S/tlBc^"^ 00000 00000 — i7> THE I o o c o o o o o o C5 o c i INIERCOLONIAL '-■AM m RAILWAY I' lit I M QUEBEC TO HALIFAX. Tiif QUJ'UJEC: (J. DARVEAU, .1..1. rrintcr, Xo. >^, xMdiinlaiii llill, o o S o o § c c s 7->\^ wm^:. 1807. 1 00000 ( toot )or Ciiilr'^...^ Q^ Scji"^ a(f«*?^--'^'%. 'X THE. INTERCOLONIAL RAILWAY FROM QUEBEC TO HALIFAX. • a • • t • If •' *• ,'. • • • • • . , . « • • > QUEBEC : C. DARVEAU, Job Printer, No. 8, Mountain Hill. 1867. ....^" . ... • > • • • ',' • • •• • < . • ■ " • • • • • • • THE INTERCOLONIiVL RAILWAY FROM QUEBEC TO HALIFAX, GENERAL OBSERVATIONS. During the last thirty years the question has been agitated oF making a raih'oad to cniinect the great sea port of Halifax, tho principal English strong-hold on the Atlantic Coast, with the fortified port of Quebec, situated in the interior of British North America ; and at length the day dawns on which this great project is to be realised. AVhat, then, should be the route of this Intercolonial Railway, which will later be extended even to the Shores of the Pacific? On its choice may depend the safety of the colonies and the continuance of their connection Avith Great Britain. The English Parliament has just promised its guarantee to tho amount of three millions of pounds towards its construction : which shews us the deep interest the English people attach to the preservation of their colonics. Lord John Russell, in his remarkable address to tho House of Lords on this question, has ably expressed the views of the English statesmen on this subject: " tn the " same way,"' the noble Lord observes, " that the smaller States, as " Portugal, Switzerland and others, have already found and still " find the protection of the larger ones, so too has Canada a right " to expect protection, if some powerful neighbor wished to take " possession of it unjustly." The history of the past shews that tho attacks of great States upon lesser ones have sometimes brought down a severe retribution upon the aggressors. But to avoid invasion, it is necessary to put ourselves in a state of defence in as fiir as depends upon us. And nothing better expresses this situation than the conclusions of the lleport drawn up by Major Piobinson, a distinguished officer, appointed in 18 iG by the Imperial Government to explore the territory through which this Intercolonial llaiKvay should pass ; the expenses of the expedition being borne jointly by the three colonies of Canada, Nova-Scotia and New Brunswick. " Weakness invites aggression ; and, as the railway would bo a " lever of power by which Great Britain could bring her strength " to bear iu the contest, it is not improbable that its construction " wonld be the means of preventing a war at no distant period. " The expense of one year's war would pay for the railway two or '* three times over ; and if, for greit political objects, it can become " necessary or advisable to unite all the British Provinces under *' one Legislative Government, then there will be found on this " side of the Atlantic one powerful British State, which, sup " ported by the Imperial power of the mother country, msiy bid " defiance to all the United States of America. The means to " the end : the first great step to its accomplishment is the cons- " truction of the Halifax and Quebec llaiUvay." A Portion of Major llobinson's prophetic words has already been fulfilled ; we have now the union of the Colonies, with the almost indepcndant title of " Dominion of Canada ; " the other part of his prediction must be realised by the construction of the Inter- colonial llailway, along the line traced out by the same Major llobinson. The question as to the route is not yet settled, but will soon be, according to th) arrangement effected by the Provincial J)olegates at London. On the 14th of May last, in reply to a question from the Honorable M. Botsford, in the Ncv Brunswick Parlia- ment, the Honorable P. Mitchell, I'rinie IMinister, answered : " The delegates have decided upon leaving the choice of tht" route ** to the Legislature of the Dominion of Canada, and to ministers ** responsible to the people of all the United Colonies, subject to " the approval of Her Majesty the Queen's Secretary of State 5 — " for the Colonic?." And in Tact tlio Imperial Act, conccrnint;; the guarantee of the interest of tlic three niil'.ioiis, absolutely rejuires this preliminary approbation of the i^Jiriister of State. There i,«, therefore, nothing in the way of preventing due pre- ponderance being given to the truth on this important question, and to forward the attainment of this end wo submit our obser- vations. II. THE ROl'TE FROM A MILITARY TOLM OF VIEW. Owing to their position, the English colonies on this continent have toapprch.endwar from one power only, viz : the United States. Despite the national debt and intestine divisions of the American people, their military power developed by the recent war and their well-known desire of uniting the whole of North America under their standard, furnish a constant menace to our colonies. Our means of defence and the number of our population are very limited in comparison with those of our neighbours. We form a people of 4,000,00" souls, scattered over a vast territory, with a revenue cf 814,000,000, without a navy, and this by the side of a people numbering 35,000,000 souls, with an immense maritime power, an organisation of men and war material fit to vie with that of any of the greatest European powers, and a revenue of §400,000,000. And wc, on this continent, unlike any of the nations of the old world, have no people near us who have an in- terest in the support of our independancc as a safeguard to its own. In case of war it is to Englind alone that wo must look for any efficacious help. While the river St. Ijawrcnce and the Gulf are almost closed by ice, an English army with its war stores would take a ujuch longer time to penetrate into Canaca, with the means >f commu- nication actually on hand, than to come to the assistance of Nova. ' cotia and New Brunswick. These are truths so strikin;j;ly evident thixt it is sufficient to mention them, but they bocomc still more apparent in tlie face of events tliat have occurred within the last four years. Railroads have now become a matter of calculation, as a means of effecting rapid movements either for tlie attack or defence of States. The seaports of Novu-Scotia. open during every season of the year ; and the railroads from Halifax to Windsor, and to Truro and Fictou, afford this province means of obtaining at any time pr )mpt help