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Les diagrammes suivants iilustrent la m6thode. 1 ?. 3 1 2 3 4 5 6 ■■^■M THE ^b^iif pittL. ifc-- f"--.^ i*""*^ A LECTURE \BRA tj DELIVERED BY ALFRED WHITEHEA(>PcfSfiQeiltof T, ,:o AT THE ""^ 1.1 ~ Miecli allies' Institute, AVoodstock, ^flLFi^iL 7*, leee. 1' \) ij WOODSTOCK, N. B. : wtED AT THE •« CARLETON SENTINEL" OFFICE. 1870. / 366, 0^% I'itT IS 70 m^ n^ •^^ Dcpartrnont c- T^.Tjoort LECTURE. Mr. President, Ladies and Gentleuien: In order for there to be a Missing Link, there must ne- cessarily be a chain, or parts of a chain, in existence, ia thought, action or substance, and when this method of rea- soning is applied to the construction of Railways, it might be very fairly affirmed that they produce a necessity for their own construction. If a country once commenpea, and actually constructs, a Railway, no matter how short it may be, and at once, though trade may in other parts of the- country be fully up to the common standard, yet the com- mercial pulse will seem to beat slower in all parts, except that convened by the Railway, upon the same principle that everything is made to appear great or small, fast or slow, by comparison with something greater or smaller, faster or slower, than itself. In other words, let a country build a Railway from one centre of trade to another, and a Missing. Link *^ at once discovered, in the necessity for its extension to tiGother business centre, extend it to that, and two or three more Missing Links are actually produced, and that country cannot again be brought to a perfect equipoise in commercial matters until Railways are extended into all its channels and sources of business. Thus it ia with this Province. On the fifth day of October, 1835, the first Railway meet- ing which was ever held in the Province, was convened at St. Andrews, for the purpose of forming a Company, which \v as called " The Saint Andrews and Quebec Railroad As- sociation," having for its object the construction of a Rail- way between tho Town of Saint Andrews and the City of Qu«bec. Hon. James Allanshaw was elected Chairman ; Thomas Wier, Ssq., Deputy Chairman ; Harris Hatch, John Wilson, James Bait, Samuel Frye, and John McMasters^ Esquires, wore chosen Committee of Management ; and Adam Jack, Esq., Secretary and Treasurer. These excel- lent men have long since " gone to their rest." I mention / m^mmmF'^Km t^^m 2 their names with tlie deepest reverence, as I look upon them as being the Pioneers and founders of Railways in this Prov- ince ; and at this early day in the history of Raihv .ys, seemed almost to have prophetic knowledge of the best method of applying them to the use and requirements of the British North American Colonies. At this early day in the history of Railways, I repeat. In order to give you a correct idea of how early it was in Railway history that these enterprising men first undertook to construct a Railway in this country, alloAv me to refresh your memory a little in early Railway history. The first knowledge I can obtain of Railways is, that a gentleman of the name of Beaumont, some time between 1602 and 1G49,,. first made use of wooden rails in the coal mines at New- er itle, in England, which, like many Raihvay speculations sijce that time, proved ruinous to the projector. Says the Historian, " He adventured into our mines with his £30,000, AN'ithin a fe'v years, he consumed all his money and rode home U})on his light horse." After this, wooden rails were used in the mines, more or less, up to 1676, when cast iron rails were first introduced, and at this period a number of cars were first coupled together in one train. In 1802, ' Messrs. Trevithick & Vivian obtained the first patent for th^ application of steam to propel carriages on Raihvays in England; up to this time it had all been done with horses. " Then arose the difficulty of traction. The idea of the adhe- ' siou of the wheels to the rail did not occur to them as bein^ sufficient resisting force for' necessary purposes in this reff; spect, and they Experimented on this matter in various ways. In 1811 one Mh Blenkinsop, of Middlcton, near' Leeds, invented a toothed Rail, in which a cogwheel dttached to the Eno'ihe, played,' which seemed to obviate the diffi- '^ culty'in rather an objectionably v/ay, on accoiin^/of its liabi^ ' iity to derangement.' In' 1813, one Mr.'Breh^oh^'of Btitterly, ' England, invented a locomotive with two Ic^s behind, with ' large feet to prevent them from sinking into the enrth, these * legs were cotinectcd to thfe ' Locomotive by lever's, moV^d bv cranks/ and at each revolution of the crank 'the legs Avould be drawn forward, and then eixtended ag^in, jmiDelHng;' the Locoihoiive forward hke'' the use of a walldng stick. In 1814, George Stevenson first began to experiment on the ' Locomotiye; find the idea ofth^ir ^gj^reat ^teight pi^oducingaj powerftil adjife^ion of tlie iron whetsls t<j the itbli rails, ^^t*/. ing r^aiBtc!|Aje*''ant)tfgh riot oiily to move the Loconiotive in,'^ the d'lVefctiSn lti'\vhieh the wbej^ls-l^ere tutnin&Vbiitlo'movQ . ,. ; '». ,;'T .UTi^.., ;^6^*Tip-'7' r-,f: ^.p^I'l .^r><.V, j<(i.fjA 'iiiriotfT ■ " -^ ,: ':'-r"''. • ?.»!/ •* ^v-^fffH ijiul yv^.i! ii-i« ifiol w^^^mmm Jn!f ■ 8, ^ ■ a licavy train besides, wan very soon obtained by him, when this g;reat difticulty in propulsion was overcome. In 1815 maleable iron rails first came into general use. In 1820,^^ >Ir. Berkinshaw, of Beddington Iron Works, England, ^rst,^^ invented machinery for pressing rails, and obtained a patent' for the invention. In the spring of 1829, when the Livcr-*^ pool and Manchester Railwi>,y was nearly completed, Loco-p motives and their utility was yet so <iuestionablo, that the^ Directors had not decided what power they should employg to convey merchandize over it. A deputation, appointed by them in 1828, had examined the motive powder on the most improved Eailways, and returned without being able to decide whether to recommend staticnar/ or Locomotive Engines, or horses. However, in 1829, having previously decided that, from the great amount of traffic anticipated upon the line, horses were inadequate, the contest then came between the Locomotive and fixed Engines, conse- quently the Directors came to the conclusion, on tlie 20th of April, 1829, to offer a premium of .£500 for the best Lo- comotive Engine, subject to the following stipulations and conditions : The Engine must consume its own smoke, and must not exceed six tons in weight, with water aboard, and if of the maximum weight of six tons, must bo able to draw a train on a well constructed Railway, on a level plane, of the gross weight of twenty tons : and lighter Engines were to draw trains of proportional Avoight. The Engine and boiler must , )^.^^^up|)ortvi,d , on S|i^Viif.ig»<, f^B!^ F^^i^^^irfi whoels, Subsequently, the .Gth of jbe,r was fixed hpon for tliev day of trial. Four Engines, were ente,red— the "Rocket,'* Mr. Robert Stephenson, the '' Xovelty," Messrs. Braithwaito , Sc Ericson, the '' Sanspareil,"' Mr. Timothy Hackworth, the : " Perseverauce,"' ^h\ Burstali. They had to run 70 miles on the Liverpool and Manchester Railway, at a rat&^f speed not lees than ten niiles an hour. The prize wat*. won by, My. Stephenson'^ Engine, the ';' Rockqti", of* four tons fivQ-j hundred poimds weight, .with watjcr./ aboard, The whole),' train weighiqg seventeen tons, ,hayingvi)errorme(]l.,tue jour- , ney of seventy niilQs,,at th^ r^itp, qi^ fifteen milof per hour,, ; This was owing to ill ^improved principle pU which Mr. j St^phenson'j^ Engine was constructed,, ;ho haviug then first brought, into use ; the tubpW: boiler, and other equally va-"., iuable improy9monts. ThiS; test decided tl^ fa^^oi' thQ.,'; LocomQtiye, . Engine, Since then, thanks, ^o GeorgisSt^? j)henspn,, jt .