IMAGE EVALUATION TEST TARGET (MT-3) t / ^ O ^^ L<^, f/j fA 1.0 I.I 1.25 sffllM IM '' IM 1112.2 in 1^ 2.0 1.4 1.6 ,%'^^ .<% / ^^ W PhotograpliJc Sciences Corporation d,^^, m^ ^ V N> 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-45C1 ,,<«^ <^ ^ a^ % t^ fi^ # ^-V "Fl ^J^' %. t/j f ^ :\ \ '' ^ •, :;( I'^s ? : rM} ^^■!.vjy ^ >*- '>■? -••■ '" ? '• 'd; .. •^vt^^l::..', fc:^,^'J '^■''H'tiH •5;-.-i .j-"^ , ( THE INTERCOLONIAL RAILWAY. WHICH IS TEE BEST ROUTE THROUGH THE PROVINCES OF QUEBEC AND NEW BRUNSWICK? , =. , .. This has become the momentous question of the day, the great topic for Editorial correspondence and comment, and will, before long, be made the important subject for debate iu the new House of Commons at Ottawa. Three routes have been selected from many already surveyed and reported upon. The chosen three are, 1st,—" North Shore" ; 2nd,—'' Central " ; 3rd,— •'Frontier," To these may now be added a fourth, more recently advocated, viz : the "Western" — beinga combination of the "Frontier" and "Central" includ- ing the proposed branch from Fredericton to Hartt's Mills on the Oromocto Kiver, and the Western Extension Railway to St. John. ; Each of these routes has, doubtless, numerous firm supporters as representatives of the Northern and Eastern, the Central, and the Western interests of the Province : and the combined influence of each sectional interest will be brought to bear upon the deliberations of the General Government, during the first Session of the Parliament of the New Dominion. GENERAL DESCRIPTION OF ROUTES. NORTH SHORE ROUTE. (See Map,— Yellow Tinted.) Commencing at and crossing the River du Loup, it next crosses the Rivers Verte and Trois Pistoles, and continuing an easterly course crosses the Riiuouski River ; thence by the west branch of the Metis River to the Porks; and thence by the Kempt Road to the western shore of the Mctapedia Lake, and along the valley of the Metapedia River to the confluence with tho Lestigouche River on the Canadian frontier, at which point the village of Glenlivit is situated, about 165 miles from River du Loup. The Restigouche is here crossed, and the line follows along the shore of the harbour, passing within three miles of 'he town of Dalhousie, at the harbour entrance ; thence along the Bay Shore, crossing no loss than twentjjtwo streams, and roaches the town of Buthurst at the mouth of the t Nepisiguit river, distant about 235 miles from River du Loup. From this point, the line of route ceases to be " North Shore," as it takes a south-easterly course along the valley of the Nepisiguit, leaving which at the (Jordon Lake, it crosses over to tlie waters of the N, W. Miramic^hi lliver, and thence down its course to the fork with the little S. W. Miramichi, twelve miles from the town of Newcastle. [This town is nearly on the same parallel (47°) with the town of Grand Falls. Its distance from River du Loup is about 2S5 miles. Grand Falls from River du Loup is but 115 miles. From Newcastle to Moncton there would be 85 miles to build; from Grand Falls to Woodstock 73 miles: — therefore it is apparent that 171 miles of road by this route, are, as it were lost in crossing the Northern Section of the IVovince]. After crossing the N. W. Miramichi the line next crosses the S. W. branch at Tndiantown. It then takes an easterly course passing within 21 miles of Koucbibouguac, and within 23 miles of Richibucto ; thence to ^ point on the Buctouche river 12 miles from the town; thence across to the Irishtown road passing within 11 miles of Cocaigne ; and thence to the junction with the European and North Ame'-ican Railway at Moncton 371 miles from River du Ix)up. This route was originally surveyed and reported upon by Major Robinson 11. E. , and a seventy mile section along the Buy Chaleur was re-surveyed by Mr. Sanford Fleming, C, E., in 1864, whose report furnishes the following information: — " An estimate may similarly be formed of that portion of the Bay Chaleur line which was re-surveyed last summer up the valley of the Metapedia and in length 70 miles." "The estimated cost of this 70 mile section is $2,785,000, including a mileage proportion of all the charges necessary to complete the line and put it in operation. The average cost per mile of this section is therefore $39,786, and as Major Robinson and Captain Henderson considered it the most formidable portion of the whole route between Halifax and Quebec, it would probably give a maximum and safe estimate of the cost of the route to which they refer.'* TITE CENTRAL ROUTE (Vide Map,— Tinted Oreen) diverges from the "North Shore" at the Trois Pistoles River, — which flows thrcugh a rocky gorge 150 feet in depth and of considerable width, — nnd follows *he Eastern branch to Island Lake ; thence to Eagle Lake, and in an easterly direction !to the valley of the Touradi, a tributary of the Rimouski River, and entering the valley of the Snellier River it pursues a southerly course to the valley of the north branch of the Toledi River, and along this branch to Echo Lake ; it next follows a tributary of the Rimouski River, and crosses the Canadian boundary 90 miles from River du Loup; [the Frontier route crosses the Canadian boundary 67 miles from River du Ijoup] ; thence to Lake Tiarks, and passes on to the valley of the Green River until it reaches the Green River Lakes ; then follows B the valley of the N. W. Pranch ot Green River to the Forks ; thence by the S. K. branch, and tho uiuuth of Otter branch to Larry's Lake ; thence over the auinniit and along the valley of tho Gounainitz, a tributary, to ita confluence with the llostigouehe River, 131) miles from River du Loup. Crossing the Restigouche the line seeks the valley of the Boston Brook, continues southerly to a branch of the Jardine Brook, and thence along tho head waters of G^nnd River, and over a summit to Salmon River which ia crossed, as also various branches of Cedar Brook ; thence it follows two brooks to the north bank of the Tobiquo River 178 miles from River du Loup. Crossing the l^obique the line ascends the valley of the little G ul- j^uac, and passes over .'v ridge to the little Wapsky River ; it next crosses the Wapsky where a bridge of great mairnitude will be required]; thence over a summit by the head of Ovenrock Brook, and entering Frank's Brook to the valley of the North branch of the Miramichi River, which it follows, crossing the river twice, then strikes across a Cariboo plain to the N, W. branch of the Miramichi ; crossing this west of the Forks the line ascends by Turtleshell Brook, and over the summit to the Nashwaak River, which it follows on the west side, and continuing southerly by one of the Two Sister Brooks, reaches tho Keswick summit 232 miles from River du Loup. The line next enters the Keswick valley by the west branch, fnd runs on until the River St. John is reached ; then follows the river bank down to the mouth of the little Naahwaak, which it crosses, and pursues the river bank reaching the upper and lower Fredericton Ferries, and arrives at the main Nashwaak River 272 miles from River du Loup. Crossing the river the litiQ leaves the St. John bank and makes for Little River ; then continues to tho head of Grand Lake navigation on the Salmon River; crossing this the line curves southerly, and passes over a ridge to Coal Creek, and follows a southerly direction over a favorable country ; crosses Canaan River at Long Rapids, and then by Porcupine Brook to Long's Creek Ridge, and still con. tinues on a southerly course entering Chowans's Gulch which leads to ths valley of Studholra Mill Stream, following which it joins the European and North American Railway at the Apohaqui Station, 360 miles from River du Loup. Mr. Sanford Fleming states in his Report, that the section between Trois Pistoles and the Green River can be shortened on re-survey by at least 20 miles, and that a great deal of careful surveying will be required on this section. The total length of the Central route he therefore takes as 340 miles, and gives the following total quantities of tne grading and bridging which are considered ample for the construction of these 340 miles of road-bed, in a permanent and substantial manner. - .,??«; 'f'^ . Assumed proportion of common excavation ..12,453,238 cubic yds. Do. Rock do. 1,376,605 'V , Total excavation....".: 13,828,933 " Culvert Masonry 107,725 "' Bridge Masonry ; 49,039 '* Bridge Iron 3,337 tons. e ii ; I (I :^; ' -f/ W'c.i. FRONTIER ROUTE. ( Vide Map,— Colored Red.) .,,.,,> Two lines are projected on the accompanying map converging at Edniunston, one being a eontinuation from Trois Pistoles, and diverging from the " Central" at P]aglo Lake, thcnco south easterly by the Toledi Lakes and the Squatook River and Lake to the Iroquois River; thence down its valley to the east bank of the Saint John River, 3 miles belovr Kdmunston. The second and more direct line leaves River du Loup on a southerly course ; following the valley of River Verte, it crosses the Portage Road, and nert the Cabinoau River near the Falls ; thence to the head waters of the Riv, aux Perches, and then by the valley of this stream to the Degele at the foot of the Temascouta Lake ; thence along the valley of the Madawaska River, crossing at Little Falls ; then entering the valley of the Saint John River at l^Mmunston to the point of convergence with the Iroqaois line ; and thence following the eastern bank of the river to the crossing above the Grand Falls ; thence along the western bank to Woodstock, 189 miles from River du Loup. Continuing on from Woodstock, there would be traversed the Wood- stock branch 11 miles, St. Andrews Railway 40 miles, and Western Extension Railway 82 miles, to Saint John. , , . . THE WESTERN ROUTE. This is sometimes called the River Vallej route, was first introduced by Mr. Fleming as Frontier line No. 3, and will be referred to hereafter. EXTENSION OF NEW BRUNSWICK AND CANADA RAILWAY locally"! called the "Saint Andrew's Railway." Proposed route for extenslv/n explored by the writer 1861. [See "Brief Review of Reports on Exploratory Surveys" in Appendix A.) The route which should command the most consideration, and be best entitled to the vote of the majority in the House of Commons, is that which can be proved, without a doubt, to be, first, — the shortest and cheapest in construction ; second, — to have the largest commercial population ; and third, —the most local trafiic. These, it is submitted, are the three cardinal points which should form the chief test of the relative advantages possessed by the different propos- ed routes, and which should govern a decision in the selection of the best for present intercolonial purposes, and future good results. With these data, now under general discussion, to work upon, and with a view of advocating the interests of the Frontier route, in all these respects, and for the purpose of shewing that it possesses all these needful advantages, this pamphlet has been prepared, and is now published* for general information, together with the accompanying explanatory Map of the routes &c. , for similar referenc3. CONSTRUCTION MILEAGE. From River du Loup to Truro, by the North Shore route Mfy .do " Central " i^;,: ;^ ;I)o . . . do " Frontier " 486 miles. 455 " 304 (( ¥■2 9 To build by the "North Shore" there would be au excess of 3! miles, over the " Central ;" or to build by the " Central," there would be aa excess of 151 miles over the "Frontier." |.