from the nictropolls, as well as of readily trans- porting it. The portion of the Intercolonial Railroad, which must inevitably connect Truro with another already constructed from St. Johns to Shediac in New Brunswick, Avill enable troop, to proceed in a few hours from Nova-Scotia to St. Johns, New Brunswick. The railway now reaching from Richmond to St. Andrews, a seaport of New Brunswick always accessible to navigation, puts the southern parts of this latter province in ea^y and continual com- munication with England. The advantages that must result from this position against an invasion of an american land army arc therefore readily understood. The Canadas, on the contrary, as also the territories of the west, isolated as they are in the interior from this continent, with their immense frontiers open to the attacks of an enemy, are then almost alone interested in the existence of the Intercolonial Railway, both as a measure of defence and means of ob- taining, at all times, prompt and powerful help to assist tlieir too feeble militia in the protection of our lives and properties, against the powerful armies that the United States could hurl with such facility and readiness to invade our country; so that our weightiest interest are involved in the choice of the lino. — 7 — III. COMPARISON OP THE THREE ROUTES. This being premised, it remains for us to examine as briefly as possible the comparative vahie, from a military point of view, of the three routes explored by Mr. Fleming in 1864, under the names of the Southern, the central, and the northern or Major Kobinson's line. The first and principal consideration is, that the way be sufficiently removed from the american frontier to pre- vent any of their armies being able, by a rapid march, to destroy the roads and bridges, cut off communication, stop the transpor- tation of troops, war stores or provivisions ; and at the most cri- tical moment, expose the defenders of Canada to the loss of a great battle, or perhaps of the colonies themselves. Unless the railroad were very far from the frontier, would it not be easy for an enemy's army, after dostroying the eastern portion of the road to use the western to penetrate into Canada instead of the expected English army ? The Southei-n line, which passes along the very frontier of the United States offering no protection, all admit tliat it ought to be abandoned. So that it remains to examine those of the centre and north. The Central line towards the centre of the forests of Kew Brunswick and far from the centres of military operations, is lesH than thirty miles distant from the American frontier. To prevent an army or detachment from crossing here these twenty four or thirty miles of forest, and seizing or destroying the road, it would be required in time of war, to have a large army stationed permanently along this part of the route so as to protect it. Yet, in spite of every precaution, a raid made by a handful of daring soldiers could do an immense amount of harm in a single night. On the Central line, as Mr. Fleming's report shews, there are many difficult passages, and many very long and costly — 8 — bridges, destruction of which would for a long time cut off com- munication and greatly favor tlie strategic operations of the enemy. The Northern or Major Robinson's line, following the B.-iy dcs Chaleurs, the valley of the Metapediac and the Banks of the St. Lawrence is on the contrary conifletely sheltered from all these dangers. The second consideration, and one which by its vast impor- tance should influence the choice of the direction of the Inter- colonial Railway, is that an English army could make use of it to penetrate into Canada, in the event of some part of the line being intercepted in the Lower Provinces for any cause whatever. Now this would be impossible if the central lino were adopted. Suppose, for instance, the feasible case, that the south of New Brunswick fell under the temporary sway of the United States, an English army could then, with the actual means of communi- cation, reach River-du-Loup during the winter only slowly and not without great difliculty and danger. The Canadas would then be so to speak, left to the mercy of the enemy, and would in any case depend on the fidelity and strength of the southern part of the weak province of New Brunswick, for the protection and preservati.m of their sole and only way of communication with England during the winter season. But, by the Northern line, the interception of any point what- ever in the Lower Provinces is much less to be feared, and would not, in any case, render the remainder of the road useless. For the Bay des Chaleurs and the Lower St. Lawrence offer points which an English army can reach by steamers, disem- bark and take the railroad, during even a great portion of winter. The only reason alleged by Mr. Fleming for his opinion that a distance of thirty miles from the frontier in the forest is sufieient for a military road, is, that certain points on the Grand Trunk between Rivier-du-Loup and Quebec are not any farther removed from it than that distance. But this gentleman does not consider that even in the case that the Qruud Trunk had been intended prin- — — cipally to be a military route, it would liiivc been impossible to place it further from the American irontior, unless by construct- ing it on the Laurentidcs, on the north shore of the St. Law- rence. Moreover, instead of running through the midst of the forests of New Brunswick, as the case would be with the central line, the Grand Trunk traverses a thickly settled country where there are many other parallel roads, with all the necessary bridges ; so that a military convoy could not bo stopped, even in the case that the Grand Trunk were temporarily intercepted. Besides this, the Grand Trunk is only a short distance from the centre of military operations in l^ower Canada. Notwithstanding all these reasons in favor of the greater safety of the Grand Trunk as compared with the Intercolonial Bailway in the forests of the central route, there is no doubt that in case of a serious attack upon Canada, the lliver-du-Loup would be very much exposed to invasion by a part of the American army, which would thus embarrass as nmcb as possible the communications of Cana- da with the Lower Provinces and England, and at the same time compel the colonies to divide the available force at their disposal. IV. Consulcratio)is on the routes which the Inii'rcolonuil Raihrai/ may /allow, with rdatioii to the advantages likcli/ to accrue to each of