'Si.-

w.-

'■^^ ■ ■•i-'i'.''

-:.^^A:^^^

■I.;

I '

n ' '

1 :y ' 1

,v ^^r*''

'i^,'^^"

"s^tr*«,'.

189

•■X.;-*^

7«40)^-C--

T'!^. f -!■

ae!^

■SE*!

■'■ii

A >

QAlf ADIAN PACIFIC R All. WAY

SANDFORD FLEMING, G.M.Q.

!■,,.' • ENGINEER-IM'CHIEF.

RH:I>0RT8 i^ND DOOHJMENTS

■ ;/-<■,

f(I RBFBRENOB T(9 ,'

THE LOCATION OF THE LINE

A.HD A

■r

WESTERN TERMINAL HARBOUR.

18 7 8.

^1 ^■

..' //■■

t''

OTTAWA:
PBINTED Br ilAULBAN. ROOBR 4 00., WBLLINOTON STRBKT

1818.

,! •

^gf^jj^

I II ■ iii Nrr ii r i ll. III! ii| ii 'iim»>^ri

i:, ^

& ■>

CANADIAN PACIFIC RAILWAY

SANDFORD FLEMING, G.M.G.

ENGINEER-IN-CHIEF.

RE^PORTS A-ISTD DOOXTMENTS

IN RRFKBEMCI TO

THE LOCiT[ON OF THE LINE

AND A

WESTERN TERMINAL HARBOUR.

-1878,

OTTAWA^
PRINTKD B? UAOriRAN, ROGER * GO.. W'ELLINOTON STRBBT.

1878.

' ;■■■ ' rf ..-'i:.-'. ..."^^

CONTENTS.

PAOE.

1. General Eeport by Sandford Fleming, Engineer-in-Chief., i 5

2. Appendix A. — Keport on surveying operations and on the progress of con-

struction, for the year 18*77, by Marcus Smith, Acting Engineor-in-Chief. 17

3. Appendix B. — Report on the location survey from Yellowhead Pass to

Burrard Inlet, by H. J. Cambie, Engineer in charge of Surveys, British
Columbia 30

4. Appendix C. — Memorandum on an exploration from Port Simpson, by the

River Slicona, to Fort George, by H. J. Cambie 38

5. Appendix D. — Rjport on the explorations and surveys, with reference to the

location of the Western Section of the Line, by Marcus Smith 41

6. Appendix E. — Report on the location made in 1877, by the Rivers Thomp-

son and Praser, to Burrard Inlet, and the comparative advantages of that
line and the line to Bute Inlet, by H. J. Cambie 55

7. Appendix F. — Correspondence with the Admiralty on a Nautical Survey at

the mouth of the River Skeena, and on the question of a Terminal
Harbour 62

8. Appendix G. — Report on an exploration of the Pine River Pass, by Joseph

Hunter 72

9. Appendix H. — Extracts from a paper on Canada and its vast undeveloped

resources, by Sandford Fleming 83

10. Appendix I. — Explpnation of the Map 101

11. Appendix K. — List of lives lost in connection with the Surveys and Engi-

neering operation J 104

CANADIAN PACIFIC RAILWAY

EEPOBT

SAJ^DFOBD FLEMINGy CM.G.,

ENGINEER-IN-CHIEF

ADDRESSBD TO

THE HONOURABLE THE MINISTER OF PUBLIC WORKS,

CANADA.

— :o:

Canadian Pacific Railway

Ofwce of the Engineer, in Chief,
• Ottawa, April 26th, 18'78.

Tho Honourable A. Mackenzie,

Minister of Public Works,

&c., &c., &c.

Sir, — T have the honour to report on the operations which have been carried on
to detorraine the location of the Canadian Pacific Ilailway, and to establish the
locality on tho Pacific Coast best adapted for its terminal point.

In my last General Eeport, February 8th, 181*7, I endeavoured to furnish a
concise rccoi-d of these operations from the commencement of the survey in 1871 ;
I further submitted what other important information had been acquired from
various sources. In the following pages I shall have occasionally to refer to that
Ci^neral Eeport,

During tho past season the invosiigations have been confined to the following
surveys and explorations : — '

1. A trial location of the line (No. 2), extending from YoUowhoad Pass, vid
tho Bivers Thompson and Fraser, to Burrard Inlet.

2. An exploration from Port Simpson, on the Pacific Coast, by tho valloy of
the River Skeena, to the Central Plateau, and thence to Fort George.

3. An exploration from Fort George, through the Kocky Mountain Chain, by
Pine River Pass.

4. A nautical examination, by tho Admiralty, of the mouth of tho River Skcona.

5. Surveys, between Selkirk and the south branch of the Saskatchewan, for an
alternative line.

6. Suivoys botwoon Lake Ni pissing and Lake Superior.

7. Explorations to Lac la Biche and other points lying to tho north of tho main
Saskatchewan.

A Report, dated 4th January, !878,* on those operations and on tho progress of
tho works under construction, has been made by my Chief Assistant, Mr. Marcus
Smith. A Report dated the 23rd inst.'''* has nlso been furnished by Mr. H. J. Cambic,
Engineer in charge of Surveys in British Columbia, on tho results ostablishod by the
location survey of the line from Yellowhead Pass to Burrai-d Inlet. Those reports,
together with a memorandumf on explorations from Port Simpson by the River
Skeena to Fort George on the Fraser, are appended.

Supplementary Reports have been likewise made by Mr. Smith and by Mr.

Cambie : the former submitting the advantages which appear to him to bo presented

by a line which,di verging from the located line at Northcote, near Lake Winnipegoosis,

is projected to run through the Pine River Pass to Bute Inlet : the latter furnishing

additional information with regard to the line by the Rivers Thompson and Fraser

to Burrard Inlet; and showing the comparative advantages claimed in regard of that

route. Both Reports, together with a Report on tho exploration made of tho Pino

River Pass, are appended. *j '

* Appendix &. pagd 17. ** Appjnlix B. page 30. f Appendix G. page 38. *:j: Appendices D., B,
And Q. paxes 41, 65 and 72

Sumc isoriospondonco has takon placo on Iho subject of tho Terminal Harbour
in connection wilh tho examination made last Hummer, under instructions of tho
Admiralty, by Imperial Naval Officeip, of tho mouth of the River Skoona. This
correspondence is appended.*

In reporting on this important subject, the general question presents itself to my
mind under two aspects ; first, in respect to tho influence which the Eailway will
exorcise on colonization ; second, as a through line of steam communication between
the Atlantic and Pacific Oceans.

1. The early settlement of the Eastern Provinces of Canada followed the coast of
the Sea- board, and the margin of the land traversed by tho Great Rivers and Lakes.
The natural water-ways accordingly were important auxiliaries in directing successive
waves of Emigration to points of settlement ; and, doubtless, the water communications
of the interior of the Dominion, west of Lake Superior, will prove valuable accessories
in this respect. They may be largely utilised during the early stages of colonization ;
^nd when settlements have been effected, and the various districts become inhabited,
the more important will still be valuable as the means of transporting heavy products.

Climatic conditions, however, impose a limit tp their use. During four or
five months of the year the rivers and lakes are frozen, and navigation is closed ; and
thus the absolute necessity of a system of Railways is imposed before any extended
and permanently prosperous settlement can be atttiined. More especially is this the
case where tho water lines are broken or disconnected, and tho localities are fur
removed from open navigation.

* In examining into the question of colonizing the vast undeveloped interior of
Canada, we are called upon to consider what main lines of communication may, in
after years, be regarded as essential. It is desirable to take a comprehensive view
of the subject, as wo may be regarded as preparing tho way for the occupancy of
Teviitory capable of sustaining millions, and as dealing, to no limited ext,ent, with
the destinies of half a Continent. - „-

* Aiipendix F. page 62.

I have olsowhero given my views as to the pi'inciples which should govern the
establishment of Railways in such circumstances. * In the case of the territory
under consideration, from information we have gathered, wo are justified in assuming
that, ultimately, not one Railway, but many Railways, will hereafter be needed.
At one time it was thought that the habitable land was confined to a comparatively
narrow fertile belt along the immediate valley of the Saskatchewan ; now, it is
considered that the belt is of immense breadth, and that the habitable territory is
of vast extent. It is therefore to be anticipated that one Railway will eventually
prove insuflScient for the traffic of the country, and that two trunk lines, with
numerous branches, may hereafter be required.

Wo have but to place before us a map of the United States and Canada, to note
the linos which run from the seaboard westward, in some sections ramifying in
many directions : lines on which the traffic is regular and constant, and which,
thirty years ago, not the most sanguine of projectors would have ventured to fore-
tell as indispensable.

lathe paper referred to, I have set forth the importance of strictly observing
certain principles in the establishment of Railways in a new country, in order to
avoid hastj' and ill-considered construction ; to prevent mis-application and waste of
capital by assuring that no unnecessary line be undertaken, that no lines be com-
pleted, before they are wanted, and that the highways of the country, of every class,
be designed so as to perform their functions in the most satisfactory manner.

2. By the establishment of Railways, on the principles which I have described,
steam communication from the valley of the St. Lawrence to British Columbia
would be a matter of no speedy attaiviment. A through line being, however, required
for oilier than colonization reasons, it becomes necessary to consider how that con-
nection can with least difficulty be oflTected.

The map which I submit with this Report, shows lines ot Railway, which,
possibl}', may in time be required for general service, all of which should bo kept
prominently in view. The engagements of the Government are to secure without
delay one through line, and if it be probable that these linos will all ultimately bo
required, it is evident that that which is the most easy of construction is the
one which, under the present circumstances, should be sOloctod.
* Appendix II, pago 83.

In my Eeport of February 8th, ISTT, I described all the routes projected at
that date. I submitted approximate estimates of cost as well as naval testimony with
respect to the harbours on the coast, and I attempted to narrow down the enquiry by
rejecting all projected linos and proposed termini, except the most satisfactory
and important.

V * ■

I pointed out that there is no harbour on the mainland entirely unobjectionable ;
that on the outer coast of Vancouver Island, there is more than one harbour well
suited for the purpose of a terminus; that it was exceedingly desirable to carry the
railway to at least one of these harbours ; but that they all could be approached
from the interior only at an enormous cost.

By this process of elimination I reduced the number of available routes to
three, viz : —

Route No. 2, terminating at Burrard Inlet.

Eoute No. 6, touching tide water of the Pacific tiret at Bute Inlet.

Route No. 11, terminating near th«5 mouth of the River Skeena.

The examinations made during the past season have not materially changed the
circumstances under which these separate lines were considered: and the trial location
survey to Burrard Inlet, substantially confirms the general accuracy of the estimates
of cost.

The exploration to Pine River Pass is of value in confirming the impression
referred to in my report of last year that a low lying available passage exists across
the mountains in that latitude ; but thuro is nothing to show that so good a route
can bo obtained in that locality as by the Peace River Pass. As already stated, it
has been suggested to carry the line from the east through Pino River Pass to Bute
Inlet. Mr. Smith has given prominence to this line in his Report 29th of March last as a
means of reaching the coast. 1 do not attach tlic same importance to the Pine River
Pass. It is certainly lower than the Yellow Head Pass ; but its position is not favour-
able for reaching a southern terminus. Moreover, although favourably situated for

a lino to a northern terminus, its importance is not enhanced by the fact that a still
20;— 2

lower puss — Peace Eiver — exists, only a few miles further north. I have accordingly
projected a northern line of Railway through Peace River Pass, which I consider
preferable.

The correspondence respecting the examinations at the mouth of the Skeena
River by the Admiralty proves the non-existe'.ice of a suitable harbour immediately
at that point ; but our own explorations show that an excellent harbour exists at
Port Simpson, in the neighbourhood of the Skeena, and that there are no great
obstacles to bo met in carrying the railway to it.*

I find also that Commander Pender has a favourable opinion of Port Simpson. At
page 295 of my last General Report (February, 1877), ho states: "Port Simpson, at
the north part of Tsimpsean Peninsula, is the finest harbour north of Beaver Harbour,
in Vancouver Island."

It will be seen from the correspondence with the Admiralty that a northern
torminus is objected to on account of climatic features incidental to a high latitude.
But no data have been furnished to show that the climate is materially different from
that on the coast of Croat Britain, in similar latitudes such as the North Channel,
and the approaches to the River Clyde ; and it cannot bo overlooked that although
the climate on the west coast of Scotland may bo considered far from good, Glasgow,
one of the most enterprising anil important cities in the world, has come into
existence in tho latitude referred to.

' Commander-in-Chief, Admiral DeHorscy, on tho Pacific Station, objects to
Burrard Inlet {vide dospntch to the Admiralty, 2oth October, 1877,) and advocates
carrying the Railway to a harbour on Vancouver Island, in tho manner set fi)rth in
my Report of February 8th, 1877, page 72. Tho Admiral, equally with most of tho
olhor naviil authorities, objecUi to Waddington Harbour as a terminus.

The deductions to be drawn from tho naval testimony at our command, and from
our own examinations, may be thus summarized : —

1. That there can bo no question os to tho superiority of certain harbours on
the outer coast of Vancouver Island.

Appendix A, pa(fo 23, aad Appeadix C, page 38.

2. That Wa'J'.lington IlarbDur is not favourably situated fora tei'rainus, and may
be viewed as a preliminary and temporary station only, the true terminus of a line
by Bute Inlet being Esquiraalt, or some other harbour on the outer coast of Van-
couver Island.

3 That a terminus at Port Simpson would have the advantage of possibly the
best harbour on the mainland ; and that of all the terminal points projected on the
mainland and on Vancouver Island, Port Simpson is most conveniently situated for
Asiatic trade. But Port Simpson is open to climatic objections, which are not
experienced to the same extent at points farther south.

4. That of all the other points on the mainland, Burrard Inlet, an arm of
the Strait of Georgia, is the least difficult of approach from the ocean, and is generally
preferred by the naval authorities.

5. That Burrard Inlet, equally with VVaddington Harbour, is open to the
geographical objections mentioned in my last General Report (page *7I).*

With these deductions, the comparison may be said to be confined to the three
lines terminating respectively at Port Simpson, Esquimalt and Burrard Inlet.

The route terminating at Port Simpson has not been surveyed. On reference to
the map, it will be seen that it is projected to follow the River Skeena, and thence,
eastwards to Peace River ; thenco by Lesser Slave Lake, and Lac la Biche, keeping
about T40 miles to the north of the line located by the Valley of the Saskatchewan.
Being unsurveyed,and but little being definitely known concerning it, it is not possible
to compare it with the other two lines, which have been located throughout the
greater part of their length. If, therefore, this northern line is to be seriously con-
sidered, it is indispensable that a thorough survey be made of it. With our present
knowledge, it will be unwise to adopt it as the route for the Railway, and to determine
on proceeding with construction, without obtaining full and complete information
rogai-ding it. My own opinion ii in favour of gainin/>; information, and if the Govorn-

*Tho Strait of Georgia is separated from the ocean by two archipelairoca, one to tiie norlii, tiie
other to the south of Vancouver (gland.

The approach by the north of Vancouver Island to the Strait of Georgia is iiazardous and
objectionable.

The approach by "he south of Vancouver Island, is through passagt^ more or less intricatc.between,
or at no great distance from, islands known as the San Juan group.

The most important islands of the San Juan group are in the territory of n foreign p<ower, and
from their position they hold the power uf assuming a threatening attitude towards passing commTpe.

mont entertain this view, I beg leave to suggest that during the present year a con-
tinuous exploration bo made from Port Simpson eastwards to a point of junction with
the located line in the neighbourhood of Lake Winnepegoosis.

If, however, the Gorernment deem it essential to arrive at an immediate
decision, the northern route, being insufficiently known, cannot be entertained, and
thus two lines only remain for consideration, one terminating at Esquimalt, the
other at Burrard Inlet.

The respective engineering merits of the two lin*^8 are sufficiently described in
my last (jeneral Report and in the Reports of Messrs. Smith and Cambie, appended.

It only remains for me to submit some additional general remarks.

Manitoba is as nearly as possible about midway across the continent. From the
crossing of Lake Manitoba to Burrard Inlet, the distance is more than 1,100 miles;
and to Esquimalt more than 1,400 miles. In the whole of the territory throughout
those distance.', there are few civilized inhabitants, probably not more than 12,000.
I do not speak of the Indian population ; they can hardly be considered as influencing,
to ftijy considorsble extent, the project of the Railway. •

It ia thus evident that, whatever may be needed hereafter for connecting prosper-
ous and populous communities, there is not, at this moment, any pressing necessity for
theRailw(ty, for ordinary purposes. For special reasons, however, the construction of
the Railway to the Pacific Coast is demanded, and, in the absence of traffic to sustain
it, it b^Qomos more than ordinarily important to adopt that route which will least
involve the sinking of unproductive capital, and by which the loss to be borne in
working and maintenance will be least heavy.

I have expressed my conviction that, ultimately, the country will require a com-
prehensive Railway system ; and that, besides branches in many directions, probably
two leading trunk lines will eventually be demanded. Those requirements, however,
only lie in the future, and, possibly, may be somewhat remote. But it is of vital im-
portanc* to burden the future as little as possible with accumulated losses resulting
from operating the lino. The selection of a line the least expensive to construct
and to maintain is an essential point to be kept in prominence. It is even
l»t|ll more important to adont the routp whiih-^iM not prpatothQ largest debt, through

rapidly accumulating losses, resulting from the expense of working being in excess
of receipts. . ,

I have submitted that, if the line by Peace River to Port Simpson bo thrown out
for the present, there remain to bo considoied the two lines terminating at Burrard
Inlet and Esquimau.

Burrai-d Inlet is not so eligible a terminal point as Esquimalt. It cannot bo
approached from the ocean, except by a navigation more or less intricate. Nor can
it be reached by large sea-going ships without passing at no great distance from a
group of islands in the possession of a foreign power, which may at any time assume
a hostile attitude and interfere with the passage of vessels.

To the first objection it may be said that there are other harbours in the world,
with an enormous extent of commerce, with entrances where shipping is not entirely
free from delays and i-isks. New York, Liverpool, Glasgow and Montreal may be
instanced. The second objection would appear to a non-combatant like myself a
forcible one; but those who are held responsible for maintaining communication by
land and sea in times of war appear to make light of it. It is in:nossible, however,
to deny that, other things being eqaal, Esquimalt as a harbour and terminal point
is superior to Burrard Inlet. ,

Begarding the question simply from a commercial standpoint, let us assume,
for the sake of the argument, that a Eailway is completed and in operation to both
points, and a person at Esqnimalt desires to travel to Ottawa. He has the option of
crossing by steamer, 90 miles, to Burrai-d Inlet and then using the Railway; or ot
taking the train at Esquimalt, and proceeding on his journey from that point. In
the latter case, taking the most favourable view, he would have to travel some 150
miles farther, or if the line were carried through by Pine River Pass, fully 200 miles
farther, than by way of Burrai-d Inlet.

It is evident that, even were the wide channels at the Valdos Islands bridged

the Railway carried to Esquimalt would present no advantage in time or cost to an

oi'dinary traveller. If passengers from Esquimalt could secure no benefit from the

extension of the Railway to that place, it is certain that a loss would bo sustained

in carrying freight by the longer route.

The cost of extending the Railway to Esquimalt would greatly exceed that of

•I*

• taking it to Burrard Inlot ; there are no sufficient data for forming a proper estimate of
the cost. But even by leaving a gap near the Valdes Islands of 15 miles, and substitu-
ting a ferry for the enormously costlv bridging at that locality, the excess would pi'o-
bably reach $15,000,000 or $20,000,000. The cost of maintenance would be great in
proportion, and the annual losses on working the extra mileage would, under the
peculiar circumstances, be serious. ■ . '

, It is difficult to recognize any commercial advantage in carrying the line to
Esquimau, at this period in the history of Canada, to compensate for these grave
objections. I have assumed Esquimalt as the Vancouver Island Torminu-". Jf the
other Harbours, Alberni or Quatsino, were substituted, the argument remains
unchanged, the conclusions differing only in degree. If we abandon the idea of
extending the Railway to Vancouver Island, and fall back on Waddington Haibour,
we should have for a Terminus a point not favoured by the principal naval autho-
rities, and partaking of the geographical objections to Burrard Inlet, while some of
the advantages possessed by the latter place would be wanting.

, Upon carefully viewing the engineering features of each route, and weighing
every commercial conaidoration, [ am forced to the conclusion that, if these alone are
to govern a selection, if a decision cannot be postponed until further examinations
bo made, if the construction of the Railway must be at once proceeded with, the lino
to Vancouver Island should, for the present, be rejected, and that the Government
should select the route by the Rivers Thompson and Fraser to Burrard Inlet.

I have great faith in the future of a country favoured with a bountiful supply of
the natural elements of prosperity. The capabilities of the territory of the Domi-
nion on the Pacific Coast, are great. Vancouver Island alone is capable of support-
' ing, by the industries which may be cstablishoJ, a largo population ; but this i-esult
may not be attainoil for many years. When the Island bocoraoi fully inhabited, an
independent Railway system, which by that time may be created within its limits,
may then, with comparative financial ease, be connected with the main land, by
way of Bute Inlet, as necessity may dictate.

If the mining industries of Cariboo become permanently profitable, a branch te>
that district could bo constructed from some point between Lytton and T6te Jauno
Cache. This branch would sborten tho link to bo fiUod up bet^yeoD tho soparalo

railway systems to be created on Vancouver Island and on the mainland, and render
the connection less difficult of attainment hereafter.

In former reports, I have directed special attention to the paramount importance
of securing a lino through the country with easy gradients.* In the ca^^e of Branch
Railways, such as those projected on the accompanying plan, there is not the same
necessity for light gradients, These branches will be local lines, with limited traffic.
TV 'r functions will simply be to serve productive districts to the right and left, and
ti/ collect traffic for the main thoroughfare. The branches may therefore bo of a
cheaper and less perfect character; but in order to secure the means of the cheapest
possible transportation over long distances, the trunk line should have the lightest
gradients obtainable.

The line located from Lake Superior to Burrard Inlet commands generally more
than ordinarily favourable gradients. If the railway be constructed on this route in
the manner which I have recommended, cheapness of transportution will be assured,
and advantages will accrue in the future of the most important kind.

It is my sad duty to add to the record of lives lost, the names of those members
of the Engineering Staff who have passed away during the past year.**

. 1 have the honour to bo, Sir,

Your obedient servant, •

SANDFORD FLKMING,

En<jineer-in-Chief

JJOTB —Vide Report of 1874, page 32, and Rep>rt of 1877, piges 81 ail 83.
** Appendix K, page 104>

APPENDIX A.

rel'out on survkyinq operations and construction for the year 18ty, by
mr. marcus smith, acting enoineer-ln-cllief.

Canadian Pacific Eailway,

Office of the Enqineer-in-Chiep,

Ottawa, 4th January, 1878.

Sir, — I have tho honor to report on tho progress mado in surveying operations
and construction to tho Slst Decombor, 1877.

Surveys in the Eastern or Woodland Region.

In the season of 1876, a trial location survey was made from the proposed East-
ern terminus, near Lac Amablo du Fond, about 23 miles south-east of Lake Ni])issing,
to Cantm's Bay on French River, and, from this line, explorations wei-e niaclo of the
country extending north-westward, on a course as direct as practicable, to a point on
the north shore of Lake Superior, near the mouth of tho River Pic.

These explorations were not completed ; and portions of the trial location above
referred to wore not satisfactory, as the low gradients that had been expected wore
not obtained.

During the past season, four surveying parties were employed in completing these
exploral:ory surveys, and improving the location of the lino of the previous year.
The plans and profiles are in progress, and the following is an outline of tho results
of the season's work.

Location of the line from South River to Gantin's Bay on French River.

This line commences at a point on South River about 3 miles from its mouth on
Luke Nipissing, and 22 miles north-wost of Lac Amablo du Fond, where the survey
of tho previous year commenced. It follows down tho left bank of tho river to the
shore of Lake Nipissing : thence it takes a course nearly west to tho 20th mile, from
which its course is south-west to the 35th mile, where it joins the survey of the ])ro-
vious year, and then follows that line on acourse nearly west to tho head of Cantiu's
Bay, 49^ miles from the point of beginning. If extended to tho foot of the bay its
length will bo 55^ miles.

This bay — a sheet of water about 5 miles in length, and averaging nca. ly a
quarter of a mile in breadth — lies at the confluence of tho Pickerel and south branch
of French River, about 20 miles from the mouth of tho latter on tho Georgian Way.
Its altitude varies from 4 to 6 foot higher than that of the latter ; so that to extend
tho navigation of tho Georgian Bay to Cantin's Bay, a lock would be required to
surmount tho rapids near the mouth of the river, the rost of the distance being still
water ; it is, in fact, a long narrow lake.

Tho country traversed is generally rocky, and broken up with numerous lakes
and small streams running in narrow valleys or ravines.

The altitude at tho starting point on South River is estimated 678 feet above sea
level, being 530 feet lower than that of Lac Amablo du Fond, and the highest point
on the line is .813 feet, being 407 feet lower than the summit altitude of the line of tho
previous year. But still the proposed maximum gradient of 1 in 200, or 26-40 foot
per mile, has not been obtained. Tho gradients can, howevei*, be kept down to a
maximum of 1 in 150, or 35-20 feet per mile, rising eastwaixi, without involving
very heavy works. Of this gradient of 1 in 150, there are ten separate lengths,
making a total of about 8 milee. In deseending to Caatin's Bay, however, the gradient

Wj— 3

is 1 in 133, or 39.60 feet per railo; but it in oxpoetod that this can bo roJueod by a
Blight deviation, and lengthening of the line, Of the maximum of 1 in 100, rising
westward, there are seven short lengths, making an aggregate of 5| miles.

The works will be generally lighter than on the corresponding length of the line
surveyed in 1876. The heaviest will be in rock cutting, running ifrom 5 to 2.5 foot of
maximum depth, and 300 to 800 feet in length, with embankments of somewhat
larger dimensions. There will be about 12 miles on which work of this character
will occur, and 14 miles on which there will be rock cuttings varying from 6 tc 15
feet of maximum depth, and averaging about 500 feet in length. The balance will
be moderately light work.

The principal bridging will be as follows : —

Bealty's Creek. — llavine 250 feet wide, with a maximum depth of 40 foot.

Commanda Creek. — Breadth of valley 620 feet, maximum depth 62 foot, breadth
of stream 120 feet.

Outlet of Lake Mnhmasagamising. — One span of 100 feet. .

Pickerel River. — One span of 150 feet.

Pickerel River Branch. — Breadth of ravine 220 foot, maximum depth 35 foot,
breadth of stream 40 feet.

In add'tion to those, there will probably be some bridging required in raviues
where material for embankments cannot be obtained in the vicinity.

< Surveys and Explorations from French River to Lake Superior.

Exploratory surveys have been made of two lines extendii)g westward from dif-
ferent points on the lino last described, and mooting at a common point in the valley
of the Wahnapitjopec.

The northern, and most direct, line diverges at the IDth mile of the located lino,
and takes a general course a little to the north of west. Continuing the mileage from
South River (Lake Nii»issing) it crosses tho main branch of French Bivor near the
26th mile, at the Chaudiere Falls, where the trough of the Biver is contracted to 200
feet, and the brea<lth of tho stream to 50 feet. Near the 29th mile, it strikes the
north branch of this river, and follows down its left bank to the 34th mile, whoro
the line crosses the river, which ut this point is 200 feet wide, and 10 foot deep.

At the 39th mile, it crosses another arm of French Biver, 200 feet wide ; thence
it follows a chain of narrow valleys which are separated by lo\v rocky ridges. Near
the 61st mile, it crosses Lake Maskinonge, 1,700 teet wide and 18 feet deep, which
can, however, be reduced by drainage. The line reaches the Wahnapitoopoo Valley at
the 72nd mile.

There is very little variation in the altitude of the country throughout this sec-
tion, and the gradients are generally easy. The works would be variable, as tho lino
alternately runs in the valleys or across intervening ridges. There will bo an aggro-
gate of about 11 miles on which rock cuttings, varying from 5 to 15 feet of
maximum depth, but in short lengths, would occur. On the rest of the line tho
works would be medium or moderate.

The southern line leaves tho located line at tho 48th mile near tho head of
Crntin's Bay, and within half a mile it crosses tho Pickerel Biver, which is here 250
loet wide and 5 feet deep. It then follows the north shorfl of Cantin's Bay, and
crosses the main Branch of French Biver at the Horse Bapids, where the channel is
200 feet wide. Near the 55th railo, it crosses another branch of this river, 40 foot
wide, and at the 57th mile it crosses the north branch, where the channel is 250 feet
wide.

Thence, the line takes a generally north-westward course, following a chain of
narrow valleys and lakes. It crosses tho south end of Lac do L'Isle at the 74th mile,
and following another chain of valleys and flats, separated by rocky ridges, it joins
the line last described near the 81 st mile.

This is 9^ miles longer than the northern line, but the whole of it would be part
of tho main line, while the northern would have a branch ofSO miles to Cantin's Bay,
(naking 20| miles more line to be constructed. The gradients on this line are very

- .<Y«''''^J~^-7;"i'''^'"'''''''^'''''

■ r

niMniini.tvTiiiB

-r..4.

/ 03

irTm I mm w DitMMr* LmiMMrttio CMifMV. Mmiiiwm.

IS 1 1'

slighi
west^

survci^
maxii
largei
will o
feet a
be mo
1
£

of stn

F
P

breadt
In

where

-»*

Ex
ferent i
of the y

Th
and talc
South E
26th rai
feet, am
north bi
the lino

At
it follow
the 6l8t
can, hoM
the 72n(]

The
tion, and
alternate
gate of
maximal
works wi

The
Ctntin's .
loot wide
crosses tb
200 feet \
wide, and
wide.

Then
narrow v£
and follow
the lino la

Thisi
of themai
making 20

easy, and the works would be very similar to those on the northern line first described.

On both lines there are detached tracts of land fit for cultivation, with spruce,

tamarac, cedar, birch and poplar, which would furnish railway ties. There is a small

Quantity of hemlock and pine, but most of the latter has been burnt otf by bush fires.
In Cantin's Hay and near the Chaudiere Kapids, there are large patches of sugar
maple.

Explorations with Barometer and Compass.

The altitudes and distances from this foi ward must be taken as approximate.
The distances hereafter referred to are estimated from the starting point on South
Eiver by the northern or direct route.

The Elver VVahnapilicpeo is 200 feet wide where the line crosses it, and the
altitude is C32 feet above sea level. Thence the line of survey takes a general north-
west course, ascending diagonally the slope or water shed of Lake Huron over a
rough and rocky country, intersected with numei'ous, narrow, trough-like valleys,
and indented with lakes and swamps, rocky ridges intervening. Still, a feasible
line has been found without very high gradients or exceptionally heavy work up to
the Vermillion River, at the 106th mile. At the 85th mile it crosses the long valley
running in a south-west direction, in which lies the chain of narrow lakes known as
Long Lake. The altitu'le at this point is 810 feet. The rocks up to the fl7th mile
are generally gnoissoid, but westward of this, slate is the characteristic of the country.
The highest point on this section is at the 97th. mile, where the altitmle is 1010 feet:
at the crossing of Vermillion River — 106th mile — near the foot of Vermillion Lake, it
is 5)36 feet.

The line follows the north shore of Vermillion Lake 4 miles, then crosses a hilly
and rocky tract to Spanish River, which is reached at the 135th mile, altitude 1070
feet. Between this and the River Aux Sables, the country is very rough, and the
course of the line tortuous.

The ascent is by terraces, and in some places is very abrupt, more especially
from the 147th mile to Rocky River at the 160th mile, where the altitude is 1411 feet.
Th( re will be some high gradients, and a large proportion of heavy works throughout
the section from Vermillion River to the River Aux Sables. At the 175ih mile, the
line crosses this river near the foot of Lake Aux Sables, altitude 1512 feet. This
is near the watershed between Lake Ilui-nn and Hudson's Bay. Thence its course is
more uniform, and there is very little variation in the altitude for the next 100 miles,
so that the gradients are very easy, and the works will be generally light or medium.

The line strikes the River Epinette at the 204th mile, about a m'lo above its
confluence with the Mississagua. Thence it follows up this stream, and its attiuent the
Cypress, to the source of the latter in Lake Wagong^at the 220th mile, where the alti-
tude is 1440 feet. It crosses the River D'Embarras at the 222nd mile, and passes the
south end of Lake Winnibegon at the 235th mile. The River Montreal, Lake Supe-
rior, is crossed at the 274th mile, altitude 1410 feet, and the Shequamkah at the 286th
mile, where the altitude is 1345 feet.

On the last 12 miles the plateau is broken by numerous detached hills rising to
a height of 300 or 400 feet. To avoid these, the curvature of the line would bo
increased, and the works would be heavier than on the rest of the plateau.

From the Shequamkah to Lake Superior a new line was explored during the last
season, keeping more to the north than that of i876, passing by the head of Dog Lake
and the valley of White Rivei', and thereby avoiding the high ground east of Sand-
beach River.

The line, however, is still ojien to objection in many parts. The country is
intereectod at intervals by deep valleys and high rocky ridges, often at- nearly right
angles to the general course of the line, causing great variations of altitude ana »
large amount of curvature, with occasional high gradients, involving a considerable
proportion of heavy works.

At the 30Gth mile, the line reaches the valley of the Michipicoton near the foQt
of Whitofish Lake, an expansion of the river, altitude 900 feot*

d«

The Biver Magpie is crossed at the 335th mile, where the altitude is 963 feet.
The highest intermediate point is 1,230 feet at the 318lh mile.

From the Magpie to the head of White River at the 370th mile, the course of the
line is tolerably direct, with generally easy gradients, and the works would not be
heavy. The altitude at this point is 1,380 feet. Thence the line follows down the
valley of White River to the 417th mile, where the altitude is 1060 feet. There is a
large amount of cur\ature in this section, but with easy gradients, and the works
would be moderately light.

From White River to the River Pic, at the 440th mile, the country is rough and
full of hills, the line tortuous, with high gradients, and "the works generally would be
rather heavy.

The last point is on the same level as Lake Superior, 600 feet. Thenc^ the line
passes through a vallej' to Heron Bay, and follows the shore of Lake Superior to
Peninsular Harbour, where it joins the survey of 1874, at the 452nd mile. The shore
of Lake Superior from Peninsular Harbour to the River Nepigon is deeply indented
with pumcrous bays, coves and bights surrounded by high rocky bluffs, involving a
large amount of curvature on the line with occasional high gradients, and, in con-
struction, a largo quantity' of rock excavation with a number of short tunnels. ( Vide
Report of 8th Februar}^, 1877, pages 20<; to 210.)

The line crosses the River Nepigon near the foot of Lake Ellen, to which the
length from South River is 569 n.iles; and if it were extended to a common point
near the south-east angle of Lake Nipissing. it would be 26 miles longer than the line
No. 2, explored in 1873. ( F/V/e Report of 26th .January, 1874. page 205.)

Following the exploratory survey of 1874 from the River Nepigon via Dog Lake
to a point on the line under construction from Fort William westward, the total
length would be, approximately , 661 miles.

These exploratory surveys show that a feasible line, with fair gradients and only
a moderate proportion of rather heavy works, can be obtained from South River to
Vermillion Lake, 106 miles. But between that point and the high plateau reached
at Lake Aux Sables at the 175th mile, the country is not so favourable. The course
of the line is tortuous, the rise occasionally abrupt, requiring high gradients, and a
considerable proportion of the works would be heavy.

The almost uniform altitude of this plateau or watershed for a long distance on
the line explored, and at different points where it has been crossed by previous sur-
veys, suggests the course of avoiding the heavy works on the shot d of Lake Superior,
by diverging from the present line at some point in the vicinity o.'Lake Winnioegon,
and following the watershed which trends more to the northward, \o Long Lake, and
there joining the line No. 2 of the survey of 1873. Thence, it follows that lino to the
crossing of River Nepigon near its outlet from Lake Kllen.

If this were found favourable, we should then have the choice of two feasible
lines between the south-east angle of Lake Nipissing and the River Nepigon ; one

gassing the south of Lake Nipissing and the watershed between Lakes Huron and
uperior and Hudson's Bay ; the other running to the north of Lake Nipissing, and
generally north of the watershed.

SURVEYS IN THE CENTRAL OR PRAIRIE RKOION.

During the past season, surveys have l>oen made with the view of improving the
•rowings of some of the rivers and deep rovinos in this region, with the following
results : —

South Branch of the Saskatchewan ; at the 878^A mile, from Fort William, Lake Superior

The eastern approach to Ihis river can be improved from a gradient of 0.75 per
100 to one of 0,50 per 100, or 26.40 feet per mile; but the line will be lengthenetl about
A mile and one-third, and the formation level above the bottom of the valley, raised
from 88 to 95 foot,

Grizzly Bear Coule at fhe lO^Sth mite. •

By former surveys, the breadth of the Coule or troui^h was 2,200 feet at the
fop, 1,000 feet at the bottom, and 155 feet deep. By the last survey it is 2,400
feet wide at the top, 1,200 fieet at the bottom, and 125 leet deep. Neither
the rate of the gradients nor the quantity of excavations in the approaches has been
increased.

The summit altitude, west of the Coule at the 1087th mile, has been reduced 54
foet, and the gradients have been improved.

Buffalo CouU at the llOls^ mile.

The breadth of this, by former surveys, was 1,(500 feet at the top, 700 feet at he
bottom, ahd 100 feet deep,* which is reduced by the last survey to 1,200 feet at the
top, 600 feet at the bottom, and 90 feet in depth.

Suggested deviation of the line from Selkirk westwards, jyassing south of Lake Manitoba.

