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Les diagrammes suivantii illustrent la m^thode. 1 2 3 4 5 6 \^t^ti >iiiii REPOET OK Vnn t&OVQBMJ) TRUNK LINE OF BAILWM FBOM ABT 14STERN POBT IN I^TA SCK)Tlii, THROUGH NEW BRTOSWir^ TO QUEBEC; lVii*.l BY ^Asm muuu bobinsoi^ 9tinuufm f- HE2S10.C7Rb '^ ml * II UNIVERSITY OF WATERLOO Robinson f W. Report on the proposid trunk line -8lYS ^^g?L^^^^ S£ eastern port In HEPft10.fi7R6 %^. '»>• ,' REPORT 3StZ ON TnE mOPOSEU ':* ''^ -^' TRUNK LINE OF RAILWAY FKOM AN EASTERN PORT IN NOVA SCOTIA, THROUGH NEW BRUNSWICK, TO QUEBEC. BY MAJOR WILLIAM ROBINSON, CAPTAIN, ROYAL BM0IHEBB3. ^Hwtetr f)s <»vtret; ot tftt Kouat of eonfmonid. 112701 (D 1 1 a tD a : PRINTED BY HUNTER, ROSE & COMPANY. 1868. PROPfRTY or nil PRRARY UlMlVtRSLlA: 01 VVAjLKlOO ■MMnMHMHRl V ■ # i ^ %; I lativc F of St£ • MESSAGE. ELGIN AND KINCARDINE. The Governor General transmits, for the information of the I egis- lative Assembly, copies of the Despatches from Her Majesty's Secretary of State for the Colonies, enumerated in the annexed Schedule. Government Hcuse, 30th January, 1849. SCHEDULE. VBOK HO. Earl Grey to the EarlofBlgia... 166 Do. .. 16T Do. .. 1?6 Do. . . 186 Do. . . 252 Do. . • 2»9 DATI. 1848. nth February. nth February. 6th March . . . . Slat March... < 7th July .... 8UBJB0T. Do. . • Military Do. 174 Do. .. 202 Do. . . 206 Do. .. 331 iTth Novembei. MBthSept.... > ^22nd Dec. .. ) 24th February... 20th April. 29th April. 15th June. Cu$toms' jfc/— Assented to by the Queen—with letter from Treasury and the Board of Trade, respecting it. Ditto With Memorial from certain Iron Pounders. IWKo— With Memorial from certain Glasgow Merchants. Ditto— YiewB of Her Majesty's Government. Respecting the Canada Act, to extend Copy-right to persons resident in the United Kingdom. Halifax and Quthtc i?oi7roa*— Transmitting Report of Commissioners, and desiring to be informed of the views of the Provincial Legislature. Respecting the necessity of exempting from duty, articltt imported for the Military Servici, Respecting the Montreal and Lachine, and the St. Law- rence and Industry Railway Acts. Enclosing Order of the Queen in Council, confirming seven reserved Railway Bills of 1847, and pointing out amendments required. Reporting the confirmation of certain Acts, and sug- gesting amendments to the Acts for incorporating the Montreal and Echo Lake Mining Oompaniei. Suggesting amendments to the Act incorporating th« Western Telegraph Company. i i;' :S' 1 Bidera I route i * du Lc { then toS chi, alon Met! REPORT ON THE PROPOSED TRUNK LINE OF RAILWAY FROM AN EASTERN PORT IN NOVA SCOTIA, THROUGH NEW BRUNSWICK, TO QUEBEC. Halifax, Nova Scotia, August 31, 1848. Three principal lines or routes for a trunk line of railway present themselves for con- sideration ; and by combining portions of two of these lines together, a fourth and fifth route may be formed. Ist. 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 Fredericton 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: — Miles. Halifar to Windsor 45 Windsor to Annapolis °^ Annapolis to entrance Bay of Fundy - 11 Across Bay of Fundy to St. John (by sea) 45 St. John to Fredericton ^5 Fredericton to Woodstock 62 . Woodstock to the Grand Falls JJ The Grand Falls to the mouth of the Riviere du Loup lOb Riviere du Loup to Quebec • 11" Total distance, Halifax by the St. John River to Quebec 600 This line may be termed a mixed route— by railway and steamboat. 2nd. Commencing at Halifax and running to Truro at the head of the Bay of Fundy, thence over the Cumberland Mountains to Amherst, then along tb3 coast from Bay Verte to Shediac, thence by a north-westerly course, crossing the Rivers Richibucto and Mirami- chi, above the flow of the tide, so as not to interfere with the navigation. Then by the valley of the North-western Miramichi to Bathurst, on the Bay Chaleurs, along the cost of this bay to the Restigouche River, and by it and the valley of the River Metapedia to the St. Lawrence, and by the right bank of the St. Lawrence to Quebec. The distance by this route would be as follows :— 6 Miles. Halifax to Truro 5f> Truro to Amherst and Bay Verte 69 Bay Verto to Shediao 26 Shediao to Miramiohi Biver 74 Miramiobi Biver to Bathurst 56 Bathurst tc the Eel Biver, near Dalhousie 48 Dalhousie to the mouth of the Metapedia Biver 30 Metapedia Biver to the mouth of the Naget Biver, near the St. Lawrence 86 Along the St. Lawrence from this point to Quebec 191 Total distance by this route 635 This, for the sake of reference, may be called the Halifax and Eastern or Bay Gbale'ars Boute, through New Brunswick to Quebec. 3rd. Commencing at the harbour of Whitehaven, near Canso, at the north-cstcrn extremity of Nova Scotia, thence along the Atlantic Coast to Country Harbour and "V alley of the Biver St. Mary, thence by or near to Piotou and along the northern shore to Bay Verte. From Bay Verte to or near the Bend of Petitcodiao, thence across to Bolstown, and northe^'ly to the Bestigouche Biver, crossing it several miles to the east of Grand Falls. From thence by the most direct and practical course to the Trois Pistoles Biver, and along the right bank of the St. Lawrence to Quebec. The distance by this route would be nearly as follows : — Miles. Whitehaven to Country Harbour..... 40 Country Harbour to St. Mary's Valley and Pictou 61 Pictcu and along the coast to Bay Verie • 77 Bay Verte to Bend of Petitcodiac 40 Petitcodiao to Boistowu , 80 Boistown to the crossing of the Bestigouche Biver 115 Bestigouche Biver to Trois Pistoles, by the Kedgwick and Bimouski Valley 105 Along the St. Lawrence to Quebec 131 Total distance from Whitehaven by Boistown to Quebec......... 652 This may be termed the Direct Boute. 4th. Combining the Halifax route through Nova Scotia, and the direct route through the centre of New Brunswick. The distances will be probably as under : — From Halifax by Truro and Amherst to Bay Verte, as per Boute No. 2 Bay Verte to the Bend of Petitcodiac, Boistown, Bes- tigouche Biver, as per BoutoNo. 3 By the Kedgwick and Bimouski, to the mouth of the Torcadi Mouth of the Torcadi to the crossing of the Trois Pistoles Biver Miles. J24 fin Nova Scotia. In New Brunswick. 235^ 75 30 >In Canada. Along the St. Lawrence Biver to Quebec 131 Total distance from Halifax to Quebec by this route... 595 5th. Combining the Whitehaven Boute through Nova Scotia, with the Eastern or Bay Chaleurs Boute through New Brunswick to Quebec, the distances will be as under : — I Miles. 5f> 69 26 74 56 48 30 86 191 635 ay Chaleiirs orth-Castern f and \ alley bore to Bay >Istown, and md Falls. ft J Kiver, and t Milei. 40 6i 77 40 80 115 105 131 652 lite through ok. da. Eastern or 9 under : — Prom Whitehaven by Pictou and the North Coast to ) Bay Verte, as in Boute No.3 \ Trom Bay Yerte to the Bay Ghaleurs, and mouth of > the Metapedia, as in Boute No. 2 | Mouth of the Metapedia Biver to the mouth of the Naget Miles. 181 234 86 ■ In Nova Sootia. In New Brunswick. Along the St. Lawrence to Quebec 191 ' In Canada. Total distance from Whitehaven to Quebec by this route Thus tho distances will be as under : — 692 Miles. 1st. By the mixed route, Halifax to Annapolis, by the St. John to Quebec, the distance will be 600 2nd. By the Halifax and Eastern, or Bay Chalenrs Boute, to Quebec... 635 3rd. By the rirect Boute, Whitehaven, Boistown and Quebec 652 4th. By the Halifax, Truro, Amherst and Boistown, to Quebec .. 595 5th. By the Whitehaven, Bay Verte and Bay Chaleurs, to Quebec. . . . 692 The first line fails in the most essential object contemplated by the proposed Bailway, viz., a free and uninterrupted communication at all times and seasons of the year, from the port of arrival on the Atlantic terminus in Nova Scotia to Quebec. The intervention of the Bay of Fundy is fatal to this route. In sammer the transhipment of passengers and goods to and fro would be attended with the greatest incon\enience — loss of time and additional expense; whilst in winter it would be even still more inconvenient, and liable to be interrupted by storms and the floating masses of ice which then occur in the bay. In the case of the conveyance of troops, transport of artillery and munitions of war, the crossing the bay would at any time be most objectionable, and if suddenly required in critical times might be attended with the worst consequences. Commercially, too, it would destroy the fair prospect of the proposed line from Quebec to Halifax competing successfully with the route by the Gulf of the St. Lawrence, and with rival lines in the neighbouring States. But there are also other serious objections to be ofifered against it. Passing through New Brunswick and on the right bank of the St. John Biver, as it must necessarily do, to the Qrand Falls, it would for a considerable distn'-'se, both before and after the reaching of that point, run along and close to the frontier of the United States. In case of war, therefore, or in times of internal commotion, when border quarrels or border sympathies are excitud, this line, when most needed, would be the most sure to fail, for no measures could be taken which would at all times effectually guard it from an open enemy and from treacherous attacks. The passage across the Bay of Fundy so close to the shores of Maine, would invite aggression, and require a large naval force for its protection. The engineering difficulties as the line approaches the Grand Falls from Woodstock would not be easily overcome. The space between the St. John Biver and the Boundary Line becomes gradually contracted to a width of not more than two or three miles, and the country is broken and rough, whilst the banks of the St. John are rooky and precipitous for uany miles below the Falls. From the Grand Falls to the St. Lawrence, a distance of more than a hundred miles, the country is so far known as to make it certain that there is very difficult and unfavor- able ground to be encountered, which would require careful explorations and extensive surveying. This intervention rf the Bay of Fundy, therefore, and the proximity of this line for a considerable distance to the frontier of the United States, was so objectionable and fatal to this route, that the attention of the officers and the exploring parties was, after a slight examination of the country between Halifax iind Annapolis, directed in search of other and more favorable lines. 8 To understand the comparative advantages possessed bj the other routes as well as to be able to \7eigh the objections which may be raised against each, and afterwards de- termine from their relative merits, which is the best direction for tlie propoied line to take, it will be necessary, previously, to give some description of the country through which the lines pass, the present am'^unt and distribuiior of ihe population, and the engineering dif- ficulties which were met with along the lines examined. As it will be seen in the end, that only one of the lines,- viz. ^ the second, has been explored and carried out successfully from its terminus on the Atlantic quite through to Quebec, it may be perhaps considered superfiuous to enter upon the discussion of rival lines, but the object to be gained by so doing, is to show that so much has been done, and is know:^ of the country as to render further explorations for new lines unnecessary, because, if completed, they would not be likely to be recommended in preference to the one which will be propoEcd for adoption. The dietanoe from the Atlantic coast of Nova Scocia, to the bank cf the St. Lawrence is about 360 miles in a straight line. Intersecting the country which must bo traversed by any line of railway and crossing its course at right angles, are^ve great obstacles which have to be either surmounted or avoided : — 1. Is a broad range or belt of high ar.d broken land which runs along the Atlantic shores of Nova Scotia, from Cape Canso to Cape Sable. The breadth varies from about twenty miles in its narrowest part up to fifty or sixty miles in other places. Its average height may be about five hundred feet. The strata of which it is composed consist of granite, slate, and a variety of rooks, hard and difficult to cut through. The characteristic features of the surface arc rugged and uneven, and therefore very unfavcrabh for railway operations. No useful minerals of the metallic kind have been found in it, in quantities sufficient to work to advantage. Valuable quarries of stone for building purposes are abundant, but these will be found everywhere nearly aloig the proposed line. This formation is estimated to cover nearly two-thirds of the surface of Nova Scotia. It is, generdll^i speaking, unflavorablo for agriculture ; the timber on it ii stinted in growth, and it is an object of some importance to pass through it and leuve it behind as soon as possible. If a line be drawn from the head of the estuary of the Avon, near Windsor, to the Great Shubenacadie Lake, and then across the Steniacke River, along the upper parts of the streams in the County of Pictou, to the Gut of Canso, all the portion lying to ^he south of this line belongs to this formation, and all to the north of it to the more favorable and highly vnluable formation of the carboniferous system. The narrowest and shortest line by which this range or belt can be crosed occurs at Halifax, and at the same time, owing to a favorable break in the chain, at the lowest point in altitude ; the summit level through it not exceeding ninety feet. The Halifax line (Route No. 2) is clear of it in twenty miles. Before the same can be done by the Whitehaven and Direct linn (Route No. 3), it must follo:v the coast for upwards of thirty miles, as far as Country Harbour, and then a further course across it of another thirty miles; involving in this distance two if not three tunnels, and must Burmount a summit level of 400 feet. 2. The second groat obstacle is the Bay of Fundy. This, as is stated, is fatal to the first route. Bv the other routes it can be turned and avoided. 8. The third obstacle is the range of Cobcquid Hills. These extend all along the north shore of the Bay of Minas and very nearly across but not quite to the shore of the Straits of Northumberland. In breadth che rong» preserves nsarly an unifurm T.'ith of about ten miles. In altitude the hills average from 800 to 1000 feet. The lowest point, afler a cart^ful survey, was found to be at the Folly Like, 600 feet above ^he sea. This ringe can be avoidcc' and passed by the Whitehaven and Direct Route, but must be sur- mounted and crossed over oy the Halif.ix and Eastern line (Route No. 2). The prevailing rocks are granite, porphyry, ar.d clay slate, io the upper portions ; along the shores of the Bay of Minas and on the northara side, the form'ttioa is of ths red sandstone and the coal meacures. This range abounds with th^e most valuable minersis, of which a Urge mass of specular iron orej carriage A with abi btilongii 4. nearly to the B Th be crosE Th railway feet in and Ret crossin form a Th level al( line to '. be, as D routes t Th grauwa( 5. of the r Lawren It occu f- monn main Atlai m W, a well as to irwards de- ine to take, wLioh the leering dif- bas been taroagh to m of rival done, and 7; because, one which Lawrence traversed iclet which e Atlantic rom about ;s average consist of racteristic br railway quantities 1 b? founrl >va Scotia, in growth, as soon as iOT, to the 3r parts of ing to ^he ! favorable occurs at went point same can coast for cross it of and must ital to che along the ro of the I vAta of est point, )a. This it be Bur- portions ; IS of the r specular iron ore, of unequalled Tiobness, occurs close to the line, and only requires facility of carriage for bringing coals to the spot, to be worked with profit, A large portion of tbis tract still remains ungranted, and timber of excellent gro.fth, with abundance of the fineot st^ne for buildirg purposes, are to be met with, and stili belonging to the Grown, can be bad for the Azpense of labour only. 4. The fourth obstacle is the broad and extensive range of highlands which occupies nearly the whole space in the centre of New Brunswick, from the Miramiohi River, north tc the Restigouche. Some of these mountains rise to an altitude exceeding 2,000 feet. The Tobique River runs through them, forming a deep valley or trough, which must be crossed by the direct line, and increases greatly the difficulty of passing by them. The lowest point of the ridge overlooking the Tobique River, at which any line of railway must pass is 1,216 feet abovo the sea. Then follows a descent to the river of 796 feet in 18 miles,, and the summit level on the opposite ridge or crest between the Toi^^que and Restigouche waters, is 920 feet above the sea, or a rise of 500 feet above the point of crossing at the Tob'que water. These greai summit levels, which must be surmounted, form a serious objection to this route. The Eastern line, by the coast, avoids this chain altogether. The greatest summit level along it will not be above 368 feet, while the distance by each, from the Province line to Bay Vevte to the Restigouche River (the northern limit of. New Brunswick) will be, as n. irly as possible, the same, there being only a difference of one mile in these two routes through this Province. The rocks composing this chain of mountains are granite, various kinds of slates, grauwacke, limestone, sandstone, &c. 6. The fifth and last obstacle to be overcome, and which cannot be avoided by any of the routes, is the mountain range running along the whole course of the River St. Lawrence in a very irregular line, but at an average di.>tance from it of about twenty miles. It occupies, with its spurs and branches, a lai'ge portion of the space be':veen the St. Lawrence and the Restigouche River. The rocks and stratc composing the range are of the same character and kind as the Tobique range. The tops of the mountains are as elevated in the one range as in the other. The exploring parties failed in finding a Hue through this range, to join on to the direct line through New Brunswick, bvv. succeeded in carrying on the Eastern or Bay Ohaleurs Route, owing to the fortuLiate interventiou of the valley of the Metapediao River. The line wiiich was tried, and failed, was* across from the Trois Pistoles River, by the headd of Green River, and down the Pseudy, or some of the stieams in that part, running iato the Restigouche River. A favorable line from the Trois Pistoles was ascertained along the Eagle Lake and Toroadi River, as far as the Rimouski ; and it is probable that by ascending this river, and descending the Kedgwick River, this line. Route No. 4, could be completed. But it is most improbable that it could compete in favorable grades with the Meta- pedia. It will b'^ allowing it sufficient latitude to suppose it will be equal in engineering merits; and that, if accomplibhed, it will give the Route No. 4 an apparent advantitge of forty miles in distance. A very striking characteristic in the geological formation of North America, and which has been noticed in the writings of persons who have described the country, is the tendency of the rock strata to run in parallel I Idges in courses north-easterly and soutb< westerly. On referring to the Qeneral Map No. 1 , and confining the attention more particularly to that portion of couutry e& t and north of the St. John Rive through which any line must pass — this general tendency cannot fail to be remarked. The River St. Lawrenoe~-the main Restigouche River and intermediate chain of mountains — the Tobique River and mountains — all the streams in New Brunswick (tho main trunk ot Hi. John and & branch of the Miramiohi excepted). The Cobequid Range, the Bay of Fundy, and the higii and rocky range along the Atlantis ahore, have all this north-eastern and south-western tendency. It will be eTident, therefore, that any ]in<) from the ooast of Nova Sootia to the St. 2 10 Lawrence has a general direction to follow, which is the most unfavorable hat could have occurred for it, having to cross ell these mountain ranges, streams, and valleys at right angles nearly to their courses. The lines explored for the Direct Route through New Brunswick were obliged, on this account, to keep the elevated ground crossing the upper parts of the streams. By so doing, a line was found to the Restigouehe which may be considered just within the limits of praoticabilif v, but having very unfavorable summit levels to surmount. And the peculiar formatioB of thes'^rata, and general course of the valley and streams, renders it most improbable that any further explorations to improve this direct line through New Brunswick would be attended with much success. Very fortunately for the Eastern line, one of the branches of the north- western Mira- michl presented itself as an exception to the general tendency, and enabled that line to reach the coast of the Bay Chaleurs. The distance across, in a direct line, from the coast of Nova Scotia to the St. Law* rence, has been stated at about 360 miles, forming the difficult and unfavorable portion of the line. When the St. Lawrence mountains are passed, then the tendency of the strata and courses north-easterly and south-westerly becomes as favorable for the remaining 2C0 miles along that river as it was b .fore adverse. The general character of tne ground between thi St. Lawrence River and the mountains, is that of ir/bgular terraces or broad valleys, rising one above another by steep short banks, having the appearance an if the river had at some former periods higher levels for its waters. The streams run along these valleys parallel with the course of the St. Lawrence, until, meeting some obstruction, they turn suddenly ofiP, and find their way over precipices and falls to the ma.'n river. Having described such of the physical features of the country which form ob$taclet in the way of the lines under consideration, it is proper next to describe those features and other resources which are advantages, and should be tought for by competing lines. The geological systems which prevail through the intermediate country to the moun- tain ranges are the carboniferious and new red sandstone. They include large deposits of red marl, limestone, gjpsuM, freestone of excellent quality for building purposes, and extensive beds of coal. Indications of the latter are met with in abundance from the banks of Gay's River, (twenty miles from Halifax,) up to the Restigouehe River, and along the shores of the Bay Chaleurs. Wherever these