the Provinces through which it will cross, us to the devcloj)mciit of (heir local traffic and colonization. Since this question docs not in any wise interest the inh.ibi- tants of Canada, so far as it relates to Nova Scotia, (as in the latter Province the railroad will follow the same route, whatever line may be adopted in the former.) let us compare the advantages which Canada and New Brunswick would derive from the construction of the road by the central or northern lines. As to the frontier line it can no longer be entertained. By comparing t'ae advantages wliich Canada and New Bruns- wick could gain from the central route, it will be found accord- ing to Mr. Fleming's opinion that the railroad will have to pass — 10 — over only 45 miles from the llivcr-du-Loup before it reaches the confines of New Brunswick ; and that it will afterwards by the shortest proposed route, part of which is as yet unexplored, tra- verse a distance of 310 miles before entei-ing Nova Scotia, that is to sai/, seven times as great a distance in N^iiw BrunswicJc as in Canada. If the nature of the soil in the rcij,ion through which the rail- road is to run, offers any advantages for agricultural and com- mercial improvement, these should be taken into account. Now ]V[r. Fleming does not look upon the country to be traversed by the northern part of the central route, as having any great value for colonization. In support of this view, he cites Lawson's re- port, in which that writer pretends that the nature of the soil in the region to be crossed by the projected route is generally good ; although it possesses very little wood suitable for commerce. But this gentleman's opinion, as to the quality of the soil, is contra- dicted by that of the Surveyor, Mr. T. A. Bradley, who was a&sociated with Mr. Fleming, and began the exploring of the central line ; and who in his report of the New Brunswick divi- sion along the central route through which he had passed, says : — " The country is generally undulating, hilly and barren. In " tlic course of my exploration I have been unable to find two " hard wood trees ; on the hills as well as in the valleys, are to bo " seen only stunted firs, black spruce and some small white birch- " trees ; which proves abundantly that the soil is rocky and little " fitted for colonization." The opinion spoken of above is so diametrically opposed to that of many persons who pretend to bo well acquainted with that part of the country, that it is much safer to rely upon tho latter especially since it U supported by that of Mr. Fleming himself. After stating the extent of the region traversed, and its pro- ductive qualities, it is, doubtless, fitting to consider seriously tho advantages which this routo offers to local traffic, as also tho value of the traffic itself. — 11 — How there u to ddjj no local trafic h\j the central route. ** The central route, says Mr. Flemini;, will traverse an almost " barren country, since between the St. Lawrence and Miraniichi, " there is only u single post situated on the Tobi [U(5 river, and " composed of only a few faniiiios." And though this gentleman pretends tliat this route be connected with the county of llesti- gouche, it is evident that it will never have any traffic from that quarter, for he says elsewhere, that '' south of the llestigoucho " river, north of the Miraniichi and cast of the most eastern lino " above described, there is a tract of more than sixty miles in " width and extremely unfavorable for the construction of a '* railroad, owing to the hilly cliaractcr of this district." This road would divert but little of tlic traffic from tho Valley of the St. John river ; for the railway between Woodstock and St. Andrews oilers very great advantages for the commercial operations of the most thickly settled part of the upper portion of this valley, and carries all the trade of the south of New Brunswick ; while the lower part of this valley, being situated very far from the central route, possesses the navigation of the river always serving as an outlet for their commercial exports, wliich consist of wood only, this country being far from producing sufficient for the consumption of its own people. But it must be borne in mind, that other routes have been projected in this section of New Brunswick, the adoption of which would prolong the Halifax road about a hundred miles, by way of Fredcrictor. and St. Johns. But this part of the line, while it would drain a portion of the actual commercial imports, would be deprived of the lumber trade already exhausted in this section of the country. As in the region tlirough which the cciifntl route properly so called must pass, there is no population, or local traffic except what is pui)plied by the Shediac road, tlum remains to be examined the likelihood of colonization and local trade to wliich the construction of this railroad through tho heart of the deserts of New Brunswick, would give rise at some future period. — 12 — In Canada fhc central route havin;j; to traver.se a dist:incG of only forty five miles, partly through forests whose shipping timber has been long since cut down and removed, and as the soil is very unfit for cultivation, this route will not favor the local traffic of Canada, either for the time present or to come, and the trade of our cities and rural districts will not bo in any measure benefitted by it. But, close to the 310 miles of this route through New Brunswick, a forest improvement will go on, much more limited, indeed, in extent than that to which a river of the same length with its tributaries could give rise. The value of the forest riches of this region in timber has not been even ascertained, and the duration of this improvement will necessarily be very restricted. Along this way M'ill also be formed, though slowly, settlements which must remain for a long time poor, as is the case with all persons employed in the cutting of timber, as this commerce en- riches only a certain number of speculators. These last consi- derations require most ample consideration. Speaking of the central route, Mr. Fbniing in his report says, " as a line of communication it will have upon the commerce and " progress of Canada the same effect as the St. John lliver, with " this difference, in its favour, that it will be open during twelve " months of the year instead of six. But this gentleman docs not consider, that the river St. John v.'ith its great number of tributary streams and its long windings, opens up to forest improvement a tract of land at least ten times as great