v^, IMAGE EVALUATION TEST TARGET (MT-3) y A O /k^ :/ t/j & 1.0 I.I 1.25 S ^ IIIIIM ^ U£ 112.0 1.8 14 III 1.6 Photographic Sciences Curporatiori 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 m. ^^^ V ,v \\ "% .V <» •«*^ ^ O^ " (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: L'exemplaire fllm^ fut reproduit grice k ia gAnirosIti de: The Nora Scotia Legislative Library Les images suivantes ont 6t6 reprodultes avec le plus grand soin, compte tenu de la condition et de la netteti de l'exemplaire filmi. et en conformity avec les conditions du contrat de filmage. 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Les diagrammes suivants illustrent !a mdthode. 1 2 3 1 2 3 4 5 .6 M "«y ^OVA SCOT/4 PROVINCE HOUSE ^ R ppiPMiiMiiiMitiiMPi //^2 A EUROPEArf INO ■'.#•1* : t-: AoiBtTH AMERlCi# .WAY TERMNUSi — ■■* SYDNEY, CAPH^BRETOir, * i NBAMtT PORT j(« BRITlStt NORTH AJtf^RlCA TO BVROFfi^ I I ■r feYDNEYj |jUMlrt» AT TBi "CAP! 8RET0K nW OmC», "lft ^ I ?-^"lO, I i^ i m I M mmm The recent great Improvement in Steam Navlgatinn, the rnpid e?i ,1.^ lishmentofiUeam communication between Europe nnd America v.m] ih,- contemplated introduction of Railways connectln;! tlie Peip.-ri- of )!>.■ Atlantic with the cities of the interior, have I.itforly caMed forth r-,.- >. speculation as to the most suitable Ports on this Copii-ent f. r . arrival and departure of Steamers between those conntrirs. While several pieces on the Eastern shores of Nova Scuii.-i h,u.-p„t in their respective claims, urging some peculiar advantage, the people of Cape Breton have ventured to publish, in the accompatiying pamphlet the results of a Public Meeting held at Sydney, on the subject of the "Railway terminus." From the safety, accessibility and extent of the harbor of Sydney—the immense coal fields in its vicinity, and oiher advantages, they indulge the hope that whenever a survey is completed, the superior claims of Sydney wi'l be acknowledged. Sydney, Cape Breton, April, 1851. I I f?.; ( I . «-^»I*l' « ! J '■.. ^^ Jl 'nr mLji - a9HE3»..t •-#• :j.-MrdiMA...^«;^. ^^E1KT(F1M ajlPtiui'ITir^enr'iRI AMFilRlPAH (IM])JL(fJ)IS" f'hl ."^ .^^rpwliig i] ZiiTtaf ir./' Sharp 2SJWashV^M.VQSUm. SJBITET; OFiB ]BJiJETa:^Xo 1 was UH .ii!««wi!n^ dif. BifDHTTR of tlif p-rnpiDSf^d EAI^i^^ATi^ fi-oim JBIiJE Ta I^ i^ ^'IIW ^ilIlRK m^ ilJUEBlE] € o I '» ) r' I P'WHI Stdnet, Fkbri/aut 17th., 1961. SIR. YoiT are he;.ebjr rewpoiit fully requesieJ lo convene a public leeting ofihc Inhabitauts of ihe Coutuy ot'C.ipa Breton, at acme early ^iid convenient day to meet at tbe Court HouBe at Sydney, for the pur- [lose of lakiiifj into consideration the best rheans of (levalopin;j the qrwat |)aturul resources of Cape Breton, and inoru particularly to point out the (fcnpabilitit*s and advaniaces of t'-e Harbour of Syd■« «# K^^m^*-'***^*-^ P^ Mm l»*#j|i*i;. - *n.'««a*«».i««s», , „.,,,„„ 6 r T. rra'vl.^v, Commander R. N., IJ. VV. Crawley, I). G. Ili'jby, Jas Armstrong, llobert Gray, John I'urritifftoii. >\lexnn(ler MnKay, ^Villian> Cf)rbet, iMichael McKenna, 'I'homijs Townsend, John Lorway, Richard Loijue, Willi;un Graham, Robert Atidrews, John VVjilsh, Amlrew W. Se!!on, James Dnnrie, refer A'Heiirn, liawrencft Barry, W. E. Smith, Barrister, I). N. McC.ieen, " A. F. Hfdiburion, " J. E. McDonald, Thos & Jas Jost, Gammell, Moore & Co, T. E. Joaris", C n. llarrinorton, G. E. Bisrcheil, John Ferg'jsson, George Lewis, Juiir., John Christie, James Matheson, J»)hn H. Christie, Junr, Robert Hamilton, Edward Carr, Jacob Vickerj, Angus Matheson. George F. Leonard, John Dunphy, John Woodill, J. G. I'ooley, Henry McKeajney, James Jordan, William Fraser James Coleman, William Woodill, Jnhi. G McKcnzip. C. E., S. Ifi'hardson, A. B., D' Campb'^ll, Wm McOjieen, Joiin A Moore, J((hji McLfian, B'ov/ers Archibald, Samuel i lant, John Mnu^rah, Samuel P.rookman, CharIo« MiiiTiTah. John Orinaiid, Junr, James J•l^^^ II. B. Clarke, John Keeie, S. H. Sellon. Thomas Walsh, Nathan. Spenrer, Francis