In accordance with the verbal instructions of the Mitiister, an examination has
been made of this line, with instrumental survey's of some of. the deep valleys
traversed by the line, and at other places where deemed necessaiy.

The deviation from the located line commences at the crossing of the Red River,
and takes a south-westerly course till it reaches the centre of the range of townships
lying north of the fourth base line; thence it follows due west on or alongside a road
allowance through the centre of this range nearly up to the valley of the Little
Saskatchewan. Thence, continuing westward, it crosses the Assiniboine at a point
above the junction of Qu'Appeile River and through the Touchwood hills to the
Elbow of the North Saskatchewan at Caerlaverock.

The line throughout the Province of Manitoba, nearly 100 miles, is very favour-
able for railway construction, and the land is generally fertile. West of the Province
Lino the country is more broken, and the land becomes poorer.

The first serious difficulty is the crossing of the valley of the Little Saskatche-
wan,which is nearlj^a mile wide at the top,sloping gradually down to the river,whcre
the valley is 225 feet deep. As it is obviously impracticable to cross this at right
angles without enormously heavy works, the course of the surve^'ed line was
deflected so as to follow obliquely down one side of the valley and up the other, by
which the maximum gradient on the east side was reduced to 0.75 per 100, or 39.00
feet per mile for five miles in length, and on the west side to 1 per 100, or 52. hO feet per
mile for a little over four miles in length. Thus it requires over nine miles to cross
this valley, carrying the line out of the direct course, which, together with the
unavoidable curvature, will increase its length considerably.

The valley of Birdtail Creek, at the point crossed by this route is three-quarters
of a mile wide, and 190 leet deep in the centre.

The valley ot the Assiniboine is over a mile wide, sloping abruptly down to the
bottom flat, which is over 200 feet below the level of the plain. The river is 300
foet wide at flood, where it is crossed by a bridge near Fort Ellice.

No instnunental ourvoy was made of these valleys, but they could probably bo
crossed in thoeame manner as the little Saskatchewan.

The. valley of Cut Arm Creek is over 100 feet deep where the trail crosses it.

The Touchwood Hills could be crossed without exceptionally high gradients, but
with some rather heavy excavations; and the line would be sinuous, and consequently
longer, than if a direct course were practicable.

Thence, to the bond of the North Saskatchewan at Caerlaverock, the country is
similar to that traversed by the located line. A largo proportion of the land on this
lino is only fit for pasture, and much of it is sandy or light soil, producing short
grass. Among the Touchwood Hills, and in thoir vicinity, there are some tracts of
good land fit for cultivation.

Deviation to Quill Lake.

An alternative line in the same general direction, may bo thus described : —
Following the couraoof the last lino up to the Little Saskatchewan, it there deflects

to the noi-lh-westward, cvossinof the Assiniboine near the mouth of Shell River;
thetioe. pa'-sing to the north of the Touchwood Hills it joins the located line near
Quill Lake.

The valley of Bird Tail Creek, where this line crosses, is nearly a mile wide at
the level of the plain, and slopes gradually down to the river, where it is 175 feet
deep. This could be approached on the east side by a narrow lateral valley, but
there is no corresponding valley on the west side.

The valley of Shell River where the line strikes it, is 250 feet deep, over a mile
■wide at the top, and 1.000 feet on the bottom flat. It is possible to descend by the
slope of this vuiley to the bf>ttom flat of the Assiniboine Valley, and after cro.ssing
that, to assccnd by a latei al valley to the table land on the west side ; this, however,
can only be done by u>-ing high gradients, and with a large amount of curvature, by
which the length of the line would be con>siderably increased. Some of the gradients
used on (ho sui-vey wore 70 ftet to the mile; th(se, however, can probably be reduced
to 1 per 100 or 5280 feet per mile, but ox\\y with ver}' heavy excavations.

The rest of the lino to Quill Lake is favourable; a considerable proportion of the
land is fit for cultivation ; of the balance, some is good pasture land, the rest very
poor.

It should be observed that the Engineer-in-Chief fixed the maximum gradient at
0-5 per 10() = 20-40 feet per mile rising eastward, and 1 per 100 = 5J-80 feet per
mile rising westward, and on the located line these gradients have been mainiained
to a point west of Battleford. They could not, howiver, be maintained on the line
suggestcl; even with very heavy works a gradient of 1 per 100, each way, is the
best that can be had for many miles.

This, together with the increased length caused by curvature and deflections
from the general course, would render the line suggested much inferior to the located
line for the economic working of the traffic, and would add considerably to the cost
of moving to the seaboard the produce of the large and rich agricultural tracts lying
farther to the north west.

There are no data for estimating the difference of the cost of construction in the
two lines, but this is a point of loss importance than economic working after con-
struction.

Comparing the extent of good lands that would be crossed by the located line
and the suggested deviations, the latter have probably the advantage for the first 100
miles, viz.. to the western boundary of Manitoba, as the lands of the Province are
genei-allj'^ fertile, and in the portion that would be traversed by the lines proposed,
they are comparatively dr}-^ and free from timber, and are, therefore, eligible for
rapid settlement ; a good system of drainage, however, is required throughout the
Province.

The located line also crosses large tracts of good land ; and it should be borne in
mind that even the muskegs or swamps, which ai*e found on both lines, will make good
meadow lanil when drained, as they are not deep: the side ditches of the railway
alone will effect a great improvement in this respect, as they have done elsewhere.
There is a considerable quantity of wood lands on the located line, chiefly poplar,
which may possibly oppose certain difficulties to settlement, but which undoubtiBdly
offers compensating advantages.

Beyond the first 100 miles from Selkirk there is a long stretch of land, of inferior
and variable quality on both lines. But at the valley of Swan River the located line
enters on a veiy extensive fertile tract. On the suggested deviations, after passing
the Province boundary, the quality of the land becomes inferior, and only a small
]>roix)rtion is tit for cultivation westward up to the bend of the North Saskatchewan.

On the deviation from the Little Saskatchewan, north-westwai-d to Quill Lake,
there are considerable tracts of good land fit for cultivation.

This seemed to indicate that the fertile bolt trends to the northwest, and a more
extended examination of the country was accordingly made, by which this view was
confirmed.

A lino drawn from Winnipeg to Fort a la Come near the confluence of the two

fWniin.w TM ftnuM Diiiwhi C« MHr»u.

lOS

JOB

Ttxr

nMaIin.iv im Imum Duhmti CtMnniu.

to the norlh-wostwa
thenoe, pa'^sirii^ to tl
Quill Lal<o.

The vallej' of B
the love! ot'tho plait
deep. This could b<
thoro is no correspo
The valley of S
wido at the top, and
slope of this valley i>
that, to ascend by a
can only be done by
which the leni^th of
used on the sni-vcy v
to 1 per 100 Of 528'

The rest of the
land is fit for cultiv;
poor.

It should be ot
0-5 per 100 = 2G-4(
mile rising westwai
to a point west of E
suggestc 1 ; even wi
best that can be ha<

This, totrether
from the general cc
line for the econono
of moving to the so
farther to the nortl

There are m, d
two lines, but this i
struetion.

Comparing tht
and the suggested (
miles, viz., to the w
generallj^ fertile, ai
they are comparati
rapid settlement ; j
Province.

The located lir
mind that even the
meadow land when
alone will effect a ^
There is a consider
which may possible
offers compensating

Beyond the fir
and variable qualit;
enters on a very ex
the Province bouno
pro|X)rtion is fit for

On the deviati
^there arc considera'

This seemed tc
extended exarainat
confirmed.

A line drawn .

branches of the Saskatchewan, would cut off the south west angle of Lake Manitoba,
skirt the north-eastern base of Riding Mountain, cross tlie nortli end of Buck
Mountain, and pass 15 to 20 miles north of Fort Peily and across the Basquia Hills.
If this line wore extended through the Beaver Valley to Lac la Biche, thence by the
Lesser Slave Lake, so as to intersect the Peace J?ivor near the moi-ih of Smoky
Eiver, it would show the general course of the great fertile belt of agricultural lands
in the North-West Territory. It is not to be expected that in a stretch of over 1,000
miles the soil will bo uniformly good. The fertile belt is accordingly very irregular,
often intersected and contracted by musliegs and lakes, and low ranges of hills on
which the soil is of variable quality ; there are, however, vast tracts of extraordinary
fertility. Both the quality of the soil and the salubrity of the climate improve
towards the North-West ; whilst investigations have shown that even beyond Peace
Eiver, the productive powers of the land are astonishingly great,

It is evident that no single line of railway can traverse all the fertile portions of
d region so extensive, and that even before the trunk line is complete, branches will
be required in various directions.

A branch line could be constructed, at a comparatively small cost, to meet
the requirements of the Province of Manitoba equally well as a diversion of the main
line, which, if carried out as suggested, could not fail to be injurious ii the wider
interests of the Dominion.

From all the information obtained up to this time, it does not a]>pear advisable
that any alteration should be made in the line as located in this district. There
howevei", appears to be a feasible line, which, after passing the south end of Lake
Manitoba, takes a north-westerly course, skirting the eastern base of Riding Moun-
tain and the north end of Duck Mountain, and joining the located line in the valley
of Swan Eiver.

The country is described as level and thickly wooded with spruce, poplar and
some maple. ( Vide Report of April 10th, 1872 : Page 5(j.) Small lakes surrounded
by extensive marshes are, however, found throughout this district.

The line suggested would be from 20 to 30 miles longer than the located line, but
the gradients would probably be good, and the works moderately light, and it would
therefore, be somewhat less open to objection than the other deviations proposed.

. ,: SURVEYS IN THE WESTERN OR MOUNTAIN REGION. \

During the season of 1877, the writer travelled over the route from the Saskat-
chewan, via the Yellowhead Pass, and the valleys of the Thompson and the Fraser to
the Pacific coast, and closely examined the line at most of the difficult points of the
survey. A complete location survey was made of that portion of the line from Tete
Jaune Cache to Burrard Inlet, by which some of the difficulties and heavy work met
with in former surveys have been avoided or reduced, and the line generally much
improved. When the plans and profiles are completed, and the quantities of the
several classes of work got out, they will furnish better data for making an cstimito
of the cost of construction than have hitherto boon obtained. A description of this
survey by Mr. U.J. Gamble is appended.

EXPLORATION OF THE SKEENA ROUTE.

At the outset, it became evident that there is no harbour at the mouth of the
Skeena suitable for a railway terminus. A fair anchorage is to be had in Cardona
Bay, at the southern end of Kennedy Island, but it would be extremely difficult if
not impracticable, to reach that neighbourhood with a railway line.

Attention was therefore directed to Port Simpson, at the northern end of the
Tsimpsean Peninsula, a well known and exceHont harbour, and on examination it
was found that there are no great obstacles to carrying a line along the north side of
the Peninsula to that point.

The distance is probably 10 miles longer than to Cardena Bay, but, of the two
this harbour is far "better adapted for commercial purposes, and the cost of construct-
ing the railway would probably be much Ioeb.

Emjin^'-nmj Features.

From Port Simpson, for about 35 milopi along iho north Hide of tlio Ttiimpsean
Peninsula, and acrosH the dividing ridgo, 250 feet high, to the banks of the Skeena,
the works would bo heavy.

In ascending the Skocna through the Cascade Mountains the works would
generally bo heavy, but less so than by either the Fraser or Jlomathco valleys,
through the same chain of mountains.

For tb.o first 35 miles the hills descend in steep inclination to the water's edge,
and there are indications of snow slides at several points. The valley averages a railo
in breadth, but the river is thickly studded with islands, and has channels washing
the base of the mountains on either side.

Above this, for a distance of about 80 mile?( till the eastern face of the Cascade
range is reached, the valley narrows a little, but the side hills are not so steep. The
valley then opens out somewhat, and the works would be moderate for about 40 miles,
which distance would bring the line to the Forks of the Skeena, near which there is
an Indian Village named Kitma on the map.

The elevation at this point is about 700 feet above sea level, and the gradients
would be very easy throughout the whole distance from the seaboard.

The general course of the line up to this point has been north-east, but here it
leaves the Skeena and takes a south-east course Jit right angles to the Ibrmer, ascend-
ing the valley of the Watsonquah, which for the first 27 miles is principally a canyon,
and would require slift' gradients and heavy works in places.

The remainder of the distance, via Lake Fraser to the valley of the Nechaco,
would have easy gradients with moderately light works. The summit altitude be-
tween the Skeena and Nechaco, is only 2,400 feet above sea level. In this valley a
junction is made with the previously surveyed lino from Yellowhoad Pass. ( Vide
Heport, February 8th, 1877, pages 274-276.)

Several attempts were made to find a pass leading directly from the Skeena to
Lake Fi-ancois, so as to avoid the angle between the former and the Watsonquah, and
so greatly reduce the length of the lino, but without success, as the space contained
within the angle is a compact mass of high mountains.

The distances from a common point at the mouth of the Chilacoh, near Fort
George, are as follows : —

Miles.

To Port Simpson, approximately 430

To Bute Inlet, by mcasureraont 28i)

To Dean Inlet, by measurement 231

Port Simpson is, however, much nearer to the Asiatic coast, the distances to
Yokohama being as follows: — ,

- " ' statute Miles.
From Port Simpson 4,450

From Kamsquot Harbour, Dean Inlet 4,720

From Waddington Harbour, Bute Inlet 4,836

Character of tlie soil, <Scc.

There Is a small area of laud in the neighbourhood of Port Simpson fit for culti-
vation. In the lower part of the Skeona, many of the islands with which it Is
stnddedj'consist of rich alluvial soil, but they are subject to overflow at high water.
For 15 or 20 miles below the Forks of the Skeona, and for some distance above that
point, the hills do not approach the river within two or three miles on either side.
The land is of fair quality, and covered with a light growth of poplar, birch and
spruce. There are some aettlomonts at the Forks of the Skeena, where there was a
fine crop of oats, almost ripe, on the Slst July, and also abundant crops of potatoes,
carrots, cabbage, &c.

The slopes of the Watsonquah Valley throughout its length are, in part, prnirio
and sustain a magnificent growth of grains fit for pasture. The i*oot8 of the ^rass

intertwine and form a nod, so that it would not bo killed off by allowing cattle or
sheep to ci-op it closely, us bunch grass is.

This part of the country is, however, subject to summer frosts, which would
render it unfit, or at least unreliable, for purposes of agriculture.

Timber.

A tree commonly called "yellow cypress " is found on the Lower Skeena, which
has great strength and density of fibre, and is said to bo extremely durable, but the
quantity is so limited that it may bo said to have little commercial value. The
same remark would apply to hemlock, though it was seen in some places of groat
size. On most of the islands subject to overflow, very fine cottonwood trees are to be
found, which may be utilized at some future time for the same purpose to which
basswood and whitewood are applied in the Province of Ontario.

Snow Fall.

Through the Cascade Mountains, the snow in places lies to a depth of seven or
eight feet on tho level. From the Forks of the Skeena to the River Fraser it is said
not to exceed three feet in depth, except on very rare occasions, v*^.

Minerals. '■■•>

Marble was seen in beds of groat thickness, varying in color from purplo to
white. Some ores of copper and lead were also observed, but not in veins of any
great thickness.

EXPLORATION OF PINE RIVER PASS.

The highly favorable reports received respecting the character of tho Peace
Eiver District, and the prospects hold out of a satisfactory route being obtainable
through the Pine Kiver Pass, made it expedient to obtain further information in that
direction. Accordingly, the exploration was extended from a poiut in the neighbour-
hood of Lake Fraser, via tho east end of Lake Stewart, to Fort McLeod on the
Parsnip or south bi-anch of the Peace Rivor.

This route proved very unfavourable for railway construction; subsequently,
however, a good connecting line, though more circuitous, was found by following
down the Nechaco and the Stewart Valleys nearly to Fort Goorgo; thence in a
northerly direction up the valleys of tho Fraser and Salmon Rivers, and across the
low water shod to Summit Lake, one of tho sources of the Parsnip, which river was
then followed down to Fort McLeod.

Beyond the oxistento of an Indian trail across tho Rocky Mountains from Fort
McLood to Fort St. John, very little was known ; nor was any information obtain-
able in tho neighbourhood respecting tho Pino River Pass, except through an old
Indian woman, who drew a sketch on tho sand and explained it to the best of her
ability.

With the sc'int information thus obtained, the exploration was continued from
Fort McLood eastward : following up tho valley of the River Misiuchinca, an affluent
of the Parsnip, till an altitude of 5,500 foot was reached without any appearance of a
Pass. On descending the rivor, a stream was discovered running into it from the
north, about 35 miles above its confluence with the Parsnip. Following this up four
miles, it was found to issue from a smull hike named Azuzetta. This proved to be
near the summit of tho Pino River Pass, its altitude being estimated at 2,430 feet
above the level of the sea.

A little beyond this tho head waters of the Pine Rivdr were struck, and the
rivor followed down eastward to tho Forks, a point reached by Mr. Selwyn with a
canoe from the Peace River in 1875, ( Vide Geological Survey of Canada, Report of
Progress for 1875-70, i>ages 62 to 54.)

The exploration was continued 30 miles eastward of the Forks on to the Beaver
Plains, which lie between tho Rocky Mountains and Peace Rivor.

Thus the question of tho feasibility of tho Pine River Pass is at last solved.

2o;-4

Tho full Report lins not yet been reooivod, but the distnnco between Foi't McLcod on
the went side of tho mountiiinH, and the Forks of Pino Kiver on tho east side, is
roughly ostimatod at 90 miles.

The grndionts are stated to bo generally easy, with tho oxce))tion of about four
miles near tbo summit of tho Puss, wliero they will probably bo about (iO feet to tho
mile, and tho works in tho construction of a railway would bo moderately light,
except for a length of about eight miles near tho summit of the Pass, and a short
length at tho Forks of Pine River where they would bo heavy.

Tho land in the Pine River Valloy, for 50 miles above the Forks, is do.scribod as
of oxcollont quality and well suited for agricultural apd grazing purposes.

It should bo observed that this fertile strip of land, lying nourly in tho heart of
tho Rocky Mountains, is an extension of 1 ho Beavor Plains which connect with tho
great fertile bolt stretching from Manitoba to and beyond the Peace River.

Should tho engineering character of a line by this route prove, on closer survey,
as favourable ns reported, the results from this exploration will bo amongst tho most
important that have boon obtained since tho commencement of tho surveys. Some of
tho serious difficulties in crossing tho Rocky Mountains will have disappeared, and
this formidable chain, once held to be insurmountable, and oven now felt to bo a grave
obstacle to railway enterprise, can then be passed with very favourable gradients,
and with works not exceeding in magnitude those generally required on other por-
tions of tho line.

In addition to the manifest advantage^ offered by this route, there is, further, tho
important consideration that in tho place of a bleak, sterile country, wherein settle-
ment is an impossibility for hundreds of miles, the lino would traverse an area of
remarkable fertility with but a few short intervals of country unfit for settlement.
This route also passes between the vast mineral districts of Omineca and Cariboo.
Tho extraordinary results of recent mining operations in the latter give promise,
when their resources aro more fully developed — as they can only bo with tho assist-
ance of direct railway communication — of rivalling, if not surpassing, tho far-famed
gold and silver regions of the neighbouring States, which lie in the same mountain
zone.

Port Simpson may possibly be considered, at present, too far north for tho ter-
minus of the Canadian Pacific Railway, but it is important that the fact should be borno
in mind that, by virtue of low altitudes and consequent easy gradients, together with
the comparatively moderate character of the works required to reach it, this terminal
point offers advantages which would enable a Canadian line to defy competition for
the trade with China and Japan, Port Simpson being fully 500 miles nearer to Yoko-
hama than Holme's Harbour, at the mouth of Puget Sound, the proposed ultimate
terminus of tho Northern Pacific Railway, while the advantage it possesses over San
Francisco is correspondingly greater.

But the Pine River Pass is not merely the key to Port Simpson ; it affords com-
paratively easy communication with Bute Inlet, and all tho intermediate inlets
between that point and Port Simpson, tho valleys of the rivers leading to these inlets
radiating from the Stewart Valley, south-west of tho Pass, with exceptional direct-
ness. Thus many of the difficulties in the way of reaching Bute Inlot and the inlets
to tho north of it, via tho Yellowhoad Pass, can bo avoided, and this probably with-
out increasing the length of the line.

The distance from Livingstone on the located line, over tho Yellowhoad Pass to
tho confluence of tho Chilacoh and Stewart Rivers, near Fort George, is 1,029 milos.
The distance between the same points via tho Pine River Pass, measures on the map
so nearly the same as the abo70, that a survey alone can determine the precise differ-
ence between the two routes.

21
WORKS OF CONSTRUCTION.

TELEGBAPII LINE.

Commencing at Fort Willinm, tlio lino is oroctod to a point named "Falcon," a
distance of 137 miloH, and ih in operation to EngliHh River, 113 miles. Between
Falcon and Koowatin, 160 miles, conHidorablo cloarinff has been done, and a line
orncted for a distance of 30 miles eastward from Keewatin. Between Koewatin and
Selkirk, 112 miles, the line is erected and in operation. It is expected that the con-
nection between Fort William and Selkirk will be completed during the winter.

The line is erected and in operation between Selkirk and Livingstone, 271 miles,
but where it crosses certain lakes, ponds and marshes, a number of the polos require
to be more permanently secured. The branch line between Selkirk and Winnipeg,
a distance of 22 miles, is completed and in operation.

The line is erected, and has been o])crated from Livingstone to a point in the
longitude of Fort E<lmonton. There is still, however, a considerable amount of
clearing to be done, some inferior poles to be I'cplaced, and some portions to be
altered. At present, it is only in operation as far as Battleford.

On the western Section, between Edmonton and the existing line in British
Columbia, no portion of the lino is completed, but a quantity of material has been
delivered at points along the route.

ORADINO, TRACK-LAYINO, &C.

Fort William to English River 113 miles.

• Prom Fort William, westward, the roadbed of the railway is graded continu
ously, and the bridges oroctod to tho 77th milo; beyond this point there is an
aggregate of four miles more graded in detached portions. The rails are laid for a
distance of 41 miles, and of this about 3(} miles are partially ballasted, and in fair
running order.

English River to Keewatin (Rat Portage,) 184 miles,

The line has been located for construction between these points, but is not under
contract.

Keewatin to Cross Lake, 36 miles.

From Keewatin, westward, for a distance of 25 miles, a considerable quantity of
excavation has been done, consisting chiefly of rock. Prom the 25th to the 3(Ith
mile supplies are being delivered, but grading has not been commenced.

Cross Lake to Selkirk, 76 miles.

From Cross Lake, westward, for a distance of 11 miles, there has been no grading
done. Prom the 11th to the 4»Jrd milo the grading is in various stages of progress,
17 miles of the distance, in detached portions, being ready for tracklaying. From
the 43rd to the 76th mile the g.-ading and bridging are completed, and the roadbed is
in good condition for tracklaying. The rails are laid, but not ballasted, for a distance
of 6 miles eastward from Selkirk.

Pembina Brancht '

The length of this branch is 84J^ miles, extending southward from the main line
at Selkirk to the International Boundary at Emerson. Between Selkirk and St.
Boniface, opposite Winnipeg, a distance of 22 miles has been graded during the past
summer, and the rails laid over the same, but it is not ballasted. From the 22nd to
the 29th mile, no grading has been done. From the 29th mile to Emerson, the
grading was completed in 1875, with the exception of the spaces left for bridges and
approaches.

ENGINE HOUSE.

A ten stall engine hou«o1ias been completed at Fort William»

engineers' houses.

At Fort William a good house has boon built for the District Engineer, and
between that point and Selkirk, 18 smaller houses have been erected for the use of
the Assistants on the line during construction, which, after the line is opened for
traffic, will come into use in connection with the stations.

< FORT FRANCES LOCK.

The rock excavation is nearly completed. The timber for the gates will bo pro-
cured during the winter. Fordescriptionof this work, yjVZeEcport of 187G. Annendix
p. 205-208, • ^\ '

CONTRACTS.

A schedule of contracts, with statement of expenditure upon the same during the
fiscal year ended 30th June, 1877, is appended.

I have the honour to be. Sir,

Your obedient servant, y

MAECUS SMITH,

j Acting Engineer in Chief.

t- y

4>J

■o

<i>

•—4

• »M

-t->

•

"«

1— 1

4>J

-»i

12;

*>i

■ta

■^

•^4

1-9

ssss

s§

§ Si

o ■* o

00 ©

00 1-1 o

a>A

o o CO

■m

t- ■*«

o» 0>

1-1 •*

00 CO "O

lO ffJOC

„.o

■««

S? 2*

CO to

■>r

^ CO

1— (

—v^

r-4 fH

APPENDIX B.

REPOaT ON THE LOCATION SURVEY FROM YELLOWHEAD PASS TO BURRARD INLET, BY
II. J. CAMBIE, ENGINEER IN'cHARGE OF SURVEYS, BRITISH COLUMBIA.

Ottawa, 23rd April, 1818.

SfR, — On the 19th December last, I prepared a repor*^ giving a description of the
trial location survey of the line from Yellowhead Pass to Burrard Inlet, made during
the summer of ISTT.

The plans and profiles having since been completed, T am thereby enabled to
revise that report as follows : —

From the summit of the Yellowhead Pass to the 38th mile, westward, the lino
descends the valley of the Fraser Eiver, and, so far, it is common to all the routes
through British Columbia.

••o'

Point of divergence to Cranberry Lake, 38 to 58 vxiles.

The line continues to follow the valley of the Fraser, in u westerly direction, to
about the 46th mile, near Tete Jaune Cache, when it turns sharply to the south, up
the Cranberry Valley, to the lake of the same name. As laid out, it is nearly
level, till it enters the Cranberry Valley, and then falls gradually to the lake, by
which the descent is distributed over a long distance. For the first eight miles it is
high up on the mountain side, which is very steep ; much curvature is required, and
the works are in rock, and very heavy.

For the remainder of the distance the curvature is easy, and the excavations are
in gravel, two miles being heavy and about ten light.

McLennau's Creek, 100 feet wide, is the only large stream to be crossed.

Cranberry Lake to North Thompson, 58 to 85 miles.

At the 58th mile, the line crosses Cranberry Lake, which is 4,000 feet wide,and from
5to Y feet deep, — thence continuing in a southerly direction, it crosses the Canoe Eiver,
a tributary of the Columbia, at the Gist mile, and ascending the valley of the Camp
Eivor, to the Tlst mile, there passes over a summit 2,880 feet above sea level, and
enters the valley of the Albroda Lake and Eiver, whose waters flow, vid the Thomp-
son and Fraser Eivors, into the Strait of Georgia, about ten miles south of Burraixl
Inlet, and the line follows the valleys of those rivers all the way to the last men-
tioned place. Surveys were made around both ends of Cranberry Lake, but rqjocted
for economical reasons. The work thence to Canoe Eiver, 3 miles, "s heavy.

Between the 80th and 82nd miles the Albreda falls rapidly, and then flowing
gently, joins the Thompson at the 85th mile. In order to keep the gradient within
a maximum of 1 per 100, the lino is located on steep side hill for about 4
miles, with numerous curves of 1,146 feet and 1,433 feet radius and heavy works.

If it were permitted to introduce a steeper gradient for a short distance, and so
keep the line in the bottom of the valley, it is probable that the curvature could be
eased and the works much reduced without lowering the efficiency of the line
materially.

Of the works on the remaining twenty miles, four may bo classified as heavy and
sixteen ranging from medium to light. The material is principally sand, gravel and
boulders.

2Jorlh Thompson Valley, 8& to 102 miles.

Near the eighty-fifth mile the lino crosses the North Thompson Eiver, 300 feet
wide, and thon follows its right bank. Being to a large extent on the hillside many

curves were required, and four of 820 feet radius were used ; but at such places the
gradients are trifling,' and are throughout undulating and easy.

The work varies from medium to heavy, with the exception of one point near
the eighty-sixth mile, where the main mountain abuts on the river, causing it to be
excessively heavy.

Crib wharfing will be required at several places for protection against the
Thompson River.

North Thompson Valley, 102 to 120 miles.

For the first four miles the line is on benches requiring heavy work. Fi-om that
point forward it is on flats, and the work is light except at » few places where the
base of the hill is washed by the river, causing some rock spurs to bo cut through.
The principal streams to oe bridged are — Green River, 75 feet, and Blue River, 100 feet
wide. The grades are light and undulating, and curvature easy.

JVorth Thompson Valley, 120 to 130 miles.

This section is all on side hills and embraces the canyon of the North Tiiompson
four miles in length. The works are generally in rock, and for six miles arc very
heavy, with two tunnels— one of 350 feet and one of 150 feet long. Although the
descent through the canyon is rapid, only 1 J miles of 1 per 100 grade will be liuCes-
sary. The sharpest curves are 1,146 feet radius. No large streams arc met.

JVorth Thoiiqyson Valley, 130 to 143 viiles.

This section is on the flats adjoining the stretch of river known as Stilhvater,
which is subject to overflow when the river rises in June or July, and will require
some protection. Two rock spurs and one of gravel have to be cut through ; the rest
of the woik is almost exclusively embankment, and not heavy. No large structures
are required. The grades and curves are light.

North Thompson Valley, 143 /o 161 miles.

Six miles of this are on side hills and require heavy work, one-third of which is
in rock ; the remaining 15 miles are on benches and flats, with medium work prin-
cipally in gravel and bouldors. Several places have to be protected against
encroachment of the river, and two points between the 160th and 162nd miles
against earth sliding from above in the Spring.

The grades are undulating with four stretches of one per 100, the longest of
which is Ij miles. To avoid tunneling a curve of 716 feet radius was used, on a
grade of 26 feet per mile. Mad River, 60 feet wide, is the only stream of consequence
to be crossed.

North Thompson Valley continued to Clearwater, 164 to 1^2 miles.

Of this distance there are about four miles on steep sid') hill close to the river
and require protection in many of the bays. There are about six miles of heavy
work, principally in sand, gravel and loose rock ; the rest is light. Near the 171st
mile the line crosses the North Thompson to its eastern bank, which is then followed
to Kam loops. This crossing is 350 feet wide; and no other river of importance is
met with on this section. The grades arc undulating and easy, and tho curvature
is not serious. By crossing to the left bank of the Thompson, near the I55th mile,
tho sliding clay near the 160th and 16.ind miles, and some of tho river protection
would be avoided ; but without a survey it is difficult to form an opinion as to which
line would be best.

From the summit of the Yellow Head Pass to Clearwater the valleys through
which the line is located are either in the Rocky Mountains proper or among some
of the outlying spurs of that range, which induces a large rainfall, and tho country
is therefore covered with a dense growth of timber, principally hemlock, cedar, fir
and spruce, with much underbrush. To the westward of the Clearwater, howover,
there is a marked change in tho climate and vegetation. Tho rainfall de^rea-sea
very much; the timber becomes scattered; bunch grass, sage and cactus appear ou
the hill sides.

Clearwater to Indian Reserve, 182 to 206 miles.

AHsiniboine IJluff and some other side hills abut on this part of the river, and
cause about eight miles of heavy work, a large proportion of which is in rock. The
other 16 miles may bo classified as medium work. Curves and grades are easy. No
large streams have to be crossed.

Indian Reserve to Head of Rapids, 206 to 220 miles.

Most of this distance is on the flats next the river, where work is light; 2^ miles
of heavy work occur in clay, sand and gi-avel. Some river protection is required.
The only large stream to be bridged is the Barriere, 350 feet wide. The curves are
eas-y and grades light.

Head of Rapids to Kamloops, 220 to 255 miks.

This section includes two side hills, one five miles and the other 3J miles long, on
which the work is heavy. Tne rest varies from medium to light. Near the 254th
mile the South Thompson, 500 feet wide, is crossed close to its confluence with the
North Thompson. The grades and curves are light.

Kamloops to Savona's Ferry, 255 to 280 miles.

From Kamloops the line follows the Thompson River for seven miles, with easy
work and gradients, to Kamloops Lake.

In following down the south shore of the lake, Cherry Creek Bluff and some
others of bold irregular outline have to be passed, entailing ten tunnels of a total
length of 4,475 feet, principally in rock, all of it heavy — and eight miles of it exces-
sively so. In passing the bluffs it was found necessary to use curves of 955 feet
radius, and gradients of 1 per 100 are of frequent occurrence. No large streams
have to be crossed.

Before the survey was commenced, the Thompson River was examined from the
Clearwater to Kamloops, with a view to deciiding whethjr i!. would be better to have
the line located on substantially the same line surveyed in 1872, which crossed the
Thompson River a little above Clearwater, and continued on its left bank to Kam-
loops, or to follow down its right bank and cross the main Thompson River between
Kamloops and Kamloops Lake.

The latter line would bo the shorter of the two, but that advantage was con-
sidered to be more than counterbalanced by the increased length of bridging, and the
line was therefore located down the left or eastern bank.

It is still, however, possible that a better line could be had by continuing down
the right bank, keeping on the north side of Kamloops Lake and crossing the
Thompson River a short distance below Savona's Ferry ; for, by adopting that line,
or a modification of it, the distance would be shortened about three miles. Battle
Bluft", on the north side of Kamloops Lake, would have to be encountered, which is
a formidable obstacle, but might, on a closer examination, prove to be even less so
than Cherry Creek Blutl', on the south side of the lake. The relative merits of the
two lines can only be decided by a survey.

^acona's Ferry to foot of Black Canyon, 208 to 308 miles.

Of this distance six miles may bo classified an light work. All the rest is on the
face of benches rxljacent to the River Thompson, causing heavy work which requires
piotection from \v!'.sh at many points. Tlie proportion of rock work, however, is
not large, ^ear the 307lh mile a ridge of rock forming a sharp bend in the river
necessitates a tunnel 550 feet in length. No large streams have to-be crossed. Curves
of 1,146 feet radius were frequently used. The grades are undulating and short,
requiring in several instances 1 per 100.

Foot of Black Canyon to Spence's Bridge, 308 to 327 miles.

This section is partially similar in character to that last described. Through
nearly half of it the work is of a light character and the balance heavy, requiring
river protection at many places. There is but little rock oxcavatioD,

The carves are nainerons, 955 feet radius being the sharpest. The grades
undulate.

Near the 326ih mile the Eivcr Nicohi, 300 feet wide, has to be bridged. The
Thompson Eivei-, throughout its entire length, is subject to freshets, which usually
occur between May and July, when it exceeds its winter level by 10 or 12 feet. But
as the ice breaks up and passes off in March or April, when the water is still at a
low stage, no danger need be anticipated from this source.

Spence's Bridge to Lytton, 337 to 350 miles.

The valley of the Thompson lliver for most of the distance is narrow, and the
line is located along the face of the steep side hills, advantage being taken of benches
at a few points where available. Tiie work may be classified as heavy, with a large
proportion in sand gravel and boulders. The River Nicomen, 150 feet wide, and a
few rocky ravines, are the only places requiring structures of importance. Several
curves of 1,146 feet radius and two of 955 feet radius represent the heaviest curva-
ture. The grades are undulating and easy, there being but one mile of 1 per 100.
The worst feature on this section occurs near the 833rd mile, and is known as the
Mud Slide. It commences at a height of 1,900 feet above the line and about two
miles distant, and extends down the mountain side to the Thompson Eiver where it
terminates abruptly in a bank about 1,000 feet in length and 40 feet in height. At
the point where crossed by the line, it is 1,000 feet wide, and the average forward
movement per annum is about eight feet at the centre, decreasing gradually towards
the sides, it is apparently caused hy springs near its source, which disappear into
the ground, reappearing, at intervals, causing the earth, which is strongly impreg-
nated with alkali, to dissolve to the consistency of soap, thus forming a lubricator
between the bed-rock and the mass of earth above. By careful drainage of these
springs near their source, and divertingthem elsewhere, the slide can doubtless be so
far stopped as to cause but little inconvenience.

Lytton to crossing of the River Fraser, 350 to 356 miles.

The line descends gently on sand and gravel benches, with heavy work and
much curvature for 5f miles. It then crosses over to the right bank of the River
Fraser and continues down that side all the way to Burrard Inlet. The crossing of
the Fraser is 500 feet wide at formation level and about 120 feet above low water
mark, and can be bridged by one span of 275 feet, the abutments of which can bo
founded on rock ledges several feet above the river at its low-water level.

Immediately after passing the river, and on the same straight line, there is a
tunnel 600 feet long through a rock bluff.

The dry country referred to as commencing near the 182nd mile continues to
this point in a greater or less degree. It is especially marked between Kamloops
and Spence's Bridge, where the country is sparsely timbered ; and with the excep-
tion of bunch grass (which is peculiar to dry climates) nothing can be produced
without irrigation.

r - ; Crossing of River Fraser to Boston Bar, 356 to 379 miles.

The work is heavy throughout this section, being in rock for upwai*ds of one-
third of the distance. The Na-ah-latch River, 120 feet wide, and about twelve large
ravines have to be crossed. The curves are numerous, but none shorter than 1,146
feet radius. The grades undulate, and the maximum 1 per 100 has often to be
used.

Boston Bar to Yale, 379 to 403 miles. , ^

At Boston Bar the line enters the Canyons of the River Fraser, which extend to
Yale. Five miles of the distance is over benches with medium work, and' the rest
on a broken rocky side hill or along the face of almost perpendicular bluffs, entailing
heavy rock excavation ; and 13 tunnels, the united length of which is about 5,650
feet (=1-07 miles), the longest being 1,550 feet. The largest streams on this section
ai'o the Skuzzy, 80 foot, and the Spozzum, about 100 feut wide, and throe othoi*
20;-5

smaller streams. There is one curve near Yale of 820 feet radius on a level ; with
this exception, 1,146 feet is the shortest radius used, Th« grades iindulato, and there
are about seven miles of one per 100. Near the 384th raiie is a ravine down which
Bnow sometimes slides, but as the grade is high, and provision has been made for a
bridge at this point, the snow can pass underneath without danger to the super-
structure.