and doubtless richer in timber than that which the railway would render fit for settlement ; that the river and its dependencies go as it were in every direction throughout that vast region, in quest of timber which in their course they carry down on the surf ice of their waters, to the loading ports, ut a cost incomparably less than could be done by the railway, especially for any considerable distance; that the building timber has been already taken away from along the rivers crossing this route ; that the railway, having no branches to overrun the interior of the foresta ut any distance from the route, will be ubsolotcly — 13 — unable to bo kept up except by the wood near it, for tlie unwieldy weight of the forest produets render it expensive to bring them in a vehicle for any long distance. The traffic that will be furnished by this branch of industry will be infinitely more limited in its value and duration than that created by the river St. John. And the more r.tpidly the work of improvement will be pushed on, the sooner will it be exhausted. Speaking of the traffic that might pass by the frontier route, Mr. Fleming says : " at present the supplies and merchandise " forwarded up the river is stated to be cnual in bulk to 80,000 " IJbls. (Flour) ; distributed as ibllows : 30,000 Barrels to Woodstock and vicinity, 30,000 " " Tobique and Aroostock, 20,000 " " Grand Falls and upwards, that is to say, that in this vast territory, where the soil u generally good and so rich in shipping-timber, and where the work of improvement is easy and carried out on an immense footing for the last 80 years, the population exceed 40,000 souls, and is yet unable to raise enough for its own consumption, since, to insure its existence, 80,000 barrels of flour, lard, ko , arc annually imported there. How strikingly sad is this compared with the county of Ri- niouski, in Canada, where within a few years, the population has increased by at least 15,000 souls, and which not only pro- duces enough for its own consumption, but ships (juantity of grain, potatoes, meat &c., not to mention millions of deals and boards ? So much then for the impulse, the amount of encouragement which the improvement of the forests to gives agriculture in New Brunswick. The same has been the result at Restigouchc, where the fertility of the soil is excessive, the climate is us good as that of Quebec, and the timber trade has been carried on upwards of 70 years. The population is thin even to day, and is so to speak, just beginning to become agricultural, but is still fat from raising from the soil whatia necessary for its subaistanco. — u — V. COLOMZATION. Is there reasonable ground to hope that the iiiiprovcnient of the forests near the r:iilroacl will hasten colonization in that direction more than elsewhere ? Certainly not, for the following reasons : — In the two localities mentioned above, the difficulties attending the transport of provisions, and the enormous profits realized by traders, made th 3 prices of flour, lard &c., so high that farmers wishing to sell the fruits of their industry could have made for- tunes. Yet experience shews that colonization and agricultural improvement, which do not succeed in these provinces, have there remained stationary and '• paralyzed " if we may so speak. The prices which will bo offered for agricultural produce will not be as high in the vicinity of the railroad as in the localities in question, owing to the greater readiness of transport ; and consequently the encouragement and impetus imparted to colonization will not be so great there. Still, in the distant forests, no other sort of encouragement can be foreseen as likely to attend settlement ; not oven the profit usually given by travellers on an ordinary road of any extent. Another reason which will retard the advance of colonization near the railroad in the interior of New Brunswick, is, that there is not, even in the most thickly inhabited portions of it, any increase of population, requiring an outlet elsewhere. The greater part of the young people as also many of those further advanced in age, having passed their lives in the occupation of cutting and preparing lumber, have neither taste nor fitness for agriculture. The fisheries, employing another portion of the population near the sea coast, gives them the same indifference for farming. Even the families who settled in the interior of the country so as to be nearer some of their members enqiloyed in the timber trade upon which they depend for their support, generally remain so deeply indebted to the merchants that the — is- lands they begin to till, become in a short time the property of the rich men, who thus monopolise a great portion of the improved soil. Reason and experience show th:ir the forest Improve- ment cii which depends the )iope of promptly opening up the country along the Central llailway, U just what contributes most to retard it, in a country like New Brunswick, where the population is not large and the most useful inhabitants, are employed in the lumber trade. The number of emigrants settled in Can i la during 18G5 amounts to about 19,000, whereas only 500 have .>laid in New Brunswick. But perhaps, foreign emigration will in future be more turned towards this province than it has been in the past. Supposing then, that they did some day take such a notion, these emigrants would either have means or they would not. If they had, is it not likely that they iild prefer staying as near as possible to the markets and bi-iness marts, and purchase the lands under cultivation for sale at very low prices in New Brunswick ? If, on the contrary, they arc too poor to buy improved lands, and are obliged to penetrate the depths of the f ests along the railroad they ought to begin by giving themseLes up to the opening up the wood to satisfy, their wants ; and once employed in this business, would not theirs be the lot of all the workmen employed in the lumber cutting of, namely, poverty and the abandonment of tillage. The Central Route then would not be in any wise useful for the development of the local traffic and colonization of Canada* All the avantages, under this point of view, whatever they may be, are for a few only or will only enrich some speculators. But this route will be, during the lifetime of the present generation, a wai/ through the desert.. VI. NORTHERN OR MAJOR ROBINSON'S LINE. Advantages to Canada and New Brunswick for colonization and local traffic. This projected line runs about IGG miles on the Canadian' ^ — IG — and 283 on the