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Un des symboles suhrants apparattra sur la darnlAre Imege de cheque microfiche, selon le caa: la symboie -^ signif le "A SUiVRE", li, symbols ▼ signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely incijded in one expoaura ara fiimad beginning In the upper left hand corner, left to right and top to bottom, as many frames es required. The following diagrama iiiuatrata the method: Les cartes, planches, tableaux, etc., peuvent Atre film4s i des taux de rMuction diffArents. Lorsque le document est trop grand pour Atra reproduit en un seul clichi, 11 est film* i partir de I'angle aupAriaur geuche, de gauche i droite, et de haut an baa, an prenant le nombre d'imagea nAcassaira. Las diagrams as sulvants iliustrant le mithode. :x 1 2 3 1 2 3 4 5 6 .1 !* REPORTS ON THE PROPOSED LINE OP RAILWAY BETWEEN THE CITY OP SAINT JOHN t;. AND THE t ; ' * fK '^^V, ' ?-('>;, HARBOUE OF SHEDIAC, J. WILKINSON, EsQuiBE. i4-\, ■,,.;»: , ' ''■- ,'iH'''' Laid before the House ofJssemhly by command of His Excelkncy the Lieutenant Governor, and ordered to be Printed 4th March, 1850. FRBDERICTODTt J. SIMPSON, PRINTER TO THE QUEEN's MOST EXCELLENT HAi»ESTT. - ^ ^ 1850. ;. ri T a '1 a « ujf.O'jei'.'; ;i..ii /:" ■VAWJjiiM '■:() -rr/ii Vl ; 'I 7/ • MHOl T MI Acs ^[(TYl "^TK? tlilT rurv iAiji;^i!^ '10 fi'Manm .!-,,r^; ./:oRxr/Lir// .i titas^'NV' ' ■•>. .>\( v^<.\"'Vv*'T>'A : '.\.\ ■\fi\, i;.«uv«.'i-> \A-^ »\v\«."i>i'A . '\fv'V.',^i'V\ 'lA^-jT'^'vJ V.tti \ .•\>\''i i',-t V ^V^iv''\ !''i A ^■v,,A^■^^! ^)!!f ;<^n- Fredericton, 4th February, 1850. Sir, — After the service to the Saint John Water Company, for which my temporary ahsence was permitted, had heen performed, I renewed my attention to the state of the Plans, &c., of the Saint John and Shediac Railway Survey, which had been left incom- plete. They are now herewith submitted, with particolars speci- fied in the Case in which they are enclosed, and also in the list annexed. I have the honor to be. Sir, Your most obedient Servant, J. WILKINSON. The Hon. J. R. Puteloir^ ProTioeiftl Secretary. V'tti \ hut.^j 'jiO 'to ..'jjl^ ,afi.fii4 sfll ii> ojaJa 'jJt oJ noitiio^T^ vnf Ijyv-- ^".'. iii-' t{:'''(''i'.i .■"■:■.♦.'<»;■* .H- ■-'•. . .'. i. rli List of Planst, &c., of tlie Saint John and Shediac Railway Survey. Sound Volume of reduced Plans and Sections. Sheet, No. 1 to 12. Horizontal Scale, 50 chs< I inch. Vertical Scale, 50 feet 1 inch. Rough original Plam, — in Scale of 10 chaa. to 1 inch, m Sheet No. 1. From Saint John to Davidson's Cove* cl " trim 2. " Davidson's Cove to Harris's Cove..^ " 3. Survey through Lakefield. *^ »' ' • 4. From Harris's Cove to Hainpton Ferly^' ' '* " 5. ". Hampton Ferry to late Toll Bridge, M .. :: 1 4/ !. « Late Toll Bridge to 34th mUe, near Finger ,-!•;(>' i]'^ '': Board. *< 7. *' 34th mile to Upper Boundary of Studholm iu hiii'rnf^aoa vJ?;.?/; Grant.: (iiOu of h:=U(. iwo-xA .hi " 8., " Upper Boundary of Studholm Grant, to .(.,,;, Stone's Brpol.:;. " 9. " Stone's Brook to Vail's Meadow^, Anagance. "v'^ T .10.' - " Vail's Meadow to North River. " 11. " North River to Pitfidd's. "Ai'ii Oiia. Ur « Pitfield's to Jonathan Creek, near the Bend. " 18. Bend and vicinity. ;. •*'', . ,^ .,^ «*!*;': 14. From Bend to Harris's Mill Poiid. "'' '^ ' « ' 15. " Harris's Mill Pond to Shediac. " 16. Shediac Harbour. ^V-^^J -»• '^i Rough original ^Siec^tons— Horizontal Scale, 10 chs. 1 inch. Ver- tical Scale, 40 feet 1 inch. Sheet No. 1. From Saint John to Davidson's Cove. * i 2. " Poverty Hall to Hammond River. (( » it 3. It Hammond River to Acicack Marsh, including trial section through Lakefield. 4. « Late Toll Bridge to 34th mile, near Finger Board. ■S* J.^ w ■■M Sheet No. 5. From Late Toll Bridge by route northward of Post ' to Finser B< " i.iLsH c *o Road to Finger Board, and thence to Stud- holm Church, near 40th mile. .. , . , . ♦»•'-"-'" 6. " Studholm Church to Stone's Brook, near 5^ mUe*' '-> <■ •^■ 7. " Stone's Brook to opposite Hayward's Mills, near 64th mile. «• 8. " 63rd to 75th mile, by routo northward of Pe- ijvjih'i"^ .^^ft; r .r titC'Odiao Rirer. ,\rsA\ sl\ oi 1 .C/.. .ir^r « 9. " 75th to 86th mile by same. •< 10. « 86th to 99th mile by same. •« ■'■ U. « 99th niile to Shediac. r-v^ov^«^'^ *( 12. " 69di to 72ttd mile on fMBte fMOtnnkei&ded. U" 13. Linet N 1 to 3, R I to 3, and Q 1 to 4, between'hH i\'i} ShediaCrriV'j rrotir-'in /*» in « u ; M « i tfl. . M \it « .til u\ \ r 16. Cross Section between Bend and Shediac. 17. GfOM Sentien near PitlLeld's. 18. From 52nd to 59th mile, by route southward of M^Leod'li Hiifl, or Portage route. 19. South side of Rivw Kmmebeecasis, near Studholm's /. .TTohf^tl WRUStreanui'I .-/'^..-oia - M 20. Reduced genefal Seotion. Hor. Scale, 2 miles 1 bch, Vert, Sge^, IQO feet 1 inch. ^\, Rednoi^ gen^ 6eqtipn. Hor. Scale, fSO dis. 1 inch. Vert Sopl^f 50 feet 1 inol^. 22. Reduced geoNral Plan and Seotioos. Hor. Scale, 2 '^: tnilai 1 inch. Vert. Scale, 100 feet 1 inch. Packet W, Bpoks Nos. 1%^ 14. ..j^^,, ;_...,. ,-,x.x?, ^,.,,\,no H^^^^ R, Levemng Bodies Nos. 1 to 39. Road Survey, ^c, Books NW. 1 to 14. P,^lBooko']^;|:to20. -'^<^- -^"'^^^ '"c-ri .1 .oVi io-n'a ^•jgdH ixiva ^'ilha ib^Z oy 9T:*)i:ia ffo^r '^if^d » •> •' ^y^. of Post » Stud- Br52ncl ton. ' irard of Iholm's miles 1 cfas. 1 cale, 2 nch. u\ fia,.hvjfH:; CONCLUDING REPORT l '^^^^n■^^ srf) jojr ,ca';in : .. ;,.i.^ ! . i"y ON ■,t» !'••' 07 IC, THE PROPOSED LINE OF RAILWAY .^^,\ BKTWEBN THK .,,i;.; ..♦ a CITY OF SAINT JOHN AND THE HARBOUR OF SHEDIAC.^ .! . ,•>,. 4r: 1' , /?; fVefltenc^ow, 12;/i A'bvewifier, 1849. ' Sir,— i regret that the lahour connected with the late Survey of the proposed' Line of Railway between Saint John and Shediac, Bhould have been unavoidably protracted beyond my expectation. § 1 . The duties of the Survey, both in the field and since, required exclusively my time and attention until the Plans and Sections were sufficiently completed. It then remained to examine in a more reliable manner, the general feasibility of the undertaking, the most advisable method of construction, and the probable cost. § 2. The Plans herewith submitted on the large scale, are the first rough drafts. The care which has been given to ensure the fidelity of these, will I trust entitle them to be copied in a manner adapted for preservation, in case that injury or loss should happen to any of the originals. I beg leave also to recommend the same with regard to the Sections. In the meantime the accompanying reduced copies have been made, for the greater facility of reference, and indeed to spare reference to the originals until copied. 7 § 3. It is proper to state, that the series of small and sometimes partially detached triangulatious by which the Survey has generally been verified, should be farther corrected by a series of large triangles between the extreme points. The country aftbrds the means of obtaining these, but under the circumstances of the present Survey, nothing more could be done within one season than was indis- pensable to a sufficient knowledge of the ground. Anything beyond this, with the exception of that portion of t^e l^ne^ between Saint John and Hampton, was not attempted. - ^j^- ,r „• § 4. By a reference to the Astronomical Observations under direction of Captain Owen, in the Bay of Fuudy, and of Captain Bayfield, in the Gulf of Saint Lawrence, at the extreme points of this survey, their coincidence with the latter in geographical distance is so close, as to render very improbable the existence of,. any material error in one or the other. v. ij* > 8 I > § 5. The uncertainty in the true relative position of almost all the grants from the Crown, had been too well understood in laborious, and frequentl/ vain attempts, to reconcile them, not to give a collateral interest to this matter. Wherever opportunity occurred without unnecessary sacrifice of time, such boundaries have therefore been carefully noted. ; .v - v. j; , u ... . § 6. The following is a general summary of the lineal extent of the Survey, independently of the situations of objects approximately fixed, several hundreds in number, either by measured offsets or by triangulations :— • Stationi. Milei. Post Road between Hampton and Shediac, 509 89.262 Other Highways and Bye Roads connected with the Line, 1250 198.456 Lines surveyed and levelled, besides numerous lateral explorations not noted, . 3172' 167.603 Rivers, about ' .,, . ,. r. " ' '' '".' ': . ... , , . 90. Total, it ■j.m '»;;:. ■>i\.i; i ^u"i '_!•! • .In, '!»ji,':.:) ■i\). i.^*-'f.,<- \t. h. i't"f ""tiff 'A! 545.321 § 7. On the trial Sections of the line recommended, occur twenty two planes, the particulars of which are given in Tabular State- ment, No. 1, appended, of which the following is a summary: — . . ,,..(. . .^- Mil«f. Length of level line, * ,,-;•,':. 39.380 " of gradients not exceeding 6 feet per mile, 22.800 and not exceeding 12 feet per mile, ,;,.^ 25.910 , " 20 feet per mile, 's!, a59l ^'*i' ''' -"ii . 22 feet per mile, ' 11.931 ;..>.uij'M.: -. b:!;: "f: 1! ^* c^S.'x--. ' 30 feet pcf mile,;f!^'-i -• ^^ 3-977 t^il^vi^:lU^,.:^■i^ -h . ' V"^ ! Totaf, -''■;•■ ,d t In*^:. ,bMl; 107.589 'Mi It J,; A.- .:(i U"., I'.inly.'i .')■::( These planes may be slightly varied, and even reduced in number by the final Survey. The ascending gradient of 30 feet per mile from Shediac, may undoubtedly, by further exploration, be reduced to the maximum of 22 feet per mile ; or nearly to the equivalent, in working capacity, of a perfectly level line for the whole dbtance. § 8. The Tabular Statement, No. 2, appended, exhibits the .: details of the twenty six planes which would occur upon the more direct route along the table land, leaving the main line near the 68th mile from Saint John. It may be important for future ^ f eference, with a view to branch or intersecting lines. In the 9 meftntime, it is an useful illustration of the deceptive oliaraoter of that which is ordinarily regarded as flat and favourable looking ground, especially in the forest. Though the highest point in this Section of 371 miles, is onlv 181 feet above the tide at Saint John, yet such unfavourable gradients as 1 in $6, 1 in 67, and 1 in 98. must be encountered. A more favourable route between the Beud and Shediao, was obtained only by thorough exploration. ...... § 9. The several tangents and curves recommenced, are defined by the broad red line on the Plans, and which will be seen to var^ > generally very slightly, from the principal trial lines on which it is based, and which are shewn in faint red. Tk'> distance estimated to be gained by these variations, is three-fourths of a mil'.', makinj^ , the total distance from the head of the Mill-pond at Safnt John, t^ Milner's Point at 8bediac, 106i miles nearly. This is an inqrea^^ of only 91 per cent, upon a straight line be^w^ea tb9$t9 pointS' ^ § 10. The Tabular Statement, No. 3, appended, exhibits the details of the tangents and curves, of which the following is a sam- mwyi— Curve of least radius, (with the exception of oi^e purye9f |5 chains at a Station,) 30 chains. .