IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 1.25 m ',50 m ill m 1.4 1.6 Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. )4S&0 (716) 872-4503 S. ^^ \ iV :\ \ % .V %^^\. w 6^ Ltf ■^\^ *"' A hs ^ J h ) ^^ ) ^/9 5 lV CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut canadien de microreproductions historiques Technical and Bibliographic Notes/Notes techniques et bibliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. L'Institut a microfilm^ le meilleur exemplaire qu'il lui a 6t6 possible de se procurer. Les details de cet exemplaire qui sont peut-§tre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mdthode normale de filmage sont indiqu6s ci-dessous. Coloured covers/ Couverture de couleur I I Covers damaged/ D D D D D Couverture endommagde Covers restored and/or laminated/ Couverture restaur6e et/ou pellicul6e I I Cover title missing/ Le titre de couverture manque □ Coloured maps/ Cartes gdographiques en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur Bound with other material/ Reli6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La reliure serr6e peut causer de I'ombre ou de la distortion le long de la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout6es lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 film^es. D D G D D D D Coloured pages/ Pages de couleur Pages damaged/ Pages endommagdes Pages restored and/or laminated/ Pagbs restaurdes et/ou pellicul6es Pages discoloured, stained or foxed/ Pages ddcolordes, tachetdes ou piqu6es Pages detached/ F-agi;a» d6tach6es fjhowthrough/ Transparence Quality of print varies/ Quality indgale de I'impression Includes supplementary material/ Comprend du materiel supplementaire I — I Only edition available/ Seule Edition disponible Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont 6X6 filmdes d nouveau de fapon d obtenir la meilleure image possible. D Additional comments:/ Commentaires suppl#mentaires: This item is filmed at the reduction ratio checked below/ Ce document est film6 au taux de reduction indiqu6 ci-dessous. 10X 14X 18X 22X 26X 30X y 12X 16X 20X 24X 28X 32X i itails s du lodifier r une Image The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. L'exemplaire film6 fut reproduit grAce A la ginirositA de: La bibliothdque des Archives publiques du Canada Lsb images suivantes ont 6t6 reproduites avec le ;;:lus grand soin, compte tenu de la condition et de la nettet6 de l'exemplaire film6, et en conformity avec ler conditions du contrat de filmage. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol ^»> (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc.. may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les exemplaires originaux dont la couverture en papier est imprimte sont film6s en commenpant par le premier plat et en terminant soit par la dernidre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, salon le cas. Tous les autres exemplaires originaux sont film6s en commenpant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la derniftre page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la dsrnidre image de chaque microfiche, selon le cas: le symbols — ► signifie "A SUIVRE ". le symbols V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6. il est film6 d partir de I'angle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la m6thode. arrata to pelure, >n d n 32X 1 2 3 1 2 3 4 5 6 REPORT ON PIOTOU RAILWAY. Halifax, June 2l3t, 1867. SlR,- Your teler^ram of the 22nd April, addressed to me at New York, requesting vr,e to inspect and report on the Pictou Railway, was duly received, anfi as soon thereafter as my engagements would permit, I repaired to Halifax, whore I received your letter of instructions, of which the following is a copy : — Provincial Secretary's Office, HaVfax, \Uh May\ 1867. Sir, — I have it in command from His Excellency the Lieutenant-Governor to request you to examine and report upon the Pictou Railway. That work is being constructed under a contract with Sandford Fleming, C. E., a copy of which is herewith enclosed, together with letters and correspondence relating thereto. His Excellency desires you to make such an examination of that work as will enable you to report efficiently upon the character of the line as a first-class road, and to inform yourself fully as to the manner in which the contract made by Mr. Fleming has been fulfilled. The Railway Department will furnish you with all the information you may require in conducting this investigation. I have the honor to be, Sir, A. C. Morten, Esq., C. E. Your obedient servant, CHARLES TUPPER. In compliance with these instructions, I have the honor to report that, I have passed over the line of this Railway, accompanied by the Chief Engineer of the Province, Alexander MacNab, Esquire, and his Chief Assistant