New Brunswick territory. The advantage in this respect is here again on the side of Now Brunswick, although Camda's portion is as la;"^e as possible. Throughout a distanoa of about 80 miles, between the River-du-Loup and the Metis, this route will cross a part of the rich and fertile counties of Temiscouata and llimouski, and will be able to aiford an outlet^ as far as necessary, to agricultural industry, which is going on in these counties on a pretty extensive scale, without injuring it as in New Brunswick. This part of the road will serve for the import and export traffic of a population of upwards of 60,000 which is daily increasing. Rimouski, the chief place, has all the appearance of a flourishing town. It contains a Bishop's Resi- dence, a classical college, numerous schools, a Court House, saw mills, flour mills, carding mills &c., commodious hotels &c ; news papers are published there, and every thing indicates steady progress. The population of this part of the province, having left other places that were overcrowded, and attracted by the fertility of the soil, has almost doubled itself within a few years, in despite of the difficul- ties caused by the want of advantageous means of finding a market for their produce. As soon as it shall be decided that the railroad will take this direction, a heavier tide of emigration, leavinjr other populous parts of the province, will flow back upon this part of Canada where the lots of land are taken and settled as soon as the government opens up the concession roads. From the River Metis, the way crosses the highlands by a gentle winding, and follows the valley of the Lake and River Metapediac as far as Restigouche where the Government has lately constructed one of the most substantial roads ia the province. On this point it would be well to read appendix B of Mr. Fleming's Report, page 80, 18G5. The soil in this valley and the neighbouring region, although irregular and mountainous in many places, is still more fertile than on the borders of the St. Lawrence, and possesses a climate yielding in nothing to that of the remainder of the province. — 17 — There arc fariuei-s livin'V-ioar th3 Mctapcdi.ic wlio for years have annually send thoi catt'o to qraze in the fields between the fifteenth and twentiet'.i of April. So little snow settles there that a horse and vehicle carries the nviil for a distance of ninety miles without scarcely any d-'lay. The road is hardly finished, yet the Government is obliged to have Imd there surveyed in every direction, for the settling goes on rapidly notwithstanding the drawback that they have to travel a great distance to take their produce to the nearest market. With tlie exception of some parts abounding in hills, almost all the soil is fit for cultivating cereals and vegetables as well as for pasturage. This Line, crossing a part of the county of Bonaventure, is the only one that can carry the traffic of all the population dwelling and to dwell in the vast territory comprising the districts of llimouski, Gaspe and Bonaventure whose superficies is equal to lialf of that of Lower Canada, as also the Bay des Chaleurs Lower St. Laurence and gulf fisheries. It is likewise the only one which can suffice for all the population of the north of New Brunswick comprising six large counties, viz : llestigouche, Gloucester, Northumberland, Kent, Westmoreland and Albert, the united population of which exceeds a hundred thousand souls. Mr. Fleming admits that this line is the most adoanlagcoas fur local trajjlc, next to one of the frohtler lines. VIL FISHERIES. The waters of the Gulf St. Lawrence and those of the lower part of the Biver as well as the Bay des Chaleurs furnish I'ie European and American markets with the best quality of fish, such as salmon, mackerel, halibut, herrings, gasperel, shad, sardines, sea-trout and eels. Every one is acquainted with the superior quality of the fish found in the salt and cool waters of the ocean, as compared with that of the insipid fish with soft and tasteless flesh in the lakes — 18 — a:id rivers of the interior. And, since nil our cxcollcrit fish cannot reach foi'cign or cannilian markets, until it has been salted and deprived of the delicious savor that it has when cauj^ht in salt water, the construction of the railroad along the projected route of the Bay des Chaleurs would cistuUish a new kind of traffic of vast importance. Fish from the sea could by means of ;v small quantity of ice be brought to all the markets of Canada and the Western States. Each railroad station, on a line extending more than 1600 miles in every direction on this part of the continent, would have its depot daily supplied with the most delicious fish in the world, which could be sold at very moderate prices and still allow the merchants engaged in this traffic a heavy profit. In return for fish, the people of the interior would furnish flour, meat, butter, and all the fruits of their industry. Commerce would at the same tinie open up an immense source of revenue for the railroad, for its extent would be limited only by the quantity of fish to be supplied by the sea touching the adjacent coasts. This market of fresh fish would supply the wants of a population of not less than 4,000,000 souls, which would consume ten times as much of this good fresh fish at a very low price as they now do of salt fish, sold at very dear rates and often in bad condition. Not less than 200 railroad stations would open up as many markets requiring to be furnished daily. The trade in exported timber, which would be opened by the construction cf the railroad in the heart of the forests of New-Brunswick (already almost exhausted in that direction by the improvements since the settlement of the country), cannot fai^ to be very limited and of brief duration. But the traffic in fresh fish will cease only when the ocean shall produce no more, and the demand will increase in proportion with the population of the country. Oysters, and even lobsters, found in such abundance around shores of the Bay des Chaleurs, would also furni>h the tables of the rich with a rare and exquisite dainty and would form an importaiit traffic for the railroad. The consumption of the productions of the sea, in the abundant — Ul — supiilies tobc drawn from tlio bo.soin of the ocean, is profitable to the entire nation. For each individui! is a consumer, the nuiibcr of set" tiers comprising thousands may be unlimited, and their profit depends, in a groat measure, upon their energy and industry. Buttlie improvement of forest productions, v.