IMAGE EVALUATION TEST TARGET (MT-3) 1.0 ^^ M ■tt Uii 12.2 I.I £ Ufi 12.0 u ■IMU L25 iU 11.6 6" — ^^ /; o 7 m%^x Sci^x}es QrpQiBHQn 1^ . o'^ 23 WIST MAIN STMIT WIISVII,N.Y. USM (716)«72-4503 ^g^ ^ ^ CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de microfiches. Canadian Institute for Historical IMicroreproductions / Institut canadien da microraproductions historiquas 6^ T Tachnicai and Bibliographic Notaa/Notaa taehniquaa at Mbiiographiqiias Tha Intcituta haa attamptad to obtain ttia boat original copy availabia for filming. Faaturaa of thia copy which may ba bibliographieaNy uniqua, which may altar any of tha imagaa in tha raproduction. or which may aignificantly ehanga tha uaual mathod of filming, ara chackad balow. □ Coiourad covers/ Couvartura da coubur |~~| Covara damagad/ D D D D D Couvartura andommag^a Covara raatorad and/or laminatad/ Couvartura raataurAa at/ou pailicuiAa I — I Covar titia miating/ La titra da couvartura manqu* r~| Coiourad mapa/ Cartas gAographiquas on coulaur Coiourad init (i.a. othar than blua or blacli)/ Encra da coulaur (i.a. autra qua blaua ou noira) □ Coiourad platas and/or illuatrations/ Pianchaa at/ou iiluatrationa an coulaur □ Bound with othar matarial/ RaliA avac d'autraa documanta Tight binding may cauaa sliadows or diatortion along intarior margin/ La re liura aarrte paut causar da I'ombra ou da ia diatoidon la long da la marga int4riaura Blanic laavaa addad during raatoration may appaar within tha taxt. Whanavar poaaibia, thaaa hava baan omlttad from filming/ li aa paut qua cartainaa pagaa blanchaa aJoutAaa lora d'una raatauration apparaiaaant dana la taxta, maia. iorsqua cala Atait poaaibia, caa pagaa n'ont paa «t« film«aa. Additional commanta:/ Commantairaa supplAmantairas: L'Institut a microfilmA la maillaur axampiaira qu'il lui a At* poaaibia da sa procurar. Las dAtails da eat axampiaira qui aont paut-Atra uniquas du point da vua bibliog/aphiqua. qui pauvant modifier una image reproduite, ou qui peuvent exiger une modification dana la mithoda normals da f ilmage aont indiquia ci-daaaoua. □ D m D D D D Coioui'^ pagaa/ Pagaa da couleur Pagaa damaged/ Pagaa andommagAas Pages reatorad and/or laminated/ Pagaa reataurtea at/ou paiiicuiAea Pagaa diacoioured, stained or foxed/ Pagaa dAcoloriaa, tachatdes ou piquAas Pagaa detaciied/ Pagaa dAtachtes Showthrough/ Transparence Quelity of print varies/ Qualit* inigale do I'lmpreaaion Includea aupplvmantary material/ Comprend du matArial supplAmentaira Only edition available/ Seule Mition diaponibia Pagea wholly or partially obscured by errata alips. tiaauaa, etc., hft"e been refilmad to ensure the best possible image/ Lea pagea totalement ou partiellement obscurcies par un feuiliet d'errata. une peiure. etc., ont 4ti film^ea i nouveau da fapon A obtenir ia meilleure image possible. This item is fHmed •'. tha reduction ratio chaclcad balow/ Co document est film* au taux da rMuction indiquA cinlasaoua. 1 t a o f s o T s T M Hi d m b( ri ri nn 10X 14X 1BX 22X 2IX aox K. ' !,,'.• . 12X ■/■:^ ik^ii^^^ 1«X ft; »x aix « w ax i* J «^. .t'&&'-^ ;^.«A39^ 32X ^ , ..JLSLJi^.^ TIm copy fUmad h&n has b—n rtproduccd thanks to th* o*n«ro«ity of: Library/ of tha Public Arehivas of Canada L'axamplaira film* f ut raproduit grica i la O^nAroalM da: La bibliothAqua daa Archivaa publiquas du Canada Tha imagaa appaaring liara ara tha baat quality poaaibia eonaidaring tha condition and laglbility of tha original copy and in kaaping with tha filming contract apacif Icationa. Laa imagaa suh^antaa ont 4ti raproduitat avac la piua grand aoin, compta tanu da la condition at da ia nattat* da l'axamplaira f limA, at an conformM avac laa conditions du contrat da filmaga. Original copiaa in printad papar covara ara fllmad baginning with tha front oovar and anding on tha laat paga with a printad or illustratad impraa- •ton, or ttia back covar wlian approprlata. All othar original copiaa ara fllmad baginning on tha first paga with a printad or illuatratad impras- sion, and anding on tha laat paga with a printad or illustratad imprassion. Laa axamplairas orlginaux dont la couvartura an papiar aat ImprimAa sont fiimis an commanfiant par la pramiar plat at an tarminant soit par la darnlAra paga qui comporta una airprainta d'Imprassion ou d'illustration, soit par la sacond plat, salon la cas. Tous las autras axamplairas orlginaux aont filmia an commandant: par la pramlAra paga qui comporta una amprainta d'Imprassion ou d'illustration at an tarminant par la damlAra paga qui comporta una talla amprainta. Tha laat racordad frama on aach microffcha shal!' contain tha symbol — ► Imaaning "CON- TINUED"), or tha symbol ▼ (moaning "END"), whichavar appliaa. Un das symbolas suivants apparaltra sur la darnlAra imaga da chaqua microficha, salon la caa: to symbola -h^ signifia "A SUIVRE", la symboto Y signifto "FIN". Maps, ptotaa, charts, ate., may ba fllmad at diffarant reduction ratloa. Thoaa too torga to ba antlraly inclkdad In ona axpoaura ara fllmad baginning in tha uppar toft hand comar, toft to right and top to bottom, aa many framaa aa raquirad. Tha following diagrams illustrata tha mathod: Las cartaa, planchas, tabtoaux, ate, pauvant Atra filmte i das taux da reduction diffirants. Lorsqua to documant ast trop grand pour Atra raproduit an un saul clichA, il aat filmA A partir da I'angto aupArtour gaueha, da gaucha A d'oita, at da liaut mn has. an pranant to nombra d'imagaa nAcaasaira. Las diagrammas suivanta illustrant to mAthoda. 1 2 3 1 2 3 4 5 6 nm I m. ■■n» ■,'■'■' ■■'-'•mam'v Tm^ IPP^^'T-^f^fP? \r MEMORIAL orvBB PEOPLE OF RED RIVER TO THK jrittsli anil CanaMaii ^mmntuU, WITH BZMABK8 ON THB COLONIZATION OP CENTRAL BRITISH NORTH AMERICA, Xnh TBI ESTABLISHMINT 01^ A GREAT TERRITORIAL ROAD IROM CANADA TO BRITISH COLUMBIA. - 1 -"^^ ~ i ~ ■*n . *n" ~ '^fT i ~i~ i f ■ ~ i ~ ibhmttrb to t|{e tf Hnabbn tiobmmad, bg 9wMaA J1aidii|. Printed by Order of the LegUMtM AtieimUjf, JUMtSL QUEBEC: PIQIVIO rOE TBI 0OHTRA0TOB8 BT HUNTIR, ROSl k CO., 16 BT. UIUnTLI 8TBEIT. 1868. TTV lemorial < Letter to 1 fht Memo Initnietioi Elemarki i idsptabili inthoritie *.•:■ A^ iRed Rivei ICIlmato ol iReittlts Us ^Climate o Geology II I The Polit iThe Prop Lake Sup Comparis A Telegri f Remarks Letters o! ' Illustrati A HighK Hiiiory m^ CONTENTS. Paw femorial of the People of Red River Settlement to the British and Ouadian GoTerainratf A etter to His Excellency the Oovernor General of Canada A Phe Memorial • |nstmetions to Sandford Fleming to act in behalf of the Memorialists § emarks acoompanying the Memorial, submitted to the Government of Canada, by Sandford Fleming... 9 Adaptability for Settlement of Central British North America 10 inthoritles cited : — Bourgean 10 Dawson 11 Blodget 11 Hind IS Paliiser II Hector 18 Taylor 18 [Red River Climate : — Winter, Spring, Summer, Autumn 13 Icr.mato of the Red River Settlement, ccmpnred with Minnesota, Wisconsin and Michigan 10 LResulta of Agriculture nt Red River Settlement : — Indian Com, Wheat, Oats, Barley, Rye, Potatoes, Hay, Ac 10 7limate of the Saskatchewan District 30 Geology and Mineral wealth of the Territory 31 Utj The Political and Commercial importance of a commui ication to Red River on British Territory 33 ;The Proposed Line of Communication 35 Lake Superio:: to Red River 30 Comparison of proposed route with existing American Routes SS A Telegraph and Road fVom Canada to British Columbia SO APPENOIX; Remarks on a proposed Territorial Road System for Central British North America 80 Letters on the subject from various authorities 33 Illustrations of the importance of pre-arranging a system of eommunieation The Great Western Railway, the Grand Trunk Railway, *.he Port Hope and Cobonrg Railways.. 37 Youge Street Road and the Northern Railway 38 Application of the principle in the case of the Intercolonial Railway „ 39 Objections te the Territorial Road System 41 A Highway from Canada to the Pacific, on British Territory, considered 43 Its character , 43 Its magnitude 44 Its importance 45 Scheme of Construction „ 49 The Road System of Canada 4f A Road System for New Territories 5j Tha gradual development of a Railway recommended 54 APPENDIX B. Hisioiy of Red River Settlement 18 Institations Government ,. Beligion Bdneation , X dl To incur t Memor In pleaaec \ pany i Red Hi and fa^ Qi MEMORIAL OT THa peopCe of }led 3lioer Settfement TO THE BRITISH AND CANADIAN GOVERNMENTS. To His Excellency the Right Honorable Charles Stanley Viacouni MoNCK, Governor General of British North America^ &c., See. May it plkasr Your KxrELLBNCv t — I have tho honor to state that the la»t Amorioan mail from Pembina, brought a commu- nication to mo enclosing certain rcsolutiouH adopted at public meetings held at tho Red River Settlement, together with a Memorial to the British and Canadian Governments on tho subject of opening up such a line of road as would afford to that settlement free access without being dependent on a foreign country. I have also the honor to state tliut I have been charged with the presentation of the said Memorial, and have been requested to promote the important objects mentioned therein so far as in my power. I have therefore, in view of presenting the Memorial, felt it my duty to prepare some observations to accompany it, illustrative of tho adaptability of the country in central British North America, for successful colonization, the commercial and political importance of a means of communication being formed at an early period, and the character of such a communication as would in my humble opinion be best suited for the economical devel- opement of the country, whilst at the same time it would meet the wishes and very greatly promote the interest of tho people of tho Red River Settlement. I may hero bo allowed to observe that the people of Red River, although unable to incur the whole of the expense required to open such a line of communication, offer in their Memorial to bear a considerable portion of it. In view of the foregoing, I have respectfully to request that Your Excellency will bo pleased to receive the Memorial referred to, together with the observations which accom- pany it, on the subject thereof And I am induced to pray on behalf of the people of Red River, that Your Excellency will be graciously pleased to take tho subject into early and favorable consideration. I have the honor to be Your Excellency's Most obedient, humble servant, QuiBSC, March 23rd, 1863. SANDFORD FLEMING. 2 MEMORIAL OF THE PEOPLE OF «ED RIVER SETTLEMENT TO THE BRITISH AND CANADIAN GOVERNMENTS. The people of the Red River Settlement hereby desire briefly to set forth their yiewt and withes in reference to the proposed opening up of the road from Canada to British Columbia through the Red River and Saskntchcwnn region, and the establishing of a telegraphic line along the same. The people ol Red River have loiip; earnestly desired to see the Lake Superior route •peued up for commerce and emigration, and they rejoice to hear of the proposal to open up a road and establish a line of tt'lcgraphic eoniiuunication through the interior to British Columbia, entirely within British territory, believing that such works would greatly benefit thiv country, while subserving at the sume time both Canadian and Imperial interests. With reference to that section of the country lying between this settlement and Lake Superior, it is respectfully submitted that the difficulties to bo oueounterod in opening up an easy communication are entirely overrated. It is true that this route, for reasons which need not here be alluded to, has of late years been neglected; yet when the fact is generally known that this was the regular route by which the North West Fur Company imported and exported heavy cargoes for more than A quarter of a century, and which the Hudson Bay Company have used more or less for nearly three-quarters of a century, it must bo granted that the natural difficulties cannot be so great as they arc commonly reported to be. We, the people of this settlement, arc so anxious to have a proper outlet in this direc- tion, that we are quite prepared ourselves to undertake at our own expense the opening of a road from this settlement to Lake of the Woods, a distance of ninety or a hundred miles, if England or Canada will guarantee the opening of the section from Lake of the Woods to Lake Superior. From our intimate knowledge of the country lying between this place and the Rocky Mountains, we consider the project of a road in that direction perfectly practicakle at a comparatively small outlay. At all times during the summer season, loaded carts go from this place to Carlton, Fort Pitt, and iiidmouton, on the upper Saskatchewan ; and last summer a party of Canadians, about two hundred in number (en route to British Co- lumbia), passed over tho same road, and went with their vehicles to the very base of the Rocky Mountains; clearly showing that along the whole way there are, even at present, no iicupeiable obstacles to the passage of carts and wagons. And if, in its present natural unimproved state, the road is usable, it must be evident that only a comparatively small outlay would be requisite to make it all that could bo desired. The whole country through which the proposed road would run, almost from Lake Saporior tu the Rooky Mountains, is remarkably level. The surface of this yast r^;ion ii ;i generally ipeakiog, like the ocean surfaoo in a calm, and besides being ao remarkably IcTel, it if, for the most part, iVee fVom those heavy foreuts wliicli, in Canada and elsewhere, cause such delay and expense in road making. Wo believe a railway could be here laid at a cheaper rate than in most countries. Having thus cursorily allude d to the practicability of the road, on which point our local knowledge and experience ought to give our views some weight, and while admitting the intense interest and satisfaction with which we view the prospect of a work fraaght with so much good to us politically, ( fluence is rapidly gaining ground here; and if action is long delayed, very unpleasant com. plications may arise. Thus both politically and commercially, the opening up of this country and the making through it a national highway, would immensely subserve Imperial interects, and contribute to the stability and glorious prestige of the British Empire. These views the people of Bed River desire most respectfully to present for the eon- sideration of the British and Canadian Governments, and they earnestly hope that this year may witness the formal commencement of operations with a view to a telegraphio line, and a rotd from Lako Superior to this settlement, if not through tho whole extent of country from Canada to British Columbia. Rip KlVKK SXTLIMINT, January 21st, 1868. JAMES ROSS, Chairman of Public Mettings. LETTER From thf Secretary of Puhlic Mettinyt, held at ihf lied River Scttf- ment^ it eonaider the tubjeet of opening up a meane of inter-communication through Britith Territory ; enchting the foregoing Memorial and Retolutione adopted in relation thereto. * IlKU KivER t^XTTLEMENT; January 22, 1863. Sandeoro Flcm^nu, Esq., (*. £. Sir, — I have been instructed to notify you that a large and influential meeting oi the Rottlers took place last evening, when the fullowiug ilesolutions were unanimously adopted : — 1. Rcnolved, That it is the earnest wish of the peopio of Red River to sec the Lake Superior route to British Columbia opened up for commerce ond immigration, and to see a Telegraphic Lino laid along the same, — believing that such would greatly benefit thia country, while subserving at the same time both Imperial and Canadian interests. 2. Renoh'ed, That a Memorial bo drawn up and forwarded to the Imperial and Canadian QoTcrnments, briefly setting forth our viewH. 3. Retolvcil, That with a view to give cflcct to uur present movement, wo do hereby noniiuate 3Ir. Sandford Fleming, of Toronto, Canada, personally to represent our interests, both in Canada and England, with reference to the objects mooted in the Memorial, and to press upon the Imperial and Colonial Governments the views contained in said Memorial. 