}\s^s be^n cqnsid^red th© >Vest nfioiaps .APF^i^'pro- ♦ 'i';^- 1 yd h\V'>w i( itiur/.tt Uulw ot iihAui'jhti i>t . / »4|'-fJ pulsion of trains over Railways which has yet been discov- ered. This will recall to your minds thv3 state of Railways in Jlngland in 1820, which shews them just in their infancy. Only six years afterwards, we find these gentlemen in Saint Andrews grappling with the -enormous task of building a Railway from that Town to the City of Quebec. We will now follow the proceedings of this most enterprising Asso- ciation, and see what their labours resulted in. Immediately on the formation (if the Association, they appointed a Committee to wait on Sir Archibald Campbell, then Lieutenant Governor of this Province, to solicit his ' sanction, and patronage. His Excellency said " he fully apj)reciated the zealous spirit of the enterprise which prompted such an undertaking, which could not fail to be highly beneficial to the British Provinces, commercially, and in many other respects." An exploration was immediately ordered to be made, of the route, which was reported favourably upon. The pub- lic opinion of this Province was strongly in favour of the project. The Association took the earliest opportunity to consult the Government and people of Lower Canada in the matter, and sent as a deputation for that purpose, Harris Hatch, John Wilson, James Rait, and John McMasters, Es- quires, who were to go to Quebec early in December, and submit their proceedings to Lord Gosford, then Governor General, who gave it his approval and support. The Cana- dian Legislature at once passed resolutions approving of the scheme, and agreed to concur with the New Brunswick Legislature, in any measure they might adopt, to advance the interests of the undertaking. The inhabitants of Que- bec and Montreal took a warm interest in the enterprise, and signed petitions to the King for aid. The Boards of Trade of both Cities joined the Association as members, and appointed som9 of their friends in London to act in concert with a delegation from this country. On the 15th of April, 1836, the delegation to England addressed a letter to Lord Glenelg, enclosing the petitions for aid, and expressing their full expectation that the prayer of the same would be com- plied with. On the 23rd of April, they received a reply from His Lordship, by his Secretary, which gave them the gratifying iaformation, that the petitioni had been laid be- fore tne King, wlio " was pleased to receive them very gra- ciously," and " commanded that immediate measures be^ taken to ascertain to what extent it would be possible for wm for in fey. lint IvilJ 4S0- ' His Majesty to promote the petitioucrs object, to which His Majesty attached the highest importance." The next letter was written ]>y the Deputation to Sir George (rray, dated the 5th of May following, in reply to one from him, dated the 4th of May, in which they said, " we have the honor to acknowledge the receipt of your letter of the 4th instant, conveying to us the gratifying information, that our application for a sum of money not exceeding £10,000, to be expended in the exploration and survey of the proposed line of Railway from St. Andrews to Quebec, had been granted."' A survey was immediately ordered of the line, if not ))V the British Government, it was under its sanction and patronage, indeed so much so, that Colonel Yule of the Royal Engineers, was appointed to take charge of the Sur- vey, and on the 10th August, 1830, the British Government paid £2,000, the first instalment of the £10,000 granted to- wards tlio survey. Colonel Yule, in the mean time, pro- ceeded with his survey, and liis reports, from time to time, left no room to doubt that his labours would be crowned with complete success, and a practicable lino be obtained. But such, unfortunately, was not to be the issue of this most laudyble and valuable enterprise. That unfortunate Missing Link in British diplomacy, in the settlement of the Boundary question between the State of Maine and this Province, which deprived us of a most valuable portion of our country, began to be agitated in the spring of 1837, and the Government of the United States called upon the British Government to cease further operation on the proposed Railway, until such settlement was effected. On the 3rd day of July, 1837, Lord Glenelg gave the Association noticu by letter, that the British Government had abandoned the undertaking, in consequence of the Boundary dispute, and requested them to cease further operations until it was de- cided to whom the territory through which it was to pas^ belonged. The Boundary line had been previously mutu- ally agreed upon as far north from the head waters of the St. Croix River, as Mars Hill, from which point the British Government claimed that it should run a westerly course, following a chain of highlands, between tlie head waters cf the Penobscot and Kennebec Rivers, and of the St. John, extending to the highlands at the source of the Chaudiere River. Hence it was that Colonel Yule turned at a point a short distance north of Mars Hill, and ran a course N. 76^^ W. until he crossed the Restook River ; thence in as direct a course as the nature of the country would permit, to Que- / I e 'lit fif> •, ' boc, the point of destination. The Unitod States contended that the Ronndaiy Lino should continue a true north course until it strut;k the highlands between tlie head waters of the Uestigouche lliver and the Rivers running into the Saint Lawrence ; thence following the chain of highlands dividing the head waters of the tributaries of the St. Lawrence from the Restigouche, Madawaska, and Waloostook (or main St, John) waters, in a westerly course, to the source of the Ciiaudierc River. And, on reference to the maps of the State of Maine and New Rrunswick, it will bo seen tliat by the compromise made in tjio settlement of the boundary ([uestion, Maine received "the Lion's share," which left the survey made by Colonel Yule totally within that port-on of torritorv which had to be yielded to the United States. Now let us review the disastrous results of this calamity, to this Province, not taking into account the loss ot about one-fifth part of its territory. But in the loss of this most important engine of trade and commerce, the projected Railway, who can imagine the effect this Railway would have had on this country, had it been in operation lor the last quarter of a century? what seer so wise as tc view this Province with prophetic vision, and tell of its prosperity to- day? It would be easy to imagine St.. Andrews being the great Atlantic shipping port for the Canadas, instead of their shipping being done to the seaports of a foreign nation ; it is also easy to imagine the millions which has been expended in conveying the English mail through the United States during that space of time, going into the hands of British subjects instead of foreigners. But who can estimate the increase of our population and commerce, and the develop- ment of all our natural resources ? I believe that had this en- terprise l)een carried on to successful completion, to-day our population, instead of but a little exceeding one-third, Avould have fully equalled that of Maine ; that all the Missing Links in our Railway system would ere this have been filled up ; that even far off Restigouche would have been reached by the iron bond,, and the increase in our popula- tion and commerce, and the development of our agricultural and other valuable resources, and all the industrial enter- prises of the country, "would have paid for a!!. Had the Boundary question been settled before 1835, as it should have been, althougli it might hfeive taken the same course >thich was finally decided upon, we wduld have had the Railway, because Great Britain had moved in the matter. She did not appear to be so much afraid of our American y :»e Itcndod |course of the Saint Ividing from jiin 8t. of the |of the llflt Ity iiidary ft the :'on of I ^^■■PP i^^ wm neighbors iu 1835, as some parties in high posit'ons woul^l fain ijiako \\n believe she was in 18G8; so much so, that she would influence the location of the Intercolonial Railway by tlic North Shore of this Proviiice, for fear of them. The only (question with her lias ever been whether or not she owned. And owning, she has always dared to defend. The bayonets of an enemy has no terror for the British soldier, but British statesmen respect und defend, not only the rights of individuals, Imt of nations. Hence the cause of the abandonment of this enterprise. In the year 1845 sprang up the great Railway mania, wlien the whole world seemed mad about their construction. In this year a North Shore liailway was first advocated, which, began to draw the attention of the British Government in that direction, as well as English capitalists, which gave an- other shock to the St. Andrews and Quebec scheme. Yet although all those — as it would seem — almost insurmounta- ble dilliculties presented themselves, these persevering men pushed their Avay ^'nward through every discoMragement, and in this memorable year, although a competing line by the North Shore was being strongly agitated, the late John Wilson, Esq., of Chamcook, to whom is due a large share of the credit for the existence of" The St. Andrews tt Quebec Railway, (the name of which has since been changed to '' The New Brunswick and Canada Railway") with that indomitable pluck which he has always sliewed in the cause, succeeded once more in reviving an interest in the road b}' the capital- ists of England, by