Yale to Sister of Bocks, 403 to 413 miles.

The work is moderate, being chiefly on gravel benches, with easy undulating
gradients, and a small percentage of curvature, five creeks have to be bi-idged which
vary in width from 40 to 100 feet.

Sister Books to Flat below Hope, 413 to 419 miles.

Prom Sister Rocks for a distance of six miles to a flat throe miles below Hope,
the work is heavy, with a considerable number of sharp curves on undulating gra-
dients principally 1 per 100. There are three short tunnels, amounting in the aggre-
gate to 1,275 feet.

Fiat below Hope to Harrison River, 419 to 444 miles.

The work on this section is moderate, four-fifths being on benches and flats, and the
remainder along bluify and broken side hill, with one tunnel 230 feet in length ; one
creek 100 feet wide has to be crossed. At the time of high water the too of embank-
ments will be subject to flood at several points, but no apprehension need be felt as
to stability of line, as those banks will be of rock, and in no case subject to wash.

Harrison River to St. Mary's Mission 444 to 462 miles.

Eleven miles of this work varies from medium to heavy, with a small proportion
of rock ; the other seven miles are on a low flat, liable to an overflow at extreme
flood of from three to twelve feet, entailing heavy works. The principal streams to
be bridged are the Harrison with a waterway of 900 feet, and an extreme depth of
27 foot, the Hatzic 1,400 feet wide varying from 6 to 14 feet in depth, and one other
stream 100 feet wide. The grades are undulating and curves easy.

St. Mary's Mission to Pitt Meadoivs, 'i62 to 4S2 miles.

This section of the line is generally close to the northern bank of the Frascr
Eiver, five miles of it may be classitied as medium, the remaining distance heavy
with little rock. Stave Kiver, 1,000 feet wide and 20 feet deep at the centre with
Kanaka Creek, 400 feet wide, are the largest rivers to be crossed. The alignment and
grades are easy.

The country was explored for some distance back to ascertain the practicability
of carrying the line in rear of some partially detached hills which abut on the river,
by which the line would be shortened considerably, and some extensive works of
bridging and protection avoided. It was found, however, that the hills above refer-
red to were connected with the range of mountains in their rear by high ridges
which rendered it impossible to locate a line there with moderate grades.

Pitt Meadoics to Port Moody, 482 to 493 miles.

This section includes the Pitt Meadows, which are four miles wide, and subject
to an overflow at extreme flood of about 7 feet in depth, requiring expensive works
of construction. The remainder of the work varies from medium to light, without
rock excavation, so far as known. Where the line crosses the Iliver Pitt it is 1,000
feet wide, and varies from 5 to 45 feet in depth. The Coquitlam, 200 feet wide, is the
only other stream of importauce. The curves are easy and the grades light.

' The head of Port Moody is reached at 491J miles, but that place beiAg unsuited
for wharves owing to large mud flats which are left dry at low water for a consider-
able distance from the shore, the lino was continued to the 493rd mile, where suoh
objections do not exist.

To extend the line from Port Moody along the southern shore of Burrard Inlet
to Coal Harbour, which is juett inside the entrance.the distance is 12 miles,and to English
Bay, three miles additional. On this section some rock spurs extend to the waters edge,
entailing some heavy cuttings.

The grades are easy and curves light, From the foregoing it will be observed
that 1 per 100 is the maximum gradient used, and that some of the heaviest works
met with in the exploratory surveys have boon considerably reduced, the aggregate
length of tunnelling being now 2^ miles. A considerable portion of these reductions,
however, have been effected by introducing more curvature and sharper curves at a
few points than had heretofore been employed, one of these being 716 feet radiu!>, and
several 820 feet radius, but they were usei only in localities, where the line is level
or the gradients of trifling ascent. It is probable that a revised location in many
places would show an improved line with a considerable reduction of the works.

In passing the Cascade Mountains on this route the ravine near the 384th mile,
already referred to, is the only placj where snow is now known to slide from any
considerable height across the proposed line of railway, heavy drifts occur at various
points whore the configuration of the ground favours their formation, and will entail
the construction of snow sheds. The hill sides were carefully examined for traces of
avalanches, but none were found, and this result was corroborated by the testimony
of people residing in the neighbourhood, who travel the road continually. No damage,
therefore, need bo anticipated from this source. On that portion of the line, however,
in the Fraser Valley, above Tote Jiiuno Cache, the mountain sides are very steep and
are grooved at places by avalanches of snow, timber and loose rock.

Grades.

Annexed is a table of gradients from the summit of Yellow Head Pass to Port
Moody, from which it will appear that 185 mile's are practically level, a portion being
on grades of 5 feet per mile or less. Ascending eastward there are 66 miles of
gradients ranging from 43 to 52.80 feet per mile, 9^ miles of which are included in the
firat 38 miles, and arc, thei-efore, common to all routes through Britiwh Columbia.

Between the 38th mile and Port Moodj' the longest stretch of 1 per 100 oi- 52.80
feet per mile ascending eastward, is 3J miles, and the longest ascending westward is
2f miles.

Lest the large number of grades a&cending westwards should convey a wrong
impression, a diagram has been prepared on a scale of 10 miles to the inch, horizontal,
and 500 feet vertical, by which it will be seen that these undulations are in many
cases so short that the impetus acquired before reaching the foot of the grade will
carry a train most of the way up it. .

Bill of Works.

The accompanying bill of works includes everything considered necessary to
complete the railway to formation level, with iron bridges and durable structures
similar to those on the Intercolonial line.

Through that portion of the interior plateau before described as subject to a very
limited rainfall, the gravel cuttmgs have, in many instances, been estimated with
slopes of 1 to 1, which is con-iderod suflicient to j-ender them safe in the arid district
where they occur ; the natural slopes of the same material in this district being
much steeper.

I ha\^ the honour to be, Sir,
i Your obedient servant,

H. J. CAMBIB,

Engineer in charge of Surveys in British Columbia.

Sandford Fleminq, Esq., C.M.G.,

Engineer-in-Chiuf Canadian Pacific Railway.

'■:■''.

o
PQ

■;«

t '■

■*3

©i

1— 1

•n

i-i

43
■♦J

C
(S

•

a
S

o
o

c9
»
faO

-S

■001
0% 08 0J9AO

00 '^tOOO
t« ro i-H -^

•a 6 00 do

•080

•OiO
0^ 090J3AO

•090
0% 090 JOAQ

OICOOO tM
i-lt- M W

o -- o «
CO mo A

•OS-0
0^ 0^0 J9A0

•0^0
0| OSO JaAQ

•oeo

o» OZ-O J3A0

o w >aoo»<

>^ r-( © N ©

e« 00 r9 u) op
©ipt-<p ■*

OC4CP Ate

0> — O M CO

o ei --I N e»

CO t- 00 Cfl ©

^- o © u) ©

•ozo

0% 010 JaAQ

C» ^ © lO CO 'H

a> m o a)t^ >o

A( .H O O « ^

•00- 1
0) 08-0 JaAQ

•08-0
0% OiO JaAQ

^ w ©coco
e«i C4 00 w 00

CO
CO

CO lo 03 o >a
!>• c» CO esi N

•ozo

0| 09-0 WAQ

t- CO CO ^

C4 la a> CO

•090
0% 09-0 JaAQ

090
o» ot-0 J3A0

•0^-0
01 oe-0 JOAO

00 ^ © O) P-* CO

rt coe^ M o i^

CO •-< to "-i N
© © CO CO CO

CO
A

COCO -< Ttieo 1-1

■*lO OICO oo

©^- coy CO

•oeo

o; 0Z-0J3AO

t-i- t-e« CO

t- rHOO op ■J<
i-( W ■^ »H fH

•oz-o

O? OT-0 MAQ

•001 Jsd

01 OJ dn puB |9A31

OS -^ogis
«o w w ■^

« TllOCO

! «>

■9"

iH coea CO

C4 AOO CO

CO -^ N ^ .^
rH CO "^ CO ^

CO
0>

-"5

V a

s
s

a
OQ

<> 4> 0)

2oQa

goo

«> o

« o

s
o o o « a,

o a^
8S§-5"

i-l ^ f-i g 5 ~

MMja §05^

«f M w ^ f-^ ^

•S "

- a (3

*• 00 •■"

•3S.2

as*^

as —

- 02
rSlSa

5T. .-.,.■::- ;■".:^.^■

„■ ■ .,— ^— -^^, ■ t — - - - -

CANADIAN PACIFIC RAILWAY.

BRITIBH OOLUHBIA DISTRICT.

ROUTE NO. 2.— 492 ,«j miles.

Bill of Worhs, Ptrmanent Structures.

Description. Approximate quantities.

Clearing Acres 5,500

Close cutting " 240

Grubbing « 170

Fencing Rods 56,600

Cuttle guards Pairs 38

Solid rock excavation Cubic yaixls... 3,294,000

Loose " <' ... 1,687.000

Earth excavation « ... 23,159,000

" in stream diversions " ... 142,000

" in foundations '< ... 59.000

Under drains Lineal feet.... 22,000

Masonry, first class Cubic yards... 104,450

" second class " ... 119,300

Paving « ... 26,000

Masonry in retaining walls " ... 154,000

Bridge spans, 275 feet clear Number 1

108

Line tunnels, in rock, Lineal feet.... 13,855

Stream tunnels, 12 feet diameter " ... 500

*^ f " « ... ftflt

" 6 " « ... 812

Crib wharfing, 12 to 16 feet high " ... 22,000

6 to 10 « « ... 15,400

Rip-rap Cubic yards... 114,000

Timber in culverts, 16X12 Lineal feet.... 10,000

16X 8 « ... 7,400

16X 6 « ... 5,000

" 14X12 •' ... 2,000

12X 8 " ... 1,400

Timber flatted to 12 inches " ... 1.000

" 6 inches <« ... 4,000

Plank B'd Measure . 100,000

Wrought iron in beam culverts Lbs 10,000

" in trestles " 136.800

Cast iron in culverts and trestles. " 4,000

Deviations of waggon road Miles 7

Bridge for " Number 1

Under crossings « 4

200

((
((
((
((
(I
(I

APPENDIX C.

EXPLORATION FROM PORT SIMPSON VIA THE BIVER SKEENA TO FORT OEORGB
BY H. J. CAMBIE, IN THE YEAR 1877.

(Memorandum.)

Ottawa, April 23rd, 1878.

No harbour was found at the mouth of the Eiver Skeena suitable for a railway
terminuH.

Fort Essington, which is situated about 14 miles up the river, has been used by
small coasting steamers, but is liable to the following objections : —

About seven miles below that place the Slceona is divided by McGrath and
Kennedy Islands into three channels.

The northernmost is tortuous, and contains reefs of rock which unfit it for
navigation; the central is very shallow, while the southern has only about two
fathoms of water when tide is out. Were it even practicable to reach Port Essing-
ton with largo vessels, it was ascertained from throe traders who have each resided
at the mouth of the River Skeena for upwards of six years that that port is unsafe
as a harbour during the months of December, January and February, and sometimes
even longer, owing to the heavy masses of ice which drift up and down with the
tide.

This ice is principally from an inlet named the Eckstall which branches from
the Skeena about half a mile above Port Essington and extends S.S.E. for about 40
miles into the mountains. It has numerous flats when the tide is out; the water is
almost fresh, with very little current, and a rise and fall of tide exceeding 20 feet.
Heavy snow storms during cold weather in such a locality cause blocks of ice to
increase rapidly in thickness and attain such a size and weight as to endanger ship-
ping and stop navigation.

There is fair anchorage in Cardena Bay at southern end of Kennedy Island, near
the mouth of the Skeena, but it would be impracticable to cross to that island with a
railway line and extremely difficult to reach a point on the mainland opposite the
bay.

Port Simpson, at the northern end of the Tsimpsean Peninsula, is well known,
and seems to answer all the requirements for a terminal harbour.

The distance to Port Simpson is probably eight miles greater than to a point on
the mainland opposite Cai"dena Bay, but the obstacles to the construction of a railway
lino are not so great, and the cost of building it would probably be less.

About 100 miles above Port Essington the Skeena Valley bends to the north-
ward, and about 60 miles further up the Watsonquah, a large tributary, which rises
near Lake Francois, enters it from the south. By following this valley a line can be
found to the sources of the Nechaco with easy gradients and a low summit. The
distance would bo shortened about 70 miles if a pass could bo found leading directly
east, from the bend before mentioned, 100 miles above Port Essington, instead of
following round the vallies of the Skeena and Watsonquah Elvers.

An exploration was made with that object, and several valleys were examined,
but without success. The southernmost and only direct pass has a summit moi*e
than 6,000 feet above sea level. The more northern ones are not so high, but are
still impracticable.

The only available line, therefore, from Port Simpson towards Fort George must
follow the northern side of the Tsimpsean Penin^la till the valley of the Skeena is
reached, ascend that valley 150 miles to the Porks, and continue up the valley of its
tributary, the Watsonquah, 120 miles to the sammit. Thence it ebould descend thq

3i)

vallflys of tho Intnquah, Nocliaco and Stewart Rivers to the lino already Hurveyod
near Fort George. Tiio distance by this route to the summit of Yellow Head Pass,
would bo about G!)0 miles. .

Engineering Features.

From Port Simpson along tho southern shore of Works Canal, and across the
dividing lidgo — 275 feet high — to the banks of the SIcecna, a distance of 35 miles,
tho work would be expensive, being principall_y in rock.

For the next 40 miles the line would follow up the right or northern bank of tho
Skeona. The valley varies from one and a half to two miles in width, but is inter-
sected by a net work of channels which extend to the base of the hills on either side,
forming islands almost without number, and leaving no continuous flat between tho
base of the hills and the river. The work would be very heavy, as tho mountains
are lofty with steep rocky sides, which are swept by avalanches at about twelve dif-
ferent places. It is probable, however, that there would be little tunnelling required,
tho water being shallow so that rock embankments could be built round tho face of
bluffs where such abut on the river.

Up to tho Kitsilas Canon some 40 miles farther, the valley for perhaps half tho
distance, continues to bo of the same character cut up by channels from one side to
the other, and tho works would still be heavy and in rock, though the hill sides are
less steep. For the remainder, there are either low flats or benches between the hills
and the river whore tho works woild be moderate.

There yet remain 30 miles before the loftier ranges of the Cascade Mountains
are passed, and tho works on a part of that distance would bo heavy, as the rocky
side hills descend to the river's bank. The larger part would be on benches, i-anging
from 10 to 60 feet above the river, on which the works would bo moderate.

AI)ove this point tho mountains recede from the river, and for the next 35 miles
the valley attains a considerable width. The benches next the river vary from 10 to
100 feet in height. The works would be moderate and in many places light.

Tho description has now boon carried to tho forks of the Skeena, about 180 miles
from Port Simi)son, and about TOO feet above sea level. The ascent is gradual for all
that distance, and the grades would be easy, but require many undulations in order
to take advantage of the most favourable ground.

The river Watsonquah, from its mouth at the Forks up to the Indian Village of-
Kyaghwilgate, a distance of 27 miles, is rapid, and runs most of the way through a
deep ravine, which at some places assumes the character of a canon. The works
would be generally heavy, but some exceedingly so with stiff gradients and sharp
curves would bo required occasionally.

From Kyaghwilgate upwards the valley is favourable for railway construction,
and the works would bo moderate with easy gradients for about DO miles, where the
line passes over the summit between tho waters of the rivers Watsonquah and Intah-
quah, tributaries respectively of the rivers Skeena and Fraser, which is distant from
Port Simpson about 300 miles, and at an estimated elevation above sea level of 2,400
feet. Thence by tho valleys of the Intahquah Eiver and Fraser Lake to the junction
with the line previously surveyed from the Yellow Head Pass, in tho valley of tho
Nechaco, tho works would be moderate and grades easy.

Character of the Soil.

Round Port Simpson there is a limited-area of land fit for cultivation, where tho
Indians have numerous potato gardens. Many of the Islands in the lower part of
the Skeena are composed of rich alluvial soil, but they are usually overflowed at time
of freshet. For 15 or 20 miles below the Forks and some distance above that place,
the valley of Ml Skeena is several miles in width. The land is of fair quality and
co\orcd with a light growth of poplar, birch and spruce.

Mr. Hankin, a trader at the Forks, had a very fine crop of oats which was
almost ripe on July 31st. He and others had at tho same time some fine potatoes,
turnips, carrots and cabbage. They had each purchased a short time previously a

smuU herd of cattle as an experiment, and proposed cutting liuy in some of the natural
meadowH for their sustenance during the winter.

The slopes of the Watsonquah throughout its entire length are in part prairie,
nnd sustain a magnificent growth of grass suitable for pasture. The roots intertwine
and form a sod, which would prevent its being killed oft' like bunch-gross in case
cattle or sheep were allowed to crop it closely.

This valley, however, is subject to frequent frosts during summer which render
it unfit for agriculture.

Timber.

A tree commonly called Yellow Cypress, is found on the lower Skeena which
has great strength and density of fibre and is said to be extremely durable, but the quan-
tity is limited. The same remark would apply to hemlock and cedar, though
they wore seen in some places of great size.

On most of the islands subject to overflow in the lower Skeena, th(re is a fine
growth of Cottonwood which may be utilized at some future time for the same
purposas to which basswood and whitewood are applied in the Province of Ontario.

Snow FaU.

The Cascade Mountains, where the Skeena breaks through them, consists of two
principal ranges, which are separated by a valley extending from the Kitamat arm
of Gardner's inlet in a northerly direction to the Tliver Naas. 'i'he snow fall in the
westernmost of these ranges sometimes reaches a depth of 10 feet or upwards, and
the avalanches before alluded to occur there. The other range commences a little
below the Kitsilas canon and extends about 30 miles above it ; here the snow fall
would avoroge 6 or 7 feet. From the Forko to Fraser Lake the snow rarely .exceeds
3 feet in depth.

Minerals.

Marble was seen in beds of great thickness near the mouth of the Skeena, and
again about 85 miles from the coast. Some ores of copper and lead were also observed,
but not in veins of any great thickness.

APPENDIX D.

IIEI'OKT BY MK. WABCU8 SMITH, ACTING ENUINKJSE-IN- CHIEF, ON TUB SURVEYS AND
EXPIiOUATIONS WITH IlEFEHENCE TO THE LOCATION OF ,TIIE WESTERN SECTION
I OF THE LINE.

CANADIAN PACIFIC RAILWAY.

Office of the Engineek-in-Ciiief,

Ottawa, 29th March, 1S18.

Sir, — I have the honour to submit a report on the results of the Surveys and
Explorations made in the Central and Western regions since the date of Mr. Fleming's
last report, Januar}', 1877.

In that report, comparative estimates are given of the cost of construction of
several lines, branching out of a common route, from Yollowhead Pass, in thellocUy
Mountains, westward, and terminating at different points on the Paoitic coast.

Of these several lines, only three are now under consideration ; and in the report
above referred to, they are estimated as follows, vide pages G2 and 63 : —

Boute No, 2.

Following the North Thompson, vid Kamloops, to Lytton, and by the Lower
Eraser to Port Moody, iiurrard Inlet, 493 miles. Estimated cost of construction,
$35,000,000.

Boute No. 6.

Following the Upper Eraser to Fort George, and by the Elvers Chilacoh, Nazoo,
and East Homathco to Waddington Harbour, Bute Inlet, 546 miles. Estimated cost,
$33,000,000.

Route No. 8.

Vid the Upper Eraser, Fort George, Rivers Chilacoh, Blackwatoi- and Salmon to
Kamsquot Bay, Do: n Inlet, 488 miles. Estimated cost, $29,000,000.

Thtse estimates, as stated in the Report, " include everything deemed necessary to
complete the grading of the Railway, with solid embankments, iron bridges, and,
gene^all3^ with durable structures equal in point of character to those on the Inter-
colonial line.

Also the cost of ballasting, permanent way, rolling stock, stations, shops,
snow sheds and fences, indeed all the supplemental expenses indispensible to tlio
construction and completion of a line similarl}' equipped and equal in etficiency and
permanency to the Intercolonial Railway, and basing the calculations of cost on
precisely the same data, the same value of material and the same average value of
skilled and unskilled labour, as obtained on that work."

There is great probability that these estimates will prove to be too low for tho
class of work referred to, as the price of labour of all kinds rules much higher on the
Pacific slope than on the route of the Intercolonial Railway. The cost, however, can
be kept down by using stone and iron only for the larger structures, and culverts
under high embankments. There is plenty of timber to be had alongside the lino for
constructing and renewing the lighter structures when necessary. But, as the
increase of cost, if any, would be proportionate on each route, these estimates were
believed to present as fair a comparison of the several routes as could be arrived at
with the date then obtained.
20;— 6

These data, however, being imperfect, owing to the loss of plans and profiles of
a portion of the route No. 2, in the tire of 1874, which destroyed the Engineers' Offices
at Ottawa, it was deemed advisable to have a re-survey made, and during the past
season seven parties have leen engaged in that work.

A very close location survey has been made, and every eifort has been employed
in the endeavour to reduce the cost of construction to a minimum. By the intro-
duction of a large number of exceptionally sharp curves a considerable quantity of
tunnelling and rock excavation has been avoided ; further, the line has been carried
at points so close to the rivers as to require protection works against floods, while the
inclination of the slopes, instead of being l^ to 1, as on the other routes, has been
frequently increased to 1 to 1, in order to reduce the amount of excavation.

From the quantities thus obtained, an estimate of the cost of construction has
been made out at the same rates for labour and materials as on the other routes.
According to this estimate the comparative cost of the three lines would stand as
follows :—

Boute No. 2.

From Yellowhoad Pass via the Eivors Thompson and Fraser to Port Moody,
Burrard Inlet, 493J miles ; estimated cost, $36,500,000. If carried to English Bay,
508 miles, $37,100,000.

Boute iVo. 6

From Yeilowhead Pass by the Upper Fraser and the Rivers Chilacoh, Nazco and
East Homathco, to Waddington Harbour, Bute Inlet, 546 miles, $34,000,000.

Boute No, 8.

From Yeilowhead Pass by the Upper Frazer, and llivers Chilacoh, Blaekwater,
and Salmon, to Kamsquot Bay, Dean Inlet, 488 miles, 630,000,000.

In Mr. Fleming's estimates, an allowance was made for possible reductions in
locating for construction. On information since obtained, however, a revision his
been made, and the present estimates are believed to represent very fairly the com-
parative cost of construction on the several routes.

But, besides the cost of construction, other points bearing on the selection of the
route have to be considered. The chief of these are : —

1st. The extent and quality of the lands fit for cultivation traversed or brought
within easy communication with the seaboard.

2nd. Access to the mineral districts, whei-e mining is now in successful opera-
tion.

Sixl. The character and geographical position of the harbour at the terminus, and
its fitness for commerce, both foreign and domestic.

These mattera were discussed in a previous Reporf, but the enquiry was then
limited to the country lying between the Yeilowhead Pass and certain points on the
Pacific Coast; during the past season, however, additio.ial information has been gained,
and a new route has been explored by another pass through the Rocky Mountains
which diverges from the existing lino at a point a little to the west of Lake Winni-
pegoosis. Accompanying the present Report is a map shewing the several linos
referred to, and coloured to shew the general character of th*soil in ditferont regions,
as explained in the margin. The mileage, in former Reports, is carried on from
Fort VVilliam (Lake Superior") to Yeilowhead Pass, and for convenience of reference,
the Hxmo arrangement is adopted here.

Southern Route (No, 2 of former Reports) vid Yelhwhead Pass to Port Moody,

Burrard Inlet.

Tho line located for construction crosses the Eed River at Selkirk, 410 miles
from the starting point at Fort William, thence it takes a north-west course and
continues in an almost direct line to Northcoto — 629th mile — at the north end of i>uck
Mountain. This is the point at which tho line by tho Pine River Pass would
diverge. Thence the located line takes a westerly course up the valley of Swan River,
to Livingstone, a few miles north of Fort Pelly.

Up to Doyle Station at the 613rd mile, the line has passed through what has
been termed tho fertile or wheat growing belt, shewn by butt' colour on the map,
stretching away to the north-west, beyond the Peace River. It now crosses a tract of
soil lighter and pooroi', but yet, in parts, suitable for settlement up to the 815th
mile.

Between Humboldt and Battleford — 815th to 961st mile — the line touches the
northern limit of the Great Plains (coloured mauve) which stretch away southward to
the International Boundary, and are principally prairie. The soil in parts is alka-
line and saline, in others fit for the plough and for pasture, but owing to tho want
of wood and good water, settlement would be practicable onlj at intervals. Indeed,
throughout the whole of this region, the surface water is bad and scarce, except in
the early spring.

Between these plains and the fertile lands to tho north of the Saskatchewan,
there is a region of prairie, (coloured green on the map), interspersed with poplar
copse, on a loamy and sandy soil, piodiicing good crops of grass and wild pea-vine ;
the surface water being generally abundant. A fair proportion of this is suitable
for agriculture and settlement.

The line enters this district a little to the west of Battleford, arid reaches its
western boundary about the 1130th mile. In this distance of 165 miles there is
probably about an equal division of poor and sandy soil and of land fit for settlement.
From the 1130th mile to the crossing of the River Pembina at the 1267th mile the
soil is a heavy, rich loam, suitable for wheat growing, with very luxuriant vegeta-
tion, nearly identical with that of Ontario, abounding with streams and fresh water
lakes, and clothed with a continuous forest of poplar and spruce. In places, the
country is swampy, but it can be drained without difficulty.

At the River Pembina, rock is first seen on the surface — it is a sandstone, with
coal seams underlying. Between this point and the Yellowhead Pass- -1267th to 1453rd
mile — the altitude is generally over 3,000 feet above sea level ; the soil is cold and
wet, with numerous muskegs ; it is densely covered with poplar, occasional belts of
spruce being interspersed with strips of Banksian pine on the gravelly ridges. This
tract is unfit for settlement.

The summit of the Yellowhead Pass— altitude 3,720 feet — is the eastern boun-
dary of British Columbia ; and as this Province has formed a separate division of
the surveys, a new mileage is commenced from that point to the Pacific coast.

Prom Yellowhead Puss to a point within a few miles of tho confluence of tho
two branches of the Thompson at Kamloops — about 235 miles — the country is unfit
for settlement. The Upper Frascr, Albrcda, and Thompson Rivers flow through
narrow, deep, and rock-bound valleys, with scarcely an acre of land fit for cultivation ;
though in some parts they are well wooded with spiuco and cedar of large size. The
Cariboo gold mines lie at no very great distance to the norlh-west of this part of the
route; but a high and impassable mountain range intervenes.

At Kamloops, the line is fairly on the elevated, undulating, plateau between the
Rocky andCa-cade Mountains; — a belt, varying from 80 to 160 miles in breadth, and
stretching from tho International Bonndaiy line, on tho south, across the Province
in a north-westerly direction to the watershed of the continent, between the 64th
and 55th parallel ol north latitude.

This belt is generally on a volcanic foimution, and varies from 3,000 to 4,000
foot abov) the level of the sea; it ha^ boon deeply furroweJ by water courses; and

the altitudes of the main valleys range from 1,000 to 2,000 feet above the sea. On
the south-cast portion there is little rainfall, but the soil, though dry, is rich, and
produces luxuriant crops of bunch-grass, which is very nutritious, and ripens, as it
stands, into natural ha3\ The snow in this region rarely reaches over two feet in
depth, and cattle thrive on the bunch-grass during the winter, very seldom requiring
any other feed.

The bunch-grass extends up to about the 53rd parallel of latitutle, beyond which
the rainfall increases, and blue-joint and other kindred grasses take the place of the
bunch-grass.

In the bottom lands of the valleys and on the bcfiches adjoining, the soil is very
1 ich, producing excellent wheat and other cereals, as well as vegetables. These lands,
however, are scattered throughout the plateau in isolated patches, and beai' a very
small proportion to the whole area. They genci-ally require iri-igation, which can
only be obtained to a limited extent.

The Central, or Bute Inlet route, branches out of the one under consideration
near Tete Jaune Cache ; and a line drawn from this point, so as to make an equal
division of territory between them, would cross the Cariboo road near the east end
of Lac La Hache and the River Fraser, near the mouth of Canoe Crook.

This would give a breadth of fully sixty miles on the north side of the Southern
line, and about one hundred miles on the south of it, embracing an area of about
15,000 square miles.

Nothwithstanding the advantages of its position, as being on the loute to the
gold mines, both from the coast and from the United States, the population of this
district is but small, although most of the lands available have been tak^en up.

By the construction of a railway to the coast a considerable impetus would, no
doubt, be given to the cultivation of cereals, which, at present find a limited market
at the centres of the mining industries. This is however, pre eminently a grazing
countr}', so that it seems probable that horses, cattlo and sheep would practically
continue to be, as now, the chief or only exports of the district. Those, in a free grass
country, transport themselves at a cheaper rate than is possible b}' railway.

The district is already fairly supplied with roads and good cattle trails, and in
Appendix F, page 117 of the Engineer-in-Chief's Heport of 1877, it is shown how the
watei- communication can, at small cost, be rendered available, from Lake
Kamloops to Okanagan.

From Savonas' Ferry, at the foot of Lake Kamloops, to Yale, the distance by the
line survej-ed for the railway is one hundred and twenty-three miles.

It is a few miles more by the waggon road, and it is evident that if this road
were improved and developed, when required, into some inexpensive kind of railway,
it would serve this district nearly as well as a line brought across the Itocky
Mountains at gicat cost.

Spence's Bridge, on the Eiver Thompson, is, by the located line, three hundred
and twenty-seven miles from the summit of Yellowhead Pass ; thence down the
Ilivers Thompson and Fraser, nearly to Fort Hope, a distance little short of one
hundred miles, the valley is a mere gorge in the mountains, with no land, save a few
garden patches, fit for cultivation, and oidy scant pa>turage on the hill sides; the
few houses on the road are only way-stations on the road to Cariboo.

Below Hope the valley begins to open up, and it bocomes several miles wide, in
places, before New Westminster is reached. The liottom flats are generally low and
])arlly praii-ie land ; the river meandering through them is occasionally divided into
channels or sloughs, forming numerous islands; these are thickly clothed with
cotton-wood, vine, maple, willow and other woods. There is good land on the
higher benches, though but little wheat is grown in the district. The reasons for
this, as given by the farmers, are : — The uncertainty of the weather during the harvest
se.ison, the alternate rains and hot sunshine causing the grain to grow in die ear
bclore it can bo housed ; and, further, that I hoy find it more profitable to raise stock,
coarse grains, hay, and fruit, and import their flour than to spend money in produc-
ing wheat, which, at best, would j)i-ovo to b(} bi^t an iijloripr article. The cuttl© ary

reared for the markets of Now Westminster and Victoria ; the hay and oats ai'e sent
to the loggiiifi; camjin, and the fruit to the upper country.

The total area of land in the valley is estimated at a little over 500,000 acres : *
of this but a very small part is under cultivation, and it will require much labour and
expense before any extensive increase can be obtained. The great bulk of the land
that could be most easily brought under cultivation, lies on the estuary of the river
below the point where the lino leaves the valley for Burrard Inlet; and most of the
balance is on the opposite side of the river to that on which the lino is located. Much
of this land is subject to overflow from the floods of the river and ft-om high tides in
the Strait.

Taken altogether, this is a very fine district, and in course of time will have a
considerable population ; but it is obvious that the reclamation of the low lying lands
is not to be brought about by a railway, but by means of dykes, embankments, pumping
machinery and such other works and appliances as have been successfully used on
lands in a similar condition.

Steamboats already ply between New Westminster and Yale (90 miles) twice a
. week each way, and would do so daily if there were suflicient traffic. These steamers
stop at any point on the river where desired for the collection of passengers or freight,
however limited in number or quantity ; a degree of accommodation greater than
could be afforded by any railway. The amount of traffic which the valley would
supply to a railway would be but limited, as its main products go seawards, and
four-fifths of the traffic, both of passengers and freight, which passes u]) into the interior
is in connection with the Cariboo Gold Mines, for the necessities of whose development
there must, and will ultimately, be found a shorter and better route from some point
on the coast further north. On the whole it does not appear that the prospects of
a railway on this route are encouraging.

The distance from Fort William (Lake Superior) to Port Moody, at the head of
the south arm of Burrard Inlet is 1,946 miles, and, if carried to English Bay, 1,961
miles.

Up to Northcote, 629 miles, the line is common to all the proposed routes westward.
Between this and the Pembina River — 1,267 miles — thesoil is variable, and, as above
described, only in part fit for settlement.

From the Pembina River across the Rocky Mountains, to a point near Kamloops —
420 miles — is totally unfit for settlement. There is another length of 100 miles in the
canyons of the Thompson and Fraser in a similar condition. So that from the River
Pembina, on the east side of the Rocky Mountains, to the proposed tei-minus at
Port Moody, a distance of 679 miles, there are 520 miles on which there is no land
fit for settlement, and on the balance most of the land of any value is taken up ; in
all this distance, therefore, there will scarcely be an acre within 60 to 100 miles of the
line at the disposal of the Government for railway purposes. The works, moreover,
will be generally heavy and costly.

Central Line, vid Yeltowhead Pass, io Waddington Harbour, Bute Inlet.

This lino diverges from that last described at a point thirty-eight miles west of
tho summit of Ycllowhcau Pass, and follows the Valley of the Fiaser down to Grand
Rapids, 181 miles from the Pass. Here the line leaves the Fraser and turns across
the north end of the Cariboo Mountain Range, crosj^ing Bear River at the 206th
mile. This river rises near Barkerville, the chief town of the Gold Mining District,
about eighty lo eighty-five miles from the point of crossing : the valley attbrding
facilities for the construction of a road. Tho line descendH to tho Fraser Valley on
the west side of tho Cariboo Range, by tho Willow River, and crosses the Fraser at
the 228lh mile. The lower i)art of the Willow River Valley, for u length of fourteen

* Calculated frum the map issued b/ the Chief Ooannisdipner of Lands and Works.

miles, is about threc-quartors of a mile wide, the soil being good both for agriculture
and pasture ; the elevation is 2,000 feet above the level of the sea. This is the first
land of any extent fit for cultivation met with since leaving Yellowhead Pass.

The line then crosses some rough ground on the right bank of the Fraser, and
reaches the Valley of the Stewart River at the 246lh mile, about nine miles west of
Fort George. At this point it is fairly on the elevated plateau, between the Rocky
and C ascade Mountains, already dosi-ribed on the other route ; in this district the plateau
is of low altitude, i-.-mging from 2,000 to 2,500 feet above the level of the sea. The
line crosses it in a south-weslcily direction by a series of valleys, rising gradually in
altitude to the foot hills of the Cascade Mountains, pushing through the latter by
the Valley of the Homathco, to the head of Bute Inlot ; the length from. Yellowhead
Pass being i)46 miles.

The portion of the grass region thus croi^sed is fully as extensive as that on the
southern route, and Im in part similar in character. Towards the north, however,
the rain-fall is sufficient, without irrigation, and there is more woodland and soil fit
for the plough.

Still, in proportion to the whole, the quantity of arable land is but small, thotigh
whatever there is, is available fir railwaj'' purposes and settlement with the excep-
tion of the immediate neighbourhood of the Cariboo Mines and the approaches
to them, where a population, about equal to that wh'ch would bo served by the other
route, is already located. It should be explained that the waggon road and the accom-
panying sottlemonts, followed the course of gold discovery up the Vallej^s of the Rivers
Fraser and Thompson to Cariboo; and as the supply of fai-m and other produce was
obtainable in sufiiciciit quantity' from the settlements on the existing road, no farther
extension has as 3et been made of road or settlements northward of that district. The
di>tance of the mines from the coast by the present road was long ag • felt to I o so
serious an inconvciiieiKe that a waggon road from Bute Inlet to the mouth of Ques-
nelle was piojected by the late Mr. Waddington, and 40 miles of a hoi-se trail were
actually constructed when a stop >vas put to the work through the massacre, by the
Indians, of the men engaged in its consti action. The proposed railway line follows
this route generally, passing within 48 miles of Qnesnelle.

On the whole, this route appeals much more favouiable than the other. As a
colonization lino it would bring a laige quaritity ot land into cultivation, and attbrd
much better accommodation to the gold mining district of C/ariboo, where the recent
developments in quartz mining give promise of a future of extraordinary prosperity.

The Aorthern Route, via Yellow Head Pass, to Kamsquot Bay, Dean Inlet.

This line is identical with the las", to a point in the Chilacoh Valley, 280 miles
from Yellow Head Pass, where it diverges to a more westerly course, striking the
Salmon Uiver at the entrance to the Cascade Mountains, and following the same
through the Mountains to Kamsquot Bay.

The length from Yellow Head Pass is 4-<8 miles, being 58 miles shorter than tho
last line. This is undoubte lly tho shortest practicable line across the Continent
from Red River to tho Pacific, ami can be constructed at the least cost; it is also on
the direct route to the coast of CJhina. Both of these last two routes have, however,
the same serious drawback as the southern line — the great length of sterile country
in crossing the Rocky Mountains, and the considerable stretches of indifferent land
which lie to the east of them. This objection was felt so stiongly, that the permis-
sion of the Minister was obtained last summer to extend tne projecte<i exploration from
the Skeona to FortCTCorgo, eastward, through tho Pine River Pass, as far as might be
possible during tho season. An examination was also made of a portion of that route
east of the mountains. The folk)wing are the results obtained.

