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Maps, plates, charts, etc., may be filmed et different reduction ratios. Those too large to be entirely included in one expoeure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames es required. The following diegrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent Atre film4s A des taux de reduction diff^rents. Lorsque ie document est trop grand pour Atre reproduit en un seul clichA, 11 est film* A partir de i'engie supArieur geuche, de gauche k droite, et de haut en bee, en prenant ie nombri> d'imegss nAcessaire. Les diegrammes suivants lliustrent le mtthode. 1 2 3 1 2 3 4 5 6 "S^ ■■;-•»•. f>3 e^/^;-t^ ^ ) TRACTS ISSUED BY T.HE COUNCIL OF THB) wmmrm w.\mm I (J «^ SAINT JOHN, N. Bj 0>^ PitlKTi <% BY /. * A. M9MILLAN. PWNOS VnilXI^M nmVOlr. % .1 «. w^ ^» THE RAILWAY LEAGUE, OFFICE BEARERS. ROBERT BAYARD, M. D., Chairman. WILLIAM WRIGHT, Treasurer. M. H. PERLEY, Corresponding Secretary. CHARLES L. STREET, Recordino J^ecretart. 'i>i,t.''-. # at J. ., "^ TRACT No. JL. ■». it ,;a.. SAINT JOHN, N. B., APRII., 1848. \ \ ADDRESS OF THE COMMITTEE FOR ORGANIZING THE RAILWAY LEAGUE. At a Public Meeting held at the Court House in the City of Saint John, on the 2d day of April, 1849, the Undersigned were appointed a Committee to organize a Railway League, and its branches, throughout New Brunswick. In fulfilment of the duty confided to them, the Undersigned offer to the public an explanation of the object and intentions of the League, and its proposed action with reference to Rail- ways. It VL .:ow an established principle, that no country can pro- perly develope its resources, or keep pace with the progresis of the age, without the aid of railways; and it will be the great object of the League, to promote their introduction into New Brunswick, upon a regular plan or system. It has been truly said — ^'Uhat the Locomotive Railway system has become the great necessity of man — the great in- strument of civilization and progres^>^the great idea of modern times; and that it has done more to relieve the burthens of labour — to minister to man's wants and necessities — and to elevate him in the scale of being, than any other Hs^^^cy that has ever been exerted." It has also been eloquently stated that — "the Locomotive Steam Engine may be regarded as the greatest achievement of man, and the most extraordinary instrument for good the world has yet reached — that it traverses the earth with a speed out- stripping the swiftest bird upon the wing, carrying, not thought or language alone, but man — living, breathing, sensitive man — instinct with new life, new energy, new powers — conscious almost of new faculties, and a new creation. Without danger and without fatigue, it enables man to transfer himself to dis- tant legions of space, and participate in the enjoyments, the physical gratifications, and the various pleasures of social ex- is^^ncej in % Wi.m<^x heretQfQre unknown. It gives to e'^ery i^^ 4 TRACT NO. I. community, the productions of every other, disclosing, or crea- ting, new sources of enjoyment, and multiplying to an infinite degree, every susceptibility to pleasurable emotion." Whoever labours for the introduction of Railways has, there- fore, more than ordinary rewards for exertion. He is working for humanity — for progress, and for the highest good of his race. New Brunswick possesses within its limits, millions of acres of the finest land, in the highest degree fitted for agricultural pursuits. Its mineral wealth is most extensive, varied, and abundant. The fisheries in its vicinity, near its shores, and within its rivers, are unequalled in the world. But all these bounteous gifts which have been so lavishly bestowed upon this favored land, remain to be developed, and rendered pro- fitable, by the energy, the industry, and the intelligence of man. By no means can that development so fully, or so successfully take place, as by the construction of Railways throughout the length and breadth of the land, bringing distant and important points in close connection, and promoting that ready intercourse and easy conveyance for men and commodities, which are so eminently calculated to increase the physical comforts of the people, elevate their social condition, and render the country: great and prosperous. Impressed with these views, and under the deep conviction that the time has arrived when a strong and united effort should be made to introduce Railways into New Brunswick, as well to develope its manifold resources, as to promote a more ready and perfect communication with the neighbouring Colonies, thus enabling it to keep pace with the march of mo- dern improvement, instead of relapsing into its primitive state of wilderness and barbarism, the Undersigned call upon all residents of New Brunswick who feel an interest, either in the- land of their birth, or the land of their adoption, or who desire to see it rise from its present state of depression to become a prosperous and glorious land, to lend their aid to the promotion of undertakings which will tend more than any other to elevate this Colony to the highest pitch of prosperity. They trust that every man who has the welfare of New Brunswick at heart, will enrol himself,a member of the League, and thus countenance and support the object for which it is instituted. The fee on enrolment will be a British shilling; but dona- tions will be thankfully received from those, whose ability, or whose inclination, may incline them to aid the cause by their i liberality. The funds thus collected will be expended in collecting and publishing full and particular information, with reference to railways; their cost in other countries, the expense of working RAILWAYS IN NEW BRUNSWICK. It 1S> them, the actual profits they have yielded; and the incidental benefits and advantages which have heen gained by every country, both in Europe and America, where tliey have been introduced ; with such other useful or interesting matter in connection with the subject, as may be worthy of notice. This information will be furnished to the public in Tracts, and through the columns of the newspaper press ; while dele- gates, lecturers, and friends to the cause, will visit every part of the Province, and diffuse knowledge in its plainest and simplest form, with the view to its practical application to the construc- tion of railways, and the immediate commencement of those important works in New Brunswick. The organization of the Railway League will be as follows : The Council of the League will consist of thirty members, and its meetings will be held at the City of St. John. The Officers of the Leair^ue will be — a Chairman, a Treasurer, a Corresponding Secretary, and a Recording Secretary; these Officers, with eight members of the council, will form an exe- cutive committee of twelve, upon which committee (five being a quorum) will devolve the transaction of the active and daily business of the League, for the management of which they will meet as often as necessary. The general council will meet on the first Monday in every month, for the consideration and transaction of all important business, which may affect the League, or the interest of Rail- ways generally. The executive committee will then report their doings during the preceding month. The Chairman or the Secretary of any branch of the League, or any delegate appointed by such branch, shall be ex officioy an honorary member of the Council of the League, and be at liberty to attend any of its meetings. The accounts of the League will be audited and published quarterly, in order that every member may know, and fully understand, in what manner, and for what purpose, the funds have been expended. The present Committee (with those they have added to their number) will remain in office until the 2d day of April next, being one year from the day of their appointment; at that time the members of the League will meet to elect a new Council. When the object of the League has been accomplished, it will be dissolved; and any funds which then remain, will be at the disposal of the members, or be devoted to some chari- table pu pose. It will be the duty of the Executive Committee to encourage and promote the formation of Branches of the League through- out New Brunswick; also to correspond with the several $ TRACT Z?0. X. Branches, and with such persons, or associations in the adjoin- ing Colonies, or in the United Kingdom, or elsewhere, as may be favorable to the cause, with a view to perfect organization and combined action upon every question that may arise, or that may in any way affect the great object of