Construction Descrip1 ion of route Expenditure on capital account Enlargement Improvements Maintenance North Channel, improvement works Superintending Engineer, Report of the Water on mitre sills General Manager of Government Railways, Report of the : Intercolonial Prince Edward Island Windsor Branch Government railways in operation Gkand River Feeder . Grant, Mr. A. J., See "Trent Canal" Grenville Canal : — Description of works Expenditure Operation and maintenance Sketch showing section of canal Superintending Engineer, Report of the Water on mitre sill ' Gut Dam ' Halifax to Montreal, distance from Hansard, Mr. Hazen. See "Miscellaneous Statements" Huggan, Mr. See "Accountant and Auditor of Prince Edward Island Railway Hydraulic and other rents Intercolonial :— Accidents and casualties Capital account Deputy Minister, reference to Chief Engineer, Report of the Comptroller and Treasurer, Statements of the Engineer of Maintenance, Report of the Description of route Expenditure, Statement by Accountant of Department , General Manager, Report of Length of road Mechanical Accountant, Statements of the Revenue account Deputy Minister, reference to Rolling stock ... Stores account Superintendent of motive power — report Traffic, Statistics relating to Working expenses Iroquois Section of Williamsburg Canals 1 1 I II II 1 1 1 1 II I II II II II II II II II 11 II II II I II II II II II II IV II I II II II II II II I II II II II II II II II II II IXDEX 5 SESSIONAL PAPER No. 20 JOUGHINS, Mr. (i. R., Supt. Motive Power, Intercolonial Railway. LaOHINE Canal - Construction Description of route Expenditure Enlargement works Fines and damages Operation and maintenance Sketch showing section of canal Superintending Engineer, Report of the Water on mitre sills Lake St. Francis, expenditure Lake St. Louis channel — expenditure LAND grants made by governments to Railway Companies Littlk, Mr. W. C. See " Accountant of Department ".. . . M Mackenzie, Mr. W. B. See "Chief Engineer, I C R." See " Chief Engineer, P. E.I." M.\rs to accompany report of Deputy Minister (in pocket) Marceau, Mr. E. See " Quebec Canals " McClellan, Mr. J. H., Supt. of Trent Canal Mechanical Accountant of the Intercolonial, Statements of the Mechanical Superintendent of Prince Edward Island Ry Miscellaneous statements : — Subsidy agreements for construction of railways Contracts entered into Damages released ' Property conveyed Water power and other property leased ■ Montreal and European Short Line Railway, expenditure on construction Montreal, Ottawa and Kingston Canals Division, description of routes Montreal to Port Arthur, route, cost, &c Murray Canal : — Description of works Expenditure Fines and damages Operation and maintenance Superintendent of Operation, Report of the Water on mitre sills I I II II I II II II II n ii i i it ii ii ii ii ii IV IV IV I V IV I II II II I II II II II Page. 101 2ft 48 7 29 148 34 24 135 144 11 10 liii 3 65 119 135 172 101 125 2 4 18 14 8 38 52 33 50 22 155 39 154 150 National Transcontinental Railway Expenditure Western Division, Report of Chief Engineer North Channel, St. Lawrence River, straightening &c, and building dam I II I I xvn 44 177 150 Oxford and New Glasgow Railway, expenditure on construction Ottawa River Canals I II 36 Pacific Coast to Montreal by C.P.R., distance Perth Branch of Rideau Navigation Peterborough Lift Lock, sketch Phillips, Mr. A. T. See "Rideau" Poole, Mr. W, L. See "Mechanical Superintendent ' II 1 1 II II 1 1 44 54 26 165 125 6 DEPARTMENT OF RAILWAYS A \l> CASALS 7-C EDWARD VII., A. 1908 Pout Colborne Harbour, Report of Engineer . Pottinger, Mr. D. Sec "General Manager " . . Prince Edward Island Railway :— Occidents . . . Accountant and Auditor, Statements of the Capital Account Chief Engineer, Report of the Description and length of road Expenditure on construction Ereight earnings General Manager, Report of the Length of line Mechanical Superintendent, Report of the.. Rolling Stock Superintendent, Repoitof the Working expenses Quebec Canals. Repoitof the Superintending Engineer. Beauharnois Can 1. Carillon and Crenville Canals Chambly Canal Closing, dates of Depth of water on the several mitre sills Fines and damages Lachine Canal Soulanges Canal St. Anne's Lock St. Ours Lock Surveys, Quebec canals It Railway Subsidles : — Cash subsidies paid ii of fixed amounts Chief Engineer's report, reference to. II II II II II II II 1 II II II II II I I II II II II II II II II II II II II II H used iron