representing the advantages St. Andrews possessed over any othev Atlantic seaport, in point of dis- tance and otherwise, as a shipping port ibr the Canadas. — In 184:8 they commenced the construction of the Road in good earnest and in 1851, the first Locomotive was i^laced on the track in St. Andrews, being the first iu the Province. Thus it WEis that they pushed the road along from time te time through alternate hopes and fears, advantages and dis- advantages, and t'need not detail to you this evening the . f^rials its promoters passed through from this period to 18G0, ^jwhen it was copipleted to its present terminus at Richmond, -,Wt suffice it to say their difficulties were many and arduous. I feel certain you will pardon me for referring so length- ,^5 ily to the history of this Railway, when I recall to your minds . iJiat np undertaking has been entered into in this Province so necessary to the country's progress and welfare which has been carried on under such trying circumstances, and where so much of the real perseverance and energy, which 8 t '■': I I n ■ -makes a country, has been exhibited by its promoters. A.lao that it is not only the Pioneer Railway, but it was the be- ..ginning of a chain which has been the means of uniting those two noble rivers, the St. Croix and St. John, in the '' bonus of commercial wedlock, and has served to point out "many of the missing Eailway links, which are now being speedily filled in, much to the conntry'3 advantage. In 1849 a. plan was propounded by which it was intended to connect the cities of New York and Boston, with Halifax, by a Railway stretching across the State of Maine, the Pro- ■ vinces of New Brunswick, and Nova Scotia, having for its principal object the shortening of the ocean passage to Eu- ' rope. This occasioned the memorable Portland Convention ' -on the 31st of July of that year, at which it will be reraem- ' bered, our present greatly esteemed Lieutenant Governor, ^ charmed our American neighbours with his eloquence. The line theisi projected was designated the " European ' and NorMi American Railway " portions of which were soon constructed, not only in the united States, but u section of "it was built in this Province, extending from the City of St. '1 John to Shediac. Tin-"" you see, our Railway chains have been produced, sectioi >y section: and as each section is completed the missing links multiply. St. Stephen and Woodstock requires a connection with the New Brun-wick and Canada Railway. This would produce an absolute ne- cessity for the construction of that portion of the European and North American, between the New Brunswick and Can- ada Railway, and the City of St. John, and that other por- tion from Shediac, to the Nova Scotia boundary. Tlien Fredericton requires a branch ; the North Shore wants a Railway extension ; ji.nother to the Albert County mining district is indispensible ; — but how do all these missing links progress? let us see! In 1863 St. Stephen, with commend- able energy, first leads off in the van, and in 1866 their road was opened lor traffic ; it was also in 1863 that the energet- ic E. R. Burpee first agitated the constrr.ction oi that por- tion of the European and North American Railway extend- ing from St. John to Bangor, which I am happy to be able to say will result in its conotruction, and from the progress which has already been made in the work, I have no doubt that, before the close of the present year, that portion of ^he line extending f.iom St. John to the Now Bruiswick and Oan- - ada Railway will be opened for traflfic. In 1865 the people of Woodstock entered upon their task, which resulted in their road being opened for public ub in September, 1868. Inl port I ; i ; : n'8. A.Iso J the be- f uniting n, in the )oint ont >w being intended Halifax, the Pro- ]• for its je to Bii- nvention reraem- overnor, nee. luropeau ere soon 5ction of ty of St. ns have iction i.-j len and un-;wick )lute ne- uropean md Can- ler por- Tlien vants a mining ng links mmend- 3ir road snerget- tat por- extend- 36 able regress doubt J of ^'h© id Oan- people Ited in , 1868. in 1867 Mr. Ketchum commenced the construction of tliat portion of the European and North American l»,aihvay be- tween Shediac and the Nova Scotia boundary, which has been prosecuted so vigoronsly that it is already open for traffic as far as Dorchester, and the probability is the whole road will be finished by next fall. In 1867 also, the highly populai M. P. for York, John Pickard, Esq., associated Avith E. 11. Burpee, Esq., undertook the construction of the road from Hartt's Mills to Fredericton, and such progress has been made by them in its construction as will ensure its completion also in the fail of 1869. So much for the Rail- ways in New Brunswick and, Mr. President, Ladies and Gen- tlemen, it is gratifying to know, that all of these enterprises have been undertaken and are being carried out by men of our own country ; although i-i some cases we have to resort to foreign importations, yet in this instance we have not had to import foreign energy or skill. As foreign commei^6ial intercourse seems to be as neces- sary to the sustenance of trade in a countr}', as food is to the suppor. of animal life, let us now consider whether or not there might be some missing links in our means of such in- tercourse with our sister colonies, the mot\er country and the outside world. Notwithstanding all the efforts made l)y the people of this Province to obtain Kailway communica- tion with the (Panadas, they have not yet been able to ac- complish it. And new let us consider what position the Can- adas have held and assumed, and whether or not they have any special interest in juch a connection. It is a fact v^,ry apparent to all observers, that the Geo- graphical position of all countries has much to do with their commercial prosperity, and^ I may add, greatness and pow- er, and particularly as regards their maritime position and privileges, as it has been remarked that no country, nation or empire, has ever been considered more than second or third rate, which has no seaboard. Hence it is that ^ng- lar 'I; that ''little sea-girt Isle," is called '' Mistress of the seas," " the centre of the Avorld's commerce," " The great and mighty England on whose dominioni? the sun never sets," and hence it is also that Russia la always quarrelling with her neighbours. If she could only say to Turkey, " thy cres- cent has fallen." so that she would be able to command not only the Bosphorus, but all that part c^ the coast of the Ad- riatic and MediteraiiCan seas, from Montineji^ro to the mouth of the Nile, or if that voracious Bear could lay his paw up- on Denmark, ijs he did upon poor Buffering Potend, bo t) At ^t'f ff•>!f^/r ^.v^fifiifi -■ .'^ '»'!* '^^^Tii 'jf-tF- . he could silence those troublosomo guns whiob command the Cattegat, -and tliei'oby enable Russian fleets and Russian commerce to pass in and out at pleasure, then would he be- come a povvcr that the combined force of the whole earth could scarcely hold in subjection. ^v,p, Canada, east and west, was a noble country, nature had ' dealt bountifully with her. Her soil and climate were good ; . ner Lakes tlie largest ; her cataracts and other scenery tlio most magnili''rent ; her Rivers amongst the largest and most noble in the v/hole earth ; she began to nmrber her popula- ^ tion by millions; her miles of Railway by thousands, her Canals were extensive ; her Revenue ample and increasing. . But there was that terrible barrier to her future greatness, she had no sea-board, she was locked in bv the ice of winter for six months in the year, consequently, it is .quite plain that so far as Ontario and Quebec were concerned, the priu- ': cipal object in confederating these colonies was, to obtain a sea-board, which they could have access to at all seasons ' of the year, or, in other words, to obtain a Missing Link be- tween themselves and the Atlantic Ocean, and that Missing- Link was l\ew Brunswick, and any other colonies noAv added pr which they may now have a desire to add, to the Confe- deration, is for the acquisition of territory and population. Hence it was thai the GStli section was added to the Reso- lutions of the Conference at Quebec, on the lOtli December, 18G4, which reads thus: " Tho General Government shall secure without delay the completion of the Intercolonial Railway, from Riviere du Loup through New Brunswick to Truro, in Nova Scotia." And now by what method of rea- soning can it be made to appear that the first consideration in the construction of this Road was the military one. I believe the first and most important should have been had from a commcrciai point of view, not at the same time loos- ing ght of our mLiiitary interest^, and it is quite a fair and alt( other .just couclusipn to arrive at that, as the Road was to be Intercolonial if its location and Intercolonial in the post of its construQtion, it should (to fully carry out the prof)er,,,jirJncipleB of pur union) bo. Intercolonial in all its oommei'cial aavant^gep. And while Ont^rp and Quebec , wa^t^d to obtai^ a seaboard, and a Railwa)? thereto, it is quit/ei,competent to suppose th.it.the yaluo of such anacqui- - sitiop tq^i^i^Bi, ^Yculd, depend u^on the Railway being con- structed by the shortest, cheapest, a>id commercially con- sidered, the most advantageous route, to a seaport, open at all seasons of the year, and possessing the greatest advan- I A I, ti. • land the Russian 1 he be- e earth ire had t! good ; ery the id IQCiSt popii la- is , her .'easing. 