Route by the Pine River Pass to Bute and Dean Inlets,

Thii routo diverges from the located line near N'orthcotc, at tho north end of
Puck Mountains, 620 miles from Fort William, Lake Superior, from which point,

following up tho Valley of the Swan Eiver about 30 miles, it would take a course as
diiet't as might be practicable, to a selected crossing of the Eiver Saskatchewan,
near Fort a hi Corne, passing on the way the head waters of Bed Deer Eiver, and the
Porcupine Hills.

Tho land in the Valley of Swan Elver is reported by the Surveyors to bo very
rich and of considerable extent; tho soil on the Basquia Hills is also reported good ;
while the belt between these hills and the Saskatchewan, extending fi-om the Prince
Albert settlement, above the Grand Forks, down to the Old Fort, a distance of over
90 miles, is exceedingly rich land.

From the Saskatchewan, the line would bo nearly direct to the foot of the Lesser
Slave Lake, skirting the north side of the Moose Hills, on. tho water shed of the
Beaver Eiver and passing the south end of Lac La Biche oi- Eed Deer Lake. Low
ranges of hills skirt the north bank of the Saskatclicwan from a point a few miles
above Fort Carleton nearly to Victoria; these are partially covered with groves of
aspen and willow; the soil is generally light, but is well supplied with streams of
clear water; the pasturage is good, especially in the neighbourhood of Fort Pitt.

Between these hills and the river the soil is generally sandy, and there are
numerous salt or alkaline lakes; but immediately north of the hills, the soil is stated
by tho officers of the Hudson's Bay Company, to be ver}' good.

There are numerous fresh water lakes, abounding in white fish ; but also numer-
ous muskegs or swamps that will require draining.

The writer drove out 16 miles northwest of Carleton, and found tho character of
the country gradually improving, aa he had been led to expect from the description of it
given by Mr. Clarke, the Chief Factor at the Fort, who has spent many years in this dis-
trict. An excursion was also made fi-om Fort Pitt to Lac la Biche. The south slope of tho
Mooso Hills, where the trail runs, is covered with a dense grove of aspen ; but in
crossing tho westend of these hills, a magnificent prospect opened out. Stretchingaway
to the east, north and west, as far as the eye could reach, there appeared a vast, undulat-
ing, grassy plain, rising in places into softly rounded hills, dotted and intersected
with groves and bolts of aspen mixed with spruce and tamarac and clump.s of willows.
This appears to have been formerly forest, which has probably been destroyed by
fire, decayed trunks of large trees being found on the hill sides. In tho hollows,
however, there is sufficient timber left for railway and domestic purposes. The
altitude, taken at several points, averages about 1,705 feet above tho sea level.

During three days, whenever the trail was left, gicat difficulty was found in
forcing a way through thick masses of grass and pea-vine, three to four feet in
height, and sometimes reaching nearly to tho horses' backs. As Lac la Biche
was noared. the country became more wooded, and the ti-ack lay through long
glades between belts of poplar and willows, passing a number of small freshwater
lakes.

There is a Eoman Catholic Mission at Lac la Biche, where they produce excellent
wheat, barley, oats and all kinds of vegetables ; there are about 40 families
settled round tho Lake, chiefly half-breeds, engaged in tho fur trade, and only culti-
vating enough of cereals and vegetables for their own use.

Between this point and the Lessor Slave Lake, the line crosses tho Eiver
Athabaska, This country has not been explored for the railway, but from informa-
tion gathered at tho Hudson's Bay Post and the Mission, it appears to bo rather rough
and broken, with low hills and muskegs, but po-isessing intervals of good land.

The line would follow either tho south oi north shore of Lesser Slave Lake, as
might be determined by tho Surveys. After passing that lake, it enters on a vast
region of groat fertility, extending far northward on both sides of the Peace Eiver,
and westward to Pine Eiver, which falls into the Peace near Fort St. John.

By this route, what is termed tho fertile belt, or wheat-producing i-ountrv,
oxleinis nearly three hundred miles farther to the west bofore tho Eocky Mountains
aro iea<diod than by the route over the Yellowhoad Pass; a corresponding reduction
being made in the breadth of storilo country to be crossed in the Eocky Mountain
district.

In crof sing the Peace Eiver country, the line is two degrees farther north than
on the parallel district traversed by the line to the Yellowhead Pass; but the
climate is much milder, horses wintering out on the natural pastures.

This may be due to several causes, the chief being the ditferenco of altitude,
which is here only about one-half that on the approach to the Eocky Mountains by the
other line ; piobably, also, the warm currents cS" air from the Pacific ocean produce a
favourable ettect. Our surveys show that the Northern Passes in the Cascade and
Eocky Mountains are less than 2,500 feet above the level of the sea.

The valley of Pino Eiver, from the Lower Forks, for 50 miles up, is one to two
miles wide ; the soil is good and suitable for agriculture and pasture.

This point is within 25 miles of Lake Azuzetta, near the summit, which is
estimated at 2,440 feet above the sea level.

Hei"e the valley is narrowed to half a mile, and is rather rough for about four miles
on the east side. On the west side the line would follow the narrow, rocky valley of
the Atunachi, about four miles, to wheie it joins the valley of the Misinchinca. The
latter is a tine flat valley, one to two miles in breadth, thickly wooded and containing
a considerable quantity of land fit for agriculture and pasture.

The line would follow down this to its confluence with the Parsnip, oi south
branch of Peace Eiver, which at this point is about 800 feet wide, and 5 to 8 feet
deep, with a current of 3 J miles per hour. Crossing this and a tongue or high
bench, in about eight miles the line would strike Lake Tutia, the lowest in a chain
of Lakes, in the valley of the Chu-ca-ca or Crooked Eiver, running nearly due north
into the Parsnip. At Lake McLeod the line is within 50 miles of Germansen Creek,
in the Ominica Gold District.

The line would follow up this valley, nearly south, for about 70 miles, to the
head of Summit Lake, near the divide or watershed of the continent, which, at this
point, is a swampy flat only 2,160 feet above the level of the sea ; the distance being
about three miles across to the Salmon Eiver, which the lino follows to a point near
the JVaser, there joining the located line from the Yellow Head Pass.

The distance from the point where the two routes diverge at Northcote, by the
Yellow Head Pass, to where they re-unite, is 1,081 miles.

By the Pine Eiver route it measures a little more on the map, but there Avill,
probably, be less curvature, and the apparent distance may possibly bo reduced.

Cost of Construction.

It is diflicult to form even an approximate estimate of the cost of constructioA,
without surveys, but the explorations across the Eocky Mountains show that a
very great reduction can be made on the rock and earth excavations by the lino
through Pine Eiver Pass as compared with the line by the Yellow Head Pass. On
the Summit there will be about eight miles of heavy work ; and also on the east
side, in crossing valleys of various mountain streams some heavy bridging will be
required ; but it is not expected that any rock cuttings or tunnelling will be necessary.
On the west side of the pass to the point of junction of the two linos the works will
be very light, and the cost probably not more than half that on the other line, mile,
for mile.

The bridging on both lines will be rather heavy in the central or prairie regio n
and on the eastern slope of the Eocky Mountains, but the number of very large
structures will be much greater on the southern than on the northern route.

We have sections of all the large rivers and valleys on the northern route, except
Smoky Eiver, which runs in a deep valley, near wnere it joins the Peace Eiver, hero
700 feet below tho level of the surrounding country.

The valleys of the streams falling into the Peace Eiver, however, decrease in
depth towards the Eocky Mountains, and it has been ascertained that by following a
valley on the east side, with an easy gradient, the Smoky Eiver can bo crossed at a low
level, whilst a similar means of rising to the level of the plain on the west side will
probably bo found.

On the whole, the cost of the woi'ks of construction on this route may be safely
estimated, so fur as our examination extends, as very considerably below that on the
other route.

Gradients.

The grndients on all the three I'outes may be considered favourable for a moun-
tainous country, the maximum being 1 per 100 or 52.80 feet per mile, with the
exception of a portion of the Bute and Bean Inlet routes, in passing through the
Cascade Mountains, where the gradients vary from 60 to 110 feet per mile. But as
these stiff gradients are all concentrated within a space of 30 miles on each route,
the extra tractive power required for heavy loads would not be very costly, and
would be compensated for in the easier gradients after the high plateau is reached ;
the gradients, moreover, are falling in the direction of the heavy traffic.

It is unnecessary here to analyse the gradients on each lino ; but on the whole it
is not considered that there would be any appreciable increase in the cost of working
the traffic on these two latter routes on account of the gradients. In connection with
this point, it may be here stated that the Central Pacific Railroad has a continuous
stretch of about 90 miles, with gradients rising 66 feet to 105 feet per mile.
The Baltimore and Ohio has gradients of 1 1') feet per mile, which are worked without
difficulty.

Harbours at the different Termini.

The selection of a harbour for the" terminus of the Railway engaged much of
the writer's attention during the four years he had special charge of the surveys on
the Pacific Coast. Every harbour was examined with the assistance of the
Admiralty charts; and from conversations on the subject with officers of the Navy
and of the Hudson's Bay Compan}^ who have navigated these waters for years, much
information was gained and communicated to the Engineer-in-Chief from time to
time.

From the information thus obtained, it is the strong opinion of the writer that
by reason of the difficulty of access from the ocean, there is really no harbour on
the coast of the mainland of British Columbia, with the exception of Port Simpson,
eligibly situated lor purposes of foreign commerce, and that in this respect, at any
rate, they are all inferior to the American Port, known as Holmes' Harbour, at the
entrance to Puget Sound, to which it is probable that more than one American
railway will be extended within a few years.

On the coast of Vancouver Ifsland, however, there are several harbours better
situated for commerce with Asia than any of the American hai-bourp.

Of the mainland harbours, Port Simpson is easily approached from the ocean,
and is the nearest to the coast of Asia of any harbour in British Columbia, whilst
it is fully 500 miles nearer to Yokohama than Holmes' Harbour in Puget Sound.
It has also been shown that the Railway could be extended to it without much
difficulty from a point in the surveyed line, west of the Rocky Mountains, to Bute
Inlet; the line, however, would be 140 miles longer. — ( TicZe Report of the Minister of
Public Works for 1877, Appendix, page 1S6.)

It should, however, be taken into consideration that the Japan current
flows south-eastward, parallel with the coast ; consequently, on the voyage
from China, eastward, the current would be favourable, but on tbe outward
voyage it would be the reverse. The steamers from San Francisco take the southern
route out, following the bend of the current, though the distance is thereby greatly
lengthened, but they return by the northern route.

Port Simpson is also too remote from the present industrial centres of the
Province, and can only bo looked upon as a station to which the Railway may ulti-
mately be extended if ever the competition for the trade with China and Japan should
demand it.

20;-7 „..-,...,- ..■■ .-,,-, ,,. ...,.--, -^-. , -■ .... . .-,.v,;::--

Kamsquot Bay, Doon Inlot, is the next harbour for consideration. It has
teen shewn that the line to this point is the shortest that has been found
across the continent, and its construction is estimated to cost $4,000,000 less than any
other that wo have surveyed ; it also lies very nearly on the direct route to the coast
of Japan and China. It is situated about 7 miles from the head of Dean Inlet, on the
south east side, being a bay formed by a projecting point of the shore on one side,
and a spit of land, well wooded, formed by the detritus brought down by the Kams-
quot or Salmon River, on the other.

It is well sheltered from every wind, and has. nearlj'- two miles of frontage
convenient for the construction of wharves and slips.

At a short distance from the beach, however, the bottom slopes rapidly down
into deep water, leaving but a narrow belt for anchorage. Artificial moorings would
therefore, have to bo provided to meet the requirements of a large fleet.

The inlet and channels leading to Millbaiik Sound, by which vessels would
approach from the ocean, are from one to two miles wide, very deep and free from
sunken rockn, affording good navigation for steamers. The distance to Millbank
Sound is about 100 miles, over which sailing vessels would have to be towed. It is,
however, a serious objection that there are no lai'go bays or harbours near where
sailing vessels could anchor if necessary. Several of the naval officers object to all
these long inlets, on account of fogs. Our own experience has been that rain and
mist drifting along the mountain sides are more prevalent in the northern inlets,
and that the southern inlets, where the Straits are wider, are more subject to dead
fogs. In severe winters ice sometimes forms fi-om the head of Dean Inlet down to
Kamsquot Bay, but not below it.

There is another serious objection to Kamsquot Bay as a jjrescnt terminus. It
cannot be reached from the settled portions of the Province, either on the mainland
or Vancouver Island, without crossing Queen Charlotte Sound, which involves an
exposure for a distance of 30 to 40 miles to the full swell of the Pacific Ocean, off a
coast which, in a western gale, is well known as exceptionally dangerou.s.

This terminus, however, would bo very convenient for the Queen Chai-lotte
Islands, which arc known to contain a large amount of mineral wealth, with some
tracts well suited for agriculture.

Should the objections against this point as a terminus prevail, then the choice
on the mainland will be limited to Waddington Harbour, Bute Inlet and Port
Moody, or some othor point on Burrard Inlet.

Waddington Harbour is formed by the silt and detritus brought down from the
mountains bj' the Eiver Iloniatlico on the north, and the Southgato on the cast. It
stretches across the head of tho Inlet about two miles. The anchorage in 4 to 18
fathoms, varies from 200 yards to half a mile in breadth ; outside of lliis the bank
slopes rt'pidly down into very deep water. The best anchorage is at the north-east
angle, where it is widest and best sheltered.

It is obvious that this is not a suitable harijour fur a large fleet; it could,
however, be made a good port by tho construction of a ]iier, logotlier with slips and
wharves ; there is abun 'ance of timber and other requisite materials fbr such work
close at hand.

Bute Inlet is about 45 miles long and two miles wide, it is completely shut in
by high mountains on each side and by islands lying acro.ss its entrance, and is not
exposed to gales; the channel by which it is entered isdesignatetl "Calm Channel "
on tho Admiralty chart.

Port Moody, at the head of tho south arm of Burrard Inlot, is a snug, well
shelteied harbour 2J miles long, and from a third to half a mile wide, with good
anchorage; the hills enclosing it rise steeply from the water's edge to a height of
200 to 500 feet. There is no site for a town except a flat at the upper end, partly
covered at high tide.

At Coal Harbour, just inside the first narrows, there is fair anchorage, but very
limited in extent. There is » considerable area of flat land adjoining, suitable for a
town Kite. -, ...

This arm of Buirard Tnlot is about 15 miles long; the channel at the entrance is
not over 200 yards wide, and the ordinary tidal current is four to eight knots an
hour. In spring tides it is more rapid.

Abou!. half way up the Inlet ai-e the second narrows, where the current is three
to seven knot^ an hour.

English Bay, at the entrance to the Inlet is free from these inconveniences, it has
a coTisiderable extent of good anchorage, and Hat land adjoining, suitable for the site of a
large commercial citj'. This Bay, however, is exposed to gales from the Avest, across a
stretchofat least 40 miles of open water, being only partially protected by aspitof land
called Spanish Bank which is covered at high water; it would consequently require
extensive works to make it a safe harbour. There are also other dit!iculti«s more or
less serious. Saud-banks lie near its approach, and the neighbourhood is notoriously
subject to fogs.

But the most serious difficulty of all, is one f hat att'ccts alike both Bute and Burrard
Inlets. The passage to the ocean by the north and south end of Vancouver Island is
obstructed b}' a group of Islands, stretching right across the strait between Vancouver
Island and the mainland.

The channels between these Islands are in places narrow and crooked, and
subject to strong tidal currents, difficult of navigation, even for steamboats, and often
dangerous.

A list is before mo of over CO marine disasters that have occurred in these
straits within a few years.

The group of Islands commanding the channels in the southern passage are in
possession of a foreign power, and the naval testimony shows that in the event of
any difficulty with that power, commerce by this pas.sage would be liable to eerioua
interruption.

In order to conduct the railway traffic from Burrard Inlet to Esquimault, or to
any port on Vancouver l.-ilarid, it will be necessary to have two transhipments, as
there ; re 30 or 40 miles of open water to be crossed, subject to heavy gales, which
would render the adoption of a steam ferry carrying a railway train impracticable.

The railway could, however, be extended nearly due south, from a point near
Lake Sumas, in the valley of the Fraser, about 35 miles above New Westminster, in an
almost direct line to Holmes' Harbour, which lies between Whitby and Camano Islands,
at the entrance of Puget Sound. The distance is a little over 60 miles. The country is
generallv flat, and the railway could be constructed at less cost than from the same
point to Burrard Inlet.

This is a large and excellent harbour, and it is proposed by the Americans to
cut a canal from the Admiralty Inlet through a neck of land a mile and a quarter
across and rising 20 feet above the level of the water, so that sailing vessels may enter
from the ocean without towage, oxcept in the short length of the canal.

The Americans are thoroughly alive to the importance of this advantage, and
the adjoining land.-* are held at a high value. The Northern Pacific Eailway will
doubtless be extended to this point, as well as other projected railways.

By referring to the maj) and Admiralty Chart accompanying this Iteport, it will
be seen that near Lake Sumas the line to Port Moody takes a bond north-westwards,
carrying the line farther away from the passage to the ocean, by the Strait of San
Juan de Fuca, while the line to Holmes' Harbour leads directly to it. There can be no
possible doubt that if the lino comes down by the Eraser Valley route, this must
inevitably be the ocean terminus. It is impossible to force commerce out of its
natural channel for any length of time ; it will find the most convenient route
despite national boundaries.

The Ojuuidian Pacific Railway would thus be placed in competition with the
American Northern Pacific Railroad, for the commei'ce centring in Puget Sound ; but
the American citizens would be chiefly benetited. A large city would bo
built up by the aid of Canadian enterprise, while the main industries of British
Columbia would receive no stimulus from the construction of the railway. ^ . . ^^ ^

Extension to Vancouver Island.

The traflSc of tho railway could bo extended from Waddingtor Harbour to Vancou-
ver Island by a ferry, and ullimatcly by bridging, should the commerce ever
become so great as to -varrant the enormous expenditure. The main points in refer-
ence to this extension are ho clearly stated in Mr. Fleming's Eeport of 1877, pages
72 and 73, that no apology is nectssary for repeating his statements here.

" The connection may now be made by steam ferry, possibly accompanied by
" some inconvenience, and subject to occasional delays. The course of the ferry
" boats would be along Bute Inlet, to the south of Stuart Island, thence through the
" Valdezi Islands to Elk Bay on Vancouver Island. Tho whole of this courfo is land,
" locked and smooth water. The distance is 64 miles. The chief difficulty is said
" to be a strong current for about two hours a day at one point: with this exception,
" if the railway for the present terminated at Waddington Harbour, the water to EIk
" Bay could be as easily navigated as an ordinary canal.

" By extending the railway along the western side of Bute Inlet, and thence
" across to Frederick Arm — a feasible scheme, but one exacting a heavy expenditure —
«' Nodales Channel, a completely sheltered and an easily navigated sheet of water, is
" reached. This channel is reported to be free from strong currents, shoals or other
" difficulties, and could be used bj' a railway ferry at all seasons of the year. The
" ferry navigation between Frederick Arm on the main shoi-e and Otter Cove on
'♦ Vancouver, is about 15 miles. The length of railway line from Waddington Har-
" hour to Frederick Arm is about 51 miles. The accompanying chart (sheet No. 2)
" shows the relative position of Nodales Channel, Vancouver Island and Bute Inlet."

" From Elk Bay, or Otter Cove, a railway could be carried to Esquimault, or to a
" much nearer point — Alberni — at the head of tho Alberni Canal ; possibly to Nootka,
" or, perhaps, with still greater ease, to Quatsino Sound, Compared with Esquimault
** the latter has the advantage of being fully 200 miles nearer the Asiatic coast. At
** Quatsino coal beds are reported to crop out at the water's edge."

It should be explained that the currents referred to are in the following channels,
and run very strong for two or three hours each day at a certain state of the tide.

1. Tho Cardero channel between the mainland and the Valdez and Stewart
Islands. This is in the northern passage from Bute Inlet to the ocean.

2. Across channel, not shown on the chart, which separates the Valdez Islands.
This is in a line with Bute Inlet, and would be the channel taken for the ferry from
Waddington Harbour to Elk Bay on Vancouver Island.

3. The Seymour Narrows, oetween Valdez Islands and Vancouver Island. This
does not interfere with the ferry to Elk Bay or Otter Cove, but prevents its extension
southward to the better harbour of Menzies Bay.

By constructing the line down the side of Bute Inlet and across by the Estero
Basin to Frederick Arm, the rapids No. 1 are avoided, and there is a clear passage
thence northward to the Ocean.

The Nodales channel between Frederick Arm and Otter Cove, Vancouver Island,
is about 15 miles in length, a mile wide, with deep water, and no strong currents or
sunken rocks; it is well sheltered, almost straight, and could be navigated at all
seasons and in all weather by a steamboat carrying a railway train. A report on
the subject of this ferry has recently been made by Admiral DeHorsey.

From Otter Cove the railway could be extended to several harbours on Vancouver
Island, either north or south; of these the nearest is Stamp Harbour, at the head of
Alberni Canal, Barclay Sound, the distance to which is about 100 miles.

On the first 15 miles along the shore of Discovery Passage, to Menzies Bav, the
country is rocky ; thence down the coast to the River Qualicum — 70 miles — it is flat
and very favourable for railway construction. From this point the line would bend
away westward, across Vancouver Island to Alberni Canal, about 15 miles, and would
require some stiff gradients, but not very heavy works, except for a short distance.
The line could be ultimately extended from the River Qualicum to Nanaimo and
Esi^uimault, the distance to tbo latter bein^ about UO miles.

The district lying between Otter Cove and Esqnimiiult is one ot the richest
tracts of country in British Columbia. It comprises a considerable extent of excellent
agricultural lands, overlying and adjoining vast beds of coal and iron oio. No less
than five coal mines are now being succossfuUy worked, the product ranking at San
Fransisco as superior to any on that coast. The iron ores from the main island and
the Island of Texada have been pronounced, after assay, as of exceptionally good
character, while the close neighbourhood of the coal beds offers opportunity for the
establishment of iron works on an extensive scale. These advantages, added to its
agricultural capabilities, sufficient for the maintenance of a considerable population,
the general beauty of the country, and the s ilubrity of the climate of Vancouver
Island, give promise of a future of great prosperity,

Esquimault and Alberni (Barclay Sound) are well known and excellent harbours,
and have been already described in the Report of the Engineer in Chief for 1877,
pages 308 to 311.

Tlje Harbour of Esquimault, at the south-east end of the Island, about 60
miles from Cape Flattery, at the entrance from the ocean, is one of the finest and
most convenient harbours on the coast; and with the aid of easy soundings, and the
present lighting can be entered at all times. It affords excellent anchorage for ships
of any size, and in no wind is the swell sufficient to create inconvenience. The
Strait of San Juan de Fuca is 10 miles wide, and the R'»yal Roads outside the har-
bour afford excellent anchorage for vessels awaiting towage ibr ports in the Sti-ait of
Georgia.

Stamp Harbour, at the head of the Alberni Canal, is ab»nit 36 miles from Cape
Bealo at the entrance to Bai-clay Sound, on the west coast. It att'ords ample accom-
modation for vessels of any tonntige, being about two miles in length and one in
width, and having a depth of from 5 to 20 fathoms.

The channel from the entrance to the Sound, is from a mile to a mile and a half
wide, up to Uchucklisit Harbour, about 16 miles distant on the west side of the
channel. This harbour affords good anchorage for vessels awaiting towage up the
Alberni Canal, which varies from a half to three quarters of a mile in width. Sail-
ing vessels sometimes go in with the tide, without towage, but it may be considered
that, practically, the employment of tugs is necessary.

In conclusion, the writer is desirous of expressing his strong conviction, as
the result of detailed investigation of the subject in all its bearings, thai the line by
the Pine River Pass to Bute Inlet, with extension by steam ferry to Vancouver
Island, will prove the true route, whether regarded in its national or economic
aspect. It traverses a far greater extent of good agricultural lands, and affords
better communication with the chief gold and coal mining districts than any other
route.

The fertile portion of the Peace River country, east of the Rocky Mountains, is
about 400 miles in length and 300 miles in breadth.

From the reports of Professors Selwyn and Macoun, Mr. Horetzky, Hudson's Bay
officials, residents at the Mission Station and others, there is no doubt but that the
prospects of this rich district lie in the development of its exceptional capacity for
the production of cereals. Mr. Macoun says : " As to the capability of the country
"for producing grain, the barley and wheat raised i,t 59*^ north latitude, took the
" bronze medal at the Centennial, and the size and quality of all vegetable products
" is astonibhing," This can, undoubtedly, become the great wheat producing Province
of the Dominion. In aid of its development, it possesses a noble and navigable river,
which runs through its centre, affording easy means of collecting its produce, and
bringing it cheaply to some convenient point, where it could bo received by the
railway and carried to the seaboard. The distance from a point on Peace
River, near the mouth of Smoky River, to Fort William, Lake Superior, is about
1,500 miles, thence by lake and river navigation to Quebec, 1,350 miles, giving a total
of 2,850 miles to the Atlantic tidewater. This route, however, it must be remembered,
is open only six months in the year.

Westwards, to tlie Pacific coast, from Fort St. John on the Peace Kivor by way
of the Pine River Valley and PiihH, the distances are as follows: —
To Dean Inlet, 480 miles ) rk ^u „„• i ^i
To Bute Inlet, 540 miles } ^" ^^^ mamland.
To Alberni, Barclay Sound, 700 miles, ) ^^ Vancouver Island.
To hsquimault, 810 miles, )

Those poi'ts are open thi'ou^hout the entire year.

The question then arises, does not the Pacific seaboarl, notwithstanding the
greater length of ocean transit entailed, otter the best outlet for the products of the
Peace River District towards the markets of Europe and Asia? In California and
Oregon, immense quati titles of wheat are grown yearly and exported even to England
at a good profit — of wheat alone last year, San Francisco exported 4,92l>,0n0 quintals,
valued at 81 1,017,358.

There is no reason to doubt that the Peace River District could compete,
though at some slight disadvantage in point of distance, with the wheat-growing lands
of California and Oregon in trade with England, while it would be in a better
position as regards the Asiatic trade.

For a distance of 300 miles from the coast, to the point where the Pino River
route diverges, the line would bo identical with that surveyed for the Yellow Head
route. The remainder has only been explored in part ; but from the information thus
obtained, it may be safely assumed that though the line would probably be somewhat
longer, the cost of construction would be considerably less than on the parallel
portion of the route by the Yellow Head Pass.

But even were the cost of construction greater, the ditleience would be of
minor importance in comparison with the advantages to be derived from a line of
railway that would utilize the wonderfully productive powers which now Ho dormant
in this vast region.

Should this route meet with the favourable consideration of the Government
surveys will be required from Northcote via the Pine River Pass to the point of
Junction near Fort George, but an examination of the larger river crossings and
other difficult points on this route, together with the data obtained from previous
surveys, would afford sufficient information to enable companies to tender for
the construction and working of the whole line from Lake Superior to the Pacific,
as provided for by Act of Parliament.

Meanwhile, if desirable, construction could be commenced on that Division of the
line between the Pacific coast and Fort George which will not be affected by these
surveys.

I have the honour to be, Sir,

Your obedient servant,

MARCUS SMITH,

Acting Engineer-in-Chief.
F. Braun, Es<j., Secretary,

Department of Public Works,
Ottawa.

tti

APPENDIX E.

nEPORT BY MR. J. CAMUIE, ENOINEEB IN OHAROE OK SURVEYS IN BRITISH

OOLUMIUA, ON THE ROUTE BY THE RIVERS THOMPSON AND FRASER, WITH

REFERENCE TO THE COMPARATIVE ADVANTAGES OF THAT ROUTE

AND THE LINE TO BUTE INLET.

Sandford Fleming Esq., C.M.G.,
Enginoer-in-Chief,

Canadian Pacific Railway.

Ottawa, April 18th, 1878.

Sir, — 1 have been instructed hy letter of date 15th inst., from the Secretary of
the Publi', Works Dopurtmoiit, to report to you, on your arrival from England, my
views relative to the Routes No. 2 and for the Canadian Pacific Riilway, loading
respectively to Burrard Inlet and Bute Inlet in British Columbia.

In ortler that the comparison of these routes in the n\atters of length and
cost may be more complete, I shall follow them to the Ports whore they first touch
the navigable tide water of the Pacific Ocean ; and as those points are inadequate
for the accommodation of the shipping likely to frequent them when the line has
been completed, and a large through trattic developed, I have thought it well to
consider to what other harbour either line may be extended hereafter in order to
obtain the requisite facilities.

Eoute Wo. 2 with extension.

At the 403rd mile from Yellow Head Summit, Route No. 2 roaches tide water at
Port Moody, Burrard Inlet, which is a good harbour, though small, and when traffic
increases the lino can, at a moderate outlay, be carried 12 miles further to Coal
Harbour, which is just insido the entrance to the Inlet, or 15 miles to English Bay.

On reference to replies of naval officers to questions submitted by you for their
consideration, it will bo seen that Admiral Cochrane, Admiral Richards and Com-
mander PenJer recommend Burrard Inlet, with tho adjacent anchorage in English
Bay, as being suitable for a terminal harbour.

Itoutc Ao. 6, with extensions.

At the 54<Jth mile from Yollow Iloud S imnit, R^uto No. b' reaches tid(} water
at Waddington Harbour, Bute Inlet.

From the statements of the naval authorities above cited, it would appear that
this harbour affords an extremely limited anchorage, owing to the groat depth of
water; and the tortuous character of its approaches, together with the absence of
anchorage along their bold rocky shores, renders tho navigation of sailing vessels unsafe
without the assistance of a tug. It cannot therefore be adopted as a final terminus
while other harbours oftbiing greater facilities are available, and must be used
onl\' as a temporary one, with the object of extending the line hereafter to some
harbour on the outer coast of Vancouver Island ; and its capability of such extension
to one of those harbours is the strongest argument vrhich can be urged in its favour.

From Waddington Harbour the line can be continued either to Stamp Harbour
at the head of Alborni Canal on the west coast of Vancouver Island, a distance of

159 miles, or to Esqiiimall; at the southern end of the Island a distance of 249 miles,
in both of which distance.-, a ferry of 15 miles from Frederick Arm to Otter Cove is
included.

To exemplify the coniparative cost of linos to the above mentioned places the
following estimates are 8ul;imitted ;

Estimates to temporary Terminus.

On both routes, the M'orks as far as tide water have been estimated from trial
location surveys and moneyed out at rates suitable for the district.

Afler mukir)g aiioxvaiK-o for possible improvments in location and for permanent
way and equipment, Eoute Xo. 2 from Yellow Head Summit to Port Moody, 493 miles,
will amount to $;:J4,000,U00 ; and precisely similar calculations applied to Route No- 6
from Yellow Jlead Sumrait to Waddington Harbour, 546 miles, will amount to
$33,000,000.

Facilities for carrying on works.

On Route No. 2 there is good water communication in immediate proximity
to the lino for 100 miles from the coast, and then a waggon road for 125
miles, followed by another navigable stretch of 100 miles, thus affording easy access
to it for two-thirds of its longth; it may, therefore, safely be assumed that the works
on this ])ortion of the line can be carried out at a much lower rate than on the other
route, which is at present devoid of any natural or artificial means of access thereto.

To bring the cost to a suitable basis for comparison, a deduction of at
least 12 |)er cent should lie made on the cost of all the veorks of this route, below
formation level, thus reducing the total amount to 331,000,000.

Extension to permanent Terminus.

To compare the cost of extending these routes to a final terminus, is a matter
which cannot be attempted with any hope of approaching to accuracy, owing to the
want of sufficient data, — no continuous surveys having been made, — but it is hoped
that tlio sums named in the following estimates, will represent the difficulties to be
encountered in each case, with sufficient accuracy for comparison.

In the case of Houte No. 2 it will be necessary to add the cost of continuing tho
lino to Coal Harbour, in Burrard Inlet, a distance of twelve miles say, $700,000, or to
English Bay, fifteen mile.^, at a cost of $900,000.

In regard to Route No. (J, the cost of extending the line to Albernior Esquimalt
Harbours, on Vancouver Island, may be summed up as follows: —

Waddington Harbour to Alberni : - There are 51 miles of railway to bo
constructed along the western shore of Bute Inlet to Frederick Arm, whicii is known
from actual survey to bo excessively heavy, a ferry from Frederick Arm to Otter
Cove 15 miles, requiring at least three boats with slip docks, and 93 miles of rail-
way from Ottei- Cove to Alberni, thirty of which require very heavy works, —
amounting in the aggregate to not less than 814,000,000.

Waddington Harbour to Esquimalt : — The railway to Frederick Arm and
ferry to Otter Cove, same as above, with 183 miles of railway from Otter Cove to
Es(juimalt, fifty of which are very heavy, amounting in the aggregate to about
$19,000,000.

From the foregoing it will appear that the total comparative cost of each route
to a permanent terminus, is as follows : —

Route No. 2 to Coal Harbour or English Bay, say $32,000,000

•' " to Alberni, with tho inconvenience of a 15

mile ferry 47,000,000

Route No. ti to Esquimalt, with the inconvenience of a

15 miloa ferry 52,000,000

The results will bo brought out more forcibly, when stated in tabular form as
follows :

■

Distance from Summit
of Yellow Head Pass

to
Temporary Terminus.

Comparative
cost.

Distance from Summit
of Yellow Head Pass

to
Permanent Terminus.

Comparative

cost.

Miles

Miles.

Route No. 2---

Port Moody

493

31,000,000

English Bay....

508

32,000,000

EoutoNo. 6...

Waddington Hr.

546

33,000,000

Alberni ■'>'

•705

47,000,000

(< (( <(

((

Esquimalt*

•

795

52,000,000

* With the inconvenience and delay of a 15 mile ferry.

Objections to Burrard Inlet as a Terminus.

Burrard Inlet is open to a serious objection, which I have not yet touched
upon, viz, that in approaching it from the soa, by the channel to the South
of Vancouver Island, vessels have to pass so near to some of the Islands of
the San Juan group as to " bo exposed to iho guns of the United States, in the event
of hostilities, and that the navigation of the channel would greatly depend on the
force of the United States in the locality " (See C. P. R. report of 1877, page 70) the
same report then continues, " with regard to the possibility of large sea going
vessels passing round the north side of Vancouver, Island and reaching Burrard
Inlet, all the naval authorities, with one exception, express an unfavourable opinion."

The channel at j)resent used by vessels when passing through the Ilaro Strait
to reach the Strait of Georgia is at several points only about two miles distant from
San Juan and other Islands belonging to the United States. But in the event of war
with that country, a very fair succession of channels from Active pass, across Swan-
son channel through Moresby passage, Sj'dncy and Baynes Channels to the Strait
of Fuca, can be bacl by the erection of a few beacons, and buoying out the channel
where intricate and narrow; a vessel then using those channels, need not at any time
approach within tive statute miles of foreign territory, as will be seen in statements by
Admiral Cochrane, Capt. Graham and Commander Penilor.

The channel by the North of Vancouver Island (!ould also be used by special
care,and in substantiation f)f this fact 1 may state, that the steamers Californi:i <»73 tons,
and Otter 400 tons, have plied for a number of years, day and night, at all seasons
through this passage without accident, although it is noiiher buoyed nor lighted. In
Soptember and October of last year H. M. S. Daring used this pass.'ige both up and
down when on her exploring trip to Port Kssington. In using either of the above
channels to reach theStrait of Georgia, some detention would no doubt be experienced
by very larire vessels, owing to strong currents at certain ])oints, which it would lie
udvisuble to pass at the most favourable stages of the tide.

IJxtra cost attendant upon the adoption of Route, No. 6.

By the adoption of the But^ Inlet route, merely to avoid the risks of delay Just
uded to, and which moreover would only occur during a war with the United
20;-8

ull

ftd

States, $15,000,000 oi- $20,000,000 must be spent in the construction of 191 or 28Y
miles of extra railvva_y lino, — including ferry — which would cause through
freight to be carried by land, an additional distance of nearly 200 miles from Alberni,
in order to save 150 miles of water caiTiage, or in the case of Bsquimalt, 300 miles by
railway to save 90 miles by water.

Frederick Arm.

The possibility of Freder'ck Arm being found suitable for a terminal harbour,
does not sscem to require an extended notice. It has not been recommended by any
Naval Authority, and an inspection of the chart leads to the conclusion that the an-
chorage is very small ; tiiat there is no roadstead within many miles of it; and that
it is only suitable for slij) docks for a ferry.

Gradients.

Annexed is a table of gradients from which the following conclusions may be
drawn :

Of lino practically level there are on Route No. 6, 48 miles less than on Route
No. 2.

Of grade between -10 and -50 per 100 there are on Route No. 6, 38 miles more
than on Route No. 2.

Of grade between -50 and 1 per 100 there are on Route No. 6, 42 miles more than
on Route No. 2.

Of grade between 1 and 2 per 100 there are on Eoute No. 6, 21^ miles, a large
proportion of which is 2 per 100, and there are no corresponding gradients on Route
No. 2.

It may bo stated also that the grades on tho Burrard Inlet route are generally
short and undulating, which is not the case in regard to the other. This will be more
ciearly understood by leforencc to a diagi-am which has been prepared on a scale of
10 miles to the inch horizontal and 500 foot to the inch vertical.

■, rv,-

5f)

Comparative Statement of grades from summit of Yellow Head Pass to Port
Moody, Eoute No. 2 and Waddington Harbour, Eoute No. 6.

Inclination.