^ i 77.546 miles, "^'i Total curvature, 1923«» 40'. Extent of straight line, ... Extent of curved line. 29.177 " mi Total, 106.723 «c ■ nil: §11. There are a few jpoints of variation horjf^ the general line for which this Table is formed, indicated upon the Plan by (lis* tinctly dotted lines, which may perhaps be adopted with advantage. Others, to a slight extent, may also prove to be advisable upon a di;ie and final examination of the several Bridge sites, and other material pointy pjf the Line, which infiuence its general direction. Minute attention could not be given to these in every instance during the preliminary Survey, from the very uncertainty pf t^eir situation, whiph it was the object of such a Survey to ren>ove. 5ut, it is believed, that any necessary change will proye to be very -i'jf?' § 12. In estimating the probable cost of the work, regard has been paid — 1. To the circumstances, io eluding the climate of the Gountiy. 2. Tc the local pecuiiarities of the Line. 3. to the probable extent of tcafjiic which mav be anticipated for several yeaWf.''"'' ' "''•' '-■'Ui'.'i* .>■;';*■)■■' <'.>^ '■''.' ■'■>.-: '■■n^.^if- , U5'«C 10 § 13. It is reconmended, in the first instance, to adopt a well designed and amply efficient structure, of the most durable des- criptions of wood, resorting to no more excavatior.s and masonry than may be necessary to open the Line with all convenient dis- patch. This kind of structure is best suited to the resident labour of the country. Every settler of two years standing is generally master of his axe ; and many have skill in the use of tools, which would render their aid valuable to ihe regular mechanic. Timber of the required description is still to be found in abundance ; and saw mills occur at convenient intervals along the Line. ■ '■< < - ^ § 14. The Road by such means being opened at the least neces- sary first outlay, the further cost of perfecting and completing the work in a thorougli manner, will be greatly relieved ; first, by the use of the Road itself, in the transportation of materials, and of the persons engaged in the construction ; and again, by the revenue arising from the trafHc in the meantime going on. § 15. The more prominent adv^antages of this method may be thus enumerated: — 1. Great saving of time and labour in the disposition of the material of the first necessary excavations. 2. The free passage for water without the immediate necessity of a large proportion of the masonry, for bridges and culverts. 3. On flat alluvial land the framing, in many instances, permits the use of the soil, and the passage of cattle beneath the track ; thereby, for the present, saving occupation, roads, and passes. 4. The immediate use of the Road after construction, without the delay necessary for settlement and subsidence, as with earthwork. 5. The facility of subsequent and perfect embankment by degrees, including the transportation of materials for the bridges and cul- verts, at half the ordinary cost, and with means to a great extent provided by the business of the lload. 6. Embankments made in this manner have ample time to consolidate before it may be ne- cessary tc subieet them to the traffic. 7. The wooden structure js not liable to disturbance by intense frost and sudden thaws, or by heavy rains and floods, liKe earthwork : and consequently less liable to cause interruptions to the traffic ; and is less expensive to keep in repair. 8. The working expenses generally, upon an efficient wooden structure, are found to be less than upon earth- work, during the period necessary for consolidation, which is some- times several years. 9. The line of way is ro uxed and defined as to ensure mechanical precision and econciny in the disposition of the material in embankment. 10. The preparation of the wood structure may be proceeding during the winter, when earthwork is impracticable. 1 1. Oa marshy or low ground, liable to be over- flowed, the construction may be forwarded during the winter, by 11 driving piles, using the ice as a platform, witli greater facility tliaft in summer, and where earthwork would at all seasons be of doubt' ful expediency. 12. It is not, in this manner, necessary to execute the earthwork in great haste, involving the necessity of bringing together large bodies of men, inordinately raising the price of la- bour, increasing the cost, rendering proper supervision more, diffi- cult, and the embankments less reliable when executed, and mor.^ expensive to keep in repair. ' . i i ., § 16. The earthwork to be encountered is comparatively light in amount. The maximum depth lo a small extent only of either cutting or embankment will not exceed 30 feet. The prevailing depth where earthwork is necessary, will range below 1.0 feet. The lineal extent of each description of road formation as exhibited in Tabular Statement, Appendix No. 4, is approximately as fol- lows: •■ , -P - :^ • ■.--■■■ .,'• • f 1 In excavation ... On embankment On piles... Bridging Total Miles. 38.07G 37.257 29.719 1.671 106.723 § 17. In the estimate herewith submitted. Appendix No. 5, the several quantities are of necessity derived from the preliminary survey. Tlie alterations which nmy be made, will generally reduce them. The average scale of prices assumed is such as was con- sidered a fair one in the neighbouring States, when labour was higher than at present. No allowance has been made for the pre- servation of the wood. Before it can be much affected by decay it is assumed that it will be supplanted by earthwork ; and that, altered circumstances and increased traffic will demand alterations and improvements. These would probably not affect tlie more expensive buildings and bridge?, which should be subjected to a preservative process ; and such a one, if practicable, as would also afford secur'';y from fire. . .; ,. > :' SUPERSTRUCTURE. ' ';V\'.. § 18. On the gradients of this Line of Railway, light engines will be equal to the heaviest traflTic that can reasonably be expected. The wear and tear will be small in proportion. Differing views, and ^s yet unsettled practice, prevail as to the plan of superstruc- ture. Tliis question has involved one of the heaviest items of expense, both originally and in subsequent repairs. One acknow- ledged cause of this has been in unfairly subjecting the several tl'l ;1| i ;■' I V '. !^ 12 Ibrms of permftnent way, designed for light engines at a moderate speed, to the destructive force of very heavy ones at a high velocity. § 19. It may be observed that the tendency of the latest and most improved changes, is, in effect, to confirm the principle of the fiimnle flat form of rail on a continuous timber support, as at first adopted in America ; but with a wider transverse bearing. The low and broad flanged _L and Bridge Rails, as adopted respectively on the London and Croydon and Great Western Railways, on continuous timber bearings, will be seen to diflier more essentially in form, than in substantial strength, from a rectangular or flat rail of equivalent section applied as in the diagram annexed ; whilst the latter has obviously the advantage both in stability and simplicity. § 20. The relative first cost in New Brunswick of wood and iron of equal transverse strength, cannot be stated at less than 30 to 1 . At this rate the interest on the cost of the iron, would renew the wood, at least once in every year. §21. It is most probable that time and experience will only more conclusively shew that the proper office of the iron is chiefly to resist abrasion ; and of the continuous wooden bearing, to sustain the strain ; and that the form of greatest stability to the metal is of more importance than that of the greatest vertical strength. On this principle of application, a rail of less than 80Ib per yard is Buflicient. This is double the weight at first successfully adopted fbr light traffic on some of the American Railways. On some of those recently designed in the West, the flat section continues to be adopted. On others, after long experience, it is still maintained ; but generally a disposition prevails to substitute the edge form. Ji'ailure may be expected with regard to any form subjected to more violent usage than its proportions and mode of application are adapted to bear. §22. It is certain, ?s a principle, that the greater the elevation of the rail the greater must be the effiect of the oscillation of the locomotives and carriages ; which has long been regarded as a material, if not a main cause of the destruction of the permanent way. " It will not be disputed," remarks a late author in a professional notice of this subject,* *' that the lower the rail can be kept down the more stability it must have ; whereas the carriage wheels, being now raised some inches clear of the base, there is the cer- tainty of more oscillation, or rocking of the carriages taking place."^ § 23. An acknowledged criterion of the relative value of railway |>roperty, is a low proportion of the working expenses to the groiss • « Railwayi " by R. Ritchie, F.R.S., S.A., Ciril Engineer, ito., p, 83. 13 income. That proportion can generally be known OvAy from the usual published ofRoial statements. . . > u;;.,. .; : -;«> «« tvi § 24. The statements A and B appended to the pTeliraiharj part of this Report,* were transcribed from another Report, in which their object was to shew the generally profitable results of railway investment, without particular reference to the manner of construc- tion. They are no doubt derived from the best sources. In State- ment A are comprised six principal Railways in tlie State of New York, constructed at an average expense of £5,649 per mile, with the plate rail. The mean ratio of the working expenses to the receipts, on these six lines, in the year 1845, is shewn to be 37.8 per cent, with a profit of 10 per cent, upon the cost. In statement B are comprised nine of the best constructed Rail- ways in New England, at an average expense of £9,788 perttiile, toith an H raili varying in weight from 55 to 63 per yard. The mean ratio of the working expenses to the receipts, on these nine lines in the same year, is shewn to be 47.74 per cent., with a mean profit of 7.44 per cent, upon the cost. In the aggregate of these examples, therefore, the working ex« penses are 26 per cent., and the divisable profits 34.4 per eent., m favour of the plate rail. ' » - •- The mean comparative results of similar statements of the same Railways for subsequent years do not materially differ from the preceding. § 25. In the estimate herewith submitted, the item of £1500 per mile for superstructure, includes an average allowance for the pre- paratory wooden structure throughout the line, exclusive of bridges. The sum is composed of— . j>ii .i i'jk Average cost of materials, including necessary