4. liesoli'cd, That the thanks of this meeting are due, and arc hereby tendered to those in Canada who are interesting themselves in matters nficcting the welfare of thia country, and to those newspapers which so warmly espouse our cause. I enclose you the Memorial alluded to in the Resolution!', mid liave to request, on behalf of the meeting, that you would be kind enough to get the Resolutions and Memorial published far and wide in Canada and England. A very general and earnest wish is ex- pressed that you, sir, would do all in your power to further the charge committed to you. Since the above was written, another meeting was held, ut which the foregoing Resolutions and the accompanying Memorial received the full and hearty concurrence of the assemblage. I have the honor to be, sir, Your obedient servant, WILLIAM COLDWELL, Secretary. Eje=«sr REMARKS TO ACCOMPANY THE MEMORIAh OF THK PEOPLE OF RED RIVER, ON THK EBTAHLIBHHENT OF A LINE OF COMMUNICATION FROM CANADA TO BRITISH COLUMBIA. RetpeclfuUi/ tubmitted to (he Oovernment of Canada, agreeable to Rtioluiion$ adopted at a Public Meeting held at the lied Rivet Settlement, January 2Ut, 1668. ]}y Sandford Fleming. lu Bubiuittiu^ to the (ruvcrnmcnt of Cunada the Memorial of the people of Red Uivcr on the subject of opening up a lino of communication from the Provinco of Canada to the Red River Settlement and tncnee to British Columbia, the writer feels it his duty to com- ply as far as he possibly can, with a desire expressed by those who wore pleased to place the important charge in his hands, that he should do all in his power to further the objects mentioned by them. lie therefore respectfully begs leave to accompany the memorial with the following observations. Between Canada and the lied River Settlement, u long stretch of country intervenes, in many places rough, and in some respects unsuited for curly and pronporous settlement. The great lakes Huron and Superior skirt the southerly margin of the easterly half of this district, and they extend the navigable waters of the St. Lawrence to a point within about 400 miles of Red River. Krom this point on the northern shore of Lake Superior the settlement may be reached by a somewhat tedious canoe navigation, rendered difficult and laborious by rcnson of the great number of portages which exist. This is the only out- let besides one leading to the Arctic seas, which the settlers have within British territory, and by reason of the many obstructions which ex. t it has almost entirely fallen into dis- use. It is the Lake Superior lino of commuaieatioiL which the people of Red River so anx- iously desire to have opened up and improved, and it is on this account that they eagerly advocate the construction of a Road which, in connecting the Atlantic Provinces with British (/olambia, must necessarily open up a route for them to the settlements of Canada. The opening up of a means of eusy communication between Lake Superior and Red River might fairly be advocated as arf act of simple justice to our fellow-subjects in that remote settlement, who have been practically exiled from civilization for more than two generations; who have endured hardships of no ordinary description in contending with many difficulties whilst endeavoring on those vast plains t3 cultivate the soil and earn a laborious livelihood, "** and who, if they have not increased so rapidly in numbers and importance as other coloniists in settlements favored by nature and good government, have at least succeeded in establishing an important nucleus for further colonization. The Red River settlers have been apparently long neglected, and, until recently, almost forgotten by the rest of the Empire, but the discovery of gold on the slopes of the Rocky Mountains, the progress of settlement on the Pacific coast, together with other events of recent date are now, however, forcing attention on the advantages which woold result from the pos- 10 BeBsion of asbort and facile line of communication to those regions. It is, therefore, earnestly Ixoped by the people of Red River that, in connection with the project of a road extending within British territory between the two oceans, they may now attain the 'bjeot of their wishes. However valuable th«. possession of a rond from Canada to British Columbia might bo considered, Bimply as a means of intercourse between these two countries, it is obvious that their great distance apart would be an insuperable obstacle to its construction, were it not for the favorable character of the intervening territory of which the Red River district forms a portion. The climate and soil of Central British North America is new so well known that it seems almost superfluous to allude to it, yet as the permanent success of any line of communication through the country depends so much on its adaptability for settle- ment and colonization, it may not be altogether out of place to present a few extracts from the best and most recent authorities ou the subject before proceeding to discuss the ad- vantages of the undertaking, commercially, its polHic.! necessity, and its character as an engineering work. Central Bbitiiu North Amerrica — Adaptability for Settlement. The recent cX|)loring expeditions sent out by the Imperial nrd Canadian Governments have been the means of giving to the world most valuable information regarding the climate, soil, natural productions, and mineral wealth of that vast unoccupied region lying between Lake Superior and the Rocky Mountains. Several American authorities have recently given expression to their views with regard to the capabilities of the country under dis- cussion, and the opinions of those gentlemen must, for obvious reasons, be taken as especially interesting. The writer feels that he can best servo the main object in view by collecting th. information obtained from these various sources. M. Bourgeau, who accompanied the expedition of Capt. Palliser as Botanist, made the following memorandum : — « I sumbit the following remarks on the advantages fur agricultural settlement in Rupert's Land and the Saskatchewan prairies of British North America, having been ap- pointed by Sir William Hooker to accompany Captain Palliser's Expedition as Botanist. "I had especially to collect the plants that i^rcw naturally in the country traversed by the Expedition, and also their seeds. Besides my botanical collection, Dr. Hooker advised me to make thermometrical observations at the various stations, and, above all things, to take the temperature of the earth at certain depths, as well as that of the interior of forest trees ; also to notice the richness and poverty of the vegetation of the countky, and the maladies to which plants are exposed. In the second letter and notes addressed to Sir William Hooker, which nave already been published, I have treated these questions with all the care that was permitted to me by observations taken in the midst of the harassment and fatigoa of a long journey; but it remains for me to call attention 'o the advantages there would be in establishing agricultural settlements in the vast plains of Rupert's I .nd, and partioularlj ou the Saskatchewan, in the neighborhood of Fort Carlton. This district is much more adapted to the culture of staple crops of temperate climates — such as wtieat, rye barley, oats, &c., than one would have been inclined to believe from its high latitude. lu effeot the few attempts at the culture of cereals already made in Ihe vicinity of the Hudson's Bay Company's trading posts, deni-»t:9trate by their success how easy it would be to obtain products sufficiently abundant, largely to remunerate the efforts of the agriculturist. There, in order to put tne land under cultivation, it would be necessary only to till the better portions of the soil. The prairies offer natural pasturage as favourable for the maintenance of numerous herds, as if they had been artificially created. The cocstruction of houses for habitations by the pioneers in the devclopement of tbo country, would be easy, because in many parts of the country, independent of wood, one would find fitting stones for build- ing purposes; and in others it would be easy to find clay for bricks, more particularly near Battle River. The other parts most favourable for culture would be in the neighbourhood of Fort Edmonton, and also along the south side of the north Saskatchewan. . In (he latter district extend rich and vast prairies, interspersed with woods and forests, and where thick wood plants furnish excellent pasturage for domestic animals. The vetches found here, of which the principal are Vicia, Hedytarum, Laihyrva, and Attragaltu, are as fitUog for the nourishment of cattle as the clover of European pasturage, The abondMioe of 11 re, earnestly A extending eot of their >ia might be obvioua that were it not iver district new so well 1CCC8S of any y for settle- (tracts from cuss the ad- 'acter as an lENT. ovemments the climate, ing between ve recently under dis- ) taken aa in view by It, made the ttloment in g been ap> Botanist, raversed by ker advised II things, to interior of }untiy, and esscd to Sir with all the and fatigM re would be sartiouhurijr much more ye. barley, la effect : Hudson's e to obtain St. There, the better laintenance I of houses sy, because s for build- ularly near hbourhood I. In the and where shes found eaa fitting indraee of bttfUo, and the facility with which the herds of horses and oxen inoreaso, demonstrate that it would be enough to shelter animals in winter, and to feed them in the shelters with hay collected in advance, in order to avoid the mortality that would result from cold and from the atucks of wild beasts, and further to permit the acclimatizing of other domestic farm-yai'd animals, such as the sheep and pig. The harvest could in general be commenced by the end of August, or the iRrst week in September, which is a season when tLe tempe- rature continues suflSciently high and rain is rare. In the gardens of the Hudson's Bay Company's posts, and still more in those of the different misjions, vegetables qf the legu- minous family, such as beans, peas, and French beans, have been successfully cultivated ; also potatoes, oabbajes, turnips, carrots, rhubarb, and currants. No fruit tree has as yet been introduced ; but one might perhap.<), under favorable circumstances, try ::ut-trees, also apple- trees belonging to varieties that ripen early. Different species of gooseberries, with edible fruits, grow wild here ; also differcpt kinds of Vacciniacao are equally indigencun, and have pleasant fruits that will serve for the preparation of preserves and confectionary. The Aronia ovalit is very common in this country ; and its fruit, commonly known as the Pbire, or service-berry, is dried and eaten by the Indians^ who collect it with great care ; and it also serves the purpose of niakinc excellent pudding, recalling the taste of dried currants. The only difiBculty that would oppose agricultural settlements is the immense distance to traverse over countries devoid of roads, and almost uninhabited. The assistance of Government or of a well organized company, would be indispensable to the colonization of this country. It would be important that settlements shorJd be established in croups of at least Gily house-holders, for protection against the incursions of the Indians, who arc, however, far from being hostile to Europeans. It stands to reason, that the colonists ought to be taken from the north of Europe or from mountain districts, being those accustomed to the climatological conditions and culture of the soil most resembling this interesting country, to the resources of which I call attention. The produce of agricultural settle- ments thus established would yield subsistence to the Indians, whose resources for food, supplied only by hunting, tend to diminish every day. Tha presence of Eurcpean settlers would form a useful model for this primitive people, who, notwithstanding their native apathy, still appreciate the benefits of civilizationt" (Signed,) E. Boubqeau. In the report of Mr. Simon Dawson on the exploration of the country between Lake Superior and lied River Settlement, and between the latter place and the As^iuniboine and Saakatchewan, he says that " the climate of the Red River Settlement will compare not unfavorably with that of Kingston, Canada West — that, as a general rule, the season dur- ing which agk'icultural operations can be carried on at Red River is somewhat longer than in Canada east of Kingston, while in winter the cold is more intense, although not uniformly 80, than in any part of Canada, west of Three Rivers, In regard to salubrity, there are no diseases, so far as I could lotirn, incidental to the country. Ague is unknown, and a popu- lation more healthy than that of the Red River Settlement cannot bo met with anywhere." Mr. Lorin Blodget, the celebrated American Climatologist writes of the country in the following terms : " Next is the area of the plains east of the Rooky Mountains, not lead remarkable than the first, for the absence of attention heretofore given tw its intrinsic value as a productive and cultivable region, within easy reach of emigration. This is a wed'^e-shaped tract, ten degrees of longitude in width at ita base along the 47th parellcl, inclined north-westward to conform to the trend of the Rocky Mountains, and terminating not far from the 60th parallel in a narrow line, which still extends along the Mackenzie for three or four degrees of latitude, in a climate barely tolerable. Lord Selkirk began his efforts at col-inication here as early an 1805, and from personal knowledge, he then claimed for this tract a capacity to support thirty millions of inhabitants. All the grains of the oool temperate latitudes are produced abundantly. Indian corn may be grown on both branohes of the Saskatchewan, and the grass of the plains is aingularly abundant and rieh. Not only in the earliest explorations of these plains, but now, they are the great resort for buffalo herds, which with the domestic bet "i, and the horses of the Indians and the eolonists, remain on them and at their woodland borders throughout the year. •< The simple fact of the presence of these vast herda of wild cattle on putina at so high a iatitttde, is ample proof of the clioutologiosl and prodvotive oapaci^ of the conatvy. Of ikeupiawu, and tneir teoodhmd borden, th« valuable tur/aee meature$ pdljf Jive hundred iMVMiMf «2ttare m3, inaipegc or nearly icl of NelsoD Winnipeg part of the he valley of 1 at 70,000 Silurian or cultivation, a Mountain, liver, Swan rn limit is Mountains, 3 the great rest, by the ro branches north-west. 000 square eir western i TOW belt of sent lofly »rd.* The tlat. SI"), est pass, ly covered foot of the swan flows ae mije in ) prairie or e area of [t was for- its foroHt deep and than that the influ- 1 shores of * The laro is so be greater ca..-.Edin- li America. " The I-Certile Belt of the Saskatchewan Vallev does not derive its importance from th» bare fact that it contains 64,000 square miles of country available for agricultural pur- poses, in one continuous strip 800 miles long, and on ao average 80 broad, strotcning across the continent ; it is rather by contrast with an immense tub-aretie area to the north, and a desert area to the south, that this favored * Edge of the Woods ' country acquires political and commercial importance. A broad agricultural region, capable of Busuining many millions of people, and abundantly supplied with iron ore and an inferior variety of coal, and spanning the eight hundred miles which separate Lake Winnipeg from theKocky Mountain?, more than compensates for the rocky character of the timbered desert between the Lake of the Wuods and Lake Superior." Capt.. Palliaer thus describes the Fertile Belt : — " It is now a partially wooded ccun- try, abounding in lakes and rich natural pasturage, in some parts rivalling the finjst park loenory of our own country. Throughout this region of country the climate seems to E reserve the same character, althou,<<;h it passes through very different latitudes, its form eing doubtless determined by the curves of the isothermal line Its superficial extent embraces about 65,000 square miles, of which more than one-third might be considered as at once available for the purposes of the agriculturalist." Dr. Hector, Geologist to the Palliscr expedition, says of the Fertile Belt : — " The most valuable feature of this belt of country, which also st. 