3atness. wintei- e i)lain ic priu- obtain reasons (ink be- Missing '^ added Confe- Ldation. J Eeso- ember, t shall olonial nek to of rea- ) ration ne. I )n had e loos- ir and id was in the it the all its uebec ), it is icqiii- j con- con- en at Ivan- i' 11 tages for shipping to Europe and other parts of the world : but we need not spend our time in fruitless arguments, or useless regrets. The route of the Intercolonial Railway is fixed, and the one chosen is Major Robinson's, by the North Shore. There we sliall have it in all its sublime propor- tions, curving in and out, and wending its tortuous way along the extensive coast line, which it follows nearly its whole vast length. There it will be safe from any warlike ■ incursions by our neighbors from the United States, and ' quite safe from any foreign enemy six months in the year, - when the Gulf of St. Lawrence shall be frozen up, so that Gun Boats or other war vessels cannot enter, and when the •' Railwav shall l)e covered over with fifteen feet of i^now. Yet this is the route chosen, and instead cf its being so lo- cated a:^ to become that link which was to unite all our commercial interests, I believe it will fail in this respect and prove an expensive luxury to this Dominion for years to come. Some are still doubting its construction, but I think there is no room to doubt but that it will surely be built, and one very convincing proof of it is, that there is a gentleman deeply interested in it who never misses a link or a figic^e, especially where his own private interests are concerned. But whether or not, this gentleman possesses tliat self immolating spirit of pa- triotism, so beautifully and eloquently depicted from thi& platform a fevr evenings ago, a patriotism which would lead' _ him to advocate and assist in bringing about a healthy and even circulation of the commercial interests of this his na- tive Province, I hope we shall soon give him an opportunity of showing. As like causes produce like effects, a rule which is only varied by the extent and force of the cause, and as we have fully discovered that the location of any Railway will pro-- duce a Missing Link, it will not at all seem astonishing when I say, that the location of the Intercolonial Railway has pro- duced one, perhaps I might more properly say, has left one out, which was discovered more than a quarter of a century ago ; one, in the construction of which, the British Govern- ment was at otie time about to join, it being then deemed so necessary not only to these Colonies, but to the British Government : and if so necessary then, what must it be now when'this population atid trade cf these colonies has increased three foM ; it is the Great Nf>.tional Missitig Link in the Rail- ways of the Dominion, extending from Riviere du Loup, on the St. Lawrence, to Woodstock, on the St. John River, a. tlietance of 180 miles. This, Ladies and Gentlemen, is the Missing Link I promised to point out to you this evening, the one, the construction of which is so necessary to the welfare of this country ; the one which would unite the great commercial interests of this Dominion most eifectually, and open the great artery of trade through the heart of this country, through which, at each pulsation, the revivifying and reinvigorating flow of commerce would be. Kent to all parts of this Dominion, which mus^ now, unless steps are taken to prevent it, like the pent up waters of a stream, after whirling and eddying around, and finding do outlet, become .stagnant, and die within the bosom of its own hills. The Missing Link which would give to Ontario and Quebec, not only the shortest and cheapest outlet to the Atlantic Ocean, bnt the very best harbour for their commercial intercourse with Europe, in British America, of which I think I can fully convince you before I close this subject, but in doing no } shall have to resort to the principles of a proposition I ijave already laid down this evening, and obtain many of my proofs by comparison. l-» comparing the different Railway and Ocean routes, I shall assume that Montreal is the conmiercial centre of this Dominion, and Liverpool, England, that of Great Britain, between tiiese two commercial centres it is necessary to obtain the shortest, cheapest, and all things considered, the best route possible, I will therefore, in the first place, endea- vour to prove to you that the route from Montreal, via the Grand Trunk Railway to Riviere du Loup, thence to Grand Falls, thence to Woodstock and St. Andrews, thence to Liv- erpoul direct, so far exceeds in all its advantages any other route which can be obtained, that it might oe at once seen by Ontario and Quebec to be to their advantage, notwith- staading the construction of the Intercolonial Railway by the North Shore route, to give immediate attention and aid toward the construction of this road ; and in the second place, I shall attempt to show that the local advantages tc this country would be so great that no time should be lost in applying, not only to the Local Legislature, but to the General Parliament foi immediate assistance in carrying out this most important work. The first route I shall now introduce to you is one which has been brought in by Mr. Flemming as a side issue, in order to show all the advantages of the North Sliore route. In a point of land near Bathurst, extending out into the Gulf of St. Lawrence, he finds an indeutation, or bay, in the coast, which of 186' from tl of it aa inson i report is shoi Isle, tl than it Chann( thing, is vie\v pigan ] itself, " Grea in pro( againsi says: ' * amoun the pu I throng i " It is J used p the G during that ai sel, sh a larg( satisfi Harbc up a 1 thoroi vincei ful hi made be ol plete and a route the < will Moni From From Dii In, is the vening, to the he great Ily, and of this ivifying nt to all teps are am, after I, become Is. The ibec, not ic Ocean, ercourse ink I can in doing )osition I my of" my routes, I \re of this t Britain, Bssary to lered, the ce, endea- ,1, via the to Grand 30 to Liv- my other •nee seen notwitli- ilway by 1 and aid e second utages to Id be lost ut to the rying out ne which issue, in re route. the Gulf \he coast, 13 which he calls Great Shippigan Harbour, and in his report of 1864, recommends the building of 45 miles of Railway from the Intercolonial line to this harbour, and the adoption of it as a shipping port for Canada, provided the Major Rob- inson route be chosen for the Intercolonial, appending to his report a chart to illustrate his proposition that the distance is shorter to Liverpool via Shippigan, the Straits of Belle Isle, thence to InstrahuU, and down the North Channel, than it is via Halifax, Cape Race, Cape Clear, and the Irish Channel. Naw as a name, or the manner of spe^iking of a thing, has much to do, very often, with the' light' in which it is viewed. I must confess I think the name of " Great Ship- pigan Harbour '' has i een of more value than the harbour itself, or any virtue it may possess. In fact I consider *' Great Shippigan Harbour," " much ado about nothing," in proof of which I will take the liberty to quote Flemming against Flemming, from his report of 1864, in which he says : " A frontier route would accommodate the largest ' amount of local trade, and in the highest degree would serve the purposes of Canada in winter for an outlet for heavy through freight." Again, in referring to Shippigan, he says : " It is true that the Port on the Bay Chaleurs could only be used probably during seven or eight months in the year, as the Gulf of St. Lawrence cannot be considered navigable during i.he winter season." Now it is very well understood that any time at which this Port could be entered by a ves- sel, she could also go on to Quebec or Montreal, and make a large saving of expense to the shipper, therefore I am