the League, which should ever be kept steadily in view. All communications on the business of the League may be addressed to the Corresponding Secretary at St. John. By virtue of the power to add to their number, the Com- mittee have nominated the following gentlemen, who with themselves, will form the first Council of the League : Thomas Allan, Robertson Bayard, Wm. J. Berton, George Carvill, L. H. Deveber, Joseph Fairweather, Thomas R. Gor- don, Thomas Hanford, Gustavus R. Jarvis, Robert Keltic, Joseph W. Lawrence, John C. Littlehale, John R. Marshall, Charles J. Melick, Wm. J. Ritchie, James Robertson, Charles C. Stewart, Wm. H. Scovil, Charles L. Street, James Travis, Wm. Thomson, S. L. Tilley, John E. Turnbull, Robert D. Wilmot. In concluding their /address, the Undersigned express their confident hope and expectation, that the great and important object for which the League has been formed, will secure for it the most hearty and imanimous support throughout the Pro- vince ; as by its means, a strong and determined effort may be made, to obtain for New Brunswick the means of advancement, by the introduction of Railways, and a participation in those benefits and advantages, which in other countries have tended so much to forward the interests of the people, and promote general prosperity. ROBERT BAYARD, M. D., J. H. GRAY, JAMES WHITNEY, WM. WRIGHT, EDWARD ALLISON, . f" M. h. PERLEY, Committee, St. John, 10th April, 1849. - -, - ■ he Com- rho with • , George } R. Gor- t Keltie, Vlarshall, , Charles s Travis, lobert D. 'ess their mportant ecure for the Pro- t may be ncement, L in those re tended promote M. D., THE GRAND TRUNK RAILWAY mittee. ■ ■mu;- »<'• C''-' ■■.;.i <;>•? '■^ J ■ FROM HALIFAX TO QUEBEC. The Colonies of Nova Scotia, New Brunswick, and Canada, having requested Her Majesty's Government to ascertain by exploration and survey, the practicability of constructing a Trunk Railway from the eastern coast of Nova Scotia to Que- bec, traversing New Brunswick, some very intelligent officers of the Royal Engineers were appointed to that duty, and commenced their labours in the summer of 1846. The neces- sary explorations were completed at the end of the year 1847, and the Report of Major Robinson, R. E., the principal Com- missioner, dated Halifax, 31st August, 1848, has been submitted to H. M. Government, and transmitted to the several colonies interested. It is here proposed to give a digest of that Report, in concise form, for general information. The Report commences by stating, that three principal lines or routes for a Trunk line of Railway, present themselves for consideration ; and that by combining portions of two of these lines, two other routes may be formed. The route No. 1, is designated "the mixed route," by rail- way and steamboat — and is thus described : 1st. Commencing at Halifax and crossing the Province of Nova Scotia to a port in the Bay of Fundy, from thence by a steamer to St. John, in New Brunswick, and then by Fred- ericton along the St. John River, to the Grand Falls. From the Grand Falls by the best practicable route across to the mouth of the Riviere du Loup, on the St. Lawrence, and by the right bank of the St. Lawrence, to Quebec. The distance by this route would be as follows: MUei. Halifax to Windsor, 4ft Windsor to Annapolis, Annapolis to entrance Bay Fundv, Aeroes Bay Fundy to St. John, (by Ssa) 8t John to Fredericton, iSrtdericton to Woodstock, Wdodstock to the Grand Falls, Hie Grand Falls to the mouth 6( th« RitlAIMi d« Ltftip, Riiiere da Loup to Quebec, Total distance Halifax by the St. John River to Quebec, 600 The route No. 2, to which a decided preference has been given, is calted the « Eastern, of Bay Chaleut route,** and is thus described : i^iky;- •V i- y TRACT NO. t. i K K 2nd. Commencing at Halifax and running; to Truro at the head of the Bay cf Fundy, thence over the Cumberland Mountains to Amiierst, then along the coast from Bay Verte to Shediac, thence by a north-westerly course, crossing the Rivers Richibucto and Miramiclii above the flow of the tide, so as not to interfere with the navigation. Then by the valley of the i'jrth- western Miramichi to Ba- thurst, on the Bay Chalcur, along the coast of this Bay to the Restigouche River, and by it and the valley of the River Ma- tapediac to the St. Lawrence, and by the light bank of the St. Lawrence to Quebec. ' *- ^-w^r r The distance by this route would be as follows : MilM. 74 90 Halifax to Truro, , i > ,,, Truro to Amherst and Bay Verte, Bay Verto to Shcdiac, "^'^ Shediac to Miramichi River, " ' '' Miramichi River to Bathurst. . , < Bathurst to Eel River, near Dalhousie, .Dalliousie to tho mouth of the Matapediac River, Matapediac River to the mouth of the Naget River, near the St. Lawrence, 86 Along; the St. Lawrence from this point to Quebec, 191 !fh' Total distance by this route, 6U The route No. 3, is termed the "direct route," and is thus described : , • - t^wr 3rd. Commencing at the harbour of Whitehaven, near Canso, at the northeastern extremity o^ Nova Scotia, thence along the Atlantic coast to Country Harb'^ur and valley of the River of St. Mary, thence by or near to Pictou and along the northern shore to Bay Verte. From Bay Verte to or near to the Bend of Petitcodiac, thence across to Boiestown, and northerly to the Restigouche River, crossing it several miles to the east of the Grand Falls. From thence by the most direct and practicable course to the Trois Pistoles River, and along the right bank of the St. Law- rence to Quebec. The distance by this route would be nearly as follows : MilM. Whitehaven to Country Harbour, .. „ ^i^' ^ ^ Country Harbour to St. Mary's Valley and Pictou, "^ ^-wii^f> -^f fc«, «; ^ Pictou and along the coast to Bay Verte, '■..,'. TT Bay Verte to Bend of Petitcodiac, ■ , i,,^, 40 Petitcodiac to Boiestown, .:* ' ,^ 00 Boiestown to the crossing of the Restigouche River, 116 Restigouche River to Trois Pistoles, by the Kedgwick and Rimoudu ValUea, 106 Along the St. Lawrence to Quebec, I3i Total distance from.Whitebaven by Boiestown to Quebec, 66S The 4th route is formed by > jmbining the Halifax route through Nova Scotia, with the direct route through New UTo at the imberland Bay Verte )ssing the : the tide, ;hi to Ba- Bay to the River Ma- : of the St. awrence, 86 191 m ind is thus iven, near >tia, thence alley of the d along the Petitcodiac, lestigouche rand Falls, jiirse to the le St. Law- Uows : MilM. 40 64 77 40 80 116 ValUei, 105 131 668 ilifax rout© rough New BAlLWATSIlflfSW BRUNSWICK; W Brunswick, by the Bend and Boiestown to Quebec ; total esti* mated distance, 595 miles. The 5th route combines the Whitehaven route through Nova Scotia, with the Eastern, or Bay Chaleur route through New Brunswick, to Quebec: distance 692 miles. ii The first line, route No. 1, is said to fail in the most es- sential object contemplated by the proposed railway, viz : a free and uninterrupted communication, at all times and seasons of the year, from the port of arrival at the Atlantic terminus in Nova Scotia, to Quebec. Other serious objections are also made to this route, such as the inconvenience, loss of time, and additional expense of transhipping goods and passengers; the obstructions and difficulties to which the navigation of the Bay of Fundy is liable in the winter season; the risk in the conVey-" ance of troops, artillery, and munitions of war, across the Bdy, when suddenly required in critical times; and the inability to compete commercially with the route by the Gulf of St. Law* rence, or with rival lines in the United States. Other objections are offered to this route, which are also deemed serious. It is considered that, passint^ through New Brunswick, as it must, on the right bank of the river St. John, and, for a considerable distance, close to the frontier of the United States, it would, when most needed, be most sure to fail ; and that the passage across the Bay of Fundy, so close to Maine, would invite aggression, and require a large naval force for its protection. To these objections, it is added, that the engineering difficulties, as the line approaches the Grand Falls from Woodstock, would not be easily overcome ; and that from the Grand Falls to the St. Lawrence, a distance of more than one hundred miles, there is very difficult and unfavourable ground to be encountered. In comparing the routes No. 2 and No. 3j the advantages are stated to be greatly in favor of No. 2, the "Eastern, or Bay Chaleur route." To No. 3, or the " direct route," it is objected that an extensive range of highlands in the centre of New Brunswick, occupies nearly the whole space from the Mirami- chi river north to the Restigouche. The Tobique river runs through this range, forming a deep valley, or trough; the lowest point of the ridge overlooking the TobiqUe river, which any line of railway must pass, is 1216 feet above the sea, while the opposite ridge, or crest, is 920 feet above the sea, or a rise of 500 feet above the point of crossing the Tobique water. But the great obstacle in this route is, the mountain range running the whole course of the river St. Lawrence, the exploring par- ties having failed in finding a line through this range to connect with the "direct line" through New Brunswick. It is further obje<;ted, that from the Bend of Petitcodiac to the St. Lawrence, 'I ^ i t 1« ^. «,. ■.