'etches from Touchwood Hills, Carlton, and Fort Pitt, south of Fort Ediuooton to the old Bow Fort at the Rocky Moun- tains, is the immense extent it affords of what I shall term winter pasturage. "This wint r [astuiage consists of tracts of country partially wooded with poplar and W''low clumps, ami bearing a most luxuriant growth of vetch » and luxuriant grasses. The clumps of wood afford sh titer to anim ils, while the scrubby brush keeps tue snow in saoh a loose state that they find no difiiculty in ficding; the large tracts of swampy country, when frozen, also form rdntirable feeding grounds, and it is cnly towards spring, in very •everc winters, that cattle and horses cannot be left to feed in well chosen localities throughout this ro);ion of country. " The proportion of arable la\id is also very considerable, and even late in autumn, which is the driest period of the year, and when the Saskatchewan for some weeks is fordable at Edmonton, there seems to be no want of water in the form of small streams and lakes. In spring I found the snow deeper in the neighborhood of Fort Pitt than at Edmonton." Mr. James W. Taylor, in an elaborate report to the Government of the United States on the relations between that country and North-West British America, thus describes the climatic adaptation to agriculture of the Red River district : — " The ciimate of the Red River valley is characterized by extremes of temperature probably greater than acy other part of the continent, while the annual mean is higher than that of the same paral- lels of Western Europe, including some of the best agricultural regions of that continent. The difference between its hottest and coldest months, as compared with uther climates of great annual range, will be shewn in the following table, as also the difference between the mean winter and suuimer tsmperatures : Plaoe. Red River SeUlein«Dt Fort Snelling, Minneiota Qreeo Bay, Wisoonaio Drtroit, Michigan Montreal, Canada Oienbarf, RoMia Annual mean { Differenoe jbetween hot- test and cold- est month!. 34.38 44.S 44.8 47.2 42.3 86.6 82.15 5».7 62.8 42.8 6S.7 00.38 Differeuoe between (am- mer and win- tor. Latitude. 74.81 64.5 48.1 40.8 51.0 MM o I 50.15 44.68 43.31 42.20 45.31 50.48 Lougitnd*. • / V3.I0 89.28 82.68 73.34 66.83 " It is the excessive cold of the long winter seasoDi embracing five months of the year in this latitude, whiolvz^duoea the aaniuil neaa. 8 PP! I..IU..JUJ„!I.IJ.I. rasa 14 "The mean for the three winter months of December, January and Febnuirj, at the Red River settlement, ia 6<* ^5', At Fort Snelling it is U^ ; at Green Bay, !»<> 9^ ; at Detroit, 26° 8' ; at Montreal, 16° 8'. " But it must be remembered that the Red River uttlement lies vpon the very edge of thit climatic belt, in close proximity to the artic declivity of Hudson nay, and it is by fur the coldest part of the whole basin of the Winnipeg. The climate grows rapidly warmer on the same puraiMs westward, even when there is an increase of elevation. « It is warmer at Fort Benton, on the Missouri, than at St. Paul, — Fort Benton be- ing 7i degrees of longitude west of Saint Paul, — while it is 2} degrees of latitude further north, and 1,K48 feet higher in relative elevation. « < The mean winter temperature at Fort Lenton,' says Blodgett < is twent-fivo de- srees, the same as that of Chicago, Toronto, Albany and Portland, Maine. At Saint Paul It is but fifteen degrees, being ten degrees less. It is not so cold as this on the south branch of the Saskatchewan.' « The Red River Winter. — Mr. Blodgett claims that the whole Saskatchewan Valley has a climate very nearly as mild in its annual average ns that of St. Paul, which would give it a winter mcau oi fiileen degrees, and an annual mean of forty-four degrees, which represents the climate of Wisconsin, Northern Iowa, Michigan, Western Canada, Northern New York, and Suuthern New England. " But though the winter of this region is a period of intense cold, during which the mercury often remains frozen for days together, its effect upon the physical comfort is miti- gated by a clear, dry atmosphere, such as makes the winters of Minnesota the season of animal and social enjoyment. The buffalo winter in myriads on the nutritious grasses of its prairies up to as high a latitude as Lake Athabasca. The half-breeds and Indians camp out in the open plain during the whole winter with no shelter but a buffalo-skin tent and abundance of buffalo-robes, and the horses of tho settlers run at large all winter and grow fat on the grasses which they pick up ia the woods and bottoms. As compared with Fort Snelling, the winter of Red Uiver Settlemert will be shewn as follows, including the months of November and March in the natural winter group : — Localities. NoTcmber. December. Janumry. February. Maroh. Red River 21.19 31.7 8.31 ie.9 10.56 13.7 e 1.71 17.8 e 9.9 Port SDelling 31.4 « Red River Spring. — Spring opens at nearly the same time from Saint Paul to Lake Athabasca ; April and May are the natural spring months of this whole climatic belt. The abruptness of the transition from winter to spring in these northern latitudes is a wonderful feature of the climate. In the Red River settlement the mean of March is 9^V. In April it rises to 39" 83', and in May to 68° 46'. Compare this with the springs of Minnesota and Western Canada : — Localities. Much. AprU. May. Red Rirer. e 9.9 31.4 23.0 89.83 4«.3 42.27 e 68.48 Fort Snellinit 69.0 Toronto 60.62 « Agricultural Capacity of the Summer Months. — ^This rich upward , swell of the spring temperature is prolonged through the summer months of June, July and August, to include the amplest, measures of beat for aJl agricultural purposes. Com thrives well at a mean temperature of sixty-five degrees for the eummer months, requiring, however, a July mean of sixty-seven degrees. Whe»t requires » mean temperature of from nxcy- 16 iiuiy, at tht verjf edge of \ it it bj/fur jftoartneron Benton be- nde further rent-fivo de- t Saint Paul )n the south ewan Valley rhioh would \i ireea, which U, Northern g which the ifort is miti- he season of IS grasses of idiaos camp cin teot and 9r and grow d with Fort eluding the Mareh. e 9.9 31.4 'aul to Lake limatio belt, titudes is a irch is 9^9^. ) springs of ^V' e A».« MM well of the id August, hrives well however, a rrom sizcy- two to sixty-flye degrees for tLe two mouths of July and August. These two groat re^ presentative staples of American agriculture carry with them the whole procession of useful flora that characterize the northern belt of the temperate cot 3. Now the mean temperature of Red River, for the the three summer months, is 67" 76', nearly three degrees of heat more than is necessary for corn, while July has four degrees of heat more than is required for its best development. The mean of the two months of July and August is pizty-seven degrees, five degrees above the requirement of wheat. " The following figures will show at a glance the excess of Summer heat in the Rod River valley above the measures required for the best agricultural development: Mean summer temperature of Red River - • • 67'' 76' Required for corn, 65° 00' Excess, ....... 20 76' Mean temperature of July, 71° 16' Required for corn, 67° 00* Excess, 4° 16' Mean temperature of the two months of July and August, .67° 00' Required for wheat, 62° UO' Excess, 6° 00' " The following table will serve for comparison between the summer temperature of the Red River with the rich agricultural climates of the south : Loe»liU««. Red Rirer Fort SovUing Chicago Maieatine; Iowa .... Kenoihk, Wigeonsin Utio*, New Yoric .... ToroDto Jane. Jaly. Augnst. Summer mean. e e e e 60.10 71.16 63.3 67.78 «8.4 73.4 70.1 70.8 82.7 70.3 68.5 67.3 86.4 70.5 68.9 68.8 81.7 88.8 65.7 65.3 64.2 68.5 66.7 66.5 so.es 67.95 64.6 63.98 " It will thus be seen that the summer o'imate of Red River is warmer than that of any of the localities indicated in the above table, except Fort Snelling and Muscatine, Iowa ; warmer than that of Northern Illinois, Western Wisconsin, Northern New York, or Western Canada. Its June is warmer than in any of the points given, its June and July warmer than any except Fort Saelling, while its Augusts are cooler than any of the rest. The last named locality,* in the same latitude as the Red River settlement, with a corresponding geographical position, is its equivalent in annual mean temperature, but the difference between the extremes of summer and winter temperature is much less in the inferior European than in the American plain. No part of the United States has so low an annual mean. Fort Kent, Maine, with a mean of 87°, is its nearest approach. " Autumn. — The mean temperatures for the autumnal months are as follows, compareil with Minnesota : Looalitiea. September. October. November. Mean. Sed BiTW S9.38 68.9 43.30 47.1 21.19 31.7 e 40.88 Fort Snelling 45.9 « OMBborg, Rbm la. SB '* Noyember, wbioh in Minnesota belongs partly to antamn and partly to winter, be. longs entirely to the winter serson in the more northern latitude of Red River. The reader will see Uiat the fall plunges into winter almost as rapidly as the spring emerges fVom it. " Climate of the Red River settlement compared toith Minnesota^ Wircontin and Michigan. — The following table will illustrate the climate of the Red River valley as compared with other and better known latitudes : TASLK OF MONTHLY MEANS OF RZD RIVER AND MINNESOTA, WISCONSIN AND MIORIOAN. Monthi. ^ . «»/ DeesmbeT. — " April , May. June /J«'y August .... BaptemW October.... November Red River. •.8.31 ..I'l.SS ^ 1.71 9.09 39.83 58.48. i 69.10 71.18 83.3 59.28 42.30 21.19 Fort Snelling. 18.9 13.7 17.18 31.4 46.3 59.0 68.4 73.4 70.1 58.9 47.1 31.7 Green Bay. 20.8 18,9 2U.0 31.3 43.4 55.8 622 71.5 67.9 57.2 46.5 34.3 Detroit 26,9 27.0 20.0 35.4 46 3 50.0 es.8 09.7 67.5 60.0 47.7 38.3 TABLE SHEWINO THE MEANS OF THE SEASONS FOR THE ABOVE LOCALITIES. Looalities. Red River. .. Fort Snelling Green Bay... Detroit Winter. . 0.86 16.1 19.9 28.8 Spring. 3579 45.6 43.5 45.9 Summer. 67.76 70.6 68.5 67.0 Autumn. 40.88 45 9 46.0 48.7 Annual mean. 84.38 44.6 44.5 47.3 " Thus it will be seen that while the winter eurve in the region immediately south and west of the great lakes exhibits an extraordinary depression, its rich summer measures place it in the best agricultural belt of the temperate zoue. " Bountiful Summer Raint. — The Saskatchewan valley is a singular exception to the almost universal sterility which characterizes the continent west of the 98tn meridian. The great American desert derives its barrenness from the lack of rain. " The Winnipeg basin, on the other hand, is abundantly supplied with moisture during the summer months, although the dryness of the winter months reduces the mean annual precipitation below that of points lying nearer the ocean. *' No rain-tables have ever been constructed for any portion of this district, except for the single year 1855, at the Red River settlement. The following table exhibits the re • nits compared with Minnesota and Western Canada : IT > winter, b«. Hiver. The Dg emerges constn and er valley as MIOniOAM. Detroit 2fS.9 27.0 20. A 35.4 40 3 56.0 65.6 69.7 67.6 60.0 47.7 88.3 r UTIK8. linna»I meu. 84.36 44.6 44.5 47.2 lately south er measures ption to the \i meridian. >ture during lean anDual , ezoept for bits the re • BA1H IN IK0HB8. MentlM. Bad RlTer. Bt. Paul. Toronto. USft. 10 yean. 1865. March April JuD6 •••••••■■••«•• •••••••••••••••#•■ •-•••••.••••••••••••.•••••••••••••••••• .65 «.80 4.0 6.0 13.0 13.5 5.0 .30 3.13 .80 .50 .60 1.30 3.14 8.17 3.63 4.11 3.18 3.32 l..'J5 1.31 .67 .73 .52 1.63 3.79 4.78 4.07 July Aufpiiflt . .....* .......■•.■■•■....■■>•••■•• •■••■•■••■••••■•• •■•■•■•••••■• 3.24 1-45 5.9 OotoW 2.48 NovfiinbAr. ......«■■■■ >■■•> •■■••■••■•■■■••••• ••■■•■ ■■•i***** 4.80 Daeembflr... ....*.. • • >••>••••• 3.80 1.36 0.97 Totolf „ 53.17 25.43 36.35 Smsou. If eans for the Seaiona. Red Rirer. St. Paol. Toronto. 11.45 30.5 8.33 1.00 6.61 10.93 5.98 1.93 919 8.76 Antumo „ 1.137 5.1S « By multiplying the figures for Noveober, December, Jsanary, February and March by 10, the result wiu show tlra fall of snow, probably the actual form of the precipita- tion in those months. " The column for Red River, exhibiting the moistarc of a single year, cannot be adopted as the uniform measure of precipitation in that country; but if, tts Blodgett in- forms us, a difference of one-eighth will cover the range of any non-periodic variations of the rain fall in the basin east of the Rocky Mountains, (a rule that is cnnfirmed by a com- parison of the Toronto column for the same year w>''' tae means for several years given in his work,) it may serve as an approximative iode. /y the rain standard of the country. The excessive rains of that summer, which has no equivalent on the continent, except the winter rain of the Pacific, is probably much beyond the uniform mean, or, if regarded as an approximation to a constant term, may be accounted for by ita contiguity to Hudson Bay and Lake Superior. "A region liable to sueh ocoasioaal rains cannot certainly be deficient in moistuve. The reader will observe the great preponderance of moisture in the spring and summer months, with the extreme dryness of winter. Converted into' snow, the whole winter fall will be 22 inohes, the same as at Saint Paul, while that of Canada is 61 inches, and most of the Eastem'States 120 inohes. This extreme liffhtness of the tointer precfpitatisn eharacterizet the whole of the plaint ecut of the Rocky Mountains, without rr/erence to latitutUy including^ the SathoMieinun valkjf, and it a /act of great trnportoMce in deter- miMintj the adaptability of ikau rmioni Jor railroad*. " We havanQmaasarementaof the loealpreoipitati<»i of the Saskatohewm Valjej,-]|^( t h e g e D eiml fact«f « oomfut&uAj^ hamid lammer, wiUi an autamn and winter of extreme dryneM, ia well aieertMiWd: T I • " The rain meaiarei in the elevated belt of coantry, inclading the wentern slope of the Miasonri plateau, adjacent to the Saskatchewan Valley on the South, will afford an approximative standard for the lutter. "The following table compiled from Blodgott, will exhibit the rain-fall iu the whole b«lt aorooa the continent, between the parallels of 47 deg. and 50 dcg. Rain Table, showing thi mean annttal precipitation between the 47th and 50th Paballel: and tn region In Vanoouver's Island, Western slope of the Rocky Mountains Eastern slope of the Rocky Mountains Missouri Plateau to 100th Meridian - Between Red River and 100th Meridian East of Red River to Lake Erie - West of Lake Erie to the Atlantic 65 inches. 80 « 25 " 20 «« 26 " 30to84« 86 " Mean Fall bt Seasons : Winter Fall. 80 6 i a 2 8 to 5 5 to 10 Spring Fall. 15 6 6 5 5 6 to 8 6 to 8 Summer Fall. 8 t 10 10 Autumn Fall. 20 6 4 4 4 6 10 to 10 " A fall of six inches is given by Blodgott as the mean for the summer in this belt, between the Rocky Mountains and Red River. " This is amply sufficient for all the purposes of luxuriant vegetation, as is bhown in BOathern England, Prussia, the Crimea, and iuterior of Rusi^ia. " But according to all analogies, the higher summer temperature of the Saskatchewan Valley would be accompanied by a corresponding increase of humidity, and this fact ir farther shown by the permanent volume of its streams in the summer months. Results of Aobicultube at Red River Settle.ment.