fully satisfied that the idea of utilizing the " Great Shippigan Harbour," is merely chimerical, and only made use of to fill up a report, and as I do not wish to deal in anything but thoroughly practical ideas this evening, and while I am con- vinced that all that has been written in favor of this wonder- ful harbour cannot be borne out by facts, and as the time made use of in proving or disproving anything which can be of no service when the point is gained would be com- pletely thrown away, I will therefore abandon it altogether, and any further comparisons I ma^ make w:ll be of the two routes, — one via the Intercolonial Railway and Halifax, the other via Grand Falls, Woodstock and St. Andrews. ] will now compare the distance by these two routes from Montreal to Liverpool. Milee. From Montreal to Liverpool Ti« the Intorcolonial Railroad and Haliiax, 32S] From Montreal to Lirerpoolvia Grand Fall«, Woodstock & St. Androwa, 3265 Difference in fhyor of (imnd Falls, Woodstock and St. Andrews, 1(L 1' It is a fact well undcrstoofl that heavy freight can be moved by water conveyance from 75 to 80 per cent, cheaper than by Railway. Hence the necessity for obtaining the shortest line to the Ocean possible, I will therefore compare these two lines, and see how they are situated in this respect. I Miles. From Montreal to Halifax via the Intercolonial Railway, 815 From Montreal to St. Andrews via Grand Falls and Woodstock, 570 Difference in favor of St. Andrews lloute, 23G With Great Britain, With other European Countries, With West India Islands and Soutli America, Total, On referring to statistics of Ontario and Quebec, I find that their trade, including imports and exports, exclusive of their lumber trade, in the year 1867, amounted to — Tons. 550,000 50,000 20,000 020,000 Of this it would be quite reasonable to claim one-fourth part to pass over a Railwav when constructed. Tons. One-fourth part of 020,000 tons, ' t^" 155,000 Also, I perceive that their importations of fish and fish oils from the Maritime Provinces, in 1867, amounted to 15,000 tons, of which I would claim one-half as Railway freight. , tf ■ . Tons. Onc-halfof 15,000 tons, ''''■' .if.;^r,'..> v.. • 7,500' European and West India freight, ' ''^'^i 155,000 r :■'■'■ T . v ♦. . ;'i ■' :■• -; *. . -Total, 102,000 , Now, I will make the average Ocean; freight on all des- ,* criptions of goods one-quarter of a cent per ton, per mile,,* which is high, and one cent per ton, per mile, by Railway, i which is low. I will now take the difierence in distance be- \ tween the North Shore and Halifax Route, and that yia ,< Grand Falls, Woodstock, and Si. Andrews, which is 286/ miles, and see what suoh a quantity of freight would amount to for that distance at these rates :' - 162,000 tons, '230 miles, at one cent per mHe,' • ■ 102,000 tons, 230 miles, at one-quarter Cent per mile. '<■■ i^382,320'00: ulti- i)5,580 00- Total amount saved to shippers by (JramJ Falls-,, Woo^lstock. :,,,.{* n . Qftd St. Andrews ,Houte, / .' ' ^ - - ■ ' '• '|286,T4'0 , W .^By these figures it may also be seen bow fruitle89«it,i8,t,(|/i suppose that any of the heavy freight of Ontario aiidf Quebec, ! TTf »1.J 'U i can be cheaper liog the jcompare respect. , 579 \c, I find [usive of Tons. 550,000 50,000 20,000 (320,000 le-fourth Tons. 155,000 and fish mted to Eaihvay ''"' 7,500 Tons. 7,50( 155,000 102,000 all des- er mile, lailway^ i ance be- t :liat yia is, 236. amount !2,320 00 '5,680 00 U •Uistd/ iuebeo,; 15 will ever pass over the Intercolonial Railway by the North Shore, to Halifax for shipment. On the other hand, as the dilierence in the sailing; distance from Liverpool to Halifax, or St. Andrews, is only 220 miles, which would make about from ten to twelve houis difference in a steamships time of passage, taking into account the many advantages the flrand Falls, Woodstock, and Saint Andrews route would possess over the North Shore and Halifax, in other respects, it is quite certain that a large share of the European travel would go by this route. By the above comparisons we find that St. Andrews, in I point of distance, has no peer, and as to its situation for 1 commercial purposes, it possesses the greatest advantages. ] As to the capacity and accommodation of its harbour, it is I suflScient for the trade of the whole Dominion; open at all # seasons of the year ; the nearest port in the Dominion to the ' West India Islands, lying in the great ship channel to Europe, for you will understand that no matter what Atlantic port a ship sails iVom to Europe, whether Portland, Boston, New York, or any other, they all sail for Cape Race, and thence onward to their port of destination, consequently this is the great highway for ships to Europe, with tlic exception of those that go up the St. Lawrence to Quebec and Montreal. For the few months in the year that they can enter the St. Lawrence, they pass through the Straits of Belle Isle along the coast of Labrador, within hailing distance of the country of eternal snows, and take their chance among the floating ice from the Northern Ocean ; but by Cane Kace no such danger* is encountered, the vesser Rails along in the Gulf Stream which pours out ff(;)m under the equator, against the Bri'tfish Isles, repelling the incursions of Iceberg;?, and bring- ing' Hvith it the softening influence of the breath of 'tile Toi:-^ rid Zone.*'' * '■""":■ ■ '■ ' ■ '"• ' ■ ''■■ ' '" :'•; I 'think I have /ully shown to yoti that the supplying thd" Missing Link will give to Oaiiada thq shortest, chpapesf , and in eVeVy way the most advantageous Highway f6r her com- merce to Europti, which she can' obtain -within the tei'Htory oftheDominibm \ "'\ ' ' ■ ' ' ■ '* ' ' Let trs now consider its Idcafiyearirf^tihd effect upoiimore than t-^o-thirds of the pot)ulation and trade of this Prbvirice. and'itTdoing sd -v^ill dom^tire'the route via the jEuropc^an and Notth American,' and Ihtetcolonial Railways (utideV the namfe /of the Ihtercbl6nia|), with the' route Tia Woodstock and Gj^hd' Palls ti) Rivret0 du Loup, which I shall desigii9.te the' l^bod^tock'arid'Griirid Falls Rdiite. , Knllff^.a^lMUMt IG St. John to Montreal vi:i the Intercolonial, St. John to Montreal via Woodstock and (jrand FalL*, Difference in favor of Wftodstock and (irand Fall», Frcdcricton to Montreal via the Intercolonial, Fredcricton to Montreal via Woodstock and Grand Falls, Difference in favor of Woodstock and (Jrand Falls, St. .Vndrcws to Montreal via the Intercolonial, St. Andrews to Montreal via Woodstock and (.Jrand Falls, Difference in favor of AVoodstock and (irand Falls, St. Stephen to Montreal via the Intercolonial, St. Stephen to Montreal via Woodstock and CJrand Falls, Difference in favor of Woodstock and Grand Falls, Woodstock to Montreal via the Intercolonial, Woodstock to Montreal via Grand Falls, Difference in favor of Woodstock and Grand Falls, Miles. 761 GIH ' 143 Miles. H2Cy 229 Miles. 885 579 3oa Miles. 87r) r)09 30(> Miles. 894 48G 40R And as for the vast amount of tracie and resources, devel- oped and undeveloped, on the St. John River above Wood- Stock, not only in this Province, but the State of Maine, which would be convened and promoted by this Railway, no words of mine, that I could employ, would give you a better idea of the great benefit this Railway would be to this par- ticular section of country than those made use of by Mr. Flemming, in reference to this matter, in his report of 1864, which reads thus : " A Railway from Riviere du Loup, through this section, would enable provisions for consump- tion in the lumbering districts, not only in New Brunswick, but also of Maine, to be brought in direct from Canada, and thus greatly tend to develop the industry and resources of these regions. At the present time Canadian Flour may be seen within sixty miles of the St. Lawrence, after having been transported in the first place to New York, or Portland, then shipped to St. John, and floated up the River in steam- ers and fiatboats, this trade would manifestly be changed by the construction of the Intercolonial Tlailwav by a frontier route, to the. advantage of the lumbering interests, and the traffic resulting therefrom would form an item in the Heve- nue of the contemplated work." I will now proceed to compare the population and trade of the two sections of this» Province affected by these two Miles. : 761 GIK ' 143 Miles. V 597 221) MileH. 88;-) ' 579 ' r30& Miles. , 1375 569 306 Mi lew. 894 480 408 I IT fenterprises ; and in doing sO will give thfe names and popu* lation of the several Counties through which the two routes lie, allowing three per cent, for the annual increase in th© population since 1861. WOODBTOCK ANP eilAND I-AI-L8 ROl'TE. Cotmtics. Population. 