iron, / Workmanship, Iron Rails of 30ibs. per yard, and necessary end plates, 48 tons at £10 per ton. Spikes for fastening, . , ; = i i Miscellaneous labour. £560 300 'i'' Total, COST OF CONSTRUCTION. lu-' £1500 ';?jft-r*'A! § 26. For more convenient general reference, the line is divided into nine Sections. Section 1, from 1st to 9th mile, includes the cost of the terminus at Saint John, and of the intersection of the '^ Re^^ticted, AppiMdlz No. 7. ' ' '"' : ,'■■'•=•• -■" ^^r^^-l ■'^■> 14 ridge of limestone at the fifth mile. The estimate for the latter, is for an open cutting close to the present highway. The cost at this Soint, can be materially- diminished only by adopting for a short istance a much steeper gradient than is necessary on any other part of the line. The shortest tunnel that could be conveniently substituted, would be about 700 yards in length, at an additional cost of about £12,000. This liowever being the only difficulty, if it can be so called, which occurs in the whole line, it may justly be regarded as insignificant. It is also much more than balanced by the close proximity and value of the material of the rock, which cannot fail to contribute largely to the business of the road for an indefinite period of time. The average cost of this Section is £5,926 10 5 per mile. Section 2, from 10th to 18th mile, includes the cost of bridging Henderson's and Harris's Coves, and Hammond River. The average cost per mile is £4,785 12 1. Section 3, from 19th to 28th mile, though including a large item for the Bridge at Groom's Cove, is not otherwise expensive. Average cost £2,886 18 11 per mile. Section 4, from 29th to 41st mile. Average cost £3,945 5 9 per mile. Section 5, from 42nd to 53rcl m'le. Average cost £2,647 13 7 per mile. Section 6, from 54th to 63rd mile. x\verage cost £3,120 14 2 per mile. Section 7, from 64th to 71st mile. Average cost £3,253 10 3 per mile. Section 8, extends from 72nd mile to Bend of Petitcodiac, dis- tance 19 miles. The earthwork upon this Section is estimated upon the highest average of other portions of the line. Without a previous Survey of the River, a line could not have been selected and levelled with any useful result, even if time had permitted. The two last and most expensive of the Bridges which occur between the 78th and 79th miles, may be avoided by submitting to a curvature corresponding nearly with that of the abrupt bend of the River, which the Bridges are intended to cut off. The sloop navigation terminates at this bend. No practical difficulty is likely to occur on this Section. After crossing Jonathan Creek, tlieline may proceed more directly towards Shediac, north of the Village of Moncton, as indicated in the Plan, and of which route a Section was made. This would be preferable to the continuous route by the latter, as also shewn on the Plan, after the whole line may be 15 opened. In the meantime, a direct communication between the Harbour at the Bend, and that at Shediac, would be necessary. Average cost per mile, £4,101 7 10. §27. Section 9, from the Bend to Shediac, distance 16.723 miles, embraces no unusually heavy item of expense. The Road and buildings would cost £65,000, and in order to open the same for separate traffic, about £10,000 should be added for the running stock.4t Exclusive of this item, the average cost would be £3,898 13 11 per mile. § 28. The idea of converting this communication between the Bay of Fundy and the Gulf of Saint Lawrence into a marine rail- way, for the transportation of vessels and their cargoes from una tide to the other, is worthy of mature consideration. There can be no doubt of the feasibility of such a project for vessels of mode- rate tonnage. It would thus, in fulfilling the purpose of a railway, accomplish also the advantages proposed by a canal. i/,"i'in --'1 The works would require to be constructed in a stronger manner than for ordinary railway traffic, and at least a double line of rails, with sufficient sidings, would in the first instance be necessary* The cost would probably be increased one half. It would be a point for consideration, whether the route would be so generally preferred by the ordinary steam and sailing craft, and especially by fishermen, as would warrant such additional outlay. The ordinary working cost of their transportation on the gradients of this line would be nearly equal to the cost on a level ; the in- crease of power necessary to overcome the ascent in each direction being again nearly compensated by the force of gravity in the opposite descent. Th minimum cost in certain instances of Railway transportation is not applicable. In this case, it could not be stated so low as that on Roetds designed chiefly for a descending traffic of steady and unlimited amount, like the mineral traffic on the Stockton and Darlington Road in England, or the Philadelphia and Reading in America. Also assuming that the transportation were steadily maintained at a full working amount during the summer, the running stock must necessarily be idle, or very partially employed, during the winter. The saving to vessels would be in the time, risk, and expense of the circuitous voyage round the Coast of Nova Scotia. The existence of such an advantage, in the voyage to any part of the * This amount differs little from the cost assumod in prelinunary Report, vide k 25, Appendix No. 7. w m r u t 'I I 16 Gulf or River Saint Lawrence, would no doubt, lead generally to its preference at a reasonable charge, and thus a greatly increased intercourse would be promoted between the Ports of both sides of the Bay of Fundy, and those of Canada. On this ground it would have strong claims tu Legislative consideration, independently of any speculative views of immediate profit , , Perhaps the lowest rate of charge which could at present be safely named, as that at wliich such a work could be maintained in a state of efficiency, would be one shilling and six pence per ton upon every vessel for the whole distance. *•' § 29. Nothing has been estimated for damages to land, as this charge will necessarily be contingent upon the liberality of indi- viduals. In Canada, and in the United States, the proprietors of land have very extensively given the right of way ; justly regarding the advantage as much greater than the sacrifice. Generally, a no less liberal spirit may be expected, as in fact has already been evinced, in this Province. , . It is desirable that an ample space of ground should be secured at each of the principal Stations. Much inconvenience and extra expense have been experienced from under-estimating this item. No locality for Stations in any instance, has been indicated on the Plans, as the precise situations may be determined by various considerations. § 30. The total estimated cost is £435,918 including the neces- sary running stock for the effective working of the whole line. The earthwork included, is however for a 24 feet base in excava- tion, or sufficient for a double track when required. For a single line the whole of this expense is therefore not immediately necessary. PROSPECTIVE REVENUE. §31. With regard to the amount of revenue which should be realized in order to render the above sum a safe investment, the ample experience of Railways has supplied a rule of judgment. The true relative proportions, which the working expenses and the interest on the cost, bear to the gross revenue, obviously afford *he only safe criterion of the value of Railway property. Suca pro- portions are ordinarily derived from the published abstracts of Railway Accounts, recognised as official and authentic. The examples to which reference has just been made, (§ 24) afford the necessary illustration, and may again be employed to show the relative security which the plate and edge rail constructions hold out for interest on the investment. ^ 32. Of the six examples of the Plate RaU superstructure, 3T.8 per cent< is the mean, aad 44,41 per cent, the extreme proportion of the working expense ^ to the receipts. With a view to seeurity the latter will be the proper guide. Upon this datum the necessary revenue, may be thus computed : — Interest on total cost of £435,918 at 6 per cent, £26,155 Highest proportion of working expenses to gross revenue, 45 per cent. 21,400 Largest revenue necessary to pay interest and working expenses, £47,555 Of the nine example's of the heavy or edge rail superstructure, 47.75 is the mean, and 54.43 the extreme proporti9n of the work- ing expenses to the receipts. Guided by the san^e rule as before, the necessary revenue may be thus computed i-f- To the total cost of construction by first plan, Add additional cost, say of 561b rail, 114 miles, including sidings, at £500 per mile, !?«> ;.•■ ' 'i • '■ '•' '(Mi 1 ■ . i^''"s',iiin : ...'■■ ■ '■ £435,918 57,000 Total cost, £492,918 £29,575 34,718 . i. .!t £64,293 *, To interest at 6 per ce tt.. Add the highest proportion of working expen- ses to gross revenue, 54 per cent., Largest revenue necessary to piay interest and working expenses, or 35 per cent, in favour of the plate rail. § 33. Both examples of Railway construction referred to, are regarded as respectively the best of their class. The results repre- sent a large amount of varied experience in each case in a climate, and under circumstances, not very dissimilar to those of the southern portion of this Province. The extreme revenue which that experience exhibits as neces- sary to secure interest of the investment in the plan of construction proposed, is £47,555. It remains to be ascertained whether a reasonable prospect exists of the realization of this income, c .: ^^ § 34. In the abstract of the registration of the number of pas- sengers during three months at six Stations in the Province, appended ( C ) to the preliminary part of this Report, are included the number at two Stations on the line between Saint John and Shediao, shewiog the annoal number estimated at the same rate to be:— t-'-s f'p.-^r ■■,; (o ctRi) vf/r caj ;a?i-o^qs^ o^ 3 18 V At Hammond Rirer, At the Bend of Petitcodiac, 28,368 i>i \^ ... 87,700.t ul) Total, Mean, 111,068 55,534 f^i Regarding these numbers as derived from a faithful registration at pomts upwards of 70 miles apart, they must nevertheless fall short of the truth by the large number of travellers entering or leaving the main road, on either hand, before approaching those I points./ So f^x as these numbers might tend to affect confidence ; in the prospecnof revenue, nothing would be more desirable than I a repetition of tOe registration at a more favourable season of tho } year. \ § 35. One mode of viewing the relation of the/ie statistics to prospective revenue, is by,pomparing the same with the statistical returns of such Railway in actual operation, as may afford a fair I example of passenger traffic ; say of the Western Railroad in Mas* sachusetts. The average yearly number of through passengers on this Rail- , way during the five years from 1812 to 1846 inclusive, was I 23^704 ; and of way passengers 196.487. The latter is the accu- mulated number taken up at the Stations between the termini, however short the distance travelled. 