Oliver. E. R. Sutherland, Solicitor, A. O. Dodd, G. B. ^Vatson, Principal Sydney A cad am V, E. P. Archbdid, W.L. While, \Vrn. Kynock &. Co, AUxr. iMclnnes, Peter i\?i!!an, Owen Gillespie, William Murray, Archibald McKenzie, John McGregor, Charles McDonald, Benjamin Carr, Aiit/us Anderson, William Turnbull, KeMU( th Dunn, Michael Florian, John McKenzie, John Le Crass, Jacob S. Itigraham, Donald McNiven, , James Anderson, Robert Emsley, James Dunbar, Daniel Thompsoo, w-i i K., ;-f' o-clock. lof.uoou. tor Ihe (...rpce.. .heicsn maried. RiCHAtto Gnn;or>', ^r. Sherllf 01 the County of Cape Brelou. Sydney, ^20ih February^ lr51. tor, Sydney i„g ever a..eu.bleJ ihero, wa- l.oU .:. li.c Luurt lloui,e .1 byd>,ej. I„thenb.oNa ►..coUd ^'^'r^i^Vrens it Is th. opauon ofthisMeeting that a lar^e amount of va- Cane Bre;o.. hearing upon thi. impo..aut -^J^^^; ;^^ ^, ..^^ ; T^" brou.h. beibrethe public >n .l.s oountry 'Z^;!;^^ ; ,^ "^^^^^ , ^,ur obtaM..o; and this meeting being altio c,l <^ .niou ^^"'^ ' ^ ''^ pj^i^^ries ces of t;ns i.hn.d, not Inoiied to U. valuah c M.ne., ^^/' ^" ^;; f ^^ andAfrricuhnre.huiextemc.ito many other s^nurces ot u.tLin.,1 m nrtementr^'ltbenw^ lor u.eful purposes in pr.nuo.-.ng ?^::r!;: 'i^l.g^.t.on and Mann..:ture., ^^ -^^ |^f ^"^ j:;;;;:'^ K/^nt(;ri:^;::::h::;^::v.;:d^:b.^^^^ lion it paired iinaniaiouely. 111 '.4 8 ilirnART> Urown, Es^ , Agent of the General Mining ABsocia< (ion, proposed Resolution : '^hai the followinjr Gentlemen be a Committee fof tarryinc; out th'o objects named in tlie forenoing Resolution. The Hon. Mr. .Iiis^tice Dndd, ; The llon..J. McKeajjney.ni. e. c. &, M P. P. ; W. M. Monro, Ejiq., M. p. v. ; J is IMcI.eod, Esq., m. p p. ; C. E Leonard, Esq., Cii-tos ; P H? Clarke, Agent for I^loyds ; Richard Brown, Agent Of the Minino Association ; T. D. Arcbi'aald ; J. Bouri- not ; E. P. Archbold ; P. Moore; G H. Gcf-rier ; Capt Oiiseley . H. Davenport; E. Sutherland ; H. Mnuro ; N. II. Martin; Wm. Gnmmell, ThomHS Bown ; D.N. McClucef/; A. F. Halibqrton ; L. llobertson ; John Fergusson ; D. B.McNab, &, J. Robertson, Esquires,' which being seconded by Thomas D. Archibald, Eaq., Consular Agent 6f the United S^tates, Waif adopted. On Motion of Henrv DaVej/poiit. Esq., C6rhptrol!er Customs and Navigation Laws, seconded by John Bourinot, Esq., Consul of France/ Ji teas Resolved: That a subscription Lisf be opened for the purpose of defraying the expenses incident to publishiugthe report. The Honorable Mr. Justice Dodd, Messrs! Brown, Archibald, Da- venport and Moore, were then appointed a Sub Committee to report on " Railways and Steam Navigation," and their Report having been' approved by the Committee is now presented to the public. &EPORT. The select Committee appointed to enquire into t'hc capabilities and advantpgesof the Harbor of Sydney as one of the termini of the projec- ted " European and North American A.ailway" have inquired mio t\\^ matter referred to therein, and agreed upon the following report. AlthougTi'tho"' magnificent Stearrieris eihployed by Mr. Cunard, under contract wifh th6 Lords ofthe Admiralty, and more recently by Mr. Collins^ rinder controtft witl. the United States Government, hav» re- duced tha' voyage across the' Atlantic to almost a nirie days' certainly, your Corriniiitee are of opinion that a route cart be pointed out which will shorten the voyage by at least one iburth, and thu"^ satisfy the great and incrbasirig' anxiety itiariifested in Great Britain as' well as in the' Ignited' States to obtaih thei most rapid means df' cbriniiuliication be-' tWfen Erfrbpie^ and America. IVi thi" Sumrtier of 1850 a ConventloB ww Kftld at Portland ifa thW' « < 9 United Slates, wliich was nitendt^d by persons of great influence in tlic Union, by Delegates fVoin ilie Drititili I'ruviiiues represoiitinjj ilieir res- pective Goveriuuent.s, and oibers deputed li> fnriber particuhir loc.d interests in the Provinces vi' Cai;;.il.!, New B'-nnawick, and Nova ScDiia proper. Ca])e iireum was not loprosenled, but some ot'tlie Del- egaieb remarked on lier inipoituiit position on liic Map of Morlh Amer- ica. A series (if Resolutions were adopted doclaratory of the nnanitnous opinion held in llje United iiir.iea and Briiish Provinces H'.at thu "iSiMHiT Of TiiK AoB i>Er.iA.