<^,' ■•'TRACt NO. I. ^'-^^'^'.^i^ iir upwards of 300 miles, the "direct line'' would pass through a pertect wilderness, without a single settler, except a few at or near Boiestown ; and that, leaving engineering difficulties out of the question, the cost of construction would he materially increased by the extra expense attendant on the transport of necessary materials, and supplies oi food for laborers and workmen- The route No. 4, commencing at Whitehaven, is rejected by the Commissioners for a variety of reasons, in addition to great engineering difficulties, such as expensive cuttings, long tun- nels, viaducts, and lofty ridges not easily crossed. The advantages and facilities of route No. 2, the " Eastern, or Bay Chalear line,'' are fully stated in the Report, and may be thus briefly noticed : It is set forth, that one most important object to be attained by the construction of the railroad is ths settlement of the pub- lic lands, b/ the encouragement of emigration from the Mother country. The great agricultural capabilities of the Northern and Eastern counties of New Brunswick are pointed out ; and reference is made by the Commissioner to the Reports of Mr. Perley, the Emigration Officer, presented to the Legislature, and ordered to be printed in February, 1847, for more particu- lar description. The geological systems which prevail from the banks of Gay's River (twenty miles from Halifax,) up to the mountain ranges north of the Restigouche River, are the carboniferous and new red sand-stone. These include large deposits of red marl, limestone, gypsum, freestone of excellent quality, and extensive beds of coal. Wherever these systems and minerals are found, a strong and productive soil, favorable for agricul- tural pursuits, is sure to accompany them. The surface of such a country too, is generally low and moderately undulated, thus offering the greatest facility for railway construction. This formation occupies the northern section of Nova Scotia, and extends over all the northern and eastern parts of New Brunswick, thus giving a decided advantage to route No. S, the "Eastern, or Bay Chaleur line." This route can be ap- proached in numerous places along the Gulf Shore, by means of bays and navigable rivers. The facility for external as v/eli as internal communication, and other advantages arising from commerce and the fisheries, which will be developed by the " Eastern line," (and which are entirely wanting on the "direct route,") it is fully expect- ed, will make its vicinity eagerly sought for by settlers. There is now what may be termed a long-continued village of 800 miles, between Quebec and Metis, containing 75,000 inhabi tanta; and it is believed, that in no very great length of timt? 'I HAILWATS IM NSW BR13NSWICX. II irough a 'ew at or ilties out laterially isport of rers and jected by 1 to great ong tiin> ' Eastern, and may ; attained 'the pub- e Mother Northern out; and rts of Mr. igislature, e particu- banks of mountain )oniferous tits of red ality, and I minerals )r agricul- ce of such ated, thus • iva Scotia, s of New ute No. 2, in be ap- by means iunication, 3 fisheries, ind which ly expect- rs. There ge of 300 DO inhabi h of timif after the construction of a railway, this village would be ex- tended from the south bank of the St. Lawrence to the Atlantic Ocean. The present distribution of the population in New Brun- swick and Nova Scotia is considered as having an important bearing upon the consideration of the best route ; and the ques- tion is thus discussed: " It must be premised that a branch railway from the city of St. John is contemplated to pass up the valley of the Kennebe- casis, and connect with the main trunk at the Bay of Shediac. The survey of this line, ordered by the Provincial Govern- ment, is in progress; and from the latest information received, the line promises most favorably. The total population of New Brunswick has been estimated to amount, at the beginning of 1848, to 208,012, distributed in the proportions as under : Countj of Restigouche, 4,S14 GIouoMter, . 10,334 V ',/ ,. Northumberland, 19,493 ,; . ' Kent, ' ^ - g^^gg Westmorland and Albert, J, King*, 8t John, Qaeens, Sunbury, r- , . York, , ' • Carieton, Charlotte, 23,681 19,285 43,942 19,076 5,680 18,660 17,841 43,819 86,808 16,666 36,601 24,237 ; i. * ■ Wi ! ^'*<^^^ ■■■ > ^j^, 208,012 Of these, the first four, amounting to 43,810, are on the line of the proposed route No. 2, and will be entirely thrown out by the adoption of the other. Campbellton, Dalhousie, Bathurst, Chatham on the Mirami-^ chi, and Richibucto, — seaports and shipping places of conse- quence on the Gulf Shore; all of them susceptible of the greatest developement, will be isolated and cut off. These ports are ice-bound during the winter months; and railway commu- nication will be to them of the greatest importance. It will affect most materially tho interests of the city of St. John, and the receipts upon their branc i railway. It will affect also sensibly the receipts of the main trunk line." In summing up a particular description of each of the several routes mentioned, the Commissioner thus gives his final opin- ion and deciBioii: '* Whitehaven, with its larger and more expensive U«e pf ! i i { ! ■K'..I 12 i J ;, t A T B A C T K . 1. 1^ A M J t Jf; M I - i i railway, fUU of engineering difficulties, paatsing for miles through a tr ict of country, rocky, barren, and unfavorable for agriculture, is decidedly recommended to be rejected. The harbour of Haiifa^^, one of the finest in the world, is recommended to be selected as the Atlantic terminus of the Grand Trunk Railway. The line from the Bend of Petitcodiac by Boiestown to the St. Lawrence, crossing the Tobique mountains, with two sum- mit levels of 11^16 and 920 feet, causing heavy grades which will msiterially increase the cost of transport ; passing through a totally unsettled and wilderness country *, excluding the towns and ;$ettlements on the Oulf Shore, and so preventing the de- velopement of the vast resources of the fisheries ; also inflicting a serious Ipss to the interests of the main line, as well as the intended branch from St. John to Shediac, — notwithstanding its shorter length, is most strongly recommended to be rejectedL The TO]xt§ No. 2, along the eastern coast of New Brunswick and the Bay of Chaleur, is recommended as Hhe best direction' for the proposed line of railway, from an eastern port in Nova Scotia through New Brunswick to Quebec, as combining in the greatest degree, the following important points: 1. The immi^diate prospect of direct remuneration, as well as the greatest amount of returns for the expenditure to be in- curred ; the opening up a large field for Provincial improve- ments, by the settlement of emigrants; and, in addition to internal and external communication by the Gulf of St. Law- rence and the Bay of Chaleur, the developement in the highest degree of the commerce and fisheries of the Province of New Brunswick. 2. As the line passes along the coast for a great distance, and may be approached at several points, by bays and navi- gable rivers, it possesses the greatest facilities for construction at the least expense; and by its more favorable grades will reduce the cost of construction, and subsequent maintenance. 3. By passing over a less elevated country, and at the least distance from the sea, there will be less interruption to be ap- prehended from climate ; while the more favorable grades will mcrease the efijciency and rapidity of intercourse. 