7^ There are 34 Stations in the distance of 156 miles between Worcester and Albany. The fare through has varied from six dollars downwards. An approximate mean may be taken at five dollars. At this rate, the revenue for 23,704 through passengers would be 118,520 dollars. The average income from all passen* liters for the five years is 331,379 dollars per annum, showing the proportion of 202,^59 dollars a^ derived from way passengers. This sum divided by five dollars should therefore approximate to the number of through passengers to which the way passengers would be equivalent. This number is 42,572, or about 4i to I, The distance through, 156 miles, divided by 4^, gives about 34| miles as the average distance travelled by each way pciiaenger. (Appendix No. 6.) t.'A jT^ § 36. Now it is exceedingly improbable that any oonsiderahle fiumber of the travellers at either of the points of regirtration between Saint John and Shediac, were travelling a greater average distance than 34 i milef on the wune day. In : We could, therefore, a£ford to take the registration at SusBl^x Vale to be even lower than that at Hammond River, and yet shew a way traffic equal to that of the Western Railway. ;3"':.'u This fact alone is sufficient to remove doubt on the question pjf prospective revenue. It shews that the time for the establishment of a Railway in this line of country is not yet to come, but that it has long since arrived, y^ . ....,;,> .. ; ......:„. i vj,„ ■ ■ " ' ; .. .• i",i''! . . '.-. '■ \\ r ,-■ ,'A.- ■ ■ § 38. At present there is no reliable index to the future throti^lk traffic. The faqjility is wanting to promote any other ihtercottk^e than chiefly that which is demanded by necessity. But a mere ^anoe at the Map is demonstrative that Saint John is the natural winter outlet of much the largest division of the Province, without a reasonable prospect of competition. It is the interest of at leMit that extent of country that such an outlet should be easily accea' Bible. Also in proportion to the enterprise employed will a paiy ticipation be ensured in all other trade which may incline to the • • » * ' ■ I nmo'; "^fi mwUf-jfii i}'>-'o'jcf«ii vitf-^i-^ « «?» v«v»"f}'^5f 20 An arterial Line of Railway, nearly equivalent in its gradients to a level Line, connecting such a Port, by the nearest route, with the navigation of the Gulf and River Saint Lawrence, cannot fail to command a large through traffic. Tt would be unjust to esti- Aiate it less favourably than warranted by the existing way trafHo. §39. For 196,487 way passengers there are 23,704 through, on the Western Railway. The same proportion for 166,602 would be 20,098. The nrospective through trafBc, thus estimated, would therefore be equal to 20,098 Added to 166,602 -i- 4.5 37,0^2 Making a total of 57,120 :n! i This number, at the moderate fare of 20s. for the whole distance, would yield a revenue of £57,120, or exceeding by 20 per cent, that which has been shewn to be the largest necessary to secure 6 per cent, interest on the investment. In this estimate no increase of traffic has been assumed. It is contrary to experience and probability that it will not increase. The mere construction of the Railway will largely increase it. § 40. No allowance has been made for the conveyance of the Mails, and nothing has been estimated toi* freight. These impor- tantsonrces of revenue remain in reserve, which cannot be expected to yield less than one half, in addition to that which is already more than sufficient. Experience has, however, sufficiently shewn that increase of revenue beyond a certain limit can be secured only by increase of expense. It is sufficient, for the present, to shew that for the limit of expenditure proposed there is an adequate assurance of revenue. It is believed that this has been shewn with a scrupu- lous inclination to security. Asa rule, in ordinary cases, it would be exceedingly unjust to say that you must first shew that the way traffic of your common Road is already equal to that of an established first class Railway, before it can be admitted that the introduction of a Railway would be successful. It is not in this case necessary to shrink from the severity of isuoii a test. ' i^' § 4 1 . So far the subject has been considered chiefly with reference to existing circumstances and to immediate profit. But a few additional observations are due to prospective results. These can- not but be important to a degree, which it would be difficult to over- estimate, to every interest affected, i . m u : , , . c.: n-.' i . ; • ;. " § 42. First, with regard to Agriculture. The advantages of the Railway as a greatly improved medium of commuxiicatioa between 21 a the producer and consumer, or betvreen town and country, and between one part of the country and another, for the interchange of commodities, and for social intercourse, woul It is well understood, that in conjunction with draining, the judicious and liberal application of the proper kinds of manure, is the chief reliable method of increasing and maintaining the fertility of the soil. Amongst the most useful and indispensable of such applications, is Lime ; the chief cost of which to the farmer, is generally that of transportation. , - ^ ,m..c--^ r?!. § 43. To the comparative absence of this material in the soti, perhaps, as much as to any other cause, may be ascribed the com- mon failure of the wheat crop during late years in some parts of the Province. This crop was formerly certain and abun- dant in the Valley of the Kennebeccasis. It was not sufficient merely for the producers, but a large surplus was annually sent to- market, in appearance and quality surpassing the best description imported. The soil now refuses to bring this crop to maturity, just as it is found to do in the older parts of the United States, where similar exhaustion has taken place. In a course of Lectures on the application of Chemistry to the useful arts, by Professor Renwick, the cause is thus noticed : " The seeds of the cereal gramina all contain lime in combination with acids. Their stalks also contain it, but in less proportion. Wheat is the grain which contains most of this earth . Hence none of the valuable vegetables will flourish except on soils which contain lime ; and some soils which are fertile in grass may be incapable of bearing grain ; or those which yield a tolerable product of the less valuable grains, may r^use to bear wheat. As the lime enters into the constitution of the plants, the calcareous matter of the soil will be gradually exhausted, and hence it has been found, that even under careful management, wheat has gradually ceased to be a profitable crop in the older parts of the United States." § 44. Limestone exists in abundance in the vicinity of Saint John ; at one point it forms the only real obstacle to the Railway. It is there piled T)y nature as it were upon the track. The farmers of the interior, where it is generally absent, will by aid of this work receive it at the smallest possible cost. The inducement to avail themselves of the advantage, both on private and public grounds, is supplied by a reference to the list of Provincial Imports. By this it is found that in i.he year 1847, the quantity of wheat, and of flour reduced to its equivalent in wheat, imported, was equal to about 626,000 bushels ; besides large quantities of other grain and meal, amounting to the eetimated yalue of about £280,000 onrreocy. ' 'i! jiii J^ The above quantity of wheat, at the rate of 20 boshela to an aore, the minimum return under a good system of oultivation, should be produce^ on one twentieth part of the land, witliin five miles on either side of a Railway between Saint John and Shediao* § 45. Any attempt to accomplish such a result all at once, under present circumstances, would be futile ; and it is not too much to eay, that the attempt is not likely to be successfully made at all, within any assignable period, without the aid of a Railway. The greatest distance to which lime is conveyed for agricultural pur* poses by common roads, is from eight to twelve miles, and this necessarily at great expense. The quantity of lime applied in a proper manner, necessary to the production of the above quantity of wheat, would not fall short of 30,000 tons per annum. This amount of transportation is however with reference to a solitary item. I ,,,,-.- ^ ., : !■ • . 't 'o 3i § 46. The important part which Railways n\ay have to perform under an improved system of agriculture, is illustrated by the example of the Eastern Counties Railway in England ; which has at least a do2en gigantic competitors terminating in or near the metropolis. The following is a lisfN^ of articles transported on this Railway in one week of September, 1848 : — •'• Beasts, ... ^'alv''-8 ... 6heep, ... Pigs, Grain & Malt— sacks, 1 7,7 1 1 Flour— sacks 6,578 Meal — tons, 197 529 Poultry— tone, ', ••• ^^ 73 Fish— tons, ... ' ' ... 332 ...5,598 Fruit & Vegetables— tons, 643 865 Beer— tons, 229 Wine & Spirits— tons, 73 Milk— quarts 19,608 Bread — cwt., 59 § 47. A demand for Railway transportation will be created by the materials and products connected with mechanical and other labour,— as building-stone, gypsum, limestone, lime, sand, bricks, slate, iron, charcoal, ashes, ship timber, spars, lumber, firewood, household furniture, machinery, hardware, implements and tools of all kinds. These, with numerous other things of lesser impor- tance, will tend to make a large aggregate of freight. ,.,)<; if .1 ''' 1 48. The close proximiiy of the Line of Railway to many valuable but now neglected Salt Springs, will supply all that seems to be needed in order to bring these into extensive and profitable conversion, and thus to create another material source of revenue. 1 § 49. The extent of benefit which the Railway may be calculated to afford to that most important interest, the Gulf Fishery, and to II - • Compfttiioii to BrHiih Almtnac, 1849, p. 103. 'Mi-iJ ?:iJ / J r''i«.i.:oiiu» 23 '■■'St 332 9, 643 229 73 19,608 59 r«eeive from the same in retarn, will be best nnderst . - ;. '».'u ■•'-'mvs^ § 50. Amongst other prospective sources of revenue, that of the eventual introduction of manufactures cannot be excluded. Tbi(i is, to some extent, but not wholly, conUngent upon the 8ucoeasfi4 improvement of local agriculture. The condition of the manufacturing systnn both of Great Bri- tain and of the Eastern States of the American Union is, to a greac extent, that of dependence upon food drawn from remote countries. The cost of transportation of this food, is a premium to the local cultivator, under the disadvantages either of heavier fiscal bar- thens, less fertile soil, or le.ss favourable climate. Where that premium may be so high as to preclude an abundant supply of food, it is most probable that manufactures will not be established ; or if established, that they must decline with reference to the commeJroe of the world. 