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IIEPOKT 
 
 OF AN 
 
 ^PEOTION 
 
 OF THE 
 
 N0\ A SCOTIA RAILWAY. 
 
 i8oa. 
 
 Halifax, X. S., September IGth, 18C3. 
 Sir,— 
 
 I linvc the honor to siiljinit, for tho inforniation of the Government, the 
 f,.llo\vino- ri'iiovt of an In-'pcction of tho N.)va Soolia Railway, mailc in pursuance 
 of my appointiiiont, in a lottor dated June 15th, 18(53, directing mo " to ascer- 
 tain and report the exact condition of tlie road, Imildinjjrs, rolling stock, machinery, 
 nnd cvcrythinn: connected with the working of the road, and to state if any repairs 
 iiro immediatc'iy demanded, their nature and extent." 
 
 I am, Sir, 
 
 Your obd't. servant, 
 
 HENRY F. PERLEY. 
 
 Uonhlo. Charles Tcpper, Provincial Secretary, 
 Halifax. 
 
 For the Slice of conoisenes:^ I have deemed it advisable to divide the subject- 
 of tins rv.M.ort, under the headings of Karlhwork, Culverts, Cattle Guards and 
 Public Road Crossings Hridges, Permanent Way, Fencing and Stations, into 
 scnerafe (diapters ; and to include the results of tho inspection ot the Windsor 
 Bramh with those of the .Main Line, so that the same general remarks may be 
 annlieable. 
 
 EARTinVORK. 
 
 Petweeu T!iclinioiid and I'.cdf .rd tho cuttings are principally through rock, or 
 rock and •■rav.l, and, in th.' case .d' tlie last mentioned, the slopes have stood very 
 w.il 'flic uitrUcs, In.wcvcr, have been allowed to fill up with wash from the 
 sb.pes, and in many insunc... are grown up with grass. They will rc-iuire a 
 thoi'ou-h cle.niin- oul^ t.. a luiil id' proper drainage. 
 
 T1h.\ mlMnkni.nts Mre aIniuM all .d' rock, and are, with but few exceptions, 
 nariower ll.au the specified uidlh of cigliteeii feet. This is to bo deprecated, 
 especially in the case of those cmbankmeutd which arc cxijoscd to the action or 
 the waters of tlio liasin. 
 
18' (;3 
 
 INSPECTION OF RAILWAY. 
 
 From Bedford to the Junction the character of the cntting.s changes to clay and 
 rock. In the Bcil.'onl cutting tlie slopes have flipped very much, especially on 
 the southern side. This, no doubt, is owing to the peculiar nature of the .soil, and 
 the severe action of the frost upon it during th(! spring. As these slips are of 
 annual occurrence, and necessitate the removal of large (juantities of stulf ta 
 maintain the road in working condition, it is proposed to prevent their recurrence 
 hy building at the foot of the slope, and through the \viiolc length of the cutting 
 requiring it, a stone retaining wall, the foundation to be placed at a sutlicient 
 tlepth to ensure sta])ility, an(l carrying it up to a height of at least three feet 
 above the rails — filling in behind with broken stone, and taking the necessary 
 precautions to ensure proper means of drainage. By thi.s means "slurry" v.ill 
 1)0 prevented from falling into the cutting, the slopes will become flsttenod and 
 eventually consolidated. A proper stone drain must be provided to carry a small 
 stream of water, which now finds its way down the slope into the cutting. 
 
 Through the whole length of Cutting No. 5, or Lily Lake cutting, and imme- 
 diately under the track, a stone drain or culvert has been constructed to carry the 
 stream flowing from Lily Lake. By this means this cutting is kept dry. The 
 side drains, however, will require cleaning, and proper inlets to the central drain 
 should be made to pass the surface water. A small streant enters this cutting 
 down the slope, an(i will retjuire a stone drain to lead it into central drain. 
 
 Very wide and deep ditches should be cut on either side of the track, through 
 the old ballast cutting, east of Rooky Lake Station. 
 
 The drains in all the cuttings arc filled up more or less with wash from tho 
 slopes, and in some instances have grown up with grass. This Avas especially 
 noticed in Cut. No. 5, Section No. 5, where the grade being light, every care and 
 attention should be paid to getting clear of the water as speedily as possible. 
 
 The embankments are of a fair average width. The heavy embankments near 
 Bedford have been widened with the excavations from the adjoining cuttings. 
 Appearances of grass show themselves on the slopes. The embankment across 
 Lily Lake should bo widened with tho stuff to be excavated fiom the Bedford 
 cutting. 
 
 From the Junction to the Grand Lake, the cuttings are of the same description 
 as between Bedford and the Junction. The clay cuttings have slipped, more or 
 less, and filled up the drains, and in several instances destroying the ballast. In 
 Cutting No. 13, Section No. G, it will be advisable to remove a large quantity of 
 earth from the upper side. The expense of a retaining wall in this cutting would 
 not be less than .§1200, and one-half of this sum expended in excavation, would 
 very materially benefit the cutting, as well as aflbrding the means of widening 
 embankments. The drains in the rock cuttings, especially in that at Flctcher'jj 
 Station, require a thorough cleaning. 
 
 The rock embankments on this length are narrow, and may be judiciously 
 widened (where not built across water) by the stuff to be excavated from cuttings 
 and drains. The embankment across the " Big Fill," Uraiul iiuke, is in good 
 *order ; a regular retaining wall runs the whole length on tiie Lake .'^ide. Tho 
 embankment Waterloo Cove averages only fourteen feet in width. As it is exposed 
 to the action of a heavy sea in the ].,ake, and is composed of clay, a retaining wall 
 similar to that at the Big Fill is required. 
 
 A number of openings, m..de through the ballast, have been noticed. From tho 
 mode of their construction, they are unsafe ; and where it is found impo.ssible to 
 vent the drainage otherwise than at these points, proper stone culverts will bo 
 required. Tho opening of the drains in the cuttings, will dispense with tho 
 services of several of these. 
 
 From the Grand Lake to Elmsdale, tho cuttings are all clay, and slips have 
 taken place in the majority of them. A ipiantity of excavation is requisite to 
 widen them to their proper width and atVord room for the drains. The drains in tho 
 shallow cuttings, and in those where the shjius have not sli[ii)cd, will reijuiru 
 clearing out. 
 
 The eml)anknients are of a good width, and the slopes of many arc very well 
 grassed over. At Gasperaux J^ake, the slopes though grassed, have sliitpecl in 
 places, owing tu the wash Uwiu iLu Lake, EAcuvaLed uiuturiul can b« profitably 
 
INvSPECTION OF RAILWAY. 
 
 employed in wivlening this embankment on the Lake side. The en bankment at 
 the " Mud Hole," is standing well. 
 
 Between Klinsdale and Shiibcnacadie, cuttings No. 5, 7, 10, 19 and 21, sectioa 
 No. 8, have slipped very nuich and will require a largo amount of excavation. 
 Through the remainder small slips must be removed and drains opened and cleaned. 
 The embatdcments are of the same general character as heretofore noticed. A 
 catch-water drain will be required on the upper side of the embankment west, of 
 the biidge at Andrews', to intercept the drainage from tho public road, and lead it 
 into the stream. 
 
 Between Shubenacadic and Truvo a number of tho deepest cuttings have slipped. 
 Cuttings Nos. 10 and 11, section No. 9; Nos. 1, 7, 10, 12, 13, 10, 20 and 23, 
 section No. 10 ; and Nos. 1, 4, 5, 18, 23 and 24, section No. 11, will rcfiuire a 
 largo a.nount of excavation. All the drains will require cleaning. In the 
 cuttings near the old Ballast Pit, and at Johnston's road, the drains are much 
 cncunibered with the refuse from cordwood, that has been, and still remains piled 
 there. 
 
 Where the embanknienc east of the bridge across the Shubenac.adie, comes close 
 to the bank of the river, a continual slip is taking place. This may be prevented 
 in part, if not wholly, by building a rough wall out of the drift timber found on 
 the river's edge, or with old sleepers removed from the track, and filling in between 
 it and the bank with sand. The rip-rap at the foot of the slopes of the embank- 
 ment at tho .Sliubenacadie bridge, has i'allen out of repair, and the bank become 
 reduced in width in consequence ; this rtill require replacing, and tho bank to bo 
 \vid(!ned. 
 
 The embankment west of the bridge at Polly Bog, has sunk very much. This 
 is owing to the soft nature of tho foundation, and the fact that the timbering and 
 brushing of the seat (tf the embankment was not constructed in accordance with 
 the terms of the specification for that work, is also a cause why so much settle- 
 ment has taken place. The peaty covering has more or less disappeared, the 
 timbering is exposed, and, by tho depression in the track, the ends of the logs are 
 t'.irown up into the air. This cannot now be remedied. 
 
 To raise the track to its original level, and at the same time not to add too great 
 a weight, it will be advisable to use the material found in tlic drains on account 
 of its lightness ; using only such an amount of earth as will be suificient to protect 
 tho slopes from fire, and to fill up directly under the track on top of the present 
 bank. The portion of this embankment east i-f the bridge, which has been brushed, 
 stands well, but is only eleven feet in width. This should bo widened, as there 
 is not a sullicient breadth to retain the ballast. The embankment at Goulds' Bog 
 will also require wiilening for the same reas(nis. 
 
