THE TORONTO-BARRIE TOLL CABLE 591 



and that for return loss 63 per cent of the circuits would be better than 

 27.0 db or 72 per cent would be better than 26 db at 2600 cycles, 

 provided the following features were incorporated : 



(a) Manufacture of complete length of cable in one continuous produc- 

 tion with reasonably careful control of variables. 



{b) Capacity equalization splicing at the mid-point of each 3000-foot 

 loading section. 



(c) Reel lengths be assigned as to location on the basis of average reel 

 length capacity. 



On the basis of these preliminary studies, it was decided to proceed 

 with the cable plan, using the B-135 standard 19-gauge exchange cable. 

 Figure 2 shows the plant layout finally adopted for the cable and its 

 feeders. 



At the Toronto end it was essential to use pairs in a recently placed 

 19- and 16-gauge quadded toll entrance cable (mutual capacity .062 

 mf. per mile) about eleven miles long in order to keep the cost of the 

 cable to a minimum. This appeared feasible, using the same type 

 loading coils as in the main cable, if the loading spacings were extended 

 to provide the same loading section capacity as in the main non- 

 quadded cable, and if the cable were sufficiently well respliced to break 

 up the side-to-side (within-quad) adjacencies so that the crosstalk 

 coupling would be comparable to that obtained in the main (non- 

 quadded) cable. 



Route 



It was necessary to select the shortest practicable route passing as 

 close as possible to the places to be served (see Fig. 2). The route 

 selected is, for the most part, on a road which lies about midway be- 

 tween the main highways serving the territory north of Toronto. It 

 is expected that the location chosen will be reasonably free from 

 highway changes. Also, for the portion of the route south of Aurora, 

 an existing open wire pole line was suitable for supporting the cable on 

 long span construction. 



At one point three miles of swamp covered with bush intervened on 

 the direct route, the avoidance of which meant an increase in expendi- 

 ture for right-of-way, as well as lengthening of the cable. It was 

 decided to go straight through the swamp, using swamp fixtures, as 

 shown in Fig. 3. An interesting sidelight on securing the route through 

 the swamp was the fact that an original road right-of-way was shown 

 on the map. On searching the records the surveyor found the original 

 survey notes made in 1860 and eventually confirmed the location by 

 finding some old pottery which, according to the records, had been 