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Earthwork, Rock excavation, Masonry, ... 153,310 yards (2) 9d. 72,496 yards 0) 5s. 920 yards O 20s. 780 yards & 10s. 3 Truss Bridges for Streets, 24 feet span, 4 Bridges across Marsh Creek, 1 Bridge at Davidson's Cove, 3 Road crossings, 2 Bridges over Post Road, Wharf, Warehouse, Passenger Station, Engine House, Machine Shop, Turn Tables, &c., at Saint John terminus, Passenger and Freight Station near 9th mile, ... Fencing Superstructure for 10 miles, inclusive of 1 mile of siding, and allowance for Timber frame and Pile formation, at £1,500 per mile, £5,749 18,124 920 390 180 1,500 100 37 240 5,000 250 1,000 2 6 10 15,000 Add 10 per cent, for superintendence and £48,490 12 6 contingencies, 4,849 1 3 £53,339 13 9 Equal to £5,926 10 5 per mUe. Section 2.— From 10th to 18th mile inclusive. Earthwork 194,639 yarda ® 9d., £7,298 19 3 Rock excavation, ... 10,294 yards (S) 'is., 2,573 10 Clearing and grubbing 200 Masonry, 400 yards ® 20s., 400 ' u m-nf-i. ... ... 60 yards ®) 15s., ^vcv-^f 45 1,260 yards® 10s., 630 Bridge at Henderson's Cove 5,000 Bridge at Harris's Cove, 8,300 3 Bridges at Hammond River, ... 3,000 2 Road Bridges, .«. m. ... .... ...180 2 Road crossings, ; .V." ... ... ^ ... "••' 27 10 Fencing, 900 Passenger and Freight Station at Gondola Point, ^^y>Aic £500 ; at Hammond River, £100, ... >; is 600 Superstructure 10 miles, including i mile siding, t at £1,500, 15,000 £39,154 19 3 ... ... ... 0,J1D (7 11 ,:. « *■-'.»'» I- Add 10 per cent>, ^~.iLUi>itbfgnM^ai%i.:t ^*s.\^xjfj, , X w^Ki 11,; lij\\ y! i £43,070 9 2 Equal to £4,785 12 1 per mile. Section 3.~From 19th to 28th mile inclusive. Earthwork, 70,479 yards (pb 9d., £2,642 19 3 Masonry, 100 yards @) 158.,'' 480 yards @> lOs., Station at Hampton, ... ... ... ... Station at 26th mile, ... ... ... ... 1 Road Bridge, 4 Road crossings, ... Bridge at Groom's Cove, Bridge across Kennebeccasis, ... M. CTlClTlUy ••• ••• ••• ••• ••• ••• Superstructure 9| miles, inclusive of I mile siding &M cb 1 jOUwy ••■ ••• ••• ••• •»• 75 240 750 150 60 52 10 3,000 1,500 900 Add 10 per cent.. Equal to £2,886 18 11 per mile. 14,250 £23,620 9 3 2,362 11 £25,982 10 2 u f V^ Section 4.— From 29th to 41st mile inoliisive. Earthwork 482,777 yards O 9d., £18,104 2 9 Maaxmry, 200 yards ^ 20s., 344 yards & Ids., '> > " ■-' 1080 yards ® 10s., 3 Bridges across Kennebecoasis River, 3 Bridges, 6 Road crossings, 3 Road Bridges, ... Station at 29th mile, . £150 Station at 34th mile, 250 Station at Mill Stream, 350 J!: oiiCiUffy ••• *•• ••• ••• •«• ••• Superstructure, 14 1 miles, inolusiTe of | mile siding, at j£l,500, ••• ••• ••• ••• ••• ••• ••• ••• ••• ••• 200 258 540 2,840 510 80 294 750 1,300 21,750 Add 10 per cent., Equal to £3,945 5 9 per mile. £46,626 2 9 4,662 12 3 £51,288 15 ;' ':if.;..;: ;■; lii Section 5. — From 42d to 53d mile inclusive. Earthwork, ... ••• Clearing and grubbing, . Masonry, 103,628 yards O 9d., £3,886 1 • •• • •• • •• • •• • •• • •• • •• 56 yards & 20s., 379 yards 0> 15s., 700 yards O 10s., 6 Bridges, 1 Road Bridge, ... 8 Road crossings,... Station at Sussex Vale, including Engine House, and Turn Table, £1,200 ; at 52d mile £250, Fencing, ... ... ... ... ... Superstructure, 13 miles, inclusive of 1 mile siding, at Jwi,OvA/, ... ... ... ... ... Add 10 per cent.» Equal to £2,647 13 7 per mile. 150 56 284 5 ^0 350 1,838 72 97 10 1,450 1,200 19,500 £28,883 16 . 2,888 7 7 £31,772 3 7 2 9 2 9 12 3 15 Section 6.— Fcom 54th to 63d mile inoluaivd. Earthwork 276,802 yards (sb 9d., £10,380 1 6 Ghrnbbing uid clearing, 250 Masonry, ... ..« 900 yards (Sb lOs., 450 5 Bridges, 290 4 Road crossings, •«• ••• •«• - ••t 50 1 Station, 200 Fencing, 1,000 Superstructure, 101 miles, inclusive of i mile siding, at £1,500, 15,750 "T" J Add 10 per cent., ' ««* '. )J I £28,370 1 & „,"■' ;.* 2,837 2 '•' . .1 \\ 1 1 t li III I'. ■. £31,207 1 8 msmsasasssssm Equal to £3,120 14 2 per mile. i -^L- -.s-:-*.: V 7':» l- .'. • r, r ; Fin/ Section 7.— From 64th to 71 st mile inclusive. ' ''"'"^ Earthwork, 191,318 yards ® 9d., £7,174 8 6 Grubbing and clearing, 50 Masonry, 480 yards ® 10s., 240 0* 8 Bridges, • 2,060 7 Road crossings, y 87 \0 .9 1 Station, ... ..* ••• ••• ••• ••• «>00 Fencing, * ... 800 Superstructure, 81 miles, inclusive of | mile siding, O £1,500 12,750 Add 10 per cent., Equal to £3,253 10 3 per mile. irn £23,661 18 6 2,366 3 la £ 26,028 2 4 .'; .(«ii ... -v.^i 36 U;' u 11^ Section 8.—From T2ncl mile to Bend, inclusive. Earthwork 568,832 yards V> i**n »-H '' ^'^ ".A H <3 •J D •( e^ " 1 1— 1 .... SU 1. 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CD ^^ ^ ^ ^* ^' 00 CO 00 00 00 No. 7. PRELIMINARY REPORT ON THE PROPOSED LINE OF RAILWAY -IM m^ b- n OO no rr o ?o W OS W M\H (M Tt< 70 o W »:> 05 SO CM (M BETWEEN THE CITY OF SAINT JOHN AND THE HARBOUR OF SHEDIAC. Fredertcton, Sd March, 1849. Sir, — Since the close of the Exploration and Survey of the proposed Line of Railway between Saint John and Shediac, the construction of the plans and sections in a manner to be practically avai'able for definitely laying out the work, hes been proceeding with all diligence, with a view to cornpletb the same during the present Session of the Legislature. But the extent of labour in- volved renders doubtful the possibility of accomplishing this object. In the meantime it is less difficult to supply for the information of His Excellency the Lieutenant Governor, such general descrip- tion of the character and merits of the Line as may be necessary to satisfy the immediate 'uterest of the Legislature and the Public. Section L Commencing at the head of the Mill Pond in the City of Saint John, the first portion of the Line, for a distance of up' -ards of 4 miles, presents no material obstacle. At Lawler's Lake, near the fifth mile, the route is crossed by a barrie^* of solid limejtone of upwards of a mile in width. This may be surmounted by a rise *" istward of 22 feet per mile for about 1 J miles, and a fall of 20 feet per mile for about 2 miles. To attain these gradients a mean depth, ji 12 to 15 feet of rock cutting for a mile in extent will be necessary. The maximum depth wfU be about 35 feet for 7 or 8 chains only. § 2. From hence following the Shore of Kennebeccasis Bay, the chief obstacles are Davidson 3, Henderson's, Harris', and Forrester's Coves, until we reach the head of the last, at a distance of 151 miles from Saint John. The intersection of these in a favourable manner will require due consideration. The cost of this portion of the Line must necessarily exceed the average expense of the remain- der ; bat the result will be the attainment of gradients varying very 40 i m \V'- slightly from a level. It was supposed that a shorter, less expensive, and sufficiently favourable route might be found through Lakefield, by the Valley of Salmon Creek. But tlie result of a careful ex- ploration and section proved that the summit could not be overcome by a less favourable maximum gradient than 136 feet per mile, descending into the Valley of Hammond River- It is exceedingly doubtful that any other descent into the Valley of this River would provf» more favourable. § 3. From the head of Forrester's Cove the Line will intersect Hammond River nearly a mile below the present Bridge, and con- tinue by a straight line through the Marsh until it touches the south shore of Darling's Lake. Following tie latter by easy curves, and nearly on a level, until it intersects I » room's Cove ; it proceeds thence with slight deviation from a divect course, to the head of Acicack Marsh, near Hampton Ferry, and at 23 miles 24 chains from Saint John. From thence it continues by a direct and level line along the Marsh, intersecting the Kennebeccasis at a favourable ^/oint a little below Mr. Wright*s Farm ; and thence with a slight change of direction, to the northern end of the old Toll Bridge, at 23 miles from Saint John. § 4. From hence it was supposed that the Line might avoid the immediate bed of the Valley, by following a lateral valley running nearly parallel, and to the north westward of the Post Road. A comparative survey and section proved that there would be no saving in distance and most probably a heavier expense of construc- tion, whilst the gradients, though very favourable, would be greatly inferior, involving for a mile and a half in distance a maximum of 25 feet per mile, against a nearly uniform level by the River route. § 5. Following the latter from the Toll Bridge, to the left of Norton Upper Church, by a direct Line crossing Hay's and Bar- barie's Meadows, and the River to the foot of the high ground on the left or southern bank, nearly opposite to the Roman Catholic Chapel, and thence following this bank by a course nearly straight, the line recrosses the River near the Finger Board, at a distance of 34 miles from Saint John. § 6. From hence the Line will most favourably follow through the right or northerly bank of the River, varying from level to the maximum rise of seven feet per mile, until it approaches Studholm's Mill Stream, at 42 miles 32 chains from Saint John. A little below this Stream it will again cross the main River, and thence keeping as close as practicable to the left or southerly shore, it will recross the River twice within the distance of half a mile, a little below the situation of Fox Hill, and will continue thence nearly 41 straight, gradually leaving the River widely to the left and rising at nearly tlie uniform rate of seven feet per mile, to the Race Course, on the property of A. C. Evanson, Esquire, Sussex Vale, at the distance of 45 miles 61 chains from Saint John. . ; ,; r On reaching this situation, the traveller is scarcely conscious that tie has yet not attained so high an elevation abovo the level of the Sea as the greater part of the Ciiy of Saint John. , ; . The following is the relative height of this point in Sussex Vale : Above the highest Freshet level of Kei.nebeccasis Bay, 5 1 feet. " High water. Spring Tides, at Saint John, 56 at Bend of Petitcodiac, 53 • ^ at Shediac, 76 it <( § 7. From hence, passing a slight rise, and again descending by a fall of 12 feet per mile into the Valley of Salmon River, (the principal branch of the Kennebeccasis,) the course of the Line will be nearly direct, with an uniform rise of seven feet per mile, to the mouth of Stone's Brook, distant 52 miles 28 chains from Saint John. ; . , . f . /r § 8. From hence the choice of two routes is offered, of each of which a careful survey and section has been made. The first is by the Valley of Stone's Brook to the immediate source of the Anna- gance. The second continues by the Valley of the Salmon River to the '^ Portage," and thence, after twice intersecting the Post Ro' , i'^scends and meets the former route at a lower point in the Vftl' ^'' the Annagance. The <.'