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Les diagrammes suivants illustrent ia mithoda. 1 2 3 32 X 1 2 3 4 5 6 H Coiiiini a:i3:joi^>iBi»» ' DF* 3^ 3^ ^O 1B[. BY- Hon. Mr. HOWLAN, ON- Coiiimunication between Cape Tormentine, N.B. and Cape Traverse, P.E.I. Delivered before the Senate of Canada on the i)th April, 1885. i 01 61 72 ,•«. 1!V Hon. Mr. HOW^LAN, -ON — Communication between Cape Tormentine, N.B. and Cape Traverse, P.E.I. JJcJirered he/or. the Sennfr of r,n..,.i , n„ fl,r COMMUNICATION WITH PRINCE EDWARD ISLAND. INQUIRY. Hon. Mr. HOWLAN rose to ask the Government whether after due consider- ation they will be prepared to recommend a survey to be made between Capes Tra- verse m Prince Edward Island and Tor- mentine in New Brunswick, with a view of building a subway or tunnel between the said points, so as to make a " continu- ous communication" with the said Island in accordance with one of the terms ol union with the Dominion of Canada ? He said :— For some time past— I mav say ever since Prince Edward Island became part and parcel of the Dominion ot Canada— the question of winter navi- gation between that Island and the main- land has occupied the attention of many mmds. The Government from time to time have provided what they believed to be a sufficient answer to that portion of the terms which were made with Prince t-dward Island, but it is a fact which I 1?m"u^ P T^'^^ °^ this Senate to establish, that there has been a great deal of dissatisfaction with regard to how that particular service has been performed. It may be surprising to some gentlemen that 1 should take up the time of the Senate in bringing this matter before it, as it may rerhaps be considered a subject affecting specially Prince Edward Island, but it if to the Senate of Canada that the smaller provinces must look to have their rights protected and the agreements nmde between them and the Dominion carried out. It IS to the Senate of Canada that they have to apply, in the first place, as the great bulwark of their rights and privileges I am aware^ at the outset, that I stand in a very difficult position because of the smallness of the population of the province from which I come. I am aware that I am standing m a Parliament composed of representatives from every section of the Dominion, and that the larger provinces of Ontario and Quebec have such a large unit. If I may use the term, in this Parlia- ment, that one coming from a smaller province is disadvantageously situated. If for instance. New Brunswick, Nova Scotia! and Prince Edward Island were federated mto one province, with their population and their intelligence they would possess more influence in this great Confederation than they do at present. I do not say for a moment that this subject will not receive the consideration from the gentlemen representing the larger provinces that its importance deserves, but it must be appar- ent to everyone who has held a seat in this Parliament ever since the union, as it has been apparent to myself, that if a union had taken place between the Maritime provinces we would be in a better position to promote our interests here. Hon. Sir ALEX. CAMPBELL— It is not too late yet. ^i-- « is Hon. Mr. HOWLAN^I am glad to near the hon. gentleman say so, and I hope his reply to my question will be in accordance with what he has just said. When Prince Kdward Island gave up her ronstitution she had been in the enjoy- ment of constitutional government for roc years. During that period I do not think, speaking from a governmental standpoint, that she had anything to com- plam of with regard to her executive powers in managing the affairs of her own people. For a long time she stood aloof from the Confederation— from 1867 to 1872-73— and one of the principal reasons was that certain ideas, views and opinions which the people of the province enter- tained with regard to giving up their individuality and self government was that very question of communication with the mainland in winter and summer. When the terms of union were made this question was fully discussed in all its bearings not only at that particular time but m the future, and the gentleman who made those terms, amongst whom I had the honor to be one, particularly provided for efficient steam communication between the provinceandthemainlandsummerand win- ter. Before I go any further I will read the exact words contained in those terms : " Efficient steam service for the convey- ance of mails and passengers to be estab- lished and maintained between the Island and the Dominion, winter and summer, thus placing the Island in continuous cornmumcation with the Intercolonial Railway and the railway system of the Dominion." It is a notorious fact that that has not been done. The Govern- ment may say in answer thereto that many plans and propositions were made, that difficulties arose and that differences existed perhaps between the Island mem- bers themselves, as also with regard to the most intelligent way of carrying out those particular terms. Be that as it may, and let those differences have what bearing they may on this question, it is a notorious fact, beyond doubt, that those terms have not been fulfilled as fulfilment was expected at the time they were made. The first- step towards carrying out the terms of union was made by the selection of the " Northern Light." That vessel, as is well known, was not specially built for this service, but happened to be at the time on the stocks at Quebec, and, having been designed for contention with the ice in the River St. Lawrence, it was thought she would i)erform the work which she w-as called upon to do. She was pur- chased at a cost of $60,736.79. Hon. Mr. IM.UMB— Who bought her? Hon. Mr. HOWLAN — The Mac- kenzie Ooverninent. The working ex- penses up to 30th June, 1884, exclusive of her earnings, amounted to $177,849.92, or about an average of $15,000 a year. Time wore on in that way with different communications between the Government of Prince Kdward Island and the Govern- ment of the Dominion, until 1882, three years ago, when a special committee was apijointed by the House of Commons to investigate and report upon this particular subject, and to receive information from those best enabled to give it -in fact, to use parliamentary parlance -they were empowered to send for i)ersons, papers and records. That committee recom- mended that a new steamer should be built in place of the "Northern Light," and that two other steamers should be built to run between Cape ^1 ormentine and Cape Traverse. The reason why it was sug- gested to build another vessel like the " Northern Light " was, that Cajn. Finlay- son, who gave his testimony before the Committee, said that the " Northern Light," in his opinion, from the character of the service she had to perform, would be use- less after two or three more years' service. All this, as hon. gentlemen will see, will necessarily lead to a much larger expendi- ture than that on the " Northern Light." The "Northern Light" cost $60,000, and to build one double her tonnage would involve an expenditure of about $150,000. With the increased cost of the vessel would come increased cost of maintenance and also the cost of two steamers between the Capes. But even after all that, after building another vessel to take the place of the " Northern Light," granting that the new vessel would be more successful than the " Northern I-ight," and granting that the two small tug boats between the Capes would perform to a very great ex- tent the service assigned to them, it is yet beyond a doubt, that to have complete communication, winter and summer, be- tween Prince Edward Island and the mainland, it is necessary to have some other mode than that given to us by sail- i ing craft or steamers. The question cocs without dispute. I propose, as I shall presently show you, a means of romnumi- ration which will give access every day s. nmer and winter. We are payinri .fi.S.ooo a year for the "Northern lAiiht," and ;. 10,000 a year for the two small boats; that would he $25,000 a year for that pauicular service. Many plans have beon sugK'ested with regard to j,'etting over this particular difticulty. .Some have said that a tunnel would be the best ; others that a bridge should be built ; and after paying some • .ention to this subject, I take up the tunnel question to see what would be the necessary outlay reiiuired to construct the tunnel, then with regard to the bridge, and then the course which I pro- pose. In looking at the matter of tunnels, I find, looking at the Globe Kncyclopajd-'a page 334, the following :— Mont Cenis Tunnel, which pierces Le Grand Vullon, 15 mileh south vvestofMont Ceni.s, wa.s comn.enced m 1857 and opened a.^ a junction ^n «7f"T '^ Railways of Savoy and p'iedmont in 1871 . 