 Thf remaiudir ef the embankments are, with but few exceptions, in good order ; 
 the slopes are grassing over very well, and aiipurciitly have become consolidated. 
 The excavations Iroai the cuttings can be very advantageously disposed of in 
 widening the'narrow embankments, especially that one east of Truro Station, as it 
 will not avonige more than fourteen feet in width. 
 
 On the Windsor Branch, the cuttings fur about six miles and n half beyond the 
 Junction are principally clay; from thence they are rock, with an overlying 
 fitratnm of clay, until reatddng the Sackville River, when clay again ai)pears, and 
 continues .as f;ir as Mount I'niacke. From this point to the St. Croix, the cuttings 
 arc through rock ; and from the Saint Croix to Windsor, they are through ch.j 
 ;ind gravel. 
 
 The clay cuttings have, with but very few exceptions, slipped, especially cuttings 
 Nos. 8, li, 18 aiid 19, section No. 1 ; Nos. 20 and 22, section No. 2 ; Nos. 18, 
 19 and 20, section No, 4 ; and Nos. 1 and 15, section No. 5. 
 
 In cut No. 18, section No. 1, the pressure of the slip has moved tho track 
 several feet out of the centre line, and destroyed the ballast. It will be hardly 
 advisable to build a retaining wail in this cutting, for its cost, expended in cxca- 
 vaticm, will widen the cutting to a great extent, allow room to put the track back 
 to its [U'oper alignment, build slope tlrains, and all'urd a. large quantity of earth to 
 widen emltaidvini nts. 
 
 In Bcvcral of tho cuttings Bicatioued the slurry has run down to tho ends of the 
 
4 
 
 INSPECTION OF RAILWAY. 
 
 
 sleepers, and in one or two instances has flower! over the rail and lodged in tho 
 centre of the track. An estimate has 1)ocn made of the quantity of tlie stuff to 
 he removed, and also to open proper drains. 
 
 Through the day cuttings where slips have not taken place, and in the rock 
 cuttings, the drains will require a thorough cleaning of the dehris, grass, and 
 stones, with which they are partially fdled and eneunibered. 
 
 As noticed on tho Main Line, a nmnhcr of temporary openings have hecn made 
 for the purpose of passing drainage Irom one side of tho track to the other. Per- 
 manent culverts will be required at a few of these points ; the others should be 
 
 closed up. 
 
 The majority of the clay embankments will average the specified width of fifteen 
 feet; the points at which thoy were found the narrowest being at or near the 
 largo bridges. The slopes are grassing over very well, whilst those between 
 Newport and "Windsor exhibit a luxuriance r£ growth which, it is to be hoped, 
 will, ere long, extend over the whole length of the line. 
 
 The rock embankments, .-is a general rule, are nan-ow, in many instances 
 affording too little room for retaining a proper (inantity of ballast. These should 
 be widened at as early a date as possible, and where not liable to the action of 
 water, they may be widened with clay. The sides of embankment No. 18, section 
 No. 3, for about 200 feet, are stoned up with a batter of one-half to one. 
 A quantity of loose rock will be reciuircd at this point to strengthen these sides. 
 A number of the embankments have settled, thus increasing the inclination of the 
 grades to which they were originally constructed, and, as a natural consequence, 
 ofiering additional resistance to the trallic over them. 
 
 From the peculiar character of the cuttings through the clay, its nature, the 
 avidity with which water is absorbed, tlic short space of time in which, during and 
 after rain, slurry is formed, the absence of a thorough system of dvainag(>, and 
 the severe action of the frost, all tend to cause slipping in nearly every (clay) 
 cutting on the line. In some instances the slopes have run ,«o much, that the 
 original slopes of one and a half to one, are now reduced to three and four to one. 
 The quantity of excavation to be renioveil, amounting to 23,7S1 cubic yards on 
 the Main Line, and 10,013 cubic yards on the AVindsor Branch, or a total of 
 34,004 cubic yards, is all that will be suflicient to restore the cuttings to the 
 8,)ecified width of twenty-two feet, and to construct side ditches. Its being exca- 
 vated will not prevent future slips, but if carefully done nmy render them less 
 injurious 'n their eflects. 
 
 Mc.uon has been made of small streams of water finding their way down the 
 slopes into the cuttings. "Where it is not possible to divert them, proper stone 
 channels sjiould be built, and the sides of the drains in the euttings proteeted 
 from wash by a small quantity of rip-rap. Above flie ]datforni at Meteher's 
 Station, a stream of water falls into tlie cutting, runs under the platlomi, and 
 thence between the main lim; and siding for a distance, where it crosses the siding 
 by means of a wooden trunk, and is thus led away. On examination it was found 
 that this stream had originally passed tln-ongli a wooden drain under the road 
 leading into the station yard, ami thence by an open ditch to the lowest side of 
 the line. The drain under the road, however, has become stopped up ; the upper 
 end has been cut away, and tlie stream idhjwod to find its way into the cutting. 
 
 In many instances the embankmeids in sididing groumi act as dams to collect 
 and retain the water from the rising ground abo\e, ami not being {.rovided witii 
 proper means of carrying it away, the water must tillrate tiu'ougli the eml)ank- 
 ment, and by capiUary action siiturate it c<impletely, causing the bnlhist to become 
 dirty and unsuitable, decay in the sleepers, disarrangement lA' tlie_ track, juid 
 increased wear and te;a-. Too much care and attention cannot be paid in (ditaining 
 good, ample, and suflicient drainage. Water is tho greatest enemy a railway has 
 to contend against, and in becoming free from its elTects, whether as rain, snow, or 
 ice, a road at once rises above the standard of American railways generally, both 
 as regards construction, a diminution in wear and tear, and in the expenses of 
 operating the same. Messrs. C(dburn and llolley, two American Kngineers, who 
 have made a thorough examination of tlie European l!ailway system, state in their 
 work on " The Permanent Way, &c., of European Kallways," oa the subject of 
 
 ,3 
 
INSPECTION OV RAILWAY. 
 
 6 
 
 i 
 
 "Drain'i"e"-— "To no detail of tlic roa.l-hcl is move atlontiou paid by English 
 nn.l Froiioh Enginoevs, t].an to those necessary ibr tl.c removed ot water I his i^ 
 tl.o .-reat dcslrovin- clement in all earthy stnicturos. Ihc history ot all failures 
 of earthworks sllows the disasters conse(iuent npon inadequate drauuH/n ; and, it 
 may bo added, a largo part of the continual hea^yy expense ot maintenance ol our 
 lines can be traced directly to the same source." ,.,.,, , , • n , 
 
 " The action and elTects of water, although daily exhibited, may be briefly 
 
 'I A I 1 * ' , 
 
 ''- Waterrrunl^.g on the surface, dissolves and washes the earth, soaking the 
 road-bed and choking the ditches ; when soaked, the road-bed los« its firmness, 
 and the ballast sinks inrgularly. This displaces the track, thus increasing Ji« 
 resistance and adding greatly to the wear and tear I,o h of track aiul ."^'clunery 
 AVherc tlie ballast sinks, manv of the sleepers will be lelL .dear and hanging by the 
 rail^. These, on the passage of a train, deflect deeply, thus opposing a heavy 
 gra.lo against the wheels. This is pn.ved by the oozing of mud from under tho 
 ends of Ihc sleepers in wet weather, and the dissipation of clouds ot dust in dry 
 
 ""-Tvater, standing in conti-nity, is eciually injurious. No matter what may bo 
 tho height of an embankment of loam, sand, or clay, water, if in reacn of it, will 
 rise to the top, being carried by absorption, and will produce all the ellects pist 
 stated Water not onlv destrovs the cohesion ol the material ot the road-bed, 
 but swells its bulk. It is sure to displace the best laid track." .vi.nn«v.,. 
 
 " In cuttings, water will thus convert the whole roa.l-bed into mud ^\ hnne^ ci 
 this dries in the sun it is partly dissipated in dust, while c.ayey sods will shrink 
 and crack in every direction. The slopes, already worn into gullies by the action 
 of running water," will also nil wilh dust." _ n„.,.,i 
 
 - On the other hand, frost setting in just after a heavy ram, or while tlie road- 
 bed is otherwise s..aked from standing water, will heave the track irregularly and 
 hold it there as rigi.l as rock. No cmdition can be worse. ^\ hen, in tlie oilow- 
 ing spring, the frost is coming out of the ground, and the road-bed ,s washed by 
 the thaws from adjacent lands, the carthwork^reaches its complete stage ot satu- 
 ration. Htralifiod soil< will tlms slip if ever." . . r in 
 
 - \n an eeoin.ini.'al view, the damage occasioned by water is far gvealer than 
 tho utmost cost of its reuioval. it does not need extreme eonuitions o produce 
 the efl'.-cts stated. Pariial saturation, occasional washing of banks, and mode a o 
 ri-iditv in winter, are all snlUcient to disturb the tracks, althongdr perhaps not to 
 an inconvenient extent; and in such case tlie iron is more or less bruised, the 
 Ihsteiiings strained, the chairs broken, the ties ndted, the resistance, and thereby 
 the consumption of fuel increased, and tlie whole wear and tear enhanced. 
 
