74 REPORT OF THE No. 3 



agricultural purposes, there remains considerable bush and scrub. Highways 

 have been constructed and improved, serving the settlers throughout the different 

 parts of these districts, but owing to the nature of the country, many of these 

 avenues of travel are not built along the original road allowances, but along the 

 valleys where the obstacles encountered on the road construction were not so 

 great. The nature of the country throughout the southern portion of our 

 territory is somewhat different, as the greater portion of the land is free from 

 rock, thus allowing roads to be easily constructed along most of the original 

 sideroad and concession lines. 



Two different lines of railways, the Canadian Pacific Railway and the 

 Canadian National Railway, are running north and south through the country 

 to be mapped. 



The locations of the highways and railroads, as well as the presence of the 

 Georgian Bay, the western boundary of our survey, guided us more or less in the 

 selection of control routes to be traversed. 



The operations were carried out from one main camp with fly camps to 

 different parts of the territory as they were required. From the main camp, as 

 much work was carried out as was deemed advisable in the best interest of the 

 progress of the survey, with fly camps serving as quarters for the more remote 

 sections. 



Camp sites were selected at different points throughout the field of our 

 operations with the view of occupying positions that were economically advan- 

 tageous as regards mileage of travel to and from work, with due consideration 

 being paid to condition of the highways serving that particular locality. 



The whole camp, under the direction of J. W. Pierce, O.L.S. and D.L.S., 

 comprised two transit parties complete besides the necessary assistance to cut 

 out lines and operate cars, with a small staff to look after the office work. There 

 was in addition a topographical party. 



The territory over which our work extended was divided into blocks, by 

 following some road, railroad or other avenue that was not too difficult to force 

 a traverse line along. These blocks ranged from twenty-five to approximately 

 one hundred miles around. Where it was not practical to complete one of these 

 blocks or circuits without ranging far beyond the limits of the field of our work 

 assigned to us, spur lines were run in order that we might gain the required 

 information for control. 



Within the limits of the area to be mapped, two geodetic points had been 

 established by triangulation survey some years previous. These two points we 

 incorporated in our lines of control traverse. 



In order that our survey would be more or less permanent, metal posts 

 were set in rock, wherever possible, at approximately three miles apart, at suitable 

 locations along our lines of traverse. From the position of these rock posts, 

 bearings were taken to distant objects, as gables of buildings, brick chimneys 

 and church spires, and recorded, as well as proper sketches of the objects. 



As the country along the southerly limit of our work is more or less free from 

 rock, concrete posts three feet in length were planted in the ground, with the 

 metal posts set in the top. Each post was given a number, plainly marked on 

 the top, and also a distinguishing sheet number. A carbon impression of the 

 markings of each post was taken and retained. 



One main control traverse was run from a point in the vicinity of our first 

 camp near Bracebridge to and along the Canadian National Railway, to Scotia 

 Junction and then westerly following the railway to a point near Rosseau Road 

 and then along the Canadian Pacific Railway beyond Parry Sound. The whole 