\Ds 'a shorter way of iaicrchan^e between .Viiirope and America liian even the present reduced passaae affords, u deterniiuaiion to affect a junction by e\iendin<; the lines (jfUailway at J) esent in o|>eraiion in the United Stales to ilie Eujtv^ra sea board of Nova Scotia, a id tlien^e by " briJi^ing this All antic with powerful Stea- mers" to b(ni.> p ace ill lielaiid. It a[)pears to yonr Coinmiitoe tliis object en onl»' be accomplished by :i route vvhich crossni^ tlie Atlantic at its narrowest part, obtains a footing on the most easterly point of America, and s/wrtetts ihe sea by addinij to the extent «jf land travtllinix, since Ocean Steam Vessels havo not yet exceeded an average speed oiiwulve and a half miles per houf, whilst the Locomotive can easily accomniisli Forty 3Iilts. Cape Breton from its geographical position has been very generally desicTuated iu the United Slates the "LONG WUARF OF AMERl- .vefMi 59''' 33 andGl-*40 \Vest Lon"i- Jude, and 45 ^ 27 and 4.7 ^5 North Latitude, its greatest length about Mtie hundreji and its greatest breadth eighty miles, comprising an area of about :-,OiJO. 000 acres, of which at least to 1,200,000 are fit for cnlti- vaiion, abounding with Pdiueral wealt'i, the most im|)ortani of vvhich consists of fxlensive Coj'.I fields; with a climate singularly healthy, Hnd a population estimated at 70,000, engaged principally in Agriculture, Mining, and the Fisheries — it is unquestionably one oi llie most valu- able possessions of the British Cmpifc. The Island has several good Harbours, including Sydney on its eastern, and Louisburg on its southern sea board ; tlie latter has bee.j named with Halifax and Whiiehaven in Nova Scotia proper as suitable ior the terminus of the proj)osed " European and North American Kaihvay;" all these, except Sydney, being situated on the Southern CJoast are much infestednwiih fog during tiie Summer months, which subjects all Vessels to great danger, and Steamers, to much loss of time in consequence of the caution it is necessary to use when approach- ing tlie Land. Louisburg is the nearest to Europe, being only 1940 Miles froaj Gajway ; Whitehaven is 2,000 and Halifax 2120 Miles from the same pluce. Sydney is 1950 Miles from Galway,and possesses so t.liiny advantajies over all those places that it must liecotne the Semmer ":nninusof this Railway, OR PAVE THE WAY FOR A CO PE- f^ftm^tm^m^mm mmkt n- .J* 10 TING LIN'S DESTRUCTIVE OF THAT OaiGlNALLY PRO- POSED. it is true the Navigation of Sydney is hnpoded by ice, stMerally from two to four months in the Winier, an objeciion which will bfe f^hortly disposed of, whilst Louisburg, also an excellent liarbonr, is open nearly aH ihe year round, tn this respect however it possesses no svi- ponority over Sydney since h Railway route Irom either place rxingt cross the Gut ofCanseau, which is no't navigahle durin*: some of the winter monihs. Sydney, as will be shown in the sequel, being mfinite-- ly preferable t« ^oui^lyurg— Halifax and Whitehaven alone rema-netf !.» be considered. Suppose a steamer to run at an average speed of 300 miles per day, Sydney can be reached in 6 day? 12 hours— White- liaven in G days 10 hours, nnd Halifax in 7'days2 hours, from Galway. The detention caused by fogs when steering for these latter Ports, as wellas Louisburg, will average Ei^^/iteen /tours— inakiug the tottil of time cons umed intlfe Voyage' To Louisburg, ... 7 days 0" hours, Whitehaven, . . 7 days 10 *' Halifax, . . . 7 days 20 " Sydney can therefbre be reached in less time than Louisburg, 18 hours, Whitehaven, 22 I'ours, Halifax. 