1 he northern entrance,.S.801 feet above sea eye], is situated near Modane, and the southern 4,2.36 leet above sea level at Bar donneche. The dimensions cf the tunnel are: liengtb,7Jrni es; greatest width, over 26 feet, height at Modane end 24^ feet and 11 inches more at southern extremity. The gradient rises to the centre on the Ffench sid? 1 in 45 and on the Italian side 1 in 2,000. The tun- nel IS one mile beneath the summit of the mountain. The Mont Cenis tunnel is straight, ined throughout with brick, and the total cost was i,lbi.lZ.O per yard. St. Gothard Tunnel, commenced in the autumn of 1872, now in progress through tlie mountain of that name, will, when completed, tje yj miles long. ' The Hoosac funnel in Massachusetts, the longest in the U. S., was commenced in 1856, *". Jl. "■ f^r^'^^^ suspensions was completed in 1874. It IS 41 miles in length, is lined with masonry, and cost about £180 per yard onT i""m^\ ^L^}}^^ 'o connect the Bristol and S. Wales Railways is at present being driven under the Severn.-the crowning en- terprise in tunneling will be the Channel Tun- nel which it 18 proposed to drive from the South Foreland in Kent to a point near Calais in prance to join the railway system of Eng- land with that of the Continent. The Box Tunnel on the Great Western Kailway between Chippenham and Bath is S lYi f ?"^^ widtl. 30 feet J height above ,1 !i 5 . u^-. ^^ ''^'^ ^ ^'"*ft« l^"ck lined, the deepest being 300 feet. Woodhead Tunnel near Manchester is the longest in Great Britain, and measuren 3 miles and 26 feet. Since its construction a second tunpel has been driven through parallel to it.i Kelsby Tunnel on the London and N W .,!,*,' '!r'*3' measures 2,398 yar-is and 27 feet by ^^ feet in section. A qnickHand was en- countered in driving the heading, causing .le- lay an.l greatly increase.l exi.ense. The total cOHt was £125 per lineal yar.i. Netherton Tunnel on a branch of the Bir- ""'>''"*!!!, ,5^"U'*' ^^ ^'^^'^ y""-''" '" length: section 27 Iby 2 lft.,coHt only £60.0.0 per lineal yard. Lost of the tunnel alone £89.5.0. and with canal and si.le walls, £15.6.0 per yard. Ihe 1 hamea Tunnel under the Tfiamci at Kotherliithe was commenced in 1825 from designs by Sir I. K. Brunei, and after several irruptions of the river completed and opened as a public footway in 1843. It has a double passage 400 yds long, and is now used as a wJrci^i.V'""^'' T''*' <=°^' "'■ construction was £1137 per yard. The London Metropolitan Underground Kailway also furnishes a remarkable example 01 tunneling on an extended scale. But all lliese achievements pale before the Great Alpine Tunnels. There have been several tunnels built at a small expense through material some- what similar to that which will be found at the bottom of the Straits. I give those figures so as to satisfy the minds of Hon gentlemen who believe that a tunnel would be better under the circumstances. 1 take this from Simms' Practical Tunnel- ing- He gives an account of all the tun- nels that were built at the time of the pub hcation of his work in 1875. I find that the cheapest tunnel is that from Loch Katrine to supply the Glasgow water- works. Its length is 2,325 feet, and it cost only ^10 sterling per yard. It runs through old red sandstone, but it is not lined. I find that the cheapest lined tuntiel is ;^38. That is what is called the Lindal enlargement. I turn from that to see what a tunnel would cost for our Island, or whether it would be preferable to have a bridge, as some gentlemen have suggested, m preference to anything else. I addressed a letter to Mr. Vernon Smith, ? Jt" '^"°^" engineer, to whom I am' indebted for many favors, a gentleman well known for his engineering skill and capacity, both in this country and in Great Britain, having been a pupil of the great Robert Stephenson, and asked him for in- formation on this subject His reply is as follows : PROPOSED SCHEME FOB CROSSING NflRTHtTMBER- LAND STRAIT, AS COMPARED WITH EITHER A BRIDQE OB TUNNEL. l8t— Tunnel. The shortest distance across the strait is 8J miles, and the deepest ivater, which in near the middli-or, hhv 4 rniloN from the nearcHt end, in uliout 90 feel". The Ujttom iH sand for a few feet and then it in Ixdieved to be the floft HandHtone rocit of the upper car- boniferouH formation. In thin material and with the probability that the loose nand in the deepest wnere the water in the deepest, ami the surface of the bottom the lowest, it would not be prudent to put tlie top of tlie tunnel Jess than 45 feet from he lowest soundinifH say 140 feet below low water in the middle Nor would it be prudent to put the shaft at either side at less than 1,000 feet from the usual water level, or about \ of a uulo from the low water line, making the s outside of what is called practical politics. We comenowtotheconsideration of subways which, in England, are taking the place of tunnels, and I mav be asked what a subway means. A subway is a cylinder of wrought iron which may be any diameter— 8, 10, or up to 15 feet— 15 feet is the largest wrought iron cylinder subway that has yet been constructed in hngland or Scotland. The Tower Hill tunnel under the Thames is one, and there IS a subway from Scotland Yard across the Thames into Middlesex, the same diameter of cylinder, 300 feet long, wrought iron and filled around with concrete to sustain the weight of the earth and traffic on top. It is laid down at a depth of 45 feet from the surface. Hon. Mk. HAYTHORNE-Can my hon. friend state to the House the dimen- sions of that cylinder ? Is it used for foot passengers only or for horses and car- nages ? . Hon. Mr. HOWLAN-It is the same si/e as the subway I propose— ic feet One subway has the 3 feet 6 gauge track that we have in Prince Edward Island and the other has got the 4 feet 8j4 gauge track. I notice that before the Imperial 1 arhament at the present time there are several Bills for the incorporation of sub- w-ay companies. I quote from Engineerins December 5th, 1884, in which I find un- der the heading of " Private Bill Legisla- tion, that the number of projects for which plans have been deposited at the rnvate Bill Office, is 199, of which 74 are \ 5 iiestion. He of a bridge. >uch a com- lo not think le details. What IS his IS estimate ooo, and it o build it, '■ that the would be :hat I need details of is entirely ' judgment i practical isideration are taking V be asked bway is a h may be 15 feet— •n cylinder tructed in ower Hill and there ird across the same eet long, und with ■ the earth iown at a -Can my le dimen- d for foot and car- the same -IS feet. Jge track 1 Island, }4 gauge Imperial here are » of sub- ^neering find un- Legisla- ects for d at the h 74 are for railways, 2, for tramways 59 misrcl- I.ineous, mcludmg subways, and 4s for works for which provisional orders vvill he sought. Ihe following descriptions are given of some of the proposed subways for which the promoters are seeking o liamint- ' '"''"'" ^^^ ''"'''^'■'^' '"'''• wS ?"'?'.'•''"''"" ■^"/•^^«>. to oonHtrucl evi.iently, as ar.. „mny others afterwards t be ' referred io a result of the success of tl e "tj which "n.'r""'' '^'='''""' ""^ '■'«' sessii^, £ oeivveen the tlcphant and Cast e and Kinc two lines of brick or iron tubes 10 fca i, d ameter, along which a frequent succossio o( vehicles resembling tram cars were to Ije drawn bv cable tractL on tin- Hanidie'vl:! of two Tin! present .scheme is the conHtructron fv^n wm' *"•""''"■ '"'«^ '"'tween King's Cross and Charing Cross. Commencing at Liverpool Street, tliey pass along the "outh Hdc o, the Kuston RoaA. but inside propety to Gower Street Station. Thence tC tun.' to the south and are carried down k er btreet and Blopn.sbury Thence they t ke Min^fn *K •• ^"^'"'•^''"=^' ''■»•» which point to their termination opposite Craig's Court existing streets are followed. A short spur near MuSledon Place permits of a depot being formed clear of the subway. The toUl length ,8 about two miles. The „ aximum depth below the surface is about 40 feet The gauge 18 to be .m. 6in.,and during the co struction of the works, temporar^ opening may be made in the streets. f'cnings Ihe working of tiie subways is to be on the above mentioned cable tractfon system, or by ome other means, other than steam locomo- ITa'a""}''?^' '.""^ ^^ sanctioned by the in- tended Act or by the Board of Trade. lie remaining rival scheme is also inde- pendenUv promoted and is called the K n^'s Cross, Cl,aring Cross and Waterloo Subway It commences within the property of the London and South- Western Uafl way Company or>th^ nor h- west side of Waterloo Station, a a point about a chain south-east of York sSST.r"*'^^'' '' ''-^^^"^^ that ThfnLo . m""^'' ^"■^^'' ^'len crosses the T ames to Northumberland Avenue, alo,^ vhch it .8 taken to Charing Cross, thence Ac e Tu\f ^'"^'' ^'- **'"'«^"'« Lane. W anTai^'^^T"/''^*^'' Theobald's Roa3 and Gray 8 Inn Road, and terminates at the north-west corner of Liverpool street near fZt ^'T ^'^^'■°"- Tbe works consist o two unnels, each about 2| mile, in len-nh and 10 feet in diameter, in some place 7a d alongside ,n others one is above the other where the tubes are 72 feet below high wateF- sSrJ^fK'^'P'^ '^ ""^r' ^0 feet Selow the surface of the ground. The maximum teet Hi inches. Land, apparently for stution 'urpose.. IS taken at the commenc,.n,..nt and c termination ofthe line.an.i at Hemn in\"' Row, Drury Lane, Little Queen xtreet and at M.e corner of Gray'. Inn iSad and tSo': I' f hp r "'« *■" ?'*" "'•'"" '" ''« '«"' <'<""P«-m-H to enter into agreement tor the construction maintennnce and working of the subw, v Th.: atlT of winch 1. to be, a.