rails Loan of n Subsidies voted for railways Subsidy Acts passed : — Cash grants Rapide Plat Canal : — Description of route Expenditure on Capital Account Enlargement and construction Superintending Engineer, Report of the Water on mitre sills Rhealme, Mr. L. N. See "St. Lawrence District". . . . Richelieu and Lake Champlain system of navigation. Rideau Canal : — Expenditure on canal Description of route Sketch showing: section of lock. Water on mitre sills River St. Lawrence and Lakes- Description of route Expenditure on surveys North Channel, improvement. . Ill 3 III 5 IT 41 III 6 III 6 III 6 I 50 III 7 II 50 I 13 II 32, 14S II 148 II 150 II 148 II 55 I 19 II 53 II 39 II 54 II 24 II 1G5 II 171 II 47 I 9 II 150 INDEX 7 SESSIONAL PAPER No. 20 Sault Ste. Marie Canal :— Construction Description of works Expenditure Maintenance and operation Superintendent, Report of the Improvement work, Report of the Engineer in charge Sketch showing section of lock ScHREIBER, C, Report on Western Division of National Transcontinental Railway. Shannon, Mr. S. L. Sec " Comptroller" Sharp, Mr. G. A. See "Superintendent of P. E. I. Ry" Soclanges Canal : — Construction Damages collected Description of works Engineer, Report of the •. Expenditure Operation and maintenance Sketch showing section of lock Water on mitre sills Stewart, Mr. W. A. See "St. Lawrence Canals" Subsidies. See " Railway Subsidies" . Superintendent of P. E. I. Ry., Report of the Ste. Anne's Canal :— Description of works • Expenditure Operation and maintenance Superintending Engineer, Report of the ' , Water on mitre sills Sketch shov ing section of canal Lawrence Canals— Construction : Cornwall Canal. Galops Canal 1 Gut dam ' Lockages •. RapidePlat Canal, construction Superintendent of operation, Report oi Water on mitre sills : Williamburg Canals Lawrence District: — Fines and Damages Superintending Engineer, Report of the, on enlargement Superintendent of operation and maintenance, Report of Water on mitre sills St. Lawrence River and Lakes :— Description of routes Expenditure on surveys North Channel, construction St. Ours Lock and Dam : — Description of lock Expenditure Operation and maintenance Sketch showing section of lock Superintending Engineer, Report of the St. St. St. Peter's Canal :— Description of works Expenditure on construction. . . Operation and maintenance. . . . Report of Mr. Devereaux Sketch showing section of lock Tav Canal, expenditure. See also " Rideau " Transcontinental railway communication. Report of Engineer of Western Division. II 27 II 52 I 25 II 36 1 1 160 11 159 1 1 24 II 177 II 83, 116 II 120 II 27 II 148 II 48 II 138 I 26 II 36 11 24 II 144 1 1 153 1 1 1 3 11 120 1 1 53 I 10 1 1 37 11 142 II 147 II 24 11 153 II 14!t II 151 II 155 II 148 1 1 153 n L56 ii 153 TI 155 II 149 1 1 153 II 156 1 1 31 I 9 II 32 II 55 I 20 11 37 II 24 II 141 II 146 II 58 I 5 II 4o II 172 II 25 I 24 II 44 II 177 8 DEPARTMENT OF RAILWAYS AND CM A VLS 7-8 EDWARD VII., A. 1908 Trent Canal :— Construction Description of works Engineer in charge — Report of Expenditure Operation anrl maintenance Sketch showing lift lock at Peterboro . . Superintendent — Report of the Superintending Engineer, Report of the. Walker, Mr. J. J. See " Mechanical Accountant " Walsh, Mr. E. J. See " Trent Canal Surveys " Welland Canal : . Damages to property Description of canal and branches Engineer in charge of improvements at Port Col borne Expenditure . Grand River Feeder Improvements at Port Colborne Long Level, deepening portions Operation and maintenance Port Maitland branch , Removal of obstructions Sketch showing section of lock Superintending Engineer, Report of the Water on mitre sills , Welland River branches Weller, Mr. J. L. See ' Welland Canal' Williamsburg Canals : — Description of works Expenditure . . , Fines and damages Operation and maintenance Superintendent of Operation, Report of , Water on mitre sills Windsor Branch : — Comptroller and Treasurer, Statements of the Engineer of Maintenance, Report of the Description of the road Earnings | II General Manager, Report of the Length of route II II II I II II II II Yukon Railway :— Expenditure 11 101 II 176 11 158 II 51 II 157 I 15 II 51 II 157 II 31 II 3G II 51 II 31 II 24 II 157 II 159 II 51 II 159 II 49 I 13 II 155 II 36 II 153 II 156 II 116 II 117 II 45 II 23 II 116 II 7, 45 1 43 University of Toronto Library DO NOT REMOVE THE CARD FROM THIS POCKET Acme Library Card Pocket Under Pat. "Ref. Index File" Made by LIBRARY BUREAU