 Th., practice at present pursued in eler.ring out cuttings, doi^s not remove a 
 siiflicient quantitv of stulV to free the ballast, nor provide sulhcient room b'r pvopor 
 dit.die.. The excavation should be carried down to such a .lepth and width as to 
 have the dilclies altogvtlirr below the b.rniation level of the cutting, and allord a 
 free esca 1)0 i'^u- lira inn ge. . -j i „., i 
 
 The mannor in which stuff excavated from the cuttings has been deposited and 
 left on manv of the eiuhankmeids, is to l^e deprecated. In many instances it has 
 been shoveih'd or tipped o\X the tirdlies or cars, and Iclt in heaps forming aii 
 im.H.rvious dam on .ilher side of the ballast, and tlms preventing the escape o 
 water. Wiicre it has been levelled .h.wn, it has only been d,n.e so d..w.i to a Icnc 
 with the top, and, in some instances, with tlie hott.ni ol the sleepers .^t should 
 be borno in mind that the top of the einhankiueiit-:, ov iurination levei, 1^0^""^ 
 there is a full quantity of ballast) /„•. /,.■/ ludow the top ol the ra. , and oat a . 
 earth over that height is of no use, and is highly in,)unous to the ballast and 
 maintenance of the track. , i„,,, ,r 
 
 The practice of depositing slurry and excavated material, on ho slopu, ol 
 embankments, which, though semewhat narrower than the speciiud width o 
 eighteen feet, are well grassed over, should be prevented, unless arrangement, aic 
 made to widen them to a full width throughout. 
 
 In widening high embankments, the practice of '_' benching, and l-^^^ '^"f ^J ', 
 old hard surface of the slopes before any material is Ucposiiud upon them, sLould 
 
6 
 
 TXSPECTION OF RAILWAY. 
 
 ra-'mjmn <iMittiii- 1 
 
 TM W WW W l ■ ■J.UJ WWt 
 
 It 
 
 bo adoptoil. By tlioso moans the earth may he rchiinod wlioro actually requirpil, 
 l)ocoiiie a.ssiiiiilatod with the body of the liaiik, and iK.t washed (h)\vii to th<> foot 
 of the slope diu-iii^i,' tho fust shower. Tlie praetiee of idliiifj; wood on top of and 
 ill tlio deep cuttiiio'S ou (ho line, especially oii tlie Wiud.sor linuich, should if 
 l)ossiljle, ho proveutod. Tlie appearance of danger, if u(jt danger itself, may 
 therefore bo avoided. 
 
 CCLVEBTS. 
 
 The Culverts are, in tlio a,crgre,2:ato, in a fair condition. Some were found 
 Avhich will YiV[nhx repairs and rel)ul]ding, and others, which, though not needing 
 repairs at present, will' need attention. The principal expense will ho for new 
 culverts to replace the temporary expedients tliat have boon alluded to; also for 
 opening and cleaning out many of the 'rains leading to and from the present 
 structures. 
 
 The covered drain carrying the stream from Lily Lake down cutting No. 5 mny 
 be deemed a culvert. It is IDoUfeet in length and from three to tlu-ee and a 
 lialf feet in deplh. The walls are of dry rubble, and are built at such a width 
 apart, as to bring the rails directly over them, and tlius sustain the passing load. 
 It is covered with hemlock idank three indies thick, and on this a layer of ballast. 
 On examination tlie plank covering was found to 1)0 very much decayed, and has 
 broken down in places. To re-cover this drain will necessitate the shitting of all 
 the ballast, and it may be of the track it^-.eU". A careful inspection of this drain 
 .should be made at stated periods, and reports made to the Commissioner's office. 
 
 Owing to a slip in the slope of the embankment covering the arch culvert near 
 Stowiacke Station, a piece of coping has been forced off, .and the rest displaced. 
 The apron of the culvert is eovere<l Avith earth. The pressure of the baid<s behind 
 the eastern wing on the north end, and tlie western wing on the south side, 
 is gradually forcing them (.utwards ; tliey will require watching. A small run, 
 (carrying the drainage fnuu the cuil;:ig to the westward), down the slope of the 
 embankment, vents itself into the stream at the end of llie western wing wall ou 
 the south end; the wasli has carried away the pillaster entirely. The <lrainage 
 from the cutting may i)e carried across the track by a proper" culvert, and led 
 <lirectly to the river. The river slope of the emhankn'ient should be eveidy trim- 
 med and sodded, to prevent, if possible, a rcciureiice of slip[iiiig and filling up of 
 the channel. 
 
 The pillasters to the wing walls of (he arch culverts on embankments Nos. S 
 an<l 12, Section No. lO, sliows signs (d' separation from tlie main walls, not having 
 been bonded into them at the time of construction. 
 
 The culverts on the Windsor liraiich are, witii allowance for ordinarv wear and 
 tear they ar(> subject to, in fairordin", and requive Imt a small outlay. A few new 
 ones will be needed to reidacu tempurary structures before alluded to. 
 
 rATTLi: Gr.VKDS AN"I) ROAU CUOSSIXGS. 
 
 The cattle ^i'uards at (lie public road crossings are of throe kinds — stone, 
 wooden, and a comliination of wooil and iron castings of a peculiar shape. 
 
 A few of (ho giiard- built cd' stone, will rci|uire repairs, the walls in sonio 
 instances having given way. The hiMiilock stringers over those between Kichiiiond 
 and IJedl'onl require immediat(,> renewal. The wooden gutirds are in good <U(lcr. 
 The comliiti.itiiin guards are very mindi out of repair, owing to the decay of the 
 ]ilank [dall'orm and the ciMis.apieut loosening of the castings. At jjresent tliev 
 are unserviceable, ami should be replaced liy others of stone or wood. A gate 
 sh.nild bo placed across the aiding at IJeiUord "leading to the .Mill, in lieu of the 
 present guard. 
 
 Many of t!ie [dank crossings are in a dilapidated state, and should bo replanked. 
 
 The same romarlcs will apply to the cattle guards on the Windsor lirancli — 
 merely .stating that there iiro not any at "idl at the public road at Mount 
 rniacko Station. A small briilgc built over the stream crossing the north approach 
 of the [>onlio(d-c road, has been allowed to fall sadly out of r(>pair. The masonry 
 in the walls of the abutment and pier is ladng gradually washed away by (lie 
 action of tho stream ; and the pUiukiiig (wbioh is covered with a vciy heavy 
 
 \w 
 
 W 
 
INSPFX'TIOX OF RAILWAY. 
 
 layer of earthl is broken clown at tlio siilcs in conscqnonco. An estimate has been 
 made ior the repairs re(|uirei!, in the event of tiie Department lieinj,' res|.()nsible 
 for its mainlenanee. The stringers ovor tlie gnar.ls at this road are hemloci<, an.l 
 will repnire retracing by those of pine. Fresh planking fur crossings will bo 
 ret^uirctl in some instances. v 
 
 niunGEs. 
 
 Between Richmond and Bedford, there is but one small bridge— at the Tannery 
 — which is in good order. 
 
 The bridge across the Sackvillo River at ISedford will rer|niro watclifnlness 
 and attention. The smilhorn side of (lie second piyr I'rom the west end of the 
 bridge, is cracked. The crack has evidently been pointed up, but has opened 
 ygain, thus showing that failure is still going on. The northern side of the east 
 pier shows still worse signs of failure, the joints of the masonry having opened 
 considerablv, and some of the block in course show fractures. These cracks 
 sliould be carefully cleaiuMl out and well " pointed" with good cement. An inspec- 
 tion should be made at stated periods and the then existing state of the liridgo 
 reported to the Commissioaer's ollicc. Symptoms of further failure can easily be 
 detected by the cracking of the pointing. The superstructure is in good order. 
 The handrailing will, however, refjuire jiainting. 
 
 The wing walls of the bridge over the Dartmouth voad are spreading outwards, 
 and crack," show themselves in the masonry. As this is caused by an inward 
 pressure, it may be found necessary to renn)ve a portion of the fdling, in case it 
 appears that spreading still goes on. The cracks shonhl bi> puinted, and inspected 
 at the same time as the Sackville Bridge. Thi5 large (piantity of earth resting rn 
 this bridge should be removed, and proper sills placed under the track._ 
 
 The bridge carrying the Cobeiiuid road over tiio railway, will re((uire a few of 
 the joints of the nmsonry to be raked out and repointed. One of the parapets 
 on the north abutment is somewhat displaced, and will rerpiire setting back. 
 
 The plank covering on the ]5eaver Bank Brook bridge is entirely decayed, and 
 Avill re(pure renewal ; otherwise tlie bridge is in good order. 
 
 The Rawdon River bridge, the girder bridge, and the public road bridge 
 near Fletcher's Station, are in good order. 
 
 A small bridge at the Grand Lake, near Nichols', will require an additional 
 quantity of rip-rap to make up the deficiency at the eastern abutment. 
 