^ des,ril«d [, tie receding case, by cable traction or other n.ean.M excluding steam locomotive.-. between'T'';:?"'" ."'" "'« "ommunicatiou oetween the city and west end in also nrrv posed to be obtained by the construe fon^' Hubwayssinularto tho..'e last executed from Hv.le Park to the Royal Exchange by an ule^-ndent company /the scheme is called A 1, V^', Commencing opposite the Marbl'e length, Ho born (aroiding the viaduct bv rdfe.:,. r/.«"^„'^'-'!<>'^-'erl.ourftree^ -- .., ...,,v.T , Hit- Muuwiiy 18 lorm unnels 10 feet in .liameter,- laid as descri^>ed" Ire '0 e'"e?';;7"f'^ f''"'',".^' ""' «"*'e«' 'lepS Sa iient ; 1 T'o^"^ ^? '''/ ' "'« n,axinu.m fcraiient is 1 m 20. Land, apparently for Totenh^'Pr"''';^ '■"^L'"''^'' "' «eS«"t Ci^rcis Grel 1^ ^,T^v. '■°*'^' Southampton row Great lurnstile,Farring( working; are also the suine as in ijio^c n(dieiiieH. I owerH are to l>e taken to pjnilile (he city and Soutliwark Sul.way Company to lonslruct or work the propOHed mihwayrt. " SlationHwiil he I)h»ced at Claphniii Coinmoti. South I.amh.lli road, South rnhmd pluee, KenninL'iun mad and lower Kcniiinf,'ton lane. The editor describes other projects of the kind, and I have only read those to show to the House that this subway is no new project ; that it has been tried before, althouph not upon as long a reach as I propose to adapt it to. It may strike some hon. gentleman as a new feature in engineering ; but if we were to stop at all new features, the world would retrograde. We boast, with some degree of truth, that there is no portion of the world in which civilization is so rapidly extending, and in which science has been so successfully brought into operation to remove physical difficulties in the way of engineering as in Canada. It has just occurred to me that building houses of brick is not more than 200 years old. If my memory is correct the Earl of Arundel was the first to build a brick house, about 200 years ago, and he was looked upon as taking a step in advance. But in this Dominion of which we are so proud, we can admire the grandeur of nature which is stamped on every hand. Look at those massive build- ings we occupy, perched on the mountain walls of the fair Ottawa River ! Look at the influence of such gems of architectural beauty on the Church architecture of this city, as well as its many handsome private mansions. Look at the railway bridge, and the Suspension bridge across the Chaudiere Falls ; the gigantic lumber in- dustries which greet one's eye at the city of Hull, where is heard the " hum " of the busy wheels of one great branch of our commercial industry. Go farther down the St. Lawrence to the wealthy city of Montreal, and there you behold one of the grandest works of the age in the \'ictoria Bridge, which spans that noble river ; and then think of the magnitude of the Cana- dian Pacific Railway enterprise, now so near completion, and one's mind becomes impregnated with large ideas, which find a quiet resting place in the contemplation of out great cnais. I have asked mvself many times when contemplatmg those great triumi)hs of the age, whether our winter navigation might not be improved, and I do think th.at my present proposal will intelligently meet this difticulty. I!ut It this mode of establishini; com niuniration under the Severn and Thames has been a success there, there is no reason why it cannot be done over this four or five mile stretch between I rince Kdward Island and the mainland. \\ hat I propose then is to build a subway between Capes Tormentine and 'I'raverse, utilizing the wharves and a[)proaches that are now proposed to be built at both capes, only making them longer. The Dominion (Jovernment have built a short branch from the Prince Edward Island Railw.av to Cape Traverse, and at Cape 1 raverse they have reported in favor of building some 2,100 feet of pier extending out mto ten or twelve feet of water. It is also propo.sed to build a pier in conjunc- tion with the Prince Edward Island and Cape Toritientine Railway, at Cai)e Tor- mentine. That pier will reach out from the shore some 2,100 feet. I proi)ose to extend those two piers. For instance I jjropose to go out on the New Brunswick side 10,000 feet. That would be nearly two miles. It would be about 8,000 feet of an extention on the New Brunswick side further than is no.v proposed. Hon. Mr. KAULBACH-How much water would that give you ? Hon. Mr. HOWLAN-That would give about thirty feet. The reason I make it thirty feet is that vessels on going through the straits do not draw generally more than about twenty-eight feet, and that would leave the subwaj' low enough to avoid any possible obstruc- tion to vessels. On the Prince Edward Island side I propose to extend the pier 2,0-0 feet, to the same depth of water 1 his would leave the gap to be filled by subway, of between four and five miles I have provided for five miles, as there is some diflSculty about the charts, one authority calling it eight miles, nnd another seven and a-half milas, Bayfield calls it seven nautical miles. The iron cylinder would be fifteen feet in diameter I i iked myself Uin^i those lictlier our ' improved, It proposal dittii ulty. liinn com vern and re, there is (lone over h between mainland. i a subway I Traverse, )arhes that it at both ;er. The iilt a short ird Island d at ( .'ape n favor of extending Iter. It is 1 conjimc- iland and Cape Tor- out from )ropose to nstance I Brunswick be nearly 8,000 feet Brunswick :d. ow much It would reason I :ssels on not draw snty-eight : subwa)' ; obstruc- Edward 1 the pier of water, filled by ''c miles. > there is rts, one les, ?nd Bayfield rhe iron liameter. give me his report upon that i.artiruiar •juestion, and as he is an authority uix.n the .natter [ had better read you whit he says ; •Tn reply to^rour leUeroftl.c lOtl. in.st.ask- am teaH hiliiy of a Hul.way iiikIit the Nor- tl.un.berlun.l Straits, I ha^e exan. e.l t he c lartH a„,| other Hoi.rces of informu ton , e iroin them the accoiiinaiivitiL' profile of the 8ub.mjueo..H Mirface 0/ the groum wi.^cl s probat-ly H.ifJicientlv correct fo^ 1 e nroi '» prelmiinary entiina e. The hot torn ^,T?ui Stra.ts U n.arked in the c .a tn" an ami gravel," but Mr. Ells of theaeolo.ical S rv'^ ■ho has examined the locality, Ch of o, , on that the covering of sand and gravel 'in no great depth, and that it is generallv he^of? sandstone rock of tt.e carbonTfe o h ir at on for a considerable distance ver ical ? of* he «an.e general rocks as the Infand Us -l e [.on proposed, is that now fol ow^Tr he'ic^^ «^'',^,,':"'»^«P« Traverse to th. cS^e o tl Shoaron tT n'"' S""'"* ."''^' Jourimai ..^1 r? '''e>ew BrunHwick side. The total distance is roughly B). miles awl ihl deepest water is 90 feet, whic , occurs about 4 m.les fron, the New BrunswKhore ex^nd"^ itig probably for half a mile , it . oal/Su- I about 20 feet to the mile, and for aboi t a .'.ile side It thi^'"''- "■"';•" *'','^Now Brun«« ck ^iiie. Jt then rises abrupt y 40 to 50 feet in m anue, and then shoals at aloValle lin^shore"T."" r" ^''^^^ "'^ Cape Torn^i' ween thpif ,. .'" ''^'?"' '' '"i'es, and be. iween the 4 fathom lines about 6 miles whilst i a mile on the Island Bide, and i mi el on low "i'^'xh': 'r t ^"" '^ ^''' '" ^" "' ^" low water, the tide runs w th no L'ront velocity, probably 2 knots an hour anj' tho and averages about 5 feef, which I ffi lliere appears to be very little rplinhlp ;« formation about the ice. bu^ Sm a 1'! ^n" iui'a'e the T^'^^'^S below-say 10 feet'to piled together, very annoying uuSoubLdTy 2 , hftvigation, but not, as a rule, .fangerouHlv •lestructive to a tairly Hubs(„„t'ia| "S „; I wharf structure. The hut that the submarine •able has been so little damaged with hucIi a long expanse of shoal water is toler.ib y i? vid..n.| that thei.... i,uotsodanSn might be supposed, with the nuaiitity that .n.loubtedly accumulates every' winter Al- vessel. It does not apj.aa.- to be very much ■Slimed that a clear depth of 25 leel at the "h'.tments would l.e sufli.ently deep to ^n ui .1 ^r'"^;''''' "' ^''^ ™'« of 1 toot in 1 in 200 at the Island side, there m amole water at a short distance from either e*7of he subway, atid as the total space is 5 ml le proposed works form no obstruction to onliriarv navigation. /a.''^').'j",'f "!'''■'""''? "'« 6 fathom line as the fate of the two abutments, between which the subway proper extends, there is a distance of 5 tni es, or more exa.;tly of 25,200 feet as Jhewn by the charts to provide tor, and tl.m f wou . ..ropose to cover by an ron and cement tule .0 be lowered in lengths ro„Uhe surface and joined together belowthe water resting either on the' bottom direct or s. p." about lT"r T''''' ^'"f"*^' "' 'Ji«'"nces^f about loO feet apart. As this tuf.e is the important feature in the schetue, i may • wel to describe it more minutely.' The o^Uer .«he I or ..ase 1.S of wrought iron boiler work rivlt?e'l T'' '". ""<^.''"^:«. 