Level to
^Over'lO to

•10 per 100
•20 "

20 to -30 "

30 to -40 "

40 to -50 "

■50 to -60 "

60 to -10 "

•70 to -80 "

80 to l-OO "

00 to 1-25 "

•25 to 1-75 "

75 to 2-00 "

•10 to
•20 to
•30 to
•40 to
•50 to
•60 to
•70 to
•80 to

•20
•30
•40
•50
•60
•70
•80
100

Route No. 2-

Miles.

185^65
1134
15^48
17-25
30-26
12^95
12-43
33-'^0
66-06

Per cent

of whole

route.

. 9-02
1447

9-68
2rl8

6-73
1101

8-55
27-74

493

37
2

60
30

3 22

50
14

2 53

6 74

13 42

1 83

2 87

96
30
36
24
1 73
J 63

100:

Eoute No. 6-

Miles.

137- n

16-17
21-09
16-41
23-62
11-77
14-81
25-49
80-32
5-30
3-84
12-37

23-46
29-35
12-75
23-77
9.14
1106
15-92
52-19

.")46

Per cent

of whole

route.

25
3
3
3
4
2
o

4
14

33
15

70
70
70
99

37
33
35
68
02
91
54

100 2C

Eoute 2

exceeds

Eoute 6.

Eoute 6
exceeds
Eoute 2.

No. of Miles.
47.92

•84
6-64
1-18

7.71

4-83
5-61

2-38

14-26
5-30

3-84
12^37

1444

14-88
3-07
2-59
2-31
•05
7-37

24-35

Comparative Statement of Alignment on Routes 2 and 6, shewing lengths of
different degrees of Curvature and Tangent, also the percentage each bears to

entile length of line.

Route No. 2.

Alignment.

Straight line

Curves up to 1°, rad
Over 1° to 2°, 5,730
Over 2° to 3°, 2,865
Over 3° to 4°, 1,910
Over 4° to 5°, 1,433
Over 5° to 6°, 1,146
Over 6° to 7°, 955
Over "7° to 8°, 819

ius 5,730 ft,
to 2,865 ft.
to 1,910 ft.
to 1,433 ft.
to 1,146 ft.
to 955 ft.
to 819 ft.
to 716 ft.

285-58

28-83

51-92

43-82

41-92

36-75

311

1-25

016

Cm .
O-C

« §

% 9
*- -+3

67-90

5-85

10-53

8-89

8-50

7-45

•63

•25

Total length ' 49300

Percentage of curved line to
length of respective lines...

42 10

Route No. 6.

Cm •

o g
as c

g!?

3
O

328-97
31-94
64-36
52-69
41-17
22-33
4-54

546-00

60-24
5-85

11-79
9-66
7-54
4-09
0-83

Miles.

•75
14-42

1-25
0-16

-M

Miles.

43-28

311

1244

8-87

1-43

39-76

Curvature.

From the above statement of curvature, it will be seen that there are 9^ miles
more of curved lino on Route No. 6 than on Route No. 2 ; bul^ of the sharper curves
there is a greater length on the latter, and nearly \\ miles of curvature sharper than
anything on Route No. 6. These, however, occur on portions of the line where the
grades are easy, and so compensate for the extra resistance due to curvature ; while
the sharpest curves on the Bute Inlet Route occur in conjunction with the steepest
gradients.

Maintenance .

The characteristics which most mater'ally affect the cost of maintenance are
length of line, grades, ferriage (if any) snow fall, and length of bridging.

Assuming the traffic to be equal to that on the Intercolonial line during the fiscal
year ending .June 30th, 1877, and the ordinary woiking expenses and renewals
to be also similar to that railway, viz, : $2,327 per mile pei- annum, that would cause
an expenditure of $12.3,000 per annum, if the line terminated at Waddington
Harbour in excess of that reciuired to Port Moody, and if the lino should bo extended
to Alberni an expenditure including ferry of 8483,000, and if to Esquimault $693,000
per annum in excess of that required in maintaining a line to Coal Harbour or
English Bay, andwhicli would increase in proportion to the amount of business done,
while the rates for carrying through ti-nfflc wo'Ud be governed by competing linos
»nd not by mileage carried.

fil

Table showing the comparative cost of maintaining lines to cei-tain points in

accordance with the above calculations.

Distance from Yellow Head Summit.

Route No. 6 exceeds No. 2.

Koute No. 2.

Route No. 6.

Miles.

In annual expenditure for
maintenance while
traffic only equals that
on Intercolonial in

1877.

1
To ! Miles.

To.

Miles.

Port Moody

English Bay

493

508
508

Waddington

Alberni

54«

705

795

53
197

287

$123,000
483 000*

Esqui-mault

693,000*

* Including an allowance for a 15 mile ferry.

It has been shown that there are some grades on Route No. (J much steeper than
any of those on Route No. 2, and also that there is a greater length of the heavier
gradients generally, which reduce the capacity of the route and add largely to the
cost of transport, tims affecting the maintenance, which would be still further
increased by the extra wear and tear to the rolling stock from the same cause, but
it would be extremely difficult to reduce this to a monetary value.

On the Bute Inlet i-oute provision must be made tor diverting avalanches at
several points in the Cascade mountains, which would be costly, otherwise no great
difficulties are likely to be encountered in regard to snow on either line, westward of
Tete Jaune Cache, antl eastward of that point the line is common to both routes.

The total length of bridging as estimated is if miles on route No. 6, and 3|r
miles on route No. 2, being half a mile lesson the Bute Inlet route, but as the estimates
have been made out for permanent structures this item need not be considered.

Local Traffic.

The resources of British Columbia are not sufficiently developed at present to
furnish any considerable local traffic, though the various industries give promise of
considerable extension before long.

The southern portion of the Province, which is most suited for agriculture and
stock raising, would be best served by the Burrard Inlet route, while the Cariboo
mining district, though about equi-dislant from cither line, can probably bo more
easily reached by the Bute Inlet route.

The former route, with a branch to Cariboo, whenever there may be trade to
justify its construction, would seem to serve the interests of both sections.

I think I have in the foregoing referred to all matters specially requiring
attention.

I have the honour to be, Sir,

Your obedient servant,

H. J.^CAMBIE,

Engineer-in-Oharge of Surveys in British Columbia.

APPENDIX F.

Correspondence with the Imperial Government and officers of the Royal Navt

respecting certain nautical surveys and a terminal harbour

fob the canadian pacific railway.

The Earl of Dufferin to the Earl of Carnarvon,

Government House,
No. 115. Ottawa, 19th April, 1877.

My Lord,— I have the honor to forward herewith to your Lordship a copy of
a mimitc of Council, expressing a desire that tlie Imperial Government will under-
take a survey of cei-tain ports of the coast of British Columbia.

I have, &c.
(Signed) DUFFERIN.

The Right Honorable

The Earl of Carnarvon, &c., &c.

Copy of a Report of a Committee of the Honorable the Privy Council, approved by Sis
Excellency the Governor General in Council on the Vltk April, 1877.

On a Report, dated 16th April, 1877, from the Honorable the Minister of Public
Works, stating that special efforts have been made during the past summer and
autumn to procure information through the officers of the Admiralty and Royal
Navy, respecting the several harbors and roadways on the coast of British Columbia,
but that it would appear no surveys have yet been made of the coast adjacent to the
mouth of the River Skeena, and that no decided opinion has been obtained regarding
the waters in (hat quarter ;

That, as the Dominion Government have no means of conducting an examina-
tion in that direction, he recommends that a request be forwarded to the Imperial
Government that they will direct a nautical survey to be made during the coming
sopson, of the channels and approaches at the point indicated, and that surveys should
be made of Frederic Arm, and the waters leading thereto, as decided information
respecting this point should be obtained before a final decision is arrived at, fixing
the seaport termmus of the Canada Pacific Railway.

The Committee concur in the foregoing recommendation, and submit the same
for Your Excellency's approval.

Certified. W. A. HIMSWORTH,

Cierli, Privy Council.

The Oohnial Office to Mr. Sandford Fleming.

Colonial Office,

Downing Street, 3rd Deoomber, 1877.

SiE, — I am directed by the Ekrl of Carnarvon to transmit to you, for your
information, a copy of a despatch received through the Admiralty, from the
Commander-in-Chief on the Pacific station, together with a copy ot a Eoport from
the Commander of Her Majesty's ship "Daring" forwarding plans of the channel
and approaches adjacent to the mouth of the Eiver Skeena, prepared by him iti
connection with the question of the selection of a terminus for the Canadian Pacific
Eailway.

I am to request that the plans which are forwarded in original, may be returned
to this Department.

Admiral DeHorsey's despatch has been communicated to the Governor General of
Canada,

I am, Sir,

Your obedient servant,

(Signed) EGBERT G. W. HBEBBET.

Sandford Fleming, Esq., C.M.G.

etc., &C., &C.

(Copy)

Admiral DeHorsey to Secretary of the Admiralty.

" Shah " at Esquimalt, 9th October, 1877.

Sir, — With reference to the directions of the Lords Commissioners of the
Admiralty,contained in your letter, No. 86, of the 19th May last, (received 14th August),
I have the honor to report that 1 sent the " Daring," Commander Hanmer, to make
a general examination of the channels and approaches of the Eiver Skeena.

Prom Commander Hanmor's report, and from such information as I have been able
to obtain, I am of opinion that, whether in view of communication with the inhabited
parts of British Columbia, or of through traffic across the Pacific, the vicinity of Skeena
18 totally unfit for the ocean terminus of the proposed Canadian Pacific Eailway. The
mere circumstance that the bai'S of the river are not navigable for ocean steamers,
except at high water, is of itself condemnatory, in my opinion. Added to this are
the difficulties of tortuous approaches on a very foggy and rainy coast, and that the
land in the vicinity is reported to consist of mountains and swamps, ottering little
inducement to settlers.

1 beg to transmit herewith a copy of my orders to Commander Haimor, and of
his report, accompanied by plans of the mouth of the Skeena and of Woodcock's
Landing.

The lateness of the season and the almost constant rain, caused a service of this
kind (necessarily performed in open boats) to be somewhat arduous. 1 submit
Commander Hanmor's execution of it for their Lordships' approval.

I have forsvardod a copy of this report and enclosures for the information of
the Governor General of Canada.

I have, &c.

(Signed) A. DeHORSEY,

. 1^ -- Rear Admiral and Oommander-in-Chief.

The Secretary of the Admiralty.

Admiral DeHorsey's orders to Commander Hanmer.

By Algernon Frederick Eous DeHorsey, Esquire, Rear-Admiral in Her Majesty's
Fleet, and Commander-in-Chief of Her Majesty's Ships and Vessels employed and to
bo employed on the Pacific Station.

Her Majesty's ship under your command being in all respects ready, you are, on
receiving instructions to part company, to put to sea and proceed to Nanaimo, there
to complete with coal to your utmost stowage.

2. From Nanaimo you are to proceed to the vicinity of the River Skeena, and on
your arrival }-ou are to make a general examination of that part of the coast of
British Columbia; the Irovernor General of Canada having requested that a survey
might be made of the channels and approaches adjacent to that river, with a view to
fixing a terminus of the Canadian Pacific Railway.

3. In view of the lateness of the season it will be desirable lo lose no time in
commencing this examination, and you are to return to Esquimalt before the sevei'ity
of the winter.

4. Your proceedings are to be reported to me by every opportunity; and, as soon
as pi-acticable after your arrival ofi' the Skeena, you are to furnish me with an esti-
mate of the time you consider requisite for the examination ordered, specifying the
part you intend to commence first.

5. On completion of the service, your report is to be furnished me in duplicate.
Given on board the "Shah," at Esquimalt, this 22nd day of August, 1877.

(Signed) A. F. R. DeHORSEY.

To John G. H. Hanmer, Esq.,

Commander Her Majesty's Ship '* Daring,"
By command of the Commander-in-Chief.

(Signed) J. H. CLEVERTON,

Secretary.

Enclosure No. 2 in Pacific Letter No. 326, of 1877.

Report of the Examination of the River Skeena by Commander Hanmer.

H.M.S. " Daring" at Departure Bay,

4th October, 1877.

Sir, — I have the honor, in accordance with 3'our directions, dated 22nd August,
1877, to report the result of my examination of the channels and approaches to the
River Skeena, British Columbia.

1. As regards the diannols and approaches of the three named respectively,
Telegraph, Middle and North Channels, Telegraph Channel is available at high
water for ships drawing 25 feet up to Port Essitigton, the deepest water being on the
mainland side, abreast of Kennedy Island, and on the Island side abreast of Do
Horsey Island (as will be seen by the plan annexed), heavy tide rips occur at springs.
The passage between Kennedy and DeHorsey Islands I have designated as the
"Middle;" it is between sand banks, which, I should think are liable to shift at
different seasons of the year, and is only fit for small steamers. North Channel (or
North Skeena Passage), has a passage for steamers of light draught, and is entered
over a flat with about three fathoms low watoi springs, and has an outlet between De
Hoi'sey Island and the mainland of oidy half a cable in width, at low water the ebb
tide setting strongly through it. I do not rccommeiid it for large vessels. Port
Essington should therefore be reached from the westward, either by the Browning
Entrance, Ogden Channel and Cardena Bay, or by Dixon Entrance, Chatham Sound,
Arthur Channel and Cardena Bay.

2. Anchorages. — Skeena Eiver has an extensive anchorage ground between Port
Essington and the north end of Dellorsoy Island ; holding ground is good, being soft
mud ; at springs heavy tide rips occur, making boat or lighter woik dangerous. Mr.
Cunningham (a trader of many years' experience at Port Essington), informed me
that the river was never frozen at Port Essington, but great quantities of ice come
down in the spring, as well as immense trees. During the winter months heavy
gales from the north are frequent, and, I should think, would completely suspend
communication between the shore and vessels in the stream, as there is no shelter
from their full force. High water approximate 1-0-0, F. & 0. rise 24 feet springs.

Woodcock's Landing affords a fair anchorage, but is limited in extent (plan
annexed), it is more sheltered than Port Essington, and is free from tide rips,
although the ebb tide runs between four and five knots at springs; holding ground is
good, being mud off the village, H. W. F. & C, 12^' 15, rise springs 24 feet approxi-
mate, neaps IT feet (vessels must moor).

Cardena Bay is the best anchoiago in the vicinity, being sheltered from N. and
S.E.J holding ground is good ; tide sets fairl}' through the anchorage; H. W. F. &
C, noon springs rise 24 feet; neaps, 17 feet approximate.

The prevailing' winds in the vicinity of the Skeena are said to be westerly during
the summer months, and during the remainder of the year S.E. and N.E., with heavy
gales occasionally from the north. Fogs are frequent in August and September.
Kain is prevalent in spring and autumn, and dui'ing the stay of the " Daring," from
1st to 27th September, the prevailing winds were easterly and south-easterly, with
almost constant rain and frequent squalJs; during the samft time the barometer's
lowest was 28° 90' ; highest, 30° 30'.

The land about the entrance of the Skeena is mountainous and densely wooded
(chiefly cedar and hemlock) and shows signs of a remarkably wet climate, and, I
should say, is quite unfit for settlement.

I hdve, &c.,

(Signed) JOHN G. HANMER,

Commander.
J. H. Clevbrton,

Secretary.

(Copy.)

The Colonial Office to Mr. Sandford Fleming.

Colonial Office, Downing Street,

2l8t December, 1877.

Sir, — With reference to the question of the selection of ti site for a terminus on
the Pacific coast, for the Canadian Pacific Railway, I am directed by the Earl of
Carnarvon to transmit to you for your perusal and information, a copy of a despatch
received through the Admiralty from Real-Admiral DeHorsoy, Naval Commander-in-
Chief on the Pacific Station, reporting his views upon this subject.

1 am to state that a copy of this despatch has been communicated to the Gover-
nor General of Canada for the information of the Dominion Government.

I am, Sir,
— ^ Your obedient servant,

■ (Signed) E, H. MEADE.

Sandford Fleming, Esq., O.M.G. ~" ^ '

20;— 9 . ?

Report of Admiral DeHorsey respecting Canadian Pacific Railway Terminus.

"Shaii" at Esquimalt,

26(h Octobei', 1877.

Sir, — I request you will bring under the consideration of the Lords Commission
ers of the Admiralty the following obtervationn, submitting my opinion relative to
the best site for the ocean terminus of the Canadian Pacific Railway.

2. With a view to forming an opinion on this subject I have carefully perused the
reports of exploration of 1874 and 1877, made .by Mr. Sandfoid Fleming, the
Engineer-inChief, and I have had the advantage of personal interviews with Mr.
Marcus Smith, Mr. Cambie, and other Engineers of the Survey. An ascent of
the Fraser Eiver, as far as Yale, and on to Boston Bar by land, has enabled mo to
form some idea of the diflScult}' of penetrating the Ca-scado range of mountains with
a line of railway. I have further inspected Buirard Inlet, Ilaro and Geoj-gia Straits
(as well as the inner channels eniorging at Active Pass), Discovery Passage and
some of the channels in the vicinity of Yaldes Island, including Seymour Nar-
rows. An examination has also been made by their Lordships' direction of the
approaches to the Skeena Eiver, the result of which has been reported in my letter,
No. 326, of the 9th instant.

3. The question of site of ocean terminus should, it appears to me, be deter-
mined by two main considerations (besides feasibility in an engineering point of
view) : —

Ist. Its suitability for the interests and traffic of the populated parts of British
Columbia, that Province having joined the Dominion upon the promise of a railway.

2nd. Its being situated at a convenient port f jr ocean steamers to take up,
direct from wharf accommodation, the through traffic for Australia, China, Japan,
and other places across the Pacific at all seasons of the year and in all weathers.

4. Bearing in mind these considerations, it appears desirable to reject all idea of
a terminus on the coast between Vancouver and Queen Charlotte Islands. The navi-
gut'on of that part of the coast, judging from the charts and from the reports of
Admiral Richards and other naval oflScers, is dewdedly unfavorable, and I should
equally reject the vicinity of the River Skeena owing to the prevalence of fog, ice
and other climatic causes incident to a high latitude, as well as to the diflSculties of
approach from sea.

5. If the above views are correct, the question of site for the terminus is narrowed
to a choice between Burrard Inlet and a port in Vancouver Island.

G. Burrard Inlet does not appear suitable for an ocean terminus on account of
difficulties of navigation to seaward. The tortuous channel from Burrard Inlet to
sea through Ilaro Strait will frequently be unsafe on account of the strength of the
tide, great pi-evalence of fog and absence of anchoring depth. Burrard Inlet itself
also, although possessing a safe port in Coal Harbour, and a gootl anchorage in Eng-
lish Bay, has these objections, viz.: that the narrow entrance to Coal Harbour through
the First Narrows is liardly safe for large steamers in consequence of the rapidity of
the tide ; and that English Bay, although affording good anchorage, would not, in my
opinion, be smooth enough during north-westerly gales for shi])s to lie at wharves,
there being a drift of forty miles to the north-west.

7. Another grave objection to Burrard Inlet as the final terminus, is the pos-
session of San Juan and Stuart Islands by a foreign power. These islands form the
key of the navigation inside Vancouver Island. In case of wai* with the United
States that power might readily stop our trade through Haro Strait . (San Juan was
visited last month by General Sherman, I believe with a view to its fortification.)

8. Condemning Burrai-d Inlet for the above reasons, I conclude that the terminus
should bo in Vancouver Island, which may be reached in three ways : —

let. By steam ferry carrying a train from Burrard Inlet to Nanaimo.
2nd. By bridging Seymour Narrows.

3rd. By steam ferry, carrying a train from Estero Basin (Frederick Arm) to
Otter Cove.

«T

9. Tho train onoo hmdod on Viincouvoi* Islauii, can, I lUMlerstand, bo carried
without much difficulty citlior to K^:quimalt or to Quatsino Sound, or perhaps to
Barclay Sound, whore Uchucklesit Harbour forms an admirable port.

10. The tirst metliod of croHsiug the Strait, that of a stoam ferry from Burrard
Inlet to Nanaimo, has three objections, — lf>t. The drawbacks above mentioned to
navigating the First Narrows, and to going alongside a wharf in English Baj' ; 2nd. The
difficulty and certain frequent detention in mid-channel, owing to fog; 3rd. The
heavy soa with north-westerly and south-oastorly gales, which would be at least
inconvenient for the conveyance of a train across the Strait of Georgia. Another,
and I think a cardinal objection, to the route by the course of the Praser River and
Burrard Inlet, is its passing witliin six or eight miles of United States territory, and
its consequent liability to destruction when most wanted in time of war.

11. The second method that, of a lino of railway across Valdes Island without
water conveyance would require very expensive bridging. Valdos is not one island
as shown on the Admiralty Chart, but consists of three or four islands.

The main 'lifflculty, of course, exists in bridging Seymour Narrows, a distance of
2,575 feet, in two spans of respectively l,20Uand 1.350 feet. To execute this work
the middle pier has to be erected on a rock, said to be eighteen feet under water at
low tide, with a velocity of tide over it of from five to eight knots. This would be a
work of vast magnitude and expense, oven if it be practicable to place a foundation
on the rock, which I doubt, as there is hardly any slack tide. Nor must it bo for-
gotten that britlging Seymour Narrows would, as regards large ships, obstruct tho
only practicable channel between Vancouver Island and the Main. This alone
should, in my opinion, preclude its attempt.

12. The third method, and the one I recommend, that of ferrying a train from
Estero Basin to Otter (Jove, is, in my opinion, not only feasible, but perfectly simple.
I have carefully examined this route, and find: —

1st. That Otter Cove is well adapted for a pile dock terminus for tho steam feny.

2nd. That the head of Frederick Arm, at the entrance to Estero Basin, is also
well adapted for a pile dock terminus.

3rd. That tho channel between the two is easy of navigation, being nearly
straight, free from dangoi's, smooth as glass, sheltered from all winds, and having
very little tidal stream.

13. The tide in this, tho Nodales Channel, is noted on the chart as running from
two to three knots, but I think it is much less.

I spent five hours in this channel during what should have been the strength of
the tide, tho daj' before tho full moon, and found tho tide scarcely perceptible.

Tho distance for steam forry between the two ports is thirteen miles of still,
clear navigation, and I consider it may, with proper signals, bo safely traversed in
a fog.

14. In advocating the route by Frederick Arm, it will be observed that I am
assuming that the railway can be brought to that point.

This assumption is borne out by Mr. Fleming's report of 18*7*7, in which he states
it to be "a feasible scheme," but one exacting a heavy expenditure, which expendi-
ture would, I suppose, be in part compensated by tho route No. 6, from Yellow Head
Pass to the head of Bute Inlet, being estimated at two million dollars less than that
by the Lower Fraser (No. 2) to Burrard Inlet.

15. From conversation with Mr. Mai'cus Smith (the principal officer of the survey,
next to the Engineer-in-Chief) I am given to understand that the Rocky Mountains
can bo crossed at a comparatively low level, and that the line can be carried through
a far loss mountainous district by avoiding Yellow Head Pass altogether, and selecting
a route by Lessor Slave Lake and Pine River Pass, and thence in a more or less
direct line to Bute Inlot. Should this prove correct, it will bo an additional reason
for ending the main land route at Frederick Arm rather than at Burrard Inlet,
omitting, as I do, all consideration of taking water conveyance from the head of
Bute Inlet on account ot its length and tortuous passages, which would be impracti-
cable in foggy weather.

«8

16. Having thus cotno to tho conclusion that tho lino should pass by Piodorick
Arm, and that the train should ho convoyed by nteam forry llirougli Nodalos Chan-
nel, to Otter Cove, tho extension to ono of tho good ports of Vancouver Island
reroainB to bo considered.

T7. In future years, I imagine that for tho sake of more direct through ocean
traffic, a line will bo extended to Quatsino Sound, by bridging Quatsino Narrows, and
thence on to a terminus at Winter Harbour.

18. But for present wants, it pcems (hat the lino should be continued from Otter
Cove past Bayne's Sound and Nanaimo to Esqnimalt, there lo make the ocean tor-
minus. This port is easy and safe of approach at all times; its dock (to take tho

largest ships) has been commenced, and there is reason to think that the line com-
ing from the principal collieries and iron districts on Vancouver Island, ought to pa
itself in great i>art oy the conveyance of minerals to I'Csquimalt lor shipment. Not

only for trade, but for the supply of coal toller Majesty's Squadron at fCsquimalt, a
line of rail from Nanaimo would bo advantageous, as tho possession of San Juan
might enable the United States, in case of war, to cut off our supply from the mines
by sea.

19. Assuming, therefore, that a lino of rail between Esquimalt and Nanaimo
will bo constructed, not only for the reasons above detailed, but because its construc-
tion appears to have been virtually promised by tho Dominion Government in
accordance with Lord Carnarvon's suggestion (a large portion of the rails are actually
lying at Esquimalt), the chief difficulty connected witn the Vancouver part of tho
through line will bo overcome, for I understand that tho extension of tho lino from
Nanaimo to Otter Covo prenents comparatively few difficulties.

20. It will be observed that I have omitted consideration of a terminus in Howe
Sound. This is because the same objections in respect to difficulties of navigation to
sea through Haro Strait, apply to Howe Sound as to Burrard Inlet, and with greater
force. The route to Howe Sound is also, I observe, estimated to cost six million
dollars more than that to Bute Inlet.

21. Pinall}', whilst submitting tho foregoing remarks in accordance with their
Lordship's intructions to me, of tho 23rd August, 1876, I beg to express much diffi-
dence in respect to such as are not strictly within tho scope of tho Naval Service.
Viewing the shortness of ray btay in British Columbia waters, this Report cannot
pretend todesei-vo much weight; but it has, I submit, ono merit, that of coming from
an officer who, from his position, must bo totally disconnected from all local interests.

I have, &c.,

(Signed) A. De HORSEY

Jlear Admiral and Oommander-in-Chief.

The Secrotaiy

To tho Admiralty.

(Copy)

Mr. Sandford Fleming to the Hon. A. Mackenzie.

Canada Buildings, 31 Queen Victoria Stre^^t,

London, B.C., 26th December, 1877.

Dear Sir, — I have received copies of Admiral DcHorsey's despatches of the 9th
and 26th October, respecting a terminus for tho railway in British Columbia, the
originals of which have bpen forwarded to QttawtV.

f)0

Admiral Dollorsoy givoa oxprossion to very decided views: umon^st other thinpjs
he recommends llio rojec'tion of nil idea of a Xorthcrrj tormimiH. In actinj^ on this
recomni ndation, the Government should, I think, have Homothinj; more, if poHsible,
than an opinion, however wtrongly expressed. I think it >hould be in pitssossion of all
the information which exists ; indeed it would bo desirable to have on record data
BuflBcient to enable any one to judpje of the propriety of completely rejecting a
northei'n terminus from consideration, before that course is linally adopted.

I have considered it my duty, therefore, to address a communication to the
Colonial office (of this date) a copy of which I herewith enclose.

{ am, dear Sir,

Yours very tiuly,

(Signed) SANDFORD FLEMING.

The Hon. A. Mackenzie,

Minister of Public Works,
Ottawa.

»■

Mr, Sandford Fleming to the Colonial Office.

Canadian Agency, 31 Queen Victoria Street, E.C.

London, 26th December, ISTI.

Sir, — I beg <o acknowledge the receipts of Admiral Dc Horsey'ii despatches of
dates 9th and :i6th October, on the subject of a site for a terminus on the Pacific
Coast for the Canadian Pacific Railway, both dofipatches having by the direction of
the Earl of Carnarvon been recently transmitted to me for perusal.

As requested by you, I now return the plans of the mouth of the River Skeena,
which .accompanied Admiral De Horsey's despatch of the 9th October.

I have carefully read these important documents, and I find that the River
Skeena is objected to on account of difliculties of approach from sea and climatic
causes incidental to a high latitude. In considering these objections, I have thought
it possible that the Canadian Government, before completely rejecting all idea of a
northern terminus, may desire to obtain some further information. I deem it my
duty, therefore, in order that delays may be avoided, to suggest that the following
enquiries be made : —

1. If the nautical examination instituted by the Admiralty, have been extended
to Metlah Catlah, Port Simpson, or other points on the coast, beyond the immediate
mouth of the River Skeena, with the view of ascertaining how far any of them may
be eligible for the purpose of a terminus.

2. If the Admiralty is in possession of data respecting the prevalence of rains,
winds, fogs, &c. on the coast referred to, which would admit of a comparison being
made between it and well-known places in nearly corresponding latitude on the coast
of Europe or elsewhere. Take for example the coast of British Columbia, between
latitudes 54 and .55, embracing Dixon Entrance, Portland Inlet and River Skeena, as
compared with the coast of Great Britain, between latitudes 55 and 56, embracing
the north channel and the Frith and River Clyde.

^ I have, &c.,

(Signed) SANDFORD FLEMING.
Robert G. W. Herbert, Esq.,

Colonial Office.

(Copy.)

The Colonial Office to Mr. Sandford Fleming.

Colonial Office, Downing Street,

3rd January, 18'78.

Sir, — I am directed by the Earl of Carnarvon to acknowledge the receipt of your
letter of the 2Gth December, making certain enquiries in connection with a I'eport
recently furnished by Rear Admiral de Horsey, respecting a site for the terminus of
the Canadian Pacific Railway.

Lord Carnarvon desires me to inform you that he has forwarded a copy of your
letter to the Board of Admiralty, with a request to be supplied with an answer on
the points which you have raised.

I am, Sir,

Your obedient soi'vant,

(Signed) E. H. MEADK

Sandford Fleming, Esq., C.M.G.

(Copy)

The Colonial Office to Mr. Sandford Fleming.

Colonial Office,

Downing Street, 9th February, 1878.

Sir,— With reference to your letter of the 26th of December last, sking that
certain information may be obtained from the Board of Admiralty, in regard to the
coast of British Columbia, beyond the immediate neighborhood of the mouth of the
Skeena River. 1 am directed by the Secretary of State for the Colonies to transmit
to you, for your information, a copy of a letter from the Board of the Admiralty,
with the charts which accompanied it.

Should you wish the Hudson Bay Company to be consulted in regard to the
climate on the portion of the coa.-t referred to, as' suggested by the Admiralty, Sir
Michael Hicks Beach will be happy to give the necessary directions for this purpose,
although the Companj' would no doubt give yoii any information in their power on a
direct application from yourself.

I am. Sir

Your obedient servant,

(Signed) ROBT. G. W. HERBERT.

Sandford Fleming, Esq., C.M.G.

(Copy.)

The Board of Admiralty to the Colonial Office.

Admiralty, 10th January, 18*8.

Sir. — With reference to your letter of the 3rd inst., forwarding copy of comma
nication from Mr. Fleming, the Chief Engineer of the Pacific Railway, in which ho
requests to bo supplied with any informatii a which this Department may have in ito
possession relative to the nature of the coast of British Columbia, beyond th« imme*
diate mouth of the River Skeena, and as to the motoorology of those parts, I am

commanded by my Lord's Comraiasionei-s of the Admiralty to acquaint you, for tho
information of tho Earl of Carnarvon, that tho coast and inlets from tho Skeena
■ Biver, northward to the boundary of British Columbia, were charted by Admiralty
surveyors in the years 1861-8 and 9, to meet tho requirements of navigation ; but
these surveys took place before tho question of a railway terminus had arisen, and
their results are published in the accompanying charts Nos. 1,923 a, 36 t, 2,426, 2,431
and 2,190.

2. In this extent of coast there is not, in the judgment of Staff Commander
Pender, who was in charge of these surveys, a suitable site for a terminus.

3. A meteorological journal was kept during the progress of the Admiralty sur-
vey (1867-8-9) which is in manuscript at tho Hydrographical Department of this
office, and may be consulted or copies taken by Mr. Fleming.

4. I am further to inform you that the Uudsons' Bay Company could probably
give some*statistics of weathor, etc, from their long established trading post at Fort
Simpson. Tho mission stations at Metlah Catlah and Kincelith could also possilily
supply information on these points.

I am, etc.,

(Signed)

ROBT. HA 1. 1..

The Under Secretary of State,

Colonial Office.

! .^ ,L

APPENDIX G.

report on an exploration of pine river pass by mr. joseph hunter.

Canadian Pacific Railway Office,

Victoria, B.C., 19th January, 18T8.

Sir, — I beg to submit the following report on my explorations in British
Columbia during the past season in connection with the survey of the Canadian Pacific
Bail way.

M}' duties, as set forth in your instructions of May last, were to obtain a general
knowledge of the country north of the great bend of the Fraser River and east of
the Telegiaph Trail, in continuation of previous northern explorations, and in con-
nection with a proposed examination of the route by the Eiver Skeena; to seek for a
pass through the Rocky Mountains by way of Pine River; and, if such exi-'cd, to
determine its position and character, as well as examine its approaches from east
and west. It was suggested that I should travel by the Telegraph Trail from Ques-
nelle to Stony Cieek, thence to McLeod's Lake by way of Fort St. .Tames, and then
eastward to tiie Rocky Mountains, returning to Giscomc Portage by a route as far
south as practicable, and along the Fraser to Quesnelle.

This programme, although apparently simple enough, was sufficient to occupy
me during nearly the whole of the open season.

Business relating to another Department detained me in Victoria till the 22nd
of June, on which day 1 loft for the Upper Country, arriving at Quesnelle on the
29th. I here found a pack-train waiting, numbei-ing thirty animals, with the neces-
sary efj[uipment and supplies for the season. Ten of these with their loads wore to
bo sent to the Forks of Skeena for service in connection with the proposed explora-
tion of that river; the remaining twenty to be used by myself and party as circum-
stances might direct.

The pack-train left Quesnelle by the Telegrapli Trail on the morning of the 30th
June. On Monday, July 2nd, I followed, and the same day overtook the train at
Blackwater River, 43 .miles from Quesnelle.

Sinkut Lake was reached on the forenoon of the 6th July, and as the trail by
which we intended to travel eastward diverged from the main trail nenr this point,
we camped here, and occupied the remainder of the day in selecting the animals and
stores which were to bo sent to Skeena Forks. These wore despatched to their des-
tination on the morning of the 7th, and the same day our train made the Nechaco
River Ferry.

L) the meantime, I rode rouiul by the ujijier crossing of Stony Creek to where
the line of Division " S," 1876, crosses the Telegraph Trail at Station 3220-50,
Lat. 53° 55' N., Lon. 124° 8' W. Altitude above the sea, 2,403 feet. This F took as
the initial point of the season's operation.**, and commenced a track survey along the
trail towards Fort St. James.

From the starling point the trail runs along the left or noijth bank of Stony
Creek for 2J miles, when it crosses at a fishing weir to the right bank, and follows
a north-easterly course for two miles, leaving the Creek to the loft. It then turns
north-westerly, and re-crossing Stony Creek at a swampy ford, roaches the Nechaco
Ferry at 7| niiles.

The iNochaco River is hero about 525 feet wide, maximum depth of water ton
feet; current running five miies an hour over a sound gravel bottom. A small
island lies iu mid channel a little below the ferry, and for some distance along the
right bank above and below this point the land is of good quality and pasture
abundant.

The stores, rigging and animals were crossed on the evening of the 7th, and we
started forward early next morning.

The trail, on leaving the river, ascends at once about 150 feet to a fine grassy
plateau of rich soil, suitable for protitablo cultivation. At 4J miles from the river,
the northerr. edge of this plateau is reached, and the trail begins to ascend in a
northerly direction, the dividing ridge between the Eivers Nechaco and Stewart. The
summit is crossed at an altitude of 720 feet above the Nechaco, distant therefrom
about lOh miles. The descent to the Stewart River of 840 feet is made in 5J miles.
On the last mile the fall is 470 feet, but the trail in this locality seems to have been
carried over ground considerably above the average level of the surrounding
country.

Stewart River i-uns on a soft muddy bed with a sluggish current, and at the ferry
is about tiOO feet wide. The river valley at this point is a little over half a mile in
width.

From the ferry, the trail turns up stream and winds along the left bank 10 to 25
feet above water-level for three miles, when it begins to diverge from the river to the
right, and, as^cending by three benches, gains at the fourth mile from the crossing a
sandy plateau, 240 feet above the level of the river. After following this plateau, at
nearly the same altitude, for three miles, the trail descends TO feet into the valley of
Nine Mile Creek, which it crosses. It follows do\vn the right bank of this creek,
through some rich grass and good land, for seven and a half miles, when it leaves the
creek and ascends to the east, passing the base of a rocky slide from which Stewart's
Lake can be seen. The trail then runs along a hard rocky ridge for a short distance,
when, descending into the low plain, nearly on the level of Stewart's Lake, it runs
N. 53" VV. till reaching that lake at Fort St. James, a trading post of the Hudson
Bay Company, 4()f miles fi-om the starting-point at Stony Creek. We arrived hero
on the evening of 10th July.

Leaving Fort St. James on the 11th, our route lay for five miles N. 70° B. through
a narrow belt of tine grassy country, 170 feel above the level of Stewart's Lake, or
2,400 feet above the level of the sea.

At the 57lh mile a small stream about three feet wide is crossed. Here Sir Geo.
Simpson, Governor ot the Hudson's Bay Cotnpany, camped in 1828, when travelling
fiom Fort McLcod to Fort St. James. The stream, from this circumstance, has been
dignified by the name of " Governor's River."

Carrier Lake is reached at the 64th mile from Stony Creek. The trail skirts the
south shore of this lake for two and a quartei- miles, and passes to the north of Round
Lake and Deadman's Lake, over some high gravelly knolls and ridges, reaching
Salmon or Canoo River at 7;5^ miles, but the trail turns to the left and crosses this
river by a shallow ford two and a half miles further up stream. Wo camped here on
the l.'Jth, on a bench 110 feet above the level of the river.