systems and minerals are found, a strong and productive soil, ir'avor- able for agricultural pursuits and settlement, is sure to accompany them. The surface of such a country, too, is generally low, or moderately undulating, and therafore the more of such a district that a line can be led through, the better for it. In Nova Scotia this foroiation occupies its northern section, and amounts to nearly one-third of its whole area. It then extends all over the southern and eastern parts of New Brunswick. In this respect, therefore, the Route No. 2 has a decided advantage. The greatest and most valuable coal-field is that of Pictou. It is situated on the south side of that harbour. The exact extent of the bed is not known, as it is broken by a great (geological) fault. It occupies, Lowever, an area of many square miles. The coal is bituminous, of goo 1 quality, and tho veins of most unusual thickness. Mines in it are exteneively worked, and large exports from them are made to ths United States. Iron ore is abundant. This is an advantage in favor of the Whitehaven and Direct Route. The next great coal district is the Cumberland field, and it is second only in import* ance to that of Pictou. It is RtippoRpd to extend from the Maccn Rivet, west of Amhefst, over to Tatmagouche in the Straits of Northumberland. Some mines in it hare been recently opened, and promise to be very productive. The Line No. 2 pusses over this field for miles, and may be considered from that eir- oumstttncc, as not being deprived altogether of an advantage possessed by the other route. The great agrioaltural oapabilitiea of thi eMtern CoantiM of N«w Braoiwiok have m Jl could havfl tjrs at right obliged, on III. just within mnt. id streamii, direct line !':ern Mira- that line to le St. Law- portion of the strata ainiog 2G0 r and the 3r by steep gher leYels Lawrence, precipices a obstacles le features ^ lines, [the mouc- ' excellent I latter are fax,) up to soil, ir'avor- he surface ) the more I to n earl J n parts of bed is not a of manj noss. le to the a import* Dsgouche bt-cn described in the Keports of W r. Per'ey, the Government Emigration Agent, which , were presented to the New Brunswick Legislature in February, 1847, and ordered to be ' printed. * One most important object to be attained by the construction of a Railroad is the set- tlement of the public lands, and the encouragement of emigration from the Mother Country. As bearing very strongly upon this point in the choice of the best direction for the line, I subjoin the following extract taken from Bouchette's Work on Canada, vol. 1, page 331. It is a quotation made by him from " The Commissioners' Report of 1821 ": — " The Bay of Gasp£, and particularly the Bay des Chaleurs, are susceptible of the most improved agriculture. For the establishment of emigrants no part in Canada offers such immediate resources of livelihood as may be derived from the fisheries. It is a fact worthy of notice^ that in the year 1816, when the lower parts of th* Province were afflicted with a famine from the destruction of the harvest by frost, no such inconvenience was experienced at Paspebiac, nor at any other place within the level tract above mentioned." The tract alhded to here is not clearly defined by the quotation, but it is supposed to mean the whole district along the south shore of the Bay Chaleurs. This tends to show the effect produced by the vicinity of the sea, in moderating the temperature and saving the crops from untimely frosts. In this respect, therefore, the Line No. 2 has an important advantage over the one through the central and more elevated land of New Brunswick. As the interior is approached, and the distance from, as well as the elevation above, the sea increases, the danger to crops from cold nights and early frosts also increases. In the Madawaska Settlement, and on the Uppor St. John River, great failures of crops have occurred from this cause, and wheat and potatoes are very liable to be destroyed, From the bend of Petitcodiac to the St. Lawrence, a distance of upwards of 300 miles, the direct line would pass through a perfect wilderness, with not a single settler on the whole line, except a few at or near to Boistown. Leaving engii^eering difficulties for the moment oat of the question, the cost of con- struction would be materially increased by the extra difficulties attendant on the transport of necessary materials, and in supplying with food the labourers and others engaged on the line. This disadvantage is not shared by the second route, which can be approached in numerous places along the Gulf bhore by means of bays and navigable rivers. The Direct Line No. 4 will not have such advantages to present to settlers as the second. On the contrary, if adopted, it might bo found necessary to incur expenses for the establishmeij I of small communities along the line to repair and keep it open. The facilities for external as well as internal communication, and other advantages arising from commerce and the fisheries, which will be developed by the Eastern line (and entirely waiting along the Direct Route), will, it is fully expected, make its vicinity eagerly sought for by settlers, and th'a it will, in the c«urse of no very great length of time, lead to the extcnsioi) of that long-continued village which now exists with but little exception from Quebec to M^tis (200 miles), from the shores of the St. Lawrence to the Atlantic Ocean. An important item bearing upon tho consideration of the best route is the present distribution of the population in New Brunswick and Nova Scotia. In illustratioB of this part of the subject, and to afford a better idea of the nature of the country than can be given by a merely nutlip'* plan, a model map (No. 8) has been prepared, shswing the whole course of the lines. ^Routos Nos. 2 and 4) from Halifax to the St. Jjawrence, and by the latter over the Trois Pistoles River, beyond whicli the line is continuuu through a level, fertile and densely peopleu district to Quebec. The red line shows the proposed Route No. 2. The Halifax and Eastern or Bay Chaleurs line. The black line shows the Direct Route, No. 4. from the bend of Petitcodiac. The yellow tint shows tho present settlements. The green is the wilderness of uncleared forest, unsettled, and tho far larger portion of it still uogranted and waiting for occupation. It meat be premised that a branoh lUilwey flrcm the City of St. John is contemplated _-i- Tyr>' 12 to pass up the valley of the Kennebecasis, and connect with the main trunk at the Bay of Shediac. The survey of this line, ordered by the Provincial Government, iii 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 : — County of Kestigouche 4,214 " Gloucester 10,834 « Northumberland 19,493 « Kent 9,769 43,810 " Westmoreland and Albert 23,581 « King's 19,.i85 « St John 43,942 86,808 « Queen's.... 10,976 « Sunbury.. 5,680 16,656 « York 18,660 " Carleton ; 17,841 36,501 « Charlotte 24,237 Total 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. | Campbelltou, Dalhousio, Bathurst, Chatham on the Miramichi, and Richibuoto — sea- ports and shipping places of consequence on the Gulf shore ; all of th'jm sasceptible of the gruatest development, will be left isolated and cut off. These ports are ice-bound during the winter months ; and railway communication will be to them of the greatest importance. It will affect most materially the interests of the City of St. John, and the receipts upon their branch Railway. It will affect also most sensibly the receipts of the main trunk line. Along the south bank of the St. Lawrence, from Quebec to M6tis, there are settled along it in what can be only compared to one continued village for 200 miles, 75,000 inhabitants. Of these, also, a large population, probably 12,000 in number, residing between the Rimouski and M^tis River, will be deprived of the benefit of the railway, if the Direct Line be adopted. To counterbalance the serious detriment which would thus be caused, this line would diminish the length of the branch line, likely to be made to connect them with Freder- icton, which is the seat of Government, and contains about 6,000 inhabitants. The population of Nova Scotia may be estimated to be about, viz. : — City of Halifax and County 40,000 County of Cumberland 10,600 " Colchester 14,900 " Pictou 30,300 " Sydney and Guysborough 23,200 Remaining Counties 111,260 Total i..'".....- 230,200 The population of Cape Breton is estimated at 49,600. Ot the above, if the Whitelaven and jDirect Route be adopted, the City of Halifax and County, amounting to 40,0(10, will bttoftzoluded from the benefit of the line. If the Halifax and EastoitQ lio#' ^ftoute No. 2j) b? adopted, then the population of Sydney and L'ictou, amouutitg to 58,500. will be exoladed. f It T course! Ii the thi most f T theB( carru to Bt pedia Pisto turn( Rive level Law form No. and whi( thoi t the Bay of rogress; and ouDt, at the 18 To the population in the southern or remaining counties (111,200), the Halifrz Route will he of essential benefit. From the other route they would derive no advantage whatever. 3,810 6,808 6,656 6,501 4,237 8,012 tposed Route liibucto — Bea- jsceptible of mmunication I the receipts 'e are settled ailes, 75,000 between the ' the Direct 8 line would ivith Freder- ),000 ),600 1,900 >,300 1,200 ,260 ,200 of Halifax e. >pai«tioo of It is now proposed to give au account of the explorations and their results. The dotted lines on the General Plan, No. 1, shew were these were made, and the courses taken. * In the season of 1846, the Cumberland Hills were carefully examined; sections with the theodolite were made, and barometrical observations taken, to ascertain the lowest and most favorable point for crossing them. The line which has been cut out and 'Explored for the military road was followed from the Bend of Fetitcodiao to Boistown. From Boistown the general course was followed, and levelled as far as the Tobique River, but the country was so unfavorable that new courses had to be constantly sought out. A new line altogether was tried from the Tobique, as far as the Wagan Portage. The results deduced from the observations and sections proved this line to be quite impracticable for a Railway. Whilst the line was being tried, other parties explored from Newcastle on the Mira- miohi River, over to Crystal Brook on the Nipisiguit, the valleys of the Upsalquitch and its tributants, and as far as the Restigouche River. The country at the upper waters of the Nipisiguit, and the whole of the Upsalquitch valleys, were found to be rough, broken, and totally impracticable. The result of this season's labours went to show, that the best, if not the only, route that would be likely to be practicable, would be by the North-west Miramichi to Bathurst, and then along the Bay Chaleurs. During the winter, a small reconnoitring party (on snow shoes) was sent up the Met?.- pediao Valley, as far as Metallis Brook, and they made their way across the country, from thenoe to the mouth of the Torcadi River on the Rimouski. Their report on this line was rather favorable, and had there been any necessity for it, it would ha/e been more fully explored the next season (1847). As soon as this was sufficiently advanoed to admit of the parties entering the wooils, the explorations were resumed. A grade line was carried over the Cumberland Hills. It was cut out through the woods, from the foot on side to the foot of the slope on the other, a dist.nce of ten miles, and carefully levelled with a theodolite. This proved to be quite practicable. The exploration of the Eastern line was again taken up. It was commenced on the head of the tide, on the south-west Miramichi, and was carried up the valley of the north-west Miramichi over to and down the Upsalquitch River to Bathurst, and along the shores of the Bay Chaleurs to the Restigouche, up the Meta- pediao to the M^tis, and along the bank cf the St. Lawrence to the Rimouski and Trois Pistoles River. The result of this exploration was so satisfactory that the party engaged upon it re- turned up the same route, surveyed it, and took the levels along it back to the Miramichi River. An exploratory line was then cut through the greater portion of the flat and generally level country between this river and the Province line at Bay Verte. An examination of the country was made from the Trois Pistoles River along the St. Lawrence to Quebec; which, with what had been done in Nova Scotia, during this and the former season, completed the whole of one good and favorable line from Halifax to Quebec. The details are given in the aocompanyiog Report, Appendix No. 1, General Plan No. 1, Model Map No. 2, and Book oontaiuing exploratory sheets. No. 16, containing plans and sections of the whole route, and comprises the line recommended to be adopted. Unwilling to abandon the Direct Route through the centre of New Brunswick, by which, if a line could be succesafuliy carried out, the distance would be so materially ahorteoed, as is nppareot by the mileage given in Routo No. 4, it was determined to use u every effort to decide either the practicability or impracticability of tnoh a line. To thii end large parties were employed the whole season. One party explored, out, and levelled a line the whole way between the Napadogan Lake and the Restigouche Biver, a distance of ninety-six miles. The line explored was a very great improvement upon the one of 1846. It is considered to be so far satisfactory as to prove that a line for that distance can be found which would be within the limits of railway gradients. The details are given in the Assistant Surveyor's Report, Appendix No. 2, with three exploratory sheets, Nos. 17, 18, 19, containing plans and sections of the ground passed over. A large party was engaged in trying to find a line from Trois Pistoles River on the St. Lawrence, through the Highlands to the Restigouche River, for the purpose of connect- ing on to the New Brunswick party. The winter overtook them whilst still embarrassed in the Highlands at the head waters of the Green River. The dotted lines on the General Plan No. 1, will show their attempts. A line was tried up the Valley of the Abersquash, but it ended in a cul-desac. There was no way out of it. A second line was carried from Trois Pistoles over to Lao-dcs-lsles, Eagle Lake ; and by the middle branch of the Tuladi River, the north-west branch and head waters of the Green River were gained. But this point was not reached except by a narrow valley or ravine of four miles in length. I A theodolite section was made of it, and it was found to involve a grade of at least one in forty-nine, and to attain that, heavy cuttings at one part and embankments at another would be necessary. There is no occasion at present to enter upon the discussion of whether this should condemn a whole line, for having attained the Forks, at the head of the main Green River, no way was found out uf it, and this explored line, like the first mentioned, must be con- sidered to have ended in a cul-de-tac also. Further details are given in the Report of Mr. Wilkinson, the Surveyor intrusted with the more immediate charge of this part of the line, in Appendix No. 3, with sketches attached to it. It is just probable that a lino might be found by way of the Kedgwick River and the Rimouski as far as the mouth of the Torcadi River, from which to the Trois Pistoles, there was ascertained to be no difficulty. But as the advantages in every way, except distance, are so much in favor of the Eastern Line, it would only be incurring delay, and perhaps useless expense, in further explorations of this part of the country. In the Report (Appendix No. 3) there is a third route suggested for examination and trial, viz., by one oF the lower brancnes of the Green Rivsr and the Squattock Lakes. Whether successful or not, it is liable to the objection of approaching the frontier of the United States. <^here remains to be notised the exploration for a line of railway from Whitehaven on the eastern coast of Nova Stotia towards Pictou and Bay Verte. This was rendered necessary in consequence of the suggestion made by Captain Owen, R.N., to make Whitehaven the Atlantic terminus of the railway. The details of this exploration are given in the accompanying Report, Appendix No. 4, and Exploratory Sheets, Nos. 20, 21, 22 and 24. Engineering difficulties and expensive cuttings occur on this route. From the oommeDoemcnt in the Harbour of Whitehaven the line munt pas4 along a a barren and rocky coast, for upwards of thirty miles, to Country Harbour, before it can turn off towards the interior. And it cannot do this and get clear of the sea shore without the necessity of making a tunnel of about a mile in lengta through a ridge of whinstone. Again, at the Falls of the St. Mary River there will be required a tunnel of about a quarter of a mile, and a viaduct aorobs a valley, of about 500 feet in length. The summit level occurs between Lake Eden and Beaver Lake, and is 400 feet abcvo the sea. 16 ine. To thii le Napadogan t distance can 2, with three ;round passed River on the se of connect- embarrassed ieaac. There ;Ie Lake; and waters of the four miles in ade of at least bankments at cr this should Green River, must be con- intrusted with with sketches River and the Pistoles, there favor of the se, in further imination and 3k Lakes. he frontier of hitehaven on aptain Owen, ppendix No. pass along a re it can turn without the Dstone. el of about a 10 feet above At Grant's Bridge, on the East River, for nearly three miles in length, there would Jiacessarily be several expensive cuttings through rocks of sandstone and limestone. J The length of thii line from Whitehaven to Bay Verte is estimated at 181 miles, from Halifax to the same point is 124. Leaving a difference of fifty-seven miles. If the Direct Route (No. 3) could be established, it wouM add seventeen miles to the trunk line. But as it is not to be supposed that Halifax, the capital and great commercial city of the Province, would in such a case allow itself to be excluded from the benefits of the proposed Railway, then it would involve, in addition to this seventeen miles of trunk railway, a branch line ofprobably ninety miles. Or if the Eastern (Ba> Ghaleurs) line through New Brunswick be added on to it, as in Route No. 5, then it will involve no less than fifty-seven miles extra of trunk line, and the same necessity for the branch line of ninety miles mentioned. To compensate for such disadvantages it must be shown that Whitehaven has the most paramount claims to be' selected as the Atlantic terminus, in preferboce to Halifax. The Harbour of Whitehaven is 120 miles nearer to England by sea than Halifax. Equivalent to, in ocean navigation by the steamers, ten hours. This, it is readily conceded, is a very great advantage, and were there no drawbacks 6r other consideration'^ in the way, it would be quite sufficient to give that port the preference. It is a well-known fact, however, that there is a time and season in the year when the Cunard steam >rs cannot keep their direct course to Halifax even, bu' are compelled, by fields of ice, to keep to the southward, and sometimes pass to the south of Sable Island. During this time, which occurs in the spring of the year, and may last for two or three months, there would be some risk in there making direct for the more northern port of Whitehaven. And if for these three months the steamers were obliged to make Hali- fax their port, then for that time the Whitehaven line would be useless. In respect to the advantages which it is said to possess, of remaining open all the year round, it is not quite clear that it does so. From enquiries made on the spot in the summer of 1847, Captain Henderson learned |hat the preceding winter the harbour had been frozen over entirely, five to six inches Ihick,* and that it was sometimes blockaded up and'much incommoded by ice. Subsequently, however, and during this winter, when the objects of the enquiries made there in the summer became known, »nd the advantage of the Railway spoken of, a Statement accompanied with affidavits was forwarded with a view to counteract the effeot of the information given to Captain Henderson and the parties exploring there. They are given in the Appendix No. 5 to this Report. They tend to show that though the immediate entrance to the harbour may be, and generally is clear, yet that large quantities of floating ice find their way through the Gut of Canso, and by Cape Breton, which pass off in a southerly direction, crossing the direct path of steamers and vessels from Europe. The coasting vessels keeping in shore are not so liable to be molested by it. Ihe harbour is admitted to be a fine sheet of water, but it does not and cannot vie with Halifax, either in appearance or capacity. Referring to Lieutenant Shortland's Report, Appendix No. 5, who made a survey of it in obedience to the directions of Captain Owen, R.N., it appears that it is not free from the objection which is made against the Port of Halifax, and is its only drawback, viz., the prevalence of fogs. Lieutenant Shortland says, " that in foggy weather the harbour (Whitehaven) is dif< ficult to approach, especially to a stranger, as soundings in shore are very irregular, and I have nut been able to learn any good indications of itn vicinity to be gathered from the lead, so as to render its approach by that means certain ) and Torbay, its immediate neighbor to the westward, is a dangerous place to get into. " From the fishermen and small coasters I understand the currents round the jpoint are uncertain and generally depend upon the wind, though the prevailing current la to the westward. • Yida Appendk IJo. B. 16 I " I experienced this current in a boat when I visited the outer break ; it was then setting to the westward, at the rate of one mile and a half per hoar at least. I also per* ceived vessels in the offing setting rapidly in the same direction, the breeae wa« from- the eastward and light, though it had previously blown hard from the same point. " We also, on our passage from Halifax to Canso, during a fog, with the wiad from south-west, experienced an easterly current, but the land once made, the harbour is eaiilj attained, especially by a steamer." This cab scarcely be considered a favorable report of its advantages as a harbour in- tended for the great Atlantic terminus. Accommodation and safety for a fleet of merchantmen could be expected there, as is to be