15 i^^^ it. .liameter rivette, toguher in the ordinary manner ami weighing HOO lbs. to the runni g fbo? .Ihe tubes would be put together on te^hore -n lengths of about 300 feet^ which tied wkh temporary ends would be tloaled to the S where they were required and then sun! When complete there would be 1 side lis' casing a ring of concrete 2i teet in thickness eay.ng an opening through the tube of 10 feel in internal <|iameter. fhe strength of this oytlu'lraffie"^ "1"P,'' '" '^''"^*" ^^e Strains cause iK^'""- ^''^^ '"''"■' '•>•'"''' fr«m anv cause tlie outer iron casing ever l,e remove.f .he.ng when finished a solicr.nonolith stone impervious to water, strong enough to earn any weight that can be placed wfthin it^ a"^ heavy enough fo withstand any upward or s.deway strain that ice or anythrngfiIecou°d bring against it. o"»ci-ou)a "C9ncrete as a material fur building, and especialiy under water, has not received the attention on this side of the AtlantTc that it deserves and has not been made use of to ho satne extent that European and espedallv trench engineers have employed T Thl track railway across the Seine, with clear spans of 115 teet, is simnly a block cemen alloweTthr 'fi '".'^"''' '^""^ ^^•^"''^ be u3y a lowed for hrst-claas masonry. The Poiit d Alma, also carrying a railway, has arches varying m span from 126 feet fo 141 ?eet in he clear, entirely of cement and less than 5 feet in thickness in the centre of the span. Nor is the use of cement where strength and tenacity is an object, at all a modern applica- tion, the dome of the Pantheon at Rome nearly 2,000 ye-^rfi since, was built of this mater.al entirely, it was 142 feet in dianieter and had no artiticial or external support excepting its own strength to withstand the Uirust of the arch, whilst the dome of St. Paul's in London, under precisely similar circumstances, ha^ an enormous chain round the base to resist the strains due to the shape of the dome. As a material under water, or for bad foundations, it is now regarded as almost a necessity, and the huge dock at Touion rests on a bad water soaked founda- tion one great monolith of cement. The material therefore of which these tuh«s would be constructed is perfectly reliable, and if they once get into their place no ordinary catas- trophe will destroy their strength or utility, thev will be as strong' and durable as a tunnel under the solid ground, and they will be free from tlie filtration of water wliich finds it way through the bestofbrick or stone linings. The totalweight oi a 300 feet length of such a tube, with a 2i feet, cement lining, would be about 4,750,000 lbs., or 2,376 tans, and its displace- ment would be approximately 3,300,000 lbs, or 1,650 tons of water, so tha't its weight in water would be something over 2 tons to the foot forward or 725 tons altogether, besides this the weight of rails romiced and ballast would bring up the total weight of the tube in water to about 3^ tons per running foot as a resistance to any lateral or vertical displace- ment. In practice the tubes would be when launched only partially lined with cement, and would be floated to tiie point where tney were to be sunk with a ring of 18 inches of cement only. The weight of the tube would then be in round numbers 1,620 tons, and it woulf^ require an additional weight of 30 tons to SMk it. This would be added by an ordin- ary set of water ballast bags, a line of which, 24 inches in diameter would sink the tube and at the same time keep it from turning out of the position intended to be the bottom. These bags in communication with a steam pump on the sinking barges would enable the tube to be raised, lowered or bundled in the water as easily as a very much less weight by any other mechanical arrangement on the landf. The ends of the two tubes would have a spigot and faucet arrangement slightly tapering and tlie socket end lined with wood, on the method nsually adopted to keep the screw propellers water tight in the stern ofavesseL When the end of the following tube was once entered Into the taper end of the one previously fixed, the opening of a valve in the false end of the' one already in position would bring the whole hydraulic pre^.^re due to thedi.=pkicemcnt of the tube to force it into its position, and make a perfectly tight joint. The subsequent ring io cement after the two false ends were re- moved would make this portion of the tube just as strong and watertight and reliable as any other portion, whilst the subsequent ring of one foot in thickness through the whole of both tubes would make one homogenous mass of the tube from end to end. "The deepest part of the strait as before mentioned occurs about four miles from the New Brunswick shore, and one and one-half miles from the New Brunswick abutment. At this point it would be neces- sary to sink a pumping and ventilating shaft, and from this towards both shores the tubes would be laid .'o that all the water would run to this common receptacle from which it would be pumped up to the surface, and by this would the workmen find access (0 their work for fixing and lining the tubes. Whetlier it would be necessary to retain this as a ventilating shaft after the work is com- plete may be left to subsequent experience, but I think it will be found necessary for ventilating purposes, and perhaps occasion- ally for pumping, as more or less water may hnd its way down the slopes from tlie two ends, and of course in case of an accident it would be essential to have it maintained in a permanent working condition. The sinking and arrangement of this vertical tube would be nothing more than is usual in such works is the Forth and other places where cylinders and caissons are being largely used as founda- tions in masonry and bridges. It would be cement-lined like the tubes, and to exclude the water pyrcolating through the porous rock foundation, the bottom length would be formed of solid concrete. It would also need to be enlarged considerably in diameter at the base, as the rock there will in all probabil- ity be but very slightly covered with loose material, togive sufficient stability to a struc- ture so high, and exposed at the top to con- stant and sometimes excessive strains. This shaft would also contain the pumping and ventilating machinery, and be the point from \yhich the laying of the tubfs in either direc- tion would commence." In looking at my model a great many gentlemen who have paid some attention to this subject thought that the central shaft was a weak point, that the ice floating up and down the strait would destroy it— in fact that it was the weakest part of the project. That being the case, I had a conversation with a very eminent engineer to whom I explained the diffi- culty. He said that it could be remedied —that by running out some 6oo feet or more on the New Brunswick shore we can get 38 feet of water where the pump- ing gear can be put and the ventilating shaft Can be constructed by altering the gradient coming from the New Brunswick side. As proposed on the plan here, the gradient would be about i in 50, starting from the Prince Edward Island side, and running down to i in 1,000, and then I i the whole of )genous mass •ait as before miles from nd one and ■ Brunswick I Id be necee- ventilating both shores II the water sptacle from the surface, find access ; the tubes, o retain this ork is corn- experience, ecessary for 18 occasion- water may am the two accident it nained in a fhe sinking tube would such works re cylinders d as fonnda- t would be to exclude the porous h would be d also need iianieter at lUprobabil- with loose to a struc- top to con- ains. This mping and point from ither direc- reat many attention he central t the ice ait would e weakest the case, y eminent the diffi- remedied o feet or shore we be pump- entilating ering the Brunswick here, the >, starting iide, and ind then Jr^ ' '" ^° °" ^^^ New Brunswicic sde, so that the water would be a running that way. We would be able to put the pumpmg machinery and ventila- mg shaft on the New Brunswick side thus relieving the project of one of the greatest difficulties that surround it I am not an engineer, and I do notpiesume to say that the statements which I uZe are absolutely correct, but I have the statement of Mr. Vernon Smith, who has fn'^in'"'"'"!.'"" "i ^'''"S ^ first class -engineer, who made those plans. Hon. Mr. KAUI.BACH- the maximum current ? -What IS Hon. Mr. HOWLAN -I will ,:ome to that directly. Mr. .Smith continues : - The abutments at each end would consist pnman y of a 40 feet dianicter caisson "unk to tlR. boHon, and h'ned with concrete In th,sw,n,ldbenvetted at the proper angle, a section of tube corresponding to the nmin tube and projecting beyond the abutment for the tubes from jt in either direction, the depth of tins tube at the straits end at either -ilmV ment would be 25 feet clear fro.l low nSe and the connecting tube in the abutmen m-' h <»' «", .-"g'e of 1 in 60. At a S 500 ieet Irom tU^^'^t^r o^s^ In ^oKf wSr'^'l.''^ ^^''^^ of sto^e/^h: ^r.^L.!