32 hours. Sydney, as ha? beewalre-ady stated, iaimpeded' by ice in the winter; nn objection from which the other harbours are not at all times entire^ Jy free, but which must be di posed of before proceeding further. It appears t> your Committee In the first place very quesuonable whether a Railway across any pf'..t of Nova Scotia can be used dur- ing the winter tnaccourrt of the frequent and heavy snow storms. Passengers arriving at Halifax, even in that season of the year, will m many c'ases prefer going on direct to New York by a Sieamei, to- riskin^- u advanlages it rnnnifcstty nflfers ; thousands of Summer voyojrers should not be deprived ofsuch gieat advantages, merely because a few who are reluctantly compelled to cross in the Winter cannot enjoy the same. It may then be fairly conceded that for all practical purposes, Sydney is as favorably situated in this respect as either Whitehaven or Halifax. Tiie entire soiitberti coast of Cape Breton and Nova Scotia from Louis- burg to Cape Sable, ivS iju'enled with deep bays and valuable Har- bours, but unfortunately during the Summer months, thick Jogs pre- vail to such an extent as to render those difficult and dangerous of access lor vesse's. The eare and anxiety occasioned can be conceived only i)y those who, having made a line run of perhaps seven or eight days across the Atlaatic, at the very moment when they are expecting to make the land, are suddenly enveloped in a dense fog, and compelled to stand out to sea agam until it clears off, or (rrope their way into the destined port at tlie most imminent risk both of the vessel and their own lives' Nor is this the only disadvantage the Southern Coast labours under — the water doe.s not gradually shoal off, hut is generally deep clo^o in shore, which through its entire length abounds with caonbilitics of the harbor must be very grent when frigates and linp-of-liau'e siiips c:\n ') eat up h ten miles and anchor within one-fourth of a mile of the battery, as did H. M. S. Wellcsley 72, bearing the flag of Admiral the Earl of Dundonald, in I'8i9. * t.'npli-.in Hnvflrld U. N , linvinj; pis' 'ompU'tPf! n Siirvpy, on applifntion In tlip Secri^t.irv of t,iin .^iimirH'ty ddMlitltrss tivcsiy inl'oiina'uon rn.iy bu ol>l.iir;cd, it' .J.. f bl*-k. 13 / ! There is yet. one ndvnntnge exci.usivexy rnfJSEssF.n nv ?vi>ney, which entitles it to claitii siiperitirity over fill otiier hnrlior?* on ilm Atlantic, Const of Amnric,, as THE GflEAT CKNTRK FOIl STRA.V1 NAVIGATION. The Sydney Cml Field, oon-ipeicii.^r !it Mirn Bi^y on tlie Ensi extends tm he (-rrent I^ran d'Or on the VVesi, {iMfl tK-cjipios an area of two /iniirlrer/. nurl Jifl'f $qnnrt'. vt'ihf. Tlie. hnrl)i>r runs thronijh the cpiiVh of this valii!il>le f( iil iield, E.xten^ivH mines have lon^j been worked on the Northern shore of the V/esiern artn, whi<'.h can supply any quantity of coal thai may be ietjnired — This coal has l)een used hy the Cnnard steamers Vinee tlie first estnh- lishmeni of the line ten vears ajjo ; it is also used by the Hrilish pti-ain iVigates on the North American station, and hy th« French Govprnnienl steamers ettpajred on ihe Newfoundland statiod. It was shipped to Lislion, and used by the Peninsular Company some years aat*, who highiy approved of it — ^nd it is also in use on the Brazilian const, and in the Ports t>ii the Paeific* The emil is sold n» the rate of fOs. stpriing per ton and delivered on board with rjreat d«>«piitch. The importance of ihese mines in the event of Sydney btconiin would therefore eon- siime 700 tons in tlie whole voya;:e from Gal way to Ne"v Yfdk. if thn Vfssel made Sydney a P(^rl of call, 500 tons only would sutnc — she would consecpiently Iiave room to bring out an additional ireiirhi, o( 200 tonsofGood^, uliich at .-'J7 per ton would be :£j400 ^^terliniT clear nniri to the (uvneis or charterers as the case may bf^. O i the vessel's arrival here, the Pas>eniTers may proceed by Railway, whilst tiie vessel can t;d»e in a sulilciency ofC')al to carry her to New York and back to ^"yriney, say >'S')0 tons — a further supply ofoOO tons will be required for the return voya^je to Galway. The 700 tons necessary for the return yovafje wiH cosl at Sydney £\\o[) \ if purchased in New Y(^rk, it would he<;C]050. making a saving by calliiig m Sydney lo ConI nf ttTOO ; this arUied to £1400 tidditionaj freight e:-,rned, will make a clear gain of ,i'2!00 stfvlinnr !