found at Halifax. To make it a safe approach Lieutenant Shortland continues thus : " A judicious arrangement of fog-signals and light-houses with buoys, on the prinoipal dangers, and a good survey with the sea-soundiogs well laid down, would make> the approach in the night, or during fogs, attended with small danger to a careful seaman." One of the undoubted results of the Railway will be to make Halifax, if it be made AS it ought to be, tie Atlantic terminus, the great emporium of trade for the British Provinces and for the Far Weet. Whitehaven has not the capacity for this, and in winter it is evidently dangerous for sailing vessels, and the selection of it as a terminus would be to exclude Halifax alto- gether, or to compel the formation of a branch railway of ninety miles in length, in addition to fifty-seven miles of trunk railway. It involves also the necessity of making expensive arrangements ; light-houses must be built, dep6ts for the supply of the steamers must be made, fortifications must be erected, and accommodation for a garrison provided. For the terminus of a great line of railway would need protection in time of war. At present there are only a few fishermen's huts. The probable saving of tea hours of time iu an ocean voyage which varies even with the Cunard steamers, from nine to eighteen days, is not of such all-absorbing magnitude as to entail by the choice of the terminus, such a fearful amount of extra expense and inconvenience to a whole Province. At a more advanced period, perhaps, when the Provinces have attained all the pros- perity they have a right to expect from this and other great works which would follow as surely as effect follows cause, then it may be time to consider the propriety of making a branch to Whitehaven. Its selection now as the terminus would most materially affect the receipts to be expected from the traffic. Whitehaven, therefore, with its longer and more expensive line of railway, full of engineering difficulties, passing for miles through a district of country, rocky, barren, and unfavorable for agriculture, benefiting a comparatively small proportion of the inhabitants^ to the exclusion of the capital and the greatest amount of the Province; — or else involving the necessity of making a branch line of ninety miles in length, is decidedly recommended to be rejected. And the City and Harbour of H.alifax (ono of the finest in the world) ia recommended to he selected as the Atlantic terminus for the j reposed line of railway. That part of the Direct Route CNos. 3 and 4), viz., the line from the Bead of Petit- codiac by Boistown to the Restigouche and the St. Lawrence, crossing the range of New Brunswick mountains, having to surmount two summit levels of 1,216 and 920 feet, causing heavy grades, and increasing materially the cost of transport; passing through a totally unsettled and wilderness country; involvirg greater difficulties in the transport of the materials necessary for its construction, and supplying food to the labourers engaged in its formation; excluding the towns and settlements on the Gulf shore, and so preventing the development of the vast resources of the country to be derived from the fisheries; and also inflicting a serious loss to the interests of the main line, and to the intended branch from the City of St. John in New Brunswick, is, notwithiitanding its one great advantage of diminished distance, recommended most strongly to be rejected. And the Route No. 2, from Halifax to Truro, at the head of the Bay of Fundy, passing over the Cobequid Hills, and on or near to Amherst and Bay Yerte, orossiog from the to Ni^ RU thel to cesi tif>\ Ne^ 17 ; it was then t. I also per* was from- the t. the wind from rbour is easily a harbour in- there, as is to thepriooipal lid mako' the 1 seaman." if it be made r the British tly dangerous Halifax alto- h, in addition t-honses must St be ereeted, ine of rulwaj ies even with ig magnitude expense and 1 the pros- d follow as of making a eceipts to bt way, full of )arren, and inhabitants^ se involving commended icotnmended dofPetit- nge of New eet, causing gh a totally port of the ;aged in its enting the eries; and ied branch advantage of Fundy, ssing from M thonce over to the Rivers Richibucto and Miramichi, above the flow of the tide, so as not i to interfere with their navigation ; then by the vallay of the North-west Miramichi and Nipisiguit River to Bathurst; then along the ehore of the Bay Chaleurs to the Reatigouche River; then by the valley of the Metapediao over to or near to the River St. Lawrence ; then by the route as shown in the General Plan No. 1, along the banks of the St. Lawrence to Riviere du Loup, and from thence continued through cither the second or third con- cessions along the river until it approaches Point Levi, is recommended as the best direc- tion for the Proposed Trunk Line of Railway from an Eastern Port in Nova Scotia, through New Brunswick, to Quebec. It combines in the greatest degree the following important points : — Ist. The immediate prospect of direct, as well as the greatest amount of remuneration ^for the expenditure to be incurred ; the opening up a large field for provincial improve- ments, for the settlement of emigrants, and by aiFording the opportunity in addition to internal, of external communication, by means of the Gulf of St, Lawrence and the Bay of Ohaleurs, it will tend to ' velop in the highest degree the commerce and the fisheries of the Province of New Brunswick. 2nd. Passing along the sea coast for a great distance, and capable of being approached at several points by bays or navigable rivers, it possesses the greatest facilities for construc- tion, tending to reduce the expense, and by its itore favorable grades, also the cost of working and subsequent maintenance. 3rd. By passing over a less elevated country, and at the least distance from the sea, there will be less interruption to be apprehended from climate, whilst the more favorable grades will increase the efficiency and rapidity of intercourse. 4th. Passing at the greatest possible distance from the United States, it possesses in the highest degree the advantage to be derived from that circumstance of security from attack in case of hostilities. The best general direction I'or the Proposed Trunk Line of Railway being admitted to bo that of Route No. 2, viz., the Halifax and Eastern, or Bay Ohaleurs Route, some additional remarks may be made upon its peculiar advantages, as well as upon the few engineering difficulties which occur, and in explanation of the plans and sections forwarded. The details of the line are given in the Appendix No. L The plans referred to are the General Plan No. 1, the Model Map No. 2 (which should be stretched out on the floor to be properly viewed), and the book containing fiftacn exploratory sheets of plans and sections which relate exclusively to this line. The City of Halifax is situated on the ^restern side of the harbour, whilst the best site for the terminus is on the opposite shore at Dartmouth. The distance to Quebec from the latter will be four miles shorter than from the former; and one great advantage is, that its short line is as yet comparatively free from wharves and commercial establishments, and an extensive terminus can l)e formed there at less expense and inconvenience than on the Halifax side, where the Government dock- yard and private establisliments would interfere materially in the selection of a good site for it. At Dartmouth it is expected that vessels entering the harbour will be able to unload at the railway premises, or probably into the railway cars, whilst an equally good terminus is to be had at Point Levi, opposite to Quebec. The same railway cars, loaded from the ships in harbour at Halifax, will thus, after running an uninterrupted course for 635 miles, be delivered of their contents into the boats if not into the holds of vcs83ls in the River St. Lawrence. The same can of course bo done from the River St. Lawrence to the vessels waiting in Halifax Harbour. Such an uninterrupted length of railway, with such facilities at its termini, will be, it is believed, unequalled in the world. In the transmission of goods and merchandise this will bo a most favorable point in competing with rival lines. The American railways, especially along the Atlantic States, are constantly interrupted, and passengers have to transfer themselves not only from car.*) to steamboats, but sometimes from one set of carriages to another set, in waiting for them on opposite banks of a river. 3 '^i-'^ni 18 ■ — -■ ' » — — ' — — ' - ■ —' In Nova Scotia the passage over the Cobequid Hills cannot be eflfected without heavy jrrades of one in seventy-nine and one in eighty-five ; but as these occur, the ono ascending, and the other immediately descending, and only for ten miles, the inconvenience can be easily got over by affording an assistant engine for the goods' trains at that part. No engineering difficulties are expected to occur from this up to Restigouohe River. It is necessary, however, to make some remark in reference to the sections shown in the Book of Exploratory sheets 6 and 7, comprisiug that part of New Brunswick lying between Shcdiac and the North-west Miramichi; The whole of this portion of the country is believed to be generally low and flat, with occasional undulations. The section run through it in the previous season of 184G, towards Boistown, confirmed this impression. Its exploration and examination, therefore, was left to the last, and it was not until the really formidable-looking obstacles had been explored and successfully got over, that the attention of the parties was turned to it. As at this time the season was rapidly closing, the exploring parties were directed to cut straight lines through it, as the best means of obtaining the general altitudes and a knowledge of the country. No attempt was made to contour the hills. The sections, therefore, in these two sheets are not grades for the railway, but of the ground passed over by the straight lines. With the exception of the immediate banks of the St. Lawrence, this is expected to prove one of the easiest portions of the line. When the line reaches the mouth of Eel River, it cannot proceed direct on to Dal- housie, but must turn off up the valley of that river. Two courses are afterwards open to it, one to turn off through a valley, by which it can soon gain the Restigouohe, the other to proceed on to the head waters of Eel River, and then turn down to that river. Which is the best of these two routes can be better determined when the detailed surveys of the route are made. The most formidable point of the line is next to be mentioned, — this is the passage up the Metapediac valley. The hills on both sides are high and steep, and come down, either on the one side oi on the other, pretty close to the river's bank, and involves the necessity (in order to avoid curves of very small radius) of changing frequently from one side to the other. The lock, too, is slaty and hard. From this cause, twenty miles of this valley will prove expensive, but the grades will be very easy. About fourteen bridges of an average length of 120 vo 150 yards will be required up this valley. There is also a bridge of 2,000 feet long, mentioned in the detailed Report as necessary to cress the Miramichi River. But bridging in this country is not the same formidable affair that it is in England. The rivers are nearly always ^hallow, and the materials, wood and stone, are close at hand. The bridges in the "United States, on the best lines, are built of wood on the trus.«- work principle, with stone piers and abutments. On the Boston and Albany lines, and on many others in the New England States, the bridge generally used and approved of is known as " Howe's Patent Truss Bridge." The cost of this kind of bridge, as furnished by the parties who have purchased the patent, is as follows : — For Spans of 60 feet, single track, §11 per foot £2 5 10 Stg. « 100 « 18 «' 3 15 " " 140 " 21 " 4 7 6" « 180 " 27 " 5 12 6 " «' 200 " 30 " 6 5 0" The cost for double track would be about 55 per cent, additional. The price includes the whole of the superstructure ready for the rails, but not the| piers and abutments. The bridge over the Connecticut River at Springfield, is built on this principle ; it has seven spans of 180 feet each, and the sill of the bridge is 30 feet above low water. On other lines the same kind of bridge is used, but no iron work is permitted (the unequal Ijawre mm 19 I without heavy I OQfl ascendiDg, lenience can be that part. No liver. 13 shown in the : lying between rr and flat, with lason of 184G, it was not until ' got over, that 'ere directed to altitudes and a The sections, md passed over ! St. Lawrence, rect on to Dai- ly, by which it of Eel River, !S can be better is the passage the one side or order to avoid er. The rock, ove expensive, je required up iled Iteport as is in England, e, are close at i on the truss- nd States, the ridge." purchased the Stff. " ""'6- " 6 " 6 '< " :i? s, but not the principle; it ve low water. (the unequal W§ expansion and contraction of this metal is objected to), and the addition of an arch is troduced. A bridge built on this principle on the Reading Railroad, 1,800 feet long, cost 40,000, equivalent to £8,330 sterling. Soon after passing the valley of the Metapediac, the great obstacle of the St. Lawrence hain of mountains is got over, and the line may range away towards Quebec, having, owever, occasionally a river or ravine to cross, whoso passage requires consideration. At the Trois Pistoles, the stream in the course of ages has worn out a very awkward and deep ravine. The bank on one side is generally steep and abrupt, whilst that on the opposite is low and sloping away back for a long distance, before it again reaches the height of the table land. The most favorable site for crossing it occurs at about eleven miles from the St. liawrence, where the two banks become nearer to each other, and are more equal in height. ^ At this point the breadth of the stream is 100 feet at bottom. The width between i^e banks at top 500, and the depth is nearly 150 feet. The banks arc rooky. Though formidable it is by no means impracticable. On the New York and Erie Railway there is a bridge whose roadway is 170 feet l^ove the bottom of the ravine, which it crosses by one span of 275 feet. Its cost was 45,200. From Riviere du Loup to Quebec, the Railway might but for the snow bo carried flmost at a surface level. Through the whole of New Brunswick, for 234 miles, and through Lower Canada as H^r as Riviere du Loup, 167 miles, there will bo -ound along the line abundance of timber ifgxd stone (including limestone) of the best quality for building purposes. There will be Ibund also, in New Brunswick more especially, abundance of gravel for the superstructure. ■ In Nova Scotia, the Railway will have to pass with but little exception through land Irhich has been sold or granted away to individuals. The exception will be the other way |a New Brunswick. It will be seen on reference to the Model Map, that it approaches #ie settlements between Bay Verte and Shcdiac, and skirts along the Bay Chaleurs. In Canada, from tho mouth of the Metapediac to the Trois Pistole. , it runs through |till ungranted land. But for the last 110 miles between Riviere du Loup and Quebec, it fans through a densely settled country. Until the detailed surveys are made, and tho precise location of the line marked on ^e ground, it will be impossible to state precisely the exact number of miles it will pass trough Crown land. If the following estimate be taken, it will not be much out — In Nova Scotia 15 miles. New Brunswick 200 " Canada , 160 " * Total 375 " The following synopsis will show approximately the quantities of ungranted laud in ^e Counties through which the line passes : — In Nova Scotia. Acres. Halifax County 780,000 Colchester 120,000 Cumberland 180,000 1,080,000 In JSew Brunswick. Westmoreland County , 301,000 Kent 640,000 Northumberland 1,993,000 Gloucester 704,000 Restigouche 1,109,000 4,747,000 In: In Canada. Bonaventure 2,000,000 RimouBki 5,000,000 Kamouraska 500,000 L'Islet 600,000 Bellechasse 500,000 8,600,00') General total 14,427,000 The land for the Railway will have to be purchased ia Nova Scotia fov nearly its whole course, and in Canada for the 110 miles mentioned. The latter, however, it is expected, will cost very little more than the expense which it would be necessary to incur in cleaning, getting out the stumps, and preparing the wild lands for the Railroad. No part of the line will ever bo at any great distance from Crown lands ; but it will be a question of detail for this part as well as for the Nova Scotia section, whether it will be more advantageous to cut and convey from them the timber and materials required, or purchase them. The direction of the proposed line being determined upon, the next points which preaeat thcuiselves for consideration are, the character of the road and method of construc- tion. In the first instance it is considered that one lino of rails will be sufficient, but in taking ground for the Railway and stations, and wherever the lino passes, regard should be paid always to the prospect of its being made at some future time a double track. And in the anticipation of a heavy traffic, which there is a fair prospect of scon passing along it, and with a view to ultimate economy, as well as the saving of much inconvenience, it is recommended that the road (being intended for the great trunk line) should be con- structed at once in a substantial and permanent manner, with a good heavy rail, capable of bearing high rates of speed for passenger trains. On all the principal lines of railway in the United States, the flat iron bar is every- vhere being discarded, and the H or T rail, generally of 561b. to the yard, is being sub- stituted for it. On several of the lines also a double track is being made, and the works constructed are of a more permanent character than formerly. Much has been said in praise of the cheap method of making railways in America, and the advantages to be derived from it in a new country. As an example of this system and its practical results, the Utica and Syracuse Rail- way may be here quoted. This road is fifty-three miles in length and forms part of the Great Y/estern Line, connecting Albany on the Hudson River, with Buffalo on Lake Erie — one of ihe principal lines in the cantry. In its construction more than a usual amount of timber was used. For a considerable portion of i's length (upwards of nineteen miles) it passed through a deep swamp. Piles were driven into this, to support a long continued trestle-bridge, over which the railway track was carried upon longitudinal bearers. For the other thirty-three miles the grading was made in the usual manner by excavations and embankments : but the superstructure was of wood. Upon the grading in the direction of its length, a small trench was excavated, and a sill of wood was firmly bedded in it. Where the sills abutted end to end, they were sup- ported by a piece of wood, of the same section, laid beneath them. At right angles to and upon the upper surfaces of the sill were spiked cross-tip"?, and again, at right angles to the cross-ties, and immediately over the sills, were laid the longitudinal wood-bearers, to which the iron plates were firmly spiked. The centre of the rail and sill were in the same vertical plane. Thus everything was done for economy : as much wood as possible being used. This railway for its construction and equipment cost on an average only £3,600 per mile. It was thought worthy, in 1848, to publish an account of it in London ; and it forms ihe I sndl Stal for im} pio< peri 91 8,600,00') M27,000 ia foi* nearly Its e expense which eparing the wild Qds ; but it will whether it will iais required, or ixt points which bod of construc- ufficient, but in , regard should ble track. And u passing along iconvenience, it should be con- 7y rail, capable «a bar is every. i, is being sub- ks constructed ys in America, Syracuse Rail- Vt'estern Line, I" ihe principal a considerable wamp. Piles the railway d manner by lavated, and a ley were sup- ght angles to ght angles to od-bearers, to 3 in the same ased. This - r mile, and it forms ihe chief subject of a volume, thus entitled, "Examples of Railway Making, which, Although not of English practice, are submitted to the Civil Engineer and the British 'and Irish Public." The following Report is extracted from tno Annual Statement of the Secretary of ■State to the Assembly of the State of New York, dated 4th March, 1847 : — " Syracuse and Utica Railroad has been opened for the transportation of passengers for the last eight years. " The company having determined to relay the road with an iron rail of the most improved form, have contracted for a considerable portion of the iron necessary, and are proceeding with the intention of laying a substantial structure adequate to the proper performance of the business required. " Present wood structure has cost the company - - $417,075 55 V « The iron now laid thereon is the flat bar, and will be useless, and therefore will bo sold. It is hoped that there may be derived from the sale of it 80,000 00 " Leaving a sum of - - - - $337,075 55 I which has been expended for the cost of the wood structure, which, in addition to a large ■ annual amount for repairs, will be practically worn out, sunk and gone, when the new ; structure is laid and used. The new structure, it is supposed, will cost about the same as j the former, toward which, it is hoped, the old iron will pay, as above, 80,000 dollars, i leaving the sum of about 300,000 dollars to be raised by the company on its credit. " This will, when paid, reimburse the capital of the company for the eqai?alcnt ' amount, which has been appropriated to the worn-out structure. In addition to the 'Jost of the new structure, there will be required a considerable sum for nev engines, cars, &c. The demand upon the company for the transportation of property at tho close of the canal has entirely exceeded its capacity to do this business. Property destined for sale in the eastern markets, in large quantities, was stopped at most points upon tho line of railroad contiguous to tho canal. Being practically confined to ihe winter months in this branch of business, it cannot be expected that the company ^ould provide a supply of cars for this sudden and extraordinary demand, when they must stand idle and go to waste during two- thirds of the year. " When the road shall bo relaid with the proposed iron rail, the public will require that the trains shall be run with increased speed. In relation to this subject it is deemed proper to refer to tho following suggestions contained in the report of this company, made last year: — "'Very great embarrassment is experienced from the fact, that cattle are allowed to run aj^ large, a?