* « For all the great northern staples — wheat, corn, oats, barley, potatoes, sheep, and eattle — the range and duration of the summer heats form the decisive condition. The data we have furnished prove conclusively the climatic adaptation of the Red River and Saskat- ehewan vallies to successful agriculture. •* Indian Ctrn. — The measures of heat, as we have before shown, are ample for the development of corn in this district, and, in fact, some varieties thrive well at the Red River Settlement, but it is not claimed as a profitable staple. It is chiefly cultivated in small garden patches for the green cars, but the cool nights of August frequently prevent its ripening, except in the driest soils. Some varieties of Canadian corn, requiring a growing period uf not more than seventy days, would, however, form a sure crop in Red River. *' Indian Corn, indeed, according to Blodgett, is restricted as a profitable staple to the middle region of the west, between parallels of 42° and 43°. " Wheat. — Wheat is the leading staple of the upper belt of the temperate zone. The range of wheat extends from the borders of the tropics northward to the parallel of 60** Borth, and requires a minimum mean temperature of 62° or 65° for the two months of July and August. The whole region between Red River and the Rocky Mountains is embraoed between the mean summer temperatures of 65° and 70°, which include also the most fer- tile districts of New England, New York, Pennsylvania, Michigan, Wisconsin, and Minne- sota. " Between these Isothermal lines, extended through these north-western valleys to the Paeifie, is embraoed the wheat zone of the continent. io a this belt, 1 bhown in ikatchewan his fact is sheep, and The data ind Sasicat- pie for the ) Red River ed in small prevent its ; a growing liver, taple to the Eone. The illul of 60« thsof July 8 embraced le most fer- ind Minne- lleys to the ett, ' drawn )th parallel, and from that Point ao'-th-westto the Pacific coast, at the 66th, would include an inmenM resion adapted to wheat, with only the local exception of mountains and worthless soiU.' " RiohardBiin states that whuat in roiscd with profit at Fort Liard, in latitude 60 d«g. 6 min. north, and longitude 122 de^. 31 miii. west, and 4U0aod 50u feet above 'the aea. " The remarkable law hai been observed to ijovem the development of the eultivaUd planti that theyyi 'd the yrealett product near the northernmott limitt of their pouible growth. «' This principle announced by Forroy, is noticed by Blodgett, as especially applioabU to wheat. Central Russia, the Baltic districts, the British islands, the Oanadas, and th« northern parts of New York and l'onn«ylvuuia, and the upper belt of the north-weitcra States lying upon the oold borders of the wheat range, arc the seats of its maziuum pro- duction. « < Probably,' says Blodgett, < th plains of the Saskatchewan and the Paoiflo ooaat near Pugct's Sound will furnish siniii.. tllMtricts. This a priori i.iference is fully borne out by facta, which prove, morco' er, that iho basin of the Winnipeg is the seat of the greatest average wheat product '^n this oontinent, and probably in the world.' «* The limestone substrHtum of this region, with its rich, deep, calcareous loam and retentive clay subsoil, is aiways oasociatcd with a rich wheat development, while its hot and humid summers fulfil all the climutulu^'ical conditions of a first-rate wheat country.^ •« Initancea of the wheat product of Red River. — ' Our soil,' says Donald Gunn, au in- telligent settlor, ' is extremely fertile, and when well cultivated yields largo crops ot the finest wheat, weighing from U4 to 74 pounds per imperial bushel. The yield per acre it often as high as sixty bushels, and has been occasionally known to exceed that; and when 4 the average returns fall below forty bushels to the acre, we arc ready to complain of small '^ returns. Some patches have been known to produce twenty successive crops of wheat without fallow or manure.' « Professor Hind, in his official report to the Canadian Legislature, sets the average product at forty bushels to the acre. He notices a product of fitly-siz bushels to the acre in the only instance when a mousurcmont was made. Wheat ripens in from ninety to one hundred and five days. It is entirely free from insects or disease of any kind. " A comparison of the yield of wheat iu llud River, with the best wheat diatriota of the United States, will show its superiority over all others. Rod River produces 40 bushels per acre. Minnesota produces 20 bushels per acre. Wisconsin produces 14 bushels per acre. Pennsylvania produces 15 bushels per acre. Massachusetts produces 10 bushels per acre. " Oat», Barley, Rye, Potatoes. — The whole group of subordinate oereala follow wheat, but are less restricted in their range, going five degrees beyond wheat in the Mao- kensie Valley to the Arctic circle. Barley is a fuvoruble alternate of wheat at Red River, and yields enormous returns, with a weight per bushel of from forty-eight to fifty-five pounds. Oats thrive well. Potatoes are particularly distinguished for their excellent quality and yield. " Uay — ' The grasses/ says Forrey, ' are proverbially in perfection only in nortbera and cool regions. It' is in the north alone that we raise animals from meadows, and are enabled to keep them fat and in good condition with grain.' " In none of the prahrie districts of North America are the native grasses so abundant and nutritious as in these northern valleys. This is sufficiently proved by the countleai herds of buffalo that pasture throughout the year upon ita plains, even up to the latitude of Peace river — a fact which suggests an equivalent capacity for the herding of domeatio cattle. '* The Red River colony in 1856 contained 9,253 horned cattleand 2,799 horses, which, in a settlement of (i,523 souls, exhibit a remarkable proportion of stock. Horses roam during the summer and winter through the woods, and keep fat without housing or hay. The no* limited pastoral ranges affurded by the grassy savannas of Red River, with its dry winter olimate, seem to supply favorable conditions tor successful sheep husbandry. Thia is con- firmed by Donald Gunn. < Our climate and soil,' he says, ' are peculiarly adapted to aheep. There are twenty-eight years since their introduction into the settlement, and I havf MTor teen nor heard of any sioknew attacking them. Well-fed ewes produce fleecet farying from two to three and a-half pouods. Wethen prodiM* fletMt ma«b hMrier. The wool ia of good auality, though not very floe. Ao inferior breed of ibeep would not be likely to produce noe wool." " The Mine author (Mr. Taylor) thua doHoribea the olimnte of the oountry weaterly firpm the Red River Settlement : — « East of the Rooky Mount^ina the great nortb-weatern plaioa bave a continental climate, and I can bust illuatrate mv own conoluaiona in the premiaea by oompariaon with a aimilar area of European Rusaia. Draw • line from St. Peteraburgh 20 degreea eaat, and another ten dogreea aouth, extending them into the form of n parallelogram, •nd a region it described whose area oorroaponda with that between Lakea Superior and Winnipeg on one side, and the Rocky Mountaina on theweat, and vtending t^om latitude 44° to 04." No two seetiona oC the rcspootive continents more closely reaomble each other than do those above deliueatod. Both ara immense plains, developing the ailurian, carboniferous, •nd, in oomo meuauro, a cretaceous gool iijical formation. The Miaaouri, Miaaiasippi, and Saskatchewan maybe sot offagain^'t the Dnoiper, the Don, and the Volga, of Rui«ia; wliilu, in re' J eot to climate and proi^aot js, the American Diatriot resembleii the following particulars oi' European Russia. " It is usual t3 ooQsidur Russia iu E:iropo in four distinct diviaiona : a polar region, inoluding all the country north of latitump»rtaively temperature as remark- lummiar beat the lati, rye» nod iiatriot; that be eultivated > poeaible the lof oanalage, tin M dense, haart of (he wild wiimnla- ■09. ilfeiides le cariboo or highly prwed moavwtau in the prairies west of longitude 106", and south of latitude 60<* ; and the streamR and lakes aboundin choice varietioa of flah. No region of the globe is moro richly endowed with these allies and slaves of the hun.an race. " The rigorous winter climate is no obstacle to the future occupation of these northern plains. The corresponding district of Uussia, with the same climate, is, an already ahown, the moat populous and flouriabiug portion of the empire. There is much miHnpprohonaion on thia aubjoot. Mr. K. Morriam, a diatinguiahod moteorolo^fist, atutcs, in a roviow of the recent Arctic czpeditiona, that nature has qualified men to brouthu an atmoHphcro 120" above soro, or 60" below it, a difference of 180", without injury to health ; and tho doctrine of phyaicians that great and sudden changes of temperature are injurious to health is dis- proved by recorded facts." Other authorities couU be cited, who have written on Central BritiHh North America, some of whom have perhaps colored its capabilities as a field for oolonizution too highly, whilst others have equally undervalued its advantages. It appears, however, pretty well eatttbliahed, that although the climate is rigorous, it is novertnuloaa eztremoly autubrioua, and that although, aa in all countries, wide areas of inferior land oxiat, there in likewise a vast extent of soil of tho riohent and most productive description. With regard to the mineral wealth of the country, the following, condcnaed from Mr. Taylor's valuable report, will suffice. Profoaaor Isbister, of London, England, is given as the authority for the statements made : — Okolooy and Mineral Wialtb or thb Txrritort. From the ahorea of Lake Superior to the eaatern banks of Lake Winnipeg, the geological forniatioo ia that of the crystalline rooks, a Hvatem which is not gunornlly favor- able to agriculture, although here and there ^many fertile spots arc to bu found. This com- garativcly sterile region extends northward to the Arctic sea ; Lake AthubuHku, and Oreat lave Luke being situated on ita mo&t weatcrly limit. To the westward oi' thoHe lakes, and Lake Winnipeg, and between them nearly to the llocky Mountains, tho whole territory is of tho ailurian and devonian fomations, both eminently favorable to ugrioulturo, the former prevailing throughout the fertile peninsula of Lpper Canada. At its base, the Silurian deposits range u thousand milea from east to west, and extend about five hundred miles to tho northward, where the devonian commences and continues to tho Arctic aea. It is this part of tho territory through which the Saskatchewan and Mackenzie rivers flow, which is so highly praised for the fertility of its prairie lands. About one hundred and fifty miles east of the Rocky Mountains, tho threat coal bed commences, which gives our territory ao important an advantage over that which lies to the south. So far as bos been ascertained, it is over fifty milea in width, and extends continuously over sixteen degrees of latitude, to the Arctic ocean. Tho lignite (or tertiary coal) formation is still more extensively developed ; and as the occurrence of coal in any form in theae high latitudes is a question ot much interest, the result of Sir John's Richardson's observations and enquiries on the subject, to which he has given much attention, are here briefiy stated. At the junction of the Mackenzie and Bear Lake River, the formation ia beat exposed; it there consists of a series of beds, the thickest of which exceed three yards, separated by layers of gravel and sand, alternating with a fine grained friable sand- stone, and sometimes with thick beds of clay, the interposing layer being often durk, from the dissemination of bituminous matter. The coal, when recently extracted from the bed, is massive, and most generallv shows the woody structure distinctly. Difi'erent beds, and even different parts of tho same bed, when traced to the distance of a few hundred yards, present examples of < fibrous brown coal,' ' earth coal,' conchoidal brown coal,' and ' trapezoidal brown coal.' Some beds have the external characters of a compact bitumen, but they generally exhibit on tho cross facture concentric layers, although from their je'. like com- position, the nature of the woody fibres cannot be detected by the microscope. Some pieces have a strong resemblance to charcoal in structure, color, and lustre. From the readiness with which the coal takes fire spontaneously, the beds are destroyed as they be- come exposed to the atmosphere, and the hank is constantly orumling down, so that it is only whoo the debris has been washed away by Uie river that good sections are exposed. i.-ft Fonntiioni aimilar to that found on Mackoniie Rty«r, ettond Ronthward along tha MStern base of the Rooky Mountainn, aa far uh thu Haxkntohcwan river. 8ir Juhn RiohardHon givoH a detailed account of the variuuM looaliticM botwucn tlicHe two point* in which boda of ooal have been oxpoaed, all pointing to tho vxiHtcnro of n viiHt a. I field, ■kirting the base of the Rocky Mountains fur a very prout extent, and euntinund prububly far into the Arctic sea, where, as is well known, lignite npnarontly of a similar character haa recently been discovered by Captain McClure, in the suuio general line with the looalitiea above mentioned. The importance of this ooal field in connexion with the oonstruolion and working of a Pacific Railway can hardly bo over estiniatod. lieyond tho Rocky MountnioM tho geology of the territ iry is nut so well known. There nre rangoi of nioitntainN, (hnurcn- tian,') but they are interspersed with throat valleys, very fuvuurublo fur agi-iculturo, and heavily timbered. While the geologist haa found in his rcsoarohcs many proofs of the wealth of the aorth-woat territory, the mineralogist has not been far behind him. Almost upon the landing upon the shores of Hudson liny of tho firxt fur-traders, the eoiiniry has been represented aa rich in minerals. 8ir Alexander Mnckunsio, in 17^0, dineovered " pieces of petroleum, which bears a resemblance to yellow witx, auiong the stony, fluke-liku slate," on the banks of the Mackenzie ; and the Im ians infurnied him thut '* rocks of a similar kind were scattered about the country at tho buck of Hluve ]j»ke, where the (^liepfwynnH oolleot copper." All the Indians whom he met had either copper or iron tops to their ■pears, and near the river of Kear Lake he mot with lumps of iron ore uud springH of mineral water. Along the course of the Mackuncic, as far as 00° north latitude, ur.d also in the Rocky Mountains in 60° north latitude, and 120° west longitude, ho discovered coal and bitumen, and on tho Peace River, a south-western branch uf tho Mackenzie, ho dbcovered salt springs. Franklin and Riohardaon, in their j lut expeditions, discovered, at I^ako Winnipeg, a beaatiAil china-like chert, and "arenaceous deposits and rocks having a close rcNemblunue to those of Pigeon Bay, Lake Superior, where argentiferous veins ueciir "; ut Cumberland House, on the Saskatchewan, salt and sulphur springs and coal ; at Elk river, bitumen in $uch quantity a$ to flow in ttreamt from fis»ure» in the rock ; upon tho shores oi' Lake Athabaaoa, the finosi plumbago and chlorite slate. Id a letter addressed to Sir R. Murchison, Sir John Richardson says, in refcring to the country about Slave river; "The great quantity of gypHUui in iniincdiate connexion with extremely copious and rich salt springs, and the i/reaf tthumlanrt' of pitnilnm in this formalion, together with the arenaceous, soft, mnrly, and breeeiatcd beilA of dolomite, and above all, the circumstance of the latter being by far the most common and extensive rock in the deposit, led me to think that the limestone of tho KIk and Slave rivers was equiva- lent to the seehstein of the continental geologists." The salt springs, situated further to ihe south, from which large quantities of pure common salt are deposited. Sir John Bicbardaon classes as belonging to the celebrated Oiioudaga salt group of the Now York Helderberg series. By Sir William Logan's report it appears that from tho latter springs "no leas than 3,134,317 bushels of salt were profitably manufactured in 1851." From the many valuable salt springs which exist throughout the Hudson Hay territory, tho finest salt could be obtained, which article would of itselt become a considerable source of wealth, were the country occupied by settlers in any number, and were tho valuable and varied fiaheriea of its coast and rivers prosecuted to any extent. Of the mineral wealth of a large portion of the territory, Sir John Richardson thus ipeaks in general terms, in a communication published in the Joutnal of the Geographical Society for 1845 : "The countries, by the expeditions of Sir John Franklin and Captain Back, are rich in minerals ; inexhaustible coal-fields skirt the Rocky Mountains through twelve degrees of latitude ; beds of ooal crop out to the surface on various parts of the Arctic coast ; veins of lead ore traverse the rocks of Coronation gulf, and the Mackensie river flows through a well-wooded tract, skirted by metalliferous ranges of mountains, and offers no obstmotion to steam navigation for upward of twelve hundred miles." The recent gold disooveries in North West America, which have justly attracted so ■raoh attention, and whioh are of the highest unportanoe in connection with th« oolonin- I <•». along tho Hir Juhn point* in I fl«l.