Engineer, W. H. Tremain, Esquire, and carefully examined the line of location, and every structure on the whole road, and received from these Gentlemen, on the ground, a full description of the nature of the ground occupied as the site of each structure, the character of the foundation, and every particular connected with the several structures, and the objects they are intended to subserve. Previous to this, the contract of Mr. Fleming, the profile of the line, and the working plans of mechanical structures were submitted for my exanaination for reference and comparison with the works executed. The location of the road and the specifications and plans were made by Mr. Fleming, as Chief Engineer, in the reasonable expectation that his official relation to the work would continue the same to its completion, and that the works would be carried forward and completed by other contractors under hia general supervision. ■ PICTOU RAILWAY. The specifications arc drawn in much detail, the mann"-r of performing the various kinds of work fully described, and the greatest care and precaution required for securing the works against contingencies incident to the character of the country through which the roau was to be built, the severe frosts of this climate, and the whole contemplates and provides for a road of a superior and permanent character in all its parts. The line was divided into ten sections, of about five miles in length each, and placed under contract to several firms of contractors. All the contracts for sections, numbers one and ten excepted, were dated December 31st, 1864, and included the grading and masonry of the whole line. The Chief Engineer, Mr. Fleming, reported on the 26th of October, 1865, that " one-half of the conti'act terms for eight of the sections (Nos. 2 to 9 in- clusive) had expired on the first of that month. The term within which the works on the other two sections (Nos. 1 and 10) had to be completed, expired, the one on the 1st June, the other (No. 10) on the 1st July last" (preceding). That the amount of woi*k finished (at the date of that report) Avas only about 1*1 of the masonry, 4 of the excavation, and J of the total haul of materials in excavation. In view of the slow progress made by the contractors with their works, the Government on the 28th October, 1865, called upon Mr. Fleming for his views as to the measures to be adopted to ensure the completion of the road for traffic by the 1st day of May, 1867. On the 30th of October Mr. Fleming submitted a plan of operations specify- ing in detail the measures to be adopted, in the carrying out of which he expressed much confidence of being able to meet the wishes of the Government in reference to the time of opening the road for traffic. This plan was adopted by the Government, and Mr. Fleming notified of the same on the 31st October, 1865. Under this arrangement the work was continued up to the month of January following, when, owing to some existing difficulties in the mode of making the payment, it was deemed important to embrace the whole line in one contract, and Mr. Fleming, at the request of the Government, assumed the responsibility of personally carrying out all the works ; and the specifications prepared for the original contracts, and other provisions for the prompt com- pletion of the works, and the opening of the whole line for traffic by the end of May, 1867, were adopted as the basis of the contract of Mr. Fleming, which was executed the 10th day Januaiy, 1866. By this contract Mr. Fleming was required to perform in about sixteen months the then remaining portion of the grading and masonry, and a large additional amount of other work, such as procuring the rails, fastenings, and sleepers for the whole line ; to ballast the road-bed ; to erect the superstructure of all the bridges ; to lay the track and sidings ; to furnish a steam ferry-boat ; to build a landing wharf at the town of Pictou, a wharf at Fisher's grant for receiving and discharging freight and the accommodation of passengers ; to erect way and terminal station buildings for freight and passengers, including Engine house. Turning table. Tank houses, Water servicia, and Wood or Coal sheds at the points required. This is a brief outline of the requirements of the contract of Mr. Fleming. GENERAL OBSERVATIONS. The Topographical and Geological formation of the country through which it is proposed to locate a public work of the character of the one now under consideration, usually forms the first study and investigation of the Engineer ; and it is the general conformation of the line and gradients, to the physical character of the country, and the adaptation of the plans of construction to the whole, as well as to the peculiar features and requirements of each locality, which forms and