4. Passing at the greatest possible distance from the United States, it possesses in the highest degree the advantages of security from attack in case of hostilities. It is expected that vessels entering Halifax harbor will be able to unload at the railway premises, or probably into the railway cars ; and an equally good terminus is to be had ut Point Levi, opposite Quebec. The same railway cars, loaded from ships in halifax harbour, after running an uninterrupted course of $35 miles, will be delivered of U^eir conteots inHo boftti, if not )r miles rable for Mtrorld, is IS of the m to the wo sum- 3s which through he towns f the de- inflicting i\\ as the [Standing rejected, runswick lirection* in Nova bining in I, as well to be in- improve- dition to St. Law- e highest of New distance y nd navi- str action ides will ^nance. the least be ap- ades will United itages of 1 be able railway int Leyi| Dm shipa course of tM, if not KAILWATS m NSW BBUNSWICK. 19 into the holds of vessels, in the river St. Lawrence. The same «an, of course, be done from the river St. Lawience, with vessels waiting in Halifax harbour. Such an uninterrupted length of railway, with such facilities :at its termini, it is believed, will be unequaiiod in the world.'' The following synopsis shows approximately, the quantities of ungranted land in those counties of Nova Scotia, New Brunswick, and Canada, through which the " Eastern, or Bay Chaleur line," will pass : Jn Nova Scotia. ' " ' *' ' "' ■ ^- •-*"»•■ Acrec. ,,, Halifax County 780,000 ^J Colchester 120,000 ' '' ' ' Cumberland 180,000 '-a^i 1,080,000 ,"4iftiiik '^i'fiili*:!;- Mt . In New BrunawUJt, Weatmorland County 301,000 .!', Kent 640,000 Northumberland 1,993,000 Olouceater 704,000 .,i^ ' Reatigoochs 1,109,000 ■ <■-' '.V 5K''-"- '>i '^ -x 4,747,000 In Canada. .. Bonaventure 2,000,000 ^*'^ Rimotiski 5,000,000 '■>^.h KamouraakM 600,000 {,,,,1 L'lalet 600,000 ^,, Bellecha#ae 600,000 ''^* ^ 8,600,000 !■'< General ToUl 14,427,000 ' The Report next enters into a very elaborate statement of the various modes of constructing railways in the United States and their relative cost, the average of which appears to be £7,950 per mile, for a single track, with rails of 561bs. to the yard. It must be borne in mind, that owing to the high duty on importation, railroad iron is very much dearer in the United States, than in England, or what it could be procured for in the Colonies ; and that when the lines mentioned were con- structed, labour was in great demand, and wages much higher than at the present day. " The Halifax and Quebec line will have also many advan- tages which the American lines have not. The land for the greater portion of the road will not have to be purchased. Timber and stone will be had nearly along the whole line for the labour of cutting and quarrying. Judging then from the analogy afforded by similar, or nearly similar lines in the neighbouring States, giving due weight to the considerations which have a tendency to modify the cost in the particular case of tho Halifiix and Quebec linci and form- I i i^ S' lA Mi I 1 1 i 7 ^4 TBACT NO. I. ing the best estimate to be derived from the data obtained upon the exploratory survey, which, under the circumstances of a perfectly new country, only recently explored, and still cover- ed with a dense forest, is all tbnt can in the first instance be done ; it is considered that if the sum of j67000 sterling per mile be assumed as the probable cost of the proposed line, it will not be far from the correct amount. The total distance from Halifax to Quebec will be about 635 miles. : *;-? ;♦ U' 635 miles at £7000 per mile will be £4,446,000 . . Add one-tcntU for contingencies 444,500 £4,889,600 Or, in round numbers, five millions. It is estimated, therefore, that the cost for construction and equipment of the proposed trunk line from Halifax, through New Brunswick to Quebec, will amount to £5,000,000 sterling." This estimate is upon the assumption, that wherever the line passes through granted lands, the "breadth of way," as well as land for stations, will require to be purchased, and that the sums thus expended will form part of the cost of con- struction. The Report next enters upon the consideration of the very important question of the probable returns for such an expen- diture. A great amount of statistical information is brought forward and ably discussed in all its bearings. The Commis- sioner thus sums up his observations under this head : "From the fcregoiierationy rity" of perusal specu- ture iu" )jects it icreased ons give or that whether s. ncurred^ And ncurredr ng their sperity.' ihed be- ers who visit the British iProvinces and the United States. And some have gone so far as to state, that travelling along where the boundary is a mere conventional line, they could at once tell whether they were in the States or not. On the one side, the Siates Governments become shareholders to a large amount in great public works, lead the way, and do not hesitate to incur debt, for making what has been termed " war upon the wilderness ;" employment is g' -^en, and by the time the improvement is completed property has been created, and the employed become proprietors. On the other sjde, the Provincial Governments do not take the initiative in the same manner, and hence in the settlements and in the Provinces generally, may be seen this marked differ- ence in the progress of people, who are identically the same in every respect. Until the British Provinces boldly imitate the policy of the States in this regard, and make war upon their "wilderness," their progress will continue to present the same unfavourable contrast. The creative or productive power of canals, railways, &Ci, is traced in the ]>rogress of the State of New York. The Erie Canal was commenced in 1817 and completed in 1825, at a cost of £1,400,0000 Sterling. In 1817 the value of real and personal property in the City of New York was, from official documents, estimated at . dei6,436,000 Sterling. In 1825, it was estimated at 21,075,000 " In 1835, « « 45,567,000 « Being an increase of 2J times in 18 years. The population of the State of New York> in 1810) was 959,949. In 1845, it was 2,604,495. ^ : The public Aehioi Massachusetts, Jan. 1, 1847, was {0999,654 The credit of the State lent to rail roads, was 5,049,555 Total liabilities of the State, , ~jS6,049,g09 As security for the redemption of the Scrip lent to rail-roads, the Commonwealth holds a mortgage on all thr; roads; also 3000 shares in the Norwich and Worcester, and 1000 in the Andover and H^averhill. , . ., .^^ _ , . ^ : ,. The canals and rail-roads of Pennsylvanxaf which are pub- lic property, cost 28,657,433 dollars. The debt of OhiOy contracted fot the sole purpose of con- structing Public Works within the State, is j0 19,246,000 828 miles of Canals, cost 15,122,503 Net receipts in 1846, after paying repairs and expenses, 408,916 I :;:ii I; I i,> i 18 "> TRACT irO. I. A '' -•. f -^ « . In 1810, the population of Ohio was ■fiK\H\r- 45,865 souls. In 1820, « " 581,434 ** ^ In 1840, ** « 1,519,467 " V In twenty years, during which the canals were in progress, the population of the State nearly tripled. The debt of Michigan, November 30, 1845, was {04,394,000. The length of rail-roads finished, and belonging to the State, at the same time, was 222 miles. '^ This State was authorized to raise a loan of five millions of dollars, for internal improvements ; and Congress at the same time granted to the State 500,000 acres of land for the same purpose. In 1840, the population of Michigan was 212,267 souls. In 1845, " ** 304,274 «* being an increase of nearly 50 per cent, in five years. The public debt of Indiana, Jan. 1, 1847, was |ll4,394,000 The population of Indiana, in 1830, was 343,031 souls. « « 1840, was 685,086 «* ^* Owing to public works, the population doubled in ten years. '^ The internal improvement debt of Illinois, in 1847, wa^ 118,165,081 The. Canal debt in 1847, was ' ' "^ 6,009,187 Total State debt, - " ^14,174,268 The population in 1830, was ^ . > 157,455 souls. « 1840, was 476,283 " In ten years of internal improvement the population tripled. To show the effect produced by a canal or railway passing through property, among other instances it is stated, that Con- gress granted to the State of Michigan 461,000 acres of land for the endowment of a University. Up to 30th Nov., 1845, the quantity sold was 17,142, acres, at an average price of £% 9s. Sterling, per acre. Of the land devoted to schools, 69,000 acres had been sold, at the average oi £\ 7s. Sterling, per acre. In 1845, the average of land sales in the United States was 58. 7d. Sterling, per acre. These are some of the results of making ** war upon the wil« derness !" ' With reference to the effects of internal improvements and public works in advancing the prosperity, and increasing the population of a country, possessing natural resources and capa> bilities, the Province of New-Brunswick is prominently noticed in this Report. '^' It appears that Ireland, with seventeen millions of acres of f round fit for cultivation, has a population of eight millions to support. In New Brunswick, there is an equal amount of lAILWATS IM MIW BRUNSWICK. 