\';. ^., .,. f,- ., j TRAVEIJilNG MII.EAOE NO. 1. From River du Loup to Halifax by the North Shore route 547 miles. Do do " Central " 561 " Do ; M& " Frontier " 587 " The additional mileage travelled over by the " Central" is 14 miles in excess of the " North Shore"; and the additional mileage travelled over by the " Frontier" is 26 miles in excess of the " Central." To accommodate the public with 14 miles less travel and freightage by the "North Shore "it would be requisite tobuild 31 miles @ $.39,785, =$1,- 233,366; and to accommodate the public with 26 miles less travel and freightage, by the " Central", it would be necessary to build 151 miles (rt^ $46,000=$6,94G,000 • the interest on this amount at 6 per centum per annum would be $416,760, which should be considered as sunk annually for permanently providing such convenience, which, in the matter of time saved would be about one hour and fifteen minutes between Quebec and Halifax. TRAVELLING MILEAGE NO. 2. From River du Loup to St. John by North Shore route, 460 miles. Do do ''^ Central do 379 " Do do " Frontier do 322 " Here the accommodation oflFered is just reversed, the" Central" having 81 miles less travel than the "North Shore" aad the "Frontier" 57 miles less than the "Central". Upon the completion of the Windsor and Annapolis Railway to Victoria Beach in Nova Scotia, another line of travel will then be opened to Halifax via the present Steamboat route between Saint John and Digby, which will compare as follows :— TRAVELLING MILEAGE NO 3. From River du Loup to Halifax, all rail, North Shore route 547 miles Do " rail & water Central " 407 " Do •• do Frontier " 457 " Thus out of three lines of route compared with regard to travelling distances, two have the mileage in favor of the " Frontier." ' - The relative cost of Construction will next be considered. NORTH SHORE ROUTE. 371 miles from River du Loup to Moncton, @ $39,786 $14,760,606 115 " " Moncton to Truro, ^$46,000.... $5,290,000 ; : .. ' \ ,■„ „i, ;. $20,050„606 ■ Reduced to Sterling is '. ....£4,117;1G8 CENTRAL ROUTE. 455 miles from River du Loup to Truro, @ $46,000 $20,930,000 Reduced to Sterling is £4,300,000 i 8 ■ lu III '»» u» T. • »w- ^T/ piiONTIKR ROUTE. "' '^* ' l' ' ■ ' ' ■ti lii' 11^9 miles from River du Loup to Woodstock dh $33,400 fr),312,COO 115 " from Moiicton to Truro, •-" ^$40,000 $5,200,000 , ., . . ,....,.. ^ $11,602,000 Proposed purchase of Woodstoclt Brancli ff miles, .. $ ]7fi,<)alhousie, where ship-building is sometimes carried on. Minerals are scarce. Limestone and Marl are, however, abundant, and a good grinddtone quarry is found at the mouth of the Restigouche. i The principal exports are squared timber and lumber. The extensive inland water communications have given this county great advantages for the squared timber trade. The Expoi'ts last year were 2,796 tons. Pine Timber, 3,684 " Birch " 5,669,650 superficial feet sawn lumber. ' In 1865 the value of Imports was $85,362— Exports $114,568 Fisheries during the year 1861 were valued at nearly $12,000. The Ghucester 6Wif^ has an area of 1,937,440 .\;i'es. Of this, there will be under improvement 20,000 acres. This county does not compare very favorjibly with Bestigouche, as an agricultural district : the land as a whole is of a " light, dry and hungry cast," except along the seaboard and the margins of some of the streams. Bathurs^ is the chief town, and centrally Bituated, possessing many maritime advantages, and is surrounded by good agricultural settlements, but the land along the Nepisiguit ^'.iver is pronounced to be unfit for farming. The forest consists of Spruce, Pine, Hacmatac, and other timber. This county, Uke Restigoucho, is devoid of 11 Coal, but Limestone, Marl, and Manganese are found. Lime has been made to the extent of 3000 casks per year. . , -. , .. To the eastward of Bathurst are some very extensive Grindstone Quar- ries of a superior quality. Upwards of iO,000 Grindstones have be*^ shipped during the year to the United States. , The Fisheries exceed those of any other Shore County, for all kinds. The Salmon Fishery is ^ory extensive and valuable. Of the barrelled fi^h, Salmon inclusive, the quantity during a year will amount to upwards of 7,000, at an estimated value of $20-000 • of Codfish, the quantity taken is equal to 23,000 quintals valued at $05,000. Last year the Exports in Lumber were 550 tons Pine Timber. V 158 " Birch " t 4,480,000 sup. ft. Sawn Lumber; . In 1865, the value of Imports was $116,033,— Exports $103,749. NoriJmmherland County contains an area of 2,980,009 acres. The aver- age of improved land is upward.-, of 30,000, leaving still in a v.ilderness state a vast tract of 2,950,000. Previous to the great Mirauiichi Fire in 1825, this county was the scone of extensive lumbering operations for many years. This deplorable lire destroyed upwards of 4,000,000 acres of the best timber region in the Province, the loss sustained being estimated at £500,000. This county suffered severely, and became a desolated! tract, the'virginsoil being completely destroyed. Since then, however, there has sprung up a fine growth of Beech, Birch, and Maple. The topographical character of the eouTity is marked in some parts by undulating lidges, with alluvial valleys between, but the general face is comparatively level. Its agricultural capabilities are not highly estimated, but there are districts along the seaboard and rivers where opportunities for producing grain arc all that can be desired ; and where thy attention of the farmer is not divided between lumbering and fishing, the cultivated portions are as productive as in any other county. The chief portion of the population, however, are more dependent on the fluctuating operations of fchipbuilding and lumbering than upon a perma- nent farwilng occupation. The principal towns are Chatham and Newcastle, situated on the Mira- michi River 28 miles from its mouth, the latter town being 4 miles higher up stream. At both places shipbuilding forms an important branch of industry. The county is rather destitute of minerals. If any exist, the precise localities aro yet unknown. The only Limestone burnt is that which {a brought thither in ships as ballast. The Fisheries are also a source of industrial occupation. The quantity of barrelled fish of all kinds sccui-ed will average 5,000 in the your, at a value of $14,000. The value of Salmon caught is upwards 3f ilG.OOO, and that of preserved fish in tins $7,000. m t9 , The Exports in Lumber from Chatham in 1866 were ' ' 2,593 tons Pine Timber, 1,320 tons Birch 21,844,200) and from Newcastle 1,460 " do. :i,283 *' " 22,695,250) superScial feet of sawii lumber. In 1865 the value of Imports at Chatham was $267,286,— Exports $239,012 Do. do. do. Newcastle $139,086. " $160,786 Kmt County has an area of 1,026,400 acres ; and fully 640,000 acres are etill vacant. The country is settled all along the sea-board, and along the principal rivers and streams, which are navigable from 15 to 25 miles into the interior. The Richibucto Kiver is navigable for steamers of light draft for 40 miles from its mouth. The general ioature of the county is level, and the agricultural capabili- ties, as regards extent and qnalit> of soil, are most excellent. One third of the population are Acadian French. The estimated value of the Fisheries on the seaboard is $52,000. This county is also devoid of Minerals. Although within the Coal region, but little has been found ; there are no workings. The principal ports of entry are Hichibucto, and Buctouche. Last year the Exports in Lumber from both ports, combined, were 115, tons Pino Timber, 156 tons Birch, and 20,563,000 superficial feet of Lumber. ,^,,,^jj In 1865, the coupled value of Imports was $68,942,— Exports $192,438. The total amount of tonnage registered of vessel? bulk in 1865 is as follows : Dalhousie 1 vessel, 627 tons ; Bathurst 6 vessels, 2,334 tons; Newcastle, and Chatham 15 vessels, 10,536 ton?* ; Kouchibouguac 1 vessel, 356 tons; Richibucto 5 vessels, 2,905 tons: in all, 28 vessels, 16,758 tons. The ship- ping business in 1865 at these ports is thus represented ■ — Anur Vessels British and Foreign arrived with cargoes and ballast, — Dalhousie 219—44,628 tons. Bathurst 149,-19,484 tons. Chatham 319—61,936 *' Newcastle 160,— 38,486 Richibucto 266-48,715 Bathurst 91—11,813 Total 1204 vessels,=225,212 tons. Cleared with cargoes same year. Dalhousie 178-44,140 tons, Chatham 193— .50,108 " Richibucto 264— 5;J,777 " Total 1087 vessels, The yearly agricultural p'*oduce of the parishes in each county, through which, as before observed, the North Shore route is projected, is shewn by the fbllowing tabulated sratement: — «ijtjiv» Bathurst 131—22,062 tons. Newcastle 196—57,174 " Buctouche 125-14,042 *' j24l,303tons. Name of County. Huy Tons. Oat« Bush. Potatoes hush. Turnips Bush. Butter Lbs. No. of Parish* Rcstigonche Gloui-eater Northuiiiberlatiii, Kent 4,.517 5,423 9.712 5,8 »5 4,452 77,851 59.074 123,189 128,.^80 31,991 130,537 161,944 158,680 301,013 65,455 16,795 18,172 31,315 18,170 9,930 94,282 70,874 57,998 129,000 119,463 55,895 443,220 5 Wedtmorliind. .. 1 Totals 29,929 423,685 817,629 18 I I 13 8. No. of Parisbi 5 2 5 5 1 18 The number of Manufactories in the same parishes are: — Saw Mills, steam and water power, 55 ; Grist Mills, 34 ; Carding Machines, 9 ; Tan- neries, 13. The natural inference to be drawn from the foregoing, is, that regardless of any lailroad, the Northern and Eastern section.s of the Province 'lave a very extensive ocean commerce along the seaboard. Taking 205 miles of country between Glenlivit at the mouth of the Restigouche and Monc- ton, there are eight ports, or one to every 26 miles. The proximity of the Kastern ports to the proposed railway route averages about 16 miles, while the rivers that flow to the Gulf ar^ navigable for a much greater distance into the interior. At all of these places the business of shipbuilding is ex- tensively carried on, as also the exportation of square timber and lumber, with corresponding importations. The lumbering operations are therefore of no small magnitude, and at the different stations the fisheries also offer seasonable employment to many ; but as regards lumbering, and shipbuilding, — farming is, in compari«on, but a tertiary consideration. With such a business directly to and from the seaboard, at so many outlets it may be questioned what would constitute the permanent local traffic along this section of the North Shore route? What heavy freight would pass these ports along a railway, or what would come or go from any one point to the other within the same extent of road ? What would be for- warded to, and shipped at Shediac or Halifax that they do not already monopolize ? Provisions to a very limited extent would be purchased in Quebec or Halifax by the lumbering operators, as the probabilities are that they could be obtained, for ohc profit, more cheaply in the U:nted States, and freighted, at small cost, in vessels that would otherwise arrive in ballast. The actual amount of traffic between Qaebec'and Shediac as represent- ted by the returns of the Steavnship Arabian which was subsidized by the Provincial Government to rnn between these poris, touching at to 1861 Down 436 11,500 be reduced — V Up I 547 3,000 to one [See four of the intermediate ports was in 1860, Down Up Number of Passengers 456 494 Estimated barrels of Freight 10,000 2,000 The number of trips per week had sub.^equentlj' trip each way, and finally the steamer was withdrawn altogether.* Statement of Purser, Appendix B. 1 No great amount of ship timber or lumber would be sent over the rails to Halifax when all the timber can be so readily stream-driven and manufactured at these ports of shipment. There could be no possible advantage in the rates of freight to England from the Eastern terminus that would warrant such a course ; and as branch lines 'to these ports are not contemplated in the general scheme, it would not * Thero has since been placed on this roate the " Saoret" an old bloukade rainier Mid a very swift boat. 14 be reasonable to suppose that the present route was proposed, and ia now advocated, with a view of directin7 91,688 71,267 37,207 343,819 34,770 6,937 16,605 10,027 300,333 145,692 122,850 62,053 630,9!M 4 ■'■'■ Queen's Kiisu's 4 1 Sunbury 2 Totals 41,580 322,579 68,429 11 All the above will be a source of local traffic in addition to lumber, &c. , &c. The number of Manufactories in the same parishes are, Saw Mills, 47 ; Grist Mills, 39 ; Carding Machines, 6 ; Tanneries. 