establishes the cost of construction and the characteristics of the road. Mx\V^ 1. PICTOU RAILWAY. A careful examination of the location of this road and its structures has led to the conclusion that the nature of the country has been thoroughly studied by the Engineer, and his plans for the disposal of sudden accumulation of surface water, and for ordinary drainage, are eflfective and commensurate with the wants of the countiy and stability of the road. LOCATION OF THE LINE OF ROAD. Leaving the Railway station at Truro the line follows up the valley of Salmon River, a distance of 103 miles to the confluence of Black River, thence up the valley of the latter stream nearly to its source where it crosses the dividing grounds between the latter stream and the upper waters of West River, a distance of 19J miles from Truro, which ground forms a subordinate summit designated " Londsburgh Summit," which is elevated 509 feet above tide water. From this point the line, continuing nn Easterly course, strikes a branch of West River, which it descends for a distance of about three miles ; thence it enters the valley of another branch of the same stream which it follows to its source where the highest ground crossed by the road is attained. This is known as " Gordon's Summit." It is elevated 562 feet above tide, and is situated about midway of the road. Descending Easterly from this summit the line strikes the head waters of middle River, here running through a deep ravine which the road crosses by a formidable embankment under which the stream is passed by a twelve feet arched culvert. Continuing in the same general direction, the line reaches the West branch of East River, which it follows to its confluence with the main stream, thence it continues down the valley of East River passing the village of Hopewell, the Acadian and Albion Mines, and crosses to the east side of the river at the town of New Glasgow, thence passing through the town the line follows the east side of the river to the terminus on Pictou harbor at a point opposite the town of Pictou. The total length of the road is 51.12 miles. The following tabular statement exhibits the linear arrangement of the road : — Character of Alignment. Length in Miles. Tangents 27.13 Curves under 1° .76 Curves between 1° and 2° 6.67 (( (( 2° '< 3^ 4.99 « (( Oo (1 Ao 6.60 (( (( ^0 (( go 4.88 (( U go (( Qo 1.42 One curve of 6° 15' .17 Total.... 51.12 miles. The preceding statement shows that of the whole length of road 67 per cent. is either straight line or practically nearly equivalent to it ; which, considering the nature of the country, is an unusually favorable result, and ia evidence of care and skill on the part of the Engineer who located the road. . If n !;■• PICTOU RAILWAY. 'I The following is a condensed statement of the GRADIENTS OP THE ROAD. Denomination of a ride. ToUl length In Milet. LeTel. Aioendlnc Eutward. Aioendlng Wwtwtra. Level Under 10 feet per mile From 10 to 20 feet per mile " 20 to 30 " " 30 to 40 » " " 40 to 60 " " 50 to 60 " » " 60 to 65 » " '^ 66 to 67 J " " 6.57 4.73 3.11 3.37 1.99 4.47 7.03 0.31 1.96 1.66 2.28 0.96 1.99 7.46 2.57 0.77 Total miles 6.67 25.01 19.64 TOPOGRAPHY OF THE COUNTRY ALONG THE LINE OF THE ROAD. The valley of Salmon River, through which the road is located for a distance of lOi miles, is very marked in its topographical outlines. The upper portion of that part of this valley occupied by the road is narrow and winding, the sloping grounds forming its confines on either side are precipitous, irregular, and rocky, and are frequently broken and cut by deep ravines and sinuosities in the surface thus interposing obstacles which try the patience if not the skill of the Engineer, requiring increased expenditure for construction and liberal provision for drainage. There are here a succession of formidable cuttings and fillings which extend over nearly the whole of the 44th and 45th miles, reckoning the distance from Pictou. The cuttings ai'e through red sand stone rock, the materials from which are carried into embankments, which conse- quently are of the most substantial character and proof against injury from floods m Salmon River, which is here confined to a narrow valley, and occasion- ally infringes on the base of these embankments. The country contiguous to the valley is elevated, the slopes are more gentle, the soil apparently fertile, and although susceptible of cultivation, is not yet much improved. But descend- ing the valley and approaching Cobequid Bay, there is an entire change in the topographical aspect. The sloping grounds skirting the valley recede, and are lost in the undulating surface of the contiguous districts ; and the valley spreads out into a beautiful and fertile plain, on which is situated the flourish- ing town of Truro, and