 The wing retaining walls to Hall's occupation bridge appear, I'rom the charac- 
 ter of the, work, the quality of the stone u.sed, and the want of bond with the 
 main walls, to have been added alter the final completion of this bridge. One of 
 them has tumbled down, and th(> others do not appear very sound. The masonry 
 of the main walls requires pointing. The superstructure is sound and good. ^ 
 
 In the upper Shubcnaciidie bridge, cracks were observed in the face of the 
 Wost:ern abutment ; and in both en.ls of the eastern pier, extending from the 
 water line to the top. These will re(iuire pointing and inspection as before 
 recommended. 
 
 In Ixjth the abutments and piers, portions of the mascmry which abut against 
 the sides of the girders, are giving away, and must eventually fall. Tiie cause of 
 this is their jtroximity to the girders, and being subject to more or less vibration 
 with them during the passing of trains; the acute angle at which the points have 
 been cut to suit the skew of the briilge, and the i'ailure of the nmrtar, giving 
 them but little bearing. Their loss will not detract from the strength of the bridge, 
 but will materially ilestroy its appearance, and admit water into the hearting (f 
 the piers and abutments. An estimate has been made for repairs. All the joints of 
 the masonry will recjuire to be raked out and carefully pointed ; superstructnn^ good. 
 Between Fnlield and Klmsdale stations, there are lour occupation bridges, and 
 one for the passa-'e of a stream ; and are all of the same style, class of masonry, 
 and superstructure, as tliat described over Hall's road. The wing retaining walls 
 are staadin-; pM'tty well. The main walls require pointing ; superstructures good. 
 The bridge across the Nine Mile River is a composite structure, having stone 
 abutment.: with land spans on pile-bents, on either side of the river, stone piers 
 ■ acrcwa tha water- wav and at the extreme eastern end. The masonry iu both the 
 
^ 
 
 8 
 
 INSPECTION OF RAILWAY. 
 
 abiumcnt*, ;inil in ril) the piei", save one, is snuinl, and only requircH pointing, 
 jiftcr Imving liiul a quantil y ol' moss rakoil oui of the joinis. The roiindatiou 
 course of the second pier i'roui the wcsleni end ol' the bridge, has been exposed i)y 
 the I'orce of the cnrrent ; for during a IVesliel: the I'ull force of the stream must bo 
 es.erted against this pier, owing to its jjosition in the vivcr. Immediate action 
 shoiihl bo taken to ))rotect it, by carelully building a (juantily of sound, heavy 
 .stone, urcand the exposed part, and extendi-.g the same protection up strrani until 
 it.]oins the bank of the river, filling in behind wUh loose rock. A settlement in 
 tlie track has takeri place ovc'- the third pile bent I'rom the west, evidently caused 
 by a fiilure in the pile:;,* Thickness [lieees must be placed on top of the rail sill 
 and under the rail, to bring it up to a right level. 
 
 This bridge has been tested by passing a locomotive over it at difl'erent rates of 
 speed. Notwithstanding the extra struts which lia\e been placed under it since 
 its construction to counleract oxcc-ssive dellcetiou, a large amount of de/lectiou 
 still takes place during the passage of a locomotive at a high rate of speed. Its 
 proximity to Fdms lale station requires the (rains to pass over it !it a slow rate, 
 otherwise it would he highly advisaide to adopt it as a rule to be strictly ol)scrved. 
 
 The channel of the viver .should be kept perfectly clear, and any aeeuuuilation 
 of drift stuff against the piers avoided. 
 
 A small bridge in embankment No. 2, section No. 8, and the bridge at Barney's 
 Brook, will refpiire pointing. 
 
 Belvvecn Barnoy'r; Brook, and the T51a"kbm'n pile liridges, there are three sr all 
 bridges, two of wluch, with the exceptiiui of recpiiring puintiiig, a/e in good order. 
 The fiiiinilation courses ef tiic; tlurd (peg (lilT, embankment No. 2(1) are exposed, 
 the earth having been scoured away by the action of tiu^ stream. This slieuKl bo 
 protected liy filling in lietween thi- a!/utments with stone, haml set. The jcuuis of 
 the masonry will need raking out and pointing. 
 
 The masonry of the j)ile briilgo (peg (CM), embankment No. 21) v.ill need point- 
 ing. The piles and superstructure are still sound. This lu'iilgo has been tested, 
 find an amount of deflcrJim found, whieli must be exp<'cted from bridges constructed 
 in the manner this is. 
 
 In the bridge at peg TnO, a ruu'h larger amount of ihth>ct;oii in the stringers 
 w IS observed, especially so in the spans at the eastern end. The piles in tlio 
 <dghth b(>nt fnnu the western end, have sunk, (lie southovu iiilc undiv the tr;;;!; 
 more than the ot!ier>; so much so, that the naiings iiave been broken, and a 
 depression in the track has taken place. IiiL'iined struts from tiie bottom of tlio 
 neighlioring piles, notched into the h.ead of the damaged one, with new walings 
 at the lop and boltoa! id" the bent, will b(> ni'<'es-ary l'o»- n p.airing and strengthen- 
 ing this point. A pil" in iho niMt!i bent will d-o riqnire Hie same style of 
 .^upi'U-l, and one pair ol' new wivlings. The dtpres^iou in *)ie track may be 
 reine'lied by packing-iiicces placed under Ihc rail. 
 
 The masonry in the sma'll bridges lietweoM the jule bridges and Shubenacailie, 
 will r<M|,iir( [lointing. Thi; strin-rers on tin; briilgo at .\iidrewr.' shoald lie raiseil 
 to ailmil of iiiorj V, alevway ; thi-i can easily bo done, a-; liie track is [daeeil on 
 sleepers, whiidi rest directly on the stringer-. 
 
 Till! lridg(^ across the public road at J^hiibenacarde i^ in > iie -pan of Iweiity-tive 
 foot, with stone alci'menis am' w<,oden supi'rstructun'. A ( !-ack oxtcnds fron; tho 
 groiriid line to the top id" tho faci- wall of the west abutment, and the north wing 
 .'^hov^s .siuus of spreading. A portion (d' (ht! masonry >vill require pointing, ami 
 the cracks should be carefully elenned o.it ani poinleil up, and tlie same precau- 
 tions u<ed as reeommeinled for (he Snek\ ille liridge. The siiper-truidure is verv 
 lighi for (he s]i;!n, and should be further sin ii!:lln ned liy placing -uuts under '. 
 
 The girder bridge ae-ross (he Shubenaeailic is in L'ood order. 
 
 The masonry in (lie -nciU briilgc-, (brec in nuinljir, In i ween 8hubi nacadie and 
 ^:■tcwia(■ke, .•eipiiri's frc^h pointing. 'I'lie ■^iiper-lrucliin s are in good lU'der. 
 
 The west a'.icdilient of the Siewimke bridge shows evidi'llt si^lliS of l';dlure. II 
 lias sunk bodily, with an iiielinalioii to the r.ar, and laterally down stream, licstroy- 
 ing tho aligiiiiiont, mid c-ausing a serious depr(>ssi.>n in the track. Tlio cast abut- 
 ment ;.iid the pier iht not show any signs of settlement. 
 
 The qutition of repairs tw this bridjfo i* one of importance, for besides the 
 
 i 
 
 i 
 
 
 •.• ^ . 
 
INSPFCTION OF RAILWAY. 
 
 \ 
 
 possibility of having to relniiia tlic whole of tlie abutment (in case settlement is 
 still fioins on) the iiun ginlers are now suffering severe injury. 
 
 'J'ho }i;ir(lcrs are i-nutiuuous over the whole length of the bridge, and with tho 
 sedioinont of the abutment, the portion over the western spaa sinks, and partakes 
 nf the latteral niovoment nIso. Owing to these causes, an undue and severe strain 
 is lirou-lit upon tlu-ni nt the western edge of the pier ; one that they were never 
 calculated nor coiisiruoicd to withsiaiid. The safety of the girders imperatively 
 demands that instant attention be paid to tlieir present state. I should therefore 
 roconinicnd that they be lltled and replaced to their original alignment, and thus 
 relunx'd. 
 
 At present the girders con be moved on the girder seat, wliich will necessitate 
 the taking down of a portion of the masonry, and relmilding it again ; but if 
 sefthMucnt still continues it will then become necessary to rebuild tho abutment. 
 
 The wooden bridge at Polly liog is standing well. The whole of the small 
 bridges between Polly Bog anil Truro, will require pointing, otherwise they are ia 
 good order. 
 
 A small liridgc on the Windsor brinuh, near the Junction, will want pointing, 
 and a new covering of plank. .Slight repairs to the masonry in bridge at peg 315, 
 are needed. The stringers on the bridge at peg 545 are double, and do not set 
 fair on one another. Owing to this a hirgc amount of deflection tjikes place in 
 the upper stringCrs daring tiie passage of the trains. Proper packing should bo 
 inserted between them, and the stones at present there removed. 
 
 The bridge across tho Sackviile will rcipiire a quantity of pointing, otherwise it 
 is in good or<U'r. 
 
 Ik'twecu the Sackville and I'ile l)ridges, ihcre im) two bridges of small spans, 
 \vhich will not require any oiulay. 
 