6. ' , Frontier Route. That from River du Loup, by the Western side of Temiscouta Lake and the Madawaska, being 180 miles to Woodstock, will be considered. It may first be mentioned that the other route from Trois Pistoles to the Iroquois River on the Eastern side of the lake, [S<'e Map] is through an impenetrable forest. There isbut one known solitary occupant of the woods in the visinity of the lake, and he is called the *' Hermit." The western side of the Temiscouta Lake presents quite a pleasing contrast being settled all along the Portage road, and well cultivated. Between the Canadian frontier and River du Loup there are upwards of 950 families, which at a very small average for the inhabitants of five to a family would give a population of 4V50. On this side of the lake, and 27 miles from River du Tjoup there has been recently erected a Saw Mill, Grist Mill, and Carding Machine. On the Slst mile there is another Saw Mill, and near to this a Potash Factory. The traffic along the Portage Road is very great, and continues a steady stream night and day. The writer when visiting this district, was assured that no less than one hundred single teams pass daily each way during the •vinter months, carrying all sorts of merchandize, each team averaging 600 pounds. The freight from Edmunston to River du lioup, 79 miles, is two dollars per barrel, or at the rate of one dollar per hundred weight. The nuramer travel and traffic is also very considerable. The writer having jour- neyed as far as Clutiers on the 48th mile from River du Loup, was convinced fif its magnitude during the course of two days. In addition to tlna traffic, upwards of 2000 head of horned cattle and sheep are driven rver. The road is maintained in good condition. Last year the Canadian GoV« ernment had 20(X) bushels of flax seed imported and distributed among the lake settlers at prime cost in order to encourage its growth. The flax is now taken to River du Loup, or Quebec, and exchanged for salt two Backs of salt, (equal to six bushels), being received for one bushel of flax. At Baker Lake, near the Cabineau Lake, and extending about eighteen nules down to the Iroquois River, there is a belt of Slate-rock, gai«H«rbo •M 17 «qual to the Bangor Slate by men who have worked in the Brownvillo quarries, and is now being used io the schools throughout the Madav aska •nd St. Francis parishes. ^ i .. ,,s [It may here be rauntioned, with regard to the Brownvillo quarries, that they are two in number, and distant apart, east and west, about one mile. The east quarry extends 250 feet from north to south, and is worked to a depth of about ninety feet. The average amount taken from this quarry annually is abotit 15,000 squares. The west quarry is 200 feet in widtih, and i worked to a depth of eighty feet ; the depth of rubbish, or rock of poor quality first removed being about fifteen feet. Value at Bangor per square, $4.50 to $5.00 (in 1861). Cost per square for trans- portation, $1.50. Profits per square, 50 cts. to $1.00.] Eighteen miles up the River St. John — above Edmunston, on the St. Francis road — there is an extensive settlement on the American side of the river, taking its name from the tributary stream at this point, viz : Fish River, in the town.ship of Fort Kent, the populationjof which is about 750. Here there are two Saw Mills, one Grist Mill, three Clapboard and three Shingle Machines. In the next township above, No. 17, there is a 6aw Mill and Grist Mill ; and between Fort Kent and Edmunston, there are five Mills, Saw and Grist. Lumber is manufactured for a distance of 30 miles above Edmunston and rafted down. The quantity of shorL and manufactured lumber now shipped from Fish River settlement and vicinity is as follows:— 1,500,000 sawed Spruce, 5,000,000 sawed Shingles, 10.000,- 000 shaved Shingles, 1,000,000 Clapboards. Cost of freighting Shingles to the Grand Falls (30 miles below Ednmnston), twelve and-a-half cents per thousand ; Clapboards, one dollar ; Deals, one dollar and twenty cents ; per thousand superficial feet. The two parishes above Edmunston are Madawaska and St. Francis, bordering on the main river. The Frontier line, below Edmunston, passes through the parishes of St. Basil and St. Leonard, t\e principal rivers to be crossed being the Iroquois, the Green, the Quisblo, Sigas and Grand rivers. Three miles below Edmunston, at the mouth of the Iroquois, there arc a Saw Mill and a Grist Mill, also a Shingle and a Carding Machine. Fifteen mi!e.s up'the Iroquois there are a Saw Mill and a Grist Mill ; and on an easterly branch there aie two Saw Mills ; in all, on this stream, six Saw Mills and other machinery. ;, • ^ The Green River Settlement, situated 9 miles below Edmunston, is fast increasing. At the mouth there is a Saw Mill, Grist Mill, Carding and Fulling Machines ; and 20 miles up stream a Saw Mill and Grist Mill are being built. The Qaisibis and Sigas Rivers are as yet without Mills, but they are lumber-driven. * 'J ;• •■ ;? Twenty miles below Edmunston Limestone is abundant. Here a Lime kiln and Tannery belong to one proprietor. Formerly the kiln produced ftOO bu i l t t ls per year, but it is not now worked. Tho business done at the .Jim 18 Tannery has docroascd of late years in consequence of the cattle having beon lx)ught up for the American market. Previously, as niimy as I6()0 Hides have been cured during the course of a year. The number is now reduced to about one-third. ?:?•,-•! ^^A' ^•c ju' At the Grand Kiver, 15 miles above the Grand Falls, the business of 8hinfflc-raakin^ has been recently coumienced. There are two establish- ments, and they will this year tiirn out a total of 8,000,000 tShinglea. The eedar logs are driven down the Grand Kivet. '-- ' ^il-f-injiu. -, v»ri;;j •^ One mile further down, and on the American side of the St. John River, at Violet Brook, in the townshij) of Van Buren, there is an im- portant settlement. In this l(X?ality there are two Grist Mills, one SaW Mill, two Clapboard Machines, a Shingle and Lath Machine. The quantity of manufactured lumber turned out from thi« place in the year is as follows:— 700, ()()0 Pine and Spruce Clapboards, 7,000,000 shaved Cedar and Hne Shingles, 3,0(K),000 sawed Shingles, lOO.OOG Pine and Spruce Boards for use in the neighborhood, and 100,000 linths. ' '* ' *^ "The cost of freighting Shingles to 'the Grand Falls is ten cents per thou- sand ; Clapboards eighty cents per thousand, li LA Tlie Shire town of Victoria County is Grand Falls. Ilero the accumu- lated waters of the Upper S.. John River are discharged over a rocky precipice to a depth of sixty feet, then rush through a rocky gorge about 250 f<3et in width for a distance of half a mile, with a descent of sixty feet more, making a total fall of 120 feet between the head water and the lower basin. The Fulls arc now spanned by a suspension bridge. Be- tween (' ^ upper and lower waters there is a portage, along which the trade of t!ie Upper St. John, with the exception of logs and squared timber, has of necessity to pass ; so that all the lumljer manufactured above the Grand Falls, has, on airival at the Falls, to be taken out of the river and hauled round to the lower basin, a distance of nearly a mile, and then re-rafted for Fredericton. And on all logs and squared, timber driven over the Falls there is a loss of at least 12 J per cent. *' The number of horses employed this season in hauling round the small lumber has been upwards of forty. "' <••'-- ^'••*»' -•- -■■'■-'^ - • ' ;*^ Twelve millions of Shingles, in addition io the qiian^ittes already men- tioned in the Upper St. John, have been hauled to the Grand Falls iii the course of the season and rafted to Fredericton ; and for the purpose of forming rafts for small lumber, 3,000 Spruce logs have been hauled out across the line from the American side* 'i^'^rt j liuunu mii &A i.ji; .Uinuisi The cost of hauling round the Falls oft the portage and transporting to FrcdcricJon is, for Shingles, twenty five cents per thousand; for Clapboards, one dollar and twenty-five cents per thousand, and the same price pel- thousand superficial feet, for Deals and Boards. The eOst of hauling squared Pine and Birch timber by the Falls, and sending in rafts to Freder- icton is, on fan average, seventy ounisperton for Pine, and ninety cents per not for Birch, - ■- ^» -i'.i- -!J-^.- - v -.^t.ii.-..-4 .-, -^4,>:>,U ^.itv ^ i-.,:.i :^..S;r'■^\ .X'i^' 'X 19 thou- IJc- At this place the Victoria Saw Mills manufacture, in the course of a year, 2,01)0, 000 superficial feet Boards and Deals, and 500,000 Clapboards, in connection with which an excellent Grist Mill is in operation ; and a Carding and Fulling Machine, together with a Lath and Sliingle Machine, are being established. ^^ , The duties on Imports durin/^ 186G amounted to $1,264. The " Frontier Line " woula cross the Saint John Iliver about a quar- ter of a mile above the Falls, at a point where a ledge of rock rises from the centre of the river-bed, and suggests the place for bridging ; thence along the western bank of the river, crossing the Aroostook River 20 milea from the Falls ; and thence 4 uiiles further to the village of Audover, situated about a mile below the mouth of the Tobi(iue River. The Aroostook River has its source near the head of the Penobscot River in the State of Maine, and is navigable with rafts for about one hundred miles. Five miles of this St.eam ''om the mouth, are within Provhicial territory. The valley of this river is the most notable in the State for its timber, and the richness of its soli. The next largest tributary to tbe St. John is the Tobique on the eastern side. It extends 100 miles to its source in a northeasterly direction. About 70 miles from the mouth it bi-aiiches oflF into the Little Tobique and Campbell's River. It has an Indian village at its embouchure. The business of the main river at Tobique Station, derived from Ameri- can sources, during the past season, was 20,000,000 Shingles and 100,000 Clai)boards, together ^vith a large quantity of Deals and Scantling, proba- bly 250,000 superficial feet. The Shingles are hauled from seven to seventeen miles from the Aroostook country. The value of merchandise which passed through to the Aroostook last year was upwards of $23,000. ".;•;.- :i; ^fii'.'j, i',-/'il On the River Tobique there are four Saw Mills, two Shingle and two Clapboard Mills, and one Grist Mill. There is a great growth of Cedar up river ; and a large trade in Shingles will eventually be opened up when stimulated by railway transit. In addition to the American trade, a distinct and extensive business is done here by Benjamin Beveridge, Esq., M. P. P., whose lumbering operations on the Tobique and Salmon Rivers and their branches, are of long stjinding. For the last three years the average value of his exports has been $31,533, and the average value of his imports during the same term, $30,300. The exports include all descriptions of lumber, the largest portion being Spruce logs and Bu'ch timber in the square, all of which goes to St. John. The cost of rafting Shingles from Andover to Fredcricton, 115 miles, is fifteen cents per thousand. The Steamboats were ofi"ered twenty cents, it being a great marketable advantage to have them kept dry, but the owners refused to take any for less than twenty-five cents per thousand: 800,000 Shingles are generally put upon a common raft. The freight on Clapbosuds 20 (6 Fredericton is $2 per thousand, an J the same price for Peals or Boards : the Steamers charge this price also. Clapboards are generally freighted on tog "bottoms," or on Deal rafts. ^■' " ' '" '' ' *' " """'' " Log rafting and running to Fredericton costs one dollar and twenty-five cents per thousand superficial feet,and an additional fifty centsto Saint John. The number of Tow-boats that ply between Fredericton and Grand Falls is about 35. They carry 1 50 barrels at 250 lbs. each. There arc three Steamboats on the same route. Shingles and Clai)boards and all other short lumber are taken on Wood- boats from Fredericton to St. John, the usual rates for freight being, — Shin- gles, fifteen cents per thousand ; Deals, sixty cents per thousand superficial feet. The subjoined statement will convincingly shew the " Frontier" trade in small lumber alone on the lliver St. John above Fredericton, which, of course, is materially swelled by the trade from the Aroostook County to the river, and included. • ■ ■ SHIPPED TITROITOn rWR CITSTOM HOUSE. Year. | Shingles. 1865 1866 1867 42,703,2-25 58,931 .0.'Jn 25,.5()5,000 Clapboards 367,475' 1,497,485 288,500 I Laths. I Pickets. | Hofirds. | Deals. | Period. 