>|>on one complete voya^je lV ) T ssa mmm mmm T 14 Jaf/ie/"-n-it has hoeii compared to the '* slaver' s middle pa$^iigp.'\ No in aijy ordinary pHssenrrcr f*hip, no matter how well re!.nilated, jniial on a tedious voyage of six or oia;ht weeks duration, uiideruo L'reai sufT^^ring ; when the voyage is extended beyond tliis peri- od, iind the cmijirant is in one of those crazy old ships »./' which so viany hanr. run into S'l/dnrv in distress, it beconie-* perfectly horrible, and common litunanity suggests some other means nf transport. It has boon proposed lo employ large and powerful pieamcrs to supersede the ii!iiiin<' vess piers employed for that purpose, which would be also useful in securing return pa>sen5rers and Ireighl, whilst the larger vessel proceeds onward loUuehec. will) the ;;;reat bulk of her passengers and cargo. A great Having both of fuel and of time would be secured by adopting this me^ thol. Assuming that a steamer, as has been before stated, consumes •JOO tons of coal on a voyage from Galway to Quebec or New York, she will require oulv 500 tons to bring her to Sydney, and consequently can carry at least »500 emigrants additional, which, at £7 per head, would m^iketheproceeds of the voyage rt'U I Ot) over and above those of 311V direct voyage.* Besides, on herrtiurn, say from Quebec, fuel # ? "• As tin:*.- vr>i<;''9 would carry II. IM . M.-il^, »'io ro-st-iiMiuns ijiiposcj liy J" ^ I'^iW-' V ■mpvasv r ,^-'^. would he laid Ih at Sydney at I0». per ton, wliilsf at (iiiebeC it uoiirrf cusiQOs. p«-r ton. It is tlifretorfi^evfdeiji that by »M;ikiit;f t^ydncy a port, of ciilf, II vessel fMnployed durinir the j^iunnier 'months "iid 'maUiiig «ix voyaues toauebec, would earn ci'lo.OOO over nmf nboveaiiy bniMl:ir vess^el f^'oiiig dir<*ct from Irelatjdto Qorcbec or New York. It is also ill) imporiaui consideration iu connection with Sieiim Nii* vigalioii totiuebec. ihat Sydiu^y is opSnenriier in the iSprin;,' Hiidjliiter in the Fail, than any of the Ports hrgher up the (iulf of Saint Law- rence. Another object of paramount importance the Sydney route vvi'l secure : — Teiecjrnphic lines vyrll be established in the crtiirseof the present sum- mer beivvecn Sydney 'and Picion ill Nova Scotia, where coiitinnous hues of Telegraph are already in operation, so that for iW. lc t'* i K^t*. '-~-i \t 10 rassPM-rrr- p:H!»'m.i l.olwcen the AUtmllf, nru^ tlu; Pa'-Zific „.>:KTi.la.u l.y Su-am^\.:88eL-, wul.out cull.u. al ».o...o miermodiule I'm I for II ^urM>'y of Fnt?!. . ^n-ix -i ^ Sy.luey is i '..''-.Inrlv w.H <.«"r.t.d for .l.M purpose. l>c.n« in.> ) nne. frou GaUv.v n.ui UtoU .ui'.os Iro,.. CtH.-^rcs—l.e..- (h.ti.nccs added to^. Ser.n.k. 4 i.K> , s. only 140 -.nU-s lon^.r -l.a.Ml.e «l.orte.t eo-.h^o wi.ich cju Le lonovvodjlrom one pace u. tl.f dher. ' o i >WM!. i *l'r niMiy i -.n.iiBWIin L ■-fl n annillirmii *r -I -1 The prncticnMlily of (JonstructiAg a line of ftailway from Sydney ia the New Brunuwiuk froimer iu the next point for conuideration. It must be odinitted at the outset, that the dintance is one hundred miles longer than from Iialirax,und sixty miles lunger than from VVhite- liaven to the same place, and that a Railway hy this route will probably cost ^400,000 niorethan tlie shortest of tlie two otiier proposed lines. Although this involves additional expense, it obtains the longest land route possible, combined with the shortest sea voyage, and since so im- portant an object «s shortening the communicathm betwtien the conti- nents of Europe and America, at least twtnty-fotir hours, for aUtime to come, is secured — (the solk ohject fok which this gjjeat avork is* TO BE undertakkn) — surchj when such wtighty interests art concerned^ the cost is not vjorth a consideration. No Railway survey