 The pile bridge is composed of framed wooden abutments, resting on rock foun- 
 dations, built up for tliat purpoM", and pile Itents, ia spans of twenty feet each. 
 The foundiition is soft and p<;aty, and not of such a nature 'is to alfonl in any great 
 tlegrce, stoadine^-s or lateral support to the piles. On examination it was found 
 tliat the stone ])arking ui!dcr th<' face of the west aliutment has disappeared. The 
 stringers on the fourth bent from the eastern end of the bridge have been wedged 
 up on top of the piles and walings ; some of the wedges are gone. The ninth 
 bent iVom tlio same I'ud has settled bodily down, and the track in conscciuenco has 
 1)eeu packed up to its pruper level. 
 
 The bridge has been tested liy passing a locomotive, fully wooded and watered, 
 over it at dUfercnt rales of spetd. Whilst moving at a rate of three miles an 
 hour, no anionnt of dopres-ion was perceptible, but at twenty-five miles an hour 
 live stringers exhibited a large amount of deflcctiun. Over the fourth benfc 
 the whole sup<>rstracture settled Itodily down, springing back again after being 
 relieved <d" the load ; and the movement of tho west abutment showed plainly tho 
 want <if the jiarking under its front. A la;ge ammiiit of lateral motion was also 
 o'jscrved. The yielding miturc of the foundation, tho want of corbels under 
 t!io centre stringers to give stillness and support where most required, ami 
 the tai't that the 'stringers are splhed ia c\cry s|kui, all tend to make tliis bridge 
 very llcxible, and not at all calculated to stand the passage of trains at high rates 
 of speed. 
 
 Tho masoi.ry iu the In-idge in endiankment No. 10, section No. 3, will require 
 pointing. The snpi'r-lructnre is of wood, and in good order. 
 
 Tho .Ionian bridge, and the small bridges between it and Big Bog Brook bridge, 
 are in gond iirih'r. . ,. , i i i 
 
 The plinth ..r ile'.onlliera pi' f the Big Bog Brook bridg , is slightly cracked. 
 
 This shoulil be poinbd u|i and inspeet.'d at stated periods. With this exception 
 tho masonry is in good couditiou. The planking is entirely decayed, and requires 
 rentw'il ; and in doing so, the space between tho rail-sills should be left entirely 
 (qirn, and be! ween the rail-^ills and hand-railing the planks placed one inch apart, 
 'i'he ilecay of tho flooring of tiiis and the hit. Croix bridge may be attributed to 
 the coating of grave! wliich i» now spread on tb.'-m. A number of tb.' eross braces 
 In tlie haml-railing are displaced, and will reipiire renewal. An amount has been 
 placed in the estimate fur painting this luuid-ruiling. 
 
10 
 
 INSPECTION OF EAILWAY. 
 
 The flouring' on the St. Croix bridge will rer|uire renewal for the reason^ stated 
 above. The masonry and superstructure are good. 
 
 IJetwecn the St. Croix and Windsor there arc a number of small bridges, all in 
 a fair state of repair. The Aving retaining walls, which have apparently been 
 added to tlic main structure at a later date, are built oi' a stone which is much 
 alfected by exposure, and is rapidly disintegrating nndt f the inlhience of the 
 weather. 
 
 The wing walls of the Winkworth road bridge will require pointing. One of 
 the caps, and a portion of the ashlar in one of the pillasters, iiavo been displaced 
 and fallen into the cutting. 
 
 Tiie i)ointing required on the diflorent bridges ought to bo done this season, and 
 before the frost sets in. The joints should be carefully raked out, and then filled 
 with cement mixed to a proper consistency. 
 
 - PiCjai-ations should be made for grad\ially filling up the embankment at tlie pile 
 bridges on the Main and Eranch. They cannot be considered as permanent struc- 
 tures, neither is there i-.ny need for the large openings in the banks in which they 
 are placed. The question of renewing the wooden superstructure of very many of 
 the bridges, is one of importance. The average lift; of a wooden bridge is given 
 at fourteen years, and as many of the bridges on the line have been built for six, 
 .seven, and eight years, respectively, but a few years can elapse before re-construc- 
 tion must take place. The use of hemlock for stringers, as on many of tlio small 
 bridges on the Windsor l)ranch, is to lie deprecated ; pine .stringers should be 
 substituted with as little delay as possible. 
 
 l'KBM.\NENT WAV. 
 
 The state of the track on the Main line is not at all good, whilst that on the 
 Windsor branch is somewhat worse. The want nf care and attention in keeping 
 up the joints is plainly discernil)le, and though the general alignment of the road 
 has been, witii but few instances kept, crooks and bends apj)ear in the rails 
 themselves. Tiiese defects are the cause of an increased wear and tear to tlie 
 rolling stock and tlie track itself, hueral and oscillatury mution in trains whilst in 
 motion, ;ind an increase in the resistance to be overcome by the locomotive. 
 
 Many of tlie rails in tlie Station yards at Kiclimond and" Windsor show signs of 
 the .severe usage they must undergo, owing to the shari)ness of the curves, and 
 being subject to such a constant shunting and passing of trains and engines. From 
 Richmond to the Junction, especially on the curved jiortions of the road aroimd 
 the Hasin, a large amount of wear and tear was noiiced ; and in many of the 
 Tock cuttings, the wimt (d' a full amount of liallnst shows itself in the slate of tho 
 track. It will be just however to state, that this p(ution of the track being 
 common to both the Main and liranch lines, is subject to double duty. From tho 
 Junction to Truro, liie rails, with exceptions here and there, are still sound and 
 servicejilile. It is to be regretted that the rails on the curved portions of tho 
 road, have never been bent to suit tho dilferent curves in whicii they arc laid ; 
 Ihey now form chords of an arc, instead of the arc itself, and so materially add to 
 the resistance ollered to the i>assin^ trair.. 
 
 Betwi'cn the Jup. .ion and WimNor, the more ample ipianlity of ballast should 
 hav been taken advantage of, in maintaining the track in better onler tlian it is. 
 The length and steepness of many of the grades on this portion (d" the road re(|uiiv 
 the track to bo kept in as perfect condition as possible ; Hut such has not been the 
 case. 
 
 Many of the rails between Kichmond ami the Junction, and Newport and Wind- 
 sor, have been turneil. 
 
 In very many [daces the " shims" used d'lring the winter in raising and pa(d<- 
 ing the rail on top of thi! sleepers, still remain. It is eiixtomary to remove tlieso 
 us early in the spring as possilde, and puck the sleeper up to il> full hearing under 
 the rail with liallast. Their iiresenee at this season nl' the year bi'lrays negligenee. 
 
 One thousand two huiidri>d mid. sixty-two broken chairs were (bund oii luu Main 
 line, and six hundred and thirty on" tho Windsor branch. They will requiro 
 replacing with as little delay us possible. 
 
 I 
 
INSPECTION OF RAILWAY. 
 
 11 
 
 isonq stated 
 
 (Ipos, all in 
 roiidy bot-n 
 •h is much 
 nee of the 
 
 <X. Olio of 
 u (li.sphicod 
 
 season, and 
 then filled 
 
 at tlie pilo 
 rient stmc- 
 which they 
 )ry many of 
 ;'o is given 
 ,ilt for six, 
 c-c(instriu> 
 f tlie small 
 
 sliould be 
 
 lat on the 
 in keojiing 
 )f the I'oad 
 
 I (he vails 
 ear to tlie 
 s whilst in 
 [ivo. 
 
 )w signs of 
 irves, and 
 cs. From 
 iul aidjuid 
 my of the 
 late of (lie 
 Lck being 
 
 From the 
 sound ai'.d 
 •lis of (ho 
 
 arc laid ; 
 illy add to 
 
 ist shoiihl 
 than it is. 
 lid re(|uiiv 
 ►t been the 
 
 vnd Wind- 
 
 iind pack- 
 lovo these 
 ring under 
 egligeiic'i'. 
 tlie Main 
 
 II re(iiiire 
 
 The iiiipoi-led elm \vedgc?3 as they gradually wear out, are being replaced by 
 others made of haeniatac. This wooil is too soft to stand the driving rc.piired to 
 keep them tightened up, and in a very little while they become useless. Iho 
 "•veat expense of tlio imnorteU wedges may preclude the idea of ootaining a 
 further supply, an eificient substitute might however bo found, in those made ot 
 tlie <dni, oak, or beach of tliis Province, sound and tree from sap and shakes, and 
 alter lj<'ing well seasoned, l)oilcd for a period in coal tar. This will have ii 
 teiideuoy to harden and preserve the wood, and be the means of retaining them 
 more firmly in the chairs. The experiment can be tried at a very small expense. 
 A number of inlcnncdiatc chairs are used in lieu of the proper joint chairs, 
 between Kidield and Elmsdale. As they were never intended to answer for this 
 purpose, tliev should be removed at once. 
 