through which Salmon River meanders to its entrance into Cobequid Bay. Returning to the elevated section of the line which crosses from the valley of Black River to the waters of East River, and descending the valley of the latter stream the surface of the country is diversified with hills and valleys ; the high grounds are of moderate elevation, the slopes easy, the soil fertile, and the country generally in an advanced state of cultivation. This description applies to nearly all the country through which the road passes in the valley of East River. FORMATION OF THE ROAD-BED. The chief characteristics of the Engineering works connected with and form- ing the road-bed of this railway, are the heavy and expensive nature of the earth works, and the large number of mechanical structures. PICTOU RAILWAY. The prominent features of all these works are their permanent and substan- tial character, and their judicious adaption in plan and location to the necessities and requirements of the case — all combining in an eminent degree to secure and perpetuate the efficiency and stability of the road at a minimum cost hereafter for repairs and renewals. EARTHWORKS. The specification provides that the road-bed at sub-grade shall be 18 feet wide on embankments, 20 feet wide in side cuttings, and 22 feet wide in thorough cuttings. The requirements of the contract in this respect have been fully carried out on the whole line, and the only variations from these specified widths have been caused by the after action of frosts and severe storms on the slopes, causing in some places slides, and in others the running down of the earth materials which are partially dissolved and rendered unstable by the action of frosts and storms. The causes have in some instances lessened the top width of embankments and partially filled in a few of the cuttings at the foot of the slojies. The embankments are, however, being rapidly filled out to the specified width, and the soft materials washed into the cuttings are being removed, and the side drains opened by a large force of laborers, with steam power and earth cars. DRAINAGE. One of the essential features and requisites of a permanent road is thorough and effective drainage. A superior system of under- drain age was early design- ed and carried out in the construction of this road, the efficiency of Avhich is everywhere apparent on this line. Deep trenches were cut at the foot of slopes in cuttings and along the base of embankments, and through wet and sloping grounds along the road, and were filled in in a careful manner with poles and stone, which drains thus constructed, intercept, conduct and give free egress to the water. These drains throughout the whole road are efficiently performing the office for which they were designed. Another feature in the thorough system of under-drainage adopted for this road, consists of numerous longitudinal and cross drains through the use of sewer pipes. Cast iron pipes are also used to a great extent, and frequently substituted for small culverts of masonry. These are laid at such a slope as to carry ofi' the water more rapidly and efficiently than is possible through the use of ordinary small culverts of masonry. These iron and sewer drains are efifectually protected and secured from being undermined by proper foundations and by masonry at the ends. The sewer pipes are encased in a wooden box, which is filled in around the pipes with cement, and thus they are thoroughly protected and secured. Cast iron drains are especially well adapted for carry- ing off water from embankments along side hills, or sloping grounds, as they may be laid at any desired inclination along the natural slope of such grounds. The sewer drains or pipes vary from 6 to 15 inches in diameter, and the iron pipes are 24 inches in diameter. The aggregate length of the former laid on this line is 3,074 feet, and of the latter 2,064 feet. An unusual but effective mode of passing the waters of deep ravines under the road has been resorted to on this line with marked success, which is effected by the construction of tunnels through the rock, which in many instances forms the banks or sides of these ravines and deep gorges. These tunnels are commenced at the middle of the stream, and driven through the rock along the side of the ravine passing under the road, the portals of the tunnels being on opposite sides of the road at a suitable distance from the foot of the slope of the embankment, and the waters of the stream are diverted from the original channel and conducted through the tunnel, instead of passing them in the ordinary way through arched culverts under the embankments. This permitted solid embankments to be built across these deep ravines, and effectually removes the possibility of difficulty from