-hicli is a destruction of existing riches, is monopolised by a few, who employ men only during a limited time of the year ; and unfortunately, these specu- lators, having at their disposal c;ij)ital accumulated in their hands exercise thereby an influence adverss to the progress of agri- culture and to the permanetit settlement of the country by agri- culturists. These arc some of ths men, who to day-work actively to monopoliso the soil in the intei i(n- of the forests of New Brunswick, and who strive to force the Government to sacriSoe to their greed tho military, industrial and commercial interests of the country, by laying thnmgh these forests the great national railroad, upon vviiich depends tiie future of the British American Provinces. VIII. C'jiuj) ii'uiO)i of the (idoantages offered hij the central route of the Intercolonial Railroad with those of the northern for through' freight traffic, or that which exists between all the Provinces to the west of Kew Brunsicick and the Atlantic ports. Mr. Fleming shows tho effect which the construction of the Intercolonial Uailroad will have on the tralic in question. But an important distinction must be made between freight and passenger trafhc. The price of the conveyance of merchandise depends greatly upon the distance. Now Quebec and Montreal are the principal ports for shipping Canadian produce and receiving the imports brought across the Atlantic during the navigation of the St. Lawrence. While these ports are closed, New York which is 30 1 miles nearer to — 20 — Toronto than St. Johns, New Brunswick can by the central route become the principal mart and will necessarily take away the trade from the centre and West of Upper Canada, while the commerce of Montreal and its environs will go by way of l*ort- land, which is 282 miles nearer than the route by St. Johns. Quebec itself is about 150 miles nearer Portland than St. Johns. And as soon as we have an open way in winter over our own territory, the United States will be very eager to allow our traffic a free passage by their sea ports and railroad. Evidently, then, the building of the Intercolonial Railway will but slightly aifect the through freight traffic ; and under this point of view will benefit these provinces but little. Mr. Fleming resumes his opinion on this subject in the follow- ing terms : •' As the probable * through freight traffic ' depends on so " many contingencies, it is impossible to form any proper esti- " mate of its value ; but of this we may rest satisfied, if the con- " struction of the Intercolonial Railway, by opening out an in- *' dependent outlet to the occcan, prove instrumental in keeping •* down the barriers to Canadian trade which our neighbours " have the power to erect, it might in this respect alone, be con- ** sidered of the highest commercial advantage to Canada. It '' is scarcely likely that the people of the United States, would " permanently allow themselves to place restrictions on Canadian " traffic, when they discovered that by so doing they were simply " driving away trade from themselves ; and in this view the " contemplated Railway may fairly be considered, especially by " the people of that part of Canada, west of Montreal, of the " greatest value to them when least employed in the transportation ** of produce to the sea-hoard. But there is another means of transit, in which the people of these provinces, and of the vast territory of the west, situated on both sides of the river, are interested : the through j^assenger traffic. Mr. Fleming's considerations accompanying this part of his report, are so important that we cannot do better than cite their njost salient passages : — 21 — *' The sp-xcinus harbour of Halifax, open at all seasons of the " year, is universally admitted to bo in every respect suitable for " the Terminus of the Intercolonial Railway. And here it is " supposed that pashcngers for Europe would embark, in prefc" " rence to other points from which Ocean Steamers at present " take their departure. " Halifax is 550 miles nearer Liverpool than New York ; " il')7 miles nearer thin Boston, 373 nearer than Quebec, and " 31G miles nearer than Portland. And doubtless the shortening '' of the ocean passage by those distances would, to many " travellers, be a great object, if proper facilities for reaching " Halifax were provided. *' The construction of the Intercolonial Railway, would enable " Canadian passengers to reach Halifax easily. And on its " completion the mail steamers would no doubt run from Halifax '' in place of Quebec or Portland. New York passengers, on the " other hand, could scarcely be tempted to go round by Montreal " and River du Loup to Halifax a distanco of nearly 1200 miles, *' in order to save 550 miles by water. The advantages of a " short Ocean passage are, however, considered so great by the " people of the United States, that a Railway to reach Halifax, " by the shortest line, would soon be established ; more especially *' vvhen the construction of the Intercolonial Railway would " connect St. John with Halifax, by way of Moncton and Truro, " and leave only the link between St. Jolin and Bangor to bo " built. Bangor is the extretne easterly extension, as yet, of " the American system of Railways. The distance thence to St. " John by the route contemplated, and in part surveyed, is •' estimated at 200 miles. The construction of this link, is most " warmly advocated in the State of Maine and in the Province " of New Brunswick ; already, public aid from both countries " has been offered te secure its construction, and the influences " atid agencies at work will, I am convinced, be instrumental in " finishing this line of comiimnic ition at Jio distant day — perhaps " simultaneously with, or possibly before, the completion of the '• Intercolonial Railway — 22 — " The United States route by Bangor would intersect the " Grand Trunk Railway at Danville Station, 28 miles out of " Portland, and thus form an unbroken railway connection, *' having the same width of track from Halifax to Montreal and " all other parts of Canada. The distance from Halifax to '* Montreal by this route is estimated at 840 miles, while the " distance by the Frontier and central lines, which form the " shortest connection between Canada and the Cay of Fundy, " averages 871 miles in length. Thus, it is evident that the " passenger traffic of the Intercolonial may, on any of these lines " being constructed, be tapped near its root and much of it drawn ** away. " Under these circumstanees, it is only too