|, 1 prububly chiirnotnr > with the working of ntiiinM tho , (Lnuron* iilluro, and ilth of tho upon tho ^ huH boon I " pieces lilcu bIuU)," t' n niuiilar 'h('|n'wyiinH )pH to thoir i Hprin^M of e, urd alflo overed ooal ikouzie, ho Vinnipog, a vsciublanue Juniberland bitumen in OB of Luke rcfcring to c connexion ulnm in lhi$ ulomitc, and tensive rock wiw eqiiiva- 1 further to i, Sir John Now York itter Hprings al." From ■y, th» finest CO of wealth, e and varied liardson thus }eograpbioal >tnd Captain ins throueh parts of tne e Mackentie intains, and tion of tho country, uro no fully dwelt upon by tho uowtpapor proaa, that it do«a no appear noooMHory tu allude to them further hero. ThR PoLITIOAfi ANU Co.MMEtlOlAb ImPORTANOR Or A COMMUNICATION TO RiD RlVIK, ON liillTIMII TeBRITORT. The comniunity of sottlorH at Kcd River, Isolated in many respeota ftom, and, until lately, unnoticed by tho reot of tho wor!d, is now ozoiting no small degree of Attention. Tho people of Kcd llivcr rouiiiincd truncjuil in their solitude so long as the vast areas to the south of the inLornutioniil boundary line wore as wild and unoooupied as the plains which surround them on all Hides. Tho prugroHs of their republican neighboun inopiening and orguniziiii; now territories bus, however, awakened them to a knowledge of their true oonditit>n. Uhcy have been silent witncMMOs of the march of colonization westward Arom Lake Miuhigan acruHM tho statcH of WiHconsin and Minnesota to Dacotuh ; they Iiato seen an iuduHtriuuH population reckoned by hundreds of thousands introduced almost along- side of thuni, whilHt their own HettleMicn:.Beurcely increascM in numbers ; they know that thero M nothing in tlieir own soil und climate to keep them from advancing ; they are satisfiud with thu richnuHH of the one and the Halubrity or tho othor ; but they cannot help feeling mortified at the strong contcaNt between tho Hatinfaotory progress of their neigh- bourn, and the ubHunr>e of prosperity with themselves. Justly or unjustly they attribute their backward condition to the sway of the Hudson Bay Fur Company, and thev clamour in a wuy that cannot be iiuHunderHtood, against u farther continuance of a rule which they appear tu believe is the chief hiudrauce to their progress. The Hettluiuent was firut furniud half n century ago by immigrants from tho old country; the populaMon now cousiHtH of British-born subjects and their descendants ; i'a^ij live and have always lived on UritiHli territory, but they are not yet literally a British colony. Tliey know that they arc subjects of the Queen, and this is their pride ; they de- 3 recognized at the Colonial office, and I sire to be >gnizc(l at tiie iJoluuial otnce, and this is their ambition ; they wish to have a voice which, as Britiub subjects, they claim they have a right to possess, in the management of local affairs. Had they the powers and privilege of an ordinary Township Council, thej feel that they could do a great acul towards improving their condition and moulding their destinies; but this they have not, and this is their grievance and mortification. Whilst their own settlement is of 50 years standing, they see Minnesota and Dacotah, whose boundaries sweep pnst at tho short distance of 00 or 70 miles, States only of yesterday but already enfranchised. Practically, too, tho people of Red River settlement are at present out off from all in- tercourse with tho mother country except through a foreign State. The old route by which they had access 50 years ago has, for want of a small expenditure to keep it open, fallen into disuse; no wonder then that they grumble at tho seeming indifference of the parent land. " VVe havo no postal communication," says the Red River ' Nor'- Wester,' " with any part of the civilized world except through the United States t For two or three years previous to 1860, tho Canadian governnieut maintained a monthly mail to and from this settlement, via Fort William, on Lako Superior. This was a step in the right direotion, though the arrangement was very unsatisfactorily carried out. But irregular as were the mails, we had a rivht to expect that they would continue, and gradually, through experience of the route, would work better. The Canadian government has, however, disoontinued this small boon, and wo are at this moment entirely dependent on the favor of the Ameri- can government for our means of communicating with tho outer world. They have, at great expense, established a fortnightly mail to our frontier, sixty miles from this settle- ment, almost entirely for our own benePt. Toes this fact not present tho British gorem- ment to our views at a disadvantage ? " If wo except the round-about, slow, and very uncertain route through the arotio straits of Hudson Bay, it is only through or from the United States that wo can import goods — by an American mute aione can we export furs, skins, cattle or anything else 1 Is this favora- ble to loyalty ? An importer from Britain can at present get but one supply of goods in the vear, and counts himself very lucky indeed if, considering the many possible mishani, he met get it ; whereas the dealer in American goods can get twenty supplies during the Mme time if he chooses. Almost any week from May to October, inclosiTe, n splendid ^M' 1*?^ 24 gt( amboat ma; bo seen at Fort Garry discharging her cargo of goods, and taking off pack- ages of fura for the St. Paul, Boston or New York market : whose boat is this f American oiticens. " The only decent route into this country for emigrants is through the States. The eonsequence is that the foreign rs who are settling amongst us are for the most part Ameri- oan citizens, or persona thoroughly Americanized. Is their influence favorable to loyalty 7 " By frequent intercourse with the Americans, and occasional Tiaits to Chicago, Boston, New York, &o., the impression is fast gaining ground that there is no people like our republican neighbors. We see their fine cities, their railroads, and their steamboats ; we read of their rapid settlement of new territories, and of the liberal system of legislation by which the sudden development of the resources of new districts is a matter of every day experience. Meanwhile, we see nothing of England's prosperity and greatness." These scutinicnts have doubtless been growing for some time back; it certainly does not appear wonderful that they should gain ground ; commercial and postal in- tercourse with Minnesota fosters them, whilst ttie entire absence of any advantages, governmental or otherwise, from our own country is not unfavorable to them. British subjects at Red River still cling to British connection, but the association of ideas suggested thereby although pointing to all that is prosperous and great, all that is glorious in history, is at Red River obscured by the fact that it does not bring directly to them any palpable beuefits. They bitterly feel that they are neglected ; they long to continue British subjects in rsality as well as in name, but they do not yet participate in any of the commercial and other advantages which, as fellow-subjects, they have a tight to expect from an enlightened and liberal government. The people of Red River feel that American influences of every kind are operating upon theiga, and that they must become Americanized if some immediate effort is not made to counteract this tendency I/j the Memorial now presented they observe " that American influeuce is rapidly gaining ground here, and if action ia long delayed, very unpleasant complications may arise," and they proceed to point out that the opening up of the country by a national highway, which will give them a means of intercourse with their lelluw sub- jects in Canada and elsewhere, without leading through a foreign land, would very greatly contribute to their weal, aud permanently secure to them the political relationship wiiich they so much desi e. " If a good road from Canada to Rupert's Land is not speedily opened, irho can tell tiie effect on the minds of the inhabitants of seeming neglect on the part of the mother country and the great and advanced intervening colony, joined with habitual dependence on the United States for means of intercourse with the outer world, and for all which they most want 'i We have no enmity agaitst the United States. We admire much in their institutions, though, very naturally, we do not like them so much as our own. We esteem their people highly as fiiendly neighbours, and when some among them abuse and threaten us, we give the great majority credit for more just and reasonable sentiments. But there are those in the States who are ambitious of territorial extension, and who would not only offer to, but forcu upon others the institutions they themselves value; and if the affections of our countrymen were cooled by supposed neglect, or their interests be involved in a change of allegiance, it is not difficult to foresee that influences might be brought to bear upon them which, we are convinced, would not really favour their own welfare and progress, and which would most seriously affect the prosperity of the great empire of wiiioh the ignorant and thoughtless might account them an insignificant part. With t^.ijse views, we cannot but feel bow much is involved in the question of a practicable and not too dif- ficult route from Cunada to the Red River.* " No better earnest of the desire of this community of settlers to maintain British conneotidh can be had than the offer made by them in their IViemorial, to construct nearly a hundred miles of the road towards Lake Superior. The enterprise of Americans has already given them the commercial advantages of steamboat communication with the heart of Minnesota, but they would greatly prefer a means of communication in the direction of Canada; and to attain this end the people of Red River, although strangers to wealth, are prepared, by their own voluntary contributions and labour, to open up what is really, in connection with the navigable waters of tbe Lake of the Woods, about half the length of the line of communication to Lake Superior; provided the Imperial or Provincial government will undertake the remainder. * OalUMUu JouiMl. 26 1. off pRck- American ites. The irt Ameri- ,0 loyalty ? ro, Boston, like our )oat8 ; we egislation r of every ess." certainly postal in- dvantages, British 3 suggested in history, ly palpable >h subjects (lerolal and enlightened e operating is not made i American I unpleasant the country ■ i'elluw sub- ircry greatly wiiich they lily opened, :he part of ith habitual , and for all dmire much ir own. We 1 abuse and ments. But who would and if the 1 be involved ! brought to welfare and ire of wiiioh tl.tise views, , not too dif- sire of this er made by swards Lake 1 advatatagea eatly prefer the people of ontributions of the Lake LO Superior; The Proposed Line of Communication. Having thus endeavored to illustrate the claims and aspirations of the people of Red River; having briefly shown the political necessity of adopting such early measures as may be best calculated to open up a lino of easy communication between that isolated settlement and Canada, and thus counteract the tendency which dependence on a foreign power for any commercial intercourse th«y possess, must undoubtedly produce ; and having also shown from the best authorities the aduptalnl'ty of an immense area of Central British America for successful colonization, in view of the establishment of u great national highway from Canada to British Columbia, the engineering character of the undertaking now ren: oins for consideration. In another place the writer has alluded to the construction of a continuous line of Railway from Canada to the Pacific ocean on British territory. The various schemes pre- viously suggested to open up a hir;h way between the two oceans are there briefly reviewed, and notwithstanding the magnitude ot such a Kuilway, and the impossibility of proceeding with its construction at once, a work oi this character is regarded as the only satisfactory means of communication across the continent. It is argued that although a Railway might well be viewed as a thing of the future, it would bo advisable to regard it as the final and great object in view in any present attempt to open up the country, and that the work of inter- communication throughout the va.st extent of country now lying waste in the interior should be so designed that as the roads advanced from rude to more perfect stages, in harmony with the progress of settlement and the gradual develupmcnt of traffic, they should ulti- mately culminate in a great and continuous Railway Hoc from ocean to ocean. The writer has had no reason to change the views he formerly made public, with regard to the best means to be employed in opening up the country ; on the other hand, the Road system for new territories already propounded has been so favorably reviewed by the press, and approved by many of the leading umn in the Province, that he is strongly confirmed in the belief that it possesses many rccomincndntions. Moreover, the fact cannot be overlooked that the Memorialists of Red River virtually give the preference to the system alluded to in selecting its advocate to represent them in pressing upon the Government the importance and necessity of opening up avenues of communication through the country. These remarks seem necessary on account of the feature of novelty possessed by the « Territorial Road system" herein rccommcuded, and which feature is without doubt, a very stong objection to any scheme involving similar weighty interests. The system now brought before the notice of the Government is untried, and therefore its advocate ought to be prepared to demonstrate its merits. This the writer respectfully submits is accom- plished by the testimony of such authorities as must command the utmost confidence.