defective masonry, > 6 PICTOU RAILWAY. fourulntions, which niiiy occur in structures usually adopted in such localities, and where a contiiij^ency of this charnctor is attenilcd with serious results. Tho adoption of these tunnel water v/ays, in this instance, was attended with doubly beneticial results, t'ot while this plan essentially contributed to the perniancnco and safety of the road, it also expedited its completion. Tho rock through which these tunnels were constructed proved self-sustaining in every instance except one, and this cxcejition is to be rendered safe and permanent by brick arching so far as it may be necessary. Of these tunnels there are live of eight feet openings, and one of twelve feet, and tlio total length of tunneling is 8b5) feet. MASONRY. Tho masonry on this lino, even to tho smallest structures, I havo carefully examined so far as it is practicable to do so after tho completion of the road. The masonry in many of the arch culverts was minutely examined by pass- ing through the whole length of the arch, with a view to detect any indication of settling or cracking of the walls ; and seldom havo I, in the course of my professional experience, examined such a great number of structures; without finding some important defects either in tho workmanship or tho character of the materials. On this line, I am free to say that tho masonry of all the structures is of an unusually superior character, and quite up to the requirements of tho contract. The stone arc either a compact tine-graind sand stone, or limestone of a superior quality, and the masonry of tho most important structures is mainly laid in English cement. There are on this line ft7 box or rectangular culverts, giving an aggregate length of this description of culvert of 4222 linear feet. Tho number of ai'ched culverts varying from 4 to 12 foot span is 27, having a total length of arch of 1727 feet. Of tho arched culverts, I may refer to one as worthy of special mention on account of the magnitude of the work, and the difficulties encountered in its construction. This culvert was constructed for tho i>assage of one of tho head waters of Middle River. It is 12 feet span, and sustains an embankment of 70 feet height. Owing to quick sands in tho bed of the stream, it became necessary to adopt a pile and concrete foundation upon which this whole struc- ture rests. The masonry is of a most superior character, and although it has been subjected to a severe tost from the rapidity with which the embankment was carried out, and the unstable nature of the earth of which tho embankment was necessarily formed, yet there is no visible defect in tho masonry, and tho whole remains perfect in every respect as at the day it was completed. Of open culverts and cattle guards there are 55, having an aggregate length of walls of 3144 feet. The piers and abutments of the larger bridges are of appropriate dimensions and symmetrical form, well suited to the purjioso for which they were designed ; tiie useful and the substantial being apparently the chief object, rather than the ornamental ; and the masonry is of the same superior character as that of the other structures. BRIDGE SUPERSTRUCTURE. A remarkable feature in this branch of construction on this lino is the universal use of iron, and the almost entire absence of pei'ishablo materials. On all bridges or openings exceeding 12 feet the track of the road is sustained by iron girders. Of iron girder bridges there are on this line two of 20 feet span, three of 24 feet sj)an, one of three spans of 40 feet each, and one of four spans of 79 feet each. The last two of the above mentioned bridges are the principal structures of this description on the road. The former or the smaller of the two carries the road over Calvary River, a tributary of Black River, and is composed of solid iron girders. The latter is at the crossing of East River, near New Glasgow, and is a lattice girder bridge on the plan of Warren's riCTOU RAILWAY. I'atoiit, and irf 325 fcot in longtli. Thoso bridgcH nro of thcMnost approved form, and well dosigned for .strength atid duraltilitv, having abundant provision to meet the oxtrenie.s of temperature in this eliniate. The la«t mentioned bridge is situated on a part of the lino where at an early date a double track will probably bo reciuired, and the masonry of this structure has been designed and constructed of the requisite dimensions for two tracks. This is a wise pro- vision which, hereafter, wlien a double track is horo re«iuired, will savo much expense and great inconvenience. TUACK OK THK ROAD. The sub-grado of the road, where fully prepared to receive the track, is covered with gravel *bnl last in quantity e(|ual to .'UXX) cubic yards per mile of road. In this ballast largo cross sleepers 1) foot