^ to impede and so often delay tho trains as at present. It is a serious matter, and unless more care shall be bestov.'ed by the owners in restraining them, either at their own suggestions or in pursuance of some proper law to be passed, it will be found very difficult to make good time upon this line. A part of our business must be aiways done in the night, and it is then we experience the great hazard. The trains arc frequently thrown off by them, and the danger to the persons in charge and to tho passengers is imminent. The owners always insist upon pay for their animals destroyed, without reflect- ing upon the great damage chat they cause to the property of the company, and tho more fearful injury that might ensue to passengers. If the owners will not take care ef them, it is impossible to keep them olF. In Massachusetts much less difficulty in this respect is experienced; for there, it is believed, a penalty is incurred by the owner of domestic animals that go upon the railroad. Our business is conducted with all possible care in this respect, and the enginemen suitably feel tho risk of life or limb (which to them is almost as important) that they incur from the growing evil. " * A very proper law in this State has guarded the public and the company against direct wanton injury to the trains by individuals. It is submitted that negligence in allowing animals to run upon the railroads r.hould be prevented by some suitable restraints.' " Somo of the incouveniences arising from a cheap railway may bo learned from this Report. ra At this time the total amonat bpcnt upoo its construction appairs, from the same report, to have been 1,098,940 dollars, equivaJent t« £4,520 sterling per mile. The new superstructure, it was supposed, would cost about the same as the former, viz., 417,075 dollars, or about £1,640 sterling additional, which will make the price of this railway, when completed as intendsd, £5,960 per mile. In other parts of the States where th se trestle bridge or skeleton railways have been made, instances have been known of the locomotive slipping down between the rails, which have warped outwards. With a view, therefore!, to ultimate economy and to save inconvenience and interrup tion to the traffic when once established, it is most strongly recommended that the line, whenever commenced, shall be at once properly and efficiently made. In determining the form of the road it is necessary to bear in view that it will pass thrm'j-h a country everywhere liable to be obstructed by heavy falls of snow. It does not appear, however, from the results of enquiries made in the United States, that any- thing beyond inconvenience, and some additional expense in the cost of working the line, is to be apprehended from this cause. The Railway from Boston to Albany, which crosses the range of mountains between the Connecticut and Hudson Rivers, attaining upon them an elevation of upwards of 1,400 feet above the sea, to which it ascends by a grade of about eighty feet per mile for thirteen miles, traverses a country subjected to the same sort of winter r.3 the British North Amer- ican P'-ovinces. The avei age depth of snow in the woods is from three to four feet, which is not much less than it is in the woods of New Brunswick and Canada. In 1843, a year remarkabls for the great number of snov7 storms which occurred, there were sixty-three falls of snow, but the traffic was not interrupted to any very serious extent, not more than two or three trips. To keep the roads clear, two deccriptions of snow ploagus are used, one for the double track, and another for the single.* In the former, the share of the plough travels immediately over the inner rail, throwing the snow outwards from the track. It is first used on one track, and then runs back upon the other. In the single line the ploughshare travels in the cenire of the track, throwing the snow off at once upon both sides. For the double tracK, the snow plough weighs from five to six tons, and costs about £125. For the single track it is somewhat lighter. The plough requiros generally, when run without a train, two engines of 20 tons each, or with a train, tliree engines. When the fall of snow does not exceed a few inches, the small plough always fixed iti front of the engine, consisting of an open frame-.vork projecting about five feet in front, and called a " Cow scraper," is found, when cased over, to be su^cient to clear the line. When the fall is deeper, the plough is used immediately after the enow has ceased to fall. It can be propelled by three 20 ton engines through «hree feet of newly fallen snow at the rate of six miles an hour. If the fall does not exceed two feet, it can travel at the rate of fifteen miles an hour. The drifts throrgh which it is propelled are sometimes fifteen feet deep, and from 2rn to 300 feet long, and at others eight or ten feet deep, and from a quaiter to half a mile in length. The line of railway is marked ia divisions of about eight miles, to each of which eight or tea men are allotted, who pass along the line each day with small hand-ploughs, pioks, &o., clearing away the show and ice which the trains collect aod harden between the rails and the roadway. It in found that the froesing of the snow or rain upon the rails does not impede the heavy engines, as the weight of the forward wheels is suffioient to break it, and enaMo i,he driving wheels to bite. Whenever, from local causes, the snow is found to drift on the line of railway, snow- • Yide PUna No8. 30 Knd 31. jpaucl %he^ ■ca it( m 23 i,_ from the samp lile. e as the former, the price of this ways have been the rails, which le and interrup d that the line, that it will pass snow. It does tates, that any- orking the line, mtains between )ward8 of 1,400 ]ile for thirteen h North Amer- ch is not much 'hich occurred, ly very serious d, one for the plough travels ck. It is first , throwing the nd costs about Qes of 20 tons ilways fixed in feet in front, clear the line. ' has ceased to ly fallen snow miles an hour, eep, and from to half a mile ich of which hand-ploughs, rdon between )t impede the it, and enaMo nces are erected, which are very effectual. They are simple board fences from ten to fteen feet high, placed from ten to twenty feet back from the roadway. In wet weather the rails become V3ry slippery, but the difficulty is overcome and the heels enabled to bite upon tb a steep gradients by the use of sand boxes, which are fixed front of the engine and immediately over the rails. These can be opened at pleasure ||>y the engine-driver, and the sand is used wherever necessary, The means thus successfully adopted to overcome the obstacles arising from ice and 8now are employed much in the same way upon all the railways which are exposed to them. In the year 1847 the expense incurred under this head (removing ice and snow) upon the Western Railroad in Massachusetts, was, according to the official return, $2,763, equivalent to £575 sterling. Upon many of the other lines expenses under the same head are returned, but very ^uch smaller in amount. In places wLore the rails are not raised above the general level of the country, uch greater difficulty is experienced In keeping the linos clear of snow than in parts he:e there are embankments. From the foregoing it does not appear, therefore, that snow need be considered an Bsurmountable obstacle to the formation of a line of railway from Halifax to Quebec. To obviato, as much as possible, the liability to interruption from this cause, it is ecommended that in the construction of tho i-'ne, it be adopted as a principle, that the of the iron rail be kept as high as the average depth of snow in the country through hich the Hue passes. In Nova Scotia this will require probably an embankment of two feet high, gradually creasing as it proceeds northward to the St. liuwrence and along the flat open country i\i its banks, to five or even six feet. S The whole of that part of British North America through which this line is intended ^0 be run, being as yet free from railways, the choice of gauge is clear and open. "'- Without entering into and quoting the arguments which have been adduced in favor of tho broad or narrow gauge of England, as it 's more a question of detail than othewise, it will be deemed sufficient for the present Report to recommend an intermediate gauge. Probably five feet six inches will be the most suitable, as combining tho greatest amount of practical utility with the Ica^*'. amount of increased expenditure. With the object of proceeding on to the consideration of expense of construction, the proposed trunk line will be supposed to have a single track with one-tenth additional for Bide lines and turn outs, to have a rail 65 lbs. to the yard, supported upon longitudinal jleepers with cross-ties, similar to the rail used upon tho London and Croydon line, the ^ood to be prepared according to Payii !'s process, to have a gauge of five feet six inches, 4nd, as a principle, the top of the rails to bo kept above the level of the surface of the •ground, at a height equal to the average depth of the snow. For the best information as to the cost oP making such a railway, reference must be made to the works of a similar character in tho United States. At about the close of tho year 1847, there were in that country nearly 5,800 miles of l^ilway completed or in progress. The average cost for those having a single track, has Hbeen estimated at $22,000, equivalent to £4.166 sterling, per mile. For the double track i82,0()0, or £6,666 sterling per mile. liut tho extreme differences which are to bo observed in the cost of construction in the various States are so great, ranging from £1,600 up to £24,000 per mile, that no criterion can be established from averages obtained from such discordant data. The State of Massachusetts affords tho lest materials for accurate information. All tho railroad corporations aro by law obliged to make annual returns to the Legis- lature, and very valuable stat'stical information is thereby obtained upon railway affairs. From the Official Reports for tho year 1847, the following table has been compiled : — ailway, snow- 24 a a o a a M bo g 3 O o -a e -a o o o H o w H a h- ( O o I— t «=^£ « 9 o " (o -2 «*i -i O CO CO 00 o to" to •— * coooooo t— t-ao M t» t" ci © CO M »H 10 03 •— I— « •^ O) rr) •^ 00 ■>4< •r a OH" tf> '^, CO CO t- to ■«f" t~ I-- l-H ■>*• rl in ■-' CO in CO •«t< in CO cr? t* CO o» 1- ■^ in t- CO in CI ■n" pi" »-^ f rl to in 1-1 r-i c» •* <-< to 00 o aj CO 1- O cr r-T CI ci 00 I- PI o en to o r-1 O d m 00 00 cfT »-" CO 00 ><• rl CO CO to fO CO .n CO co_ci_ -* 00 to CO 00 t" ^ CO c« 1- 'l^-l-*-•0>00 COM^'* rlCI m CO >-• r' 10" 1— to^ (4 mi '' I II CO CO 00 -«• to rl o CO 00 ( ; K it o o 1 a o a 4, .J. •3 •0 a 1/1 o •T3 a M a o ♦^ r.j O o — < a a a o « o CO o «( d CI a C1-" .5 S3 a o •*-* a a ti H ca a a pa w u o Is a a o B Cl -«« >» S I -e O 4) M o H "3) a « H V a to S; s^ 01 CO .S aj u .2 E (» i& Thia table comprises, with the exception of about fifty miles, upon which there occur je doubts as to what the account precisely embraces, the whole of the Railroads at tesent completed ia the State of Massachusetts. The table shows 683 J miles of railway, oludiii^ branches, which have cost in their construction and equipment, 931,675,946, or #6,599,155 sterling. There are 146 miles of double track. They have been taken at so much additional jibglc track. A double track would not cost exactly twioe that of a single one in its con- Utruction ; but as these lines were made originally only with single tracks, and b'«ve been added to from time to time as circumstances would admic, it must have tended to increase tl^e cost, and in calculating the average expense per mile, it is considered the result will set be much in error. The cost per mile, it appears then, has been £7,950 sterling. There is no other State ia the Union which presents equally good data for making iill approximate estimate. ^1 The climate and nnture of the country bears also strong resemblance to that through Ipiich the Halifax and Quebec line will pass, and in this respect the analogy of the two Mses is extremely favorable. ■! The New fork and Erie Railroad, 450 miles in leqgth, now in course of construction, jii\], it is supposed from the latest information, cost ;£6,250 p^r mile, exclusive of equip* ^nt. M: The estimate for the Hudson River from New York to Albany, now in progress, is ||r the single track, £7,440 sterling per mile. *S The estimate for the Montreal and Portland line is abou*; £5,080 sterling per mile. f' For ♦he Great Western Railroad in progress in Upper Canada, the estimate for that llpotion of the line which would most resemble the Halifax and Quebec Road, is £5,638 i|er mile. -if On referring to the tabic, it will be seen that all the lines have either the H or T rail, psnerallv 56lbs to the yard. The price of railroad iron in the States is vfify ^udh greater than in England, or i|rhat it can be procured for in the British Provinces. It pays a very high duty on impor* <||tiun into the States On some of the linos upwards of £15 per ton for rails has been paid. In England tails can now bo bought for £8 or J69 per ton. g The advaniage which the Halifax and Quebec line will possess over the lines become tributaries to the Quebec and Halifax Railway, it would give £200,000 as its probable revenue. The great staple of trade of New Brunswick is its timber. For tuis all absorbing pursuit the inhabitantL' neglect agriculture, and instead of raising ^heir own supplies they import provisions in largo quantities from Canada and the United States. In the year 1846, New Brunswick paid to the latter for provisions alone £216,000 sterling, whilst, in return, the United States only took from them £11,000 in coals and fish. Of Nova Scotia the great staples are timber and the products of the fisheries. The inhabitants import provisions also largely. Canada is an exporting country, and capable of supplying the demands of both. In the winter of 1847-8 the price of flour at Halifax and St. '^ohn was at forty shil- lings the barrel, and it was being imported from the chief ports in the United States, even from as far as New Orleans in the Gulf of Mexico. At the same time, at Quebec the price of flour was only twenty-five shillings per barrel. A very great difference, which, had the railroad been in existence, would not have occurred. Another great source of revenue likely to bo developed by the railway is that of coals, to be derived from the great Cumberland Field. Quebec and the upper country would no doubt tuke large quantities for their own consumption. Halifax the same for itself, and also for exportation to the United States. Considerable returns would arise from the fisheries and from the products of the forest, lying contiguous to the lino, which would fiiid their way by it to the shipping ports. The country through which the road will pass possesses, therefore, tVi itself, elements which, when fully developed, cannot fail to realize large receipts. But there are, exclusive of these, other and highly important souroe'i for prodaotive revenue. Halifax way bo considered to be the ucarest great sea-port to Europu. Passengers travelling between England and the Cauadus would adopt this railway, m tbe ebortcst and l^tist liu^ whitili they ouuld take. Emigrants would do the same. 2^ The mails, troops, munitions of war, commissariat supplies and all public stores, would naturally pass by it, as the safest, speediest and cheapest means of conveyance. If a straight line be drawn from Cape Clear in Ireland, to New York, it will out through or pass close to Halifax. The latter is therefore on the direct route; and as the sea voyage across the Atlantic to New York may be shortened by three days nearly, in steamers, it is not improbable that on that account, when the branch railroad to St. John is corapleted, and other line to con- nect on with those in the United States, the whole or the greatest portion of the passenger traffic between the Old and the New World would pass through Halifax, and over a groat section of the proposed railroad. But the great object for the railway to attain, and which, if it should be able to accomplish, its capability to pay the interest of the capital expended would be undoubted, is to supersede the long and dangerous passage to Quebec by the Gulf of St. Lawrence. To make two voyages in a season vessels are obliged to leave England earlier, and encounter the dangers ot the ice in the Gulf, much sooner than it is safe or prudent for them to do. The loss of life and property which has occurred from this cause, and returning late in the autumn, has been enormous. It cannot bo ascertained, but probably it would have more than p^^d for the railway. An opinion, may, however, be formed of it from the rates of insurance, which in the sprins and autumn »re as high as ten per cent. A much higher rate than to any other part of the world. The navigation of the St. Lawrence is closed for about six months of every year. During the whole of this period all the produce of the country is locked up, and necessarily lies unproductive on tho hands of the holders. The surplus rgricultural produce of the year cannot be got ready to be shipped in tho pcason it is produced. In the winter of 1846-7 it has been stated on good authority, that r)00,000 barrels of flour were detained in Montreal at the time when famine was raging in Ireland. As soon as the season opened, there was such a demand for shipping to carry provisions, that the ordinary course of the timber trade was deranged by it. All this would have been prevented had the railway been then in existence. For «ix months in the year, then, the St. Lawrence would cease to be a competitor with the railway, and large quantities ot produce would be certain to be forwarded by it. For the other six months of the year it would have also the lollowiug strong claims to preferonce : — rapidity of transport ; the saving of heavy insurance ; cheaper rate of freight from Halifax ; vessels engaged in the Canadian trade could make three voyages to Halifax for two to Quebec. The trade which is flow crowded into six months, to the great inconvenience of every one concerned, rendering large stooks necessary to be kept on hand, would be dififused equally over the whole year. It is most probable that these advantages will be found so great, that only the bulky and weighty articles of commerce, such as the very heavy timber and a few other goods, will continue to be sent round by the Gulf of St. Lawrence. If such hhould prove to be the case, then the proposed railway would have as much or perhaps more traffic than a single track could accommodate. The cost of transportation, it ia calculated, will not be too high on this line to adu}it of the above results being realized, and in that case, more especially if the capital can be rai^'ed at a moderate rate of interest, it is considered highly probable that it will, even in a commeroial point of view, be a piofitable undertaking. From evidence given to the Gauge Commissioners iu England, it appears that tho cost of transport fur goods on the undermootiooed lines of railway «as as follows : — Great We.^tera 06 of a penny per ton per mile, Grand Junction 13 « « Birmingham and Glouoester 09 « « Southwestern 10 " »« Loudop wd 4}|rWliKbfti».|..M, .12 " «< 6).60 il9 A^ewf y«i?'»f«'i«?l i»iai::'\ilfeess.'l£iij:^-'ME^^H?"?^ 29 This is supposed to be gross weight, including carriages, &c. One-fifth of a penny per mile per ton will be a liberal allowance for the net weight. From a very carefully prepared document,* extracted from a Report of the Commis- sioners appointed in 184G by the Legislature of the State of New York, to locate certain portions of the New York and Erie Railroad, it appears that the cost of motive power on some of the principal railroads in the United States was 40 cents per train per mile, equivalent to Is. Sd. sterling. With the expected grades on the Halifax and Quebec line, it is calculated that an engine of good power, having the assistance of an extra engine for 25 miles of the distance, will convey 100 tons of goods at a moderate speed of eight to ten miles an hour over the whole line. The total cost per train would then be — £ s. d. 635 nailes, at la. 8rf. per mile 52 18 4 25 miles, at 1<. 8c?. for extra engine , 2 18 Total for 100 tons £55 Or lis. per ton for the whole distance. Equal to .207 drs. per ton per mile, the same nearly as the average on the English railways. At this rate, the actual cost of carrying a barrel of flour from Quebec to Halifax will be only 1«. Id.) and if it be doubled to pay interest on capital, then 2s. 2d. might be the price charged for its conveyance. The freight of flour from Quebec to England may be taken at 5s. par barrel ; from Halifax at 3s. , i -i/r The difference in freight would therefore pay its transit by railway, and the dmerence in the rates of insurance would be to the profit of the owner ; and the voyage being shorter, there would be less risk of its arrival in the market in a heated or deteriorated condition. Provisions and all other articles whose value is great in prpjpprtioa to their bulk, would be 83 advantageously forwarded by this route. It is ^uUy expected, therefore, that the railway will be able to compete successfully with the shipping in the St. Lawrence even during the summer season. But there is still another great and imp"'t.aut source from which traffic may be expected, viz. :— From those vast and extensive regions in the Far West, round the Lakes Huron, iMichigan, and Lake Superior. „ ^ ,^ n ^ .