4,459,700 3,646,000 10,000 120,000 10,000 4.'')2,80«)0 406,000 518,500 15,000 I 12 Mob. 75,000 12 Mob. 219,618 8 Mo8. The value of Exports or removals through the Custom House for 8 months to the 20th of June is $17,G90.83,chiefly American goods, but is only afractional part of the amount of goods that go up river. .The value of Imports at Fredericton in 18G5 was $100,057, and of Ex- ports $96,020. /:.:;/ t- The next river of importance, twelve miles below the Tobiquo is the River de Chute. A large Saw Mill formerly erected at the mouth was recently destroyed by fire. Another will shortly be raised in its place. A second Saw Mill and Shingle Machine are situated a mile up stream, fur- nishing 400,000 superficial feet of Pine lumber, and 1,000,000 of sawed and shaved Shingles in the year. ;i(.n,."ii . <• ;/i ' r: -. d < ,..Si r •-^ Below the River de Chute and on the opposite side of the main river is the Munquart River, upon which 5 additional Shingle Machines have been established since 1861 : and lower down on the Little Shiketehawk in the Parish of Peel, a Company have purchased a lot of land from the Govern- uient, with a view of working the Iron ore thereon, at no distant day. The ore is said to bo of excellent quality, and of large per centage. ' ir- .n\i>f '' Florenceville situated 26 miles above Woodstock, is a village of some importance, and has sprung up within the last few years : in the neigh- borhood are four Saw Mills, three Grist Mills, one Clapboard Machine, three Shingle Machines, three Carding Machines and two Tanneries. The quantity of sawn and .shaved Shingles manufactured in the year is 1 9,000,000 and the quantity brought from the American side is 7,000,000. The rafting to Fredericton costs fifteen cents per thousand. There is also exported 21 fVom tins village and Controville, another villago 3 niiles to tho rear, iu the parish of Wicklow, 58,000 bushels of Oats, ;5U,000 bushels of Potatoes, and 200 tons of pressed Hay : tlie freight of these to St. John is at the rate of nine cents per bushel, and two dollars per ton for hay. In tho artiolo of Butter, nolesstlian 50 tons weight were sent to St. John Market during the past twelve months : the freight is twenty cents per tub of 50 lbs., or eight dollars per ton. The value of Imports during the past year to Florencevillc and CeuttQ- ville was, $70,000. "'' East Florence ville is situated on the opposite bank of the River in the Parish of Peel. The export in Oats from this side has been 30,000 bushels. The Iluy is chiefly used by lumber miu'chants operating upon the Mirami- chi River, and at Boicstown, and other places on the river. Limestone is abundant, and was formerly burnt in large quantities. Here an American Company from Boston have lately established a Mill property, for extracting the essence from Hemlock bark for tar \iug pur- poses. They manufacture about 35 barrels of 42 gallons each, per diem : the value at Boston by contract for an unlimited supply is 50 cents per gal., but is there retailed for about 05 cents. The same Company intend to erect a simihvr Mill at west Florencevillc, and have purchased the ground pro- perty, and the requisite machinery. In connection with this Mill there will also be established a Clapboard, Lath, and Shingle Machine.. Florencevillc supplies the steamboats with wood-fuel during the running season, the average supply being SOO cords ; and similiar quantities are like- wise furnished along the river at intervals of ten miles. The quantity th us consumed between Woodstock and Grand Falls would reach 6,0C'0 cords. This village also' furnishes a Brick-yard. The quality of the clay is pronounc- ed to be fit for an earthenware pottery. Bricks have been furnished to the surrounding neighborhood, and to Woodstock, and some have been for- warded to Boston as a sample of the quality. Victoria Corner is the next village, and is situated 10 miles above Wooc!- stock. To tho rear, on the Little Presque Isle river, — there are four Saw Mills, and three Crist Mills : there are also two Tanneries. The averagtj number of Hides cured per year is 400. The chief exports are in Grain and Hay ; the principal Shingle business is done on the Becaguimac River immediately opposite on the east side of the main river, where a number of Mills and Clapboard Machines are running. Upwards of ten teams are daily employed hauling th<; small lumber to Woodstock. J The last estimated value of Imports to Victoria Corner was $12,000. Woodstock is the shiretown of the rich County of Carleton. It is situated on the St. John River at the embouchure of the Meduxnekeag River which heads in the State of Maine. It is G3 miles above Fredericton, and 121 miles from St John. The parish contains a population of about 4000, It is the centre of trade for a large extent of country. Lumbering is carried on extensively on both sides of the line by the principal merchantSj and the 22 whole of the up river trade pusses by this place on its waj' to the St. John market. Several thriving villages have within a fow years sprung up in this and the adjacent parishes, and throughout this couuty in many other parishes. In the town of Woodstock there are .3 water-power Suw Mills ; 2 steam power Planing Mills, driving Machinery fortho manufacture of Sash, Door and Window Blind stulT, also Cabinet Ware ; 3 Lath Machines, 2 Grist Mills running six pairs of stones, 2 Carding Machines, and one Fulling Machine. There are also 2 Foundries in operation, turning out Stoves Ploughs, Mill Machinery &c., chiefly for country use. The larger of theso Foundries supplies 100 tons of castings during the year. The Saw Mills turn out 10 millions superficial feet of Deals and Boards, and about 5 millions of Laths. The lumber now driven down the Mudux- nekeag River is procured principally on the American side, and is suppli- ed from about six of the Aroostook townships, containing upwards of 120,- 000 acres of fine lumber lands having a great growth of Pino and Spruce, all of which has no other outlet. The water-power on this river cannot be excelled by any other stream in the county : the falls on the north branch, and the three large falls on the south branch arc capable of driving a large amount of machinery. ' ' ' ' When the branch railroad from Woodstock is completed, and in running order, lumber can be manufactured, and shipped through the winter season from the ports of St. John and St. Andrew's : the exports will then at least double the present quantity manufactured. Large numbers of Deck Knees Kailway Sleepers, Shingles and short lumber, now manufactured, are haul- ed 7 miles up hill to the Richmond terminus of the St. Andrew's Railway, on the Woodstock and Houlton turnpike. When the up hill hauling be- comes no longer necessary, and the branch line is in full operation, the additional facilities will induce an immense business with St. John,over the Western Extension Railway to that city, which hitherto has been, and is now absorbed chiefly by the river. Cost of freighting Deals and Boards to St. John by river, per thousand superficial feet $1.10 Damage to lumber by discolouring, and loss by boring, and ( *, ^r. losing deals J *^"^ Actual cost per thousand feet $2.10 The Boot and Shoe trade has also increased in Woodstock, and is becom- ing a flourishing branch of business ; this is chiefly owing to the excise tarifl^, and high rat3 of wages demanded by journeymen in the United States. From a Report presented to the Woodstock Athenaeum, February llth 1864, the following information is taken, with regard to the mineral resources of the county :— « -,;i J-i^^«Mi.^^*^-fei^^ ; -.ms^'^T ^*5 t ," Of most of the mineral resources of Carleton County little is as yet known. The presence of Copper over a considerable extent of country has 23 St. John up in this ny other 2 steam ish, Door s, 2 Grist I Fulling It Stoves r of these 1 Roards, I Mcdux- is suppli- iof J20,- I Spruce, an not be I branch, ig a large running er season n at least !k Knees ire haul- lailway, ling be- tion, the over the I, and is ... $1.10 I $1.00 ..$2.10 J becom- 3 excise United iry llth mineral s as yet atry has bei-n known for years ; and Copper Minos have Ijoon opened and worked, but not as yet pn)fitably. Limestone is abundant in si^'oral districts. An- tiuiurjy has also been foinid, bcwides large quiirrics of Hoofing Slate. But the developeinciit of the Iron Mines has already coramenced. The fol- lowing statistics regarding the present works, anil the extent of the miner- als have been furnished by Mr. Norris Best, manager of tljc Charcoal Iron Works at Upper Woodstock. The quantity of wood required for th»j operation of these works in 1804, is estiinatcd at ]2,(M)0 cords, which will strip 400 acres. The estimated production of Pig Iron for 1864 is 2, 750 tons, employing at the Mines, and about the furnace and works, seventy five men. Twelve teams with their drivers find constant employment in hauling the ore ; while to cut the wood renuii-es 150 men for twelve weeks, and to haul it, some 60 teams and their drivers for the same time The down freight of the Pig Iron for 1864 is estimated at $5,500: the up freight for the works is estimated for 1864 at $4,500. The belt of ore varies in width, but has an average width of 6 miles From Richmond it extends across the whole parish of VVakefield, then across the river and extends up the Becaguimac lliver. Of this vast iron region, covering probably 260,000 acres, the present Charcoal Iron Company have under lease from the Crown 5,760 acres or less than one forty-third part." Again, — " One of the most important items which Carleton would furnish as freight for a railway would be small lumber. The capacity of this county and Victoria for the production of this description of goods is enormous ; and while a railway would produce an immense expansion of the business, the present production is very great. The Shingle business has also increased wonder- fully within a few years. The down river traffic for 1863 was 32,000,000 iug the same year 15, 750, 000, foreign Shingles, made in the adjoining town- ships of ihe State of Main ^ above Woodstock, were bonded for exportation from the lower ports. ' ' *' Importation of goods in Woodstock for retail trade $350,000 Freight paid on goods upwards from Fredericton 50,000 Passengers' fare on sanu route both ways 25,000 Imports into Woodstock for year ending Dee, 31st, 1863 147,123 The Exports from same port for 1862 were $ 50,617 While for year 1863, they had increased to. $122,070 Another important export from Carleton county is that of Cattle and Sheep for the United States markets. Large numbers of cattle and im- mense flocks of sheep and lambs are collected by drovers who pass through the county from farm to farm. These are now driven over the road to Bangor, and thence forward to Brighton and other Markets, In 1863 probably tome 7000 sheep were thus exported." v;''^ ; " - . v ; i " More than one half the surface of Carleton lies on the east side of tlie River St. John. The east has 385,000 acres ; the west 315,000. But the effect which the river has had is shewn in this : — on the western side there are 81,247 acres improved ; on the eastern side but 19,983. On the western side there ;ir ' in f:irras, unimproved 190,202 acres ; on the eaa- u tern only 70,558 acres. And while on the eafctern side there roniafns prob- ably some 150,000 acres of ungrantod lands, the Crown has scarcely an acre left on the west. " , ,i« The Aroostook County, State of Maine, has an extent nearly equal to that of the State of Massachussets, and is capable of sustaining a very large population. It is now nearly 30 years since the first efficient move was made tov tos the development of this fertile region, which is hot con- sidered the st settling la^d in the whole State, and, as an agricultural district, is certainly richer than any other section of Maine. Its resources are commensurate with its extent. Iron ore predominates on the Aroostook River, the supply of Limestone for building or agricul- tural purposes is inexhaustible. Maple Sugaries are unlimited. Elms, White Birch, and Ash abound ; and on the uplands are fine hard