 On the .ALiin line tweiitv-one thousand one hundred and sixty-nine, and on the 
 Windsor lu-anch fourteen thousand tlu'ce biiii(h-ed and seventy-five, or a total ot 
 Ihiity-fne thousand five huii.h-e<l and forty-four (DoM'i) liroken, decayed, and 
 un^ervicealde sleepers, will reipiire to be replaced. Many sleepers vvere_ ioum 
 split len'dhwiso, owing to their having been p^cked only uiulcr the edges, instead 
 of under" tlie full breadth, with ballast; no support uas thus afforded directly 
 Miuler the cliair, and in conscpience it, by the weight of passing loads, has split 
 the sleeper, causing it to assume a concave surface on top. The quantity ot 
 sleepers to be replaced mav api'oar large, but were it possil)lc to see all parts ot 
 eac.li sleeper now in tin? road, llu! number would bo still further increased ; tor it; 
 was particularly noticed, wIkto repair-gangs wei- inserting new sleepers, and the 
 ballast had been cleaned away to admit of a more th(u>ough examination, that 
 sleepers, which on their top surface had all the appearance of soundness, wera 
 enlirrlv d'-cavcd and unserviccalde underneath. 
 
 The' life (d' sleepers is given as seven years, wh(>rc they are laid down in a 
 natural state, and (he percentage of renewals each year amounts to 14.1:8 per 
 cMit. Assuming the total iiuml>er of sleei-ers now in use in the road to be "-(•♦vJO^' 
 t!ie (pianlitv to be replac-d annuallv, taking the lib' at seven years, wdl be 2'>,41j. 
 Tlie (luautitv to bo replaced lieing .'bj.o-ji, (he percentage becomes cfpial to I . .-oS 
 ,,er cent ; a"n<l at this rale (lie whole of the sleepers must lie entirely ^^^^^^''f 
 every live vears and ten months. This either proves that the wood ol which the 
 sbM-pers are made is not dunible, or tliat decay and unserviccabieiiess is hastened 
 and facilKated by (he want (d" drai.mge ;ind prnpcr.caro in packing and boxing, 
 ami in instances from an insuflicient ipiantity of ballast. 
 
 A more satisfaetorv ar(ich> of sleepers may be oldained from hemh.ck, than is 
 n-iw lieing supprKMl,'b\ <nily aec.-pliiig those sawn or iiewii from straiglit, green, 
 tlniflv (rees, just iargi- .•ii.m-li to make- one sleeper. This will ensure a greater 
 amount of souudne<s and Mreii-tli, than in tho.-e which are sawe<l out of very largo 
 frees, and cannot be o(h.Tvvi<e (haii >liakv ami d.dicient in strength. The economy 
 ofoblaining hacmalae and pine sleepers, or eVen tho.e of cedar, may be seriously 
 
 ' Tin- praidice of driving (he Npikes at present in use, wi(hont first boring the 
 flleei-er witli a proper sized augur to receive them, is decidedly mi-'alisiactory. 
 A number of ne'w sle(>pcrs w. re teund to be split and much damaged Irom this 
 
 cause. , . f 
 
 The road from IJiclimoud lo (he Junction will ror|uiie an additiimnl quantity "l 
 ballasL to mak." up f.r de|.reciatimi and los-. The iuscrlion of new sleepers, unless 
 eare is taken in d-mi-r so, has a temlancy to raise (h.' (rack, ami as a consequenco 
 IvdiiceOhe (|uanlilv of ballasi requisili- for paeking and boxing. the ballast 
 has als.i been de^lro'veo in manv <d' the i'biy cuttings ami in embankments, by lo 
 j«lipsthat have occurred in U- one case, and by carelessness -n deposKiiig (Im 
 oNcavMled mal.'rial in (he „tlier, IJetween the .hmctioii and Klmsdale, ballast is 
 much n.'eded, especialiv through (he' rock cuttings. As (he facilities lor pro- 
 curing lialbist lietween'Klmsdiilo and Truro, an^ better, a givatcr .piaiitity and o 
 a belter qualily has been iis.-d. A sutli.'ieiit qnan(i(y to fully box the road ana 
 reiilace injured poriiiui's wiii be rcqiiinii. 
 
 Addilions to the balhisi oe, (he Windsor llranch will be re(piired throUi:h many 
 of the rock cuttings on either side of Mount Uniackc ; where it hiis been dcstroyca 
 
12 
 
 INSPECTION OF RAILWAY. 
 
 ty slips in the d.iy cuttings ; or vcducpd iu qnuntity by lifting the traok. The 
 Wimlsov ballast is of an excellent quality, and the ballast pit is in siah ii position, 
 that any quantity may be obtn'ned with every facility. 
 
 '\Vho;e the baM: t has remaineil nndisttivbod for some time, it has grown over 
 T\-ith grass, and in instances, small alder bushes are growing up in it between tho 
 rails. This all requires cleaning and loosening. 
 
 FENCl.NG. 
 
 The fencing along the main line has suirercd very materially from the action of 
 frost, tho slipping of cuttings, and by fire. In the first case, the pasts do not 
 appear to have been sunken into the ground the s[iecilied depth of forty-two inches, 
 or below the action of the frost ; but hiive l)een found in many instances, (where 
 the fence was prostrate), to be sharpened to a point and to have been inserted 
 from eighteen inches to two feet into the ground. By the action of the frost, a 
 ■very largo portion has been raised from the ground, so much so, as to permit tho 
 passage of the smaller class of aninmls freely under it ; ami in some instances to 
 cause it to become much distorted, and in places prostrate. 'Where slips in cut- 
 tings have extended back to the fence, the posts have I)cen undermined, and 
 exposed, and failure has taken place. The fencing has sulUred more from fire on 
 tho Windsor Branch than on the Main liine. Repairs have been made but at 
 best they are only temporary. Where exlen.-ive repairs are to be made, a framed 
 post, sill and brace or T will give nnich move satisfactory results than a post sunk 
 in the ground, though entailing a very slight increase iu"the exi>ense. This result 
 may be seen, in those in use on the VVimlsm- Branch. 
 
 The pole fencing between Gasperaux Lake and ctitting Xo. lo, section No. 7, 
 is of a very teniponiry description, and must, ere long, give place to a nnn'o 
 fcubstautial structuve. 
 
 Portions of the I'encing l-.ave been entirely removed at the Tannery beyond 
 Ivichmond, at Malcm's and at Smith's Brick wcu'ks, and the premises oi tho 
 railway nnule common use of. .U the Tannery, llu' fence enclosing that estalilisli- 
 ment joins iido the railway I'l-nec on either side, and may be deemed satisfactory. 
 At Malcon\ and Smith's brick works, lliere are m^l any ciulosing fences, and in 
 the case of the last, use is umde of the railway jininises as a road to cart clay 
 from the pit to the works, and several portions of (he fenie at tlie point wle^re 
 the clay is excavated, have been removod. .Many of the gate- at tlie o(<iipation 
 .roads are very nuich dist', rted by tho frost and will reiiiiro n'liaiiiiig. A number 
 were fo'und open. 
 
 The board fence between (he Junction and WimNnr ine- sullovd seven iv I'vinn 
 fires ; and has bi'fii replaeeil at th<isc points by t(>mporar\ l'c>nce^ (d" poles. A 
 large portion of the fence has been hiiilt with framed T's. and lias .stooil well — 
 the portion built with post,, i.s mmlj distorted and in plar.s oMn-tlirowii. 'fin; polo 
 fencing is of a temporary deseriplion. About si'vni miles on idthoc bidf of the 
 line between iJount L'niacke and .\e\\|iort, is iinfonred. 
 
 .TAllnNS. 
 
 With the exception of (he engine hoii-e- at lliehmoiid ainl Tnir.i. (lie buildings 
 lit the dilVerent statimis on tho main line are in lair order, wanting iiut jitth; elso 
 in (In way of repairs other (liaii is e.dled for by (lie oi-'iiiary wear and tear, whigji 
 Itiiildiiigs of that (d,\ss are subject to. 
 
 The passenger house, store hon-e, and <Mie oi' two small Iniililiues in (li,> yard 
 at iriclinioiid, should lia\e a eoat of w liitewa^i. The ro,,r (,(' (he store house 
 should bo ]iaiiited at oner. The large -tore Inaise oirihe wharf, now empty and 
 unused, should have (he luoken <ihi<< ie|daced, and be seeundv loeked up. 
 
 The engine iiou«e has received damage from 'wo laru'e boulders, containing 
 nearly a cubic yard each, whi.di ha\e sli|.peil from (lie fnp Of (he excavation, and 
 faljen against the wall nf (he building. One boulder has s(riick a granite window 
 sill, broken it in two— -forced ]\ iuio (lie luiilding, carrying wi(li it the window 
 frame, and Iwik also pushed in a portion of the brickvuuk below the window. 
 The other boukior has struck the wall to the westward of tho damiiged window, and 
 
INSPECTION OF RAILWAY. 
 
 13 
 
 has driven in a portion of tho brickwork, though not entirely. In both cases a 
 part of the cement coating has been destroyed. The brick drain aronnd the 
 northern and western sides of the buihling is completely choked up with the 
 wash and detritus from tlie bank,_thus preventing the free escape of water. 
 
 To remedy this defect and prevent any future injury to tho building by falling 
 stones or bouhhn-s, the earth .shoidd be excavated from oil' tho rock, and back for 
 tlio distance of four feet from the face, sloped back with a slope of one and a 
 half to one. By this means a sliclf will formed, that will oiler the means of 
 retaining any wash or detritus. All loose rock and boulders lying near the top of 
 tho excavation should olso be removed. 
 