* In the article appended to this on a proposed Territorial Road system in connection with the colonization and settlement of Central British North America, it is submitted that aGreat R.nlway communication across the continent, entirely through British territory, should at once be initiated by laying down what has been designated, for the purpose of dis- tinction, a " Territorial Road Line." On this line which, in fact, should be the best en- gineering location for a Railway from the settlements of Canada along the general line of the Fertile Belt to British Columbia, it is proposed that a broad " road opening" should be formed through the wooded districts, an Electric Telegraph erected throughout, and such bridging and other rudimentary works done as would enaole the line to be used as a Post-road. It is not claimed that the initiatory works at first contemplated are free from difficul- ties ; it is, undoubtedly, a great mistake, either to disguise those that are known, or to ignore such as might reasonably be anticipated. We know that formidable obstacles exist to the west of the Saskatchewan district, as well as to the east of the Valley of Lake Winnipeg, whilst more than half the length of the probable route through the latter division of the country, viz : that section between Lake Nipissing and Fort William, is, perhaps, as little known as many of the remotest corners of Rupert's Land. Even in the long extent of flat prairie country in the interior, although the establishment of a Post-road could easily be done in almost any required direction, the construction of a Railvr y would involve heavy bridging over many of the streams and eroded valleys, and therefore considerable care should be exercised in the location of a line through this as well as the wooaed divisions of the oountry. ! ; * 6m Appeadis. ^Bl Laki Supjouoft TO Bbd BrvxB. I The section of the ronte between the navigable waters of Lake Superior and the Red Biver settlement is the first to demand f^rticular attention. The opening of an easy means of conimuniciition on this section will atonoe supplr a want greatly felt by the Memorialists, and provide un inlet to the vast areas of arable land, whioh, without proper means of access, most forever lie waste. The physical character of the country between Lake Superior and Red River is thus described by Mr. DawRon : " In its general aspect it is a hilly and broken country, inter- sected by rnpid rivers and wide-spre^ lakes. The mountains, howefer, do not rue to any freat elevaiion, except on the immediate borders of Lake Superior, and there are several ne alluvial vnlloys, the most extensive of which is that of Rainy River, which has been so often rcforrod to in previous reports. The lakes and rivers present longreacher of naviga- ble water, the principal of which, extendios from Fort Frances to the western oztremity of Lac Plat, is ir)8 miles in length. Dense lorests cover the whole of this region, and the most valuable kinds of wood are ueen in various places, and in oons'derabla quantities. Elm is to be found on Bainy River, and white pine of a fair size and good quality abounds on the borders of the streams which rush down the steep declivity of the eastern slope to Lake Superior ; but it is still more abundant on the western slope, on the waters which flow towards Rainy Lake. On the Sageinaga River, and on the Seine and Maliene, there are extensive forests of red and white pine. Occasional white pine appears, too, in the beauti- ful valley of Rainy River, and on the islands in the Lake of the Woods ]; but on proceeding westward they become more rare, and on nearing Lake Winnipeg disappear altogether. When the pine forests in the neighborhood of Rainy Lake are considered in connection with the tortile region to the westward of Red River, where there is but little wood fit for economic purposes, and regarded in reference to what may be the future wants of that ex- tensive diistrict, they assume an importance not to be overlooked in estimating the resources of this part of the country." Three canoe routes from Lake Superior to Red River have already been surveyed and reported ou to the Canadian Government ; two of which were constantly used many yean ago by tlift old North-West and the Hudson's Bay Fur Companies. One route follows the boundary line between British America and the United States, and is known as the " Pigeon River Route." The other is called the *< Kaministiquia Route," and follows, in part, the river of that nnnie. Another route by way of Dog Lake, Savanne Portage, Milles IdMJS, and the river Seine to Rainy Lake, was selected by Mr. Simon Dawson as the best, and re- commended by him in his able report to the Canadian Government. Of these three routes the least objectionable in many respects is undoubtedly the one last mentioned; a long section of it is removed to a oonsideraole distance from the inter^ national boundary, and with some modifications of Mr. Dawson's plan, it could be advanta- geously used in connexion with, and partly in advance of, a Great Territorial Road streteh- ing through the country. A Territorial Road Line from the city of Ottawa or some other point in Canada, where a convenient connection may be had with the existing Railway system, to Fort Garry, in the Red River Settlement, would (so far as our knowledge of the counti^ enables us to judge) touch Lake Superior at NipigonBay, where, according to Bavfleld, ample harbor ac- commodation is found, running westerly, and deflecting a little to the South of an air line, it would touch Dog Lake, and Savanne Portage, it would keep to the North of Lao des Mille Lacs, and strike the river Seine at Little Falls; thence it would skirt the waters of the Seine to a point northerly from the navigable waters of that river on Bainy La^e level, at the foot of the twelve portages ; thence it would cross to Bat Portage, and oontinoing westerly towards Fort Garry, touch the northwesterlv limits of Lac Plat Thus following the general direction of the panoe route recommended by Mr. Dawson, and substitutins sections of a Territorial Road where the navigation is muoli broken, we might uecare a land and water communication of the following charaettr >-« ;.i .1. 1.1^ i.vJc.j.iii-ji.0.' 9fr NiplMB Doc Lai •B Bay to D«g Laktt (fwrltorUl Rosd) DogXak* wd Rirer, (StMmboat NkrlMtioa) PortAg* to SftTunc RiTflr, (Terrlton'ial Rosd) 8»vun» River and Lm dm MiU* Lmi t« LitUa Fallt, (Steamboat NaTigation). Little Fall* to Rainy Lake leToI, (Tenitorial Road SO milei) ) do do iBraaeb Road SO BiUei.) y" RiTor Seine and Rainy Laka^ (Stiainboat NaTigation) m Portage at Fort Franeei, (SOOjrardi) Rainy RiTor and Lake of the Woods, (Steamboat Navigation) Lao Plat to Fort Qarry, (Territorial Road) Total.. Milei. Land. Water. 40 5 60 92 197 36 «6 60 158 308 We ooald tbns secure by the eoDBtruotion of 197 miles of road, and two dams, one at the outlet of Dog Lake, the other at Little Falk, to render the waters above them nuviga- ble for steamboats, a Stage and steamboat connection from Lake Superior to Red llivcr. Thig arrangement would possess the great advantage that it would avoid the broken navi- gation of the Seine fVom Little Falls to the twelve portages, a distance of about 60 miles, which can be only rendered navigable for small boats, by constructing a series of dams, measuring, in the aggregate, 180 feet in height, and involving an equal number of por- tages of a total lengUi of nearly seven and a half miles. It would, at the same time, con- fine the expenditure chiefly to the line of a continuous Territorial Road, 167 miles of which wonld be available whenever it became necessary to open a wholly land route through the country, and then it would only be necessary to construct 258 additional miles in order to complete the road from Lake Superior to Red River. In the above proposition it may bo observed that Mr. Dawson's recommendations are adopted in the main between Dos; Luke and Lake Winnipeg, the only difference being the proposal of a road 60 miles in length to avoid the difficulties of the river Seine from Little Falls to the foot of the twelve portages, east of Dog Lake ; instead of constructing a road to Fort William, it is proposed to make it to the equally good harbor on Nipigon Bay, in view of a direct land communication with Canada available at all seasons of the year. A Territorial Road constructed on the line proposed would not approaeh the United States boundary at any point nearer than 50 miles, an ad- vantage whioL, in a military sense, must be considered of great importance, in view of a per- manent Railway communication being made on the same Tine at some futuro period. The following modification of the above plan would, at a comparatively small additional expense, very greatly simplify the character of the communication to Red River. Instead of usin^ the navigation ot Doe Lake and River by constructing a dam at the outlet, the road from Ntpigon Bay to Dog Lake might be continued to Savanne River. The only obstruc- tion to the free navigation of Rainy Lake and Lake of the W00H3 might be removed by the oonstruotion of a brace of wooden locks at Fort Frances. By this arrangement the com- munication from Lake Superior to Red River would, by the opening of three separate pieces of the Great. Terriiorial Road, the construction of one set of locks, and a single dam, be reduced to the following :— • ;:i;.T i .V *;;'(7 ; . ' Nipigon Bi^.te Savanna Pottage, (Territorial Roa&; Savanne River, Mille La««.to Little Falla, (Steamboat Navigation).. Little FaUs to Rainy Lake livrel, at 19 Portagee, (Territori J Road, 80 m.) ) Do do (Branch Road, SO m I River Seine, Rainy Lake, and Lake of the Woods to Lao Plat, (Steamboat Navigation.) Lao Plat to Red Rirer, (Territorial Road) Miles. Land. | Water. 80 Total. 60 92 2S2 66 208 378 28 [<■' ; A oommunioation as above proposed would give two long steamboat reaches of 66 and 208 miles respectively, with an intermediate link of road 60 miles in length. There would ■Jso be two terminal sections of road ; one 80 milcii long, adjoining Lake Superior; the other 92 miles long, adjoining Red River. The establishment necessary tu carry on traffic by this plan would be limited to two or more small steamboats, and a sufficient number o f horses and waggons on each of the three sections of roaJ above given. The cost of construction woald be confined chiefly to the line of the permanent land route, and there would only re- main to be built 53 miles from Savanne Portage to Little Falls, and 170 miles from river Seine to Lao Plat, or a total distance of 223 miles, in order to complete a Territorial Road from Nipigon Harbor, on Lake Superior, to Fort Garry, on the Red River. Such are some of the plans by which a communication may bo opened between the lake region of Canada and the inland settlements at Red River. They are designed to meet a piesent want, at a moderate expenditure, without losing sight of the ultimate en- tablishmeot of a great line of Road from Canada to British Columbia. The openin.ir of nn easy communication from Red River to Lake Superior has been more particularly referred to for the reason that it is viewed as a necessary work which cannot, without prejudice to the best interests of this section of the Colonial Empire, be much longer postponed. As American enterprise baa already opened up a line of transport to tne Red River settlement, it may be well now to eno>''re how far the route proposed to bo opened up through British territory may be able to compete with its American rival. Taking, in both cases, Toronto as the starting point, and Fort Garry the point of desti- nation, we have the following distances, observing that the lengths of Railways are obtained from the several companies' published statements, and the other dittances when not to he had from better authority, arc measured on the map, and allowances made for windings of rivers, and other intricacies of navigation. The fii;ures are, therefore, in some cases, only approximate, although sufficiently near for the present purpose Table No. 1 gives the dis- tances by the most direct and continuous railway route from Toronto by way of Chicago to La Crosse, on the Mississippi, the t.~.trcmc north-westerly limit of the American railway system, thence by steamer to St. Paul, by stage to Georgetown, and by steamer on the Red River to Fort Garry. Table No. 1 — Toronto to Fort Garry by Chicago. , Miles. ■"■ ' "■" - i Kail. Water. Stage. Total. TilYAfltA tA CIliAAITA •• A14 296 614 298 208 290 480 OhiMgo to Pruri« L» CroBBe > Prairie La Oroiae to St. Paul 308 ""mo" Rl PmiI tn Afmrmtftwn 480 Totali 810 888 290 1788 Table No. 2 presents the distance by the route from Toronto, by Gollingwood, to Nipigon Harbour, Lake Superior ; thence by the stage and steamboat communication pio- posea to be opened up to Fort Garry, in the Red River Settlement '. — . Table No. 2. — Toronto to Fort Garry by Lake Suporior. ' Miles. s Rail. Water. Stage. Total. TttfOntO to GolliDffWOOd.aa aaa..* •■aa.aaaa •> •..>•> ■■•••a «••••• • 96 06 460 80 66 60 208 «2 Oollinrwood to NiDiaron Harbour 460 Ninivon to Saraaoe Portaee 80 fiaTanna Portase to Little Falls • 86 Littla Falls to 2 Portaffei 60 U PortaMt to Lao Plat 208 Lae Plat to Fre8of65 and There would )r; the other raffic by this f horses and construction )uld only rc- is from river itorial Road between the designed to ultimate esi- pcninT of an urly referred prejudice to oucd. le lied River opQoed up oint of desti- 1 are obtained ten not to be ' windings of 10 cases, only gives the dis- Chicago to La iilway system, te Red River Stage. Total. 614 290 'mo" 308 200 480 280 1788 illingwood, to inication pro- 1. Stage. Total. 05 460 80 80 65 60 60 208 »3 92 232 1060 Oompariflon iMtween (he Obioago and Lake Superior routes :— ToUl Diitance— Milei. Rail. Water. Stage. Total. T«roBto to Fovk Oarry br DatroU, Ohteago, Lft Oroiu and fit PanL... ToroDto to Fort Garry bT Colliogwood, Miphron Harbour, fiavanne Pftrkaint. RainT TiiKe. anil Tiak* of tho Woodl 810 05 688 723 200 232 1788 1050 mffiarnwMt ,,, 716 36 68 73R 1 The last table gives the total distances, bv railway, steamboat and stage, on each route By this it appears that although the route by Chicago and St Paul has 35 miles less steamboat communication, it has at the same time 71o miles more railway, and 58 miles more stage road than the route by Lake Superior. Tables Nos. 1 and 2 will also show that St. Paul is 63 miles farther from Toronto oy ('hioago, than Fort Garry is from Colling- wood, by the route proposed to be opened up. We may extend the comparison to another American route, which although giving about too miles greater steamboat distance than the Chicago route, has nearly 200 miles less railway to be passed over. The route referred to passes over the Railway from Detroit to Grand Haven, thence across Lake Michigan to Milwaukee, thence to La Crosse, St. Paul, Georgetown, and Fort Garry. Although this is without exception the shortest, ;f not the speediest existing route, the following will clearly show that the one proposed to be opened up through British territory, will compare most favourably with it. As it seems unnecessarv to repeat the intermediate distances, the total length of each mode of conveyance on each route is only given : — HUe«. RaU. Water. Stage. Total from Toronto by Dotroit, Grand Haven, If Uwankee, La Croue, St. Panl, and Georgetown, to Fort Garry 618 788 723 200 232 1606 From Toronto to Nipigon Harbour, and by p opoiel Territorial Road and Steamboat oommunieation 1050 In favor of propoied route 523 65 58 646 It may be noted that although the Railway by Chicago is generally considered the most direct route to any pjint beyond St. Paul's, the route by Grand Haven and Milwau- kee is much the shortest line open for travel ; the whole distance to Red River by this route being 1696 miles, against 1788 miles by way of Chicago. Notwithstanding the circumstance that the Grand Haven and Milwaukee route is nearly 100 miles shorter than the route commonly used, and i^ in fact the shortest American route capable of being used, the above comparison between it and the one proposed over British territorv, shows that the latter has the advantage in every particular. The steamboat distance is 65 miles shorter ; the total length of stage road is 58 miles shorter ; the length of railway to be passed over is 523 miles less ; and the total distance is 646 miles shorter by the Britii^h route than by the other. To obtain these very palpable advantages it is only necessary to construct in all 232 miles of common stage road, build one dam and one set of smiU wooden looks. By executing these works, we sabptitate a oommanioatioa of about 1050 miles in length through British territory, for cue about 1696 miles long, and chiefly through a foreign land. The British route has one additional feature, which in view of securing at an early day a paying traffic for a railway west from Lake Superior may be of considerable impor* iHMt. By thifl route the diitanoe to the northerlj portioos (tf Minneiota and Daootak if t I! ;vi . i, 1. ■horter than by any other. It do«8 not therefore appear too abaurd to anticipate that part of the future traffic of these States may feed a well opened line of communication on tho route proposed. ▲ TILEOBAPH AND ROAD raOM CANADA TO BRITISH COLUMBIA. With regard to the establishment of an Electric Telegraph and Post Road, fVom Canada through the Red River district to British Columbia, a few words may be added. Assuming that the reasoning of the writer in another place in favour of developing the resources of new districts, by tho adoption of a comprehensive road system, is correct ; it seems quite certain that the application of the principles laid do^n for opening up, by means of territorial roads, the leadiog highways of a new country, if applied to the development of the vacant districts in the interior of British North America, would result in most important advantages. A territorial road is understood to be the precursor of a railway; its establishmeot is recommended in