> By the completion of the canals along the River St. Lawrence, the produce ot these lake oountriea now finds its way to the markets of Montreal and Quebec. Large cargoes, consisting of 3,000 barrels of flour, can now pass from their ports down to Quebec without once breaking bulk. .. ,r . , .. • -x * r.u„ Already produce which found its way to New York by the circuitous route of the Mississippi and New Orleans, has been diverted to the channel of the St. Lawrence. The extent to which this will take place it is not possible yet to calculate ; but there is no doubt that large quantities of produce which formerly found its way to the Atlantic ports of New York and Boston, will be diverted to the St. Lawrence. Of the enormous exports of provisions from the United States, the following will give some idea :— ^ In 18 i6. In 1847. Flour -barrel. 2,289 476 4 882 496 Wheat-bushels 1 W95 *'?,?^'^^J Pnrti —bushels 1,826,068 Jb,.iJb,U{)U Med -barreir:::::::::;:::.:: 293,720 9i8,o66 The great portion, if not nearly all this immense produce, of which the above forms on\3^fJitemlxni\.^grl ;" '" " ' ' * ^ c •.MX'" . II iiiiadiW J *TI4? Aj?p»»,- ,;;,::, .imiMmmmM 81 the lakes ssbipment. re open, » fax for 2s. le railway, 1 probably refore, an shorter ference to tatcs. produce, Halifax. Utioa and i required that it is Portlaud, good or be given, that ulti- roduotive it of the ure. As they have rred, and f general I and the it. It is rought to u^ to the ing them oh, there ier, they frontier, lation of I a great Country, f Share- ; of the 7 which •robable ounties ed, and er aorr. I id wi 1 ' iu tljo For the construction of the great St. Lawrence Canal, by which Canada has now the brospect of reaping such immense advantages from the trade of the western country, the tmperial Government guaranteed the interest on a loan of two millions sterling and up- 'Wards at four per cent. This loan was easily raised, and a large premium per cent, was received in addition for it. There can be little doubt that another loan of three milliong sterling, at the same rate of four per cent, interest, could be raised upon the credit of the Provincial revenues if guaranteed by the Mother Country. With this amount of capital, and two millions of acres to bo reserved, and sold from time to time, it is conceived the railway may be made. Upon the strength of these two millions of acres, and the loan as a basis, a large amount of notes might be issued in payment of the wages and salaries of the labourers and other persons employed on the works of the railway. They should be made receivable for taxes and customs duties. The amount authorized to be issued might be limited to the extent of the acres, and as these were sold, an equal amount of the notes should be can- celled. The io3ue of a number of notes which would pass current over the three Provinces, would be conferring a great benefit upon the community at large. The currency is not the same throughout, and persons who travel from one Province to another are now put to inconvenience, and have often to pay a discount upon exchanging the notes of one colonial bank for those of another. Advantage might be taken of the measure to assimilate the currency of the colonies to each other, and make it "sterling," the same as in England. By a little arrangement, also, these notes might be made payable at the chief ports of emigration in the United Kingdom ; and in that case a very great convenience would be afforded to a large class of persons on both sides of the Atlantic. To remit small sums now, requires the intervention of bankers or agents. This has the effect upon persons resident in the settlements (and no doubt, also, often in towns), of preventing their sending the assistance which they otherwise would do to friends at home. Many a small note would be pat up and sent in a letter, which is now never thought of for want of the convenience. In remitting sums from Halifax to Engluud, the banks do not like to give bills at less than sixty days' sight. These notes would, therefore, become a great public benefit, and there would be no fear of their being kept in circulation almost to any amount. Upon the loan of three millions, the interst at four per cent, would amount to £120,000 per annum. Of this sum it may be fairly assumed that for the conveyance of the mails between Halifax and Quebec, the Post Office Department would be willing to pay annually an equal amount to what is now paid for the same service. This has not been officially obtained, but there are good grounds for supposing that it is nearly £20,000. In the case, then, that beyond this the railway only paid its own working expenses, the sum of £100,000 would have to be made good out of the revenues of the Provinces. The proportion of this, or of whatever sum might be deficient to pay the interest on the loan, would have to be arranged ; and it may, for the sake of illustration, be supposed to be as follows : — Nova Scotia £20,000 Proportion .2 New Brunswick 20,000 Canada 80,000 The Imperial Government .30,000 Total £100,000 <( .2 .3 .10 F-^r the proportion guaranteed by the Provinces, they would receive the benefits oon- Isrred by the railway in developing their resources, increasing tho value of all property, promoting the sale and settlement of their wild landd, increased population, and increased revenue. For the proportion guaranteed by the Imperial Government, all Government officers, civil or military, troops, munitions of war, supplies, &o., for the publio service, and smu grants, should be 'transported over the line at the cost price. 1..- ~-^ tii '..'', il New Brunswick and Nova Scotia, it is understood, are most willTiig to guarantee the vaterest to the extent of their means, and in a fair proportion. Canada having done so much already for the communications above Montreal, it is fully expected will not be backward in perfecting those below Quebec. In the extreme case supposed above, viz., of the railway yieldioj^ no returns beyond working expenses, it is not conceived that either one of the Provinces or the Empire would not receive an equivalent in some other form for its direct contribution to make good the interest. An account is at present being taken of the existing way traffic between Halifax and Amherst, by the Commissioner appointed by Nova Scotia to collect statistics for the rail- way. The same is being done for that portion of the line along the banks of the St, Lawrence. There is some reason to believe that these two portions of the line will be found to have sufficient traffic to pay^ over and above working espenses, the moderate interest on capital of four per cent. If such should prove to be correct, then the foregoing statement would be modified and stand thus: — Milei. Total distance, Halifax to Quebec 635 Quebec to Kiver du Loup 110 Halifax to Amherst and Bay Yerte 125 235 \',..K |r':. :l ll I Leaving unproductive still 400 If the total line can be done for £3,000,000, then the proportion for the 400 miles would be £1,889,600 or £2,000,000 nearly. The interest for which would amount to £80,000. Deducting £20,000 for the conveyance of the mails, then the sum to be responsible for would be £60,000, which divided proportionally as before, would give for Nova Scotia £12,000 proportion New Brunswick 12,000 " Canada 18,000 Great Britain 18,000 .2 o « .3 .3 Total £60,000 .10 Therefore, for the responsibility (perhaps for astuming it only) of £100,000, or as the case may prove, £60,000, the Quebec and Halifax Kailway may be made. But to locik at this great work only as a commercial speculation, and as yielding mere interest for the expenditure incurred, would be to take a very limited view of the objects it is capable of achieving. In the United States they are well aware of the increased value which internal im- provements and communications give to property of every kind. In those countries works have been undertaken for that object alone, not for the mere return which the work, whether railway, road or canal, would make of itself. The indebtedness of the several States has been incurred almost entirely in making great internal improvements. And in the boldness and unhesitating way in which they have incurred debts and responsibilities for the purpose of developing their resources, may be seen the secret of their unrivalled prosperity. The State is in debt, but its citizens have been enriched beyond all proportion. Moat unfavorable comparisons are made by travellers who visit the British Provinces 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 State Governments become shareholders to a large amount in great public works, had the way and do nut hesitate to incur debt, for making what has been termed " wur upon the wilderness ;" employment is given, and by the time the im- provement is completed property has been created and the employed become proprietors. --J^i^^iMiBiMaii irantee the iDtreal, It is [rns beyond the Empire |on to make TaliLz and |for the rail- of the St. le found to intertst on be modified Hilet. 635 235 400 e 400 miles responsible I .2 •» .8 .3 .10 )0, or as the elding mere ' the objects internal im- or the mere r in making which they ources, may tion. 1 Provinces ilong where were in the I amount in ig what has me the im- oprietors. On the other side the Provincial Governments do not take the initiative in the same kannor, and hence in the settlements and in the provinces generally, may be seen this parked difference 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 lake '* war upon their wilderness," their progress will continue to present the same un- ivorable contrast. The creative or productive power of canals, railways, &o., may be traced in the hist9ry |nd progress of the State of New York. The Erie Canal was commenced in 1817, and completed in 1825, at a cost of $7,143,789, j|Bl,400,00O sterling. In 1817 the value of real and personal property it the City of New York, was from official documents estimated at jC16,436,000 sterling. In 1825, it was estimated at £21,075,000 sterling. In 1829, the population of the State was 1,372,000, Und in 1830 t^ j population of the State was 1,918,000. The cac^i was found so inadequate to the traffic, that between the years 1825 and 1835, a farther sum of £2,700,000 was expended in enlarging it. Making the total cost to that date, £4,100,000 sterling. It has been seen that in the City of New York — In 1817, the official value of real and personal property was... £16,436,000 In 1836, " " » « ... 45,567,000 Being an increase of 2| times in eighteen years. For the State of New York— In 1817, the official value of real and personal property was.. £ 63,368,000 In 1835, « " " '' .. 110,120,000 Or an increase of nearly £47,000,000 sterling in the value of property, attributed chiefly, if not entirely, to the fotmation of the canals. In 1836, the amount conveyed to tide water by the canal was 697,357 tons. And on the first of July of that year there had accumulated in the hands of the Com- missioners an amount sufficient to extinguish the whole of the outstanding debt incurred in its construction. The nei receipts from all the State canals, after deducting the expenses of collection and superintendence, for the year 1847, was J6449,270, Villages, towns, and cities have sprung up along its course. The population of the State, which was — In 1810 959,949 Was in 1845 2,604,495 In 1846 the value of real and personal property wad estimated at £128,500^000. ' It will be seen from the above, therefore, that in addition to the wealth created for individuals, the canals produce a large annual revenue to the State. The following extracts from the financial affairs and statistics of some of the States may bo quoted in illustration of this part of the subject : — 1847. Massachusetts. Total indebtedness of the State 1st January, 1847 $ 999,654 Credit of the State, lent to Railroads 5,049,555 Total liabilities of the State 16,049,209 As security for the redemption of the scrip lent to Railroads, the Commonwealth holds a mortgage on all the roads, and also 3,000 shares in the Norwich and Worcester, and 1,000 ia the Andover and Haverhill. Peiin^lvania* Public property, canals and railroads, at ori^^Qal eo«t» $28,657,432 Mart/land. Receipts from Baltimore and Ohio Railroad... $42,402 Ditto from Oanal Company (..«......> 11,550 6 :r- *'7«aaj wsm u I'^orth Carolina. Debt of the State, oa account of Railroad Companies $1,110,000 Ohio. Debt contracted for the sole purpose of the construction of Public Works within the State $19,246,000 Canals, 820 ailes in leagth, cosf 15,122,503 Wet receipts in 1846, after paying repairs and expenses 408,916 In 1810 the population of this State was 45,865 In 1820 « " 581,434 In 1840 " « 1,519,467 or tripled nearly in twenty years, during the progress of her canals. Michigan. Debt on 30th November, 1845 $4,394,510 Total length of Railroads finished, and helonging to the State, 222 mills. ' This State was authorized to raise a loan of $5,000,000 for internal improvements. For the same purpose, Congress granted to this State 500,000 acres of land. In 1840, the population was 212,267 In 1845, « 304,278 or an increase of fifty per cent, nearly in five years. J , Indiana, 1st January, 1847, the public debt was $14,394,940 By the terms of the Act adjusting this debt, it is to bo equally divided between the State and the Wabash and Erie Canal. Of this canal, which is to be 458 miles long, 874 miles are in Indiana; 174 of this portion are finished, and in operation. There remain 200 miles to be completed, upon which part about $1,200,000 have been expended by the State. It is estimated to cost the further sum f $2,000,000 to complete the entire canal. To cover this amount, the State is to transfer to trustees 963,126 acres of land adjoining to or in the neighbourhood of the canal. The population of this State in 1811 was 24,520 «' " •' 1830 " 343,031 " « « 1840 " 686,086 or doubled in ten years. Illinois. * 1847.~Total internal improvr i-int debt $8,165,081 "Total canal '^p-; . , 6,009,187 $14,174,268 The population in 1830 was 157,455 « "1840 « 476,183 or tripled in ten years. The sales of the public lands t'uring ono year (1845) in the United States amounted to Acres, 1,843,527 Producing. $2,470,298 or an average of 5s. Id. sterling per acre. But to shew the efiFect produced by a canal or railway passing through property, the fdllowing extract may bo quoted from the Report of a Board of Directors of the New York and Erie Railroad Company in Felruary, 1844: — " The Board find that they have omitted one description of property which has heretofore been considered of great value, but the right to most of which has been lost to the Company by failure to complete the road within a certain period; the most valuable T r ■■■1^ )Ys. 3cn the s long, There pcnded ! entire of land rty, the he New ioh has . lost to ralaable of which consisted of 50 000 acres of wild lands ia Cattaraquas County, near Lake Erie aud one-fourth part of the Village of Dunkirk. " Au offer in viting was made in 1837, by responsible parties, to take these donatione, and pay furtltor the sum of $400,000, provided certain portions of the railroad were com- pleted withm a specified time. That is ..bout $8, or 33s. 4(7. sterling per acre. In Michigan 461,000 acres were granted by Congrcas for the endowment of a Uni- versity. Ihese lands were selected in sections from the most valuable of the Slate The minimum price of these was at ono time UO, or £4 Gs M. sterling per acre, but became lower afterwards; 17,142 acres, the quantity sold up to 80th November, 1845. brought £2 9». par aero. ' ° Sixty-nine thousand acres, devoted to schools, were sold for £1 7s. per acre. Such, then, are some of t'. j results of making « wir upon the wilderness." In New Brunswick theie are, according to an OEcial Report of the Surveyor Gen- eral, dated 15th December, 1847, 20,000,000 acres, of which about 6,000,000 are either granted or sold, and 3,000,000 may be considered as barren or under wpter ; leaving, therefore, at the disposal of the Government, 11,000,000 ©f acres of forest land fit for settlement Of the 6,000,000 granted or sold, only 600,000 acres are estimated at being actually under cultivation. By a statistical table published by W. Spackman, London, there are- Acres Acres Aeros Total Oultlrated. Uncultivated. Unprofitable. Acres. In England 25,632,000 3,454,000 3,256,400 ...... 32,342,000 Wales 3,117,000 530,000 1,105,000 4,752,000 Scotland 5,265,000 5,950,000 8,523,930 19,738,000 Ireland 12,125,280 4,900,000 2,410,664 19,441,944 New Brunswick 600,000 16,400,000 , 3,000,000 20,000,000 Population of England 14,995,508 Wales 911,321 Scotland 2,628,957 Ireland 8,205,382 ** New Brunswick 208,000 In Ireland there appears to be from the above table, 17,000,000 acres of ground fit for cultivation, and it has a population of 8,000,000 to support. In New Brunswick there is an equal amount of ground to cultivate, and it has only a population of 208,000 persons. If the land yet uncleared and fit for cultivation be added which remaiis in the northern section of Nova Scotia, and again between the boundary of New Brunswick and the River St. Lawrence to the east of Quebec, then there would be a quantity of nearly equai i,o that of England itself, supporting a population of 400,000 souls. It is not too much then to say that between the Bay of Fundy and the St. Lawrence, in the country to be traversed by the proposed ' Railway, there is abundant room for all the surplus population of the Mother Country. Of the climate, soil, and capabilities of New Brunswick, it id imp(;ssible to speak too highly. There is not a country in the world so beautifully wooded acid yratered. An inspection of the map will show that there is scarcely a section of it without its streams, from the rcnning brook up to the navigable river. Two-thirds of its boundary are washed by the sea ; the remainder is embraced by the largo rivers — the St. John and Restigouche. For beauty and richness of scenciy this latter river and its branches aro not surpassed by anything in Great Britain. Its lakes are numerous, and most beautiful ; its surftioe is undulating, I)ill and dale, varying up to mountain and valley.. It is everywhere, except a few peaks of the highest jj)oi|n(»inB, cpver^d ^iih a den«e forest of the finest growth, m i'fl 36 wmmm^ The country can everywhere be penetrated by its streams. In some parts of the interior, for a portage of three or four miles, a canoe can float away either to the Bay Chaleurs and the Gulf of St. Lawrence, or down to St. Johns, in thfe Bay of Fundy. 'Its agricultural capabilities, its climate, &c., are described in Bouchctte's works, m Martin's British Colonies, and other authors. The country is, by them, and most de- servedly so, highly praised. There may be montioned, however, two drawbacks to it, and only two. The winter is long and severe; aud in summer there is the plague of flies. The latter yield and disappear 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 favorable field for the trial as New Brunswick, To 17,000,000 of productive acres there are only 208,000 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 annually, and afibrd 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 with 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 offended by it on the land, he sees out at a 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 case of distress or failure, it would be long previously foreseen ; the remedy or assistance could be applied ; or, if beyond these, there would bo the upper country and the Far West always open, and ready to receive the colonists. The present limited population being so generally engaged in the pursuit of the tim- ber trade and in the fisheries, there is the richest opening for agriculturists. New Brunswick annually pays to the United Gtates upwards of £200,000 for provi- sions and other articles which she onn raise upon her own soil. Nova Scotia does very nearly the same thing. Whilst within a few miles' reach of their own capitals, there is abundance of land for agricultural productions ; these two l*rovinces are dependent for large supplies of food upon the United States. Flour is imported from as far as Now Orleans. Wheat grown in the valley of the Mississippi is shipped at St. Louis, and imported into New Brunswick ; it is ground into flour at the mills of St. John; and furnisheij a large share of the bread eaten by the labourers of that city. There exists, therefore, a good market already on the spot for agricultural produce ; and it would ba a strange anomaly, indeed, if a country situated within three or four weeks' sail cf the markets of England, could not compete with the growers of produce in the valley of the Mississippi and the counties round the great iukcs in the Far West. One thing, however, is greatly to be deprecated, that is any sudden or largo emigration without previous preparation. Before wheat or food of any kind can bo growu the forest has to be removed, and that is a work of time and hard labour, during which those engaged in it must bo fed from other sources. With somo little ptavious detailed surveying, the proposed railway can bo commenced both at the Quebec and Halifax ends as soon as decided upon, and carried on for miles. Paring which time the further detailed survey neoea»wy for the remainder of the line, and particularly the portion through the wilderness, might be made, and the lino actually marked and out throughout. This line, when cut, would form a basis for laying out eitonsivo blocks of land, and dividing them into allotments for settUrs. It will be unnecessary in this Report to reoapifculate ail the good cfFocta ppodncKd upon «ver^ oouDtr^- io which railway* hayo Uiu eitabllihed j but eouie may be pieution^l, I ii&m 37 They have become necessary to the age, and that country which has them not must fall behind in the onward march of improvement and in the development of its resources. And the longer it is suffered to do so, the greater and more unfavorable will be the contrast which it will present to the world. Already in this respect the British Provinces of Nova Scotia and New Brunswick are far behind their enterprising neighbor. One of the immediate effects of making this railway would be to plaoo them in a position of equality. They are now dependent upon them for food. At the closing of the navigation of the St. Lawrence, if the United States wore merely to prohibit the exports of provisions from their own harbours, the consequences would be serious to these two Provinces. Canada could not then supply them. In May, 1847, when tho exploratory n-'i-^ies were being formed at Frederioton and provisions wore being forwarded to the woov«. ^i their use, there was a scarcity of flour at St. John. It was said that sufficient for only two or three days' consumption remained in that city. The prices rose considerably, and