^':f- !l:!f"'-.t'-tub:,andio.S S ^" , "^f 'l'!r^^:^:^^ from the centre line of the tube and conse- quently sheninft 400 feet longitudinallv of the plan, would be sunk two caissons each 15 feet n diameter, and of course 600 feet apar acne's the tube and between each of these caissons and the large outer caisson would be a w arf block " 'ti ^'^ ^T^^' '™" fi"'^'^ ^^i^l' ce. en blocks, rhese three caissons with the inter- triangle ,jOO feet long on each of the slooinc' seaward sides and 600 feet wide at the ba^e Iruin '!," ''"^-^ "P "i'^'^ ^'^'•t'' would foma is I I el ^ °"^ "'°"='' ^° '''''^ '^"V ice that stri >. «*^?"';.'" tl'e Northumberland strait Jhroughthis mass the tubes would be laid supported by cement blocks, and at of 1000 fee t 1 ' '?^^:^'*te'-' At a distance UonlLi- i^*"''', °I ^'"« » second structure ened a' i « "f '' ^'^/f' '''''^' »"'! ^"-ength- enea at its outer end by a T niece 400 Ipo. lotjg and 100 feet wide w6uld sup'^ ort ?he „ form a "r**' " '"•'"S^'^ ''•o'" 'l-^ "ater, an CO. Id „ii ""'r ""^ "" "■''^'•f "•''"" vessels could load and discharge their <-,^r^o-P for the accommodation of which sidin-s f?om the railway on either side would be^ proved Between this wharf and the outer abutment" ipict!'J''r' '*«'-«''if»eing overVhe top of itand protecting it from injury from vessels. At a distance of 200 feet from the outer end of the wharf the tube would cease to be a closed tunnel, the sides being carried up vertically and being open at the top, a wall 5 feet n ..'.ght around this open part protecting the traffic passing to and fro on tie wharf fro ailing into the space thus left. At 1(^0 fee rom .he inner end of the wharf, the raHs being no.v 6 feet above high-water the wall and wro.ight iron structure woul.l .-ease, an he con.munication with the shore fbrwar n '? ^ n ^'/'"^F "■■ ""bankmen. as nmy subsequently be determined. "^ liie only .^oj„t remaining to refer to is the tr^af^s U l"'^^'''«"g "'^" 'bottom of Ihe straits. It ,> .ithcult to form an estimate of he -luantities in these as each one might ary in height and some may reouiro dredging it IS reasonable to suppose tkt for a larle proportion of the distant^ the tube will reft nearly „po„ ,he bottom. in this case if the bo o,n ,, o Haml likely to be washed or un- dermined, it will be necessary to sink when- ever the supports are necessary what the trench call '-mattrasses," which consist of a tarpaulin bag about a foot in thickness, ten Ieet wide, and perhaps twenty long, filled with concrete and laid upon tlie surface ol the Mind. („ a couple of hours this will set taking the shape of the tube, an,l for ever afterwards be a slab of stone, the sand under which wi np.nr V^ j;.,..,_i ., ». xuuer Island abutment necessary, and in Near tli some ,lredging will be y.' —,"".■ ;;*, ^"^ channel thus dredged the sand itself will soon form all the support necessary. At other places where the tiibe is some distance from the bottom, and probably Hfteen'fei'f P""?'"« ^''''''^' ^''''' ''>•«'» 'o""" O fifteen feet may be necessary. Each of these would consist of a cement block, probably eigh feet wide and twenty feet long across the hue of the tulie. with the top ifolfo wed out the proper shape to receive and retain it Ihese piers in most cases could be got into position before the tube was sunk. In othS cases they might be left till the tube was in place, a wood or iron box the shape of the intended piece bei„. pla,-ed under ifaftlr t r.tL "-i!°®''l°"' ""."^ "' two sets of lole could be party, if the r to receive lily be laid middle, and New Bruns- d be under- liere would work being I, an advan- )ridze or a It of. rd to con- 3 the cost necessarily rveys have he difficul- ' cases un- ork of this ' used and and most $24 00 22 00 4 00 $50 00 Iron piling 2,000 feet between abutments 450,000 00 12,000 00 10,000 00 10,000 00 40,000 00 40,000 OO — . -„, 8ay 20 pair piles, with cement filling com- and wharves, sa 20 pf' ceme plete Concrete piers to sup- port tuhe, say 110 altogether fa> $1,000 each Plant-launching ways shops, steamers and tools generally Permanent punipin--- plant :... ...r Contingencies, 10 p. c. 20,000 00 140,000 00 160,000 00 18,000 00 190,000 00 $2^80,000 00 Hox. Mr. KAUI.BACH- What are the piers or wharves to be built of? Hon. Mr. HO^VI.AN—The bridges ofVon'fil.'";'t"^°^ and the'wSe 01 iron filled with concrete. Hon. works } Mr. KAULB.\CH - Trestle .Hex Mr. iTf)ULAN-No, a solid P;er of wood. The first th ng that m^SLr^y' -^^an is .4inch' iron ^ffafr fin "'^"'1"°^ destroy the whole attain Haying that contingency in view I wrote to Mr. Stnith asking his opinion on the subject, and I will read his reply - iron" pt[e"'o/''tf'" fT''''''' ^'^ "'« «"t«ide CtteL^^riii^^/^XtL;:^^':! water, and some of them as 1 1 p TniL • eral, the Silicate oS an 1 Heir«^"^ """" ation of Asbestos claim ob .ndestrKle" and certainly tlie.«e all «ePin fn f, iffi .^ ^' fjose intended. Iro,^^L?;:sSls- 2'^^^^^ A second consideration is that it is hv nn TT"" P'""''"*^ ^^'^f '^alt water do^s so u.^Prlv ^lestroy ordinary wrought iron as to umR and wVp'^.P''"'"^''"""^ » <-^e.nent backing and when .honey-combings or even a 1 nfc ll» .ntonal d.„,,,„e„ ol th, cem°„rS this iron oxid, wiil, S '"Oo'P»nilion of ol the l"rX,t and °™f"'''';°''"'''" ""« co..ri„g, „, p»i„i°r, t.ve b /„ '"mT% i»S."oX:i7,7,t:^VJ'l''°^"'i:'«'"' them, and the worlfjn!, ^r^ ^^ ''^P*''' ''"'""l ?e '.it-;, S "F^-1 '= Jir,„-s«H'o?r"o?'.sTi.s as perfect as it ever was' n 1 '1'' "PP'i'-''"tly dissolution or d/struSn "are"°vSl'r" TK*^'" same thing is observahl« ;„ ^'■^' ^'^- ^he wharves both on thJ T " Pontoons and seems fn not „, ^ "''" of rust iself decay ' ^"' "' ^ Preservative against rnni.er process of ;iXin' aJ'fi'''""" '^\"'"'« ^''« jointing Of the"tube^s,'and'it"f,' rts"' ''," protect from wasl,;n,r !^ • • "S'^e-'sary to i>ortionsTthe cement dn.'i"-'"';^ '''f ■'^"*'«'- changes which frmfJf^ " '° ''"' '-''e""cal concrete into t ,o ^ ^°''"' ^'"^ «oft mass of Hit mately b comel'^'ir 'Pf ' ^-'""^ "•'''-'' i« «l«,/;: •^..^''^°'"^'': -l'"8 chemical change 18 slow ;„ ";»„ .' * ■"° ^"cmicai Cu- the deepening baa e^ 'il a M.?,^"* "^"■"'I^'i"^' ^^^^ to the 'vater VnVl fi ^" .t'^t exposed .lirectly many pace U e sau'l:? "*^/°"'^' ^''^^ '" contact with it ami e'et/^ -^ "°^' '^'''''^t ".ediately upon t kf if ff '^1 P'"'",'"'''' ''"* iron skin At nil no "■ ^^^"^8 without any tan sy ,f,n On i\i T °" •',*'" '"etropoli- struct,.,: of brfck work"" ^'*''^'^ '»"°' ''«'" the traffic under the S^ and cement carries where there is sca"elvsiv^f'''t'T'' '^°'='^«' lK.ttom of the vvaLr and t\l I ( f/"'""" ^''" without anv proTect on'';&tetr'Vu't"';h ' cement anj concrete of which [f if. Btructed. In both these casmli^b'ricksSd 12 are an inferior material to the indurated iniestone and granite rock that it is proposed to use in this concrete, wliich are impervious to water, and not liable to retain or transmit Jt. Jn both the Thames tunnel and the St. tathermes f engineer y the Gov- ner there all the in- ''The cur- sured for they did Captain elocity of ligh winds four miles ng says it There is U Captain 3f sailing o a great t appears tide corn- tide run- 'rince Ed- d. They liles from aming up e current )ther side the way umstance find that forbidden will just ays with streams : 118 correa- •, with the disturbed le eastern lie north- ots round tiand, but !r towards Jnd Cape along the St in the ins at its he Indian urther to if^'Inl'V.''"*','* i« quite a weak stream whon Shoals '' ""^ ''"■^'*"' "*" '''^ '^''•3^"" This eastern floodMrenn. is not so strong along (he southern or Nova Scotian shore "nless ,t be in Caribou Channel, for a short space near Caribou Reef; and it I's weak, no tfe sS. '"^'^^'''''"J-' i " knot in the middle of frZ!'!!*^"'*"' .7 "''T'"" "«o^' ^'tream cou.^s West Pofn^n"' ^''"'"'' ■'^""■^I^'"g >•«'""' t''e west Jr-oint and runninoyage in the same direction with the ebb. So I do not think the tide would inter- fere with It ; but on the ice question Capt Irving said before the Commission of 1883, when asked how long he was connected with Cape Traverse, " I commenced when 16 years of age and have worked for 42 vv^ars. W'hen before the commissionerb, at page 39 of the report of 1883, he was examined as follows by the Chairman :— Q. Yesterday you said that the general there?''' "' '"^^ '*'^«"' si.xinches A. Yes, tliis winter. Q. That is not the general thickness? . A. No ; I would think from a foot to fifteen inches would be the average thickness of it in an ordinary winter. That IS a reply to the iiuestion which the hon. member from Lunenburg put Ihe ice IS from a foot to 15 inches thick in an ordinary winter; and die current runs from a minimum of one mile to a maximum of four miles. Now I do not think any difficulty would be experienced from the currents ; I do not think there would be any difficulty with regard to the ice, and therefore on these two points the side of the Island, at Tignish, there is a breakwater s-tuated, as any one ran see by lookmg at the map, in a manner very similar to that which would be buil^ in this case at Cape Tormentine. The breakwater at Tignish is exposed to the whole force of the Gulf, while the other breakwater would be exposed to only nine miles of strait, three and a-half miles of w-hich IS shallow water. The breakwater at J igtiish has stood for years and has not been damaged by ice, 'so I think the question of danger from ice is not to be con.