has yet been made ii^' the Island of Cape Breton, but the concurrent testimony of Travellers, Land Surveyors, and oibers who know the Country well, is conclusive that a most favourable line can be obtained. Commencing at Sydney, tbeitce up to, and a long the Valley of the River Mire, to Grand River Lake, thence through Saint Peters to the Gut of Canseau ; — the distance is seventy Miles. At Canseau the Gut may be crossed by a Steatn Ferry Boat or Float- ing Railway in a lew minutes;* the distance across from Sliip Harbour to Mac Narr'a Cove is only 1 1-2 mile. Hence the Railway will pro- ceed up a deep Valley behind Cape Porcupine, through the richest and n)ost populous part of eastern Nova Scotia to the New Brunswick line — in its course passing through, or very near to the Towns and Settlements of Pomquet, Tracadie, Anligonishe, Merigomishe, New * There an be no delay or inconvenience from a Ferry of this sort. In tho UnitofI Statea and Great liritaiu tiiere are many siicli. Dr. Lardiier in nocicing a Ferry over the Susquehanna, on the line of Railway frotu Philadelphia to *' Baltimore reiiiarlts : — "Tho management of these Steam Ferries is dericrving •' of notice — it is generally so arranged that the time of crossing them corresponds " with n moal of tlie Passengers. A platform is constructed level with the "line of Rails, and carried to the water's edge. Upon this platform rails " are laid, on which the waggons, which bear the passengers luggnge, and other '' matters of light and rapid transport are rolled directly upon the upper deck of " the Ferry Boat, the passengers meanwhile passing under a covered way to ihe " lower dock. Tlie whole operation is accomplished ii) five miinites. Wltila " the boat is crossing the spacious river, tho passengers are supplied with thuir " breakfast, dinner, lunch, or supper, as the case may be. On arriving at the V opposite bank, the upper deck comes in contact with a like platform, bearing '^ a Railway on which the luggage waggons are rolled, tiie passengers ascend by a '/covered way, and resuming their places in tiio Railway cairiages, the train " proceed8"-»vide Lardnor's Kailvvay tconomy p 2D3. /•mni^Mni^ li I .;,- \ CHnsinw, Pictou, Rirer John, Tatainngmrchfl, WuHnce, ond AmherM^ iotersecting all tlie IliTerin which empiy imo iheStrsiiH of Nott'.iumhpr- [a»d ; it secures their Trade, nrul that of Prii'.ce Edwurd's Ishiiid; viv- bracing nt once rt// thf; IMiiiinir. jiimI ilie most viilurddn liimlierin;?, Fishing, tind AgricnIturnI trailir- of this fedion. At Anti^joiishe it may uoiie with a Unxuch line to Whiiehaveu, 4j msles dis-iam from tho point of'jtinction. TheGtiological strncture of the Co)jntry,ihrough.nt lenst fire-Hixth of tho whole distiiMce, in very favortihle for Railway worUs— ronsi^inj:; chiefly ot shales nndsandrttones of 1 he Cotil torniatinn. Excnvntiotirt cnn he made in these rocks nt ahoiit one fourth of tho expense of similar ex-^ cavntions in the granite and (\\i[)riy. rocks, which occupy a threat pro- l»ortion oi tho lines from Halifax and VViniehriven. Again the Sydney line cointrtences in a Coal Fiold. and, in its course crosses the Coal Fields of the River Inhnhiians. Victon. and Cum- berland, from which coke can he procured for tl)« I.ocornotive engines, BO much more chenply than if that necessary nriicio had to he brought from one distant point. Considerable proht iVom the rarrin-ie of Fuel must also be realised upon a line PASSING THROUGH FOUR COAL FIELDS. . Having shown- that Sydney is 22 hours nearer thawVyhitehnven, nnd 32 hours nearer than Halifax to Galway % sea, the comparative dis- lances by land or Railway from each place to some fixed point in tho United States.say New York, for msiance, must now be taken into ac- count for ihepurpoift ol a*ceriainin2 the saviu'^ of time on sea nnd land conjointly. The distancer from Halifax to New York is 850 miles, which, ai f50»niilos per hour, maUc<« the time of transit 28 1 -'3 hourn —from WhitehHven. 