30,000 Charlotte, . Saint John, - 03,000 King's, - 30,000 QuMn'e, . 17,000 Sunbury, - 8,000 York, - 30,000 Ufirleton, * m 21,000 Victoria, J iind Grand Falls Route, 10,000 Total WoodPtoe 209,000 IMERC0I.0MAL ROUXE. Cvunties. Populalinn.. Restigonche, -■ - 0,000 G'louccHtcr, - - 19,000 Ncrthumberlfind, - . 24,000 Kent, - - 20,000 Westmorland, - - 32,000 Albert, ial lloute, - 12,000 Total IntereoloD 113,000 Difference in ikvor of Woodstock and Grand Falls Koutc, 096,000 And as the bueinesH of a country can be judged somewhat by the extent of its oentree of trade, 1 will now compare the population of the principal market towns in these two sections of tb« Province. Population, 51,000 15,000 Woodstock and Grand Fulls iioute, Intercolonial Route, Difference in favor of Woodstock and Grand Fails Route, 30,000 The total value of imports and exports of the Counties through which thcHc lines would pass, in 1866, (the year before the Confederation of th© Provin«eB-*-confiequent]y not affected by it) amounted to- Total value of Imports Woodstock and Grand Falls Route, .§8, 883, 989 00 Total Value of Exports Woodsfiock and Grand Falls Route, 4,088,144 00 Total Woodstock and Grand Falls Route, Total value of Imports Intercolonial Route, $1,110,805 00 Total value of Exports Intercolonial Route, 1,085,558 00 Total Intercolonial Route. $13,572,133 e§ 2,802,363 0§ ^iffBrenoe in favor WoodBtock and Grand Falls Route, $10,769,770 00 Til* Dfitfeii coUtfiKl ob t>be Impoiti and Exports of the Counties throtigH 18 : '■ which thcBO lines would pass, including tho Railway iittpoet, in the yew IHCO, amounted to — Tottil Import Duties collected Wntoek and (irand Falls Route. $930,070 90 Total I'iX])ort Duties collected Wntock and (Jrand Falls Route, -^4,147 <)7 Total Woodstock and (irand Fallo Route, $975,118 .')7 Total ImiKjrt Duties collected Intercolonial Route, ,$102,038 77 Total Kxport Duties collected Intercolonial Route, 21,-')3.') 10 Total Intercolonial Route, - - • 124,173 87 Jklance in favor of Woodetock and (irand Falls Route, $850,944 70 Yet these stntieticH arc insuflicient to shew mattcre in their true light, inttB- iiiuch as either line would afford equal advantages to the Couutics of Wcet- niorland and Albert, wliich you will readily understand from the fact that the distances from Montreal are about ecjual from Moncton, Shcdiac, Hills- horough, Harvey, Dorchester, and Sackville, by either route, yet the cli- matic, and other differences to these Counties, mus*- eventually turn the Hculc weightily, in favor of the Woodstock and Grand Fulls Route. Taking these matters into consideration, the true position of this Prov- ince, in connection with these two Routes, would appear to be : First, the section of the Province equally benefitted by cither Route. Counties. Population. Westmorland. - - - 32,000 Albert, - - - 12,000 Total, - - 44,000 Secondly, the section of the Province only benefitted by the Intercolonial Route. Counties. Population. Rcstigouchc, - - - 6,000 Gloucester, - . - - - PJ,000 Northumberland. - - - 24,000 Kent, - - - 20,000 Total, - . 09,000 And thirdly, that section which cannot, in the smallest degree, be bene- fitted by the Intercolonial Railway by the North Shore. Counties. PopulaLon. Charlotte, - - - - 30,000 St. John, - - ... 63,000 King's, - - . . 30,000 Queen's, . - . . 17,000 Sunbury, .... 8,000 York, .... 30,000 Carlctou, - - - - 21,000 Victoria, - - - - 10,000 Total, - - 209,000 Now we have tlie fact before us, quite plainly, that while 69,000 inhabitants of this Province alone are benefitted by the construction of the Intercolonial Raihrayby the North Shore, 209,000 would be benefitted by the Woodstock ind i |o year iro 90 18 57 ra 87 'rov- i 19 Orand Falk Route, and who must — until this Missinj^ Link of 180 miloe, from Riviore du Loup to Woodstock, is con- structed — &&ek in a foreign country what they fail to obtain in their o\vn, \'iz : the moans of commercial intercourse w'th Ontario and Quebec. In other words, while the construc- tion of the Intercolonial Railway, by the North Shore, cn.i onlv benefit, in the least degree, one-fifth of the population. ana one-eiglith of the trade of this Province, the shorter Route, via Woodstock and Grand Falls, would afford greater facilities for European and Liternational intercourse, great !\ benefit two-tliirds of the population and four-fifths of tiir trade ; servo the interests of Westmorland and Alberr Counties, as well, and advance the commercial prosj)erity and promote the welfare of the whole Province, much bet- tor tiian any other Route. Wo would also, not only have the satisfaction, but profit, of holding our channels of locil trade within the borders of our own country. Leave this Missing Link out of the chain, and Avhat will be the result? would the Intercolonial Railway receive what traftic would naturally go by the Woodstock and Grand Falls Route, if built ? No ! The old channels of trade, via Portland and New York, would, if necessary, still be preferred. Rut there is still a more dangerous competitor than these spring- ing into existence in the United States, and bidding for the trade of this Province, with which the Intercolonial Road cannot have the remotest chance for successful competition. X refer to that portion of the European and North American Railway between St. John and Bangor, which, judging by the progress already made in its construction, ere two years more passes by, will allow trains, carrying the freight be- tween this Province an^ Ontario and Quebec, to tap the Grand Trunk 'J^ilway at Danville Junction, 28 miles out of Portland, and go thence directly to Montreal. This Route -will give us a connection with Montreal, which will be 34 miles shorter to the nearest seaport in the Province, or to its Junction with the New Brunswick and Canada Railway, than the shortest which can be obtained within the Domin- ion, and 216 miles shorter than by the Intercolonial, taking St. John for the seaport for the Intercolonial, and St. And- rew? for the United States Route. And DoWj Mr. President, Ladies and GentU nen, as I must nearly have exhausted your patience, I will crave that you inc^iilge me with your further attention Avhile I draw one iaj^§ qomparisoji in favor of the Missing Link, make one nwypr^Hiarfc qpo^ii, Its local advantages, offer some sugges- 20 i ioHB io rcfcrenc* (o tli« mimm to be taken 9o prooure !t, aatd any % fii# wordH ou the general isAuu and Imppy rcHulta ui' tho entorpriiift whMi attained, and then I ohall close. In drawing the coinparinon T hnvo just mentioned, I aball have to oall your attention to the Route of the Intercolonial Railway fornn inutant. f hold tiio opinion that liad the Intercolonial Railway Ijeou locitod and tinalljr eonstructed by the Frontier Route, the North would have r.^quired Railway extension from Shediuc aH liir North as DalhouHio, to serve their local intor- cstH and equalize the Hcalc of j'lHtioo in Railway raattera'in tlm l*rovinco, their Intercolonial communication by the (Julf and River 'St. I^awranee be- ing fully equal to their requirements in that respect, consequently all tiks money which will bo uHolosHly expended in the construction of this Road by tlie North Shore, will ))e for that portion from Dalhouaio to. Riviere du Loup, a distance of 187 miles, neven mileH longer tiian the MIbbIuj^ L'.nh, and will be vastly more expensive in ita construction, fori have no neslta- tion in sayinj^ that I think tlie construction of 40 milcH from the mouth of the xVIetai)edia up that River, will cost as much as the bringing and masoury would on the whole lino from \VoodBtock to Riviere du Loup. , Iji order to give you somo idea of the difficulty and expensive character of the work la getting a Railway up the Motapedia River, T will now. make a fowoxtractB from Mr. Flemming's Report of 1864 : " For a distance of 35 miles the Metapedia flows through a rooky gorge, with many twisttt and windings, between banks on both sides, varying from 500 to 800, feet in height. These Imnks are in many places very precipitous, and ris* immediately from the river's edge, but frequently there is a narrow, flat margin, ftivor- ably situated for a road or Railwuy." I will here, also, make a short ex- tract from Major Robinson's Report : " The hills on both sidea are high and steep, and come down, eithci on one side or the other, pretty close to the river's bank, and involve the necessity (in order to avoid curves of very small radius) of changing frequently from one side to the other. The rock, too, ia slaty and hard ; from this cause, 20 miles of this valley will prove expen- sive." Again, he says ; " About 14 bridges, of an average length of 120 to 150 yards, will bo required up this vaUey." Through this tromendouB gorge the Intercolonial Railway nas got to pass, if built by the North Shore. Again, Mr. Flemming says : '• At the second turn, knovm as ' Alick's El- bow,' it will bo necessary to throw the lino into th© River and across an Island, on a curve of 1430 feet radius." A most objectionable feature in Railway building, that of crossing long bridges or snarp curves. Again, Mr. Flemming says: "At a place called the ' Lewis Rocks,', the River takes several sudder twists, and it will be necessary either to form a tunnel through the Lewis Rocks. 