>idered. I have said that the cost of this tunnel would be about $2,000,000 I do not think any hon. gentleman has a right to bring a proposition of this kind before any legislative body without being able to show that it can he to a certain extent self-sustaining. I do not expect on this occasion that the Minister of Justice will give any other answer to my inquiry, but the stereotyped one I am prepared to be laughed at a good deal about this project as I was when I spoke of a railway on the island, but after a good deal of thought I consider it is the only solution of the difficulty of communi- cation at all seasons with Prince Edward Island. All I care to ask from the Gov- ernment is that they will consider the question, and by that I .T^ean that they will refer the question to some one of the eminent engineers we have in this country Ue have in Canada the man who built the Hoosac tunnel, Mr. Walter Shanly who IS an eminent engineer, and we have others whose names I need not now re- fer to. There is an engineer who occupies a distinguished position in this particular branch of engineering, Sir l-redrick Bramwell, who is now chief en- gineer of the contemplated tunnel from Kent to Calais. He has had experience in constructing works of this kind. He was m Montreal last summer as chairman of Section G. of the British dissociation. I say submit all those plans and estimates to him ; I think it is the least the Govern- ment can do m this matter. It would be to them, at all events, and myself and 'other gentlemen who think this matter 14 should be met in an intelligent way, a source of satisfaction and gratification be- cause It IS well known at the present time the Legislature of Prince Edward Island have forwarded a memorial to the Queen stating that the terms of union have not been carried out. Without passing an opinion as to whether it is just or unjust, I may say it necessarily leads to trouble and irritation, and it would not be in the interest of the Dominion to have irritation in any part of it. "Only about 120 thou- sand people," I hear an hon. gentleman say, Yes, but I tell him they are, taken as a whole, the most intelligent and the best educated people, not only in this ■Uoniir on, but on this continent. The House -'ill perhaps better understand this when I tell hon. gentlemen that we have on that Island 428 schools and 2 colleges with 484 teachers. Of the teachers, 264 are men and 220 women ; that the whole school population of the Island is esti- mated at 22,500, whilst those actually en- rolled in the Public Schools number '^AA ' ^^^ difference to which may be added the pupils attending schools not under Government control, which will show that every boy and girl in that Island ot ht age IS an attendant at school. Mr Montgomery, the Superintendent of our schools, in a recent report says : " Of the pupils in attendance at the first and second-class schools last year, 441 studied J^atm, 15 Greek, 510 French (exclusive of those studying French in third-class and acadian districts), 405 Algebra, 402 Oeometry, and 298 Chemistry and Phi- losophy " It may be as well to remark here that such a population as this do not usually sleep on their rights Now, with reference to the cost of the work, it would be $2,000- 000, the interest on which would be $80,000 a year, capit,;lized at 4/. How am I going to get $80,000 a year by this work ? It IS a very pertinent (juestion, and 1 ask the leader of the Government to pay particular attention to this matter, be- cause I wish to show how the money '! ^° ^^ ^^^^ "P- I have already stated that the expenditures on the Prince t u ^*^"^ Railway exceed the revenue ' by about $100,000 a year. There is not much loss m the summer. It is only in the winter season. There is the same ex- pense m running the road in winter, and there is less traffic. I contend that this improved means of communication with the mainland, with trains passing between the Island and the mainland four times a cay throughout the year— you would ^1°^^ '" 25 minutes— would soon have the effect of wiping out that deficit of $100 000 a year. At all events, half of it would disappear. I do not see any reason why the whole of it should not be wiped out. We have 200 miles of railway on the Island, and there are as many people to the square mile in that Province as in Nova Scotia or New Brunswick. There IS no reason why the carriage of freight and passengers over that line shouldjnot make it self-sustaining. It would relieve the Government in that way, and if they bought the 35 miles from SackviUe to Cape Tormentine they would have control of the whole of the railway traffic in that part of the Dominion. It is a statement that cannot be controverted that by this means the deficiency in the operation of the Prince Edward Island Railway would be reduced 50 per cent. For mail service at tlie present time we pay to the Prince Ed- ward Island Steam Navigation Company per year $10,000 00 Maintenance of Northern Light.' 15 000 00 Interest on her cost, fa) 4% 2,400 00 Uepreciation per year, snpposing her to last but three vears longer,as per Pilot Finlayson's ^^PO""^ • 4,000 06 Amount paid at present is And it is proposed to put on an- other ship at Georgetown to assist the ''Northern Light" which will cost no less than her, say Allow one-bait Cor two tug boats to be used at the Capes The present cost of the mail ser- vice between the Capes in winter as paid by the P. O. Dept. here is about .' And you liave in round numbers If you add to this, say a saving of fifty per cent, in earnings of the Prince Edward Railway, which I do not consider to be an unfair estimate, about n !. ^'V?u^ ^"^ °^ $116,600 00 Deducf, the interest on $2,000 - 000.00 fS) 47,, the cost of my «"''"'*V 80,000 00 $31,400 00 21,400 00 10,700 00 3,000 00 $66,500 00 50,000 00 And you leave a margin of $36,500 00 ror pront and loss account. 16 To my mind this undertaking would be the first step towards consolidating the Mari- time provinces and in my judgment, after his Chamber. I believe it would confer lasting advantages on them. l,ooking from another standpoint Mr. Ketchum, in his pamphlet on the construction of the Baie Verte Ship Railway and Canal- HoN. Mr. power- Hear, hear ! Hon Mr. HOWI.AN- -My hon. friend mine. 1 hey are furnished by gentlemen for whom he has the highes? respect gentlemen who, he believet as I Sieve r«^ ^•ii'°^ '"l"'?''^ information that he they did not believe to be correct. The figures are furnished by Mr J C Hall who did a large business at Charlotte- 7"',^o"- J- C. Pope, C. Burpee, M.P., U. Elder, M. P. P and Hon. J. k Car- veil. Here are the facts and figure, as given by this pamphlet. I find that^he esti- mates the amount of freight passing from Prince Edward Island to the mafnland a 50,000 tons of agricultural products alone. If that quantity passes from Prince Edward Island at present, its volume would not be lessened but would be I increased if we had this outlet. In mv judgment it would increase 50 per cent There is one portion of the industry of Prince Edward Island which has never been tapped and cannot be tapped on account of want of this communication- that is fresh fish. After due consideration and after an experience of thirty yoars in the business myself, and having the experience of others and talking this question over very fully, I believe that 50,000 tons of fresh fish and oysters would come out of that country every year I do not think therefore that 100,000 tons of freight would be too much to expect and It would make it self-supporting fh., la u^?^''- ^^y ^^''' arrangement the fresh fish that are used in this city of Ottawa in winter could be brought from Prince Edward Island. They are now brought from Portland and Boston, much funher off. Then there would be no difticulty in establishing manufactories in I nnce Edward Island. We might as well have a sugar refinery in I'rincc Edward Island as in Halifax. Hon. Mr. POWE R- Hear, hear ; we will give you one. Hon. Mr. KAULBACH-What kind? . Hon. Mr. HOWLAN -Smelt, her- rings, eels, shad, bass mackerel and ovster- Vou would have all these. They are now building a bridge across the Sl John river And with this improved communication we would then be within twenty hours of the Boston and twenty-four hours of the Hon. Mr. HOWLAN-We would have the facilities to establish boot and Shoe and other factories in Prince Ed- ward Island, l-hen it would be of incalculable benefit to the farn.ers of i nnce Edward Island. We raise large quantities of agricultural products, but we cannot get them to the markets of Boston and New York before June, and when we reach there we find that the market is gone, whereas, if we had this subway built we would have every day communi cation with the outside world. So far as the question of payment is concerned, I think there would be no difficulty on that point. It would be an outlay that the ! Covernment would have a return for in that way. They would be simply taking the money out of one pocket and putting It into the other. That Prince Edward Island railway will always be in debt more tToiS T '^^ '"""/' ''^'''^ I have men- IpnT^r^ "'^ '^'Sely on the island coal and limestone, which must be pro- cured from the mainland. I the farmers could procure these supplies in winter hey