wood trees, and lofty Pitc; ■ \v. fact, the country is known to possess every natural advantage that might be required tocuJ forth the entqrptise and industiy of the farmer, and the manufacturer. - Fhe Aroostook County contributes largely from several townships along and removed from the boundary lino, to the general trade of the St. John River. In addition to those of Fort Kent and Van Buren, already men- tioned in connection w'.th their exports, are the more important towns of Fort Fairfield and Presque Isle, the former with a population of 1273 has 3 Saw Mills, 3 Grist Mills, a Carding, and Falling Machine. It exports about 10,000,000 Shingles : the cost of road-hauling them to the main river ia twenty cents American currency per thousam',. Tlie other exports are Hay, Oats, and Potatoes. -^ Presque Isle is situated on the river of that name, with a population of 1 229, it has a new Saw Mill erected last spring, which manufactures Deals, Boards, and Clapboards, There is also a Shingle and Lath Machine in course of erection. Daring the past three months the Mill has produced 300,000 Deals and Boards, and 200,000 Clapboards. The cost of rafting to Frederic- ton is two dollars and seventy five cents per thousand. Tliis however, is now by contract and is considered rather a low tariff. There is also a large Grist Mill, a Carding and Fulling Machine, and a Sash and Door Factory. A second Saw Mill is being erected 15 miles further up stream. The water power is unlimited ; the present dam flows a pond 5 siiles in length. The Grist Mill is very capacious, witli excellent Machinery ; the business during the past year for seven months since last September amounted to grinding 44,000 bushels of all kinds of grain, being equal to 75 J thousand bushels per year. Of this quantity five and half thousand bushels where of Wheat, and 31 thousand bushels of Buckwheat. Twelve months previous to last September the quantity delivered by the former Mill on the same privilege was 48,000 bushels ; and ten years previously in 1856, the quantity ground was only 17,000 bushels. Last year Presque Isle exported Grass and Clover Seed to the value of 25 afns prob- <;arccly ao ■h ly equal to ig a very lent move s noT con- gricultural dominates ir agricul- d. Elms, hard wood sry natural I industiy hips along e St. John lady men- It towns of f 1273 has )orts about n river is s are Hay, ulation of ires Dealo, e in course d 300,000 )Frederic- ver, is now arge Grist etory. A The water th. The 3SS during ) grinding bushels )f Wheat, IS to last privilege Ly ground value of Majileton., (( 290, 2 Easton^ (( 450, 2 MaysviUe, ,,,tt_ 1131, 1 Lyndcn, ■' ■<*'■■■•■ 483, 3 Sarsfield, f.ff. 784, 1 Wiishhurn, u 90, 2 Mar's mil (. 320, 2 Alloa^ (( 75, 1 No. 14, (range 4)" 60, 1 Limestone, u 274, 3 1 Shingle Machine. 2 do. 110,000, tit tlie rate of from three to three dollars and seventy-fivo cents per bushel. The township of Limestone, miles below Grand Falls, also furnishes the St. John River with about 7 millions of Shingles, and upwards of 2 mil- ions of Oiapboi'.rds, together with a large supply of Pine boards. In the undermentioned townships, embraced within 30 miles of the " Frontier", the population and manufactories, are as thus enumerated : — J.s;i/a?trZ,— -Population 1030, 2 Saw Mills, 2 Grist Mills, Brick-yard and and Lime Kilns. Saw Mills. do. *f; do. r 3 Saw Mills, one Grist Mill, one Sash, Doorj and Blind Factory. Saw Mill. do. t do. do. do. , ., f, do. '•■" -"-'■: ''-'■ Bridgewater, with a population of 736, is situated next below the town- ship of Mar's Hill on the Frontier, the little Presque Isle River flows through this district, upon which are erected 2 Saw Mills, 2 Grist Mills, 3 Shingle Machines, and one Clapboard Machine ; a third Grist Mill is being erected, also a Carding Miichine. The Saw Mills turn out 800,000 Deals and Boards ; 5 millions of sared Shingles are also manufactured by 2 Ma- chines. The third is a new one, and but a short time in operation : the number of shaved Shingles will double the quantity sawed. The Grist Mills grind 24,000 bushels of Grain. All of the Shingle lumber is hauled out to the main river along the direct road from the village, about 7 miles. Monticello is the next border township, with a population of 665, three- fourths of whom were formerly Provincialists. It has 2 Saw Mills and one Grist Mill; the Mills are but recently erected, the quantity of sawed Shingles this year vvill however amount to one million. The Boards manufactured are chielly used for country purposes. T!ic shaved Shingles amount rto 2 mil- ions, and are hauled by iwo, and four horse teams through Houlton to the Railway Station at Richmond for 50 cents per thousand. Houlton is situated upon the south branch of the Meduxnekeag River five miles to the westward of the Richmond terminus, and is the largest frontier to wif containing a population of 2442. Its manufactories are, 4 Saw mill>. with Lath, Clapboard and Shingle Machines, 2 Shingle Machines 2 Grist Mills, 2 Carding Machines, 1 Foundry and Machine shop, for Stoves Mill work and Ploughs, one Sash and Door Factory, one Furniture Factory, one Plaster Mill, and one Tannery. The Foundry turns out ibout 100 tons of castings in the year ; the Grist 20 Mills grind 60,000 bushels of grain, and the Carding Machines have combed during theyear IS^m, 1613 parcels of Wool averaging, 13 lbs. — in all 21 ,845 lbs. of Wool. This year there will be carded 2000 parcels, or 26,000 lbs. The population of the Aroostook County in ISoO was 12529 ; 1860, 22,449, and is nov? supposed to be about 36,000. The only markets or outlets open to this vast number of inhabitants, with which no other county in New Brunswick but that of St, John can comvare, are, Bangor by road^ St. Andrew's by rail, and St. John by river. There are of course, the minor home markets created by the lumbering operations, which to some extent absorb the surplus the farmers have to dispose of, but these vary with the fluctuations of the lumbering interests. Taking Ashland as a central township the respective distances are, — to Bangor 145 miles, to St. Andrew's ] 18 miles, to St, John 220 miles. ' ^ Goods are carried from Bangor to Presque Isle too mile.s for $30 per ton, and from Bangor to Ashland, 145 miles, by the Aroostook road for $35 per ton. These rates add materially to the cost of supplies ; it is therefore no wonder that a cheaper mode of transport by railway and river wouid be supported. When the river is frozen the road is sometimes resorted to, besides railway facility from Richmond, but not to one-twentieth p art the extent as formerly. ^* -^ ^ ■'";• ■ (-si^'^lw^ih^a Freignt is brought from St. John to Tobique at a rate varying from eight dollars to eighteen dollars per ton. From Tobique to Presque Isle is 1 9 miles, and 24 miles thence to Ashland. This is the route by which all imports are now chiefly conveyed, and at about one half the cost from liangor. The u«tural channel of communication for the \roostook County with the seaboard is therefore toward and through New Brunswick to St. John and St. Andrew's ; and a portion of the Export and Import trade is now conveyed over the St Andrew's Railway to the latter port. The continuation of this lino from Woodstock to River uu Loup cannot fail to offer such convenient access as will coinmand the whole of the American trade of this flourishing and extensive region. ^^ o&r ivjt»j<'« 'iu r.pinifii; The Secretary of the Agricultural Society in his Report to the Board of Agriculture of Maine, 1865, says : — ;, ;*;- " The completion of the New Brunswick and Canada Railway to the Houlton and Woodstock road has completely revolutionized the trade of this county. The road was oponed three years ago in July. Now in place of the toilsome hauling of goods from Bangor over the military road to Houl- ton, wp have two expresses per week, via the railroad to Boston. The station is 5i miles from Houlton village. A fact which fell under my own observation this summer, well illustrates the change wrought. Goods were purchased in Bangor for the supply of lumbermen operating at the forks cf the Mattewamkeag River 25 miles south-west of Houlton, and as the cheapest and quickest route to their destination, they were forwarded via St. Andrew's and Houlton. Give to thisccunty the facilities of the e conibed ill 21,845 ►00 lbs. ), 22,449, ir outlets lounty in by road, the minor le extent ' with the a central Andrew's ;0 per ton, )r $35 per jrefore no wouid be sorted to, h part the ying from lue Isle is r which all cost from mnty with St. John de is now ntinuation jflfer such de of this Board of vay to the ade of this n place of i to Houl- ton. The jr my own Goods ng at the >n, and as forwarded leH of the much needed commercial uuion with the neiyhhoi-ing Province, and thfe people of Aroostook need not ask for a more goodly heritage. > It may further be remarked that goods thus procured at Bangor and forwarded by express have to be sent over the Bangor and Portland Rail- way to catch the steamer at the latter port, and on their arrival at the Kichmond terminus of the St. Andrew's Railway are hauled away by four and six-horse teams, twelve dollars per ton for all sorts of mer- chandize to Presque Isle and Fort Fairfield, being the general charge. « The cattle trade which passes through Houlton to Bangor is derived from the Countie.3 of Victoria, Carleton, and Aroostook. During the past five years the average number yearly has been 5000 head of horned cattle and 7000 head of Sheep. This wo»ild beoine a Urge brftuch of the Export business over a Frontier line* iiv« .o««trriw t*,*si-.jMl rtrt*>!;^f->;->j'uv^^^ w tfr^j^ The Agricultural resources of Victoria and Carleton Counties will now be considered in conjunction with those of Aroostook, for which last there is no positive data. The proportion of each yield per head of population in the former counties has been taken aa a fair criterion for arriving per ci^pita on 16,000, of the probable quantities in Aroostook. Name of County. Hay Tons Oats Biieli. Polatoee BubIi. Tunups KuBh. Butter Lbs. Victoria .......... 9.905 29,787 24;000 101,7.30 494,583 370,180 88,.527 213,562 187,580 14,665 73,032 53,120 131,598 -t Carleton Aroostook 486.711 385,120 Totals 64,592 966,493 489,669 140,817 1,003,429 The following statement, on the abstract, will shew the comparative local traffic that each route would receive from an Agricultural source. Miles in Province. 205 270 122 Route. North Shore Central. . , Frontier. Hay Tons . 29,929 35,513 64,592 OatB Bush 423,685 295,643 966,493 Potatoes Bush. 817,629 306,612 489,669 Turnips Bush. 94,282 .•^,402 140,817 Butter Lbs. 433,220 668.875 1,003.429 ^ /^^g^^ The one objection raised against the Frontier route is its proximity to the American Boundary Line. This is offered as a Military, and not as a Commercial protest. That which is in relation to the one a question of defence, may become in connection with the other a matter of deflancp. Formerly it was the opinion of Military authorities that, for proper de- fence, railway transportation should be removed as fiir as practicable from the enemy's frontier, 'and with this view the North Shore route was first projected as a Military railroad. Recent events in the strategic movements induced by war, as illustrated abroad and at home, have testified to the fallacy of tlie former notion, and have shewn that, as a means of defence, the most suitable position for a tailroad is along the line of defence, and not at an inaccessible distance to the rear of it. By whatever route the road is built, if ever attacked, it must bo defended;-' S3ES5 28 II but the mode of attacking, as practically exemplified during the late civil war, only serves to shew tliat the more remote railroad can be render- ed as readily and easily unfit for travel by a sudden demolition in the least expected quarter as the uoarer road to the Frontier. It seems, in reality, but an idle sj)eculation, and it is to be hoped that we have not yet arrived at the age when the building of a railroad will prove an incentive to war ; or the proximity of such a comi itrcial highway to a neighbouring confederation will create and promote the lust for aggran- dizement, or a desire on either side for annexation . .. There does not seem to exist, at the present day, between the two great nations any source of apprehension that their friendly relatione can ever possibly be disturbed, or that a permanent peace, to the most distant future can, in our generation, he ever endangered. Of this there are assurances from various high authorities. First, from the Throne of England. Our Queen tells us through her Lords and Commons: — .