.. tance by each route will be nearly the same ; but by the first the summit is crossed by a maximum rise of 22 feet per mile, and the same rate of fall for a short distance into the V^alley of the Annagance. By thi second an equally favourable rise can be obtained only by a heavier proportion of cutting and embankment, and it will not be easy to obtain a more favourable descent into the Valley of the Ai'nagance than at the rate of 40 feet per mile. i: 3 the intersection of this summit will determine the maximum gradient eastward, between the Bend of Petitcodiac and Saint John, the route by Stone's Brook is therefore obviously to be pre- ferred. By this route the summit is passed at a distance of 56 miles 13 chains from Saint John, and at an eleyatioa of 150 feet above high water. - ' . . , , „- i, • 6 I 4^ § 9. For a short distance, as already observed, the descent is thenc« at the rate of 22 feet per mile, and afterwards at the uniform rate of 5 feet per mile, to opposite Hayward's Mills, distant 63 miles 56 chains from Saint John. From thence by a nearly uniform descent of 6 feet per mile, the Line passes Steves' Mill at 66 miles 62 chains, and Steves' Tavern at 69 miles from Saint John. § 10. After first touching the Petitcodiac River, the course of the Line will require mature consideration, and will be governed by the result of the Survey of the River. It was a prevailing opinion amongst then r 'r^elligent inhabitants, that the Table- Land on the north side of . ^"stitcodiac would prove to be favoura- ble. Its general appearand jo far sustained this opinion that the fact could be determined only by actual examination. The chief advantage of this route would be to avoid contact with the Petitcodiac River. A thorough exploration and section were therefore made, the general results of which are as follow : — From Steves', the section presents a series of ascending and descending inclinations, varying from 5 to 25 feet per mile, to the Fredericton Road, near Pitfield's, at the distance of 7? miles 2 1 chains from Saint Joun. From thence the inclinations vary from 12 to 78 feet per mile, to Hall's Stream, at the distance of 90 miles 22 chains from Saint John ; and from thence, by inclinations varying from 4 feet to 53 feet per mile, to Milne's Point, Shediac Harbour, distant 1 05 miles 20 chains from Saint John. These unfavourable gradients proved not only the necessity of a survey of the immediate Valley of the Petitcodiac River, but also of a thorough re-exploration of the ground between the Bend and Shediac. §11. Two other variations of route between the latter were therefore surveyed and levelled ; and thus a comparison of three routes was obtained, each terminating near the mouth of Hall's Stream, at the Bend, and at Milne's Point, at Shediac. The courses of these routes will be more easily understood by a glance at the Map than by much description. The following is a brief summary of their respective merits : — 1. Mill stream and direct Route, 2. Babineao Marsh and Scadonck Route, 3. Mill $,tream and Scadowck Route, Distance from Bend to Shediac. 1 5 m. 30 c. 16 miles. 16 ra. 54 c. Maximum Gradient. Eastward. 38 ft. per m. 86 •• 23 " Westward. 53 ft, per m. 30 '« 30 " 1 r. <( 43 It is probable that a fourth route by way of the Valley of the Shediac River, with a still more favourable maximum gradient than the last, might be found, but only by materially increasing the distance, and with an unfavourable approach to the Harbour. § 1 2. It remains only to compare the merits of the immediate Valley of the Petitcodiac, and of the Table Land northward, for the object of the Railway. The latter route would present alternate rises and falls which at some points could be reduced to bare practicability only by heavy cuttings and embankments ; whilst the only advantage proposed would be to avoid contact with the tortuous channel, tides, floating ice, and soft banks of the Petitcodiac. It does not appear however that it is really ;.vi!cessary to come in contact with these in any manner involving material difficulty ; whilst the working character of the Line, when constructed, would be of unsurpassed excellency. From Steves' to Pitfield's, the mean inclination would scarcely be 7 feet per mile, and from thence nearly all the remaining distance to the Bend, about 14 miles, would be* level. The increase in the whole distance from Saint John to Shediac ty this route, will be about three miles, but with the advantage of touching the Harbour at the Bend, which is not approached within two miles by the direct route. By adopting the imraediaie Valley of the Petitcodiac, we have therefore a Line of Railway less than 108 miles in extent; con- necting three of the most important Harbours in the Province by a ruling gradient between level and 7 feet per mile, and one maximum gradient of only 30 feet per mile. § 13. It is scarcely doubtful that by a slight variation of the Line and some increase of expense, the rise of 30 feet per Biile from Shediac, might be reduced to the same limit as that at Stone's Brook, say 22 feet per mile, which would then become the heaviest gradient of the Line. This rise is very little greater than what is termed the angle of repose ; or that inclination upon which the friction of a Train of Carriages at rest is just sufficient to prevent their being set in motion by the force of gravity. § 14. A system of gradients so favourable, will place tliis Road in the first class of working Lines. w. b*"' ■'■I 44 It Is true tliat advanced knowledge and experience have proved the practicability of ascending steeper inclinations than at an earlier period of Railway construction were deemed to be within the capacity of unassisted Locomotive Engines on smooth Rails, and that therefore, in a difficult country, the necessity of heavy cuttings and embankments is much diminished. But the economical value of easy gradients is not consequently reduced, where natural facilities admit, as in this instance, of their- being obtained at a moderate first cost ; for, however adequate may be the mechanical skill necessary to meet the difficulty, the work- ing expenses must be proportionally increased by the steepness of the inclinations to be overcome. A few words in explanation of this fact may not be misapplied. ' A difference of experimental results exists as to the force of traction necessary to set in motion a given load upon a level rail. They vary from seven to nine pounds per ton, giving a mean of about 8ft)S or 1 -208th part of the load. It is known, therefore, that 1 in 280, or 19 feet nearly per mile, is that degree of inclina- tion which has just been explained as the angle of repose, and is the datum from which to compute the increase of force necessary to overcome any given increase of inclination. Hence the power which would be sufficient to draw 1" upon a level, 100 Tons ■' Would ascend an inclination of 19 feet with only 50 K (I 38 a it 33 " «* 57 " « 25 ' *' « «« 76 « " 20 •f It is yet doubtful whether the effects of this law can be con- veniently mitigated by mechanical skill in the adaptation of Loco- motive Engines. It is therefore of importance to devote due pains to the discovery of that line of ground between the extreme points to be connected, which will afford the most favourable ma.ximum gradient at the least warrantable expense. This object will be more readily appreciated by a view of the working capacities of a few existing or projected Lines in America, the maximum gradients of which are known, as compared with the Bame capacity of a Line perfectly level. Max Gradient Load equal to the tractive inft. ¥ mile. force of 800 pounds. Western Rail Road, Massachusett ^3 18 6-10th8 Tons. Nexv York and Erie Rail Road, 68 21 S-lOlhs Montreal and Portland, 60 27 5-10th8 Baint AndrewB and WoodstocV, 35 3.5 2-10th8 Saint John and Shediac, 22 46 3.10thg A level line, ..,,,,,,, lOO 45 To the above may be adrled that portion of the projected Trunk liine of Railway between Quebec and Halifax, which would inter- vene between Shediac and the latter Port. The most favourable maximum gradient by which the Cobequid Hills can be crossed, according to the Report of Major Robinson, is 1 in 79, or 66 feet per mile. The same tractive force, therefore, which would transport 46 tons to Saint John, would convey only 22 ^ tons to Halifax. If to this important advantage be added that of a saving of at least 42 miles in distance to the Port of Saint John, -which is as open and accessible at all seasons of the year as Halifax, it may safely be inferred that the diversion of any portion of the trade which may fairly belong to this Province by the proposed route of the Trunk Line, is exceedingly improbable. It may rather be anticipated with confidence that, in cases of emergency excepted, nearly the whole of the import and export business that may be created by any such connection with the Saint Lawrence, will incline to the open Harbours of the Bay of Fundy. For these, besides the recommendation of much greater proximity to the Saint Lawrence, have the natural advantage of a high flow of tide, favourable to the prompt examination, repair and equipment of the larger class of vessels, and which is not possessed by Halifax. § 15. The curvature of the Saint John and Shediac Railway will on the whole be very favourable. In one or two instances only is it probable that curves of so limited a radius as 2,000 feet will be necessary. § 16. With the exception of that at Lawler's Lake, the rock cutting will be insignificant. The earth-work generally will be light, of a quality suitable for a firm road-bed, and easy of execu- tion at common slopes. That between the Bend and Shediac will probably be the heaviest in amount. The largest amount of bridg- ing will fall between Saint John and Hampton Ferry, but with many facilities for its efiective and economical construction. There will be no other expensive bridges on the line. The number or extent of these structr ^s cannot at present be stated. § 17. The foundation of probably one half of the line may be constructed by piling, a method which has been proved in the United States to be thoroughly effective in securing the all-import- ant quality of a Railway, stability of foundation, especially where the ground is liable to be periodically overflowed, and where the transportation of any other material proper for the road-bed would be too expensive as well as more liable to disturbance and injury. This method is not more remarkable for its efficiency than for the lightness of the cost as compared with othei: methods, and has 46 :.