would use more lime upon their and. Looking at it any way you please It woulc confer great benefit upon the Province of Prince Edward Island. She entered the Union on condition that con- tinuous communication would be esta- blished, and has behaved loyally ever "v't u ^''^" '" ^^^ unfortunate troubles which have occurred in the North-West she has shown a loyal spirit, and is willing to-day to send 1,000 men to the west for tnc protection of Canada. She is bearing her portion of the burden and I do think, all things considered, that It the Government were to submit all those facts to eminent engineers and order "a survey to a.scertain that the statements 16 made here are correct then we would he m a position to see what should l)e done, and whether this subway could be built for the sum mentioned or not. Some- thing should be done. I state this with a full knowledge of the facts, and of the value of the words I am making use of, that if the Government can for $80,000 a year give Prince Kdward Island that continuous communication with the main- land which was provided for in the terms of Union, this subvay should be built. Let me say to the (Government one word in conclusion. Tney should ai)proach this i]uestion from a national standpoint, may I say from ,1 lofty standpoint of national honor, where that honor has been undoubtedly pledged to the people of that Island, a people who, whilst they value highly their constitutional rights, have borne in dignified patience what they have every right to consider as a great wrong having been done them. I know there is great irritation amongst our people, and it is a matter of public notoriety which cannot have escaped the eyes of the Government that there is a strong feeling existent in the Maritime Provinces that they, their rights and their peculiarities have not received that con- sideration at the hands of this Parliament to which, in their opinion, they wee entitled. I need not say to the hon. gentlemen who compose this House that, using the words of a great statesman, " irration weakens the nation." To meet, to des- troy and to set at rest all such carping as this then, let the tiovernment build this work, and leave it in the East as a monu- ment to their wisdom, which will long bear testimony by its connecting link with this continent, their anxiety that all mem- bers of this young nation shall believe they are, one and all, the wards of a paternal Government. I have to thank the House for the patie.>t and kindly hearing they have given my remarks on a subject which, to many, must be a dry one, and I hope some of my hon. friends from the Maritime Pro- vinces will give me the assistance of their voices, at any rate, in furtherance of the project I have advocated. Hon. Mr. HAYTHORNE— In my judgment the hon. gentleman who has I just resumed his seat has used excellent discretion in handling this question. In the first place, the motion itself has been carefully framed. It is not calculated to pledge the Government to the adoption of any particular course, further than in the first instance, after due consideration, to cause in of a tun- ith a good lat in the my hon. tunneling nk, pretty ;nse which under the compared He men- s of that ; box tun- ■as under- It was .ailway of ly— broad i not the is a pro- ink about the most generally le, not a i table for illuded to It in my y analogy well that be set at 2s of tun- mder the hich has England peculiar )uld per- ther part 1 that the derneath le tunnel through not only h, but it dry sub- stance, and no water is met with in it as long as the chalk is present. I am aware of certam other attempts that have been made to construct submarine tunnels, one particularly under the Severn estuary, which bears a more exact analogy to the case of the Northumberland Strait in this way; the distance although somewhat less is under a strait which is liable to the same objections as the Straits of Northum- berland are. I refer to the difficulty of flowing springs. I have here an extract that I made some years ago at the time the tunnel (piestion was under considera- tion, describing difficulties which had been encountered in the attempt of the Great Western Railway Co. of England to con- nect Its English and Welsh lines by means of a tunnel under the estuary of the Severn —I think about four miles from land to land, and about two and three-quarter miles under the sea ; but without troubling the House to read the details of those operations, I may say that the workmen were driven out of that tunnel by tapping one single spring. They were driven out so completely that the men had some dif- ficulty in escaping with their lives, and the horses were actually drowned. The tap- pmg ot that spring retarded the work for several years. It was again undertaken and this spring wa3 mastered ; but more recently some advance had been made, when another such spring was encoun- tered with similar results. I mention these things to show what we should pro- bably meet with if we attempted a tunnel under the Strait of Northumberland. That strait, as we Islanders know perfectly vyell, is on the old red sandstone forma- tion, and we know from experience that we can always find abundance of water by sinking to a depth of forty or fifty feet or even less. Hon. gentlemen know how extremely difficult it would be under these circumstances to drive a tunnel under the straits, and for these reasons I am rather glad that this project of my hon. friend even if it should result in no other benefit, has by its comparative cheapness and facility of construction put an end to any project for tunneling the Straits of Nor- thumberland. I may say in my judgment there is nothing impracticable in the scheme proposed by the hon. gentleman trom Alberton. It seems to me that it is as applicable to^our strait as it has proved in many other instances. I might mention that there are difficulties incidental to it which must be met, but we have already in different parts of Canada, and round the shores of the Maritime provinces encountered very great and formidable difficulties in the way of building wharves, and building breakwaters which will stand the power of the wind and waves, and perhaps the still greater pressure of the ice ; and therefore I am not one to despair that the adits of this subway can be constructed m such a way that the tube itself shall have a fair starting point into the deep water as described by my hon. friend. Of course I am not a professional man, and do not profess to have studied the question as the hon. gentleman has done, and I am not prepared to offer any general opinions on this question ; but I think quite enough has been stated to warrant the Ciovernment in making close and complete inquiry into this important sub- ject. It certainly would have the effect if it could not be carried into operation of putting a satisfactory end to the trouble which has risen as to the fulfilment of the terms of union between Prince Edward Island and the Dominion. It would have a further effect, to which my hon. friend alluded in the latter part of his address- that it would completely revolutionize the industries of Prince Edward Island. Every description of industry there would be still further stimulated. The great objection which has beset our industries hitherto is that they have been suddenly shut down at one particular part of the year, and we might almost say of them that they hyber- nate for five months until the warmth of May has let loose our bonds; but we should never, should this plan prove to be practicable and carried into effect, be im- prisoned in the future as we have been in the past, and not only would the old in- dustries of the province be stimulated and put on a level with the industries of the other provinces, but I can conceive that quite a large number of new industries- new to us at all events— would be inaugu- rated. Many industries cannot be even attempted in ^ c Edward Is!an<^ it the present time— ..idustries for whicn its shores and soils are admirably adapted, and which might become thriving enter- prises, not only bringing wealth into the country, but assisting the Government in 1/^ 18 paying the interest on the large outlay in this proposed undertaking. I allude to the smelt trade, and hon. gentlemen from other parts of the Lower Provinces know what a profitable industry that has become; 1 allude also to the possibilities of the oyster trade. It is well known that oysters arc becommg scarcer and scarcer every year. The oyster beds, for which the coast of 1 nnce Kdward island is perhaps better adapted than any other part of the woild could be made to produce a large supply' It is not a bold assertion to make, because we have it in our daily experience at home that a large proportion of our population are engaged two or three months" of every year while we are here attending* to our legislative duties, taking out the deposits of decayed oysters which have jcen de- posited there for centuries. What is there to prevent the renewal of those oyster beds? And that alone would become such an unportant item in the trade of the Island, that I firmly believe the oysters of Prince