■.;..> . , " I am happy to inform yc/U that my relations with Foreign Powers are on a friendly and satisfactory footing. I have suggested to the Government of the United States a mode by which the questions pending between the two countries, arising out of the Civil War, may receive an amicable solution, and which if met in a corresponding spirit, will remove all grounds of pos- sible misunderstanding, and will promote relations of cordial friendship." Next, at a banquet given by the American Chamber of Commerce in honor of the Atlantic Cable, at Liverpool, March 14th, the American Minister, Mr. Adams, " disclaimed all personal credit for the maintenance of peace between England and America, saying that his course had been dictated by the American Government. He thought that the magnitude of the relations between the two countries was the best guarantee of peace. The Telegraph, he hoped, would strengthen that guarantee, and might ultimate- ly supersede diplomacy, and merge the world into one nation and one language." vWdM * *':>.; c-'! ; ■': . :.•'.■;« ... ■; Next, in the House of Commons during the second reading of the Con- federation Bill, Mr. John Bright expressed himself as follows : — " In my opipion there is not a part of the world that runs less risk of aggression than Canada, unless in that quarter whence came that foolish and impo- tent attempt of certain discontented persons from this kingdom who not long ago were subjects of the Queen. America has no idea of anything of the kind. No American statesman, and no American party dreams of an aggression in Canada, or of annexing Canada by force ; and therefore every farthing j'ou spend on fortresses, and every other expenditure you incur, with the idea of shutting out American aggression is money squandered from a hallucination which you ought to get rid of." ' Again, the Premier Earl of Derby, at the Ministerial Banquet given by the liord Mayor of London, August 7th, in the course of his eloqant address •aid, — " You may rely upon it that so long as Her Majesty's present advisers have the power of holding their places there is no object to which I the late e render- the least d that we rill prove ghway to T aggran- two great can ever int future ssurancea ttd. Our era are on nment of 1 the two solution, s of pos- indship." e in honor Minister, of peace dictated ie of the ,ce. The ultimate- and one the Con- -" In my iggression ind impo- not long ng of the ms of an fore every ou incur, luandered , given by nt address 's present b to which 29 their exertions will be more strenuously, more perseveringly, more Increas- ingly, more disinterestedly devoted than to the maintenance of peace and of friendly relations with all the Powers of Europe. We are not a country which has anything to "ainfrom extension of dominion, or from increase of tenitory. Our interests are the interests of the world at large. They are the interests of friendly relations throughout the world. Thjy are those of peaceful conmierce, and of amicable relations, and these are the relations to the maintenance of which so long, at all events, as I have the honor to hold office in Her Majesty's Councils, my attention will most strenuously be directed." ' . ' '. ' .''''■ One quotation more, it is from the second letter of Mr. J. W. Lawrence, St. John. The idea is perfect. "There are no grounds for alarm from our American neighbors. Their commercial, and other interests, are so much in common with ours, and like ours, all on the s{(h of peace, that should any disturbing element arise, it will be disposed of in the future as in the past, by the pen, and not the tword. ' ' 'ft ici THE WESTERN ROUTE CONSIDERED. This route is ably advocated by Mr. Lawrence in his Letter tx) the Minis- ter of Public Works, bearing date August 12th, a portion of which, appears in Appendix 0. It is Mr Fleming's Frontier line No. 3., Frontier as far as Grand Falls ; then diverging to the interior, by the Salmon River, joins the line of exploration made for the extension of the New Brunswick and Canada Railway by the writer, in 1861, and crosshig the Tobique River 16 miles above the mouth, to the head waters of the Munquart River ; thence by the North-west branch of the Miramichi to the Keswick Valley to Fredericton, as by the Central route. At Fredericton the River St. John will have to be crossed, and here is the chief objection in point of magnitude and cost. Another objection is, that leaving Grand Falls for the eastward much of the Aroostook trade is lost, and the eastern side of the river is but a wilcK^r- ness. Mr. Lawrence here departs from his own axiom that railroads should follow population and not precede it. Again, Mr. Lawrence says, " To ask them [the provinces of Quebec and Ontario] to hacrifice this all important consideration, |a short highway to the ocean] that the Inter- national may pass through the wilderness section of New Brunswick to open up a field for settlement for the benefit of that I'rovince would be requirng from them altogether too much. ' ' Now No. 3 line runs a distance of at least 60 miles through the wilderness. ' - « If not the shortest, Frontier line No. 1. to Woodstock is proved to be the cheapest and most populous highway to the ocean, and the higliway upon which there will indubitably be the most local traffic for the support and maintenance of the undertaking. 40 miles of No. 3 line are identical with 40 miles of No. 1, and what possible objection can there be to the remain- ing mileage to Woodstock, if no objection is raised on military grounds? 30 Mr. Lawrence's arguments in support of line No. 3 are all the more appli> cable and favorable to line No. 1. i. . I " : '.;i • " r ,,. If the 40 miles Frontier line should be objected to by the Imperial Go- rerment, there would be f^ necessity to have recourse to line No. 6. because No. 3 line could diverge at St. Basil, and join in on the same lino of ex- ploration before mentioned. There would then be only 3 miles of the road near to the frontier with the river intervening. '^ ^' *' ' THE WOODSTOCK AND SAINT ANDREW'S RAILWAYS. The Woodstock Branch and a portion of the St. Andrew's Railway having been imported into the estimate for the Frontier route, a few words about each will not be out of place. . , The grading of the Branch was commenced in the early part of last year, and may possibly be completed this year. The road is 11 miles in length,, tapping the St. Andrew's Railway on the 83rd mile at the Debeck Station^ at which point the proposed branch from Houlton will also form a junction. The "Woodstock Branch is necessarily tortuous, following the valley of a branch of Bull's Creek. The minimum curvature is Z° or 1910 feet radius and the maximum grade is CO feet per mile. The road-bed is 16 feet wide on embankment, and 24 feet wide in cuttings. The superstructure consists of the fish-jointed rail weighing 56 lbs per lineal yard. The works are being executed in a very substantial manner, under the supervision of Mr. Hartley, Engineer. . • The St. Andrew's Railway was opened throughout to the Richmond terminus in 1862. It is laid with a chair-jointed rail/or the first 65 miles, and with a fish-jointed rail for the next 23 miles : the road-bed was grad- ed 16 feet wide on embankments, and 24 feet and 30 feet in cuttings. The alignment of that portion between the Woodstock junction and the inter- section of the Western Extension Railway, about 40 miles, is very good, — the proportion of straight line being 30 miles to 10 miles of curvature. The minimum radius of curvature is 1910 feet, and the maxinum grade is 53 feet per mile. The through freight. Up line, in 1865 was 2,055 tons. Do. Down line do 3,584 *• Total freight, including local, do , 41,568 " The through freight Upline in 1866, was 4,406 " , Do. Downline do 7,487 " Total freight including local, do 52,573 " The gross earnings of the road in 1864 was $47,000 Do. do. 1865 *' $56,000 IK). do* 1866 ** $65,500 And to July 30th do. 1867 " $44,000 The branch line from St. Stephen, which forms a junction with the St. Andrew's Railway on the 29th mile, was opened during the latter part of the winter of 1866. It is 19 miles in length, following the serpentine © more appli. aperial Go* 5. because J lino of ex- of the road way having ords about if last year, in length,, ck Station^ a junction, valley of a feet radius 6 feet wide ire consists works are lion of Mr. Klchmond t 65 miles, I was grad- ngs. Tha the in ter- ry good,— curvature. ;rade is 53 ,055 tons. ,584 '• ,568 ,406 ,487 (( ,573 ...$47,000 ...$56,000 ..$65,500 ..$44,000 :h the St. Jr part of erpentino St talley of the Dana's Streatt, and is laid with the fiah-jointed rail, 56 lbs. per lineal yard. It was built and equipped at the rate of $16,000 per mile, And is considered to be a very good road. It was the first constructed under the Government Subsidy Act. The Woodstock Branch will be tbd second, i- ,i jt II*/->I> 1T'JJ\1>W8 'i"i» I WESTERN EXTENSION RAILWAY is now under contract for the whole distance within the Previnee, 88 miles, and the works are going on briskly under a Company of American Capitalists, who are also pushing the road ahead at the Bangor end in the State of Maine. The distance from the point of intersection with the Saint Andrew's Railway, (42 miles from this town), to St. John, is 82 miles. According to the Report of Mr. Burpee, the Engineer, the charao« of the work is so far favorable, that the average cost per mile, including equipment, may be taken at $30,000. The width of road-bed on embank- ments will be 18 feet, and in cuttings from 24 to 30 feet. Weight of rail per lineal yard, 63 lbs. ,< . . r y> The Port of Saint John is situated in latitude 4^" north, longitude 66* 4' west is a very spacious open winter port, and has sufficient depth for the safe anchorage of vessels of the largest class, the depth varying from 10 to 60 fathoms. The tide flows and ebbs from 20 to 26 feet. The number and tonnage of vessels built and registered at this port, and its immediate neighbourhood in 1865, was 37 vessels, measuring 25,208 tons. The number and tonnage of vessels, British and Foreign, which arrived during the year was 1,856 vessels, of 433,834 tons ; and the number that cleared the same year was 1,883 vessels, of 475,775 tons. The Montreal " Trade Review,^' in an article on '* the Course of Inter- colonial Through Traffic," in which it institutes a comparison of the Hali- fax and St. John Harbours, says of the latter : — " There is also this great additional advantage in favor of St. John, viz, that vessels coming there can always at any period of the year be certain of a return freight of deals, if there should not be any western freight offering. This is an advantage which Halifax does not possess. Again, as regards facilities for repairing vessels, St. John has a decided preference, and in all matters relating to the quick discharging of cargoes,and indeed for general prompt- itude in lousiness matters, is at least on a par wltii Halitax. " Saint Andrew's is the chief town of the County of Charlotte, containing within its parish about 3,000 inhabitants. It is situated upon a peninsular ridge extending into the Passamaquoddy Bay, and lies N. W. and S. E. It is also the terminal town and seaport of the New Brunswick and Canada Railway, 88 miles in length to Richmond Station, in the County of Carleton, As far back as the years 1833-4-5, the number of vessels that entered and cleared this port was 435,with a gross tonnage of 91,307. Between the years 1833 and 1838, the number of vessels that entered and cleared was 2,418 with 240,892 tons. r , -/-; 32 Daring this period, all lumber and merchandise shipped from the ports of the United States for the West Indian ports were first conveyed here, and then reshipped ; and there have been upwards :>f 25 square rigged vessels lying in this harbour at one time. The sudden decline of tbis fruitful commerce, and the profitable mer- cantile business it created in the town and through the county, is dated from the period when a Reciprocal Treaty opened the West Indian ports to a more direct American trade. [s'■: ■■ •i>' ■'i-\ '):>{ ,i:f J: ,!.»ii li'; ; t OL; in f; • r Saint Andrews, N. B., ? September, 24th, 1867. S .rj. .; ... li' ^i it -: Respectfully submitted, ij WALTER M. BUCK, r Civil Enoineeb/' :'i!c '/.