On the 14tli July our march was from Salmon River to Swamp River, a distance
ot 10^ miles N. 20° K, over a poor, sandy, burnt country. The ti-ail between those
points crosses While Mud River three times. This is a small, sluggish stream, 10 to
30 foot wide, bordered in many places by grass and spruce swamps, and running in a
narrow valley 150 to 200 foot below the general level of the plateau.

Swamp River is an insignificant sluggish stream, twenty feet wide. Its valley,
a quartei- of a mile wide is soft and swampy. The ground on each side rises by
gravelly benches to iho plateau which is here about 100 feet above the river.

From Swamp River to Carp Lake crossing a distance of eight and three <[uarter
miles, <he trail runs on a general bearing of N 6(i° H. The soil for thisdistanco is of
a sandy nature, and the surface of the country comparatively level. The watershed
between the Pacitic and Arctic (Jceans, occurs at the 90th mile, or four and a
half miles to the east of Swamp River, ultitudo 2,<)20 feel above the sea. Carp Lake
crossing is about 120 feet wide, and for 60 feet of this distance, mules have to swim.
The ground on each side is hard and firm. This crossing saves a long delour lound
the west arm of the lake. The lake itself is r.bout six miles long north-east and
south-west, and from two to throe miles wide. Its shore line along tho east and

2o;— 10

Houth Hides is very irregular, and, with the exception of narrow flats along thci shore,
the surrounding country is broken up into gravelly and rocky i-idges.

Carp Lake drains into Long Lake by a crooked liver forty to sixty feet wide;.
This river is crossed at the lOCth mile at a shal'ow ford near the outlet o( Long Lake.
One mile below this crossing occurs a nearly perpendicular fall on the river of 130 feet.

From the crossing of Long Lake Iliver to within seven miles of Fort McLood,
the trail passes through a high i-ough bi'oken country, in many places much encum-
bered by fallen timber, fi-ofjuois (Jreek, running in a deep narrow valley, is crossed
at 108J miles. From the 112th to the 11-lth mile, the countiy falls H40 feet, to a sandy
plateau 75 feet above the lev(!i of McLeod's Lake. Along this plateau, the trail runs
on a bearing of N 2H' K for five and a half miles, v hen it descends from the plateau,
and crosses Long Lake River near its outlet, into McLeod's Lake, and a quarter of a
mile from Foil McLeod, which is reached at lltt| miles from the initial point.
The jtarty arrived hero on the Kith of .July, 17 days from Quesnelle.

The gen(;ral character of the country through which the trail passes from Stony
('reek to Fort McLeod, is identical with that of the country for a considerable dis-
tance (o the southward. It is intersected by the three main rivers, Nechaco, Stewart
or Nacosla, and Salmon or Canoc', running in a south-easterly direction. These
rivers derive their chief, and almost only sources of supply from the great lake area,
slretching easterly from the eastern base of the coast range to the Arctic watershed,
and southerly fidin Lake Tatla in latitude 55° 30' N. to Lake txatcho, a distance of
175 miles.

The country in ihe neighbourhood of the loute traversed, contribiiten but little
to swell the volume of the rivers above named. There are no lateral streams of any
importance, and conscfiiiently no lateral valleys sufficiently well marked to guide the
course or regulate the gra<les of a railway, and, although the land does not rise to
any great altitude, the location of a lino would not bo froa from difficulty.

Throughout nearly the whole extent, but more particularly from Fort St. James
to McLeod's Lake, the country is broken up by narrow sandy and gravelly i-idges,
and rounded hills rising from 200 to 500 feet above the general level, low boggy flats
and <le])ressions containing stagnant pools, and small lakes, and small sluggish
streams running in all directions.

Between the Xecha(;o Rivjr and the valh^y of .McLeod's Lake, three watersheds
or summits are crossed, the pailieulars of which are shown in the following table: —

From

Ncclmro llivcr

Sttminit

tile wart River

Siimmil

Hiilmon River..
Hurainit

o
as

-«1

Feet.

Etidtward to

^ 1

2 «s

xr;

-t

1
Feet.

Miles.

Rise or Fall.

2,270|Siiniinit , 2,9901

2,'jyo Slewfirt River I 2, IftOl

2,150|.'Siiiiiuiit I 2,790;

2.790;Halm()ii River ' 2,.'')30

2,800i
1,890

2,5:!0i'Siinitnit

2,H00,McLeoa'8 Lake

18 I Rise, 720 feel

51 Fall, 840 do

44 'Rise, 040 do

7 I Fall, 201) do

6;}; Rise, 270 flo

:i8|!K'all, 910 do

Cl.

Feet.

40
lOH
14-4
371
40
23 8

No difficulties of a more than ordinary character would bo met witii in crossing
the above riveis.

in projecting a line of railway through the country above referred to (that in

from Stony Creek to Fort McLood), detailed and careful exj)lorations would, no

doubt, obviate some of the difficulties now apparent. It may, however, l)o stafofl

with .safety, that tho alignment and grades would in any case bo objectionablo and

the ijunntitica •xces.'sivc.

The timboi' on this tract of country is ^cncnilly of an inferior quality. The
higher j)ortion.s of tlie land arc covered witii the common black pine. Occasional
patches ofgoodnpruco are 'not with, and a few Douglas firs weie noticed on the shore
of J{ound Lake, near ihe <!7th mile. The lake shores are generally bordered by alder
and birch. Balsam seems to flourish, and attains to considerable siz(! in I Ik; neigh-
borliood of Fort McLeod. A large area of the country has been desolated l)y lire.

The journey from (^uesnelle to .M(!Leod'.s Lake was over a I'oute long established
and well known, and we found few obstacles in the way of rapid travel. Eastward
of McLeod's Lake, however, the country was known only as an Indian hunting
ground, and the information regarding it was both scanty and uni'cliable.

On the way out I made every endeavor to obtain some information in respect to
the locality ot the northern passes through the Rocky Mountains, and more particu-
larly in I'cgard to the j)ass by way of Pine River. In this I was not very successful.
Nearly all the Indians had left for the mountains on their annual hunting expedi-
tions two weeks before my ai-rival, and I could find no one with anything like a
reliable knowledge of the Pine River Pass, nor could I get any positive assurance
that such a pass existed at all.

At Fort McLood was an old Klootchman who, in her young days, had been
acquainted with the country in the neighborhood of the Rocky Mountains. This lady,
with a sharpened slick, drew a lough map on the sand, and explained it to the best
of her ability, liy the aid of broken English, Patois and Chinook, I was given to
understand tliat there were two streams, the Misinchinca and the Mischinsinlica,
tributaries of the Parsnip River, by either of which I could I'each a ]tass through
tlio Rocky Mountains. The former was the stream visited by the geological party in
the summer of 1H75.

Ry following the Misinchinca it was said I would find at its source a lake shed-
ding its waters east and west, and which formed the source of a river falling into the
"Great River," near a " JIudson Hay Ilouae."

The route by the Mischinsinlica, the smaller stream, seemed the less satisfactory,
and all my efforts failed to elicit from my informant any idea of the com])arativo
altituilcs at the sources of the rivers above named.

JIaving resolved to try the pass by the Misinchinca, ari-angoments were made
for the trip, and we left Fort McLeod on the 18th of July, the party now consisting
of eight persons in all, including three Indians, whom I liircil with great difficidty
by the way.

The stores wei'o sent by water down Pack Rivei- and up the Parsnip, to meet
the train at the mouth of the Misinchinca, about ten mih^s north easterly from Ftjrt
McLeod, This enabled the pack train to move more rapidly over the rough and
swampy country bordering Pack River.

We travelled down t..o left bank of this river for f" oo miles, then crossed to the
light or east batdv, reaching Tutia Lake in lour miles, on the shore of which wo
camped. On the 19th wo cut our way through the timber on the ridge between the
Pack and Parsnip Rivers.

This ridge, where crossed by the trail at the summit, is about U.')0 feet above Tutia
Lake. The ground rises rapidly from the lake, and after attaining the above altitude
runs out nearly level to the Parstiij) River. A steep gravel baid< fronts the river on
the west side, where the trail approaches it. Half a milo lower down the banks on
each side are about the same altitude, or .'{0 feet above the river.

A good crossing of the Parsnip could bo otlcctod here. The width would bo about
8t>0 feet; height of piers, '.i!} foot; depth of water, 5 to 8 foot; bottom, gravel ; cur-
rent, I'lh miles per hour. To reach this crossing the line would liave to bend north-
ward by an arm of Tutia Lake, which opens up the ridge or plateau and affords tho
means of crossing it at a lower level.

On the nu)rning of tho 20lh we left tho Parsnip River and journeyed up tho
Misinc hinca, keeping llu^ left oi- south bank where the travelling was gooif, and
wiiero could be seen faint traces of an Indian trail, which, howovor, soon ended at an
old trapping camp, and wo saw no more of it,

Our first camp on the Misinchinca (No. 20) was on a fine wide bench about 200
feet above the level of the river. This bench extends about six miles up the valley,
and lies mostly on the left or east bank.

From camp No. 20 the general upward course of the vallo}^ for eleven miles is
N. 25° E. The rise on this distance is very small, the current on the river being
hardly perceptible.

The valley at its entrance, and for some distance upwards, is enclosed by hills,
rising gently on each side, and in some instances green to their tops. Farther in,
however, the mountains assume a more bold and rugged character, with steep and
rough rocky slopes. The open sandy benches give place to low swampy flats, and
the river is hemmed in by dense thickets of alder and willow.

The difficulties of travel had now materially increased, several unsuccessful
attempts were made to carry the trail high up on the mountains, and for six dnya we
cut our way foot by foot through the dense jungle with which the valley at some
points is covered throughout its entire width.

Although presenting many obstacles to travel, the whole of this low land is
susceptible of reclamation by drainage, and seems generally well suited for agriculture.

On the 1st August we had reached a point thirty -one miles from Fort McLcod,
where the Misinchinca valley begins to rise rapidly, and the river shows innumerable
bars of sand and pebbles with many shallow rapids and diift piles.

Following up the valley from camp No. 29, wo came in three-quarters of a mile
to the " Atunatche," a stream fifteen feet wide, falling into the river from the north-
ward. Beyond this a short distance the Misinchinca issues from a narrow goi-ge or
canyon, walled in by bluffs of rock and gravel.

In front and running in a north-west and south-east direction is a range of high
bare, rounded, limestone mountains. This range forms a barrier on the east side of
the Misinchinca valley, which turns sharply to the southward, near the mouth of the
Atunatche.

For five miles after passing this tributary, travelling at a low level being impos-
sible, the trail was carried along the west side, 500 feet above the level of the river,
on a well timbered bench, from which we found the d jscent to our camp. No. 30, of
2nd August, extremely difficult. This camp is 2,630 feet above sea level, the rise in
the last five miles being 380 feet.

From the elevated points on our route, during the next four days, we looked
anxiously for some lateral opening by which, at a practicable altitude, we might cross
the range on our left. The upwaid bearing of the valley was now a little West of
South, it was rapidly rising, and the distant mountains, wherever a glimpse could be
caught of them through the thick woods, seemed high and rough and well patched
"wiih snow.

On the Ith August we had reached an altitude of 3,000 feet above the sea. The
valley had expanded into a wide swampy flat, while the volume of the river had
materially decreased, and it was evident wo were rapidly approaching its source.

Selecting one of the mountains on the left a8 being about the average altitude of
the range, I commenced its ascent at noon of the 7th, and had climbed but a few
hundred feet, when I saw that, as far the Misinchinca was concerned, our
exploration was at an end; for we Avere within a few miles of where the valley
branched out on every side into rocky ravines, raising abruptly into the mountains.

The last 500 feet of the ascent was made over loose limestone slide, on which
travelling was both difficult and precarious ; and at an altitude of 5,550 feet above the
sea I reached the summit. The view on all sides was uninterrupted.

North-easterly from where I stood, and about 500 feet lower, was a small round
lake, one-quarter mile in diameter, shedding its waters eastward down a dark,
crooked, ruck-bound valley. Looking farther to the eastward, the view was over a
rugged, rock}', mountainwus country; S. 40' K, in the direction of the Fraser River,
very high mountains, all tipped with snow, stretched away to the limits of the
horizon. With the exception of the rough peaks enclosing the valley of the Misin-
chinca, a low wooden country laj^ to the wpstwartl. To the north the country

generally sooraed falling ; and I could clearly trace the valley of the Atunatche,
along the luise of the main range from the southern bend of the Misinchinca, and
nearly in a lino with the valley of that river. Yet the prospect in this direction was
not encouraging; for the view through what afterwards proved a feasible pass, was
obstructed by the overlapping profile of the opposite mountains.

We seemed to be in the heart of the Eockies, and it was evident that no pass
need be be looked for to the southward ; so I resolved to turn northward, and,
retracing our march to the mouth of the Atunatche, follow up the valley of that
stream, in the hope of being able to pass eastward round the northern limit of the
higher mountains.

Having, with the point of my bowie-knife, inscribed my name and purpose on a
smooth block of limestone, I descended the mountain, and came up with the party a
short distance ahead of where I left thera. On observing the peculiar character of
the surroundings, and being hemn.ed in on every side by windfall, they had camped
early to wait for fui-ther orders. The barometei- at this camp (No. 34) indicated an
altitude of 3,010 feet above sea, the distance from the Atunatche being 2G miles.

On the morning of the 8th August we turned back, and reached the mouth of
the Atunatche (altitude 2,150 feet) on the 10th ; and the next day we pushed on up the
valley of that stream on a bearing of N. 12° E. The travelling was difficult; the
stream runs in a narrow gorge, and the grourd on either side is much broken up
into rocky and gi-avelly ridges, the general surface rising slowly to the mountains
on either side.

At three and three-quarter miles wo reached the south end of Azuzetta Lake.
The rise in this distance is 270 feet; the altittide of the lake, which drains into the
Misinchinca, being 2,430 feet, and along its shore is some excellent grass.

We followed the ea^t shore of Azuzetta Lake to its north end, one mile and
three-quarters, and then kept along the valley in a northwest direction. After
passing a few beaver dams we crossed an open, sloping, grassy prairie, at the base of
the right-hand mountain, and tioticed, 100 yards to the left, a stream ten feet wide,
running northward. On further examination I found that this stream issued from
the mountains on the west, and received the drainage of the last small lake or beaver
dam we had passed ; this proved to be the origin of the west or main branch of Pine
River, or Satchaca. The altitude of the summit, near the beaver dam above referred
to, is 2,-140 feet above sea level

A mile from the summit brought us to a precipice, or drop, over 100 feet high,
stretching across the valley from side to side, down the face of which the pack train
scrambled with great difficult3^

The stream finds its way gradually to this lower level through a rugged rocky
canon. The valley at this point is about a quarter of a mile wide, with high rocky
bluffs on both sides.

For six miles from the summit the general course of Pine River Valley is
riorthwost, and it seemed at one time almost certain that we should be pushed west-
ward by the main range into the valley of the Parsnip, by an opening lying nearly
on our course ; but this |)roved to be the valley of a tributary from the north, upon
receiving which, the main river turns to the eastward.

About a mile below camp No. 42, or 14^ miles from the summit, in about Lat. 55°,
25' N., and Long. 122°, 32' W, the sandstone structure makes its appearance, and Pine
River may be said to be fairly beyond the Rocky Mountain range.

From the precipice up to this point the fall is about uniform, and the river runs
on a bed of thin slaty slabs. Short low bluffs of shale and slate appear occasionally
on the banks.

The valley is thickly timbered with spruce and balsam of good quality, and
is sufficiently wide to admit of easy curvature. The flats bordering the river are in
places soft and swampy.

Since leaving Fort McLood, on the 18th July, we had been travelling through a
country almost entirely devoid of trails, and presenting every conceivable obstacle to
♦be passage of a pack train, Day by day our small party toiled from morning till

night in making a passable tniil lor the sniraals through fallen timber and over
swamps, and sometimes after a hard day's work in chopping, brushing, bi-idging, etc.,
we had the inditlerent satisfaction of looking back only a mile or two to the curling
smoke of the previous camp tire. With incessant labor both men and animals were
becoming exhausted. The season was far advanced, and our position was by no moans
determined with certainty. We wore glad, therefore, to auo])t the expedient which
now was presented of travelling in the river bed and on its numerous shingly bars,
taking to the wools only where the i-iver was obstructed by drift piles or too deep
for travel.

All the saddle animals were pressed into the packer's service. Yot we cheerfully
exchanged the hard and continuous toil of hacking our way slowly through the
bush, for the discomfort of the more rapid mode of travelling, involving as it did,
wading sometimes for a consideiable distance in the deep cold water.

One hundred and thirty seven crossings of the river were made altogether.

In this manner we made good progress till the 21st August, when the river
channel had to be abandoned, as the water had become waist deep, and fording the
1 iver dangerous.

At 55J miles from the summit Pine River receives a tributary about its equal in
volume from the south. The general upward bearing of the valley of this branch for
six or seven miles, at which point it seems to fork, is S. 20° E.,and its width averages
one and a half miles. Some grassy slopes are seen on the west bank, but the valley
generally seems thickly wooded.

Nineteen miles below the middlebranch the lower or east branch of Pine River
is reached. The east branch is slightly larger than the main river and more glacial
in appearaicc. Below the Forks the river is from 50t) to Y50 feet wide. The alti-
tude iit the Lower Forks is 1,430 feet above the sea.

Between the middle and lower forks is a canon two and one-quarter miles in
length, of shelving sandstone, but its course is comparatively straight. A loaded
dug-out canoe, managed by one of our Indians, passed through the canon in safety,
and no difficulty was experienced in travelling on the grassy slopes above.

From the summit of Pine River Pass to the lower forks the distance is seventy-
four and one half miles, and the fall 1,010 feet. With the exception of a few miles
at the summit, the valley between these points is generally favorable for railway
construction. In the upper part of the valley there would be some short rock
cuttinjs, where spurs from the low, sharj), wooded mountains project into the river,
but on the lower portion there are long stretches of level flats, wheie the work would
be very light.

On the 18th of August, about two miles above cam)i No. 44, and twenty-two
miles from the summit, an open alluvial flat was reached on the left bank of the
river, and a change in the character of the valley became apparent. Up to this
point, which is probably the extreme western limit of the "Fertile Belt," no land
suitable for cultivation or setllemoiit was seen ©ast of the mountains.

From camp No. 44 to the canyon, a distance of forty-three miles, Pine River
Valley is from one to two miles in width. A very large proportion of the low land
in this distance is fit for settlement, and the pasturage in the valley and in the north
hill slopes is of the richest description. Grass and pea-vine in profuse luxuriance,
with clumps of poplar and pine, cover thousands of acres, rendering this part of the
country peculiarly attractive. From the canon to the lower forks the cultivable
land is less extensive, but the pasture equally abundant and rich. The country
abounds in largo game, such as bear, cariboo and moose.

The hill slopes are, in many places, very distinctly marked by unbroken terraces,
rising in some instances 1,000 feet above the level of the river. Opposite camp No. 47,
and for some distance above and below it these terraces are most noiiceable. They
are truly parallel, and expose at their outer edges short bluffs of sandstone,

We arrived at the Lower Forks on the 28th August, and the following day made
preparations to strike eastward, as Pine River here suddenly turns to the north.

Qn the 30th we started up the east brt^uch in the hope of finding some lateral valley

•?*)

from the eastward, by which the summit to the Smoky River might be readied Wo
ascended the valley for ten milcB, when it became evi<lent that it was useless lo
proceed any further, as the upward course of the valley was west of south, and we
nad evidently reached the southern edge of the plateau. Beyond could bo seen
pretty high hills rising roughly from the east bank of the river.

For eleven miles above the Porks the east branch has dug out for itself a narrow
valley through the plateau. Rough, broken slopes of clay, sandstone and shale face
the river, with shelving slabs of sandstone near the water's edge. The river margin
is strewn with lumps of coal, numerous thin seams of which are seen in the lace of
the blutfs. The average height of the plateau above the river is SOU feet.

At noon on the Slst August we left the east bianch and kept a course nearly
due east. After passing the north end of a ridge running north and south, we
reached a largo stream coming from an easterly direction. Following up this stream
to its source, through a wide valley, a summit 3,050 feet above the sea was
crossed, and a little farther on we came lo a small stream running eastward, which
was followed for seven and one-half miles to camp No. 59, where the stream turns
northward. The last tive miles we travelled on a good Indian trail, on which were
marks of horses, and by the side of the stream we noticed numerous wigwams.
At camp No. 59 was found the entire skull of a bufthlo.

From this camp we kept on, as nearly Jis '.ossible, an easterly course, travelling
occasionally on an Indian trail. Alter crossing a low ridge and several tamarac
swamps, we reached, at four miles from Camp 59, a sluggish muddy river, 100 foet
broad, running north, and no doubt tailing into Pine River. Two miles east from
this river we made Camp 61, at the foot of a pretty high ridge lying directly across
our course. The altitude of this camp is 2,300 feet above the sea, and its distance
easterly from the lower forks of Pino River, thirty miles.

From the time we left the east branch we had evidently been travelling along
the southern limit of the plateau; for near at hand, on our right, rose hills and
I'idges from 700 to 1,000 feet above the general level, while the country to the north
looked comparatively even. In the vicinity of " Buffalo Creek " the land is good,
and the pasturage very rich.

The safety of the muies had now to be taken into consideration. They were 650
long miles from their winter pasturage at Kamloops, and the higher mountains had
received, some time ago, their winter coats of snow.

Notwithstanding the never-ceasing attention of the most careful and industrious
of cargadores, the animals were very much bruised and fatigued. For tifty-onc days,
often on scanty fare and with little rest, they had been by turns scrambling along
rocky slopes and over fallen logs, breast high, floundering across swamps, or stum-
bling among the slippery boulders of the Misinchinca and Pine Rivers. Without
the train I could do nothing, for the Indians refused to pack, and were besides be-
coming otherwise troublesome. They were in a strange country, far from homo,
and tor sometime back had been using every means to dissuade me from continuing
my Journey eastward, at the same time making implied threats of returning" home
by themselves. I was very anxious to reach the summit to Smoky River ; but there
was high ground in front of us, and we would have been compelled to deflect still
more to the north ; besides, the country was much encumbered with fallen timber,
and our progress eastward must have been very slow.

It was intended that the pack train should be at Quesnelle not later than the
20th October, as beyond that time it could not be considered safe in the woods. By
this arrangement there was now left a margin of only a few days, and, under the
circumstances, I judged it best to turn homewards.

We left Camp No. 61, for Quesnelle, on the 7th September, and reached the
Lower Forks early on the 10th. On the 11th I examined the river for six miles
below the Porks, and next day we started up stream on our homeward march.

In passing, I ascended Table Mountain, from the top of which an extended view
was obtained — and the following notes taken respecting the surrounding country : —
S. round to S. 80° E, many low hills rising from the plateau 500 to 1,500 foot j S. 80°

§0

K. to N. 60° K, hills gi-atlu;illy flatton ; N. (50° E. to N. 15° W., a comparatively lovol
country ; N. 75° W., very liigh peakn distant 40 to 50 miles (These are no doubt
the .southerly peaks of'the high range in the great bend of the Poaoeliivor.) N.15° W. to
S. 70° W., a flat country lor 30 to 40 miles, beyond which rise high rough moun-
tains well patched with snow ; S. 25° W., up ihe valley ot the middle branch
towards the source ot the Misinchinca, high snowy mountains. All the country to
the south rough and irregular.

Fiom the above observaticms it is evident that no satisfactory line of railway
to the eastward need be looked for, independent of the Pino Eiver vallc}', as far as
the Lower Forks, or to the south of a line bearing N." (J0° E. for some distance from
the latter point.

The height of Table Mountain is about n,500 feet above the sea.

On the morning of 16th September, the thermometer (Fahr.), stood at 22° above
zero, and the weather looked threatening. We therefore pushed on with all speed,
and le.iched the summit on the 20th. The snow line was then within 400 feet of the
valley, and the weather boisterous, with occasional showers of hail.

Parsnip River was crossed on the 26th, and the fallowing lay, during a heavy
snow storm, wo arrived atFortMcLeod, 16 days from the Lower P'orks of Pineltiver.

On the 2'Jth,with the thermometer at 8° above zero,the pack train was despatched
to Quesnelle, under instructions to proceed as rapidly as possible.

The train arrived at (Juesnello in safety on the 15th October.

After settling some ditficulties with our three Indians, who insisted on returning
with the pack train to Fort St. James, I proceeded by canoe to the mouth of the
Mischinsinlica for the purpose of examining the valley of that stream and ascertain-
ing if a practicable route existed in that direction to the valley of Pine River.

The Mischinsir lica falls into the Parsnip River, about ten miles below the Mis-
inchinica. It is about 15 feet wide at the mouth, and its valley for eight miles up is
favorable.

Beyond that distance the valley gradually becomes narrower and steeper, and at
sixteen miles from the Parsnip branches out into the high rough mountains which
lie on the west side of Pine River. Avery indistinct Indian trail was followed up
the Mischinsinlica for ten miles, where it ascended the left hand mountain and was
seen no more.

Returning to the Parsnip on the 4th October, on the 5th we started up that
river with the object of ascertaining the character of its valley and examining the
eastern slope of the ridge between McLeod's Lake and the Parsnip.

During the night of the 4th the thermometer fell to T^ above zero, and we were
much hindered by float ice in the river. On the 8th we had reached a point thirty-
three miles above the Misinchinca. For this distance the valloj' of the Parsnip River
is flat and wide, and in every respect favourable. The ridge on the east, towards
McLeod's Lake is from 500 to 1,'iOO feet above the level of the river, and does not
seem to present any serious obstacles to a line across it from Bast to West, were such
desired.

At noon on the 8th we turned down stream and reached Fort McLeod by way of
Pack River and Tutia Lidve on the 10th.

It now remained for me to examine the route by way of McLeod's Lake and
Crooked River or Chucaca to Summit Lake, and thence by way of Salmon River to
the located line on the Upper Eraser.

Wo started from Fort McLeod by canoe on the 11th October, at 10 a.m., and
entered Summit Lake on the l4th at 11 a.m. For somedistance before reaching the
lake we had to break our way through the ice. The navigation on a great portion
of this route is excellent. The river in many places forms a natural canal, in others
it opens out into lagoons and small deep lakes. There are, however, not a few shallow
diflUcult rapids, affording barely sufficient depth of water to float a canoe, and in some
portions of its course the windings of the river are interminable.

The adjacent country is generally flat for some distance on each side, and thickly
wooded. On the west shores of McLeod's Lake, which is about fourteen miles in

length, the hills aro rough bat not high, sloping irregtilarly to the lake. The slopes
on the cast siioro are more uniform, and less steep and broken. The shores of the
various lakes arc deeply indented by iinmerous bays and narrow arms, but the pio-
monlories thus formed are generally low, and by undulating gradeB could be ci'Osscd
near the foot hills.

Rock appears on the cast hill slopes at several }»oints, but, generallj-, this would
not interfere with railway location. On the upper jmrtion of Crooked River the
country is of a gravelly character; in some places rising in benches fifty to 100 feet
above the river.

The distance from Fort McLood to the upper end of Summit Lake, omitting the
many windings of Crooked River, is about sixty miles, and the rise between those
points is 160 feet. On a line this would bo pretty evenly distributtxl thioughout the
whole distance.

The altitude of Summit Lake is 2,050 feet above the sea. Its length north ftnd
south is alx)ut live miles by four miles oast and west. The waggon road across the
Giscomo Portage from Frasor River, strikes the inko at the south-east corner.

From the west end of the lake to Salmon Itivor the distance by a good trail is
only tvvo and threo-<iuarter miles, and the country is comparatively level. The
watershed between the Arctic and Pacitic Oceans is crossod one and a-quarter
miles from Summit Lake, at an altitude of 2,100 feet above the sou.

We hauled our canoe and packed our baggage across this portage and started
down Salmon River on tho 16th Octobei-, reaching the Fraser early on the IStli ;
Quesnelle on the IDth, and Victoria on the 27th.

I closed my track survey on Division N, location " 1876, at tho crossing of
Salmon River bench, mark No. 106 ; altitude, 11H5-16.

The valley of Salmon River, from the oast end of the porUige to the Fraser, is
from one half to one and a-half miles wide, and about 200 feet below the general
level of the surnmnding country. It is thickly wooded with fir and cottonwood.
The channel of the river is very crookcJ and much obstructed by drift piles, which
render navigation, more es])eciall3' at a low stage of water, very tedious. There aro
a number of sliding slopes and blutfs of clay and gravel at tho elbows of tlie river,
and many gravel flats on both sides five to thi.ity feet above high-water mark.

The approximate ])osition of a line along the route explored, from tho railway
surveys on the U))per Frasor by way of Pino River Pass to tho Lower Forks of Pine
River, a distance of 187 miles, is shown on the accompanying plan by a red lino. This
route is well marked out by the natural physical features ot the country, and the
following brief notes, with respect more especially to the general grades obtaituibio,
may bo useful.

' Distance

From Division N. location up Valley of Salmon River to Sum-
mit on Ponaffe

From Summit on Portage to West End of Summit Lake

From West End of Summit Lake to Outlet of same

Outlet of Summit Lake to North End of McLeod's Lake

From North End of McLeod's Lake to Tntia Lake at the 80th
Mile

From the 80th Mile to i5iimmit of Ridge between Pack and Par-
snip Rivers ;

From the Siimmii of Ridge to the Crossing of Parsnip River....!

From Crossing of Parsnip River to Crossing of Misinchincft,
near Moutti of Atunatche

From Crossing of Misinchinca to South End of Azuzetta Lake

From South End of Azuzctta to Summit of Pine River Pass..

From Summi* of Pine River Pass to Lower Porks

30;— 11

Miles.

12
3
4

6
2

19
4

Grades.

Ascending

Feet
per Mile.

.53

Descending

Feet

per Mile

Level.

For the first 106 miles the works would bo mostly in gravel. Prom the 106th mile
there would be some heavy work along the Atunatche, with considerable rock-cutting
and probably some tunnelling near the precipice from which, to the Lower Forks,
seventy-three and one half miles, the works would be generally light, with a few rock
cuttings.

The crossing of Pine River below the Lower Forks would be 1,200 feet wide, and
seventy feet above the river, and some heavy work might be expected along the
river slopes in gaining the plateau to the eastward.

Finally, the following may be noted as the salient facts ascertained from this
exploration, viz . :

That a depression occurs in the Rocky Mountain range, extending from 55° 15',
to 55° 45', North latitude.

That a pass exists in this depression which, together with its approaches from
east and west, is, with i-espect to railway construction, of a generally favorable
character.

That the summit of this pass is 2,440 feet above the level of the sea, which summit,
for the sake of convenient comparison, it may be observed, is 1,293 feet lower than
that of the Yellowhead Pass ; 1,065 feet lower th..n the watershed between theFraser
and Ilomatlico Rivers ; 660 feet lower than the summit to Dean Channel ; and, to carry
the comparison a little farther, 5,802 feet lower than the highest pcnnt on the Union
Pacific Railway.

I am, Sii", your obedient servant,

JOSEPH HUNTER.

Marcus Smith, Esq.,

C.P.R. Survey.

APPENDIX H.

CANADA AND ITS 7AST UNDEVELOPED INTERIOR,

BY SANDFORD PLEMINQ, C. M. O.

Bead before the Royal Colonial Imtitute, London, England, IGih April, 1878,

(extracts.)

" Having mentioned some of tiie events which usliered in the birth of the new
Dominion, it will now be my purpose to furnish in a concieo form a general account
of the groat region embraced within its limits, all of which is under the control of
the Canadian (rovcrnment. As a preliminary it seems proper that I should refer
to some of those early discoverers and daring travellers who gave to the world the
first knowledge of the country.

Last session, Mr. Eraser, when he addressed the Institute, referred to Sebastian
Cabot, who touched the east coast of Labrador so long ago as 1496, and to Jacques
Cartier who, in command of two or three French vessels, sailed up the St. Lawrence
in 1534, and proceeded to establish trading posts which proved to be the beginning
of the old province of Canada, now Quebec. Attention being now directed to a more
extended field, in fact, to the northern half of North America, our inquiries must
necessarily take a wider range, and embrace discoveries on the Pacific, on the Arctic,
as well as on the Atlantic coast.

In the fifteenth ceniury, when the Continent of America was first discovered,* the
dimensions of the globe were but imperfectly known. Its circumference was thought
to be much less than it has since proved to be, and the newly-discovered land was
supposed to be the eastern shores of Asia. Spain and Portugal were then the great
maritime powers of the world, and they agreed under a Treaty of Partition founded
on a bull issued by Pope Alexander Vf, in the year 1494, that the Spaniards should
possess exclusive control over the western route to Asia, while the Portuguese should
communicate through eastern channels. The question of jurisdiction having thus
been settled and stamped with the authority of the highest power in those days, the
Portuguese pursued their discc^veries to the east by way of the Cape of Grood Hope,
while the Spaniards endeavoured to find their way, in a westerly direction, through
new seas and unknown lands, i;o India. The Spanish ships cruised along the Atlantic
coast of America in the hope of rinding their way to the south of Asia. In 1^13 the
Isthmus of Darion was crossed, and three years afterwards Spanish navigators
penetrated the Straits of Magellan ; and thus the Pacific Ocean was discovered at
two widely separate points.

In 1592, Juan de Fuca is reported to have followed the Mexican and Californian
coasts until he reached the broad inlet of the sea which to this day bears his name,
and which forms (he southern limit of Canada on the western ocean. Eight years
after the alleged discovery by Juan de Fuca, Henry Hudson ascertained the exist-
ence of a groat inland sea accessible from the Atlantic side ol the new continent.
From Hudson's Bay it was confidently expected that some passage would speedily
be found which would enable ships to traverse from the Atlantic to the Pacific and
thus shorten the voyage from Europe to Asia.

* Columbia lauded pn S. Salvador or Watling's Island, on the 13th of October, 1492.

In IfiOO the whole region snrronnding Hudson's Buy was granted by Iho British
CrowJi to the society of merchants ever since known as the Hudson's Ba} Company,
who, after thuouglily exj)loring itsshoren, failed in discovering an oiitkitto the west.

The first civilized men who pierced the interior were probably French avenlurora
and traders from old Canada, Avhile the whole country was yet in possession of
France. A record of tlie exphdlH of these men, who, without tlie slightest previous
knowledge of tlie territoiy, penetrated among numerous savage tribes, would be of
thrilling interest. They passed from the Si. Lawrence thiough tiie great lakes
}Inion aiid Suporioi-, and by the innumerable intricacies of streams, lakes, and
porlagesto Lake Winnipeg. Thenco, they passed up the Iviver Saskatchewan to
about the lOl^rd meridian, where they planted their most distant trading post some
2,000 miles from the then colonized parts of Canada.

In IGT'J, almost two centuries ago, Eobert Chevalier de la Sale entertained tho
idea of finding a way to China through the lakes and rivers of Canada. His expe-
dition set out in the frail canoes of tho natives, his point -of departure above tho
rajtids on the St. Lawrence, near Montreal, being named, as it is still named, " La
Chine," in allusion to the daring project to reach from ihat point the land of tho
Chinaman. Haifa century later the attempt was renewed. In ItSl, Pierre fJauthier
deVarcnncB, undei- tlie aus])ices of Charles, Marquis de Beauharnois, (I over nor of New
France, commanded the expedition, and although he failed to reach the Pacific
Ocoan, he was the first to reach the Pocky Mountains.

In ntiS, Fort La Eouge, close to the site of the present Fort Garr}^, was an
otablished trading post. Soon after this, the conquest of Canada extinguished French
possession and terminated French exploration in the western wilderness. Even
the French missionaries, who w^ere the first to preach the Gospel to the aborigines,
abandoned the country, and did not resume tho work for nearly sixty years.

A hundred years after the grant to the Hudson's Bay Company, one of their
agents, Mr. Samuel Hearne, was commissioned to examine the interior. Between
ITGO and 1772, that early explorer made journeys on foot and in canoos 1,000 miles
westwards from the place of his departure on Hudson's Bay. He discovered Great
Slave Lake and other laige lakes, and traced the lUver Coj>permine to its mouth.

Exactly a hundred years ago, and in tho year before the sad end of one of the
most distinguished of navigators and discoverers, Captain Cook touched at Nootka
Sound, on the western coast of Vancouver's Island, claimed its discovery, and
after remaining there a few weeks, sailod along the coast to Behring Slraitw.

After an intermission of eleven years, Alexander Mackenzie, in the service of
the North West Fur Trading Company, set out on an important exploration of the
interior. Between 1789 and 1793, that intrepid traveller discovered tho great river
which justly bears his name, and followed it to the Arctic Ocean. He ascended the
Peace Piver to its source, was the first civilized man to penetrate tho Rocky Moun-
tains, and passed through to the Pacific Coast. This traveller inscribed in large charac-
ters on a rock by the side of Dean Inlet, the words — "Alexander Mackenzie, from
Canada by land 22nd July, 1793." @n the same day that Mackenzie painted that
memorable inscription by the side of tho Pacific. Captain Vancouver was pui'suing his
examination of the coast about two degrees further north. A shoit time before
Mackenzie emerged from the interior, V^ancouver had visited the spot where Macken-
zie slept but orie night within sound of the sea. Thus these two distinguished
ti-avellors, from opposite directions, and engaged in totally dift'erent pursuits, dis-
oovorcd precisely tho same place, and by a remarkable coincidence all but met each
other.

la 1806, Simon I^h-asor crossed tho liocky Mountains from Canada, and descended
tho great river of British Columbia which, in his honour, was named after him. It was
ray good fortune many years ago to road Eraser's original manuscript journal, then in
the hands of his son. I have since witnessed the foaming rapids and boiling whirl-
pools of that wildest of all large rivers, and I cannot be surprised that not many
have attempted, and that still fewer have succeeded, in following in the wake of Simon
Fraser from the source to the mouth of tho mighty sti-eam. Twenty-two years aftea*-

ward8, however, Governor Sir George SiinpRon made the daring attempt. Tn 1828 he
stepped into a canoe at York Factory on HiidHon's Bay, and stepped out ot the frail
cratt some time afterwards at the mouth of the River Fraser, having in the interim
traversed the interior, and carried the canoe, as Mackenzie did heforo him, from the
source of Peace River to tl:o great northern bend of the Fraser.