^ m' it many advantages. The cliief objection to its employment is the perishable quality of the material. But if any cflfective and suffi- ciently economical preservative process could be applied, that objection would vanish. § 18. There is however an important difference between the durability of the wocd available in this Province, and of that which has chiefly been employed in the United States. In the latter country a period of ten or twelve years is counted upon as the utmost limit, during which to rely upon the soundness of White Oak Piles ; and in the Southern States, Pine is found to decay in half that time. The durability of the Larch of this Province appears to be much greater. Fence-posts of this material have been credibly pointed out as having fulfilled their office for upwards of forty years, and which yet remain to all appearance, sound and efficient. Assuming however, that the ordinary duration of this wood, under the same circumstances, were only half that period, it is to be regretted that it should be destroyed or comparatively sacrificed as an article of export, whilst it is of so much importance to the internal economy of the Province. § 19. The present occasion does not permit of reference to the details of construction. It will be sufficient to say that local cir- cumstances and facilities hold out the assurance that the road may be completed within the limit of the average cost of similar works in the State of New York ; to some of which it will have more resemblance than to those of New England. From authentic Tabular Statements which have been'published, the average cost of some of the principal Lines of Railway in the States of New York and Massachusetts respectively, appears to be £5,649 currency per mile in the former, and £9,788 currency per mile in the latter, in each case for a single track. — (App. A and B.) The method of construction, and the conveniences to be provi- ded, would require mature consideration. They ought to be as perfect as the circumstances and reasonable prospects of the line will warrant. The daily accumulating knowledge and experience on the sub- ject elsewhere, should be amply consulted, and above all, it is desirable that no expenditure should be commenced until the necessary means are secure for completing such divisions of the line as may be profitably opened with the least possible delay ; nor untU a system for the controul and management of such expendi- ture shall be so devised and anaoged as may best ensure efficiency and a truA economy. § 20. The division of this line most obviously indicated ad the portion which may first be constructed and opened with the surest prospect of an immediate return, is that connecting the Harbour of the Bend with the terminus at Shediac. By means of this work alone, the summer trade of the Gulf and River Saint Lawrence would be accessible from the Bay of Fundy, and the shipping of the Province would be relieved from much of its dependence on Foreign Ports, into which it must necessarily be admitted only on disadvantageous terms. All that 13 required through the Atlantic Ports of the United States, must reach the lower Provinces encumbered with the tolls and charges of Canals and Railways of great length, whilst an uninterrupted navigation between the same sources of production and oui own Ports, offers a much cheaper means of transit, which only awaits a moderate degree of ''nterprise to become fully available. § 21. The convenience and sufficiency of Shediac as an entrepuf; for the object in view, is not questioned. It is within sixty hours communication by steam from Quebec. It nearly equally divides the great arch of coast which forms the western boundary of the Gulf of Saint Lawrence, extending from Cape North to Cape Gaspe, a distance of about 450 miles, embracing in that extent a soil of acknowledged excellence ; and fisheries, the ultimate com- mercial value of which, to these Provinces, would perhaps be dearly exchanged for the more dazzling treasures of other coasts. The fertile Island of Prince Edward, lies almost in view of the Harbour, and the coal mines in Pictou within a few hours sail. Indications of coal also every where surround this important locality ; and from Saint John to Shediac — in addition to lumber and most descriptions of farm produce — limestone, freestone, gyp- sum, salt, and iron, in abundance, will eventually become tributary to the traffic of the line. Independently of these considerations, the intrinsic importance of the Harbour of Shediac to Shipping frequenting the Gulf, is thus stated by Captain Bayfield : — " Shediac Harbour is the easiest of access and egress on this part of the Coast, being the only one which a vessel in distress can safely run for as a Harbour oi Refuge. The space in which ship- ping may be moored, in from 12 to 17 feet at low water, is three quarters of a mile long and from 170 to 300 fathoms wide. The depth that can be carried in by a good Pilot is 14 feet at low water, and 18 feet at high wuter in ordinary Spring Tides ; and the bot- tom of the channel is of mud, as is also the Harbour within. Although a slight sweltmay be felt in this Harbour at high water. li 43 in a north east gale, yet it is never sufficient to endanger in the slightest degree a vessel with good anchors and cables ; even in the Bay outside the Bar, a vessel would ride safely in any gale not unusually strong for the summer months," § 22. The extent of navigation which would be saved by this communication between the Ports of Saint John and Quebec, would generally be from 500 to 600 nautical miles. , § 23. It has been a cherished scheme almost coeval with the first settlement of the Province, to intersect the Isthmus separating the Bay of Fundy and the Gulf of Saint Lawrence, by a Canal. The absence of sucii an advantage has doubtless been very unfa- vourable to Inter-Colonial intercourse. But now that this enter- prise remains in abeyance, it may be no cause of regret that the desired communication is not dependent upon a work of questionable expediency, as well as very doubtful practicability. Besides being more costly and liable to damage, a Canal sealed up for several months in the year, could not be equal in commercial value to a Railway. § 24. In touching upon the question of the probable cost of this Railway, it seems proper to remark, that in the cost of those to which reference has been made, an expenditure equal to about i£2,000 currency per mile is included for the heavy iron rail, and its necessary appurtenances and fastenings.* The plate rail now generally abandoned as insufficient, might probably cost half that sum. It is true that iron rails could be procured by this Province from England at a lower rate than they can be obtained in the United States ; but it is doubtful that the diflference would exceed about £500 per mile in our favour, even at the present low rate of the material. By the adoption of an efficient iron rail, a charge of about £1,500 currency per mile would therefore be necessary, amounting upon the whole Line, for a single track only, to the large sum of £162,000, of which £24,000 would fall upon the Bend and Shediac Division. • Since the period to which this estimate would apply, the price of iron, de- livered in the United States, has fallen prohably one half. Yet the great fluc- tuations to which it is liable rentiers it not less important to the interests of new Railways, that their plan of construction should involve as small a proportion of iron as may be compatible with efficiency. The great advantage to Railway construction in these Provinces is the unlimited command of timber, at compa- ratively a nominal price, for continuous bearings, A continuous bearing of timber is properly the effective rail, and may be of any required strength. Combined with such a rail, the only useful office which the iron can perform is that of guarding the timber from abrasion. For this purpose cast iron, laid continuously upon wood, in a judicious manner, may prove to be equally effective with wrought. If so, beside the great advantage in cost, the adoptic of the former would place nearly the whole means of construction within the limit of Proviacial resources. • 49 Now if by any metliod of construction all the essential qualities of a good Railway can be obtained, without at least the immediate necessity of this heavy charge, it will be agreed that in the present circumstances of the Province, it is desirable that such method should be fairly tried. The saving in the item of iron alone would go a great way towards constructing a branch extension of this Railway through the most populous and fertile part of the Province to Fredericton, within a distance of 65 miles. If on the assumed postponement of the iron rail, we therefore deduct the sum of £1,000 from the average cost of Railways in the State of New York, (the light plate rail only until recently having been used on these Roads,) we have the probable sum of £4,650, as the extreme cost per mile. This, taking into consideration the difference in value of timber in favour of this Province, may be regarded as a safe limit for present guidance. It is in fact, excln- , sive of the iron, equal to the cost of some of the best Lines of Rail- way in Massachusetts, not perhaps more easy of construction than the greater part of that between Saint John and'Shediac. §25. Upon this basis the cost of the division between the Ben^ and Shediac, for the distance of 16i miles nearly, would be £74,400. The successful opening of this portion of the Line would be a sure augury of the rapid construction of the remainder to Saint John. It is perhaps the shortest and most desirable experimental Line that could be constructed in the Province, and holds out the best assurance of success. § 26. Upon this point we are not left altogether to conjecture. By direction of the Government, dnring the past autumn, the travelling at six different stations in the Province, was registered during three months, by persons appointed for that purpose. An abstract of the result in a tabular form is annexed, (App. C.) with a compu- tation of the number of travellers at the same rate for a whole year. The autumn, however, is considered the least favourable season during which to form an estimate of the aggregate of the year, as the rural population are then more restricted to the business of tiheir farms. At other periods the highways frequently exhibit long unbroken lines of vehicles, demonstrating by the numbers, cir- cumstances, and travelling disposition of the people, that the period has arrived for the introduction of the rail. Even under the unfavourable circumstances adverted to, the lowest number of passengers at any station exceeds the number conveyed over some of the existing Railways in the United States, 7 . 50 l!'