19 land fit for settlement and cultivation, with a population of only 208,000. If the land uncleared and fit for cultivation in New Brun- swick, be added to what remains in the northern section of Nova Scotia, and also between the eastern boundary of New Brunswick and the southern shore of the St. Lawrence, east of Quebec, there would be a quantity nearly equal to the area of England, but supporting a population of only 400,000 souls. On this the Commissioner remarks, " It is not too much to say, that between the Bay of Fundy and the River St. Law- rence, there is abundant room for all the surplus population of the mother country.'* Of the Province of New Brunswick, the following descrip- tion is given: ** Of the climate, soil, and capabilities of New Brunswick, it is impossible to speak too highly. There is not a country in the world so beautifully wooded and watered. An inspection of the map will show that there is scarcely a section of it without its streams, from the running brook up to t'le navigable river. Two-thirds of its boundary are washed by the sea ; the remainder is embraced by the large rivers — the St. John and Restigouche. For beauty and richness of scenery this latter river and its branches are not surpassed by any thing in Great Britain. The lakes of New Brunswick are numerous and most beau- tiful. Its surface is undulating, hill and dale, varying up to mountain and valley. It is everywhere, except a few peaks of the highest mountains, covered with a dense forest of the finest growth. The country can everywhere be penetrated by its «treams. > In some parts of the interior, by a portage of three or four miles, a canoe can lioat away either to the Bay Chaleurs and Gulf of St. Lawrence, or down to St. John in t^e Bay of Fundy. Its agricultural capabilities, its climate, &c., are described in Bouchette's Works, in Martin's British Colonies, and other authors. The country is by them, and most deservedly so, highly praised. There may be mentioned, however, two drawbacks to it, and only two. The winter iis long and severe; and in summer there is the plague of flies. ^ ^^r The httter yield and disapipear as the forest is cleared; how far the former may be modified by it experience only can show. For any great plan of emigration or colonization, there is not another British Colony which presents such a fifltvoumblt field for the trial as New Brunswick. . 4^^^^4^»v^ m 90 #Vr ,« T»ACT KO. I. ■■^.jt-mii n '« To 17,000,000 of productive acres there are only 308,000 inhabitants. Of these 11,000,000 are still public property. ' On the surface is an abundant stock of the finest timber, which in the markets of England realize large sums amiually, and p fiord an unlimited supply of fuel to the settlers. If these should ever become exhausted, there are the coal fields underneath. The rivers, lakes, and sea coasts abound Avith fish. Along the Bay Chaleurs it is so abundant that the land smells of it; it is used as manure, and while the olfactory senses of the traveller are ofiended by it on the land, he sees out at sea immense shoals darkening the surface of the water. For about the same expense five emigrants could be landed in New Brunswick for one in the Antipodes. Being within a fortnight by steam from London, any great plan of colonization could be directed and controlled by the Home Government." In concluding this very able Report, the Commissioner states, that he deems it unnecessary to recapitulate all the good efiects produced upon every country, where railways have been esta- blished; but some of them are mentioned. He says, "They have become necessary to the age, and that country which has them not, must fall behind in the onward march of improve- ment, and in the developement of its resources. And the longer it is sufiered so to do, the greater and more unfavourable wilt be the contrast it presents to the world. " Already in this respect the British Provinces of New Brun- swick and Nova Scotia are far behind their enterprising neigh- bours. One of the immediate efiects of making this Railway would be to place them in a position of equality. They are now dependent upon the United States for food.'' " If at the close of the navigation of the St. Lawrence, the United States should prohibit the export of provisions from their own ports, the consequences would be serious to New Brunswick and Nova Scotia, as Canada could not supply them." " Surprise has sometimes been expressed, that out of so many who yearly land in the Provinces, so many pass on, and be- come settlers in the United States. To the poor man, his labour is his capital, and he must transfer himself to the place where employment is to be found. The proposed railway would engage thousands in its conn struetion; while the stimulus and new spirit it would infuse into the whole community, now cribbed and confined as it were to their ^wn locations, would give rise to branch rail- ways, and. other works which would employ additional thou? ;utnds. RAILWAYS IN NEW BRUNSWICK. 21 It has been shown that the population of some of the Western States has doubled and even tripled in the course of ten years. The population of New Brunswick is new only 308,000; the annual revenue is equal to ten shillings per head. There is no apparent reason why, if the same facilities for em- ployment, and land for settlement were afforded, that her progress should not also be very great. Every emigrant induced to settle and remain in the country, may be calculated as producing ten shillings annual income to the Province. If the formation of the railway increased the population of New Brunswick by 40,000 persons only, then her proportion of the guaranteed interest would be covered from that cause alone." ' ' ' "■-^- • The effect of the railway in enhancing almost immediately the value of all real and personal property is set forth ; and the influence of the Erie Canal in doubling and nearly tripling that of the city of New York, is given as an example. It is also stated, that villa^^es and towns would no doubt spring up on the line of the raihy-iy, the same as on the Canal — the rail- way would give them birth, while agriculture and external commerce would support and enrich them. In a political and military point of view, the proposed rail- way is stated a« having become a work of necessity. The increasing population and wealth of the United States, and the diffusion of railways over their whole territory, especially towards the Canadian frontier, render it absolutely necessary to counterbalance, by some corresponding means, their other- wise preponderating power. It is most essential that the mother country should be able to keep up her communication with the Canadas, at all seasons of the year. However powerful Eng- land may be at sea, no navy could save Canada from a land force. The expenses of one year's war, would pay for a rail- way two or three times over; and its construction might be the means of preventing a war at no very distant period." Finally, the Commissioner says, "And if for great political objects it ever became necessary or advisable to unite all the British Provinces under one Legislative Government, then there will be found, on this side of the Atlantic, one powerful British State, which, supported by the power of the mother country, may bid defiance to all the United States of America." "The means to the end — the first great step to its accom- plishment — is the construction of the Halifax and Quebec Railway." m ■ >^^%- i^ rw; ■ei»,*r- <•!' * ii^'ir ^ii'i i Cff) THE ST. JOHN AM) SHEDUC RAHiVAY. * The importance of a line of Railway from the City of St. John to the harbour of Shediac, either as ah independent line, or as an important branch of the great Trunk Line from Halifax to Quebec, was brought under the notice of the Provincial Gov- ernment, and the Legislature, early in the year 1847, by the Emigration Officer at St. John, who was appointed to make certain inquiries in connection with the Trunk Line. In the session of 1848, the Hon. R. L. Hasen introduced a bill into the Assembly, to authorise the survey of the proposed Line by the £:|icecutive Government, and appropriating the sum of J61000 to defray the necessary expenses. This bill having passed, Mr. John Wilkinson, of the Crown Land Department, a Civil Engineer who has had great experience in conducting surveys in these Colonies, especially in connection with the Boundary, and on whose skill and judgment much reliance has been placed by H. M. Government, was