This celebrated traveller, in his journey round the world in 18il, again crossed
the northern half of America. His course was by the St. Lawrence, the Ottawa,
Lakes Nipissing, Huron, Superior, and by the canoe route to Lake Winnipeg. Then
across the prairio via the Saskatchewan to the Rocky Mountains and by Kootenais to
the Columbia River.

In Juno 1843, Captain (now General Sir Henry) Lefroy arrived at Red River,
passed through to Lake Athabasca, and there remained from the middle of October to
the end of February following, engaged in meteorological and magnetical observations.
In March 1844 he started for Fort Simpson on Mackenzie River, whore for several
months his time was occupied in similar pursuits.

The northwest passage, a problem which had already baffled the energy and
skill of navigators, remained unsolved at the beginning of the present century, and a
series of attempts was made to throw light on the gloom which suri-ounded it. Some
of these eflorts assumed the forms of expeditions by land, traversing the re:rion which
now constitute* part of Central Canada, and therefore call for further notice here. The
reference to them must be brief, but the indomitable perseverance and heroic endur-
ance which they developed and displayed, demands a passing tribute to names which
will ever be familiar in Canadian and Arctic story.

In 1819, an Arctic land expedition was organized under the command of Captain
Franklin. That officer travelled, vid Red River, to Cumberland House on the Saskat-
chewan, and thence by P'ort Chi])Owayan, F'ort Enterprise, and the River Coppermine,
to the Arctic Coast. This expedition was marked by frightful suffering and loss of
life.

In 1825, Franklin started on a second expedition. Having reached Ontario, ho
passed, vid Lakes Huron and Superior, to Red River, and thence traversed the country
to Great Bear Lake, where he wintered. The following year he pursued his journey
to the Ai'clic coast, vid Mackenzie River.

In 1833, Captain Back, on an expedition in search of Sir John Ross, passed from
Montreal to Lake Winnipeg and thence to Fort Reliance, where ho wintered ; after
which he followed the Great Fish River to the Arctic coast.

In 1836, Messrs. P. W. Dean and Thomas Simpson, at the instance of the Hudson
Bay Company, started overland from Red River on a joint expedition. They spent
the years 1837, 1838, and 1839 in explorations on the northern coast. They joined
the surveys of Franklin and Beeehey at Point Barrow in Behring Strait, and those of
Franklin and Back between the Coppermine and Great Fish Rivers, making the
longest boat voyage in the Arctic seas on record.

In 1845, Dr. Rao took his departure from Lake Superior on the breaking up of
the winter, passed hy the common route to Red River, by Lake Winnipeg to Norway
House and thence to York Factor}', where he wintered. A year afterwards ho wintered
at Repulse Bay without fuel, and subsisted with his party for twelve months on food
obtained with the gun and spear. He united tho surveys of Ross and Parry, a
distance of about 700 miles, and made the first long sledge journey performed in that
part of the world, the total distance being nearly 1,300 miles.

In 1848, Sir John Richardson, who had already made two overland journeys with
Sir John Franklin, made a third in search of that lamented traveller. On the last
occa-sion ho was accompanied by Dr. Rae. The two volumes published by Richardson
on his return afford evidence of the minute scientific observations made in that part
of Canada traversed by these celebrated explorers, and supply ample proof of the value
of their laboui's.

In 1849, Dr. Rue, alone, passed down tho River Co])permine, pursuing the object
of discovering Franklin with unabated vigour.

la the following year, Dr. Rae renewed the search. He wintered at Fort Confi-

(loiico, rjroat Bear Lake ; dcMcendod the Coppormino Rivor ; travelled over ice nearly
1,100 miles, at an average rate of from twenty-Hve to twenty-six miles a day ; and
made the lastost long Arctic journey v/hich has ever been known. Subsequently,
on the same expedition, he made a bout vo^'ago almost rivalling that previously made
by !)ean and Simpson.

In 185 5 and 1851 this indefatigable and justly celebrated traveller, Di. Rao, was
again in tiie Held. Again wo tind him wintering at Repulse Bay, living nearly
altogether on the produce of the gun, the hook, or. the spear. Ho made another
sledge journey of over a thousand miles, and joined the surveys of Dean and Simpson
with those of Ross A'est of Bootboa. On ihis occasion J)r. Rae was so fiar successful
as to set at rest all doubts as to the sad fate of the Franklin expedition. For this
the piomisod toward, £10,000 sterling, was presented to him and his men.

With the exco|)tion ofatinal exploration made in 1855 by Messrs. Anderson
and Stewart, who jiassed down the Great Fish Jlivcr, this ends the record of
overland Arctic expeditions. It cannot be denied that, notwithstanding all the toils,
perils, and privations inseparable from them, these expeditions have resulted in
failure anil disap])oiritment in regard to the main object for which they wore under-
taken, viz., a north-west ])assago for ships. They have incidentally, however, given
v.iluable additions to our knowledge of the country, and made important contribu-
tions to science.

These various overland Arctic expeditions, of which I have presented but an
outline, extended over a period of thirty-six years. But for them the northern
regions of Canada would not have been so thoroughly explored. We have now a fair
knowledge of the northern coasts, witn all their silent and jieaceful grandeur, far
away from the feverish bustle of busy men. The more Arctic portions of the Domi-
nion are probably destined to remain for ever undisturbed by the hum of industry,
and to continue, as Providence has hitherto kept them, with all the characteristics
of snow and solitude which mark the landscape in high latitudes.

Wliile investigations wcm-o bein^'- proceeded with during a series of years in the
northern parts of British North America, in connection with the all but futile
attempts to tind a north-west passage between the Atlantic and Pacific oceans, it
was not until a comj)aratively recent period that s))ocial attention was directed to
the southern and fai- more valuable portions of the countiy.

Between the years 1810 and 1855 the northern districts wore traversed in many
directions. It was onl^' subsequent to the latter date that regularly organized etforts
were made to gain injormation respecting the country nearer home.

In 1 57, on the recommendation of the Royal CJeographical Society, Her
Majesty's (irovernment sent out an expedition to explore the country between Lake
Superioi' and the Rocky Mountains. It was placed under the command of Captain
Palliser, who, with a staif of scientific men, remained pursuing his investigations
until 1851). Reports of the highest value wore published on the return of the
Expedition.

The Government of the late province of Canada likewise sent out an eKpcdition
in 1857. Its object was to survey the canoe route between Lake Superior, and the
Red River settlement. Messrs. Dawson and Hind, who wore in charge of distinct
bi'ancbes of this expeilition, pui'sued their investigations during 1857 and 1858, extend-
ing them as far west as the south bianch of the River Saskatchewan.

In the same years, 1857 and 1858, Captain Blaiiiston, at tho instance of tho
Royal Society, was engaged in meteorological and other scientific observations. Ho
began at York Factoiy, on Hudson's Bay, passed inland to Lake Winnipeg, and
thence by the Saskatchewan to the Rocky Mountains.

Other travellers, who were not directly comn.issioned by the Imperial or
Colonial Governments, passed through the country, and on their return added valu-
able contributions to tho genoi'i.l s',ock of information. In 1850 and I860 the Earl
of Southesk followed tho Assiniboine and Saskatchewan valleys to the Rocky Moun-
tains, and some years afterwards gave tho public the benefit of his observations. In
18G2 and 1863, Lord Milton and Dr. Choadle crossed from the Atlantic to the PacifiQ

by the Yellow Head Pnss niul Thompson Fiivcr, jicrforminfjf a journoy in whi.'li they
■\vero cxpoBod to perils and narrowly CHcajjcd disaster. The volume, •' The North-
We»t rasHUf^e by Land," puhlished on their reliiiii to Eii^hiiid, is one ofthe most
charming among modern booUs of travel. In 18(i4 we again Hnd i)r. R;io at wori<.
On this ocersion ho had abandoned the yVrctic regions in favour oi' a m.)re sDUthern
journoy. Ho crossed i\>: Milton and (Jheadle did in tlic previous years, riti the
Saskatchewan to Tete Jaune Cache, but, unlike them, he tui-ned at this point ti» follow
the FraHor, in place ofthe Elver Thompson ; finally reaching the I'acitic roast.

I ought not to omit to mention Messrs. Doughis and iJrummond, both botanists
who spent some time in the country, and David Thompson, after whom tho River
Thompson is named. He was for many years in the service of the Hudson's Hay
Company as astronomical surveyor. To his labours we are indel^ted, to no small
extent, for our geographical knowledge of much of the interior.

1 should do injustice to the missionaries who have gone forth at dilfercnt times
to Christianize and civilize the native tribes, did 1 overlook ihe part they have taken
in thi'owing light on the physical features ofthe several regions they have visited.
Ministers ofthe Anglican, Wesleyan, Piesbyterian, and Jloman Churches have each
and all done their part. To French clergymen of the iasl-nameil Church we are

Iierbajts chietly indebted. Nearly a hundred and fifty years ago Pierre Arnaud, on
lis first intercourse with the Indians, fell a victim, togetlier wiLli one of the brothers
Vorundrye and party on their way between Lake Superior and Jled liivcr. Canada
owes much also to the learned Archbishop Tache, whoso travels during a sojourn of
over thirty years have been extensive, and the results of who.se observations in many
parts ofthe far interior have been given to the world.

This brings the list of the principal explorers, as far as I have been able to learn
their names, and the record of the various independent discoveries wliich have
been made, up to the period when the whole territory formerly known as British
North America came under the name and jurisdiction of Canada. As I before men-
tioned, the Imperial Act by which British Columbia and the Hudson's liay Territory
entered the Dominion, came into force in July, 1871. On that day, strong engineering
parties were sent out by the Covernment of Canada to explore the whole region inter-
vening between the seat of Crovernment at Ottawa in the eastern provinces and the
Pacific coast at the west. The object was to obtain more complete informction
respecting the country, and find a line to be followed by a trans-continental railway.
The engineering force engaged in this work has been about a thousand men of all

grades. The surveys have been continued from 1871 up to the present time. I have
een myself intimately connected with it, and therefore it behoves me to refrain
from saying much with respect to the manner in which the work has boon done. I
may, however, be pardoned for alluding to the earnestness and determination ofthe
Government and people of Canada with respect to the development, as rapidly as
possible, ofthe magnificent country which has come under their control. An instance
may be given in connection with the surveys. After three years had been spent
by the engineers in exploring every part of a wi'd, uninhabited, and roadless countr^j
extending a distance of about three thousand miles, a great amount of exact engi-
neering information had boon obtained at a heavy cost, when a serious and discou-
raging disaster occurred. In 1874, in mid-winter, the building in which weie dej)Ositcd
the field note-books, the unfinished plans, and nearly all the other information accu-
mulated, was destroyed by fire, and nearly every scrap of j)aj)er was consumed ; and
thus the labour of three years, and results which had been obtained at a cost of about
£300,000 sterling were lost. Nothing daunted, the order was given to begin the
work of surveying afresh. It has been vigorously prosecuted up to the present time,
and I can now point to some of tho results as being highlj- satisfactory.

I shall not attempt to weary you with even an outline ofthe details ofthe work
which already fills volumes ; I will simply allude presently tothegcneral information
which ha» been acquired, showing, perhaps, some ofthe more important results which
have been obtained. It will, however, enable the members of tho Institute to form
burae idea of the labour which has been expended on this survey when I inform them

§g

that tho total lenj^th of explorations made durinp^ Ihe last seven years oxcoedrt
47,000 milo.«, and that no iesss than 12,000 miles have l)cen laboi'iou«ly measured by
chain and Kpirit level, yard by yard, through mountain, prairie, and tbresl. To men-
tion that the Canadian Government has, on this Hpecial examination alone, expended
about £700,000 sterling, will not fully convey a correct idea of the energy and
determination displayed.

Besides extensive land surveys in Manitoba, tho boundary lino between Canada
and tho United States has been defined from end lo ond. This was done by a joint
Commission appointed by both countries; the British section of the Commission being
in command of Major I). R. Cameron. The work occupied three years, and tho
reports furnished on its completion, including scientific papers by Captains Anderson,
Featherstonhaugh, and George M. Dawson, have largely extended our knowledge
of that portion of the country adjoining the southern boundary line from the Lake
of the Woods to the Eocky Mountains. A boundary survey west of tho mountains
had been previoush* efl'ected.

The foregoing sketch of the early discoveries of different independent portions of
North America which together make up the Dominion of Canada, and tho reference
to the various explorations and surveys which, from time to time, have been made in
different parts, will enable members of the Institute to judge of the value of tho
information, geographical and physical, which has been acquired respecting much of
the country. The several provinces on the Atlantic sea-board, and the valley of tho
St. Lawrence are well kniwn, and have already been described at a former meeting.
The southern margin of the country, extending from these provinces westwards to
the mountains, have been examined with tho greatest care by the Roj'al Commission
appointed to define the boundary between Canada and the United Slates. Tho
Canadian coast on the Pacific, with its many deep fiords, flanked ia some instances
by mountains reaching the limits of perpetual snow, has been tho subject of repeated
explorations. The northern side of the country, with its long summer daj' and its
equally long winter night, has been visited in nearly every part bj' brave inde-
fatigable men, who, after perils and privations ol no ordinary kind, have mapped it
out, and left it again to tho silence and desolation which pervade the Arctic circle.
The interior ia so vast that it cannot be said to have been completely examined.
There are still some districts where the foot of civilized men has not yet stepped;
but, as 1 have shown, explorers have forced their way in many diiections ; adven-
turous men have penetrated tho gloomy j-ecesses pf the primeval forest, have peered
into the rocky fastnesses of the mountains, and, with unflagging toil and unflinching
endurance, have gained for us a general and reasonably correct knowledge of much
of the country.

I shall not trouble you with many details, but shall endeavour only to lay
before you a very bi"ief and condensed description of the general physical
characteristics of the several great divisions of the territory compiised within the
limits of the Dominion. In the first place it is important that a perfectly clear and
correct conception should be formed of its extent. If we open an ordinary atlas and
overlook the parallels of latitude and longitude, for the moment, all countries appear
very much about the same size. Scales and projections are adopted to suit tho con-
venience or fancy of the publisher. Large countries are made sniall, and small
countries are made large, to suit the size of the book ; and thus strange misconceptions
are often formed. If, however, we take a large terrestrial globe upon which all tho
land and water on the earth's surface are depicted on precisely the same scale, our
ideas will be corrected. If on the surface of tho globe we draw on one sheet of
tracing paper tho outlines of Canada, and on another the outlines of I'.urope, and
then proceed to lay the one over the other, so as to cover so much of the land in
each case as possible, and if we goon to measure and make allowance for portions
left uncovered, we sholl find that Europe somewhat exceeds the area of Canada, but
that the excess is not great. Lest it be imagined that Canada has an undue share of
the region of ice and snow, we may exclude from the comparison all tho land within
the Arctic circle in both cases, and still we find that Canada covers fully more of th«

8'J

oartli'M siirfnco than tlio ooin prised areas of Fairojioan Riisf<ia, Lapland, Norway,
Swi.'dcn, Donniark, IIoHaiid, Ik-lgiiim, the British Islands, France, Swit^ierlan'l,
(lertnaii)', Austria, 'J'urkey, and all the prineij»alities between the Adriatic and Hlaik
.Sea.s ; in iaet, it' we leave out Spain and Italy, Canada appears to eipnil in area the
remainder of Eiii'oj)C.

(^1' eoinse, tins is a compai'ison simply of extent; it ha.s no refereneo to soil, or
mineral resources, or to climate. Those features will be briefly considered presetdly.

It has l)eon found con"eniont in describing the ;^cnoral characteristics of (,'annd.i
to divide it into three great reijions. Its leading botanical, geological, ami to|)ogra-
phical features sugge>t this division. One region, e.Kcept where cIcKued of its timber
by artificial means, is densely wooded, another is wooded and mountainous, the third
is avast lowlanil plain of a prairie character. The Mountain Region is on the western
side; the i'raii'ie Region is in the middle; the remainder, which embraces the settled
jjrovinces on the St. Lawrence, originally covered with a growth of limber, may, for
tlio sake of sim]ilicity of description, be considered the Woodland Region.

1 shall tirst consider the Prairie Region. Ff we place before us an orographical
map of North America, it will be noticed that a great continental plain stretches
north and south between the (Julf of Mexico and the Arctic Ocean. It is bounded
on the v/estern siile throughout its whole extent by the Rocky Mountain /one, and
on the eastern side in part by a less elevated region, the Appalachian /.one. This
great plain occupies the whole oi the continent of North America between the
western and eastern mountain ranges. It is divided by its river systems into three
perfect!}- distant drainage basins. One drains to the south into tlie (Julf of Mexico,
another north into sub-Arctic waters, and the third east into the Atlantic by the
channel of the great rivor St. Lawrence.

Of these three basins, that cf the St. Lawrence is by far the smallest, and the
northern is fully as large as the other two togethei'. The St. Lawrence basiia, on
the boundary between the United Slates and Canada, occupies i)art of both counti'ies ;
the southern basin is almost wholly in the United States ; the northern basin is almost
■whollv in Canada; ar.d the line of contact between the two latt<>r basins is in part
apj)roximately coincident with the 49th jjarallel of latitude— tlie southern limit of
the iiiteiior of Canada. It will thus be seen that the great continental plaiu of Noi'th
America is divided natui'ally, as well as artificially, through the centre. It is divided
j)olitically into two adjacent countries, underdistinctgovei'nments, and naturally into
three vast drainage basins, the smallest of which occupies a comparatively narrow
strij) along the eastern portion of the International Jioundary linj, while the other
two discharge their watei's in diametrically opposite directions.

The Prairie Region of Canada, lies in the northern drainage ba-«iu: it may be
considered to extend from .south to noilh more than a thousand miles, and neai'Iy
tlie same distance fi'om cast to west. It is not al' a treeless prairie; a considerable
portion is thinly woo:, ed ; yot the whole i.s considered as more or less partaking of a
prairie character.

The Prairie Region, so called, is somewhat -triangular in form. One side coin-
cides with the International Boundary line, and extends from the n5th to the llMth
meridian ; another side follows the eastern slope of the Iloeky Mountains t'i\m\ the
4".tth to about the (>4th ])arallel of latilutle. The third si'le, ab )ut 1,.')0I) miles in
length, skirts a remai'kuble sei'ies of lakes, rivalling in size Lakes Ei'ie and Ontario.
These great waler-filled deprossions lie in a generally straigiit north-westerly and
south-easterly direction. They embrace (i rent Slave Lake, Like AtJiabusea, Lake
AVoUaston, Leer Lake, and Laiko of the Woods, and they appuav to occur geolo<rically
on the separating line between a broad band of Lauroiitianor meLtimorphic rocks and
the .softer Silurian formations. This great triangular-shaped region is esli»nated to
measure almut l:5()0, 000,000 acras. Its brtsc, running along the series ol hikes men-
tionotl, will probably average loss than 1,000 ftKst above the sea; and its apax, near
where the International Boundary line enters the Rocky Mountains, will probably be
about 4,000 feet above sea level. This region may generally be describe 1 us a great
plane sloping from its apox in a north-easterly direction downwards to its ba^e, but*

tho inclination is not unifoi'in and uiibi'okon. Several forracos and woll-dofincd cscai'i)-
mcntH Htrutchiiig across Uic country arc met willi at intervals. ;\ groat proportion
of tho Hiufiico is gonlly rolling, and hills of no groat hoight occur Jicro and thorc.
Tho rivors of this division of the country flow for a great pai t of their course in
decj)ly oi'odod channels, freiiuontly of coiisidciablo width, and as the superficial
formations ai'c for the most jiurt drift or soft rock, tho channels which have bcon
furrowed out arc hut little obstructed by falls or steep i-apids. Tlie3'genornl!y present
a uniform descent, and the long stretclu's of some of the rivers, although the current
bo swift, are capable of being navigated. A wide expanse of the region to the .south
of tho main Sasuatchcwan is a piairie, without trees or shrubs of any kind ; tho
treoloss prairie passew by easy gradations into copso woodland M'ith jirairie interven-
ing. To the north of the Saskatchewan, woodland appears in vai-ious localities. On
PoacoRiver there are extensive prairies; there is, also, an agreeable mixtui-e of wood-
land and prairie ; and this character of country apj)carN to prevail for a considerable
distance still further north.

It is scarcely to be supposed that a region so extensive would be found all
fertile land. The great American desert, which covers a wide area in tho centre of
tho United States, was at one time thought to extend noith for a considerable distance
into Canada. Tho Boundary Commission re])Oi'ts, however, appear to show that the
arid and unproductive tract is more limited on the Canailian side than was previously
tiupposed; and that a great breadth of the country previously considered valueless
may bo used for pastoral purposes, and some of it ultimately iirought under cultiv-
ation. There are other places within tho territorj' desciibetl as the Prairie Ecgion
vhich are unfavourable fl>r farming pursuits; and although certain di'awbacks claim
recognition, there can no longer be any doubt respecting tho salubrity of tho climate
and the existence of vast plains of rare fertility. Infoiniation on this head has been
obtained year by year. Professor Macoun, a well-known botanist, has I'ccently been
commissioned s])ecially to investigate this subject. lie estimates that there are no
less than 1GO,000,OUO acres of land available in this regi</n alone for farming and
grazing purposes, of which one-half, or 80,000,000 acres,, may be considoreil fit for
cultivation.

The mineral riches of this groat division of Canada ai-e but imperfectly known.
It has, however, been established that immense de})Osils of coal exist in many parts,
chiefly along the western side. The exanunations of Mr. Selwyn, director of the
Geological Survey, cany the impression that the coal bearing rocks |)ass with their
associated coal seams and iron ores beneath the claj-s farther east, and it may be that
shafts would reveal Avorkable seams of coal at such limited depths beneath the surface
as wou d render them available for fuel antl for industrial pui'poses in tho heart of tho
praivicb. Should these views of Mr. Selwyn prove correct, their realization will be
of the greatest possible importance to the countrj'. Besides coal and iron ore, petro-
leum, salt and gold have also been found.

The nucleus of a population has for many years existed on the Red River ; it
was originally formed by the Karl of Selkirk near the beginning of the present con-
turj'. In the autumn of 1812 he reached the chosen locality, iviidonan, via Hudson's
Bay and Piver Nelson, with a small party of Highland Scotchmen. Subsequently,
the numbers were increased, and a number of French Canadians also settled down to
cultivate the soil at St. Bonifiue, on the opposite bank of the Eed Eiver. The Red
River settlers, exposed to many vicissitudes during a space of half a centuiy, did not
greatly prosper. But since the incorporation with Canada of the whole country
formerly under the sway of the Hudson's Bay Company, marvellous progress has been
made. The province of Manitoba has been created around the place which was once
the Selkirk settlement ; its population has increased from a mere handful to many
thousands, and it has to all appearance entered on a careoi- of unexampled progress.

Manitoba, althougji a province with prospects so brilliant, occupies but a small
corner of the fertile lands in tho interior of Canada. Tho Prairie Region, as set forth
in tho foregoing, is alone ten times the area of England, reckoning every description
of land; such being the case, it may be no vain dream to imagine that in duo time

many ProviiicoH will bo carved fmt of it, and that many millions of tlio litiman family
may i'md luippy and piosjjoroiiM homes on ihost> I'i'di alluvial plains ofCanada

I shall now pa>s to that other great division of the countiy which \uM beon
designated the Mountain Region.

This is piii't oCllie gieat elevated mountain zone of North America, which begins
in the Cordillei'as'and elevated plateau of Mexico, and extends to the Arctic Oeean.
If we examine the orographic map, it will he observed that the iiocUy Mountain
zone, althoiigii it has many suhsidiai'y mountain ranges, is characterized for the
greater part i)f its length hy two prominent iind ptMtbctly distinct Alpine chains, ea(di
with many spurs or branches. One ol thoso main chains is 'lirectly along the Pacific
coast: in Canada it is known, as the Cascade Mountains, and farther south as tho
Sierra Nevailas. 'IMioothei- range is the Roclcy Mountains proper: it ohsorvos a general,
although not perfect, parallolisni with tin? c()iist. The disluneo between tho crests of
thosj two lofty chains varies from 1,00(1 miles in the Uniteil States to IJOO miles in
Canada, and to this circumstance may bo attributed tho remarkable widening of
tho alluvial plains in the Canadian half of North America.

I shall now conline my remarks to that poi'tion of tho Rocky Mountain zone
within the limits of Canada.

The ("ascade Chain rises abruptly from the sea lov(d, presenting from the water an
extremely bold and deliant aspect, Theaverage height of the many seri-ated summits
will probably range from 5,000 to .S,000 feel above sea level, and some of its central
ci'csts and loftiest peaks rival in elevation the main JJocky Mountain Chain. Tho
main Rocky Moui'tain Chain is in (Janada from .'JOO to 400 mih^s distant from the
Pacific coast. This cliain rises like a colossal wall above the continental plain on its
eastei'ii side. Its flanks ai'e, however, deejdy gashed, and great cotmtefortdiko spur.s
jut out, between which the rivei's which water tho Prairie Region take their rise.
Much of this great mountain barrier rises over 8,000 feet above sea level. Tho loftiest
central peaks enter the region of perpetual snow; some of them, indeed, roach an
elevation estimated at 15,000 foot above the ocoan. On tho western flank of tho
chain are several in iepondont groups of mountains, known by local names. They are
separated from each other by nari-ow valleys and deep chasms, some of which aro
prolonged in the direction of the Praii-io Region, forming passes through tho moun-
tains. Some of these passes are from 0,000 to 7,000 feet above the sea, and they
range down to less than 2,000 feet. Those transverse openings through the lofty chain
afford comparatively easy passages from one side to the other. Tho lowest and most
remarkable is in about latitude 5(1 degrees, llore tho Peace River rises on tho
western side of the Rocky Mountains, and flows through them at a low altitude,
ultimately passing into the River Mackenzie.

Between the Cascade and Rocky Mountain Chains there extends an elevated pla-
teau, averaging from 3,000 to 4,000 feet above seadevel. This plateau is grooved out
by deep river channels, broken by rocky ridges and inferior mountain masses. It
hiis many lakes, occupying deep depressions in tho surface, and is intersected in many
directions by numerous broad, sheltered, undulating valleys. The surface of this
plateau in some quarters is thickly, in others scantily, timbered, and in certain dis-
tricts open pi'airies ])resont themselves.

Off' the shoi-e of the mainland there aro several large islands, tho most important
of which is Vancouver Island ; the others aro tho Queen Charlotte group. The former
is half as large as Scotland, tho latter is in area more like Wales. The climate of
these islands is moist and temperate, and in this respect they aro not dissimilar to the
British Islands. Vancouver, tho most southerly, has an elevated interior with moun-
tains rivalling in height tho.se of the mother-country. Some of tho central peaks,
such as the Alexandra, the Albert Rdward, and the Victoria, rise from 6,-tOO to 7,500
feet above the sea. Tlie last, the Victoria Peak, is double the height of Snowdon, and
one third higher than Bon Nevis.

Besides Vancouver and the Queen Charlotte group, there exists along the shore
of the mainland clusters of smaller islands, between which are deop, and in
many places intricate passages. Great ai'ms of the sea pierce the mainland in many

places. Thoy rcHeinlilc tlio 'locp wiUor, rocklidiin'l fiords of Norwny, ninl tlu'y
potiotratc^ so far thiit tlio luiga-it iroiifliids atloal could stoatii, in some (.aso.-', into llio
M'vy lioait oftlic Cascjido Monnlainn.

The Moiinlain llc^ion liiis somo ^ood land>, lnil tlii' f'crtilf trncts ai'c liniile<l in
oxlonl ; wlien di'velopeii llie\' will lie advantagfoiisly sitiiati'd \\>y raising agiiciiltunil
idodiiclM and stock to siii)|»ly tlio mining,' industries which in time will undoubtedly
he csialilislicd.

This it'/.;ion is oxceedii'gly rich in minernls, containing coal and iron in profu-
Hion. In (jiiality, the Vancouver coais are I'ound suj)erior I'oi' .steam engines to any
worked on the l?acitic coast. They tirid their way to Califoi iiia, and an used on the
railways leading outof.San Francisco, in sjiite ol'a high <hi(y imjjosod l.iy the TTniled
(Slates, The ](rcci(»iis nieials aie aNo ionnd. The yield of the gold washings is
already ahout 40,000,000 dollars, and within the j>ast jear (piai tz mining has been
inaugurated. Mr. Dawson, of the (Jeological Survey, reports: "I think it may be
said without exaggcratiim that theie is ^^arcely a sti'cam of any im])ortance in the
province of IJi'itish Columbia in which the ' colour ' of gold is not founil," Silver
IS met in several localities. Copper, mercury, lead, platinum, anti nickel are also
menlioned in tlie reports of the CJeological Survey.

Very much still re(piires to be learned lespecting the rock formation of tho
Mountain IJegion. Data liavo, liowcvor, been collected in a rapid and neccssaiily
imperlect geological exploration sufficient to establi>h the existence of g' eat mineral
wealth. Theie can be no doubt that iieii^ we liave a wide and promising (ield, and
the future will witness industi'ics of various kinds woikingand developing the riches
which lie buried undei' the sui'face. The forests, of enormous growth, which exist in
ninny places, and the tislieries of the rivers and coasts, will give employment to a
very co)isideiable poj)ulation.

T must now turn to tho Woodland Region; but to describe it, even in outline,
would far exceed the limit of this j)!i])er ; 1 must thcrcfoie content my.self with a few
passing remarks. I have already defined the Woodlaiid J?eg:on to be thi' whole of
Canada not within the Mountain Ifegion in the west and the Piaii ie JJegion in tho
middle; it thercfoi-e embraces all the settled portions of the Hastern Provinces which
wore wooded at one time, but which have, within a biief period, been in part cleared by
the hand of man. This region is of immense extent ; it embraces 84 degrees of longi-
tude; its most southerly point is on Lake Krie, in the 4'Jnd parallel, and it stretches
from the latitude of Rome away far north to a ])oint at least 200 miles within tho
Arctic circle. Compared with the country on the Pacific coasl, no part of this region
can bo considered mountainous. Although elevated ranges, like the Jjaurentides, aro
mot, only a small proportion of the country exceeds 2,000 feet above scalcvel. An
area of fully 200,000 scpiarc miles is ostimutod to bo under 500 feet ub<.)VO the level
of tho sea.

So grout an extent of territory presents many varieties. In the north it assumes
an Arctic character, and rosomblos portions of Siberia. Tho nearest portion of
Canada to Kuropo is that which is least known and believed to bo the least valuable.
It is bounded on tho west by Hudson's Bay, and on the east by the Atlantic Ocean.
Its extreme length from north to south is about 1,000 miles, and it is about the samo
length from oast to west. This section of Canada is somewhat greater in area than
Norway and Sweden, J)enmark and Lapland, and a great extent of it is coiisidered
to have no better climate than the northern paits of these European countries. To
the north-west of Hudson's Bay about an equal area may bo similarly described. Its
surface is varied, and its vegetation alfords sustenance for the gicat herds ot reindeer
and musk ox which find u home in this otherwise inhospitable section. It presents n©
lirospectfor tho agriculturist; the only hope is in tlie fisheries along the coast, in the
fnr trade, and possibly in mineitils which may lie hiddcji under the surface.

Those are the worst sections of the Countr}' ; as we advance southward its chai'-
acter gradually changes and improves. True, there is a broad biiiul, the agricultural
resources of which are not promising; but the forests which cover the surface will
every year become more and more valuable, and its geological structure affords indi-

cations ofminci-iil wcnllli. Tli'-- iiivosti^alioiis of llio fJoolo^ical Siirvoy lic>ro point
to tlio I'xisU'iHi" of I jell (lopos'ts I xtc'inliii^ ovcm' witUi areas. 'I lin iivd'c important
minorais aio ^^oM, silver, coal, iron, copiJor. lead, pliospliatos, ami piiinilta^o. (JrosNJn;.;
thu Miotalliferoiis imnd, wu rcacli considerablu IructH uf land vvliich Uy oiiiliviUiou
will produoo all tlio ordinary crops; and rotititiiiin^ soulhwards wo finally rcacli
Ontario, one of the (inest vvlieat-producin^ founlries in the world.

I nmst say u word about (he climate. It should he home in mind that Canada,
liko Europe, extends over so many det^roes of hitihide that it must have many !.;rada-
tions of climate. In some parts of Canaila, fruits rijien in the open air that cannot
huccessfully he <^rown in tin^land in any ([uanlity except uiid(»r ^lass. Tn one locality
every farmer enjoys the luxiuy of a lar^t; peach orchard ; while far to the north the
flora and fauna are llios(> of fripland, and still farther north iceherijs are the perennial
crop. 'I'ho alpine re^'ion l)or(lerin;^ the I'acilic, as in Southern Fyurope, presents lofty
peaks reachiii;^ the iiermanent snowline, while at lower levels in the vicinity of the
ocean a climate soft and mild as Ireland ])rovails.

In the greater part of Canaila, however, the thermometer has a wide raiiifo. Tn
Minimer (ho .einjierature runs high ; in winter it occasionally goes very low. It it*
(liflicult for a resident of (his country to undei'stand how one can live and enjoy life
in a (emperaturo som(>times many degrees helow zero; hut owing to the extreme
dryness of (he atmosphere (he cold is nol really felt so much as migli( he imagined.
Ordinary work is carried on in (he open air without incoiiveniei.ee in what would
^scem to a resident in Kngland very great dcgrjes of cold.

Ji: =1: * " J); >K *

Generally speaking, the climate of habitahle Canada may not unfairly ho
conipaiH'd with that of Russia, (Jermany, Austria, and oilier countries in hlurope. It
cannot be denied that the winters are jierhaps longer and colder than is desirable. Tho
climate is certainly continental, but notwithstanding tho wide range of (cmi)era(ure,
there cannot be u doubt that it is not only endurable, but that it is hi'althy and
bracing.

Viewing Canada as one consolidated country, extemling across the widest and
not tho least valuable jiortion of the continent of America, embracing a marvellous
breadth of feilile and unoccupied land ; with a healthy, invigorating climate; with
unlimited mineral I'osources ; with supplies of timbL>r in her f()res(s second (o those
of no country in the woi'ld ; with inexhaustible tisheries in its groat lakes and rivers,
and aroniul its coast on three oceans; with deposits of coal and iron of unmeasured
extent in tho iiitei'ior of tlio country, and on tho Atlantic as well as on the Pacifio
sea-boards; taking all these natural elomonts of future wealth and greatness into
consideration, the jiroblem which prcsonts itself is tho development of a country
which has been provided with natural resources so lavishly. The question is, how to
colonize tho northern half of North Amoi'ica, and roiidor it tho home of a liuppy and
vigorous jH'Ople It is true that Canada already has a population of some four millions,
but as yet the lucre outer fringe of the country is occupied. We ai'o (/nly beginning
to realize tho fact that the intoi'ior has space for many times the present population.
It-is just beginning to dawn upon Canadians thomsolves that in tho territories which
have been described, there is room, and to spare, and there exist tho elements of
support, for a greater poj)ulation than that of the niother-countiy. Xo wonder, then,
that (he problem to be s(;lved a])pcars one of weighty importance.