every case whore prospective traffic may pos- sibly render steam power, as a means of conveyance, profitable or necessary ; and this is con- sidered essentially one of these ca«es. If the building of a railway be at tba present time inexpedient, who will venture to say, in view of the forty millions of fertile acres stretching in a wide band across the central plains to the rich auriferous valleys of the Rooky Mountains, and in view of the sudden impulse which tho gold discoveries must give to properly directed emigration and colonisation, that a railway will not follow in the path of a simple road across the continent before another generation has parsed away ? The late prosperous Republic was until lutely fed by a living stream of population from tho densely inhabited countries of the old world. That stream is, however, interrupted by the unfor tunate difficulties of our neighbours. May not this stream, by opening a proper inlet, be diverted into a new channel, and may not the whole of British America benefit thereby 7 If a portion of the immigration, which has hitherto swelled the ranks of the American Republic, could be led to our own prairies by a route which would make them as near and as aooessiblfl as those on the Mississippi, a Post Road and a Telegraph through the country would meet with abundant employment ; a demand would soon be created for an improved meaos of communication, and, on some sections, railway service would speedily be called into requisition. By opening up a territorial road and erecting a line of telpgraph across the country, steam and electricity, the great civilizers of the present century, would obtain a foothold on the wide, dreary, and as yet uncultivated wastes in the far interior ; and although it might be said that the seeds only of the former would be sown, the latter would bear immediate fruit ; time and labor would develop the former, while the latter would stimulate these agencies in their work. For many reasons it is thought that an electric telegraph ought to be erected along the precise line of the intended railway, at the earliest possible moment; in addition to its value in a military and commercial aspect, as an instantaneous means of communication between the two oceans, it would aid greatly in the work of col- onisation ; it would enable points, isolated in other respects, to express their wants and wishes,— settlements springing into existence a hundred or a thousand miles distant, would always be aware jf each other's progress, and be made acquainted with important events as they transpire ; and thus the pioneer, although for a time remote from civilisa- tion and its accessories, would at least tea] less secluded by being within instantaneous hearing of them. It is part of the plan proposed that the territorial road should bo constructed and improved from a rude beginning through gradual stages, in harmony with the progress of the country, to the highest degree of perfeotion required by traffic. It is thought that both the development of the road and the settlement of the country would in this way be much enhanced, — road work and settlement keeping pace with each other to the mutual benefit of both ; and in this connection it appears possible to adopt a system for disposing of the vacant lands, more inviting to settlers when properly understood, and certainly more advantageous to the country at large, thau " The Free Homestead Law " of oar neighbors. While any person over a certain age, by that law, may secure in the United 6tai(B8 an nnoooapied lot of land in the remote west, on payment of fees amounting in all todlmnt fl5v and on eoltivating the hukd for e period of five years, — there is no proviiion ^1^ jg^ 1^ awUag th»l«id rtunitiea inter-com- e different jing some tout invoU lopment of 'ess of the 9, but it ia ired which e-arranged e advanta- ent, at the eference to ca, the im- ad system npire. In o in India, le industry ge. Thus sheme sab- a share of lordant and of inland Territorial repared for twraSeaad. LfUtrJrom Frtderick Cumberlandf Etq., Managing Director, Northern RaUvaj/ ttf Canada. Northern Rait.wat or Canada, Toronto, 2nd December. 1862. Mt Dkar Sir, — I have read with some care your article suggestive of a new syatam for laying out Colonization and Settlement roads. Nothing certainly could bo more absurd than the old system of rood allowanoes and eoncession lines so far at least as they were intended to supply loading highways or arteries of Districts ; for under it those highwayR wore arbitrarily located and established upon • mere geometrical basis, without reference to the economical principles which should govero pi such cases. As far as I know, you are the first to direct attention to this anomaly, and to auggest practical corrective to it There can be no possible doubt that the rapid development of a settlement and tho interests of the settlers are greatly dependent on facilities of outlet, — that such facilities are gre&tly diminished and postponed by blind adherence to a geometrical location, — that auoh a location must oftentimes be subsequently abandoned by reason of its unfitness and ia favor of now and more suitable lines — aud that the result in such cases is primary damage to the settlement and ultimate heavy and unnecessary charges upon it. All this it seems to me, your proposed system would correct, whilst it would aeoaro the great additional advantage of so locating the leading lines as to constitute tham tho pioneers of Railways and thus give a double value to all outlay from the outset. I note your reference to Mr. Roy's report relative to the location of Yonge Street, which certainly illustrates in a very marked manner the original error to which I am ro- ferring, as well as the extravagiiot cost at which it has been (only partially) corrected. Evidently a chance location, it has been projected 42 miles northward with rigid geometri* cal accuracy, and without any regard to its own natural difficulties, or to the tempting facilities its immediate neighborhood would have afforded. Had this great north road been established under your proposed system, it would have been carried to the westward of its present line (most probably in the very location now occupied by the Northern Rail- way,) with easier grades, less bridging, through better lands, and at far less cost — to the manifest advantoge of the earliest settlers, and to the relief of their successors from the burthen of improvements which notwithstanding their great cost and extent have atill left it what it must always be, an inefficient highway. Had this been done, too, the lateral roads, based upon the best locations, would now have been feeders to the Railway, bat aa it ia they are of little or no value. With the detailed reasoning of your article 1 generally concur, and it teems to me thett the practical value of your lugjestions ia so palpable that could they attract the attention of the government authoritiet chjirged with the opening of new Territory, ice shovid very eocm •M them applied. I am my dear sir, sincerely yoara, FmD. OUMBBBIAWP. 8. FumzMO, fif^., 0. B., JWlw from Oeo. Lowe Rtid, E$q., OKitf Enginnr to A* Qfu$ Wmtmk XaHmaif «/ Canada. Orcat Wmton RaiiiWat, Biroiitiii'i DvAKTMMrr, Hawlton, 17th DM«mlMr, 1802. AiMOioaD Flimino, Esq., 0. E., Toronto. Mt Diar StR,--I duly reoeived yonr l«tt«r of tho lit ioitRRl, tod the MwmpMj- ing pamphlet, cootaioing vour paper entitled, " Pr&otioal cbMrvttior'^ od tho ooutraotioo of a continuous liuuof ruilwoy I'rum Canada to thcr Paoiflo Ocean/' ^i). At your request I haiitcn to giro you briefly my tiewi on the general merits of yonr scheme. In the opening chapters of your paper, yon pass in reriew the nvneroos ad?eBta|(es which would result from the opening up of a permanently reliable line of oommunioation between Canada and our Pacific possessions. You admit that at the preaent day such a road or railway would be commercially anproduotiye, but you adduce very strong arguments to prove that the element of time alone ia required to bring the work to maturity as a Holf-sustaining highway. Your schcuic of construction and gradaal derelopment is fbsaded npon the aoabgj of our existing Canadian roads, in respect of which you point out that we hare, JtrH, our nad allowances as blocked out on the original surreys, and subsoqaently graded in a rough manner, when settlements are formed around them ; aod teeondfy oome onr pUnk mvol or macadamized roads in the more thickly populated dbtriets when the aeoeasity for Improved means of inter- communication arises ; which again are followed, tkirdljf, bv railways, when the wealth and commercial requirements of the eountrj demand a still more perfect mode of transit than any system of n.ere roadway haa yet bees able to snpply. In connection with this subject of roads as laid oat on cna own township surreys, yoa show rery forcibly that the original rectangular line« of roud allowances are, as a general rule, inapplicable for the more important classes of plank and grarel tovIm, and that the routes selected for our Provincial railways hare been again distinct from either, thus entailing the loss of much of the labour and expense expentud on these roads whose (btare progress is so seriously checked by the railway system. To obriote these constantly recurring evils, your plan is to keep the subordinate roads of the townships along your main highway, entirely subsidiary to the Aitvre line of rail* Way, which is designed eventually to traverse that distriot, and that, althoogh this trunk line will on!y be a mere rough earth-road for several years, its ftelore derelopment into • eompletely appointed railway is never to be lost sight of, and that oonseqaently its route must be well and carefully selected, and its location governed by erery ooosiderstion, Ss well of engineering requirements, as of future commercial advantages, 1 have uo hesitation in saying that your scheme and Moeral riewt on this sabjeet appear to me to be deserving of a large share of consideration on the put of onr Ck>rera- ment, when they come to decide npon the means to be adopted for opeoiagf vp oor great western possessions, or when the period arrives for throwing open new Mooks of town- ships for future immigrants. Regarding your scheme — as a whole — ^for the sradoal derelopment of roads into rdlways, and for the subordination of all mere township or eonn^ roods to some wdl* ■latared main artery of communication, I repeat that it mttSt eommend ilself to all those who have had much experience either in actually opening up new settikiments, or in laying Wit lines of new roads or railways, or in saperintending wose pvblie deMTtnents whose office it is to control the expenditures npon tnese wo^ks, orto'govemtkeir looationon cona- nercial or military grounds. My own eleven years' experience as a Civil Engineer in this ProrhMS^ (whieh I heliere is shorter than your own) daring Whieh time I hare had oharge of the oonstmo* tion of abont 860 miles of railway, has rerealed to me many of the defects inherent in the present srstem of surreying township blocks whioh, althotlteh p f hs lb ly Kii»»idable in Um uit Mttlement of « new oolony, need not bj anj lOMUu m mmuinglj repeated in #" I twn, r, 1802. ownpMj- tutraotioB to of yonr idTrata|[«a nunioation eaent daj try itroDg • work to lie amiogy I, /Irtt, oar raded in a oor pUnk loeMit J for thirdly, bv uid a still lOB ablo to irroyi, 70a • a KODeral , and that ithflr, thna koae ftituro inata road* in* of rail- thii trunk Dtnt into • \j its root* deration, As bis sabjeol tor OoTer»> p our greit M of town* roads into some well* to all thoM or in laying lenls whose ion on eoia* M^ (whieh I e oonstnio- inherent ia kM^daUe in npMtodia the snrrey of new tonitoiUi whieh •! inrgvlar iotorrali of time are being added to tho elder distriets. I am, Bj dear Sir, Yours Tcry truly, Otto. Lows Rxu>. Lttttr from J. Ltvit Orcmt, Xif., (laU) Suptrinttndmt Northern Railvaay of Canadm. Toronto, 80th December, 1862. Samdiom) f biMiHO, Esq., 0. B., Ohiuf Bngtneer, Northern Railway of Canada Sir, — Tour letter, aeeompanied by a pamphlet containing practical obsorvationB on the oooatruotion of a contiuuous line of railway from Canada to the Pacific Ocean, &c., is received. In reply I beg to state that I hare given the subject such conHidcration as my limited time will allow, and dthongh the scheme is one of great maffoitudo, aud the ideas therein contained new, and somewhat novel in their character, still I consider the general plan well conocived, and could it be adopted in detail, I have reaaon to believe, would greatly expedite the opening up and settlement of a new country, and rapidly augment both its population and wealth. lOur views upon a general plan I'or the early introduction of the telegraph lino, surveying and laying out of lands, roads and rail vays, althoun;h present- ing new features, I consulered to be formed upon sound principles, aud are well worthy of the careful consideration of those holding the future destinies of a territory so rich in natural advantagea as that of Uie great North-west. Your suggentions relative to railway construction, operation and maintonance, wherein are mentioned advantages too often ignored or lost sight of^ namely, alignment, least possible gradients to overcome, and most wrect routes between the sources of trade, could all be adopted and made available, and would be of inoakolahle and luting benefit to the undertaking. The policy of reserving belts of timber for shelter from storms is one which I quite approve of. My experienoenpon railways in the United States and Canada has convinced me that in winter when severe snow-storms have prevailed, through wooded portiooa of the line, comparatively little difficulty has been felt, owing to the snows falling evenly and lightly upon the ground, iind henoe easily removed by the usual appliances prepared for tmtt purpose, while along the open countnr huge drifts accumulate, ofleu so oompuot as to bo even shovelled with great difficulty. This reservation, although attach 'ng to the rail- ,ways a large area of land, would contribute in this manner greatly to its success ; both in dieltering it daring winter and by affording constant supplies of material for its repairs, and fuel at the least possible cost. The most prominent objections to this plan would be the monotonous character of the line to travellers, and the biding or shutting out (as it were) the view of the railway from the inhabitents. Your experience daring the construction and working of the Northern lino for the past ten years must have impressed you with the value of a reduction of public and private road crossings to the least possible number. Your plan for this service is a capital one, and must commend iteelf to every praotical mind. It is but true to say that your obser- ▼atioos cover a vast field for operations, and that you or myself can scarcely hope to see the ben^fito arising from so grana a scheme in our day. I fully believe, however, that covdd it be oanied into pnefifal effeet, a lasting benefit would accrue to those who will com* after us, and-ifho would, no doubt,, award just praise to ito originator. I have the honor to be. Sir, Yours respectfully, J. Lewis Grant, Superintendent, Northern Railway. ^ (6 i.' aiBB iHtter from Alfrti Brunei, E$q.f Civil Engineer. Toronto, January 17th, 1868. Mt DlAm Sir, — I hare read with great aatiiifaction your pamphlet on the cubjeot of «p«iiiog up new diatriota by the location of 'J orritorial Koada with a view to Aiture railway Mnrioe. Yoor aoheme has wy hearty approval, and, «pcakinj» after an czporienoe of nearly a Jaarter of a century in this I'roviuco, I hnvo no hoHitation in saving that had your suggei- iooB been made and acted upon in the curly survey of our lauds, the country would have been immensely bcnofittcd thereby. We have only to notice the location of our existing lines of communication of all elasaes to be convinced of the expediency of adopting some comprehcnsivo road system in the opening up of new lands. In the recent estahlinhncnt of our ruilways it waa ncccs- Mry. in most oases, to carry thum at a distance from towns and villages in search of a praetieable alignment, or to