appointed to conduct the survey. . This duty was performed during the summer of 1848, and Mr. Wilkinson's preliminary Report was submitted to the Legislature, and ordered to be printed i:^th March, 1849. The most interesting portion of this Report is now presented : " Frederietou, 3d Marcht 1849. Sib, — Since the close of the Exploration and Survey of the proposed Line of Railway between Saint John and Shediac, the construction of the plans and sections in a manner to be practically available for definitely laying out the work, has been proceeding with all diligence, with a view to complete the same during the present Session of the Legislature. But the, extent of labour involved renders doubtful the possibility of accomplishing this object. In the mean time it is less difficult to supply for the infor- mation of His Excellency the Lieutenant Governor, such general description of the character and merits of the Line as may be necessary to satisfy the immediate interest of the Le- gislature and the Public. Section 1. Commencing at the head of the Mill Pond in the City of Saint John, the first portion of the Line, for a distance of upwards oi 4 miles, presents no material obstacle. At Lawler's Lake, near the fifth mile, the route is crossed by c barrier of solid limestone of upwards of a mile in wi4th. This may be surmounted by a rise eastward of 30 feet per mile for about II miles, and a fall of 20 feet per mile for about 8 miles. To attain these gradients a mean depth of 19 to 15 feet of lock KAILWATS I If NEW BaUNSWICX. 23 cutting for a mile in extent will be necessary. The maximum depth will bo about 3/) feet for 7 or 8 chains only. § 9. From hence following the shore of Kennebecasis Bay, the chief obstacles are Davidson's, Henderson's, Harris', and ' Forrester's Coves, until we reach the head of the last, at a dis- tance of lAi miles from Saint John. The intersection of these in a favourable manner will require due consideration. Tho cost of this portion of the Line must necessarily exceed the average expense of the remainder ; but the result will be the attainment of gradients varying very slightly from a level. It was supposed that a shorter, less expensive, and sufficiently favourable route might be found through Lakefieid, by the Valley of Salmon Creek. But the resTilt of a careful explora- tion and section proved that tho summit could not be overcome by a less favourable maximum gradient than 136 feet per mile, descending into the Valley of Hammond River. It is exceedingly doubtful that any other descent into the Valley of this River would prove more favourable. § 3. From the head of Forrester's Cove the Line will inter- sect Hammond River nearly a mile belcw the present Bridge, and continue by a straight line through the JVIarsh until it touches the south Shore of Darling's Lake. Following the latter by easy curves, and nearly on a level, until it intersects Groom's Cove ; it proceeds thence with slight deviation from a direct course, to the head of Acicack Marsh, near Hampton Ferry, and at 23 miles 24 chains from Saint John. From thence it continues by a direct and level line along the Marsh, inter- secting the Kentaebecasis at a favourable point a little below Mr. Wright's Farm *, and thence with a slight change of direc- tion to the northern end of the old Toll Bridge, at 28 miles from Saint John. § 4. From hence it was supposed that the line might avoid the immediate bed of the Valley, by following a lateral valley running nearly parallel, and to the north westward of the Posf Road. A comparative survey and section proved that there would be no saving in distance, and most probably a heavier expense of construction, whilst the gradients, though very fa- vourable, would be greatly inferior, involving for a mile and a half in distance a maximum of 25 feet per mile, against a nearly uniform level by the River rpute. § 5. Following the latter from tho Toll Bridge, fo the left of Norton Upper Church, by a direct Line crossing Hayes' and BarlMtrie's Meadows, and the River to the foot of the high S'oand on the left or southern bank, nearly opposite to the Oman Catholic Chapel, and thence following this bank by a course neariy straight, the line recrosses the River near the Finger Board, at a distance of 34 miles from Saint John. 1. I't'*** ipfi, 24 TRACT KO. I* § 6. From hence the Line will most favorably follow the right or northerly bank of the River, varying from level to the maximum rise of seven feet per mile, until it approaches Studholm's Mill Stream at 42 miles 32 chains from Saint John. A little below this Stream it will again cross the main River, and thence keeping as close as practicable to the left or southerly shore, it will recross the River twice within the distance of half a mile, a little below the situation of Fox Hill, and will con- tinue thence nearly straight, gradually leaving the River widely to the left and rising at nearly the uniform rate of seven feet per mile, to the Race Course, on the property of A. C. Evan- son. Esquire, Sussex Vale, at the distance of 45 miles 61 chains from Saint John. ' ' '^ v-t.^v^v^ On reaching this situation, the traveller ^ scarcely conscious that he has yet not attained so high an elevation above the levet of the Sea as some parts of the City of Saint John. The following is the relative height of this point in Sussex: Vale: Above the hnrhest Freshet level of Kcnnebceasis B«j, 61 Feet " High w^'cr, Spring tides, at Saint John, 66 " " " •' at Bend of Petitcodiac, 63 " " " "at Shediac, 76 " § 7. From hence, passing a slight rise and again descending by a fall of 12 feet per mile into the Valley of Salmon River, (the principal branch of the Kennebecasis,) the course of the Line will be nearly direct, with an uniform rise of seven feet per mile, to the mouth of Stone's Brook, distant 52 miles 28- chains from Saint John. § 8. From hence the choice of two routes is offered, of each of which a careful survey and section has been made. The first is by the Valley of Stone's Brook to the immediate source of the Annagance. The second continues by the Valley of the Salmon Rwer to the "Portage," and thence, after twice inter- secting the Post Road, descends and meets the former route at a lower point in the Valley of the Annagaiice. The distance by each route will be nearly the same; but by the first the summit is crossed by a maximum rise of 22 feet per mile, and the same rate of fall for a short distance into the Valley of the Annagance. By the second an equally favourable rise can be obtained only by a heavier proportion of cutting and embankment, and it will not be easy to obtain a more favourable descent into th Valley of the Annagance than at the rate of 40 feet per mile. As the intersection of this summit will determine the muT^i- mum gradient eastward, between the Bend of Petitcodiac and Saint John, the route by Stone's Brook is therefore obvioiwly AAlLWAtS in NfiW BRUNSWICK. 95 By this route the summit is passed at a distance of 56 miles 13 chains from Saint John, and at an elevation of 150 feet above high water. § 9. For a short distance, as alrecdy observed, the descent is thence at a rate of 22 feet per mile, and afterwards at the uni- .'orm rate of 3 feet per mile, to opposite Hay ward's Mills, distant 63 miles 56 chains from Saint John. From thence by a nearly uniform descent of 6 feet per mile, the Line passes Steves' Mill at 66 miles 63 chains, and Steves' Tavern at 69 miles from Saint John. $ 10. After first touching the Petitcodiac River, the course of the Line will require mature consideration, and will be governed by the result of the Survey of the River. It was a prevailing opinion among the more intelligent inhabitants, that the Table Land on the north side of the Petitcodiac Would prove lo be favourable. Its general appearance so far sustained this opinion that the fact could be determined only by actual examination. The chief advantage of this route would be to avoid contact with the Petitcodiac River. A thorough exploration and sec- tion were therefore made, the general results of which are as follow : From Steves' the section presents a series of ascending and descending inclinations, varying from 5 to 25 feet per mile to the Fredericton Road near Pitfield's, at a distance of 77 miles 31 chains from Saint John. From thence the inclinations vary from 13 to 78 feet per mile, to Hall's Stream, at the distance of 90 miles 23 chains from Saint John ; and from thence by inclinations varying from 4 feet to 53 feet per mile, to Milne's Point, Shediac Harbour, distant 105 miles 20 chains from Saint John. These unfavourable gradients proved not only the necessity of u survey of the immediate Valley of the Petitcodiac River, but also of a thorough re-exploration of the ground between the Bend and Shediac. § 11. Two other variations of route between the latter were therefore surveyed and levelled ; and thds a comparison of thre^ routes was obtained, each terminating near the mouth of Hall's Stream, at the Bend, and at Milne's Point at Shediac. The courses of these routes will be more easily understood by a glance at the Map than by much description. The following is a brief summaiy of their respective merits: x^ i . . . , DlHnncs Maximnra Gradient. • f^oai Bend ■ ■■ lo Shediac. Bsa^wanl. Weitward. 