1300 feet long, or divert th© River.". Again, he says : " Above this point, for about the third of a mile, the channel of th» River will require again to be changed. The works or excavation, for about a mile in length, in the neighborhood of the Lewis Rooks, will be unusually heavy." Within thirty -five miles of its mouth, the River is to be spanned nine times with wrought iron bridges. There will also be (going up this river) 9 miles of 30 feet, 7 miles of 40 feet, 2 3-4 miles of 50 feet, 6 miles of 52 feet, and 2 1-2 miles of GO feet grade per mile: Such a continuation of heavy grades, all ascending north, togetlier with its sharp curvature, can- not mil to make a very hard road. And now, in reference to the Route from Woodstock to Riviere du Loup, I would say that had it been chosoB for the Intercolonial Railway in preference to the Route from Riviere du Loup to Dalhousie, it must have afforded a saving of at least $3,000»000, and the interests of the Dominion, both local and general, would have boon better served. From Wpodstock to Qnni Fall* im9 l^nt^ hwf^ \mn ad- St. 1 lirnnJ, lotor- iuco, if> bo- ll tljc Road rodu i I, »iM utt th« oHHtfrn ami the other on tho western eido of the Riyor St. John ; and whilo the one on the enBtorn hide — located, ns has been «ug- jjtited, Ko as to crona the Tobicjuo Kivcr at the point choPtsn by the late Mr. flartley, and Mr. Buek, in thoir ((xploratorysurvfy for the Route of the In- tercolonial Railway — would convene the most roiiioto dintrictH in theCounty wf Carletou, ojion up for flettlement in the CounticH of Victoria and Carloton a Urgo body of the finent land for ngri( ultiniil purpoHcH in the ProTinoo, and advance the interoHts of th*' Tuhiijuo n{:!;riciiIturHi and niinin/i; difltricts ; yet the Route on the woHtern side of tho jivor would p«jh«cP8 the advantaji^o ef being aomo twenty mileH Hliortcr tlian too one on the eastern side, would bo nmoTi cheaper and more eaRily con.itructod, on aooonnt of its near proxi- Jnity to the River St. John, which can !• ) utilized for carrying heavy mate- rial and Bupplios ihroughout tlio largest part of tho distance to bo oon- struoted. By crossing the Rivi r .^t. John at tho (irand Fulls would save an impoitaat ii^sm in the exponso of bridging ; would pass up the valley of the St, John Rivor one iiundr^d and eleven miles, through one of tho richest agricultural districte in tlie Dommiuri, '^^^nsely populateil ; passing through ftU the principal centres of trac'.c tln-oughout this rich nnd extensive district of country, wnich, coupled with tlic liict U:i:t it will be so convenient <-n tho border of the State of Maine, whore it passes the rich vallioB of the Presque lile and Restook Rivern, and would no doubt secure all the caiTying trade «f this northern portion of the State, will give to this entorprize a prospect of local traflio which has never '>efore been promised to any similar under- taking in this Dominion. It would also pass through tho exteneivo bed of iron ore in the Counties of (.'arleton and Victoria, which must soon become a matter of interest to tho people of this Dominion, for, wlien wc consider that, in these Counties is lying an inexaustible suppl}"- of this valuable metal, so superior in its quality, and in the means for manufacturing it, that it can — with the present insuflicieut mode of tmnsportation — be sold in English and American markets nt a good profit to tho manufacturer. We must therefore be convinced that at no very distant day this iron will pnove to bo to the Dominion what the iron mines of Old England has been to her— her wealth, her bulwark of defence, and the foundation of hor maritime superiority and greatness. Open up this vast source of material 'W«alth,bya Railway, and soon the " Iron Horse " will be prancing through- out the length and oreadth of this Dominion. Yea, the Vallics of Red River, the Sascatchcwan, and distant ColumI)ia will resound with his neigh- ing and snorting while he will be treading a substantial pathway manufac- ture from the mines of Victoria and Carleton ; our sails will whiten every sea, wnfling the merchandize of this young and vigorous Empire to every nation and people in the habitable earth, in ships monufiictnred from the products of these extensive and most important mines, whilst floating walls of the same material shall defend our comnufrce, our country, our laws, our homes and liresidcs, causing our foes to tremble and our friends to admire and respect. This Railway v^ould also pass along at tho very door of the Woodstock Iron Works. And here permit mo to say, that this v, luable piece of industry should at once engage the attention of the legislators and people of this County, as I am informed by the proprietor of these works, that his supply of coal is becoming very precarious, on account of roadsnot having yet been extended far cn(ai^ i into wooded land.*, in the vicinity, to enable him to obtain a sufficient quantity ; and I would add, that while yon are offering large sums of money to induce the establishing of Factories and ether enterprises, don't let thi'? most important one die in your midst, and that by the too miserly grip of the public hand. The propiietor of these Iron Works, I have been told, has, oy his superior business tact and abili- fies, brought this enterprise from a yerj? doubtfiil condition up to ild present \ paying state ; and now, pending the construction of this Railway, which will open up to him an almost inexaustablc supply of hardwood, it would l)e a small matter fo- the LegiHlaturc to nmke a grant of $5,000 or ,$G,00<J to open up roads on the eastern side oi' the River St. John, sufficient to af- ford him a supplv for a few years, when, at the same time, it would be opening up that part of the country for settlement ; for, allow we here to say that those Iron AVorko, apart from the great- local benefit which they now are, and will continue to be, if carried on successftiUy, do now, and will continue to form rt) important item in the traffic on your Railway . f, The question might bo asked % some, why not adopt the scuthern Cen- tral Route from Riviere du Loup io Fredoricton ? The reasons I shall give for not recommending thb choice of tins route, in addition to those I have alropOy mentioned, are many and obvious. This route would pass, very nearly the whole disl^in'^o, through an unb:okon forest, with the exception of 38 miles from the Grand Falls > Ednnndston, consequently very little local traffic might be expected for a numl)or of years after the construction of the road. The location would be remote from turnpike roads, water, or other means of conveyance, tlioreforc nmch more expensive of cout, uction than the * ' Frontier Konte. ' ' The entire distance to be constructetl would be greater by about fifty miles than by the " Frontier Route," the bridging of the River St. John at Fredericton would be much more oxjy^nsive than at the Grand Falls, where the '• i'l-ontier Route " would orofs. If the construction of this road is practical at all — which there is still some doubts about — the grades wonld 1)0 heavier and the engineering difficulties greater than by the *♦ Frontier Route." 