apparent that the " Intercolonial Railway may Und in the United States route a " formidable rival for Canadian passenger traffic, to and from " Europe, by way of Halifax. " Fortunately, with a view to counteract this difficulty a lino ** by the Bay Chaleurs would olfer special advantages, which " may here be noticed." IX. WINTER PORTS IN THE GULF A\D RIVER ST. LAWRENCE. M. Fleming justly observes the Bay des Chaleur route touches at several excellent harbours, and with that it can by means of a, branch be connected with the harbour of Shippegan, a magniliccnt sea-port, situated at the eastern extremity of the Bay des Chalcurs as near Europe as Halifax itself ; And ho also remarks, that this port would furnish an excellent means of uniting the freight traffic of the Intercolonial llaiiway, with the Ocean Stcams^hips, and would thus save our road from the rivalry of the Bangor route. The subjoined statement shows how much nearer Shippegan is by the prnjocted Bay des Chaleurs line to the places mentioned below than Halifax is: — rr rp - 23 — Miles. To Quebec (by Intercolonial Route) by 2GG To Quebec (by United States) by 446 To Montreal (and all west on tlic Grand Trunk Line, by Intercolonial Route) by 2G6 J'o Montreal (by United States) by 271 To Toronto " " " by 394 To iiuffalo " " " by 198 To Detroit " " " by 435 To Detroit (by United States and the Great Western Railway) by 309 To Chicago (by United States) by 330 To Albany " " by 95 To New- York '« by IG to 33 Sliippegan is 33 miles noarer St. Johns N. B., Portland, Boston, ]Sew-York, and all points ^Yest than by the shortest route yet projected. As this port is as near Uverpool as Halifax, the adoption of the Bay des Chaleurs route and the Shippegan harbour during 6 or 7 months of the year would shorten the passage between Ijiverpool and the places mentioned above, by the several distances therein stated. How amazingly great then are the advantages this route pre- pcnts to the passenger traffic and mail earria<2;e of a great portion of North America. All danger of any opposition likely to arise to the Intercolonial Railway from the Bangor Route would be removed, and the latter would become a source of supply for our freight traffic. " A Biij (h'n Cluileiirs Ronfr," says Mr. Fleming, " would best *' secure the largest European " Pdssengcr TruJJic," the carriage '^ oi' Mail matter and L\q)riss Friiyht, and, next to a Frontier " Line, would accommodate the greatest amount of " Local " «' traffic." (1) ( I ) Distance from Montreal. — Starting from Hulii'ax, by Bangor and Danville, Lnited Stales Uuule. 8IG Miles. Starting from Shippegan, by Major llobiiisoa's Inter- colonial Line. . .. 57.5 " DillcTenco in liivor oClinbinsoii's Line 271 " — 24 — But it also possesses another aclvan along the Central Jiinc, ihere are iio means of communication either for men, horses, provisions, or nviterial of any sort. If the Central lloute be adopted, we must conclude that the interests of Canada arc sacrificed ; as such a step is to forego her military protection, her commerce, her colonization and her industry. Would then a small portion of New Brunswick succeed in bringing about, contrary to the welfare of the whole Con. federation, that the line passing by Frederiction and St. John should be adopted ? Now the dist;ince from lliver du Loup to Halifax by this Route, is 592 uiiles, whereas the shortest Bay dcs Chaleurs line is only 547 and the longest GIG miles. On the Central lloute, there are many very difiieult slopes^ longer than on any of the other railroads in America ; so that to overcome this increased traction it will be re(juired to liavc in many places, locomotives of greater power, which will cause the track to be worn out more quickly. At the same time, the ordinary speed of heavily laden trains will be much less, owing to the unfavorable inclines on that route, than by the more even road by the Bay des Chaleurs, The height of land, above the level of the sea, is 1500 feet on the Central Line, while it is only 750 on Major Robinson's. In 1849, Charles P. Treadwcll, speaking of the Intcrcoi mial Railway, wrote in an English journal : — " The idea of constructing a railroad in a straight line from " one point to another, because it is the shortest, is an erroneijus '' one. " The first point to Aveigh, should be th." amount of trafiie to " be carried off by the road. " The second, wliere the easiest slopes, the most level and tlic " firmest surface are to be fumd. The route condjining these advantages is the preferable one. " The cost of levelling declivities ought to be avoided in the — 28 — " building of railroads ; for steop ascents and descents will always " occasion delays and stoppages to the trains," To these advantages mi;st be added the considerable number of lariic biidires whose Icnirth, between Iliv^r du Loup and the station at Apohaqul, is not le.-s than ten miles, 'tud many of whicl- are raised above the level of the surface of iiio water to heights variying from l-tO to 1500 feet. These generally cause the greatest disasters oa railroads, which accidents subject the companies to immense losses. If too we take into account the considerable number of snow-ploughs that will be required on the Central lloutc, as also of men to bo employed in the middle of tlie forests, all along that route to keep it in repair it is evident, that the expenses of running it will be so great that every year new subsidies will be required to make up the deficits. The railroad along this route, not carrying off any local trade, and having but a slender portion in the through-freight traffic which will endeavor to reach the ocean by the shorter way of the American railways, instead of being a source of revenue for Canada, will only exhaust the public treasury, which must be replenished by means of taxes from the people ; for no company will bo able to carry it on with profit. In fact one of two things : either it will be necessary, to reduce the tariff excessively so as to lessen as much as possible the opposition of the American railroads, in which case not only will it yield no profit whatever, to meet the interest of the cost of its construction, but its expenses will far exceed its revenues ; or else the tarif n)ust be raised so as to cover the expenses, when all the traffic will at once take other outlets. The railroad by the Central Route, will then, be nowise j.ro- fitable to Upper or Lower Canada, commercially speaking, unless, as Mr. Fleming observes, it be to oblige the United Sates to open to us an easy passage over their