long, and flattened on two sides to a thickness not less than six inches, are embedded and well consolidated at intervals which give eight sleepers to each rail of 21 feet length. The rail is of the usual T ])attern, weighing oG lbs. to the lineal yard, ad- justed on and iirnily secured to the cross sleepers by tlie ordinary clrw-headed spike, and also secured and hold in place at the joints of rails by a sin)i)le and ingenious steel scabbard fastening or connecting plate, which, when driven on, firmly gras])3 the base and stem of tho rail, up to tin "nder side of the top table, making a most cflfectivo and simple fastening, aii> insuring a perfect joint. The elastic nature of the material of which it is mado (spring steel of i inch thickness) insures a thorough adjustment of it to tiie form of the rail, bringing adjoining rails to a perfect line and level ■> i liout iiitcrpos'ag a hard unyielding substance like the heavy cast iron chair in genernl us<' diich seldom properly ii's I'le rail and which is so destructive of rsi.'. and machinery. Every wheel which j^asses over a defective joint gives a blosv to the end of tho rail, .arying in force and severity according to tho speed of the train and weight sustained by the wheel, causing a most unpleasant ipntion and clatter- ing noise. Tho ends of tho rails are soon battered and split by a constant succession of heavy blows, and tho more rigid and unyielding the subsLanco under the ends of the rails, the more rapid is the destruction of the rails and machinery. Iron upon stone, or iron upon iron, without tho interposition of a slightly yielding substance, in railway tracks is an error which has entailed an expense of many millions for repairs and renewals, and which is likely soon to be in a great measure corrected. Tho experience oven of tho Blacksmith has taught him tho absurdity of placing his anvil on a rock instead of a block of wood. An endless variety of railway joint fastenings have been invented and brought into use, but in most instances they ai'o either too complicated or too rigid. A fastening which is free from bolts, nuts, and wedges, is firm in its grasp of the rails, while it may be readily attached to the rail, and as readily removed — is slightly yielding while it is tenacious in its hold — combines the desiderata of a perfect joint fastening for railway track. The steel scabbai'd fastening joint invented and introduced on this road by Mr. Fleming, seems to meet all these requirements in a greater or less degree, and is a great advance on tho rude and complicated contrivances for this object in common use on railways. The perfection of a railway track is arrived at when its weak and rigid parts are so distributed as to give uniform and equable action, having no excessively rigid or yielding points, but all slightly yielding, yet firm in its resistance to unequal strain and weights brought upon it. A massive unyielding substance under the joint or any other pait of the rail, or a stone under a sleeper, produces mischievous action on the track. All these points have been demonstrated in the errors of past years by the use of stone blocks and stone sleepers on various railways, and m the use of piles in the first track on the Groat Western Railway, England, all of which proved a worse than useless expenditure, and had to be abandoned. The joints of the rails are supposed to be the weak points in railway tracks, and in strengthening and sustaining these, engineers have gone to extremes and have given the joint 8 PICTOU RAILWAY. an excess of strength and rigidity. As evidence of this, many of the best joint fastenings recently brought into use place the joint of the rails between the sleepers instead of on the sleepers, in order in part to obviate this objection. In connection with this most important subject, it affords me great satisfac- tion to state that in the introduction of the steel scabbard fastening for this road, an improvement has been made which bids fair to overcome difficulties which have occupied the minds of able railway men for many years. I regard the steel scabbard joint fastening an improvement in ohe right direction, the efficiency and utility of which for overcoming the radical defects of most other joint fastenings in ordinary use, can scarcely admit of a doubt ; and I shall not hesitate to recommend its adoption on any railway with which I may be connected. STATION BUILDINGS. The station buildings of this road consist of those required at the way stations and at the terminus at Pictou harbor. They are all of suitable design and dimensions for the accommodation of the business of the road at the respective localities where they are erected. There are five way-stations on this line, and they are designed for the accommodation of both freight and