 The symmclry of the dome roof is destroyed l)y the settlement of four of the 
 "hip pfeces," and by others having assumed a convex form. The hip pieces 
 that ]\ave given way, have settled at the points where they "butt" or join, and 
 are nuudi depressed. 
 
 As this failnro has never been noticed by any of the railway employees, until 
 pointed out at the time oi' tho inspection, it is not known at what time, the 
 settlement took place, whether it has been gradual or not, whether the set has 
 become porniauent, or tliat sottlemeut is still going on. 
 
 On reference to tin) specillcalion attached to tho contract for the construction of 
 this bu Idinir, it may be iVuind specified,— "Tho framing of the dome to be excu- 
 ted with the greatest care, the purlins to bo tenoned into the hip pieces, so that 
 the end pressure of tlie [lurlins shall be continuous all round. To strengthen 
 tiiese, pieces will be carefully secured across the angles of the purlins and tilling 
 in pieces as shewn, so that the inside of the dome will form on its plan a polygon 
 of forty sides. These pieces will be o inches and 2 inches thick, and will vary in 
 depth "from IM inches to 7 inches, according to deydh of panel. It^ is absolutely 
 necessary in framing this roof, that every joint tits with the utmo.st precision." These 
 " pieces" havi; been omitted in the etmstructiou of the dome, as it was deemed 
 impossilile to insert them in the manner specilie.i. It i'^ to lie regretted that some 
 other plan had not lieeii adopted in lieu of the one speciticd ; for it is very evident 
 that thev wiTO folly inlciulod for the purpose of .ntiU'ening and strengthening the 
 dome. Tne nei'cs-aiy repair^ rc(|uisite to this Imilding should be proceeded M'ith 
 at (uu'e. especially in stroiigtln niiig the; dome. 
 
 The " ciipiiinu' pieces," i.r the beams which rest dinudly on tho top of the iron 
 cohinnis, and suiijiort th(> ends of lln' trussi'd girders of the flat roof, shew a 
 coasiilerable iimonnt of ddlection. This may be ]iermantnt, yet periodical 
 examinations should be madf, to ascertain if it is so, or not. If not, further 
 strengthening and >-u|iport will bo reipiisite. 
 
 A truss rod to one of tho girders of t!io flat roof i^ broken, and reipiiies rei. air- 
 ing and ri'placiiig. ... 
 
 The positimi (d' the forger nt pre-riil erectod, and in u-" in this buihling, is to 
 be deitrocated. As llic building was nover eoiistnictod to ansxN.r as ji smilliy, it 
 will either l>e advisalde to erect a suitabh^ building tbr lliat jiurpose, and ri'iuove 
 tlie f.u-ges into it, m- Ihe portion (d' tin' huildini!- now orenpied by them should bo 
 idose.v b larded o!f, and proper sinoki' dues and \enlilat(us proviiled. 
 
 The root ol the engine houM' at Truro is tinned, and leaks badly, especially (Ui 
 Ihi' southern side. It will I'e advisable to renmve the tin entirely, and substitute 
 shiii;^le-', giving lliem a good coating oj' metallic paint. 
 
 TJie trallic at F.nlleld Station ilemand> a nxo'e suitable and secure huihling for 
 iTn' comfort of pa •singers and storage (d' treight, than the one at present in use. 
 A -mall amount \\ill he rei|Misiie to m:d%e the building at Ivoeky Lake fully 
 answer the purpose of a ."--lalie-,, leuing a ticket ollire, fn ight roiun, Js;e. 
 
 The e.\|ieiiiiilure re<iuin-d ! . 'pairs at the other .Stations will be for replacing 
 glass, locks, b(dts, plastering, sningling, water pipes, eorner posts (ui building to 
 protect them from damage by loaded team-', and for renewals (d' plall'oinis. 
 
 The Station buildings at Heaver liank and .Newport nl!l only require a small 
 expenditure to replace W(-ar and tear, At Mount rniaeke the l(uindaliou nndi'r 
 the iroiit of the .iation hw-v. lias di;.'ippeared, aiitl tlie l>uihliiig ha-J s.-lUed on that 
 sidt! in coiisciiuence, Atlemnls ha\(' bei ' ' ' 
 
 under it, but without avail- A proper otouc 
 
 fuuudalion is roipured, and tho build- 
 
u 
 
 INSPECTION OF RAILWAY. 
 
 iiig rostorod to its prope." level. Tlic platform in front is grmllially inclining 
 towards tlio track, and must eventually be re-i)nilt. Owing to this movement the 
 scales which are inserted in tlie platform are subject to more or less disturbance 
 and disarrangement. 
 
 ^ The buildings composing the terminal station at Windsor arc in good order. 
 Some of tlie tie-l»eams in the principals of the main roof of the passenger house, 
 show signs of spreading at the splices, and one of the stmts has faUen down. 
 The roof of the wings is covered with tin, and complaints were made that a large 
 amonut of leakage took place during rain, especially at the junction with the mahi 
 Inukhiig. On (.'xamiiiatir;!! it was iound that only from one to one and a half 
 inches of the tinning is turned np against the main building to act as a flashing. 
 This is too little, and may be ivinedied by the insertion of a strip of tin of suiii- 
 cient width, ;iiid placed in a proper manner. The tin roofs will require a coat of 
 paint, as they show signs of rust. 
 
 The doors at either end of the building have lately been put in order, and the 
 buibling can now be securely closed. 
 
 It may not be inappropriate here to remark that a check should bo placed at 
 once on the crowd of boys who frequent tlie station house at Windsor on (he arrival 
 of the trains, for the purpose of olitaining the porterage of passengers' Intgage. It 
 is annoying in the extreme, and the same rule which is so strictly enfon-ed at 
 Richmond with regard to hackmen, may be most satisfactorily applied at Wind- 
 sor, to the benefit of the travelling public, and the comfort of those cnaaged in 
 the duties of the road at that station. 
 
 The wharves and ireight houses at Richmond and Windsor are in a'ood order. 
 
 The only \\atcring stations in constant use are those at Richmond,' the Junction, 
 and Polly ling, on the Main line, and at Stillwater on flu! Windsor branch. The 
 tank at Truro has been put in order, and is now hejit fill(Ml Those at Klmsdale, 
 Alount Uniacke, and Coone's tank, arc not now in use. There is a tank house at 
 Shubenacadie, l)ut no tank. At the Jiuution (hero is an extra tank and tank 
 lionse, which, owing to a failure in the supply .pipe, is not used. The pumping 
 at (his station is done by steam, at the others' by hand. If Polly Rog is to be 
 retained as a permanent watering s(ation, other ami more ellecfual iir^uis should 
 bo a.lopted for arrestiug and retaining the water of (he brook, and rendering it 
 secure IVom (he ellects of ice or freshets. The old tank and house at the briTlgo 
 near this st.ition should be taken down, or it must eventually fall. 
 
 The woiidsheds on (he line aro in good oi.lor, and ailaiile'd for (he ser\ice in- 
 tended. TIh' ikmrs have been (akeu o!f tluw,. M Windsor and at the Juncticm, 
 and he piled up on the ground ; they would have been less liable to damage if 
 th( y had been placi'il luuler cover. 
 
 _ The amount requircMl (o rejdace and res((uv (he Mad in(o a good workini: condi- 
 (ion may ap[.ear large, but (he faet must be (aken in(o coiisidera(i(m (hat no lar;:e 
 sum has been expended at any one tiino, with (his view, since its llual coniplelbui. 
 The slip< in eiitlings (h.at have regularly eiisiuMl each sueeessive spring, (he (ime 
 spent in (heir removal, which odieruis," slidid.l have be. n oecupi..! in n pairs to 
 (he (r;i(k, (he loss ami depreeialion of tho ballast, ih,' want of proper draina-e, 
 have all tended to reduce the standard of the luad, and iiore-sitates a seemin'.dv 
 large expeihlKure to place it in as good order tiud working comlilion as when lirst 
 couiphded. 
 
INSPECTION OF RAILWAY. 
 
 15 
 
 ESTIMATE OF AMOUNT UEQUIREI) FOU REPAIRS, RENEWALS, &C., ON THE MAIN LINE. 
 
 23,781 
 
 3,487 
 
 8,373 
 
 24,815 
 
 1,000 
 
 1,088 
 
 45,450 
 
 2],1G'J 
 
 1,202 
 
 Cubic yards earth excavation from cuttings, 
 
 " " . " embankment s, 
 
 " raising and widening " 
 
 Lineal yards cleaning ditcbes in cuttings, 
 
 '« catchwater drains, 
 
 Slope drains. 
 Cubic yards ballast, 
 No slccncrs 
 
 No! chairs = 31,750 lbs. at per 2,000 lbs. 
 Repairs, &c., to culverts, 
 Ditto. to cattle guards, &c.. 
 
 Ditto. to bridges, 
 
 Ditto. to fen''ing, 
 
 Ditto. to stations. 
 
 Retaining wall, Bedford cutting. 
 Sea do. Waterloo Cove embankment, 
 
 Covering di-ain, Lily Lake cutting, 
 Miscellaneous, 
 Superintendence, &c., &c., 10 per cent. 
 
