64 EEPORT OF THE No. 3 



This township is very easily reached, as the National Transcontinental Railway 

 crosses it from east to west, and the townsite of Hearst is in the north-west corner of 

 the township. The north-east corner of the township was surveyed first and the 

 line between Lots 6 and 7 across Concessions 1 to 8 was run from north to south. 

 The field notes, however, were reversed so as to read from south to north. 



Iron posts were planted at the intersections of the centres of the road allow- 

 ances at the following places : At Lots 12 and 13, Concessions 1, 6, 7 and 12, at 

 the east side of Lot 1, 'Concessions 6 and 7, at the west side of Lot 29, Concessions 

 6 and 7, at the north-west and south-west corners of the township; and at Lots 

 6 and 7, Ooncession 12 (north boundary). Iron posts had already been planted at 

 the north-east and south-east corners of the township. 



The town site of Hearst lies in the north-west corner of the township, and all 

 the land between the Transcontinental Railway and the Mattawishquia River as 

 far west as the west boundary of the township is included in the town site. 



The line between Concessions 10 and 11 intersects the town site near the 

 north-east corner of Town Lot No. 1 and a tie to the corner of this lot is shown in 

 the field notes. 



The posts for the corners of Lots 25 to 29, Concession 11, were planted by 

 measuring along the Transcontinental Railway track. They were then projected to 

 their proper position, as shown in the field notes. These positions were calculated 

 from the information obtained from the plan of the right of way and railway yards 

 supplied me by your Department. 



The lines throughout the survey were all well cut and blazed and the posts 

 were carefully made and firmly planted in the ground. All posts and bearing trees 

 are marked with a scribing iron. Bearing trees were noted at all lot corners 

 wherever a suitable tree could be found and the bearings and distances of these 

 frees from the respective corners are all entered in the field notes. 



The traverse of the Mattawishquia River was carefully made with transit and 

 stadia. The posts for Lots 23 to 29, Concession 10, were all projected as the 

 traverse was being made, the bearings and distances being reduced at the time so 

 as to give the lots their correct frontage on the river. In some cases where a 

 small corner of a lot would have been cut off by the railway or the river, it was 

 considered advisable to leave such corners with the lot adjoining on the same side 

 of the railway or river, as the case may be. Those parts of Lots 2i2, 23, and 24, 

 Concession 10, which lie north of the railway were posted as two lots and numbered 

 2*2 A and 23 A in order to avoid confusion. All thees lots are shown on the plan 

 which accompanies this report. 



In running the north boundary it was discovered by an observation that the 

 bearing across Lots 1 to 6 was south 89° 39' west. This line is straight, and the 

 error was made in starting. I decided not to re-run the line, but defiected the 

 boundary north at Lots 6 and 7 and ran across Lots 7 to 12 on a course north 

 89° 39' west. Across Lots 13 to 29 the course of the north boundary is west 

 astronomically. An iron post was planted where the line was deflected at the 

 intersection of the line between Lots 6 and 7 with the north boundary. 



Observations were taken where possible, a siderial watch and proper azimuth 

 tables being used for this purpose. 



Across Lots 12 to 18, Concessions 9 and 10, the railway is used as the blind 

 concession line. These lots are posted as double fronts, the road allowance on each 

 side of the right of way of the railway being posted as well as the concession lines 

 at the fronts of these lots. These lots are shown on the accompanying plan. 