passenger business under one roof. This plan facilitates the convenient and economical dispatch of the local business of the road by one agent at each way-station, without the aid of an assistant. These buildings at all the way-stations, except at New Glasgow, are of wood, in size 30 x 60 feet, with stone foundations, and provided with passenger and freight rooms, ticket office, etc., and ample platforms between the buildings and the track of the road, which are sustained by and faced with substantial walls of masonry along the road. They are altogether well built with good materials and workmanship, and are to be well protected from decay. These buildings are erected at Riversdale, West River, Hopewell, Glengary, and one of this description is to be erected at the Albion Mines, for which the materials are prepared, and will be completed in a few weeks. The station building at New Glasgow, which is an important way-station, is superior in character and size to the others ; it is of stone, 30 x 90 feet, and is substantially completed. The design and interior arrangement are well calcu- lated to meet the wants of the business of the town and surrounding country, and in character and architectural appearance it is becoming and appropriate to the position it occupies, and to the town in which it is located. There is also to be a building at the town of Pictou of superior size and character (80 x 30 feet) . At Riversdale, Glengary and New Glasgow stations, tank-houses are erected. That at the Pictou terminus is yet to be erected, and also the wood and coal sheds at the several stations. All the water stations are supplied with water from unfailing sources, of sufficient head to be conducted through iron pipes to the requisite elevation at the stations, except at New Glasgow station, where a well has been sunk and the water is raised by steam-power. The tank-houses are of wood, well designed, and the wells constructed of three thicknesses of boards, with a felt lining interposed to guard against the effects of severe frosts ; to further guard against this, these buildings are provided with double doors and windows. That these stations should be supplied with water at the requisite elevation to conduct the water to the stations without the interposition of pumps and steam-power, is a valuable consideration, affecting the economy of operating and maintaining the road ; and while in some instances it is doubtful whether the course pursued by the contractor in securing this valuable advantage for the road, by conducting the supply of water through iron pipes laid in deep trenches for long distances, and protected against the severe frosts of this climate, has not been more expensive in first cost, yet it obviates a perpetual tax for this purpose upon the revenue of the road for all time to come, which otherwise would be unavoidable. PICTOU RAILWAY. 9 The buildings at the Pictou terminus are capacious and all that can be desired in character and design. A stone Engine house has been erected of convenient form, and of dimensions sufficient for the reception of six engines at a time, with a turn table in the centre of 45 feet diameter. This building is of the most substantial character, and of a form which covers the turn-table, which should be protected from snow storms and frost, and permits an enlargement hereafter at a comparatively small expense to accommodate 12 engines and aiford space for repair shop. The turn-table is constructed on the best plan now in use, and the wood is of pitch i)ine, well framed. The iron work and masonry are of appro'priate form and superior character, and the whole is of the requisite dimensions to receive and turn the largest class locomotive and tender by one operation. A wharf has been extended out to twenty-one feet water at low tide, with a frontage of ninety feet, and upon which at its outer extremity has been erected a freight house of ainple dimensions' to accommodate the traffic of the road, having tracks extended through it with wide platfori. is on either side. This building, the wharf, and the rail tracks are sustained by large piles averaging fifteen inches diameter, and driven to a depth of from forty to seventy feet. The work fronting the channel is eifectually protected by massive crib work filled in with stt)ne, and large fender piles firmly bolted to the suj)evstructure. Much difficulty has been encountered in erecting this work vn account of the unfavorable character of the bottom ; great care was iieitessary, and no expense has been spared to secure permanent foundations for thowliarfand the building, and to give ample dimensions and space for the transaction of any amount of business that may be reasonably exjtected at the harbor terminus of an important line of Railway. At a point iibout