^■As.!*l ■■•a ■' S^:u>:i ;!.>!'; •i.u'i; ')0;Ik tu^ '...I.. ^i.'.'-ii ,' :; ,";;'. .'3 Reference has teen made to the following works :— Munro's New Brunswick ; Agriculture of Maine, 1865 ; Census of New Brunswick ; Census of Maine; Woodstock Athenceum Report, 1864; Auditor General's Report, 1866 ; Trade and Navigation Report, 1865 : Report on Exploratory Surveys for Inter- colonial Railway, by Sandford Fleming, C. E., 1864 ; Report of Chief Commissioner of Public Works, 1861 ; Report of Western E^tteusion Railway, by C. R. Burpee, C. £., 1865. -•; ; :• '■ .',-■.'. ;. j ;;!,' j ri;ij:''-K V 'H'l ■-■■i^i > 'M jJiC 1 1 ; ,; '.-J^ ;fn ...41 • hn ^s,'; )/>^5./>v 1.:- -kh,j['.; ',.'t .r.~\-l^:c.r -xu^^ ^ii iUl/>^■.u] tit\^>k n the ports ^eyed here, lare rigged Stable mer- ', is dated idian ports 1 built and i in width, in North r 1865 was o $21,000. 100 Buper^ :V r ' r l„ .{?.;-•> ■'.J Is runswick ; '8 Report, I for Inter- nmisBioner I. Burpee, H <• ^ IP IP IE IsT ID 1 2§I . -'•.< " >' vi . t. If) / .:^><*''«»Ol?'t i ^"'^ '-.;.: .^ ^. . -::-...-, ..-.. ■ ■•-vm; v; :viiT ■ .f,,j'(, •; Xi It ; -i»,hi'>''i; '''' ''■^' "" !'-» ■»''' ^';';;|;V review of the intercolonial railway i^'^nr. r--'"'- SURVEYS. -- -'> -"'-'^^ An examination of the country between River Du Loup and the Town of Wood" Block was made during the year 1860 by Mr. T. S. Rubldge for the Grand Trunk Railway Companj-. This examination wae of a general cliaracter, the route then Buggeeted and fully reported upon for a Frontier Line of Railway being as follows : — From the River du Loup Station to the cast side of tiio Temiscouta Poruige ; thence by St, Modeste and the Valley of River Verte, across the Portage, keeping nearly parallel to Blue River, and crossing tlie Cabineau River near (he Falls ; thence to the head waters of River anx Perches, and on the 'legele at the foot of the Temiscouta Lake ; thence along the Valley of the Madawaska River, crossing at Little Falls ; tlien entering the Valley of the St. John at Edmunston, and thence following the eastern bank of the River to the crossing al)Ove Grand Falls ; thence along the west, em bank to the town of Woodstock, and connecting Avith the St. Andrew's Railway at some convenient point. At the time of this examination tlie St. Andrew's Railway had only progressed as far as Canterbury Station on the 65th mile. The distances then given are ae follows;— ; .<;(j .«;\ v^TTf'!! 'n*--f>''ifi!qy ' ;ii:r -i'vun «i'^:^; xrf^ ^it H}ti ii MILKS. 7- ■,..>! River du Loup to Province Line, 67 — not surveyed.- .,^,,.;- Province Line to Grand Falls, 50 — " G rand Falls to Woodstock, 7.3— '« • ''»-■ •'■* ,^: ,.. Woodstock to Canterbury, 22 • '.r/ 'jil! >' > 212 ' '' .-■T--'- Deduct fr({m Canterbury to Terminus 23 — since constnicted. p*', i'.f^**". '>>-.."f4i fr';-**-l.--^ir {I'U: .-/>Jf' l/»I/' <1J. ■ • •-'-'li! r f,r;"y>r, . . ,, ; f to Richmond Terrai- Total mileage from River du Loup J 89 ^ nus of N. B. and (, Canada Bailway. Mr. Rubidge states in his report that, — . ,..iij>'i-!i '!■■'*>- !."■. r--,M /-i^v 4 ;..,,, . " The Valley of the Madawaska is generally flat or slightly undulating. It is skirted on either hand by a continuous range of steep hills which near the Province line, and in the vicinity of Edmunston approach the river. '♦ These hills, however, may be avoided without difficulty. This portion of the line will be found very direct ; the grades light and the curves of large radius. Settle- ments occur at frequent intervals all along the west bank of the river, and towards Edmunston on the east bank, also. Thus far the settlers are chiefly French Canadians. " Tlie village of Edmunston is situated at the junction of the Madawaska with the River St. John, and promises to become a place of some importance as a lumbering 9 ii depot. The Rivnr St. .Tolin is here tho bonndtiry bctwoen Now BrtniBwick and th»? United Stutes. Sovenil fii-Ht-chiBH Siiw MillH have recetiMy been erected which mauu- faetvire lumber for tiie St, John and American markets. " ProHi Edi.innston the line will contiime down tho Valley of the St. John at very favorable grades, pasBing through a comparatively well settled, fertile, and level part of tho country. " The settlei-H in the Madawaaka territory, which includes both sides of the river between Edmunaton and Grand Falls, are Acadian French. " The proposed KuDway would certainly promote the settlement of this most valu- able timber region. Ii would also develope the manufactured lumber trade by afford- ing facilities for obtaining supplies and for transportation to nuirkct, either at St. Andrew's, Quebec, or Iv'iver du Loup. Saw Mills for manufacturing timber would be erected on the tributaries of the St. John, and eventually almost all the timber on the river would be converted into dealu, clapboards, shingles, and similar short lnnd)er. Tho next exploratory snrvoy and examination was made from tho Uichmond Termi- nus of the N. n. and (J. Railway to the (Canadian frontier at the head of the Iroquois River, the particulars of which are given in my report bearing date Feb. 3rd, 1863 During a portion of the Fall and Winter of 18()1, Mr. T. S. Uubidge, as I learned, was also engaged in making instrumental explorations in the vicinity of the Toledi ami Squatook lakes and rivers, down to the head of tho Iroquois. The intention w»5 tberefore to join his survey at this point so as to make one continuous route to River du Lonp. • The distances on this route will be as follows :— . " , ,, , MiT.fis. ; From Richmond Terminus to Saint John River r . , , , ,, ^ near Wilson's, 33- -iustrum'tly surv'd.j •. ' Saint John River to Tobique River, at or near . ; Hutchinson'e, 2fi — examined. Tobique to Grand Falls, 20 — instrnra'tly surv'd. ''" Grand Falls to Province Line, 55 — examined. ■. < Province Line to Eagle Lake, 30 — explored. Eagle Lake to Trois Pistoles, 20 — Fieniin^''H survey. Trois Pistoles to River du Loup, 24 — G. Trunk surrey. "" Total mileage from Richmond, 208 to River du Lonp. In 1864 Mr. Sandtord Fleming made his exploratory survey for the Intercolonial Railway, and subsequently issued his very able and comprehensive report, embracing three Frontier routes, nine Central routes, and three North Shore or Ray Chaleor routes . Of the various Central routes or deviations, it will only be necessary to consider that reported upon in full, viz., from Trois Pistoles via Green River Forks, Restigonche, Tobique, Keswick Summit and Valley, Little River, Coal Creek to Apohaqui Station at Sussex on the European and North American Railway, and distant about 50 mil«8 from St. John, — being a total distance of 360 miles as surveyed . In relation to this surveyed route, Mr. Fleming, however, states that " between tho 19th and Tlst ndles from Trois Pistoles, the line above described makes a very great and objectionable dettmr to the eastward, which, I feel confident, can be avoided by a more direct route, and thus save about 20 miles in distance." ,,,.,. . ; ,, i-; , ,, ., , " Its length due to the easterly detour is much too great, and in consequence I would be disposed to recommend the direct route by the Toledi and Sandy Lake." The divergence of these lines is at a point north of the Eagle Lake ; and from tho same point diverges also the route by the west branch of the Toledi ; thence along the western margins of the first, second, and third lakes ; thence to the eastward of the fourth lake, across the Squatook River, to the head of the Iroquois before mentioned, at the Frontier line. Tlie distance her© gained from the point of divergence to a point abreast on the Central line is about 23 miles. . w I vick and tlio wliicli maim- John at very nd level part of the river 18 most val II- iile by aflord- pither at St, er would be iinber on the ; lumber, iiiond Termi- the Iroqnoia ih. 3rd, 1863 learned, waa e Toledi and itentioiT w»5 >ute to River ■ !f . •!•! ; .1." .'-. -f ■■• I '' Burv'd. . ' snrv'd. '"' survey, urvey. Loup. , • ntercolonial , embracing lay Chaleor consider that {cHtigonche, iqui Station )ut 50 mil«8 between the very great voided by a ace I would d from the e along the ivard of tho mentioned, e to a point Mr. Fleming further n^marka flint " a great deal of careful surveying will be required on thifl nection before the best and cheapest locution can be found along tho Toledi, and acioss from Saidy Lake to l-'agle Lake." On this Hcction there are iW miles of sixty-four feet grade, and the same miU. of eeveuty fuel grade. On the next section to the Ue»tig'>uche, and along the valley of the GuunamilK, there is a roniinuous grade of seventy feet per mile for nine and a-half miles, which is, Mr. Fleming says, " certainly one of the most unfavorable on the whole line surveyed, but I feat unavoidable." Altogether there are 11.3 tulles of 70 feet gradient on this section. , ^ , ;, , (, ,.ri ;>:,.' : / <: .■ m From the Kestigouclie to tho Tobiquo there are 14.5 miles of grades vaiying from GO to 70 feet per mile. Tho section from the Tobique to the Keswick Summit involves a work of great magnitude, namely, the bridging cf the Wapskoliegan River, which will be nearly 1000 feet in length and MO feet m height. Tho excavation, also, on a continuous ascent of 70 feet per mile lor five and a-half miles long, "will be unusually heavy." From this section to the Apohaqiu Sfation the character of the line is comparatively better, with the exception of that portion along tho Vall-'r?i''r?'' ' nr» ?'iif--r>T .'Uji.f ■r^>^ ■■_.ii.m-/'i 0 feet long, and continuing ouM'ards it connects with the existing railway to St. Andrew's at its present terminus seven miles west of Woodstock." The Western Extension Railway from St. John via the Douglas and Nerepis Valleys, is now in course of coiistruclion by a C'ouipany of Ameri(!un ('apitaHHts — belonging, principally, I believe, to I'hibwlelphia — and will intersect the N. B. and C. Railway on the 4;)rd mile from St. Andrew's, and 8'2 miles from St. John. The distance from River d-i Loup via the liichmond terminus to St. John, would therefore be as follows: — From River du Loup to Richmond terminus, 203 miles. Along N. B. and C. Railway, 45 " Fi-om Railway to St. John 82 " ' ' Total mileage, 335 . , ■- Deduct length of line built, 15 miles, i,^> " under contract to private Company, 82 *' 127 " Length of Intercolonial to be built, 208 " From the town of Woodstock a branch line is now being constrnoted, eleven miles in length, to form a junction with the N. B. and ('. Railway on the 83rd mile from St. Andrew's. It is now fully anticipated, from the present advanced state of the works, that the line will he completed and in runniiig condition by next fall. Taking therefore a portion of Frontier Line No. 1, and the projection by the Toledi in connec- tion with this Branch, the distance from Kiver du Loup to St. John would be as follows : — From River dn Loup t« Grand Falls, 129 miles. " Grand Falls to Woodstock, 73 " ^ - , " Along Branch Railway,..., 11 " / '■ , " AlongN. B. and C.Kailw, ' 40 " ,, ' • " Railway to St. John, :., 82 " . .. ,,.):.,; ■'■' < ■ '"^ , .; • Total mileage 335 ^n.^v'-: Deduct lines already built, Similes, ,tt i iM " under contract, 82 " 133 Length of Intercolonial to be constructed, 202 miles. The construction mileage is therefore somewhat in favor of Woodstock and its Branch Railway, although the total mileage from River du Loup to St. John is apparently the same. I will now compare the estimate submitted by Mr. Sanford Fleming for the Central line 340 miles in length, with an estimate I have prepared for 208 miles from Richmond to River du Loup. ilh-- 1 •-'.