territory. These considerations lead one naturally to conclude that even though the railroad by the Northern route, be longer between Quebec and Halifax, the interest of our commerce is in favor of its adoption. In reality, by the projected Northern Route the cost of con- — 29 — structioTi and fittin;jj out will bo less, tlio revenue accruint;- from the tr:....o arising from agricultural imp'-oveuicut, and also iVoui the fisheries considerable, and the cars will be enabled to traverse with greater speed, more facility and fewer accidents. So tliat it is evident tliat the prices of freight can be lessened much more on Major Robinson's route than on one which crosses only through untilled solitudes. Mr. Sanford Fleming, who was charged by tlie Canadian government with the task of the preliminary exploring ofdiflercnt routes for tlic Intercolonial llailway, has fully perceived all the importance to the colonies of establishing between them and the Metropolis, the prom{»t communication of Europe with America, and of making the Intercolonial Railway serve for the realization of this vast project, fraught with interest not only to the travellers and commerce of both hemispheres, but also to their political and military relations. The way in which he proposes to carry out this project is, by means of a steamship line to cross the Ocean from Ireland to Newfoundland in a hundred hours; a railroad across Newfound- hmd ; another line of steamers to ply on the Gulf from Newfound- hind to Shippegan, and from thence travellers and mails would reach the interior of tliis continent by way of the Bay des Chaleurs Route; and from the sea coast, by that of St. John and Bango'. The time required for the passage between London and Quebec would be 6 days and " Montreal " Toronto " Buffalo " Detroit " Chicago « Albany " New York " Boston " Portland " New Orlouiia 6 (( 7 (( 7 u 7 u 7 l( 7 (( 7 (( G (( 6 (1 9 (( 10 hours IG (( 2 11 G i( 8 i( 20 (( 7 u 19 (( 15 (( — :]0 — So tliat the Eii;rlisli mails would reach tlic Gulf of Mexico ill ninn d ii/s, tint is, in loss time than thoy can possibly bo carried to-day by tho stcaaiship.s between Liverpool and New York. By this route travellers would likewise avoid those rii^ks to whicli thoy arc exposed on the ocean ; for nearly all the wrecks occur only along the American coast between Newfouiiland and New York. The pr^liey of the English, both at home and on this continent, ought to be euiincntly to hasten tho carrying out of this great project; while that of the Americans ytiW be to retard or com- pletely frustrate it by every means in their power, without pro bab'.y daring to avow their secret purpose. In the choice between the central Route and Major Robinson's, or the Bay des Clialeurs line route, are involved questions not of lo3al interest alone; but on its issue depend two great national (juestions for tlie future of British America. The Central Route leads directly to forced annexation with tho United States ; the N'orthern, preserves as closely as possible our union with England, and assures our national ijidepiindence for a greater or lesser period of the future. The Central Route exposes the south of New Brunswick in time of war to tlie first attack of the Americans, who would lose no time in seizing the only railroad which could serve to connect us with the Lower Provinces and England ; and it leaves Canada to the mercy of the overrun portion oi' New Bruns- wick and open to the inroads of the American armies who would also thus be enabled, by means of our isolated position, to attack us on all sides at once. The Northern protects us as far as a railroad can possibly serve as a protection, and keeps up prompt and continual commu- nication with England. The Central Route will notsers'O any part of local trade in (Canada and scarcely any of the traffic actually existing in New Brunswick, except that of St. Johns with tho United States and will no wise tend to increase our population, our industry or our power. It will isolate a great portion of tho -- :u — popalition of Lowoi- Cini'li, which thus lU'pi'ivoil for ever of any railro'id, will nevur ba able to coiup;;tc in its jiroiliictrf aiii] industry, with the other Provinces no more than with the other parts of thi.i province, as the latter liave at all times ready .ueuns of conrinunicntion. The iYorthcni route will do justice to the Ka«tern portion- of Lower Canda ; will impart new life to the pro;>;rcp.s of its colo- nization, its coninierce, its agriculture and its industry ; and render a like service to the north east of New Brunswick which contains the most beautiful harbours, best lands and greatest water power. The central route will favour the city of St. John at tlic ox, pcnse of tlic whole Confederation, and tends to make it the railroad terniinns, instead of Halifax, the true safety port, (viewed from the stand point of British intcreists), and IIk; best comnicreial mart for our v/inter trade witli the ^\'est Indies and the other parts of the globe. Apart from so many weighty considerations in favor of i^^ajor llobinson's projected route, would not the duty be an cipially pressing motive to the Legislature, of proouring for the industrious and not inconsiderable population along tlie Gulf shore, some of the benefits of this route, the only one that can ever be of any use 10 them. Or must this people of to day, who in this region as elsewhero pay their portion of the taxes as well as others, never enjoy in return the communications which a national want grants to the generality of those th.it contribute to tlie revenues ? If we for a moment examine the topography of this territory of the Lower St. Lawrence, we shall be convinced, that, far from profiting in any way by a central railroad, the colonist dwelling in this great territory will live in isolation from tho general welfare and progress, and perpetual inferiority in point of riches and effective industry must be his portion, We shall then see what is not be met within in any quarter of tlie civilized world : thousands of settlers doomed to inertness and a sort of •♦••«• *,.•••• . 4 • • • ••••• •••»••» 'l'»#» • •*••■*•!•■ 'c^ I I «•»» .It. kk* '. • .♦•. ••• . • ♦.•... . : • • • •. 09 unavoidable poverty it^^ ncceirsary consequence, and thousands of tiix-pnyers to whom their tuxes will be a double loud, since, being less thun ever able to pay thciu, they must forego any participation in the advantages of a mighty enterprise, the cost of which will be for them, only a burdensome charge without any reward whatever. • * /■■