 $0 
 
 30 
 
 .$7,134 30 
 
 
 
 10 
 
 348 70 
 
 
 
 20 
 
 1,074 00 
 
 
 
 00. V 
 
 1,012 97 
 
 
 
 13 
 
 130 78 
 
 
 
 40 
 
 075 20 
 
 
 
 02. \ 
 
 28,400 25 
 
 
 
 35 
 
 7,409 15 
 
 35 
 
 00 
 
 555 73 
 1,053 30 
 
 741 80 
 1,518 17 
 1,141 37 
 2,233 80 
 2,545 95 
 
 488 00 
 
 585 00 
 48 80 
 
 
 
 5,830 39 
 
 
 §04,134 32 
 
 ESTIMATE OP AMOUNT REQUIRED FOR REPAIRS, RENEWALS, &C., &C. 
 
 WINDSOR BRANCH. 
 
 10,913 Cubic yards earth excavations from cuttings, at 
 222 " rock to support cmbankiuent, 
 
 9,112 Lin. yards clearing ditches in cuttings, 
 1,000 " slope drains, 
 
 23,812 Cubic yards ballast, 
 14,375 No. sleepers, 
 
 029 " chairs, = 15,830 ll)s. at per 2000 lbs. 
 Repairs, &c. to culverts. 
 Ditto. to cattle guards, &c., &c.. 
 
 Ditto. to bridges. 
 
 Ditto. to rencing, 
 
 Ditto. to stations, 
 
 Superintendence, .^c, kc, 10 per cent. 
 
 :c., &c.. 
 
 ON THE 
 
 ,<;0 30 
 
 f:3,273 '90 
 
 1 00 
 
 222 00 
 
 00. \ 
 
 592 28 
 
 40 
 
 400 00 
 
 02.1 
 
 14,882 50 
 
 35 
 
 5,031 25 
 
 35 00 
 
 277 02 
 
 
 147 50 
 
 
 285 77 
 
 
 371 51 
 
 
 435 50 
 
 
 338 85 
 
 
 2,025 81 
 
 Total, 
 
 Amount required for Main Line, 
 Do. do. for Windsor Branch, 
 
 Total amount. 
 
 $28,883 89 
 
 $04,134 32 
 28,8S3 89 
 
 $93,01 S 21 
 
 
 In RS-suming the care and responsibility of making this inspection, I was fully 
 aware of the nature of the (bitv to be performed ; and in tlie statements made I 
 liave lieeu gui.b'd by my own ju-lgment and experience, and where .piestions ol 
 cost ami cxpemliture have arisen, [ have en.lcavoied to make (hem wi i a .b.e 
 regard to economy, and a rigid adlierencu (o the actual ro.piivemcnts ol the road. 
 
 HENRY F. PERLKY, 
 
 Civil Engineer. 
 
REPORT OF INSPECTION OF ROLLING STOCK OF 
 THE NOVA SCOTIA RAILWAY. 
 
 SlR,- 
 
 Shediac, 29M Juhj, 1863. 
 
 In compliance with the request of the Government of Nova Scotia, con- 
 veyed to me in a communication Irom W. H. Keating, Estj., Deputy Secretary, 
 dated the 1st inst., I have, as far as circumstances woukl permit, examined the 
 " Rolling Stock and Machinery of the Nova Scotia Railway," and have now to 
 submit my report thereon. 
 
 In assuming this duty, I fully explained the difficulties attending a proper ex- 
 amination, and the impossibility of arriving at their real condition, inasmuch as 
 the machines could not readily be taken apart, and the opportunity of a detailed 
 inspection afforded. 
 
 As a result, therefore, of the necessarily cursory character of the examination, 
 I here present an approximate estimate of the cost of repairs requisite to put the 
 rolling stock in good order : 
 
 Locomotives Nos. 1, 15, 16 and 17, say 
 Do. Nos. 2, 3, 4 and 5, say 
 
 Do. Nos. 9, 13 and 18, say 
 
 $2,200 00 
 800 00 
 500 00 
 
 Eight first class cars, say 
 Eight second class cars, say 
 Eleven box freight '* say 
 Nine cattle " say 
 
 Fifty platform •' say 
 
 Thirty-four platform " say 
 
 $•200 00 
 1,300 00 
 
 $3,500 00 
 
 l.GOO 00 
 
 1,100 00 
 
 350 GO 
 
 200 00 
 
 Three snow ploughs, 
 
 Seven pairs driving wheels, and three pairs truck or tender wheels, 
 need new tyres, and one pair trailing wheels need to be repaired. 
 
 Total, 
 
 $1,500 00 
 50 00 
 
 2,100 00 
 
 $10,400 00 
 
 Locomotives Nos. 6, 7, 8, 10, 11, 12, 14, 19 and 20, are apparently in good 
 order ; Nos. 2, 3, 4 and 5, are " Tank Engines," and not being adapted to the 
 traffic, have not, as I learn, been in service for a length of time ; No. 10 is now 
 undergoing repairs, but Nos. 1,15, and 17, not having been in use for some time, 
 are in a bad state from rust and dirt. No. 15 is deficient in a cylinder cock and 
 rod, big end brasses, seven gland nuts, one heater cock, an<l one brake rod. From 
 No. 17, a cylinder head, a brass casing for the same, main connection and side 
 rod, (broken pieces there) one crosa-heail slide, sixteen gland nuts, feed and heater 
 pipes, one heater cock, one heater and one gauge cock plug, one tallow cock, and 
 two short coiuiecting pipes of pumps, are gone. 
 
 Nos. 9, 13, and 18, are in sufficiently gooc- condition to bo used in case of 
 emergency, but need to be repaired directly. 
 
 The others, excepting those in good order, are quite unfit for service. 
 
 These estimates include the cost of painting and varnishing, which they require. 
 
 Of the first class curs, Nos. 4 and 7 are in good order ; and of the estimate to 
 make the others so, $] 000 may be down as necessary to paint and varnish 
 
 them, of which they stand much in neeu. Twenty new wheels, one new axle, and 
 sixteen rubber springs are required. 
 
18 
 
 INSPECTION OF RAILWAY. 
 
 Besides other repairs, the second class cars need thirty-three new wheels, and 
 ■with the exception of the inside of one, require to be painted and varnished 
 throughout. 
 
 Thirteen of the box freight, and ten of cattle. cars are in good order ; the 
 balance of these, besides other repairs, need twenty-one now wheels. 
 
 Thirty-four of the platform cars are in bad order, and neeil thirty-five new 
 ■wheels, in addition to being otherwise thoroughly repaired. Fifty others of this 
 class are in what may be termed fair condition, but need repairs in planking, 
 brake gear, &c. The remaining cars of this description appear to be in good order. 
 
 I deem it necessary to remark, that though many of the cars are considered as 
 in working order, and could not be properly reported otherwise, (for, although 
 worn and in some instances partially decayed, they have not reached that condi- 
 tion where a largo outlay could bo justified,) yet some of them are so deteriorated 
 as soon to need extensive repairs, particularly in renewals of wheels. 
 
 The snow ploughs are in general good order. The estimate is principally for 
 varnishing. 
 
 In the engine house at Richmond are eight pairs driving and trailing, and three 
 pairs of truck or tender wheels, the tyres of which are, for the most part, worn 
 out. To replace these, will, I think, cost the amount here named. Besides these 
 I found two pairs of drivers tyred in good order ; I also found fifteen pairs of 
 engine, truck, and tender wheels, available for service, but which are partly worn. 
 
 I may remark that the leathers in the axle boxes require to bo renewed ; and 
 that the platform cars should be cleaned and washed after being in the service of 
 the track. They would thus be better preserved, and their condition moro readily 
 
 seen. 
 
 In arriving at the estimates here given, I have been guided (except in so far 
 as the painting is concerned, for the cost of which I am indebted to Mr. Jones, 
 clerk in the Locomotive Department), by the cost of doing such work elsewhere 
 than in your Province. It may however be, that with the facilities which the 
 admirably appointed repair shop attached to the Nova Scotia Railway afford, the 
 estimates will prove large ; as a rule, however, estimates seldom exceed the reality, 
 and I have no reason to suppose that they will in the present case. 
 
 It is iit all times a very difficult matter to arrive at the cost of work to be done, 
 and particularly so in regard to repairs to Railway rolling stock. 
 
 Before concluding this report I desire to bear testimony to the very gentlemanly 
 and cheerful manner with which the Locomotive Superintendent, Mr. Johnston , 
 afforded the necessary facilities to prosecute this examination. 
 
 I have the honor to be. Sir, 
 
 Your obedient servant, 
 
 H. A WHITNEY. 
 
 To the Hon. Provincial Secretary 
 
 of Nova Scotia. 
 
wheels, and 
 id varnished 
 
 order ; the 
 
 rty-five new 
 thers of this 
 in phmking, 
 1 good order. 
 ;onsidered as 
 for, although 
 1 that condi- 
 deteriorated 
 
 rincipally for 
 
 \g, and three 
 t part, worn 
 Dcsides these 
 ;een pairs of 
 partly worn, 
 newed ; and 
 he service of 
 more readily 
 
 pt in so far 
 Mr. Jones, 
 irk elsewhere 
 ies which the 
 ly afford, the 
 d the reality, 
 
 k to be done, 
 
 ■ gentlemanly 
 [r. Johnston, 
 
 niTNEY.