Tho waterways of a country present the natural means of colonization. In bygono
times, rivers and lakes, tho shores of bays and estuaries, have boon followed by adven-
turous races, and these .iatural channels have thus in all ages furnished tho moans of
spreading the human family. Canada is not wanting in highways of this kind, although
many of them are subject to drawbacks which will presently be referred to. On tho
eastern side she has the (Julf of 8t. Lawi-ence, which in many respects resembles tho
Baltic. To the north she has Hudson's Ba}-, a shoot almost lialf as largo as the Medi-
terranean. She has lakes, but they are really seas, and they breed storms and
tempests like tho Atlantic. I might attempt to describe a dozen of those inland fresh-
water soas, but I should fail to convoy a correct idea of their character and importance.

iii

Foi'tiiiiiitely I <'aii I'ofor to a doscriptioii of the watcrwaj'H of Canada by a ma.stor-
Iiaiid. I cannot, 1 am sine, (|nott! liiglior authority than that /^roat traveller and
distin/^uirtlied nobleman, the (Jovornoi-CJeneral. On a recent occasion, Loi'd Diitferin,
standinj^ as near as j)ossil)lu midway between the Atlantic and tho Pacitic, and
addresHin>^ some of the ,sul)jects of Jlei- Majesty in tho province of Manitol)a, said: —
" To an Enf^lishman or a Frenchman, tiie Severn or tho Thames, the Seine or tho
lihone, would appear considerable streams ; but in the Ottawa, a more atHuent of tho
St. Lawrence, an atHuent, moreover, which reachos the parent stream (JOO miles froni
its moutii, we have a river nearly 550 miles long, and three or four times as big as
any of them. But, even after luiving ascendeil tho St. Lawrence itself to Lake Ontario,
and pur>ued it across Lake Ilui-on, the Niagara, the St. Clair, and Lake Superior to
Thunder Hay, a distance of 1,500 n^ilos, where are we? In tho estimation of tho
person who has made the journey, .it the end of all things, but to us who know bettor,
hcarcoly at the commencement of ihe great fluvial systems of the Dominion, for from
that spot, that is to say from Thunder Bay, wo are enabled at once to ship our
astonished travelhu- on the Kaministiquia, ariver of some hundred miles long. Thence,
almost in a straiylit lino, we launch him on to Lake Shebandowan, and Rainy Lake and
Kiver— the proper nameof which, by the by, is ' Eene,' after tho man vv ho discovered it —
a magniticent stream 1:500 yards broad, and a couple of hundred miles long, down whose
tranquil bosom hefloatsinto the Lake of the Woods, whore he finds himself onasheetof
water which, though diminutive as compared with tho inland seas he has left behind him,
will ])r()bably be found sufticiently extensive to render him fearfully sea-sick during his
passage across it. For the last eighty miles of his voyage, however, ho will bo con-^oled by
sailing through a succession of land-locked channels, tha beauty of whose scenerj', while
it resembles, certairdy excels the far-famed Thousand Inlands of the St. Lawrence. From
this lacustrian ])aradies of sylvan beauty wo arc able at once to ti-ansfer our friend to tho
Winnipeg, a river, the existence of which in tho very lieart and centre of the conti-
nent, is in itself one of Nature's most delightful miracles, so beautiful and varied are
its rocky baidis, its tufted islands; so broad, so deep, so fervid is the volume of its
waters, the extent of their lake-like expansions, and the tremendous power of their
rapids. At last, let us suppose wehave landed our traveller at the town of Winnipeg —
tho halfway house of the continent, the capital of the Prairie Province, and I trust, the
future 'umbilicus' of the Dominion. Having had so much of water, having now
reached the homo of tho buffalo, like the extenuated Falstafl", he naturally ■ babbles
of green fields,' and careers in imagination over tho primeval gi-assesof the prairie.
Not at all. Escorted by Mr. Mayor and the Town Council, we take him down to
}our quay, and ask him which he will ascend first, the Eed Eivor or the Assiniboine,
two streams — the one 500 miles long, the other 480 — which so happily mingle their
waters within your citv limits. After having given him a preliminary canter upon
these respective rivers, we take him off to Lake Winnipeg, an inland sea 300 miles
long and upwards of sixty broad, during the navigation of which for many a weary
hour he will find himself out of sight of land, and probably a good deal more indis-
posed tlian ever ho was on the Lake of the Woods, or oven the Atlantic. At tho
north west angle of Lake Winni|)eg he hits upon the mouth of the Saskatchewan, the
gateway an<l high load to the North-West, and the starting point to another 1,500.
miles of navigable water, ffovving nearly due east and west between its alluvial banks.
Having now reached the foot of the llocky Mountains, our ' Ancient Mariner' — for
by this time he will be quite entitled to such an appellation— knowing that water
cannot run up hill, feels certain his aquatic experiences are concluded. He was never
more mistaken. Wo immediately launch him upon tho Athabaska and Mackenzie
Eivers, and start him on a longer trip than he has yet undertaken, the navigation of
the Mackenzie River aloi o exceeding 2,500 miles. If he survives this last experience,
we wind up his peregrinations by a concluding voyage of 1,400 miles down tho
Fraser Eiver, or, if he prefers it, the Thompson Eiver to Victoria, in Vancouver,
whence, having previously provided him with a first-class return ticket for that par-
pose, he will probably prefer getting homo via tho Canadian Pacific. Now, in this
^numeration, those who are ae<juainted with th^ country aro aware that, for the sak^

of brevity, I liavc omitted thousands of miles of other Isikos and riveis which water
vai'ioiis regions oi" the Xorth-West — the (iu'Appeile River, Belly River, Lnko Mani-
toba, the Wiiinipegosis, Siioal Lake, &e. along wliieh I might have dragged and
finally extoi-minated our way-worn guest, but the sketch [ have given is more than
sutficient tor my pui-po.se; and when it is further reinemborod that the most of those
streams flow for their entire length through alluvial plains of the richest description,
where year after year wheat can be raised without manure or any sensible diminution
in its yield, and where the soil every where presents tb appearance of a highly-cul-
tivated suburban kitchen garden in England, enough has been said to (lisj)lay the
agricultural liches of the territories I have referred to, and the capabilities they pos-
sess of affording happy and prosperous homos to millions of tho human race."

Lord Dutlerin did not allude to the artificial waterways of Canada. Compared
with some of the lakes and rivers, tho canals are, indeed, unimportant; but they will
stand comparison with any works of their class. As engineering achievements, I
believe I am correct in saying that they are unrivalled. They are certainly as much
superior to the canals of the United States, ai the latter are in advance of anything
1 have seen in England. These canals exist only in the province which lie in the
valley of the St. Lawrence, still they are of immense value as links in a great chain of
navigation, on which during part of tho year tho products of Held and forest are
floated to market.

However valuable the natural waterways of Canada may be, thoy are open to
one sci'ious drawback. They are, as may be si pposed, exposed to climatic influences,
and tho low temperature 1 have referi'cd to, has the effect in the still, brilliant
nights of early winter, of sealing them up until the sun again begins to return to tho
summer solstice.

The eaidy settlement of the provinces was effected by means of the rivers, and
bays, and lakes. There were no railways in those days: the hardy pioneers, axe in
hand, landed on the forest-clad banks, and cut out homes for themselves and tlieir
children. In the four or five winter months they became completely isolated from
the outer world, and from all but their nearest neighbours. In consequence, tho
progress of settlement was but slow, and it was confined mainly to a narrow margin
of land along the navigable water channels. It was not until railways were intro-
duced that the progress of the provinces was so marked. These lines of communi-
cation, performing their functions 'ndependcntly of climate, connecting all parts of
the old settlement, and penetrating wide tracts of land not previously accessible,
have given Canada an enormous impulse, and established the conviction that tho
great interior, to be prosperous, if colonized at all, must eventually be traversed not
Bimpl}' by one lailway, but by many railways. The gi'oat Avater-waj's will do their
part during the open season in assisting to colonize the vast unoccupied regions that
are fitted for the homes of men, but thoy alone would be utterly insufiicient. If
existing railwaj's have proved so advantageous to sections of the country provided
with navigable water channels, and at no great distance from tide water, such as tho
settled portions of tho province of Ontario, railways become indispensable to tho
western fertile regions not so favourably situated. In the great intei-nal cultivable
teri'itory, therefore, it is clear that a s3'stom of railways must be considered neces-
sary, in order to provide for its occupation by the many millions it is capable of sup-
porting.

We have already had some experience in railways in Canada, as their construc-
tion has been progressing for the past twenty-five or thirty years, and wo have found
it important to regard with attention the princi])les which should govern their
establishment in new districts. I shall not enter into mistakes which have undoubt-
edly been committed in the past, by Avhich a great deal of money, publicand private,
has been sunk and wasted ; but in the remarks which follow, it will bo observed that
due regard is had to the experience gained in those matters, and to the iraportan?-e
of avoiding such fatal mistakes as the building of lines which would injuriously
compote with each other, or the sinking of money prematurely in tho completion of
an^ linos long before thoy are wanted.

9(1

In c'iirryii)<^ railways through tinsottlod renions, we ai'o calloil upon to solve a
pi'oblorn dillefin;^ in essential circamsiance-* from that which has to bo oonsideroJ in
l:i3'in<j; down lines in old districts already well populated. In the laltor c;iso tlio
woik is designed practically to dimini>;h distance hy the use of high speeds, A heavy
expendit'.ire to attain high speed is justitiahle, as tralHe already exists Avliich will
imrneiliatcly render expenditiu-e productive of revenue. In an unoccupied country,
the circumstances are entii-ely ditt'ercnt. Traffic, without v.'liich there can be no
reveinie, has to he ci'catod, and the <piestion is complicated by the consideration that
the railway itself is indirectly the chief means by whitdi traffic is cxpccterl, in pro-
cess of time, to be developed. There is u marked ditference in the necessities of the two
cases. In the iidiabited country the railway is an after-thought, and high s])eed is the
jirinie necessity which calls the line into being. In the unoccupied country u certain
means of communication is of first importance, and if high speed cannot be obtained
without involving an outlay that would prove burdensome, those concerned must, for
a time, be contented with a less perfect low speed lino until the ])opulation becomes
sulficientlj' numerous and wealthy to call for high speed. Such being the case, it
seems wise to keep in view from the very first three important considerations : —

1. (eitainty of communication at all seasons.

2. The e.Npendituro of no more unproductive capital than may be absolutely
necessary.

3 The possible necessity for a high-class railway ultimattdy, and th e importance
of .securing it without any waste or misapplication of capital in carrying into execu-
tion j)ielimiiiary or intermediate works.

J}y a high class railway in the third consideration, must be understood a lino so
jierlecl t'nil not oidy high sjieed may bo attainoil witti safety and certainty, but that
the actual cost of conveying ])assengcrs, as well as pi-oducts of all kinds, may bo
reduced to the lowest possible rates. I may say that I have no faith in what are
sometimes erroneously called cheap railwa3's. The true cheap railway is the one
that can with profit do its work cheaply. I would advocate the utmost economy in
expenditure, but at the same time the kind of perfection referred to should be kept
prominently in view.

The Pacilic Iliulway has been projected for the double purpose of connecting the
Atlantic and Pacific sides of Canada, and theopening up of the interior for settlement.
This ])iojoct lias been the subject of much discussion in Canada; it has entered into
the realm of ])olitics, and opposite parties, although agreeing with I'espect to the
great desirability of the line, have not agreed as to the moans of securing it. As an
individual, simply,' 1 may hold views that do not harmonize with those of either,
party, or of any jjorson, but I shall nevertheless, from an individual and perfectly
indej)endent standpoint, endeavour briefly to lay my views before you.

The whole country between the settlement in the Ottawa valley and the coast of
British Columbia has as yet very few civilized inhabitants. There arc, according to
various estimates, probably from 8,000 to 12,000 souls in occupation of portions of.
British Columbia, and within the past few years settlors have begun to pour into the
Prairie region in the pi-ovinco of Manitoba. There are also a few hundreds ostablshod
oti the north shore of Lake Supeiioi-. Taken altogether, there are ])robably not
more than 40,000 within a very considerable distance of an}' part of the H,000 miles
of railway projected. It is perfectly evident, therefore, that the construction
of the Canadian Pacific Railway, in the present condition of the country, is a very
serious undertaking, and one requiring grave consideration. I have no doubt
whatever that it will at no distant day be a work accomplished ; that it will form not
only a connociing link between the old half-dozen provinces on the Atlantic and
the still gieatcr number of provinces which have yet to come into existence in the
west, but that it wilt constitute an important part of a great Imperial highway
extending between the heart of the Empire in Kngland and its important out-
lying portions and dependencies on and beyond the Pacific.

The Pacific Railway being projected for a double purpose, it may not be without
profit to consider its objects and to view it firstly as a colonization lino, secondly, as a
through national lino.

Firstly. The oxperioneo which wo have gained in Canada has tended to establish
several sound economical principles in connection with the building of colonization
railways in new territorieh. Some yeare ago, a scheme based on those principles was
projected which commended itself to my judgment, and which, i. part at least, has
since been sanctioned by the Government. It was termed the -jrritorial Eoud
Scheme; and as it may possibly be capable of application with advantage to other
countries, such as those Colonies where much land yet remains to be occupied, it
may not be without interest to members of the Institute. I shall venture, therefore,
briefly to notice it.

First of all it is assumed that railways will ultimately be required and built in
every district whoi'e the natural resources of the country, although for the present
dormant, are capable by the application of human industry, of producing traffic which
would render steam power as a means of transit necessary and protitable. Supposing
we have to colonize a territory fulfilling these conditions, the first step is to discover
by thorough surveys the very best position for the future railway system which the
prospects or possibilities of the country would seem to demand. The system of linos
thus to bo projected may consist of a single trunk line with branches at proper
intervals, or it may be a number of lines running in the direction which traffic would
seek, or in which, in the public interest, it would bo desirable to load it. It is con-
sidered important to take this stop in advance of settlement, because even a few
settlers frequently acquire considerable influence in a now country, and, as is
sometimes the case, they may succeed in warping or twisting a trunk line away from
the most advantageous position to another and inferior position, in order to suit
their iidvantitious and purely local circumstances. Thus, general interests whiah, in
the future may bo of the greatest importance, may suffer throufh comparatively
insignificant local interests unduly magnified for the moment. Having fixed upon
the linos upon which the railways, some time or other, are to be built, the next step is
to select at proper intervals the most suitable points for the stations, and from those,
and these only, to project all the branch roads of every clans that are likely to bo
required.

Thus, the road system of the country to be colonized is propoeed to bo projected,
and the position of the several lines definitively fixed ; but as the lino of railway may,
in some instances, be used for many years as an ordinary road before it is finally
converted to the requirements of steam communication, and as it could scarcely bo
designated a railway until it becomes one, the ionn " territorial road " was suggeslcd.
This term it was proposed to apply to all trunk linos destined ultimately to become
railways.

Having established the position of the territorial roads and the points on them
for future railway stations, the next step is to lay out at the latter points sites for
villages and towns. Along the territorial road linos it is designed to erect a telegraph,
and to make, in the first place, a common, cheap road, such as are usually made to
meet the first requirements of settlors. It is also proposed as time rolls on to give
employment to such of the poorer sottlorn as may stand in need of it in improving
the road, having in view always its ultimate purpose, and thus to form the groundwork
of the future railway by a series of progressive stages corresponding indeed with the
progress of the settlement. It is designed that the line shall bo used as a cart or
waggon roa< I in its rudimentary state; the rails t'» be laid and the railway to be
completed only when the demands of traffic or the exigencies of the country require
steam communication.

The scheme undoubtedly has much to recommend it. Settlei-s wonld know
beforehatkd where the railway and road system of the country would be created, and
they would govern themselves accordingly in selecting their locations. The trade
of the country would grow up in the proper channels designed for it. There could
be no railways built where they are not wanted, and they need not exist as i-ailways
until they are actually needed. Thus, ruinous oorajietition would be avoided, and
accumulated losses on unproductive capital might be greatly reduced or altogether
saved . Traffic would, from the first, centre at the futurd stations, and, a» a eonse-
20^—13

quenco, at these points, settlements, inorcly villages at first, important towns in time,
would spring up. A concentration of labour, year by year, on the territorial road
would give the pioneer settlers needful employment, and would, in course of time,
prepare it for the supersti-ucture of the railway ; while the occupation and cultivation
of tlie land, and the development of other iiatural resources would prejiare the
country for railway services.

The scheme for the development of the highways of a new country appears
peculiarly applicable to the circumstances of the case under consideration, if we shut
out from our view all questions excppt simply the colonization of the interior of
Canada. After the position of the lines has been detei-mined on — and this should only
bo done after exhaustive examinations have been made — the next ctt'ort should bo to
complete telegraphic communication along the precise line of the future railway.
The cost of a telegraph is so trifling compared with its advantages that it should be
made the precursor of other means of communication. The telegraph erected, a
bridle-path from post to post would probably be tlie first means of transport; then
■would follow a waggon or post road ; finally, a ])erfect line of railway when the
traffic of the country or the interests of the nation required more rapid means of
communication .

The territorial road system was suggested 15 years ago at a period anterior to
the agreement made with the Province of Bi-itish Columbia, to build a continuous
lino of railway from one side of the continent to the other. If, for the moment, wo
view the transcontinental railway simply as a colonization line, the economical
principles of the scheme then advocated appear as applicable to-day as they were
formerly.

Since these views were first advanced, the circumstances upon' which they
were grounded have materially changed. Apart from the political and special con-
siderations which enter into the discussion, we have acquired more accurate geo-
graphical and general information; and it would now appear that the habitable
territory claiming attention is considerably more extensive than was at one time
supposed. In consequence, a much more comprehensive railway and road system
would seem to be required, and ought to be projected. Instead of a single line
of railwaj' through the fertile belt, at least two trunk lines, with cross connections
and numerous branches, may ultimately be needed to sei-vc the greater breadth of
country. This does not, however, render it less important to regai'd the econom-
ical principles which ought to regulate the establishment of all the highways of the
territory. The interior of Canada has, without any doubt whatever, a vast area of
fertile soil; yet it cannot be denied that tliere are many drawbacks to contend with.
It may be said that the climate, especially in the winter season, is one. The great
distance of this fertile area inland is undoubtedly another, and perhaps the most
serious; and this circumstance makes it the more imperative that, to afford the
fullest opportunity for successful colonization, the lines of communicatio should
bo established on sound principles. The principles of the territorial road system,
to which I have referred, ajipear to me of so fundamental a character that they are
quite as applicable to-day as when they were first promulgated. The map which I
have prepared shows the possible position of the leading railwa}' lines which, based
on the information we have leccntly acquired, may be projected for the future
service of the country. In the west, lines are shown to i-each the Pacific tide water
at Port Simpson, at Burrard Inlet, and at Bute Inlet, with an extension to Van-
couver Island, running to Esquimalt, Alberni, Fort llujjert and Quatsino. In the
interior, the Bow Eiver, Saskatchewan, Athabasca, Peace Eiver, Lake La Biche,
Swan River, Assiniboine, and lied River districts are proposed to be served by
main lines or branches; while, to the east, lines are carried to Port Nelson, Mooso
Factory, Lake Superior, Ottawa, and to Saguenay below Quebec. Of course this is
a mere projection, and it is presented to illustrate the comprehensive view which, in
my opinion, should be taken of the question. All these lines, or modifications of them,
I consider eligible for territorial roads ; not that they should be built all at once, or
even all, at once stirvoyed, but simply to complete the scheme of gi^eat thorough-

faros which, in coiuso of time, may bo c'»tablish«;d[ unci iiHcd. Thoy may at onco bo
doMi^natcd toi riloriul road linos, and when tlioy como to bo mirvoyod thoy should be
laid out with groat euro and forocastj a torritorial road boing undorstood to mean
simply a railway in an incipient stage, capable of being used as a moans of inter-
course at all stages, its highest condition ol dovolopmont being a means of stoam
communication.

It may be assumed to bo the desire of the (iovernmont and people of the Domi-
nion that tho great undeveloped interior of Canada should be colonized in the most
successful mariner possible. It could not be held to be successfully colonized unless
peopled by inhabitants like themselves, hardy, self reliant, vigorous, and determined;
nor unless tho many thousand miles of railway required were constr^icted in such a
way as to leave them, when tinished, in a condition to do their work efficiently and
without loss. This certainly would not bo the case if, through too hasty and ill-con-
sidered construction, or through any oth >r cause, liberal Clovernment grants, as well
us private resources, were swallowed up, and the lines loft burdened with debt which
no future ti-afiic could support or remove.

Tho system of highways to which I have referred is one of evolution, and would
necessarily be of slow growth; it is, nevertheless, in my Judgment, one which could
not fail to succeed. It is, however, purely, a colonization scheme. I am prepared
to admit that there aro many weighty reasons why some one of tho lines projected
across tho continent should be pushed to completion more rapidly than colonization
purposes actually' demana. 1 have already mentioned that tho enterprise known as
the Canadian Pacific Railway has boon designed for a purpose beyond that of settling
tho vast interior of the country. One of its objects is to unite the Pacific and
Atlantic coasts with a continuous lino of railway without passing over foreign sea
or soil.

How can I very briefly — for I fear I have exhausted your patience — how can I
in fewest words set forth the immense imiwrtance to tho Empire of having a lino
through Canada in operation as speedily as possible ?

Esquimalt, tho naval station on tho Pacific, and possibly the great Pacific arsenal
of the future, is some four month's steaming distance from England. I ventui'o to
state that by the projected Canadian Railways it would be possible to carry des-
patches from London to this station on tho Pacific in thirteen or fourteen days, and
tliat communication with Now Zealand could be made in less time than has ever yet,
so far as I have learned, been practicable.

In the construction of this railway the great Australian provinces, must surely
bo interested. It must bo of some moment to every British station in the North
and South Pacific Oceans. It would open up a new route to India ! There would
probably be less nervousness felt from day to day, and from month to month, hero,
in tfie heart of the Empire, about the Eastei-n Question if we had an overland route
through Canada. And in this view the consideration of a very simple yet important
"Western Question may in some degree diminish the interest felt in a very complicated
Eastern Question.

If it be admitted that the speedy completion of a railway across Canada is of
general importance to the Colonial Empire, the question arises — which line could be
most speedily constructed, and which, when established, would best subserve Imperial
interests ? This is tho important question for present consideration and decision. As
far as tho ci/ionization of the vacant parts of Canada is concerned, it is of no great
consequence Avhich of the lines ultimately required be first completed.

Tho resources of Canada ai'o perfectly competent to establish in some such
manner as that I have described all the highways wanted for opening up tho country,
but it would occupy many years to effect this in a satisfactory manner. If other and
higher than local interests demand a through line of railway sooner than it is locally
required, it seems a reasonable suggestion that those higher interests should in some
way or other assist in obtaining it. As a member of the great Colonial family,
Canada very largely participates in tho higher interest, and as such it cannot be
doubted that she is perfectly prepared to boar hor full share of tho cost of establish-
ing the communications of the Empire,"

S06

My Lord Buko, Indies, and gentlomen, — I must beg your permission, beibro this
paBsea out of my hands, to offer a porsonal explanation and apology. When first I
was paid the compliment of being asked to road a. paper on Canada, I felt I should
best servo the Institute by deelining, and thus leaving an opening for some one else
more competent to do it. Subsequently, the Council was good enough to urge mo to
undertake the duty. I should have been glad had it fallen into worthier hands, as I
feel that I have been unable to do the subject I have endeavoured to bring before you
anj'thing like juhtico. To make matters worse, a day or two ago, when preparing
my paper, I received a cable message from the Canadian CTOvernment, urgently
requiring me to loave by the first stoamer. As a consequence I have boon much
hurried. I am conscious that my paper is ill-prepared ; and as I sail in 24 hours, before
these lines can bo read to you, T shall, all being well, bo approaching mid-Atlantic and
speeding as fast as steam can take mo to that country I have attempted, though
imperfcclly, to describe. You will probably think this, by cutting short ray re-
marks, a happy interruption. I confciis I have found the subject much too largo for
the limits of o".e paper. There are many points I should have wished to touch
npon. I have not even mentioned that the construction of the Pacific Eailway has
already made considerable progress ; that the locomotive is now to bo heard snorting
north of Lake Superior; that the steam whistle is screaming on th(^ shores of Lake
Winnipeg; and that tho telegraph, the Pioneer of the Eailway, has advanced so far
that you may send a message from almost any street corner in London to Edmonton
near tho base of tho Rock}' Mountains. I should especially have desired to make
you better acquainted with tho four millions of Canadians with whom I have inter-
mingled for nearly a life-time, and to have told you, if you need any assurance on that
point, about their devotion to tho old flag, their attachment to tho Empire and to the
(Juccn. Canadians glory in their connection with tho little island acro.s8 tho water ;
they are proud of the progress they have made ; and they may be pardoned for
measuring their progress by comparisons. True, they may be considered an agricul-
tural people, yet their outside trade is not trifling. They witness their shipping on
tho high soas with a tonnage greater than Germany possesses, double that of Spain,
and nearly three times that of Russia. If with a small section, a more corner of
Canada, and that but sparsely populated, they have already a shipping trade which
makes them almost the third maritime country in the world, what may they not
hope for in another half century? It cannot be doubted that Canada possesses the
elements of a great future ; and that in a comparatively few years she may add
incalculable strength to the British Empire. Canadians CLnnot strictly be called
Englishmen, but they are proud to be British subjects ; and thoy are by no means
unwilling to join in the trials and struggles of the mother-country. They share in
the advantages of British connection ; and thoy would feel themselves unworthy of
their name did they shrink from bearing their fair share of tho burden and re-
sponsibility of consolidating and maintaining the prestige and power of the Empire.

•itorial linos
thocounliM
)endix U.

Battlefor
is the lii
)nsti'uctio
3 Siiperic

ite l)et\ve(
iolonizatii
[. All tl
o count
':n cssent
) branch
>ter.
if the pi

i, — the d

al Miles.

n>n»tiTMrnt iBm— DuiMiin LmMMiwc Comuir. Mmtk m.

101

APPENDIX I.

KXPLANATtON OK MAI' AND MK-MnilANDITM OK DISTANCES.

Tho full bliio linos roproMciit projof-toil iniiiu railway loiitos, (torrltorial linoM)
which, jK).sfil)ly, may lioroatlor lnu'oti.sidoi'i'il mx'ossury tor tho Mirvico ol tlio couiilry.
Thoir piirpoHo ami cliaraclor in aliiidod to iti tho (ioiioral Uoporl and Appendix II,

Tho largo hhio letters on tho map indicato as follown : —

A indimtos Port SinipHon, on tho I'ncilic CoaMt.

B do Huto Inint, do

C do Hurrard Inlot, do

D do Qualhirio, do

K do Alhorni, do

F do EH(|uin»alt, do

G do Port NoUon, on Ilndson Bay.

H do Mooso Factory, on Janios Hay.

1 do Toronto, on Lake Ontario.

J do Ottawa, tho Seat of (lovornmont.

K do Montreal, on tho Navi,i<ation of tho St. Lawrence.

L do Throo Eivors, ilo do

M do (iuoboe, do do

N do Saguoiiay, do do

O do Fort (roorgo, on tho River FraHor, Mritish Coltinjliia.

P do The Cariboo Gold District, do

Q do Tho Oniinoca Gold District, do

li do Tho Yellow Head Pass, Kocky Mountains.

S do Tho Peace llivoi- Pass, do

T do Battloford, on tho River North Saskatchewan.

U do Juncti jn of projectoil lines, near Ciimborlatnl House.

V do Northcoto Station, near Lake Witinipegosis.

W do Selkirk Station, in Manitoba. '

X do Fort William, on Lake Superior.

Y do Nipigon, on Lake Superior.

Z do • Tho Pino Ilivor Pass, in tho Eocky Mountains.

The blue line from (C) Burrard Inlot, via (R) Yollowhead Pass, (T) Battloford,
(V) Northcoto, (W) Selkirk, to {X.) Fort William, on Lake Superior, is tho lino
located. Botwoon (_W) Selkirk and (X) Fort William it is in part, under consti-uction.
A telegraph is contracted for over this lino from tho Pacific coast to Lake Suporioj-.
It is erected and in operation ovor more than ono-half tho whole distance.

Tho dotted blue linos running to tho right and loft of tho adopted route l)otweon
(R) Yellowhoad Pass and (W) Selkirk, represent branches ])rojootod for colonization
purposes. With regard to which see tho General Report and Appondix H. All tho
branch and main linos are intended to have tho uniform gauge of tho country
(4 foot 8^ inches), Tho trunk linos aro designed ultimately to bo perfect in essential

{)oiats in order to secure cheap transportation ovor long distances ; tho branches,
lowover, being for local and light traffic may bo raoro superficial in character.

Tho following will show tho advantages and possibilities of some of tho pro-
jected routes.

Taking a common point on tho Asiatic coast, — Yokohama, in Japan, — tho dis-
tances to points on the western sliore of North America are : —

Nautical Miles.

Yokohama to San Francisco 4,470

do Esquimau (F) 4,265

do Burrard Inlot (C) 4,374

do Port Simpson (A) 3,865

102

Tho CHtiinulcddiHtuiic'u iVum tItoHopoitiU to Atluntiu tido wuturniid vurioiiH placOH
\h an follows: —

Statute MilGi.

plan FriuiciNOo to Now York H,HI)0

do Boston ;i,448

Burrurd Iiilot (C) to Now York, rid (Jaiiadiun Pacitio, U. V.

X.,.I.iind Montroal (K) 3,241

do Hosfoii, rid Canadian Pacitlc, E.V.X.J.,

and Montroal (K) ;i,197

Montroal (K),WdJl,V,X 2,m2

do (iiiol)oc (M), (;/<! U. T. U. ir. L 2,8H0

do Sagnonay (N), ?;(d It. T. U. H 2,774

do Tort NolHon ((J)- rid K. T. U 1,744

Port Simpson (A) to Montroal (K), vid Poaco Uivor, U. W.

Y. & J 2,960

do Montroal (K), ri"4 Peaco llivor,U.n.it.T :{,n44

do Qiiolioc (M),u/(!PoacoKivor,U. I[.&L. H,08H

do Sai,MionayfN),i;td Poaco Kivor.r.&U. 2,7H2

do Port NoNon (G), u/<f I'oaco River, iSl.IT. 1,752

The diHtancoH across the Atlantic may thus bo stated : —

Nautical Milci.

Now York to Liverpool ;{,04()

Montroal to Liverpool, vid St. Paul 2,9!t0

do urn Belle Fslo 2,790

QiioLoc to Livei'pool, ?n*<! St. Paul 2,845 -•

do ujaBoUorHlo 2,645

Saguonay to Liverpool, y/Vf St. Paul 2,810

do u/£f Belle Isle 2,610

Port Nolson to Liverpool 2,900

From the above the following table is compiled, distances by land being in
statute miles, b}' water in nautical miles ; and tho total ilistances in statute miles : —

Yokohama to Liverpool.

Pacific
Ocean.

Nautical
Miles.

Railway.

Statute
Miles.

Atlantic
Ocean.

Nautical

Miles.

Total

Statute

Miles.

ViA San Francisco and New York

Fi/i Burraid Inlet (0), R X J. and Montreal (K) :

by St. Paul

by Belle Isle

4,470

4,374
4,374

4,265
4,265

3,865
3,865

3,865
' 3,865

3,390

2,862
2,862

2,880
2,880

3,165
3,165

2,966
2,966

2,888
2,888

2,782
2,782

3,040

2,990
2,790

2,845
2,645

2,990
2,790

2,846
2,645

2,810
2,610

12,038

11,341
11 HI

Via Burrard Inlet (C), R. U. H. L. and Quebec (M) :

bv St. Paul

11,193
10,963

11,519

by Rflle Isle.

Vi(i Esquimau (F), B. 0. X. J. and Montreal (K) :

by St Paul

by Belle Isle

11,289

10,860
10,630

10,616
10,385

10,468
10,238

Via Port Simpson (A), S. U. X. J. and Montreal (K) :

bv St. Paul

by Belle Isle

Vid Port Simpson (A) U. H. L. and Quebec (M) :

bv St. Paul

by Belle Isle

Vi(1 Port Simpson (A), U. H. and Saguenay (N) :

bv St. Paul

by Belle Isle

Port Simpson (A), U. to Port Nelson (6).
Port Nelson (O) to Liverpool

1,752

2,960

103

Tho foro/^oin^ hIiowh llio itnportnruu! oC tlio prctjootod CitnHdiaii syHtom of ruil-
wnys tiH ^M'oul llii'oii^h lines ot cixiuniinicKlioii, iiinl points lo Hpccjal ailviiiitu^oH
wliicii |»os«Hil)ly limy ho pimsossinl by Sn^iicniiy on tlu) St. Luwivtico Ih'Iow (iiioltou
and Port Nolson, on Hudson Hay. Siirv(»ys alono can dotcrmino tho ontiro piatlicn-
bilily of tlio portions of tlioso linos tliroii|fli unoxplorod districts, hut it would
nppoar that a railway from I'ort Simpson to Saj^iionay, if ostahlisliod as skotcliod on
tlio mnp, would, ascdmparod with tlio lino via Now York and San Kraticisco, sliorf»*n
tlio distanco hotwoon Hinopo and Asia, aocordint^ to tlio ahovo ostimatos 1,570
miloH. Saguonay woiiltl liavo tliis mivantago during tlio soason of navigation only;
in wintor, any tiafUc by tliis route would tlnd its way rid (/uohoo, over tho Intoroolo-
nial, to ilalifa.K.

Port Nolson could scarcely bo considered as a terminal point for transco?itinontal
trafllc ; l)Ul as a shipping port for tho prodiK^ls of tho inlorior dui-ing some of tho
Hummor months, it ma} horoaftor prove of value* This is ovidont from tho fad
that a point in the heart of tho Saskatchewan District, would, hy way of Port Nolson,
bo nearer Ijivcrpool than ('hicago is hy way of New Voi-k. A railway from Hattlo-
ford, a poirit on tho Saskatcdiowan, 557 miles west of lied Itivor. to I'ort Nolsori,
would ho about 770 miles in length, while ('iiicago is sonio 050 miles distant from
New York, and Now Yoi'k is about 80 milos further from Livornool (ban Port Nelson.

It may further he shown bow advantageously I'ort Nelson is situated to tho
gi'oat fertile tract extending from Peace River easterly, and bow important a railway
such as that projected on the map may boreallor prove, if it bo found practicable to
carry products ria lludson Hay to Hngland during even a limitoi portion of the year.
J{y this route, Lac La Hii-he, on the ll'ith meridian, ami in tho niiddloof an extensive
district reported to bo of rare fertility, woiiM, by the projected lino to Port Nelson
bo relatively nearer Liverpool than Chicago.

* Port Nelson River, or, as now termed, Nelson River, is the outlet tlirough wliich drains the whole
of tlie rivers nnd lakes iiicltided within the basin of Lnkv Witiiiipeff, t'Xtcndiiij{ from the Kooky Moun-
tains on the west to witliin one hundred miles of tlie sliures of Iiiike Superior on llie east, and covering
a driiinage area of about 360,000 square miles.

Fort Nelson is about eighty miles nearer to Liverpool, via Hudson Straits, tlian is New York. It
is at tiie uiouih of a river of the lirit class, carrying a body of water double that of the north an 1
south branches of the Saskatchewan combined, and it reaches the sea through a narrow depression in
the Laurentides, having a descent of about twenty inches in a mile, or, in round numberj, seven
hundred feet in a little more than four hundred statute miles from the s|)ot where it debouches from
Lake Winnipeg.

Port Nelson, moreover, is about tho same distance from tho edge of a vast fertile region in the
North-West, exceeding two hundred millions of acres in area, as Quebec is from Toronto.

For more than two hundred years from two lo five sailing vessels, on an average, frequently with
war ships convoying them, have sailed annually from Europe and America to Port Nelson, or other
ports in Hudson Bay, and returned with cargoes the same seasoi. viu the only available route, lludson
Straits.

In view of the growing interests of the North-Westj from whatever point these may be regarded,
the time foe encjuiry has arrived, whether communication with the Atlantic Ocean, with Port .Nelson
as a alarting point, may not be made safe, speedy and economical. The enquiry has become a natural
consequence of the extended knowledge now male public respecting the vast area in tho Norlh-West,
suitable for grain g-owing and for pasturage, which the Govorimicnt .surveys have sup;i;;'ul. It is also
encouraged liv the great changes which have taken place during the last ten years in Oie prosecu<!;)ii
ofthe sealing industry, which have established the fact that properly constructed vessels of large cupacity
are, in skilful hands, perfectly adapted to push their way through ice-encumbered seas. It has been
pressed forward by the new industry, so rapidly rising into importance, which gives additional wealth
to the prairies ofthe we.st and south-west in the United States, by the European demand for their live
products as well as for their grain.

The esiablishraent of a cheap and speedy means of communication between the North-West and
the open Atlantic vid Hudson Straits, would not only secure the rapid settlement of .Manitoba, but
open to successful immigration a fertile area twenty times as largi; as that Province. The proximity
of this vast extent of country to its own seaboard would, under such conditions, also secure the carrying
trade of its own productions under one and the same flag. — Evidence of Prof. Ilind before a Com-
miUee ofthe Commonn of Canada, 1878.

104

APPENDIX K.

Lives lost in connection with the Survey, during the Yeuis 1871, 18*72, 1873, 18*74,

1875, 187<)', 1877 and 1878.

No.

8
9

11
12
13

14
15
16

17
18
19
20
21

23
24
25
26
27
28
29
30
31

32
33
34

36
36
37

William Matheson
Indian, name unknown

do do

1872.

do do .April

Arthur ffamilton... iMay

Kdward .J. C. Abbott

George Knout

George Rochette

Frederick Chadwick.

Williflui Caldwell ' do

T. D. Taylor ' do

Michael Clancy do

Nov.

7
20
20
20
20
26
26
26

1873.

Joseph Hughes July 21

ArthurTorrie , do 24

Neil Patterson do 24

John P. Robson (let. 2

Nathaniel L. Price Dec. 30

Win. Tuppige Oct.

1874.

John 8pence.
Joe PaskaU...

1875.

Sejit.
do

•Thomas Robinson 'Nov.

do
do
do

*Edward Jaynes
•Samuel Nicholson.

•John Tarbut

•George Skippen | do

•Richard Corcoran ' do

W.P.Scott Dec.

29
29
4
4
4
4
4
4
31

1876.

John Dolan June 25

Isaac Howch July 19

Samuel Londit )Oct. 16

Robert McMillan.
Louis Walters ....
P. G. Shibley

1877.
June
Nov.
Dec.

26
19

Samuv,! Hazlewood.,

1878.
Jan. 11

Remarks.

Lost in forest fires.

do
do
do
do

Drowned in North Thompson.

do Lake Temiscamingue.

do do

do Lake Huron.

do do

13 , Broke through ice.

Drowned in Whitetish Lake,
do do

do do

Died,
do

Drowned in Fraser River.

do Dalles River,
do do

Went down in steamer " Pacific"
do do

do do

Died.

Drowned in North Thompson,
do Salmon River,
do Kettle Falls.

Died.

Broke through Ice on Red Pine Lake.

10 Died.

* These men bad been paid off a few days previously.

■f-,. ;.- .-r

- > ' ^

; -..;-'■■ -"i;:

.■>y

■ , ;:«.r'.;jt, Sfi,'; -,.,1 ■,: K",