midway between the outer extremity of the wharf and the shore, a building 30:^ (JO feet in size has been erected on pile foundations for the accommodation of the local [lassenger and freight business, at this building a landing wharf is to be provided. Sidings of 800 feet length are or will be laid at all the way stations with the exception of New Glasgow station where one of 1000 feet will belaid. The precise length of sidings required at the terminal station must depend on tlie nature and amount of tratfic, and the necessities incident to the details of ar- rangements not fully determined on or made apparent by the business of the road. The contract calls for an aggregate extent of sidings equal to 5 [>er cent, of the length of the road, the rails for which are on haiul, and will be laid on the final completion of all the works. IS i 'ii'ii m FERRY SKRVICK. The contract of Mr. Fleming provides that he shall "furnish a suitable steam ferryboat" to ply between the terminal station of the road and the town of Pictou. The plan of this boat has been submitted hr my examination, and it contemplates a boat of proper size and efficiency for this business. It is to l)e an iron vessel, and the order was early given tor its construction in England. It is now on its way here, and will soon be put in operation in the service for which it is designed. ROA.D EXTENSION, PICTOU HARHOR. This is a most important woi'k, not provided for originally, but is indispen- sable for the accommodation of the coal trade, whicih at an early date, must be a source of large revenue to the road. Tiiis e.\tension carries the line along the easterly shore of the harbor to Mudie's Point a distance of 3250 feet beyond the station, and contemplates the throwing off of numerous branch tracks Vr«)m the main line extending to dee|) water, and to bo laid on piers to be con.dructed by all the various coal companies who may desire a place for the shipment of the coal of their respective mines. The conformation of the shore, the relative position of the line to the deep waters of the harbor, the extent of harbor ae- m .■',*. V:!i 10 PICTOU RAILWAY. commodation, and its protected position and good holding ground are all valuable considerations which combine to make this a most desirable place for the concentration of the coal interest and shipments of the coal of a majority of the niines of this great coal field. This is a trade well deserving the fostering care of Government, and this work provides the facilities, and opens the door for every coal company who may choose to avail themselves of these valuable advantages to secure, at moderate cost, extensive and valuable shipping accommodation. The grading of this extension line will soon be completed, and the main track extended to the above mentioned point. It now only remains for me to refer to the present operations of Mr. Fleming under his contract. The ballasting of the track is not quite completed, and he is energetically prosecuting this work, dressing off the slopes, and clearing out some of the cuttings, with a large force of laborers and steam power. He will most likely have the whole completed, and the entire road in the most perfect running order and condition, early in the month of August. Having thoroughly examih-^d the location of this road, and all the works connected with it, I beg to state in conclusion that this railway is properly and judiciously located — that all the works are skilfully designed and faithfully executed, and the whole is of that superior and permanent character which constitutes this road in all the essential qualities — a first class railway. That Mr. Fleming in carrying out this great work in the limited time allowed him, has shown great foi'ecast, energy, and ability, and has fulfilled and carried out not only the spirit but the letter of his contract ; and in some respects he has, in his expenditures, gone beyond its requirements ; and although a small amount of work remains to be done for the completion of the ballasting, etc., yet the railway is substantially completed, and it was opened for traffic on the day specified in the contract. 1 cannot close this report without expressing my obligation to Alexander AlacNab, Esquire, the Chief Engineer of the Province, and his Chief Assistant Engineer, W. H. Tremain, Esquire, for the courtesy and efficient aid extended to nio in making this inspection, and to bear testimony to the efficiency and ability of the Engineer of the Province m supervising as Engineer the execution of this important work, thus seconding in no small degree the efforts of Mr. Fleming in the consummation of his arduous undertaking. I have the honor to be. Sir, Your obedient servant, A. C. MORTON, C. E. The Hon. Charles Tupplr, Provincial Secretary, &c. &c. &c. if!