-u yir , ■ .ri ■ ■' •> ^ '.•■!'iiV''*l ^f■^Y. >< -— i ?• «^vKUi: .' fri It will readily be understood and conceded that the character of the country on the ■o«l to, irmfeud t'Ht hraiich of I (rei'k opjio. to the Kith- fiiiiug in liiH kMof the St. u) iiiiulo tionio riK-d to have 1 the St. John itH outlet. It ahoiit tifteen ()folh)oli and ('(^k the line Ml feet loiijf, li-ew'a at it* . i !'.■■. piH Valleys, -heloii^'injf, Railway on Mm, would ) inileB. leven miles i mile from tate of the 11. Taking i in connec- 'ould be aa miles. ' I '<'irK a Prontirr line, nndrnpcing tlirongh settled dintrictn, is mn«'h Icos irrpgn* lur, unbroken, and iinpenctrable tluin a line paeeing tbrougb the centre of the wilder- neiB, and an yet but partially explored According to tbe grons population of the dictrii tH, the nnnibcr of mbabitants per mil* of railway would be. Frontier 'iCO, Central I'^y, North Shore 235. '"' ' '** Under the beading of " The KntiniatiB,'" Mr, Fleming very truly obpcrvca ;— " that the knowledge I have acquired of the country oy tbe recent exaniinntions induces me to believe that although the estiniatcH arc only approxiujationfl, yet they need not, nailer projHr manafjement, be exceeded " I perfectly coincide with bini in this obBcrva- tion, which is, indeed, equally applicable to my own caHC; and I cordially support bim in tbo view that during conntruclion much, if not all, depeiidB upon "proper numnge* meut " regarding an Engineer's full and ample estimate being reeklepsly exceeded . „ . '■■ RIVKtt I)U LOUP TO APOIIAQUI. «<;*•; -4, N15W HUUN8WICK AND CANADA DIVISION OK STTnVET. Currency. Sterling. Uniform mileage cbarges, 340 miles at f '23,000 permilo, 17,820,000 ,<, Bridging and grading, cHtii.tatcd from quantities dc- '. ■ „ duced from exploriUory survey 7,fil5,000 ' '" ' 'J 'MM, 'lit Vj »■<»}« Total estimate River du Loup to Apobaqui, $15,435,000 i .,i: iiiSji//,; IJeing equal to about $15,000, or jC 11, UoO currency ,^ • .!«£ per mile This entimate would be in sterling, assuming $5 to ''■''' "''" ' ''? tbe sovereign, , i ... mi'J £3,087,000 i RICHMOND TERMINUS TO RIVER DIT LOUP. ," .'. u . .. Currency. Sterling. ^ Estimated cost from Richmond Terminus to Ful- ,_ can's, where exploration conmienced, £28,532 v From Fnlcan's to St. John River at Wilson's 203,934 "' '■■■ ''■'•« '■; >* Bridging St. John River 55,000 . ■il >'ini>U.\.i From St. John River to Tobiquo River, 195,000 :.. .. „, . , „„.,> Bridging Tobique River 20,000 '"' * - From Tobiqiie to Grand Falls 91 ,000 "1 ' •:• -' " -* From Grand Falls to Province Line, 412,500 From Province Line to River du Loup 555,000 , i •>./ T-' 208 miles, Rolling Stock (Fleming's ratio) 150,000 ' ,"' . ' " £1,717,032 £1,373,000 BeinjJT equal to£8,350 currency, or $33,400 per mile. Mr. Fleming's estimate of Central Line in curr'cy, £3 P58.875 •:l.i Estimate as above ". 1,717,0.32 ,i-;,0,000,000," This in sterling money as before is £4,000,000 Interest is now guaranteed by the Britidh Gov't on a loan of 3,000,000 To construct the North Shore Line will thefefo-j require an additional , 1,000,000 THE MIMTARY ASPECT. The Letter of Instructions conveyed to Mr. Fleming from the Provincial Secretary'^ Office, Quebec, bearing date 11th March, 1864, has the following clause :— " 6. You will always pay attention to the distance of what may ii' other respects appear the most eligible Hue from the frontier of the United States at various pointfl. With a due regard to this Mr. Fleming remarks : — " In seeking to avoid the great military objection to anj line in close proximity to the American boundary line, we unfortunately increase the engineering difficulties : as in looking for a line sufficiently distant from the Frontier, unless wo at once go to the other side of the Province, and thus considerably increatfjag the length, we are driven irito a section of the country characterised by great irregularities of surface and difficult to penetrate." Here is the whole pith and marrow of the subject iu question m.)8t forcibly pre. sented in very concise and intelligible language ; and I would ask, — after the experi- ence gained in warfare during t'^e late rebellion in the neighboring Republic, wher« railways far removed from the actual seat of war had to be protected and defended from the notorious guerilla raids, — if this great military objection ct'.n still possibly ezist in the present time of peace and amicable relationship. WALTER M. BUC^, Q. E. St. ANOBBW'i, N. p., April 8th, 1867. - . , /■ RECAPITULATION OP PASSENGER TRAFFIC FOR 1861. DOWN. From To Quebec liulhousie. Batiiurst... Miriiiiiioliie RicliilMU-to. Dalhousie. 60 • • Bathurst. f>3 11 Mii-anichi.. 31 20 6 • • Richibucto. 20 6 I 17 Shediac. 107 41 12 59 23 Total 241 78 i' 19 "n 76 i9 'loi«l.... «iH 34 57 44 241 436 " UP. From To Slicdiac ' Rithiliiieto. Clmtliam.. Batliurtit... Dalliuusie .' Richibucto. .'>7 • • * • Miramichi. 126 29 • m m m 155 Bathurst. 39 b 34 « • DalbouBie. 48 10 80 j6 • • Canada. 40 32 27 19 45 Votal. 310 78 91 25 45 TotHl... 57 »: 78 94 163 547 leage propof- 3ratioii. Th» iobinBon an^ lole route be- 3 estitnate of the distance il cost of th^ r suffice, buj lably exist, 1 r route (Liu^ 1,000,000 J.OOO.OOO ,000,000 I Socretary'i her respects ious points. d the great iry line, we I sufficiently •ovince, and the country orcibly pre- the experi. blic, where id defended il possibly If q. E. ■ I Total 241 78 • 19 V 76 ^ 2Q 436 ' Votal. 310 76 91 25 45 ~547~~ FKEiaUT CONVEYED DUllING THE SEASON, 1861. DOWN. About Eleven Thousand Five Hundred Barrels. rp. About Three Thoaeand Barrels. MAILS. Carried One Bag to each Port on every down Trip, and One Bag from each I'ort on the return Trip, besides the English Mail made up at Chatham, Newcastle, and Dal- housic, which are always put on board the outward bound Canadian Steamship, at Uimouski. I certify this to be correct, (Signed) THOMAS LEACH, Purw. Steamship " Arabian" Office, Toronto, December ^Tth, 1861. [O] THE DOMINION AND THE WESTERN ROUTE, Can a route be found which will meet the requirements of the Doaiinion, and at tiie same time secure the Iii»i)eriul Guarantee ? As the Provinces of Quebec and Ontario have to pay eleven-fMrleentfu of the cost of the Intercolonial Railway, and have never made it« construction a condition of Union, OS New Brunswick and Nova Scotia have done, as sot forth in the 145th section of the Act of Union, it is only right that the route to bo chofceu be one which will secure t6 Uieir commerce a short highway to the ocean. To ask them to sacritice this uli-iwportunt consideration, thdt the Intercolonial may pass through the wilderness section of New Brunswick, to open up a field for settle- ment for the benefit of that Province, would be^reciuiriug from them altogether too !(pucb. Which routfj will be most conducive to the interests of the Dominion 7 Mr. Fleming'? Number Three, It would be 301 miles in length from the St. Law* Fence to the ocean, and would connect all the political, military and commercial centre* of the Dominion. An objection may be made to it as passing for 40 miles close to the frontier. The question, arises VjHI not that be an advantage f Comiuercially, unques- ^nahly so, as it for tlie most part would pass through a setiled country. On military grounds, this route has it« advocales. Sir John A. McDonald in 1858, wrote to the Colonial Secretary, " that it is understood in Canada that the Western route is not now considered objectionable as a military ro.id ; nay, there are strong reasons for it$ selection as such." Sir Archibald Campbell, the hero of Burmah, must have looked at it in that light, or he never would have recommended it« construction in 1836, or made an appropriation off 10,000 for its survey out of the King's Casual and Territorial Eeveini«. Tiie number of miles to vionstruct by it in all is 410. If the objection to it on the ground of proximity cannot be overcome, the one that would next best meet the requirements of commerce, and could not be objected to on niilitaiy grounds, ia Mr. Fleming's Number Five. It not only would pass through the cities of St. .John and Predericton as Number Three would, but would keep as far distant from the American border as a portion of the Railway from River du Loup to Qnebuc. T le di^ta^^e by it from the St. Lawrence to the ocean would bo 328 miles, with 437 miles to construct. Thin route, like " T.in-o," wovdd secure to passengers to and from the West a rest- ing place at the end of the dav's jonniey at either FrcdericLon or St. John, in place of .ir*^: a3Y3lYVIO 8 fasTing to pass the night in'tbe heart of the conntry. In the winter time often stomj' ««ttiid for 'lays ; in saumer a dreary journey at the beet, even if there were no black flies or mosquitoeB to torment the traveller. The inevitable consequence of building the railway through the wilderness, away ftom the ceutves of population, will be to turn the stream of European and We8t«m travel over the American roads. To cinTy the Intercolonial for over tkree hundred nilet through an unsettled country, before ihe St. Lawrence is readied, and passing by the cities of St. John and Fredericton, wo Id destroy it entirely as a passenger route. . It would be another " Kideau " upon whidi the British Government expended $1,000,000, the incoDie from which in 18()3 was $8,212, while for the same period th« expenditure was $23,231. And like it, " would draw heavily on the public treasncy for repairs every year, dragging'out a burthensome existence iu peace, that, perchance, it might be useful in war." '* If history repeats itself, may it not be on a work oi fivefold magnitude, and that, too, entirely at the expense of the Dominion ! The travelling motto of the age is celentij, certainty, and comfort. Of all the routes. Number Turee, as passing through the most settled sections of country, will best meet these requirementa ; after that. Number Five. Sir Francis Uincks's practical eye readily discovered that a Western route was the one the country required. 1st. Because it will be the shortest to the ocean. 2nd. Be* cause it would pass through the military and commercial cities of Fredericton and St> John. 3rd. Because it can be kept, if required, as far distant from the American Fron> tier as a portion of the line from liiver du Loup to Quebec. And, 4th. Because it wait universally admitted to be the lirst as a commercial line. , ^ '^^'^ The Hon. Thomas Bailie, when Surveyor-General of New Brunswick, reco.r: ed the same route. It agrees with Mr. Fleming's Number Five, and may be called a Western CentraL ' . CONCLUSION, Patriotic, commercial, and economic considerations, all demand one of thcpe two route* for the Intercolonial. If necessary, it will be economy to spend on its construction a larger sum than vrould be required on a route with less advantages. *« • Railroads are expensive to maintain as well as to construct — coiiftqiiently thrtj ihmn folloic fopulatwn, and not precede it. They should be located as near the centre of popu. lation a» practicable, and on such rout«s as will attract, and not repel traffic anc' travel- ling. Testing the claims of the rival routes by this standard, the Western should be chosen. The UnionWct declares the object of building the Intercolonial is " to cousolL date the Dominion, to conduce to its welfhre, and to promote ihe interest of the British Empire." As the route referred to will better accomplish these ends th:»n either a Central or Northern, it should be adopted by the Government and I*arl lament of Cana> da, and it will unquestionably meet the approval of the BHtish Government and secure the Imfsbial Guabantbb. I have the honor to be, *. Your obed't Servant, :1 St John, N. B., Augtmt 12. 1867. J. W, LAWRENCE. •1 le often storm- eere no black [lemess, awa/ I and WeBt«m three huvdred nd paBsing bj enger route. ; ent expended Qe period tb« jblie treasuc/ »t, perchance, ade, and that, II the routes, vill beet meet route was th« an. 2nd. Be- •icton and St- lerican Fron* Bcanse it W4|l , reoo .i . y be caU«d a ?e two route* onstructioQ a ly tht^j shoun litre of popu* c And travel- m ehonid b« " to cousolL f the British han either a ent of Cana^ t and f ecura RENCE.