890 miles, ;U) hours— from Sydney, 950 miles, '^'l hours. Therefora adding together the time oocnpied by land and water, including the detention by fog at Halifax and Whitehaven — ^ew York can be reached from Galway.hy the Sydney route i« 7 diyd and 20 hours, Whitehaven, in H " 1« Halifax, m " 1-2 « At the present day when rapid communication is an object rf such vrrf great importance, it is presumed that a saving of 20 hours ovtr O'K-, .ri(t of 2Si hours over the other proposed route — must favci^ibi; reci.m- niend Sydney to the atieniion of the people both of Europe ond Americn. , . -. {n conclusion your Commiitee beg to express their firm conviction' that the suhstance of this report is iueontroveriible. They submit that . 1st. A passaoe from Europe to America can during eight morth^- •f the year, bo twtdc wrpu*GRK,\TER si'Eed safejv and ecoNfrMt bv ,W ••»■ 19 WAV OP Syonkt. than by »iiy otlier route that either has betn. or taa DC proposed. llndly. Whereas nine-tenths of tha first cinss Passengers crosHht Atlantic in the summer months, and only one-tenth in the winter iho former will enjoy all the ndvantages by way of Sydney. :Jrdly. Thr Poht of Svoney, situated at thr enthance ov tub tjULP op bAINT LaWUENCE, EQIH-Disr ANT FROM G RRAT BriTAIN AND HER VVkst India Colonies, and in the'very crntke of a valuahlb t^OAL t I ELD. MIST SOON HECOMR THE GREAT CONNECTING LINK BE- TWEEN THE Mother Country and all her Possessions on this sidb OF THR Atlantic. 4thly. Immigrants may be brought out in Steamers to Canada and the United Stntes at cheaper rates, as well as in a shorter time, by touching at vSydney. ' othly. The earliest intelligence can be conveyed to and from Europe nnd America by this route. And finally, your Committe feel satisfied for the reasons above stat- cd. that any line of Railway from the United Stales to the seaboard oUSova Scotia, Mopping bhort of Sydney, will be a work but half fin- ished, and must soon invite an Of posing line with which it KiVER CAN COMPETE. E. M. DODD, R. BROWN. H. DAVENPORT. T. D. ARCHIBALD, « . ^ P« MOORE. Sydney, Cape Breton, k March 18i;r 1851. H ^^ J {APPENDIX A.) SvDNEY, MAncii, 17, 18")!. I. John Lorway, of Sydney, in the Island of Capo Rreton,Ship C.vner, iio hereby certify, that 1 have been the Owner and Master of vessels sailin^j out of the port of Sydney, fur the last forty years. That I have madelivp hundred and fifty'fo-.'.r'voyagos between the ports of Sydney and Halifa;v in that period," besides other trading voyages. That I have never been det;iuied by focr n sii.glo iK)ur,or by any cause other than contrary winds, from entering the port of Sydney during the Avhnie of thnt time. Tbe soundings are so good and true that after clear- ing Scati^ne, you cannot gel wrung. From Flint Island or Mire Bay, it is alv'i ays free from fog, and clear \vea)her, .;ven when foggy outside. Running from Scattarie you have ii sea room ot for^y mi'es and upwards in making Sydney Harbor— -before you a bt)M land fall, and at the entrance a gooc? Light, There are no rocks, or shoals in the way, and masters rnav run for it night or day without risk. I further certify thai I know well all ilie creeks and harbours of Nova Scotia and Cape Breton— t bey are all bad for fog in summer. Lou- isburg, Whitehaven snd lH\\hx, I hmw them ; it is qs/ite blind work, and very dan'jerous often going into them. / have oftpti hem dtiain- tdfroms^oin^ into Ilalifaz three and four days of a time. ' -^ " " JOHN LpRWAY. We, whose nam,es ar.^ are undersigned, l^r,ve read the foregoing f^eriitjcite of Captain John Lorway which we fully confirm, from a long experience as owners and masters trading out of Sydney on th^ southern coatis of Cape Breton rnd Nova Scotia. JOHN MUGGAM. JAMES MUGGAII, WILLIAM MUCGAIT. CIlARLlvS MUGGAH, JOHN LORWAY Jn.. THOMAS TOWNSEND, GEORGE TOWNSEND, DUGALD LISCOMBE, WiCHAEL CARLINE, ns Years. 