1 3 And, finally, as the military demand has been satisfied by the selection ol' the North Shore of the Province for the route of the Intercolonial Railway, is it not fair to ask that justice might be done to the commercial interests of the Province, by budding another Rnilwaj on the Frontier, which will advance and pi'omote the interests of all the principal business centres of this country, and if necessitv should ever demand it — which I sincerely trust will never be the case— it might be rendered useful for military pur- poses also, while the Intercolonial Railway would be employed, in carrying soldiers to our " rear," the St. Andrcwn, Woodstock and Riviere du Lpup Railway wouUl 1x5 useful in bringing thc-u\ to the " front," where a British soldier ever wishes to stand when dolondiug his country. And now let us consider, for a few moments only, the position of the City of Quebec in Railway matters. On reference to any Railway Map you will see that all the trade from this Province, which passes through the United States to Canada, will go directly to Montreal. The Qu'lioc Legis- lature, at its last session, had under consideration (I liave underatood) a scheme f >r building a Railway up tlic Chaudiere River to connect with the Amarican lines at Moose Head Lake, no doul)t chiefly to obviate th" diffi- culty. But another Line is directly talkc-4 of from Moose Head Lake to Riehiuond, which would, if built, make the route more direct to Montreal, and shorten the distance iVom Bangor to Montreal a)x)ut 100 miles, which would thoroughly neutralize the benefits QueWc might hope to receive from her Chaudiere Scheme. Now the only course left for the City of Quebec to pursue is to join us at once in the advocacy of the construction of the shorte;* Provincial lino to Woodstock, and give us the full benefit of her force and influence, and when it iu accomplished she cannot fail to secure the first chance of all the lower Provincial trade as a local benefit, besides en joy in/; in common with the whole of Quebec and Ontario the great general advantagen which will be derived froiu the iraprovemcait iq , their facilities for European C9fl»merqe. shal itki cial be its{ vh ma Stai / ly, which it would ent to af- would bo e here to rich they now, and I way. era Con- 'hall give io I have asa, very ■xception pry little Jtruction vater, or > uction out fifty St. John d Falls, his road Bswooid Frontier tion of Railway, iaterestB lich will lutres of incorely try pur- arrying u Loujp British oi* the y Map igh the Legifi- k)od) a th the difii- akc to ntreal, which from i U8 at ino to when lower 'h the iU be eroe. But how is this all to be effected, and every interested portion of the Domi- nion to be awakened to a proper sense of their duty m carrying forward thiB great entcrpriee. Daniel O'Connell Ih sa'd once to have remarked, that only tiirce things were necessary in effecting any important public un- dertaking: the firf*wa8!»git-ition ; the second was agitation ; and the third was agitation ; ana now let us agitate this matter immediately, until wc shall snake this Dominion from the centre to its circumference, let us make it known that a great ^^Tong is about to be perpetrated agsvinst the commer- cial efforts of this young country. The biting frost of neglect is about to be let fall upon it, to nip its tender off-shoots, and thereby dwarf and stint it«gra"vth. And when this cil comes to be made known, no matter by vhat cause it may have been produced, whether by force of circumstances, mal-administration, or sheer neglect, and no matter whether by State or Statesman, I have unbounded confidence that full reparation will be made, a course vrhich has ever been pu'-sucd by civilized and enlightened nations, countries and individuals, a fact which I have before called to your minus this evening. Let us summon all (mt forces and move forward in one solid phalanx, let us rouse St. John from her sluoiberH, and bring her to a reali- i nation of her duty in this matter. AVe shall no doubt have King's, Queen's, and Sunbury by our side ; and Old York, ever true to her very appropriate ' motto " Vestigia Nulla Retrorsum," will take no steps backward when called upon io aid in this important enterprise. And where, I would ask, |, will St. Andrews l)c, and wnat part will slie take in this contest? Those ' enterprising men of that Town who took the field in 1835, as I before re- marked, have passed away, but wc had a striking evidence of their progres- eive spirit resting upon those Avho have succeeded them. When the bugle I soundfed a few weeks ago, in this Town, in the Railway cause, we found I thfc men of St. Andrews ready to rush to the outset, and their tongues gave I no false report, but they reasoned on all subjects touching the matter at ie- 1 sue, like true and faithful allies. ,1 St. Sttspben has proved herself valorous also in Railway matters, and has ■^§ rendered important and substantial aid in supplying onr Mining Links. I She will, DO doubt, nobly come to the front when the Missing Link of all 1 others in our great Railway system is about to be supplied. In short, wc may expect the whole force of CharloH,c CV >inty to be given to it. ;< '^Vooostock, true to her progressive spirit, is far advanced in the path of her duty, and no doubt will do such good service in the cause that she will not be poised by unnoticed when the laurels are dealt out to the victors. In fact the interests of the whole of Carleton County is so identified with this enterprise, that I hope her wliole force and influence may bo extended to it. And las*', but not least, comes Victoria, bearing the name of our beloved Sovereign ; and, like her, she is in this matter " instant in season and out of eeaeon," ordering herself virtuously. At the late public meeting at Grand Falls they eeem to have taken prompt and decibivo steps, and they all in the right direction. Let all the Counties interested do as Victoria hae done, call upon, not only their representatives in the liocal Legislature, but in the general Parliament at Ottawa, to make use of every means in their power to obtain suflBcieut force for tho construction of this Road. Let each County give her Representatives to understand that, this is an im- portant trust committed to their keeping, and they must Ixjwarc how they keep it ; and give them to uudcrstand also, that no feeling of political op- poiition to existing Governments, or any private politic ,1 feeling or desire for personal emolument #r advantage, shall Im; allowed to arise on their part, to mar their influence, for the best interests of the people of this Do- minion are at utake in this matter, and thu people will hold them accouni- ,_,-..,.. j(;3 able for thcli a6tt!. If they take this course, and 6ur RoptAeeiitatWeft ift the dififeront AdminiBtrationB do not give them such coneideration p« the case demands then let the accountability rest upon the guilty party. But whore is Ontario and Quebec in this matter, where the Citiefi of Quebec and Montreal, aad where ie a Ritchie, a Dunecomb, a Stephens, a Patterson, a Pemberton, and a Walker? who so nobly came fonvard in 1835 and bore an active and an "blc part in this very enterprise. Have they, liko their aesociatcs in St. Andrews, been called from this stage of ac- action? If so, have their mantles not fallen upon their succeseors? and do they not viev? the advantages to arise from this Road from the same stond point that their predecessors did ? St. Andrews harbt is just as capacious, possesses as many ^ood qualities, and lies in the same geographical position that it did then. Tlie necessity exists for the construction of the Railway the same now as then, only that it has increased four fold, while the diflS- culties to bo overcome has been decreased by the construction of that portion of the Road from Quebec to Riviere du jjoup, 120 miles ; and also, that portion from St. Andrews to Woodstock, 93 miles, in all 213 miles, leavinjr only 180 miles to construct instc;ad of 4(K> miles, as was the case then. No ! Mr. President, Ladies and Gentlemen, tlie spirit of enterpriw exhib- ited in 'Jan&dii, in behalf of this un'lfrtakin^, in 1835, is not dead, bat only lying dormant and wants bat a word to arouse it into action again ; and taking for a guide for our imagination what the little city of Bangor, with its population of but 17,000, haa done towards the construction oi the 200 miles of Railway from that City to St. John, wo would, I think, re&dilybe brought to tho conclusion that when these three great cities, Montreal, with her population of 127,000, Quebec G5,000, and St. John 37,000, could g«t their forces concentrated and brought to bear on this 180 miles th« con- struction of it would be at once rendered a certainty, and I have no doubt when the subject is agitated again in Quebec and Ontario, we shall gee their influence and aid. And when this groat work is accomplished, and all the great commercial advantages arising from it are being felt and appreciated, we can also offer to pleasure seekers a pleasant relaxation from businoes by a trip to the ^cacoast, for I know of no place in British America, so well calculated by nature for a watering place as St. Andrews ; its scenery is varied and magnificent ; its waters are clear and pure ; and it is not troubled as much with disagreeable fogs as many places are. Hence the Ontorian woald find scenery so novel and grand to his view that he would b« forced to 'admit that it was a sufficient offaet against the roar and grand«ni of OW Niagara. : .-.-""^^l^'^lrC^-*-*-^ ^4 f^»Jfi « t , f^ - '-- r" V .■'■3>' *