-i lisf I' I according to late official Reports. A statement of a few of these is annexed, (A pp. D.) ; but the number at the principal station, the Bend, exceeds the estimated number of at least one English Railway prior to its construction — the Great North of England. The estimated number for this line was 75,158. The uumber at the Bend, as derived from the registration, is 87,700. Referring to other statistical statements (Notes a and b, App. F.) we find the last number exceeds even the realised traffic on at least two English Railways, and that the traffic of one of these falls short of the common Road traffic at three of the registered stations in New Brunswick. § 27. But in almost every instance the immediate consequence of the opening of a Railway is a vast increase of the number of travellers, varying from 100 to even 1 ,400 per cent. The annexed tabular statements will illustrate this fact. (App. E. and F.) Assuming, therefore, on the evidence of experience wherever Railways have been established, that the increase of the ordinary travelling on the Saint John and Shediac Line will not fall short of at least 100 per cent, over that already in existence, and omitting that portion of the travelling at the Bend which inclines towards Dorchester, as not forming a part of that which would belong to the division between the Bend and Shediac, we have (21,925 — 5,946 X8j=l 27,832, as tlie lowest number of passengers which may be counted upon during the first year's operation of the Rail- way. Estimating the gross Revenue to be derived from these at a 1 Id. each per mile, or 2s. for the fare through, the amount would be Add for freight of merchandize and goods of all kinds at the assumed equivalent of 200,000 parrels, at dq., ... ... ... ... £12,783 Total gross revenue, 5,000 £17,783 If we take the working expenses of the Line at the average of 38 per cent, of the gross receipts, according to experience in the State of New York, then — From the gross revenue of ... ... ... £17,783 Deducting 38 per cent., 6,758 The net revenue will be £11,025 Or 14 8-10th8 per cent, net return upon the whole cost of £74,400 for the first year, and which, as in other instances, may be expected iteadily to augment in succeedipg years. But of this, say three K> I per cent, eliould, with a view to safe management, be carried to a reserve fund against depreciation and renewals, leaving a clear dividend of 11 8-lOths per cent. If to the first cost be added £24,000 for tlie supply of iron rails finfFicient for heavy traffic, then upon the total cost of X'98,400, the net return would be only 11 2-10th8 percent, from which deducting a reserve of three per cent, as before, a clear dividend of 8 2-10th8 per cent, would remain. §28. It may not be deemed altogether a departure from the proper object of this Report if a suggestion Le oiFerred as to the financial means of carrying the project into effect. It is submitted, with deference, that the property of a well de- signed and judiciously managed Railway is not inferior to the beat security which forms the basis of the present circulating medium of the country. It is therefore suggested, that upon the engagement of an asso- ciation formed for the construction and management of the Railway, to invest in the work a bona fide expenditure of one fourth of the whole estimated cost, such association might, with due security to the public, be endowed, under proper restraints, with the Banking privilege of issuing Notes, in payment of the remaining cost, in sums at no time exceeding the amount actually due and payable for work executed, and necessary charges and expenses-incurred. Such notes would not less clearly be evidence of value than those which at present circulate as money. They would represent a property affording to every eye evidence of its capacity of redeeming and extinguishing such notes within u limited period, by either of two methods. First— -By setting apart annually from the gross revenue of the Railway, six per cent, upon the whole anwunt of such notes in circulation, for their progressive redemption and extinction within seventeen years. Second— By receiving such notes in payment for shares in the Stock of the Association, upon a footing of equality with the origi- nal shareholders. It may be objected that such notes in the meantime could not be readily converted into specie or bills of exchange for mercantile purposes. It may be answered, that they would be at least as readily ac- cepted as other notes in exchange for any of the staple products of the country, required for exportation, and therefore would not be less conducive to internal industry and domestic advancement. Str'trfl rfa. ir, M Hi' hiji; m I'l.'S 52 If the capital necessary to the construction of the work were borrowed from non-residents, it would most probably become the medium of an undue importation of mer« handise tending to repress rather than to promote domestic industry. The measure proposed would be to borrow the resident skill and labour of the country in the form of a reproductive investment un- der competent and responsible direction, and in i manner adapted to inspire the energies of the whole community with a healthy and permanent activity, more independent than heretoibie upon exter- nal vicissitudes. This measure would also leave wholly unencumbered the avail- able resources of the Province, so far as it might be deemed expe- dient to apply the same to the construction of the Trunk Line of Railway between Quebec and Halifax. Should the proposed financial experiment, under proper guards and checks, subject to which only it should be tried, fail of success, the inconvenience would be limited. But should it be successful, it is submitted, that the lesson would be an important one to the future advancement of the Province. I have the honor to be. Sir, Your most obedient servant, J. WILKINSON, To the Hon. John R, Partelow, Provincial Secretary. -a > ■ 15 53 •^ • § ft; 13 ^^ ct o ft:; tf •«<> 0) .1 O >rt •p a ■< (4 1 c^ . • • • • ., o o o o o SJ 1^ njj iTg rQ rg M a f/3 >o a a> w (3 I .a OS m Cl O ^-< «0 '-^ '^ ifl l>. 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"^ (M •* O o >o us ^ a t^ -H T}< C^t---^CM OJ^ 5* i-ri>;to o*"5 r-^ 00 »o Om (M Oi O O CO — < t^l>. «^ 00 «C — < (M CO CO CO CM CM ,£3 , •«^ tn e*r -m-^M e»1< «•«• bo a V S — ODO to •* r*. PO >^i CM <— •■* to Srl§ ^ •J :5 (M CO ^ • • • •^ •r « • S ' ii • • X 8 •« ^-^ w 3 ■2 2 ^1 2 . fe^ o H • ra »« m, & Brh Ayr, d Preston Arbroath, Manches South Eas a Cm o 1 ' Great Weste Glasgow and Lancaster an Dundee and Sheffield and London and 1 O i 8 58 I '45! hi I ' ; ~- (F) INCRKASE OP PASSENGKRS BY THE USTABLISHMENT OP RAILWAYS. From Baron Churlet Dvpin's Report on the Paris and Orleans Railway. " Experif»r.oe has proved both in France and abroad, that in a short space of time the facility, expedition and economy afforded by Railways, more than doubles the number of passengers and the quantity of merchandize. " In order to support such statements, we will quote the following facts relative to the Railways of Belgium, England and Scotland, in positions of extreme difference, and giving rise to a variation in the returns which far exceeded all anticipation : — Comparison of the number of travellers conveyed daily throughout the whole or a portion of the Line : — RAILWWS. No. of Passenffers before the establishment. 400 130 90 200 Manchester and Liverpool, Stockton and Darlington, Newcastle and Carlisle, Arbroath and Forfar, Brussels and Antwerp, Increase of the number of Passengers by the establishment of a Railway, No. of Passengers after the establishment. 1,620 630 500 200 3,000 Liverpool and Manchester, Stockton and Darlington, Newcastle and Carlisle, Arbroath and Forfar, Brussels and Antwerp, 300 per cent. 380 « 455 " 900 " 1,400 " i it I " Thus even taking as a criterion the road on which the pro- portional is least of all, we still find that the number of passengers will increase not only 100, but 300 per cent. The transport of merchandise will experience a similarly rapid increase. Progress in the conveyance by Railway of Merchandize compared to that of Passengers. Year. Passenger*. Tons. 1834 924,063 22,909 1838 1,248,552 161,501 1838 1,535,189 274,808 " Tims while the number of passengers increased 60 per cent, in four years, in the some time the quantity of goods increased 1 100 per cent." 59 Extract of an Official Report on English Railvrays made to the French Government by Edward T^isserence; its Agent, charged | with the special duty of making a study of these Railways : — " The Darlington Railway has produced by its low rates of I passage and freight, a complete revolution in the region of country [ which it traverses. It has increased the value of land 100 or 200 per cent. By these low rates the freight estimated at 80,000 tons has increased to 640,000 tons. The passengers estimated at 4,000 have increased to 200,000." The following extract on the influence of Railways in developing the resources of a Country, is taken from the second Report of the Irish Railway Commissioners : — « On the Newcastle and Carlisle Road, prior to the Railway, tlie whole number of persons the public coaches were licenced to carry in a week was 343, or both ways, 686. Now the average dailv number of passengers by Railway for the whole length, viz. 01 8-10 miles, is 228, or 1596 per week." CNoie a. — This would be a realized passenger traffic of 82,992 for the year ; [ or nearly less by 5,000 than the common road traffic at the Bend of Petitcodiac.)! " The number of passengers on the Dundee and Newtyle line I exceeds at this lime 50,000 annually ; the estimated number ofj persons who performed the same journey previous to the opening [ of the Railway having been 4,000." fXoteb. — The realized traffic upon this Railway falls short of the existing^ I common road travelling at three of the registered stations in New Brunswick.) " Previous to the opening of the Railway between Liverpool and Manchester, there were about 400 passengers per day, or 146,000 per year, travelling between these places by coaches ; whereas the present number by Railway alone exceeds 500,000. " In foreign countries the results arising from the same cause are | equally if not more striking. The number of persons who usually passed between Brussels and Antwerp was 75,000 in the year ; I but since the Rail Road has been opened from the former place to i Malines, it has increased to 500,000 ; and since it was carried all through to Antwerp, the number has exceeded a million. The opening of a branch from Malines to Termonde appears to have added 200,000 to the latter number ; so that the passenger traffic of that Rail Road, superseding a road traffic of only 75,000 peri?ons>j now amounts to 1,200,000, " It it remarkable that on this as on most other Rail Roads, the (greatest namber of passengers consists of those who travel sliort ^distances, being as two to one compared with those who go the 'whole distance. This appears from a statement read by Mr. Loch, before the Statistical Society at Manchester, shewing that between lApril 30 and August 15, 1836, 122,417 persons travelled the whole distance, and 244,834 short distances, chiefly to and from Malines." 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