2ii It '23 If 18 inc,e the year 1628 — that during liie whole ot that period I have been regularly employed in iho Coasting trade— -viz: to all paits ofjjNew- foundland, the Gulf and River St Lawrence and the CJn'ied States — that, I have made 73 voyages from Newfoundland to Sydney, at all scat S071S ot (he year, and that 1 never found any difliculiy, or was detained in making the Haibour in respect of the Bank fogs. And, after 24 years experience I can give with confidence the following direclion.s when saiimgfor the above port. When coming from the eastward or any pnrt of Europe, or from the Gulf of St Lawrence I would reconmiend strangers, after passing the west end of the Green Bank?, to keep on ti^e line of ' Latitude 46'-^ 15', or 40 ° 20', until they were past the Longitude of Sealarie Island ; and, after leaving Longitude 57 ° , there are.no soundings under 180, 150, and lOS fathoms until in the Longitude of .59, 25' V.'esi — ■ when they are obtained from 50, to 45 and 36 fathoms, sandy bottom, the sand full of red specks I would particularly remark that these re^ specks are not to be found to the Southward of this Lntiiudr.. The soundings frum Ij^^iint Island to Syc|ney Light are regular fron^ 15 fathoms to 6, a hard sandy bottORi. In thick foiruv wea-j ther, when running in for the land in ine above line of Latitude, witl^ ^he wind South, S.S.W. '.»r West, a ship can boldly stand in to Spanish I5ay ; and vv-hen abreast of Flint Is'and, distant 20 miles from the ^iiouth of Sydney Harbour, the fog breaks, pud dependance may bu placed on finding always clear weather — I never found it to fail. With the wind S. E. and a fog, a ve.-sel may also run boldly in ta ^his Bay. for 1 always found the login like manner clearing away, with glimpses of clear horizon for the Port of Sydney. When coming fror^ the Eastward I would recommend strangers io, ^e sure and make a good allowance for the current that always sets to, the S, S. W., particularly with Northerly winds— it will be sure tolcac| ^Ijflti ou^of the way in North Easterly weather. *wm'^'!!sammett^ ijim''i-i«j i i ii i m ' ■orsi 98 When cnnm.? from the Westward \xx xh\c\. ^'^^^''^'^^'; oTm Somh.rlv wn)d.. it would he well to sound on coming to ^'^ J;^ f!" lude ...r ricatnrie i.!and-then run to ;he N. N. W., "" '» ^"^^"f^ aivo :r. to :^r> la.hotns-if the bottom is fine wlate.j^x^f, then the Ship r ,oth. Vr../,««n/ of Scat.rie-but if to the ,^^«^'/"-;:'^' -"'/l'"?^^ vill l-rn.c uosan-: full (dm/ .pecks-l repeat, 7 wcwer found the red ^ Us m v-p.r.oftheCoast, except .o the Northward ol Scater.o y la^d-. sliip can then run in at W. N. W.. and the niaster mny de- p.'...! on nndiLg clearivvealher in Spanish i3ay and i»ake direct for ^-*'^"'>- (Signed.) WILLIAM McLEOD. Sydney ;;12 March, 1851. ^ vl (APPEI^DIX D.) Heu Majf.sty's Steam Vkssel Medea. iiulifax, December 31st 1838. %t- i^lf" I • M IH Mt pear Sir. ^^^.^^^ reference to jour question re- h,iveto ,he properties oftheConl of Nova Scoti. 7^, \'-J^tlch C :>,>« Ureton for' the purposes of Steam N«v.,^nt,on ';^'^ ^^^^ ^"^".'^ nlensure in aiv.ncr you such opinion as Uiave formed during the six ^;.:^;::V ;L heel .« the ^l Uwrence. from ob.erv,ng t e c<.atm^ ,ion of about uv« thousand chaldroi.s-.n nearly .qual q"«"* "f ;';?" u m p.es .f P.ctou m Nova Scotia, Sydney and ^^^^."^^ ''^^^ t- f^.po Hreion, and such British Coals as the trade h antnta ly b m g toauoh.o. The most preferable description are ^'^^ ..^y^Jf ^ ' '^/^J r.pum-r.ise'the.team. keep it easily and vnthout ^^'^ ^^^ ^^^^ aL nd.mako but fo.v ashes, and/ u^ed in Coa- /^^ ^J^^ ^hey ^!;^;1:';L ch Jdron ;,crbn. of very m^a .^ ^^^^ ^^^^ f iiu J.in,,.Hi f _,,,, savof the Pictou, that they ;tro equally as " y-^^ r^ % ■■LJis>. ^^4(0mmik»mmsm>' f I ;/ f f » „.i.^A.^j*- / 28 IbffT require n quicker clraaght, which we ahvaTS obluin by '^Piipecinf\ widening ihe bars ; they make more ashes, ami muoli mere din, to tli^ greai prejudice of ihe machinery ;— but Uif.^ft laulirt 1 merely meniioji in comparison, for there cannot bo a donhtof the ireneriil titiiess of il)jf^, Coal of any of these provinces for nil pur(