tho scarcity was only averted by tho arrival of some cargoes from the United States, intended for Eastport. The railway, had it been established, would have prevented such a state of things, and may save it for the future. For tho waut of such a communication, Nova Scotia now finds ic easier and more advantageoup, notwithstanding a heavy duty of 20 per cent, against her, to export her great staple of fish to the States than to Canada ; whereas, if the railway wore made, it would pass on to tho latter, where there would be an extensive market for it, and flour would bo received in return. Halifax would become the grand emporium of trade for tho British provinces. With the assistance of the electric telegraph, an order from Quebec could be received in a few minutes, and the articles wanted could be sent off by the next train. As the vessels now arrive in fleets in the spring, and again in the autumn, it is a matter of forethought and considoratien to the merchant of Canada, to know what he shall provide himself with. To tho intending emigrant it will afford him the choice of any month in tke year to get out for his new country, and if by means of friends previously settled, his place of abode hai been chosen, he can time his arrival so as to have tho shortest possible timo to wait until bis own crops are ready to supply him with food. Arriving now, as thousands annually do, in tho spring when tho seed-time is at hand and the land uncleared, thoy lose the valuable opportunity of that year's crop, and have to wait over, existing, perhaps, upon their little capital for nearly eighteen months, until the succeeding harvest comes to them. To all such emigrants nearly a year may be saved. Surprise has sometimes been expressed that out of so many who yearly land in tho Provinces, so many pass on and become settlers in the States. To the poor man his labour is his capital, and ho must transfer himself to the place where employment is to be found. The proposed railway would be such a work as would engage thousands in its imme- diate construction. While the stimulus and nrw spirit it would infuse into the whole community, now cribbed and confined as it were to their own locations, would give rise to branches and other works which would employ additional tbousands. It has been seen that the population of some of tho Western States liave doubled and «Ten tripled themBclves in the course of ton years. The population of New Brunswick is now only 208,000. Her revenue in 1847 waa iBl06,U00 sterling, or 10«. per head. There ia no apparent reason why, if the same facilities of employment and land for settlement were afforded, that her progress should not bo also very great. Every emigrant, induced to settle and remain in the country, may bo calculated as producing 10». annual revenue to the Province. If tho formation of tho railway increased tho population of New Brunswick by 40,000 persona only, iY .a her proportion of t.ho guaranteed interest would bo covered from that pause alone. The same might occur also to Nova Scotia and Lower Canada. Jt may bo aBJ^od wliat is to bcoom^t 11 the winter. This is the season when lumbering or cutting of timber commences. They might engage in it also. But with the wages earned in tho summer they should be incited to purchase small lots of ground of about fifty acres each. The labours of the season over, or suspended upon tho railway, they could most advan- tageously employ ihemsebes in clearing, logging and improving their own lots. This they could do to such an extent that in the spring the women and older children could burn the logs off and put in some sort of crops for food, such as potatoes, Indian corn, &c. Mechanics might either do the same, if railway work could not bo. found for them, or find employment in the towns. Another great effect of tho railway would be to enhance almost immediately tho value of all real and personal property. The effects produced by the Erie Canal in doubling and nearly tripling that of the City of New Yoik have been stated. Villages and towns would, no doubt, spring up in its course tho same as on the Canal. The railway would give them birth. Agriculture and external commerce would support and enrich them. But if, by its means, the navigation of tho Gulf of St". Lawrence is spared, what an amount of human suffering and loss of life will it not save. Tho losses from shipwreck has been great, but not equal to that arising from pro- tracted voyages and crowded emigrant ships. In 18 47, 89,738 persons emigrated to the British Provinces, of whom 5,293 persons perished at sea, and 10,000 are said to have died after their arrival. This Wis a most unusual year, and it is to be hoped by every friend of humanity, that anything like it will never occur again. No human means could have saved all this loss of life, but there is n no - , » lesB protracted voyage and a more favorable tima than the spring of the year in the St. Law- rence would have prevented some of tho fatal results. The railway established, the passage may be shortened, and the time of emigration may bo selected at choice. Troops are ann'ially moved to and from Canada. About tho close of the navigation in 1843,^ transport, having the 1st Koyal Regiment on board, was wrecked in the mouth of the St. Lawrei ie. The men got safely on shore, but there were no roads or means of getting away from the place. By tho personal exertions of one of the officers, who made his way through the woods on snow shoes to tho nearest settlements and thence to Quebec, information was given of the wreck, and a steamer sent down to take them off. But for this, the consequences must have been that the Hcgiment would have had to winter there in the best manner they could. Embarking and disembarking at Halifax, all danger and inconvenience from th& Gulf navigation would be avoided. Time and expense would be saved, and tho season might be disregarded. The mails to and from Canada couid pass over British territory exdusiveli/, and they would be received at Quebec before the steamer reached Boston, and at Montical abuuu the samia time as it arrived at that port. In a political and military point of view, tlie proposed railway must bo regarded as becoming & work of necessity. The increasing population and wealth of tho United States, and the diffus-^n of rail- ways over their territory, eapeoially in tho direction of the Canadian frontier, render it absolutely necessary to counterbalance, by some corresponding means, their otherwise pre- ponderating power. Their railway communications will enable them t. select their own time and their own points of attack, and will impose upon tho British the necessity of being prepared at all pointi to meet them. It is most essential; therefore, that the Mother Country should bo able to keep v\> her coummnica^ions with the Canadas at all times and seasons. However powerful England may be at sea, no navy could save Canada from a land force. Its conquest and annexation are freely spoken of in the United States, even on the floors of Congress. WeaJcncss invites affffresn'on, and ns the railway would be a lever of power by whicli Greu its cd missi and conci MajJ will jectsl ampl| Am€ flour 39 lue I Great Britain could bring her strength to bear in the contest, it in not improbable that its construction would be the means of preventing a war at some no distant period. The expenses of one year's war would pay for a railway twc or three times over. The following extract from the Report of Lord Durham, Her Majesty's High Com- missioner and Governor General of British North America in 1839, is so apposite and just, and bears so strongly upon the subject under consideration, that it is conceived no better conclusion can be made to this llepoit than to insert it : — "' These interests are, indeed, of great magnitude ; and on the course which Her Majesty and Your Parliament may adopt with respect to the North American Colonies, will depend the future destinies not only of the million and a half of Your Majesty's sub- jects who at present inhabit these Provinces, but of that vast population which those ample and fertile territori 3 are fit and destined hereafter to :Hupport. No portion of the American Continent possesses greater natural resources for the maintenance of large and flourishing communities. An almost boundless range of the richest soil still remains unsettled, and may be rendered available for the purposes of agriculture. The wealth of Inexhauslable forests of the best timber in America, and of extensive regions of the most valuable minerals, have as yet been scarcely touched. Along the whole line of sea-coast, around each island, and in every river, are to be found ihe greatest and richest fisheries in the world. The best fuel and the most abundant water-power are available for the coarser manufactures, for which an easy and certain market will be found; Trade with other Continents is favored by the possession of a large number of safe and spacious harbours , long, deep, and numerous rivers, and vast inland seas, supply the means of easy intercourse, and the structure of the country generally affords the utmost facility for every species of communication by land. Unbound 3d materials of agricultural, commercial, and manufacturing industry are there. It depends upon the present decision of the Imperial Legislature to determine for whose benefit they are to be rendered available. The country which has founded and maintained these Colonies at a vast expense of blood and treasure, may justly expect its compensation in turning their unappropriated resources to tho account of its own redundant population j they are tho rightful patrimony of the English people, — the ample appanage which God and nature have set aside in the New World, for those whose lot has assigned them but insufiicient portions in the Old." And if, for great political objects, it ever become necessary or advisable to unite all tho British Provinces under one Legislative Governmeni, then there will bo formed on this side of the Atlantic one powerful British State, which, supported by tho Imperial power of the Mother Country, may bid defiance to all the United States of America. Tho moans to tho end, tho first great step to its accomplishment, is tho construction of tho Halifax and Quebec liailway. (Signed,) WM. ROBINSON, Captain, Royal Engineers, Brevet Major, Major-Goneral Sir JonN F, BunaoYNB, K.C.B., Inspector General of Fortifications, &o., &o.; &o. August 81, 1848. ^ pful ^ 40 f i i III i LIST OP INCLOSURES TO MAJOR ROBINSON'S REPORT OF AUGUST 31, 1848. Report on the Proposed Trunk Line of Railway from an Eastern Port in Nova Scotia, through N*;"* Brunswick, to Quebec, with seven Appendices. Bound Book containing sixteen Exploratory Plans. Printed Map of Nova Scotia, New Brunswick, and a portion of Lower Canada, showing the explored route, for the proposed Trunk Line of Railway from Halifftx tp Quebec. Model Map. General Section. The foregoing relate to the lino of railway recommended. Plans Nos. 17, 18, 19, 20, 21, 22, 23, 24, 25, 20, 27, 28, 29, 30, and 31, of a Lino of Railway Reported itpon. i 41 APPENDIX. APPENDIX NO. 1. Plans referred to :— General Plan No. 1, Book of Plans 16, Detailed Plans, Nos. 85, 29, 37, 28, 29. K4Ul Report on and Detcriptton of the Proposed Trunk Line of Railway from Halifax, through New Brunswick, to Quebec. The exploratory Burveys which have heen carried on during the years 1846-47, for the purpose of ascertaining the practicability of establishing a line of railway from the Atlantic shorea of Nova Scotia, through the Province of New Brunswick, to the City of Quebec, on the River St. Lawrence, having resulted successfully, I have the honor to fur- nish you with a Report upon the line which has been found practicable, and which has fallen under my more immediate observation and direotiou. The port of Halifax, in Nova Scotia, being selected as the Atlantic terminus of the railway, the chief difficulties to be surmounted between that port and the St. Lawrence have been ascertained, to be the range of highland in Nova Scotia, known as the Oobequid Uills, averaging from 800 to 1,000 feet in height; and two ranges of highlands, one of which, crossing the Province of New Brunswick from the River St. John, below the Grand Falls, in a nortu-ensterly direction, rises to a considerable elevation at the head waters of the Rivers Tobique, Mirumichi and Nepisiguit, and thence descends gradually to tb« shores of the Bay Ghaleurs. The other range, lying between the Rivers Restigouche and St. Lawrence, and nearly parallel to their general course, is very broken and lofty, some of the mountain ranges attaining an elevation of 3,000 feet above the sea. Another obstacle of a general nature exists, and which increased the difficulty of ascertaining a practicable line through New Brunswick, inasmuch as the course of the 1!. of railway is at right angles to the general course of the numerous rivers which intersect that Province. The proposed line passes the first of these obstacles, the Gobequid Hills in Nova Scotia, about sixty-five miles from Halifax, by the valley of tba Polly River, in the Town- ship of Londonderry, attaining its summit level 600 feet above high water at Halifax, at the lake from which that river flows, being the lowest point on the hills to which there is a favorable approach which has been asoertained. The line avoids the broken and lofty chain of highlands in New Brunswick by follow- ing the level shores of the Bay Ghaleurs, and it ascends the range of highlands north. of the Restigouche by tha valley of the Mstapediac River an(' the lakes at its head waters, by fcisy grades, attaining its summit level 760 feet above high water at a point about six miles no'th of the Great Metapediao Lake, from which it then descends along the valleys of difi'erent tributaries of the St. Lawtence to the Mciua Rivor, which it orosses about ten mile? above its mouth, and is then clear of the highlands The distance from Halifax to Quebec, by the proposed lino of Railway, will bfl about 685 miles. Of these 124 mile* are in the Province of Nova Scotia, 284 miles in New Brunswick, and 277 miles in Canada. 6 'M «*!| :) gs^ssesl 42 I i Commencing at Halifax, the comparative advantages of having the terminus in the city which is situated on the western shore of the harbour, or in the Village of Dartmouth, which is on the eastern side, and immediately opposite the city, becomes a matter of detail for future consideration. From Dartmouth, the line passes through the broken chain of land which runs Earallel with the south-east coasts of Nova Scotia, by the valley formed by the chain of ikes which extend from Dartmouth to the ^eat Shubenacadie Lake, a d'stance of about twenty iriles. The highlands come in pretty close to the lakes on both sides, leaving here and there narrow flats along their borders. The rock is chiefly slate, and along the bottom of the valley are large quantities of loose fragments of rock from the adjacent hills, boulders, gravel, &c. The gradients on this portion of the line, which has been calculated chiefly from the sections made for the Shubenacadie Canu_, which was intended to follow this chain of lakes, will be favorable, though, from the rocky and broken character of the ground, it ' will be probably expensive. For the first nine miles the line follows the western shores of the lakes. The hills are a short distance back, leaving, a stripe of irregular, low ground, indented with bays, the water in which was shallow. The summit level is at the south end of Lake Charles, from which the water flows into the Shubenacadie. The Dartmouth lakc», the first of the chain, empty themselves into Hal'fax Harbour, being sixty-five feet above high water, the rise from them to the summit level, Lak( Charles, is only twenty-five feet, the distance being one mile. After reaching the northern extremity of Lake William, nine miles from Dartmouth, the line crosses to the eastern shores of Lake Thomas, the next in the chain, and thence by the eastern shores of Lake Fletcher to the Grand Lake. The western shores of these two lakes are bold and rocky, with deep water. The eastern are easy as respects curvatures, and the water is shallow, should it be necessary to build into them. '-^ Tho railway will, however, probably interfere with the present line of road. Siould the terminus be in the City of Halifax, the Hue thence would join one coming from Dartmouth at tho northern extremity of Fletcher's Lake, fifteen miles from Dart- mouth, and nineteen from Halifax. Tho lattsr would be consequently the longest by four miles. The summit level in the line from Halifax, between the waters flowing into Halifax Harbour and those falling into the Shubenacadio, is 232 feet above tide-water in the former.. The gradients will be consequently more sovere. For the first seven miles after leaving Halifax, the line follows the shores of the Bed- ford Basin, a portion of Halifax Harbour, which are broken and rocky. To obtain curves of half a mile radius, heavy embankments will be necessary across the deep bays; for tho remainder, tho expense and difficulties will be about the same with a line following the lakes. After leaving Bedford Basin, the line ascends the Valley of the Sackville River for about three miles. On the east side cf this valley is the ridge of land separating the Halifax and Shubenacadie waters. Tho most favorable point ascertained for crossing this is about 5J miles from the head of the Basin, and is 232 feet above its waters. The heaviest grade involved to reach this will be forty-three feet per mile for three miles. It will also involve a heavy embankment, about 700 feet long, between the summit Iflvel and the shores of the Long Lake, from which it will descend to the north end of Lake Fletcher, by the valley of the Kawdon Rivei*, where it joins the line from Dartmouth. Between the north end of Fletcher's Lake and the point where the line will strike the Grand Shubenacadie Lake, are three ridges projecting into the lake, which will require *a be cut through ; the two next t' e Grand Lake being about thirty feet deep. Thence it follows the shore of the Grand Lake for about throe-quarters of a mile. The high land comes out close on the lake, but tho water is shallow. Leaving the Lake shore at the 17 i mile it crosses to the west shore of tho Qasperean Lake. There is a low ridge between the two which will require cutting. Gj C I i is It will be aeoessary to carry the line along the shallow water on the west shore of the Gasperean Lake, leaviLg which it again strikes the shores of tho Grand Lake at Sandy Cove, and follows it for half a mile to the outlet of the Shubenacadie River, which flows into the Bay of Fandy. ^ After leaving the Grand Lake, the line A)r nineteen miles follows the general coarse of the Valley of the Shubenacadie River, as far as the mouth of the Stewiacke River. About two ini?e!i from the Grand Lake, it crosses the Shubenacadie River, and then follows the western side of the valley, which comes in with an easy slope to the river, and oflFers no obstruction. An embankment of some eight or ten feet high will be required across the Valley of the Nino Mile River, from which, to Barney's Brook, at the 27th mile, the valley its broad and open, and nearly flat, and thence for a mile it will be on the level margin of the river. At this place, Black Rock Point, tho land runs out high upon the river at both sides. A cutting will be necessary on tho eastern side, about i^ rty feet deep, and a quarter of a mile long. The rock being Plaster of Paris, with a covering of clay, it will be easily quarried. The line then crosses the river, the valley of which is crooked below this point, and passes through the high land on the western side by a grade of about thirty feet per mile, for less than a mile, and thence descends into a broad flat. Between this and the mouth of the Stewiacke River, it crosses the Shubenacadie twice ; the ground offers no obstructions, except an embankment which will be required at the 31st mile, about six feet high, for one mile, where the line crosses the broad marshes of the Shubenacadie, which are flooded by high freshets. Between the crossing of the Stewiacke River, about 38 miles from Dartmouth, and the head of Truro mill-stream at the 50th mile, which is the water-shed of the Truro, and Shubenacadie waters (145 feet above high water at Halifax), there will be several cuttings of from 15 to 20 feet deepj so that none of the gradients may exceed 40 feet in the mile, and these will be short. From the 50th mile the line descends by the Valley of the Truro mill-stream, by an easy grade of about 17 feet per mile, to the Village of Truro, at the 55th mile, which it will pass a quarter of a mile to the westward, Ind cross the head of tie Gobequid Bay by a bridge which will require to be about 500 feet long. From thence It cosimences the ascent of the range of hills known as the Gobequid Hills, which run north-east and south- west, nearly parallel with the bay, and directly across the line of the railway. The rock formation, through which the first portion of the line passes, ceases at the Grand Lake : from thence to Truro the country, generally speaking, is of a fertile descrip- tion, the hills being composed of a strong clay, with here and there limestone and gypsum rocks. The soil of the fertile valley in which Truro is situated, as well as the shores of the Gobequid Bay, is red sandstone. After crossing the head of the Gobequid "Bay, the line passes along the southern slope of tho hills to the footof the ascen«- of the 68th mile. In this distance it will have to cross the Chiganois and De Buit Rive:, and tho swell of land lying between them, the highest elevation being between those rivers about 170 feet above high-water, but none of the gradients, it is calculated, will exceed 40 feet per mile. The summit level which the line has to attain is by actual section determined to be 600 feet above high water, boiqg at the lake froL^ which the Folly River flows. The section which has been accurately made, showa a gradient of one in 85 feet, or about 62 feet per mile, for 51 miles ; but by keeping a higher level, the ascent to the lake may be overcome by a grade of 57 feet per mile for 6^ miles. In this distance there are eight ravines to be crossed, four of which will require heavy bridges. The Valley of the Finebrook will require a heavy embankment, material for which will be