Edward Island would bef -/ ,.,u- ui. r amount of money which has been estimated by the engineer, it would be difficult to estimate the ^eat advaritages which not only Prince Edward Island, but the Dominion at large, would Hon. Mr. HEl.l.KROSE -Coming from one of the large provinces of the Dominion, I believe that it is expected tha the representatives of that province shall say a word on this important ,,ucs- tion I believe that the rei^resentatives of the people of (Quebec have already shown since Confederation that they are always happy to assist the other provinces in anything which they ask for that would be to the benefit of the Dominion at large In every instance tliat province, which has* generally supported the C:onservative Gov- ernment, has favored all measures which were in the interests of the other provinces and It IS not, I believe, the intention of any of the representatives of the Province of Quebec to depart from that policy now. Ihe Dominion has done much to unite the smaller provinces of the west. The Government has gone to groat expense to attain that object. The building of the Pacific Railway was certainly a work which at the beginning many of us in both Houses thought was of such magnitude that It was too much for a population of some four millions, but we have carried that into effect, and without imposing a new burden on the people of this country we will very soon have a road from oceaii to ocean, and that will be in the interest of every province of the Dominion. The only province that will not benefit by it is Prince Ed«rard Island, and I believe that the Dominion ought to do something for that province.,. Since Prince Edward Island entered the Confederation, I might fairly say that the Government have done their best to carry out the arrangements tor winter communication which were entered into at the time that nrovinr^ came into the Union, but there are'm'any difficulties m the way-difficulties which I believe cannot be met except by some great project such as the hon. member trom Prince Edward Island alluded to 2U a moment aga \\ such a work could be carried out at the exi»«;nse mentioned by the hon. Kcndir-.^n I d,, not believe that the I)oiiHi\»,,r ought to hesitate Xo undertake it. /fi/juv' the hon. gentleman from I'rmcc 1uIa.3t-\ Island has |)retty well shown that even in expending $j,ooo,ooo, or even $3,000,000 the (ioverninent would not inipose a great burden on the Dominion, so that under the < irtuinslan( es there should be no ol)jection to carry on that work. I know there is a great deal of dithrulty in the way. The hon, gentleman himself does not ask that such a project be under- taken ; he merely asks that the (luestion be taken into consideration, so that the Government can see whether such a pro- ject can be carried out efifectively. I only hoi)e that the (Jovernment will see their way to assist that province which now sta'' '• in a ■ --ry bad position towards the resi .^^thc -minion. They helped us m carrying ,. ail the other public works of the COUP" V, and it is only right that we should iicl|) them in having easy com- munication with the mainland. Two mil- lions of dollars is a large sum of money, but wc know that if jjcace is not restored we will expend more than $2,000,000 in the North-West. I hope we will not be put to that expense, but if peace is not restored we will not only expend millions of dollars but will have blood shed there, and not only for months, but possibly for years. Hon. Mr. POW EK J rise to a .|ues- tion of order. I do not .say but what the hoii gentleman's remarks may be perfectly proper ,it anothc r time, but they are not germane to the su'^ject l)efore the House. Hon. Mk. HELI.KROSE— I will speak to the (juestion of order. 1 want to show why the population of I'rince Kdward Island may, some day, think tluy are not well treated, and as an example of the conseijuence of ill treatment I am n ferring to the troubles in the North-West. 'l"Mi. Sl'KAKKR^ I think the remarks of the hon. gentleman in the .sense in which he has made them, may be germane to the discussion ; but I am inclined to t)elieve that ii)y hon. friend was going a little too far when he was called to order. Hon. Sir hope not. AI.EX. CAMPBELL— I . Hon. Mr. BELLEROSE— I hope not, but I say if peace is not restored we will have both loss of blood and money. It is well known that this rebellion in the West has not sprung up without s, ' .0 reason, lam one of those who, in 1 -.^ stood up in my place and said thai I t consider that the rebellion at .F..;a ivc'r was such a crime as many peop'cthi ...■ ht. i and to-day I say the .same. 1 a?. ; -u according to my principles it is u crime, but there are other crimes also, and the first crime is sometimes worse than the second, because it has been the cause of the second. Well, hon. gentlemen there have been causes — Hon. Mk. BELLERO.SIv -In the North- West there are diiliculties, and there are reasons for it, and in Prince Edward Island there may be dissatisfaction in the future that may cnuc trouble— no doubt not such trouble as we are now facing in the North-West, but there may be other trouble and dis.satisfaction. I believe that since Confederation we have been endea- voring to unite the whole Dominion as a contented people, and I say that some millions expended to secure that unity of spirit and heart and feeling is something worthy of consideration. In answer to the hon. member from Halifax that hon. gen- tleman may perhaps remember that Nova Scotia cost us $10,000,000 for peace. He may remember that, 'o that even if I were to refer to that question now and say thp Nova Scotia is entitled to more money, h^ might not consider it quite out of order, so I say that to have peace with the peo- ple of Prince Edward Island, it is worth expending a few hundred thousand dollars. I hope that the Ciovernment may see their 'v-V to take the proposition of the hon. r;ivrnber from Alberton into favourable considera i^,i. and see whether it can be carried in; effect. Hon. Mr. WARK— I think the hon. gentleman from Prince Edward Island is to be congratulated on the manner in which he has brought this matter before the attpntion of the House. I have for some forty years lived within sight of I c to a (|uc»- jut what the >• l)e perfectly hey are not ' the House. I will speak ^ant to show ice Ivlward they are not iil)lc of the am re fcrring /est. the remarks lie sense in be j^ermane inclined to vas going a ed to order. E—In the ^«, and there ice Edward ction in the —no doubt w facing in ay be other believe that >een endea- iiinion as a that some lat unity of something iswer to the t hon. gen- • that Nova )eace. He en if I were nd say thp ; money, h^ t of order, th the peo- it is worth ind dollars, ly see their f the hon. favourable it can be c the hon. I Island is iianner in Iter before [ have for 1 sight of I j I 21 Prince Kdward Island, and I have always sympathized with the people of that pro- vmce m the inconvenience, hardshii), and danger that they have to encounter in crossmg the .Straits in winter. I think it was one of the great dr:iw hacks to the con- federation of the Maritime provinces, the dithcultyof havir.j;commu..i. uion between the Island and the mainland in winter. If the hon gentlem.ai i, correct in the esti- mates he hi'made of the e\i)ense of this project ( \. a if it were a million dollars more, 1 think it is well worth the consider- tion of the f lovernment to give satisfaction to the people of that Island. ( Hon. Mk. OGIIA'IE-I am delighted to hear from my hon. friend, the hon member for DeLanaudiere, the generous sentiments he has expressed towards Prince Edward Island for this— I cannot tell you what it is- this hybrid article that one cannot find a name for. If there IS one thing with which I am perfectly acquainted it is the power of water, for I have made a special study of it for some thirty years. The idea of a structure such as the hon. gentleman ptoi)Oses, to contendagainstthetideand ice of the Straits of Northumberland is so thorougly absurd and ridiculous that I would not like to have >t go out of this Chamber without opposi- tion. I have been put to a great deal of trouble to retain a column of nine feet of water. I have been put to an immense deal of trouble to keep back twenty feet of water i a -situation of that kind. That is what 1 intended to speak of first, but I was more than delighted with the (]ui\oti cism of my hon. friend from DeLanaudiere who thinks that so much should be done for Prince Edward Island. It is the first time I ever saw him pose as a philanthro- pist, anxious to please everybody, and aid everything to satisfy the rest of the I »om- inion. Never mind ourselves hon. gen- tlemen ; let us try to please those other people. He speaks about the millions to be spent in the North-West in this rebel- lion. ^I am neither a philosopher nor the son of a philosopher ; nor am I a pro- phet or the son of a prophet, but I will venture one prophecy : I believe there will not be one fight in the North-West, lo-day we had reports about the principal trouble being at Crow Foot Crossing, be- cause the Indians did not meet Capt Cotton there. I wn