3t??* 38 ft. per m. 86 « tS « 59 ft. per m. 30 « 30 " t. Mill Stretm And 'Awttt Route 15 m. 30 c t. Babine&uMknhandScadouckRnute, 16 miles. 3. Mill 8tiMm and Seadouck Route, 19 m. 54 c It is probable that a fourth route by way of the Valley of f :Wit S5 M I t y, , TRACT NO. I. <^-.V?,:; l,f. j*. m it c: ji:!i!(: the Shediac River, with a sllll more favourable maximum gra- dient than the last, mi^t be found, but only by materially increasing the distance, and with au unfavourable approach to the Harbour. § 12. It remains only to compare the merits of the immediate Valley of the Petitcodiac, and of the Table Land northward, for the object of the Railway. The latter route would present alternate rises and falls which at some points could be reduced to bare practicability, only by heavy cuttings and embankments ; whilst the only ad- vantage proposed would be to avoid contact with the tortuous channel, tides, floating ice, and soft banks of the Petitcodiac. It does not appear however ♦hat it is really necessary to come in contact with these in any manner involving material diffi- culty; whilst the working character of the Line, when con- structed, would be of unsurpassed excellence. From Steves' to Pitfield's the mean inclination would scarcely be 7 feet per mile, and from thence the remaining distance to the Bend, about 14 miles, would be level. • The increase in the whole distance from Saint John to Shediac by this route will be about three miles, but with the advantage of tou''hing the Harbour at the Bend, which is not approached within two miles by the direct route. By adopting the immediate Valley of the Petitcodiac we have therefore a Line of Railway of 108 miles in extent; connecting three of the most important Harbours in the Province by a ruling gradient between level and 7 feet per mile, and two maximum gradients each of only 30 feet per mile. It is most probable that the latter, favourable as they are, may be still further reduced. § 13. It will be proper, for instance, that a thorough exami- nation of the vicinity of Lawler's Lake and Portage Cove, near Saint John, should be made in order to determine the practica- bility of preserving an uninterrupted level at that point within a warrantable limit of expense. It is scarcely doubtful that by a slight variation of the Line and some increase of expense, tie rise of 30 feet per mile from Shediac, might also be reduced to the same limit as that at Stone's Brook, say 22 feet per mile, which would then become the heaviest gradient of the Line. This rise is very little gi.ater than what is termed the angle of repose; or that inclination upon which the friction of a Train of Carriages at rest is jusl sufficient to prevent their being set in motion by the force of gravity. § 14. A system of gradients so favourable, will place this Road in the first class of working Lines. It is true that advanced knowledge and experience have proved the practicability of ascending steeper inclinations than BAILWATS IN NEW BRUNSWICK. 27 1 exami- at an earlier period of Railway construction were deemed to be within the capacity of unassisted Locomotive Engines on smooth Rails, and that therefore, in a difficult country, the ne- cessity of heavy cuttings and embankments is much diminished. But the economical value of easy gradients is not conse- quently reduced, where natural facilites admit, as in this in- stance, of their being obtained at a moderate first cost ; for, however adequate may be the mechanical skill necessary to meet the difficulty, the working e^cpenses must be proportion- ally Increased by the steepness of the inclinations to be over- come. A few words in explanation of this fact may not be misap- plied. ' . A difference of experimental results exists as to the force of traction necessary to set in motion a given load upon a level rail. They vary from seven to nine pounds per ton, giving a mean of about 8 lbs or I -280th part of the load. It is known, therefore that 1 in 280, or 19 feet nearly per mile, is that de- gree o " inclination which has just been explained as the angle of repose, and is the datum from which to compute the increase of force necessary to overcome any given increase of inclination. Hence the power which would be sufficient to draw upon a level, 100 Tona Would ascend an inclination of 19 feet with only 60 « K 33 II « 33 « « 67 " " 25 u. « 76 « « 20 It is yet doubtful whether the effects of this law can be con- veniently mitigated by mechanical skill in the adaptation of Locomotive Engines. ... It is therefore of importance to devote due pains to the dis- covery of that line of ground between the extreni* points to be connected, which will afford the most favourable maximum gradient at the least warrantable expense. This object will be more readily appreciated by a view of the working capacities of a few existing or projected Lines in America, the maximum gradients of which are known as com- pared with the same capacity of a Line perfectly level. Western Rail Road, Vfassachusetts, New York and Erie Rail Road, Montreal and Portland, Saint Andrews and Woodstock, Saint John and tihediac, A Level Line,' To the above may be added that portion of the projected Trunk Line of Railway between Quebec and Halifax, which would intervene between Shediac and the latter Port. The most favourable maximum gjradient by which the Cobequid Max. Gradient Load equal to the tractif* in ft. per mile. force of 800 pounds. 83 18 6-lOths Tons. 68 21 8-lOths 60 27 5.10th8 , 35 35 2-lOths 22 46 3-lOthB 100 v'S- 28 TRACT MO. I. i-)* ) Hills can be crossed, according to the Report of Major Robin- son, is 1 in 79 or 66 feet per mile. The same tractive force, therefore, which would transport 46 tons to Saint John, woulcl convey only 22 J tons to Halifax. Aiiu^f/ v-:,:. If to this important advantage be added that of a saving of at least 42 miles in distance to the Port of Saint John, which is as open and accessible at all seasons of the year as Halifax, it may safely be inferred that the diversion of any portion of the trade which may fairly belong to this Province by the pro- posed route of the Trunk Line is exceedingly improbable. It may rather be anticipated with confidence that, in cases of emergency excepted, nearly the whole of the import and ex- port business that may be created by any such connection with the Saint Lawrence, will incline to the open Harbours of the Bay of Fundy. For these, besides the recommendation of much greater prox- imity to the Saint Lawrence, have the natural advantage of a high flow of tide, favourable to the prompt examination, re- pair and equipment of the larger class of vessels, and which is not possessed by Halifax. § 1 5. The curvature of the Saint John and Shediac Railway will on the whole be very favourable. In one or two instances only is it probable that curves of so limited a radius as 2000 feet will be necessary. § 16. With the exception of that at Lawler's Lake, the rock- cutting will be insignificant. The earth-work generally will be light, of a quality suitable for a firm road-bed, and easy of execution at common slopes. That between the Bend and Shediac will probably be the heaviest in amount. The largest amount of bridging will fall between Saint John and Hampton Ferry, but with many facilities for its effective and economical construction. There v/ill be no other expensive Bridges on the Line. The number or extent of these structures cannot at present be stated. § 17. The foundation of more than one half of the Line may be constructed by piling, a method which has been proved in the United States to be thoroughly effective in securing the all important quality of a Railway, stability of foundation, espe- cially where the ground is liable to be periodically overflowed, and where the transportation of any other material proper for the road-bed would be too expensive as well as more liable to disturbance and injury. This method is not more remarkable for its efficiency than for the lightness of the cost as compared