supplied by a deep cutting necessary at the crossing of the road beyond. The upper portion of the ascent, fo' four miles below tho lake, is composed of hard igneous rocks, with a covering of earth in most places, but the rock will probably be met with if cuttings to any depth become necessary. At about four miles on the south side of the lake, 71 miles from Dartmouth, there is a breadth of about half a mile of oonglomcratei, shale and BandstODO, in which a •^ wmm ^•' s,, 44 r * r ^ valuable deposit of speculative iron ore has been discovered : it is of very rich quality , and operations have been commenced by a compaty to work it. The heavy grade ceases at the saw mill, half a mile below the lake, in which distance there are three small ridges to cut through, which will furnish material for crossing the shallow arm of the ^ake ; thence the western shore is nearly straight, with shallow water, admitting of a level line, with easy curvatures, along its margin. At the 75th mile a small ridge at the north end of the lake separates its waters from those of the Wallace Uiver. The descent from the lake \i very rapid into the valley watered by that river. By actual measurement it has been ascertained that the ground falls 356 feet in the first three miles northwardly from the lake ; thence thu valley is broad and flat. The hills on the eastern side rise very abruptly, those on the western side having a gentler slope towards the valley, afiford the most fevorable ground for the location of the railway. The actual section line, which has been run at a gradient of 70 feet per mile, may be improved upon by keeping a higher level, and the descent may be overcome by a gradient of about 66 feet per mile for 4f miles along the western side of the valley. Here the hills turn abruptly to the westward, and on reaching the foot of this descent, at the ?dth mile, some cutting will be nesessary to carry the line with a radius of half a mile for one mile, round the shoulder of the hills. A lesser range of hills lies north of the Gobequid range, wliich, at this point, is sep- arated from them by the valley of one branch of the Wallace River which tue line ascends for 21 miles, at a grade of thirty-five feet per mile, and thence passes through this lesser range by the valley of the west branch of the Wallace River. Then crossing the valley of the Little Wallace River, it falls, at a grade of thirty-five feet per mile, to the valley watered by Tulloap's Greek, by which it descends at easy grades for about seven miles to the 95th mile, where it turns the shoulder of the ridge of land lying cast of the Rivor Philip by a curve of three quarters of a mile radius, involving some cutting, but to no great depth. From thence it descends at a grade of twenty feet per mile for four miles along the fertile valley of the River Philip, which it will cross at a short distance below the con- fluence of the Black River, and ascend, for five miles, by the valley of the Little River, by a very easy grade. From this to Bay Verte tue country presents a very level appearance, and the line will probably deviate but little from a direct line. The gradients will be most favorable, and none, it is expected, will exceed fifteen feet per mile. At the 120th mile, the line crosses the Tidnish River, about a mile above its mouth, and thence follows the level shores of the Bay Verte, at the distance of from one to half a mile. It leaves the Province of Nova Scotia 124 miles from Halifax Harnour. The section of country traversed by the line, from the Gobequid Hills to Bay Verte, is, generally speaking, through light soil of good quality. There is little or no rock! Should any be met with, it will be sandstone, furnishing excellent building material. Much of this portion of Nova Scotia is well cultivated and populous. The line from Bay Verte enters the Province of New Brunswick, and as far as the crossing of the Miramichi River, at the 223rd mile, although running nearly at right angles to the course of the rivers flowing into the Gulf of St. Lawrence, will dcviatebut little from a general straight cours* and from the level nature of the country, although it will have to cross the swells of land lying between the different rivers, it may be expected confidently that the heaviest gradients will not exceed 40 feet per mile, the generality being very lavorable. As lar as the Cocayne River the country traversed by the line is very level. The section line, which was run along the head waters of the rivers flowing into the Gulf of St. Lawrence, shows that the highest point is little more than 200 feet. By following the general direction laid down on the plan, dependent, of course, upon the bridge sites which shall be selected on the different rivers, no difficulties of a serious nature will be encountered. Should any cuttings be necessary, they will not be expeniive, aa no rock is likely to be met with. I i 45 The section of country which will be opened up between Bay Verte and the Kichi- bucto River, offers much excellent land for settlement. From thence towards the head waters of the Rouchibouguac are extensive flat barrens, and the country between that and Miramiohi is very level. The rivers are all small ; and no heavy bridging will, it is expected, be required. It is proposed to cross the routh-west branch of the Miramiohi River near the head of the tide, opposite the mouth of Indian Town Brook. It will require a bridge about 500 feet long and 30 feet high. There are heavy freshets in this river; but no damage need be apprehended to a well- constructed bridge, either from ice or freshets. Between this and the north-west Miramiohi River a detour will be necessary to the westward, to avoid the swell of land between these two rivers, and which runs to an elevation of about SOO feet. The line crossing the Miramiohi, opposite to the mouth of the Indian Town Brook, will ascend by the valley to that brook, and theu diverge to the westward, through a flat cedar country, to the north-west Miramiohi River, which it crosses at the 234th mile, by a bridge which will require to be 2,000 f-et long and 30 feet high, the river here being very wide and shallow. A sight requiring a bridge of less strength may probably be selected on further examination. From the line follows the broad valley watered by the north-west Miramiohi, as far as the 260th mile, at gradients varying but slightly from a level, excepting the first five miles, which will require gradients of about 25 fejet per mile. The land between the north-west Miramiohi waters and the Nipisiguit River traversed by the line is almost a dead level ; and it descends to that river by a grade of 25 feet per mile for three miles. It is proposed to cross the Nipisiguit River near the Pabineau Falls, and after follow- ing the valley of the Nipisiguit a short distance it continues as far as the 325th mile to follow the general direction of the shores of the Bay Chaleurs, passing within a short distance of the Town of Bathursi. The precise direction of the line will of course depend upon the bridge sites selected on the several streams and rivers flowing into the Bay Chaleurs. As far as the 305th mile, the land is very level, and the streams small. The Jaquet River lies in a large deep valley, but it is believed may be approached and crossed about four miles from its mouth without any great difficulty. The gradients on this portion of the line will be found very favorable, and will not, it is calculated, exceed seventeen feet per mile, the greater portion being very much less. The shores of the Bay Chaleurs are thickly populated. The inhabitants near Batharst are chiefly Canadian French. Towards the Restigouche the inhabitants are principally Scotch, many of thena having excellent farms. After reaching the valley watered by the Eel River, the line may approach the Res- tigouche River, either by following the valley of the Eel River to its source, and thence by the valleys of several small streams, and reach that river either at the mouth of Christo- pher's Brook, seven miles above Campbellton, or at a point five miles above that. The summit level at the head waters of the Eel River has been calculated at 368 feet, which will probably be found too high. This would involve a grade of about 18 feet per mile for 16 miles. It will perhaps be better to avoid this gradient and the curves which will be necessary in descending the valleys of the small streams flowing into the Restigouche, to cross the Eel River and pass through the range of hills lying south of the River Restigouche, about five miles from the Town of Dalhousio. The hill which rises immediately in the rear of that town here falls away almost to the level of the country about Eel River, and from thence the line would follow the bank of the Restigouche, passing through the Village of Campbellton, and continuing between the present road and the shore as far as the mouth of Christopher's Brook. The gradients on this portion would be very slight. Opposite to and above the mouth of Christopher's Brook, the Restigouche is full of islands J the mjuntains especially on the south shore, come down boldly to the river; and it is proposed to take advantage of these islands to cross the broad channel of the river to the more favorable ground on the north shore. There is no accurate survey of those islands, but they are so numerous that the ex- pense of bridging will not be greater than if the line were to cross above, when it would require a bridge at least r,800 feet long and a heavy embankment on the north Bbore. I ■I 46 «i The danger from the rush of the ice freshets, which sometimes occur in the spring of the year in this river, will be less if the bridge be carried over among these islands. After crossing the Restigouche River, the line will follow the north bank as far as the mouth of the Metapediao River, at the 350th mile. The section of country lying between the Restigouche and St. Lawrence Rivers is a vast tract of high land, intersected in every direction by deep valleys and vast ravines, through which the rivers flowing to the St. Lawrence and Restigouche wind their course. The height of land from which these rivers flow respectively north and south, is full of lakes, and along them the mountain ranges rise to a great elevation. The average distprce between these two rivers is about 100 miles. The only available valley which my knowledge of the country, or the explorations we have carried on, enable me to report upon, by which a line of railway can be carried through this mass of highlands, is that of the Metapediac River. This valley extends from the Restigouche to the Great Metapediac Lake, a distance of between 60 and 70 miles ; and as the summit level to be attained in that distance is only 763 feet above tide-water, the gradients, generally speaking, are extremely favorable. From the broken and rocky character of this section of country, some portions of this part of the line will be expensive, especially the first twenty miles of the ascent, in which the hills in many places come out boldly to the river, and will render it necessary to cross it in several places. • The rock formation is nearly all slate. There are settltments on the Metapediac River, as far as the Mill-stream. Generally speaking, however, the greater portion of this section of country is unfit for cultivation, consisting cf a gravelly rocky soil, covered with an endless forest of spruce, pine, birch, cedar, &o. From the mouth of the river, as far as the 365th mile, the line continues upon the east bank. Above this, at the mouth of Clark's Brook, the rocky bank of the river is very unfavorable, and to obtain proper curves, it crosses to the point opposite, and then recrosees immediately above, to the more favorable ground on the east bank. Between this and the mouth of the Ammetssquagau River, the line, to obtain good curves and avoid those places where the hills come out bold and rocky, crosses the river four times. The position of the line for three miles above and below the Ammetssquagau River, where the hills are steep and rocky close on the river, will be the most expensive part of the line. Above this the line follows the eastern bank to the 377th mile. The hills on either side are very high, but the eastern bank is pretty favorable. Between the 378th and 380th mile, the river turns twice almost at right angles, shut in on the south by a rocky precipice 150 feet high. It will be necessary to cross the river three times here. The centre brdge will be a heavy one, but there is an island in the elbow, which will serve as a natural pier. Above this from the 380th mile to the forks (the mouth of the Casupscul River) at the 395th mile, the valley becomes more favorable. The hills on either side are not so lofty, and recede further from the river. The line crosses the river twice between the 385th and 390th mile, to avoid a rockv precipice on the left bank; and again about one mile below the Forks, making in the _i"8t 38 miles up the Valley of the Metapediac, twelve bridges in all. These bridges will average from 120 to 150 yards long. From the 395th mile to the Metapediac Lake, the line continues on the eastern side of the valley; the ground is stony and uneven. The gradients will be very favorable, and, with exception of " The Grave," at the 405th mile, where there is a rocky spur running out on the river, there are no very seiious difficulties. The line agam crosses the river at the 409th mile, and from thence follows the eastern side of the Metapediac Lake to the 420th mile. The mountain ranges to the westward are very lofty. There are two spurs running out on the lake, at the southern end, which the line turns at easy curves close to the shore; beyond this it passes through a cedar swamp into more favorable ground at Brochers, clearing at the north end of the lake ; from this it ascendi to the summit level, 763 feet abov St. ( 47 above tide-water, at the 426th mile. This is the water-shed between the Eestigouche and St. Lawrence waters: Between this and the St. Lawrence the country is intersected and crossed hy a con- stant succession of .idges, rising to a considerable elevation between the different small tributaries of the Tartigau and M4tis Rivers. The line descends at easy grades by the valley of the former to the 432nd mile, where it turns to the westward, and ascends to the 485th mile, by the valley of one of its small tributaries. The water-shed here between the waters of the M4tis and Tartigau is about 750 feet, and the descent from this t. the M^tis, by the Valley of Pachet's Brook, is rapid, and will involve a grade of fifty-five feet per m-.le, for eight miles, which will carry the line clear of the highlands. jb^urther explorations may probably suggest improvements upon this line through the highlands, which, however, as far as regards gradients and curves, is as favorable as can be expected. A party was sent to explore for a line from the Metapodiac River, westward, following the valley of one of its tributaries, and thence across to the Rimouski River, and, from the reports I received from them, it appears probable that a practicable line may be obtained fcllowing the Valley of Metallic's Brook, five miles below the forks of the Metapediac, and along a succession of lakes to the Rimouski, and thence by the Valley of the Torcadie River to the Abersquash, and by its valley to the point where the proposed li'-te crosses it. It would require a whole season to explore this section of country. The proposed line, after descending the Valley of Pachet's Brook and the Valley of the River M6tis, crosses the river at the 445th mile, about ten miles above its mouth, and ascends by the Valley of the River Haget, one of its tributaries, almost on a level to the water-shed at the 459th mile between the M^tis and Rimouski waters, and descends to that river at the 469th mile, at a grade of 44 feet per mile, for five miles. The Rimouski River lies in a deep valley, and the line descends to it at this grade by the valley of the " Ruisseau Bois Brlil^," to gain the opposite valley of the Rigamard stream, by which it is proposed to ascend to the table land lying between it and the Trois Pistoles River. A bridge, 500 feet long and 40 feet high, will be required across the Rimouski, as it is necessary to pass it opposite the mouth of the Rigamard. The hills on either side for the first two or three miles of this valley are steep ; above that it widens, and the line reaches the table-land which extends to the Trois Pistoles River, at a grade which it is calculated will not be more than 20 feet per mile for six miles. An improvement on this line may, perhaps, be made b'' descending the valley of the River Bois BtHU, and ascending by the valley of the stream of the Little Rimouski. The line proceeds at almost nominal grades to the Abersquash River, which it crosses at the 500th mile. Four miles further the table-land is intersected by the deep ravine formed by tho stream of the Trois Pistoles River. This will require a heavy bridge. The width between the banks at top is 300 feet, the stream at the bottom is 100 feet wide; the ravine being 150 feet deep, it will be necessary to have the centre span as large as possible, to diminish the great height re- quired for the piers. i -n- -^ The line from this continues at very favorable grades, crossing the BiviOre da Loup at the 527th mile, about five miles above its mouth, and thence (either in the second or third concession) for 100 miles through a densely populated country, of the most favorable description, to the Boyer River at the 620th mile, from which it rises to Beaumont Church, 278 feet above tide water, and descends at a moderate grade for about nine miles, to Point Levi, opposite the City of Quebec. (Signed,) a. W. W. HENDERSON, Captain, Royal Enginter.\ Major W. Robinson, R.B., &c., &c., &c. ' m ^ 48 \..w t t TABLE of probable Gradients on proposed Halifax and Quebec Railway. Prevailing Gradients. Oanada. Quebec to Resti- gouche River. New Brunswick. Restigouche River to Bay Verte. Nova Scoiia." Bay Terte to Hall- fax Harbour. Total. Lerel and nnder 20 feet per mile, 20to40ffet " 40 to 60 feet " 60 to 60 feet *« 60 to 70 feet " Miles. 222 42 6 8 None. Miles. 151 71 8 4* None. Miles. G6 37 10 7 4 Miles. 43d 160 23 19 4 Total 277 234 124 636 * This gradient will be avoided by following tho Restigouche instead of the Eel River (Signed,) 0. W. W. HENDERSON. Captain, Royal Engineers. APPENDIX No. 2. 5 i I Plans referred to :— Nos. 17, 18, 19. Report on the Exploration* f'om the Miramichi Lahe, across the Valley of the Tohiqucyto the Restigouche River. The explorations carried on during the autumn of 1846, having shown that the chief difficulties to be encountered by any line of railway passing through the central portion of New Brunswick was the large valley watered by the river Tobique, which, running directly across the general direction of the line, must be crossed by it ; and that the height of land on the southern side was of great elevation. The explorations were directed in the following year (1847) to ascertain the practicability of ascending to this height of land from the table land between the waters of the Miramichi and Naswaaic Rivers to the westward of Boistown, and to which there is easy approach from the level country to the southward ; and having gained that height of land south of the Tobique River, to ascer- tain the practicability of crossing its valley at the most favorable grades. This valley is about 30 miles wide. The highlands bounding it on tho south side are very lofty. Tho lowest point at which they can be passed, as ascertained by our ex- plorations, being ^t a point about niaeteen miles south of the River ; 1,216 feet above the sea, or 874 above the river. The height of land or water-shed on the north side of the valley is about twelve miles from the river, and 418 feet above it, 838 feet above the sea. The exploration was commenced between the Napadogan Lake aud the Miramichi Lake, about 20 miles norih of the portage road from Boistown to Frederic'ion. The line which has been reported upon as practicable involves, as wi 1 be seen, very heavy grades. From the point of starting the line descends at a grade of about 54 feet per mile for two miles to the Miramichi Lake ; thence it passes through a dry spruce country to the uouth-west of Miramichi River, which it reaches at tho fifth mile ; from this it follows the valley of that river for seven miles, at very easy grades, to the forks of the river, where it oroBses the west branch and descends by the valley of the north branch, as shown by the .^M«(»^^*»''*>*!'»H»^«>i^ I ssfsMsiC: 4d. hlack line on the Plan to the point D, at the 2U mile, at easy grades, shown by the red line on the Section ; nona exceeding 16 feet per mile. Then it meets a ridge of land which will causo it to diverge to the eastward, and involve a grade of about 50 feet per mile for two miles ; and theuce follows the valley of the north branch of the Miramichi, at a gradient of 44 feet per mile. The valley here is very narrow and broken, the highlands coming in close on either side. The lino leaves the valley of the River Miramichi at the 26th mile, and follows the valley of one of its tributaries, called the Dead Water Brook, at the same grade of 44 feet per mik to the 28th mile, at the point F. From this it continues along the same valley, but at an easier grade of 20 feet per mile, to the water-shed between the Tobique and the Miramichi Bivers, 1,205 feet above the sea, at the 30} mile. The Odell and Beaver Brooks take their rise on this height of land, being tributaries of the Tobique, and the line attains its summit level, 1,216 feet above the saa, afr the small lake which is the source of the Odell, at the 31st mile. A small ridge divides this lake from the vaters of the Beaver Brook, which would have to be cut through. From this point commences the descent ii;to the Valley of the Tobique. The direct descent by the Valley of the Olell, &c., had been found impracticable, the fall being far too rapid. The most favorable gradient, which can bo maintained, is ore of 58 feet per mile, for nine miles, by keeping along t,\.j side of the hills as far as the River du Chute, crossing several streams, one of whicA, that of Beaver Brook, will require heavy bridging. After crossing the River du Chute, which will also require a heavy bridge, the line descends, at a gradient of 15 feet per mile, for three miles. Here it has to cross the Valley of e River Wapsky, about ^wo miles wide, which will involve an ascending and descend ig grade of 6ti feet per mile, each one mile, and a bridge of 40 feet high across the stream. This point (C 2 on the plan) is the water-shed between the Wapsky and the Little Gulquac, and the line descends, at a gradient of 48 feet per mile, for 5* miles, to the Rivev Tobique, by the Valley of the Little Gulquac. The Tobique, which the lino crosses at the 50th mile, will require a heavy bridge, 60 or 60 feet high ; the river is about 442 feet wide ; on the south side the bank is bold and favorable for bridging, on the north is an interval flat, which will increase the length of the bridge to about feet. After crossing the Tobique, the line, keeping to the westward of that actually ex- plored, ascends, for the first five miles, at a gradient of about 2Q feet to the mile, through a dry level tract of country. From this the grade increases to about 44 feet per mile for three miles, to the point E, from which the line ascends by the valley o^' the west branch of the stream, called the Two Brooks, for four miles, at a grade of about 43 feet per mile. It continues to ascend at this grade for four miles (to the point a), the water-shed between the Tobique and Salmon Rivera, being 12 miles south of the former and 418 feet above it. Thence the line keeps westward of the exploratory line, avoiding the high ground crossed by it, following the valleys of the Salmon and Grand Rivers. The first of these, it is calculated, will involve an ascending and descending grada of 20 feet per mile each four miles. The line will ascend to the water-shed, between the Grand River and Beaver Brook, a tributary of the Restigouche River, about 920 feet above the sea, by an easy grade of about sight feet per mile. , t. . ,. r.- From this point at the 78} mile (b on plan) it descends to the Restigouche River, by the Valley of Beaver Brook. . It is calculated that the first 4} miles will require a grade of 45 feet to the mile, and thence one of about 24 feet to the Restigoutho River, about 11 miles. Tiie whole dis- tance being obout 94 miles from the Miramichi Lake. Other valleys also exist by which it ia believed the Restigouche may bo reached, after leaving the Tobique Valley, and by about the name grades. 7 I 60 Tho Valley of Boston Brook would bring the line to the Restigouche more to the wcBtward ; that of Jardina's Brook would carry it more to the eastward and nearer to the valley of the Kedgwick River, which is the cnly tributary of the Restigouche, by which it is believed a practicable route can be obtained through the highlands between the Restigouche and St. Lawrence Rivers, on this general direction. The tract of country which this line passes thorough, and would open up north of the River Tobique, is very excellent soil, and offers fine land for settlements. (Signed,) G. W. W. HENDERSON, Captain, Royal Enginccra. Major W. Robinson, R.E., &o., &c., &c. ill a « ■ :l APPENDIX NO. 3. ( fli' III I Sketches attached Report of Mr. Witliiason. FiiEDERiCTON, December 31, 1847. Sir, — I have the honor to state to you the general results of tho exploratory survey in which I have been engaged, under your direction, during the past summer :iud autumn, with the view to a discovery in part of a line fa-orable for a railway between Quebec and Halifax. In doing so, I w.W as much as possible observe tho brevity whicli you desire me to regard as sufficicut. Passing by the subject of preliminary arrangements, and the circumstances which controlled the selection of the lines examined, it will be .sufficient to say, that tho general object was to discover a favorable route between the Valley of the Abawisquash, a branch of the Trois Pistoles, and a point on the Restigouche River, favorable for union with anothor division of the general line, in progress of exploration by Corporal Dumble, from the Valley of the Tobique River. The line first examined I will describe as Route No. 1, so distinguished in the sketch hereto annexed. Between the head of Lao des lies, discharging itself into the Toledi, and tho Abawis- quash River, is a low depression in the summit level, or height of land, favorable, as I heliove, for our object. From this point the ground appears generally practicable, follow- iog tho margin of Lao des lies, and thence the course of its discharge towards the outlet of Kaglc Lake, a distance by estimaljon of .>bout nine miles. From Eagle Lake, it is very probable that a communication with the Rimouski would bo found by following the valley of tho left hand branch of the Toledi to its source, and thenco descending tho Valley of the Touradi. But tho more direct course, by Routo No. 1, was experimentally continued. Between Eagle J^ake and tho Middle branch of the Toledi is a continuous ridyo of 800 or 400 feet average elevation above tho former. Like other ridges in tho neighborhood, it consisti of much good land for settlement, but apparently affords no pass suitable for our ubjcjt, within an extent of six or seven miles. On exploring from tho Middle branch westerly to the head of the liike, however, the desceat appeared to exceed the ascent aa much as 1 60 or 200 feet. A very direct communication would therefore bo ineligible. The course to be rrcomnicndod passes by an easy curve southward of tho lake and the southern c'xtromity of tlio ridge in tho manner indicated in thoskotoh; thcnoe, north- easterly by tho Valley of tho Middle branch. Where tho lino would enter this valley tho general inclination is apparently about 25 or JJO feet per niilo, until approaching within about three niilos of tlie lost of four puccossivo rapids or fullB. It is probable that the inclination hero may bo from 40 to 60 feet per mile, until wo reach tho dead or smooth itfci 51 water. The banks of the Middle branch afford only a small extent of flat ground, say from one to three chains in width, on each side alternately, seldom on both sides at onoe ; but the slope of the rising ground is commonly moderate, and without abrupt angles or turns, with the exception of the three miles just mentioned. Hero some degree of difficulty might occur in determining the best site tor the line. A small extent of rock cutting ac one or two points, would probably be necessary. Time did not permit an instrumental examination of the ground, but nothing like impracticability is indicated. Passing the Falls, the Valley of Middle branch south is level for a distance of about seven miles in a direct line south-westerly, including, in that distance, a lake of about two miles in extent. The bed of the valley consists of an alluvial deposit of great depth, through which the stream has a very tortuous channel, with a current scarcely perceptible, frequently very deep, and always remarkably clear. The next five miles of this valley ascend somewhat rapidly, say at the rate of 40 to 50 feet per mile. From a distant but commanding point of view, I judged that the remaining rise might not be less favorable ; but upon examination of the last four miles, the rate of ascent proved to be much more objectionable. The result, however, of a series of elevations and depres- sions, taken by your directions over thio portion of the route, and which at leisure moments have been somewhat hurriedly computed, do not warrant me in saying that the rate of inclination of the four miles in question is more than objectionable. Its practicability is, I believe, proved by at least two examples of much steeper inclined planes daily ascended by locomotive power, with both passengers and freight. I refer to the Lickey Inclined Plane of one in thirty-seven on the Birmingham and Gloucester Railway, and another of one in thirty-four, which I understand to exist on the Hartlepool and Stockton. Tho sketch hereto annexed (No. 1) exhibits with regard to these the proportion of the more favorable acclivity, by which it appears practicable to escape from the valley of the branch of tho Toledi under examination. No exploration has however been made in order to dis- cover facilities, the existence of which I am not prepared to doubt, of improving or avoid- ing this aclivity. Much lateral exploration must at some points be expected. Wo could scarcely hope that we should succeed, at the first attempt, without map or guide, in passing through a wide extent of primeval and almost unknown forest, over a line in no respect objectionable. Passing the summit level at the source of the Middle branch south, the route descends by the valley of the north-^west branch of Green River. For the first five miles the rate of inclination is very moderate, deviating but little from a level ; two lakes and much small water being included in that distance. From thence to the confluence of the east branch of Green River, a less regular and and often more rapid descent is indicated, '' he judicious distribution of tho irregularitien over a continuous descent in actual consti :n however, I am not prepared to say, that an inclination exceeding 30 or 35 feet per mile would anywhere be necessary. Descending tho last nine miles of tho north-west branch, the valley becomes more contracted, tho ilat margin generally narrower, tho banks steeper and higher, and tho turns more abrupt. But these characteristics do not become so remarkable as apparently to aft^oct the practicability of this portion of the route, until we approach to withm about three miles of tho conflux of tho two branches, or upper fork of the main Green River ; nor do they continue of the same kind beyond about two miles along tho eastern branch. This part of tho line having come under your personal observation in order to ascer- tain its practicability, by curves of admissible radius, a more particular suivoy of the apparent obstacles, and a rough plot of tho same, were made for your satisfaction. *or more ready illustration I avail myself of a trace from tho origiuai, No. 2, hereunto aanexed, to which i bog leave to refer. o^ , . s i j j -:- From A to I, being a distance of four miles and about 30 chains, arc introduced six curves, of one milo radius each, arranged in a manner, tho efifoct of which would bo as follows— From A to C tho cutting would be insignificant; at B, about flro or six chains in extent, partly of clay, slate may occur; at tho point D, perhaps ior an extent of ten ohuius in each direction, deep cutting may be necessary, but no suflioient examination has boon made to determine this fact; or whether to some extent, a gap or depression may not eiUi, as at tho point G. From K to I, th<3 cutting would apparently be light, thcHo points Wing noarif on ths name «ommon Un\ with tho infc«rveuing point G, or say thirty of « w m m « % 1 62 r •I M r J! i forty feet above the surface of the water at the confluence of the two branches. In order that in this part of the valley the roadway may be clear of water, snow, ice, and driftwood, at all times, perhaps a less elevation than about ten feet above the lowest level of the stream could not be recommended. Assuming that the maximum depth of cutting to be admitted, should not exceed twentj-five feet, then the highest ground which could be intersected, would be thirty-five feet above the lowest level of the water. With the exception of the point D, the elevation of which is uncertain, it does not appear, from the facts ascertained, that the intersection of any point so high as thi'-ty-five feet, would be necessary, in order to obtain curves of one mile radius; on that cutting approaching to twenty-five feet in depth, would occur to an aggregate extent exceeding fifty or sixty chains along the portion of the line shown on the sketch. Were it a desideratum to pass this, apparently the most confined and crooked portion of the route, without cutting, it would appear that curves of from twenty to eighty chains radius, would accomplish our object. Pursuing the route along the east branch by an ascent apparently not exceeding thirty feet per mile, another branch occurs on tlio left, distinguished on the sketch as "Otter Branch." An opening here to the eastward was noted for further exploration. In the meantime, following the main stream about due south for three miles, another opening claims attention. It was at first deemed probable that this would lead to the source of tho main liestigouche. It may indeed lead to a favorable communication with this stream. But it was subsequently discovered, as it will be again necessary to notice, that the opening in qtiestion was really at the head of the valley of a principal branch of Green River, dis- tinguished on the sketch as Green River East. Resuming the exploration at tho end of the southerly range just noticed, of tho east branch, this stream again turns suddenly to the eastward, flowing somewhat tortuously through a narrow valley bounded by very high hills, and having a fall varying from sixty to ninety feet per mile. Having traced the stream to its source in a pass between high hills, and continuing an easterly course, wo shortly meet with a spring, no doubt a tributary of the Restigouche, flowing south-easterly down a narrow and deep ravine. Crossing the head of this ravine, and passing over a high ridge, we descend suddenly 700 or 800 feet into tho valley of the object of our search, the Gonnumitz, a principal branch of the Restigouche. It was deemed probable that tho source of tho east branch of Green River, and that of the Gounamitz, might prove to bo continuous and nearly on tho same level. But it was now manifest, that the source of tho iormer was in a high group oi hills, bounding not the source, but the main Valley of the Gounamitz, where this stream is still comparatively large, say forty feet wide, with a brisk and copious current. Satisfied of tho unfavorable prospect of a communication at this point, with Valley of tho Restigouche, I returned to the opening by way of the Valley of tho Otter Branch. Circumstances prevented my personal exammation of tho ground in this direction ; but Mr. Ramsay, to whom I confided that service, reports that the source of the Otter Branch is surrounded by high ground without an opening ; but that about two miles from the mouth of the streai i, on its right or northern bank, is a low depression, affording a favorable communication with the valley of a stream flowing northwrrdly and eastwardly, and no doubt a tributary of the Restigouche. It is most probably the main branch of the south branch of the Quatawamkedgwick. He followed this newly discovered stream downwards, to where it receives a b'-anch from th« south, and then traced this branch upwards nearly to its source. By climbing ho had a good view southerly beyond the source, and down tho Valley of the Gounamitz, but was prevented, by unfavorable weather and other hindrances, from completing all I had directed him to pertbrm. Ho does not doubt, however, the existence of a practicable communication between the cast branch of Green River and the valley of tho Gounamitz by the route he examined j but there will be about two to throe miles of rough ground and steep banks. Whether these may occasion any real difficulty, an instrumental examination hero, ns well as at other points which ha^e been noticed, will be necessary to determine. Tho general foot of prac- ticability or otherwise, was, under the circumstances, nil that we could hope t ascertain. A route has now been traced from the Valley of tho Abawiwiuash, to tho Valley of tho Gounamitz, which, with suoh corrections as might be expected would be necessary on a first examination, I believe to be practicable. I have also no reason to djubt, but many to induoe me to oonfide io (bo praotioabilitv of (he Yallev uf iUo Qounamitz dowi^ to \\^9 Uoq^ tigoucl is a fa^ the enl the To tigouc hence I I 1 f,^^.- VjK'--,' 68 tigouehc, with a seneral inclination, varying from 30 to 50 feet per mile. From iis mouth is a favorable communication down the left bank of the Restigouche, to a point opposite the entrance of Beaver or Boston Brook, the termination of Corporal Bumble's route from the Tobiquc before mentioned. A bridge of 100 or 120 icet span at this part of the Res- tigouche would be necessary, and would prabably be the only one of so large a span from heace to the St. Lawrence. In that distanoe numerous bridges will bo required ; but they will bo generally small, and neither their number nor their several sites could be deter- mined without an instrumental demarcation of the lino. In order to explain the further course of the exploration, it is necessary to say, that, after tracing the east branch of Green River to ha source, and being yet uncertain of any fovorable descent into the valley of the Restigouche, whilst that into the Vslley of the Tokdi also remains unimproved, it seemed probable that the abandonment of the Valley of Green River might eventually be necessary. The hope of avoiding this alternative seemed to rest upon the success of the three laterf.I explorations; the first, that by way of the Otter Branch, the succ ss of which has already been mentioned; the second, that by way of the southerly opening, towards the supposed head of the Restigouche; the third, with a view to the discovery of a more favorable descent to the north-west branch of Green River, into one of the more northerly valleys of the Toledi, or, if necessary, into the Valley of the Rimouski. Leaving Mr. Ramsay with directions to make these three explorations, as far as prac- ticable, I proceeded to employ as much as might be available of the rapidly advancing season, in order to ascertain, by canoo, the character of such other routes as the country might afford iVom the Restigouche north-westwurdly. The routes I had in view are dis- tinguished on the sketch as No. 2 and No. o. Omitting the circumstaucial matters of the exploration, I will commence my descrip- tion at the Wagan Stream, the most southerly branch of the Restigouche. From hence, at an ascertained elevation of about a'jO feet above the level of the sea, appears to be a favorable range of comparatively flat country, as observed from several commanding points of view, and as described by those Avho have passed over it towards the Sisson Branch, a f ivorable stream of moderate current, tlirougii a flat valley, and joining the main Tobique River, where the elevation has also been approximately ascertained at about 600 feet above the sea. The exploration of this extension of our route, continued by way of the right- hand branch of tlio Tobiqvi'> towards Boistown, would probably have occupied the remain- ing portion of the season, had ( ircumstances p rmittcd mo to leave the country beh".nd me with satisfaction. This route, as ui:nkcd by o dotted lino in Hie sketch, is not much less favorable ibr communication with Route No. I than with No. 3 ; but natural obstacles would render it apparently mrrc difficult for continuation north-westward by Route No. 2. I may indeed lure remark, thit natural obstacles seem to magnify, both to the north and south of tho Restigouche, as wo advance eastward. Above the confluence of the Wagan, the banks of tho Restigouche :iro comparatively fa\orable all the way up the stream as far as explored or observed. Descending tho same stream below tho Wagan, tho banks become more abrupl; and stecn, but are neither so close or angular but that much cutting may be avoided by oocagional bridging, and the inclinatiot: of the valley is very favorable. Tho mean rate of descent from tho Wagan to tho sea cannot exceed seven feet per mile by the course of tho river, but tho much greater part of the aggregate descent must apparently occur above tho Quatawamkedgwick, and cannot bo estimated at a loss mean rate than ten to fifteen feet per mile. But, diverging from tho Valley of tho Restigoucho by lloute No. 1, we find tlu) banks of tho Gounamitz higher and steeper than those of tho head of tho Hcstigouolc, by Route No. U, and agiiin wo fiud tho banks of tho Quatpwam- kedgwick, by Route No. 2, still hi^'her and steeper that: either, rising, in fact, 1,000 or 1,200 foot, very abruptly, above the bed of the river. With regard to tho last menti(,: ire Bcveiid )U. g which of these valleys and openings might appear most entitled to a particular survey. I have reason to believe, that practicable lines, approximating to those indicated in the sketch, would bo found. My opinion is, that the difficulties of this route are confined to an aggregate distance of perhaps five or six miles on each side of the Valley of Green River, and that they are not of great magnitude. I have not personally examined, and ha^e only partially seen, the Valley of the Squatuck, but it is generally better known than any part of the ground included in this survey, and is reported to be, as I believe it is generally, flat and favorable for a line of lailway. From thence up the Valley of the left-hand branch of Toledi to 2- 6.15 Take GB per cent, for brakemon (which is the ratio oc liending Road), as conductors should not be included, and the ozponae for brakemon ifl 6.16X. 68-3.14 Do Baltimore and Ohio Railroad, as per estimate for coal trade -12.40 6.54-r2«. 2.7] New York and Erie Railroad .,.—6.52 68 / ■ » ■ — 7th. Repairs of Railroad, chargeable to Locomotive and Tender : — 1st. Ordinary repairs ; of those one-fifth is regarded as chargeable to tuotive power : — Cents, Reading Railroad 13.66 Boston and Worcester " 18.00 Boston and Lowell " 13.50 Western (Mass.) " 13.75 Baltimore and Ohio " 18.30 77. 21-:- 5= 15.44 and 15.44-^0 = 3.09 2nd. Deterioration of iron, not yet settled by ex- perience. Hall of this wear is believed to be chargeable to locomotives and tenders, on ac- count of their greater weight. Suppose rail cost $7,000 per mile, and will bear transport of 20,000,000 tons on a level road, average (say) 250 tons freight per train, equal to 80,000 trains. The cost per train will be $8.75 ; and half of this is 4.37 7.46 The weight of engines in the cases above detailed is not known, but is supposed to average less than 15 tons; for an engine of 20 tons on driving wheels would require an additional expense ; but the fuel on the line of road under consideration would be less expensive, about seven cents, than the average for the same size of engine. In view of both considerations, it is believed a re- duction should bo made from the preceding result of (say) 4.79 4i.79 And the estimate for a 20 ton engine is Cents 40.00 Forty centB per train per mile, equivalent to Is, M. sterling. ^ X / 15.44 3.09 7.46 U.79