with other methods, and has many advantages. The chief objection to its employment is the perishable quality of the ma- terial. But if any efiective and sufficiently economical preser- vative process could be applied, that objection would vanish. BAIL WATS IN M EW BRUNSWICK. |||^; ^18. [This section refers to the relative durability of the wrood generally used for piles in the United States, and the larch of New Brunswick, posts of which of 40 years standings atre still sound.] § 19. The present occasion does not permit of reference to the details of construction. It will be sufficient to say that local circumstances and facilities hold out the assurance that the road may be completed within the limit of the average cost of similar works in the State of New York; to some of which it will have more resemblance than to those of New England. From authentic Tabular Statements which have been pub- lished, the average cost of some of the principal Lines of Rail- way in the States of New York and Massachusetts respectively, appears to be jg5,«49 currency per mile in the former, and ^69,788 currency per mile in the latter, in each case for a sin- gle track. The method of construction, and the conveniences to be pro- vided, would require mature consideration. They ought to be as perfect as the circumstances and reasonable prospects of the Line will warrant. The daily accumulating knowledge and experience on the subject elsewhere, should be amply consulted, and above all, it is desirable that no expenditure should be commenced until the necessary mean« are secure for completing such divisions of the Line as may be profitably opened with the least possible 4elay ; nor until a system for the control and management of such expenditure shall be so devised and arranged as may best ensure efficiency and a true economy. § 20. The division of this Line most obviously indicated as the portion which may first be constructed and opened with the surest prospect of an immediate return, is that connecting the Harbour of the Bend with the terminus at Shediac. § 21. The convenience and sufficiency of Shediac as an •entrepot for the object in view is not questioned. It is within 60 hours communication by steam from Quebec. It nearly equally divides the great arch of coast which forms the western boundary of the Gulf of Saint Lawrence, extending from Cape North to Cape Gaspe, a distance of about 450 miles, embracing in that extent a soil of acknowledged excellence ; and fisheries, the ultimate commercial value of which, to these Provinces, wou)^ perhaps be dearly exchanged for the more dazzling treasures of other coasts. The fertile Island of Prince Edward lies almost in view of the Harbour, and the coal mines of Picton within a few I.juys sail. Indications of coal also every where surround this important locality ; and from Saint John to She- diac, in addition to kimber and most descriptions of farm pro- ' t^ 30 i «i n "»• 7 i*TB ACT NO. I. 'i^iJi \ ,4- .e duce, limestone, freestone, gypsum, salt, and iron, in abundance, will eventually become tributary to the traffic of the line. Independently of these considerations, the intrinsic impor- tance of the Harbour of Shediac to Shipping frequenting the Gulf, is thus stated by Captain Bayfield : " Shediac Harbour is the easiest of access and egress on this part of the Coast, being the only one which a vessel in distress can safely run for as a Harbour of Refuge. The space in which shipping may be moored, in from 12 to 17 feet at low water, is three quarters of a mile long and from 170 to 300 •fathoms wide. The depth that can be carried in by a good Pilot is 14 feet at low water, and 18 feet at high water in or- dinary Spring Tides, and the bottom of the channel is of mud, as is also the Harbour within. Although a slight swell may be felt in this Harbour at high water, in a north east gale, yet it is never sufficient to endanger in the slightest degree a vessel with good anchors and cables; even in the Ma> outside the Bar, a vessel would ride safely in any gale not unusually strong for the Summer months." § 22. The extent of navigation which would be saved by this communication between the Ports of Saint John and Que- bec, would generally be from 500 to 600 nautical miles. § 23. It has been a cherished scheme almost coeval with the first settlement of the Province, to intersect the Isthmus separating the Bay of Fundy and the Gulf of Saint Lawrence, by a Canal. The absence of such an advantage has doubtless been very unfavourable to Inter-Colonial intercourse. But now that this enterprize remains in abeyance, it may be no cause of regret that the desired communication is not depend- ent upon a work of questionable expediency, as well as very doubtful practicability. Besides being more costly and liable to damage, a Canal sealed up for several months in the year, could not be equal in commercial value to a Railway. § 24. In touching upon the question of the probable cost of this Railway it seems proper to remark, that in the cost of those to which reference has been made, an expenditure equal to about £2,000 currency per mile is included for the heavy iron Rail and its necessary appurtenances and fastenings. The Plate Rail now generally abandoned as insufficient, might pro- bably cost half that sum. It is true that Iron Rails could be procured by this Province from England at a lower rate than they can be obtained in the United States ; but it is doubtful that tiie difference ./ould exceed about £500 per mile in our favout^ven at e present low rate of the material. By the adoption of an ricient iron Rail, a charge of about £1,500 currency per m. would therefore be necessary, amounting upon the whole Line, for a single track only, to the large sum mm ftAlLWATS IN NEW BRUNSWICK. if of iE 162,000, of which je24,000 would fall upon the Bend and Shediac Division. Now if by any method of construction all the essential qua- lities of a good Railway can be obtained, without at least the immediate necessity of this heavy charge, it will be agreed that in the present circumstances of the Province, it is desirable that such method should be fairly tried. The saving in the item of iron alone would go a great way towards constructing abranch extension of this Railway through the most populous and fertile^ part of the Province to Frederic- ton, within a distance of 55 miles. If on the assumed dispensability of the Iron Rail, we there- fore deduct the sum of £1,000 from the average cost of Rail- ways v\ the State of New York, (th*; light plate Rail only until recently having been used on these Roads,) we have the pro- bable sum of £4,650, as the extreme cost per mile. This, tak- ing into consideration the difference in value of Timber in favor of this Provinee, may be regarded as a safe limit for present guidance. It is in fact, exclusive of the iron, equal to the cost of some of the best Lines of Railway in Massachusetts, not perhaps more easy of construction than the greater part of thut between Saint John and Shediac. § 25. Upon this basis the cost of the division between the Bend and Shediac, for the distance of 16| miles nearly, would be £74,400. The successful opening of this portion of the Line would be a sure augury of tho rapid convtmetion of 'he remainder to Saint John. It is perhaps ilie shortest and most desirable ex- perimental line that could be constructed in tho Province, and holds out the best assurance of success. § 26. Upon this point we are not left altogether to conjec- ture. By direction of the Government, during the past Autumn, the travelling at six different stations in the Province, was re- gistered during three months by persons appointed for that purpose. The Autumn, however, is considered the least favourable season during which to form an estimate of the aggregate of the year, as the rural population are then more restricted to the business of their farms. At other periods the highways frequently exhibit long unbroken lines of vehicles, demonstrat- ing by the numbers, circumstances, and travelling disposition of the people, that the period has arrived for the introduction of the rail. § 27. But in almost every instance the immediateCconse- qence of the opening of a Railway is a vast increase of the number of travellers, varying from 100 to even 1,400 per cent. Assuming, therefore, on the evidence of experience wher- wr M -'^ fX" it TBACT HO^ I. y ^er RaUWttyi liave been esteblithed, that thir ih » J. WlLKINSONw To the Honorable ^ohn R. Partdow, Provincial Secretary. ^■■■t^'i 8i.. ^i-'hf^'^-M^y-*'''" n y-)Yn^/--:Cr- • > f^'.ffvt •-'::*? 1'"." -■'■■ {>' .' ^r « c\te !.• r^.- • .1 , : • ^ w .,**'