approach such poin's ut great cost. Had our old lines of oommunloation been laid out on the principles now for the first time ruggestod by you, oar railways would have passed immediately through estubliHlieii centres of business, could have been constructed at a coHt commonsuruto with our niean8, and would now be paying a fair dividend to the stockholders. From another point of view I look upon your suggestions as most valuable. By •dopting them in the colonization and scttlenicnt of our new territories, we should err- Uinly promote the more coxy and perfect drainage of the lands as they are brought vnder cultivation ; and no one who has seen how much aijri'cu/ture — our all important in- terest—now suffers from imperfect drainage, can fur a moment doubt tho great importance of the fuoilitica which your system would afford. I am quite satisfied thnt the proposal to leave a belt of woodland on either side of tho road would in practice produce the result you indicate, and prevent heavy snow-diifts; and although this will require a wide locution, no cxce|«tion can bo taken on that aoore when the road passes through unccded lands. Your details for avoiding frequent road crossings are admirable, and well calculated to obviate the annoyance and danger to which our railways are now in no tmall degree eipoaed. I am convinced that yours is the only plan on which we can extend our railway and telegraph line into our unsettled territories, and thereby establish connectiona with our ■iater Provinces, without incurring an enormous debt. It carries with it the germ of Mttlement and commerce, and therefore of a success independent of those delusive traffic •■timatea that have led so many to ruin. It aims at no more than the economical develop- ment of the country. Yon may meet -mili objections from those who are wedded to established routine, but I un sure that no iirpartial man can deny tho superiority of tho Territorial road syatem which you propose. Un the whole, I am fully persuaded that by adopting your suggestions in opening up communications through the vacatit districts of British North America, the Government would promote the s(>t.tlement of the country in tho most desirable and practical manner. Settlements would be induced along the line, which, while increasing tho reHourccs of the country, are noessary for the preservation uf tho telegraph lines which it is a part of your plan at once to construct on the great leading highway. And the railway, when tho pro- gr««8 of the country warrants its adoption, will not only find a causeway ready to receive it, but a population and local traffic, without which it could not be suocesafully worked. _ We may thus secure the basis of a commercial highway from the Atlantic to the Pacific, through British territory, not only the most complete, but the moat surely within nx reach. I remain, my dear Sir, Yours most sincerely, A. Bbunil, SAMSroBD FinrTNO, Esq., Civil Engineer, fte. OWU Soginoer, ftc., Toronto. CT ntion of all d HyBtem in t waH noccH- Rcaroh of a old lines of itcd by you, linosfl, could be paying a luablfl. By should ocr- ire brought mportant in- , importaaco r side of the r-drifts; and Booro when II calculated mall degree railway and ma with our the germ of lusive traffic ical develop- routine, but 1 rood Bystem fIL, gineer, &o. The aboTfl teatimooy flrom gentlemea well and favorablv known throughont the Pro« ▼inoe, muit be accepted aa apeoially valuable ; and althoagh it aeema aearoely neoeiMry to adduce any Airther evidence at the preaeat time in support of the propoaed Territorial Road Syatem, it may in elucidation of the necessity of some Aiture guiding policy, be well tooiteone or two prominenteiamplea of unavailing oipenditnre, aa well u aMolute loMtothe Province, from want of pre-arrangement and system in the establithment of our eziatinK linei of inter-communication ; and it may alao be satiafaotory to refer to the objeotioni whion have been brought against the adoption of the system proposed. Before the introduction of railways in the Province, commercial intercourse was carried on, in those sectiuns remote from navigable waters, by moans of improved common roadi, constructed at considerable cost, either by tho Oovornmcnt or by private enterprise. On reference to the public accounts, it is found that the Province expended, prior to 1860, on the roads which run side by side with tho Great Western Railway and its branches, about 11,216,000. Those roads are now almost entirely unproductive, and except for short local travel they have fallen into disuse. It is clear, therefore, that had the Great Western Railway been foreseen, the above expenditure might either have neon avoided or economiied. Again, through tho Name section of country (although this is rather delicate ground to touch), the various railway arrangements do not appear to have been wisely ordered. In a diatriet meaiuring about 230 miles in length, we find three leading lines running in a direotion generally parallel, and at an average distance apart of little less than 15 miles. These several railway linos, viz., tho Groat Western, the Buffalo and Lake Huron, and tho Grand Trunk, with their branches, moosuro a total length of 812 miles; and there ean be no doubt that tho whole traffic of this total mileage could eoaily have been acoommodated by half that length of railway properly located. Had the svstem now reoommended been in force when this part of Canada was first settled, and had a Territorial line been laid down in the the leading direction of traffic, and had this line, with one or two main branches, been opened up and improved by tho expenditure of the 81,215,000 laid out by the Government on the roads referred to, which are uow rendered useless as Provincial works by the subse- quent introduction of railways, — the Territorial lines would have at once oonstituted an important means of communication, and by additional expenditure of capital would have formed a main trunk line of railwav, wl'.h lateral offshoots, capable of serving the purposes of transport, equally as well as the several independent existing lines. Whilst the lesser lengtn of railway could have been operated and maintained in efficient order at a greatly diminished ooat, and thus resulting in a corresponding reduotion in the cost of transport, the total outlay on construction would have been very much diminished. The capital expended on the 812 miles of railway exceeds $44,000,000. It would bo a very high esti- mate to allow one half of that amount for the cost of the other arrangement under any oiroumstances ; thus showing that a saving mightbave been effected in this section of Canada of many millions of dollars, had tho lines of communication been in some measure pre-oon- sideredand pre-determined. There is no difficulty in pointing out cases similar, in many respects, to tho one above f|iven, and illustrative of the extreme importance of establishing, upon correct principles, the ines of future traffic in districts yet to bo opened up. Through every section of Canada, and, perhaps, in every country, examples are not uncommon ; but to confine our attention to familur cases, tho various, ways of communication which have been opened up to the country back of Cobourg and Port Hope, may be cited. The country referred to, now des- ignated the counties of Peterborough and Victoria was, until recently, termed the Colbome District, and before 1841 it formed the rear section of tho Newcastle District. In the Public Aeoounts, a sum exceeding $520,000 is charged against the Newcastle District for improving its inland waters, constructing a gravel road to Rice Lake, and erecting bridges. Since that expenditure was incurred, a gravel road has been completed from Port Hope to Peter- boro', and a plank and gravel road from Cobourg toward tho same point. Then came the Railway era, and with it the two rival railways from Port Hope and Cobourg, respectively. These various works have cost, from first to last, a g 'oss sum of over $3,000,000. They were all undertaken with tho same main object in view, vii : to opan up the interior of the Distriot, and accommodate its inoreasing traffic. Now what is their oondition at the present time f The inland navigation is virtually abandoned, the substantial looks between Rio* Laka and Paterboro' haye not been opened sinee the railways went first into operatioa, 6 f S8 I Moio six or 8«Ton yean since. The gravel roads, although of an excellent character, are scarcely used, certainly not as leading lines of transport from the inland counties. The Co- bour{! 7<\ilwny oripcinally imperfectly built, is in sucn a condition as to bo incapable of doing business, has not been worked since 1861, and may not again bo put in operation ; in fact, the only communication really in use for the main purpose intended, is the single line of railway running northerly from l*ort Hope to the towns of Peterboro' and Ijindsay, and the oapitaf expended on all theother works may now be considered almost entirely unproductive. Had, in this case as well ai in others, a foreknowledge of the ultimate introduction of railways obtained, much unnecessary outlay might have been saved, and interference with established centres of business been spared. Had the opening up ot tho inland townships of the old Newcastle District been commenced by providing from the first for one main lino of railway on the best engineering location fiom Lake Ontario into the interior, Cobourg and Port Hope wiuld, in all probability, have long since merged into one important town, or perhaps they never would' have had a separate existence. At least two-thirds of the capital nutvaily sunk mif ht have been saved, or it might have been employed in extending the railway line through tho great hardwood tract lying northerly from Peterboro', and in this service it world have been sufficient to open up an important line, half-way to ^ ^.ko Superior; whereas the existing railway only reaches some 30 miles inland, and it is virtually all that now represents the outlay of an enormous capital, the interest on which ib neatly equal to $200,OU0 per annum. These statements may serve to show the expediency of adopting some system such OS that advocated. They are made, not for the purpose of exposing to view mistakes which, probably, with the best intentions, have been committed in connection with important un- dertakings, but rather that similar errors may, as fur as possible, bo avoided hereafter. To neglect the lessons which the history ot these past undertakings teaches, would bo to entail on the future population of yet vacant districta, burdens and disappointments which they need not be called upon to carry. In the first of the Ibregoing letters, the lines of communication running northerly from Toronto are referred to, and a few words may here be added. Yongc street, a road 4U miles in length, was, before the introduction of the Northern Railway, the great thorough- fare from Toronto to the northern townships, and to Lake Huron. It was, originally, a random exploration line, run as straight as could readily be done by the Surveyor's cumpass. in a ri^ht-angled direction from Lake Ontario. This line was carried directly over hills, ravines or other hindrances, without reference to the gradients of any poEsibIc road, or the cost of constructing one. It, however, came to be used as a " trail" through the forest, and subsequently, as the settlements advanced, as a common earth-road. It was afterwards graded at a heavy cost by tho Government, and converted into a macadamized road. At the time the latter works were undertaken, Mr. Roy, civil engineer, pointed out in a report that the true line for a great north road was not on the adopted position of Yonge street ; but that the immediate neghborhood afibrded a location for a good road, which, while avoiding the natural difficulties of the other line, would allow the improvements to be made at a comparatively small expense. Mr. Roy's recommendations were, however, unheeded; the difficulties on Yonge street were encountered, aud at a great cost partially removed, but the heavy gradients spoken of by that gentleman, as unavoidable on the wrong location, will always rcDcain. When the Northern Railway became to bo established, it was an ob- ject to approach the numjrous towns and villages whioh had sprung up along the line of Yonge street, not only to accommodate their inhabitants, but increase its revenue. It was, however, impossible to attain this object, except ia one or two oases, and then at great cost. For 25 miles out of Toronto, the railway keeps at au average distance of about four miles from the half-dozen villages on Yonge street, and singular enough as Mr. Cumberland points out, it occupies almost tho identical location which Mr. Roy suggested for the macadamized road. About 30 miles north of Toronto, the physical features of the country allow the rail- way to be drawn towards Yonge street, but at a cost in increased mileage which, perhaps, more than neutralizes other advantages. Had the original leading road from Toronto north- erly to Luke Huron, been located on the principle of a Territorial line, the towns and vil- lages, which we find on Yonge street, would have sprang up along its supposed route, and they would now of course all be oonveniently situated to the railway , whilst the latter, iut(Mid of being lengtboDed out t6 96 nUflSy in order (o serve looal interests, might lisve taraoter, are The Co- ble of doing on ; in fact, igio line of lay, and the productive, oduction of erence with d townsliipa 0. main lino or, Cobourg ant town, or tho capital tending the »ro', and in ray to ' iko I, and it is St on which system such takes which, iportant un- reaftor. To 3 to entail on h they need >R northerly et, a road 40 at thorough- originally, a )r's ounipass. iy over hills, road, or the e forest, and i afterwards d road. At t in a report onge street ; rhich, while a to be mado , unheeded; ly removed, •ng location, ) wan an ob- the line of e. It was, t great cost. > four miles rland points acadamized low tho rail- :h, perhaps, onto north- rns and vil- 1 route, and > the latter, night litTO been situated in the most adTantageons position, with » total length of 7(> miles In this ease also it is apparent that a very great savinj; would have been effected in the original expenditure, besides which the cost of maintaining and operating twenty additional miles of railway for all time to come, would have been obviated. One reason why tho establishment of our ways of communication have been aooom* panied by so many, and as it now appears, palpable blunders, is because the Railway System in this and other countries has been an " afler-thought." In the British Islands up to a recent period, the groat roads of Telford and McAdam ramifying throughout the whole country, wore considered complete ad a systom of communication. The introduction of railways could not fail to clash with established interests, and by reason of the superior excellencies of the intruding system, to render works previously established at great cost of secondary importance and in some instances of little or no actual value. In this Province the same intrusion of a new system of communication has been carried out, although to a more limited extent than in the mother country, and in some degree the lo8s:>8 and mis- arrungcnicnts referred to may be attributed to this cause ; but the advantages of the Rail- way System as the most perfect means of transport and speedy communication are now so fully known and appreciated, that it cannot wisely be ignored in tho future. If it has hitherto been an " after-thought " it need no longer be one ; the most perfect means of intercourse ought to bo the first consideration in any measures that may hereafter be taken to open up a new country. Hallways are not only the most perfect of roads, but they are also the most costly, and although they have unfortunately in too many instances provod too cosfly, this cannot detract from the inherent merits of a means of communication the most perfect yet success- fully attempted. In order to diffuse the benefits of railway service as widely as possible, by extending tt.ese works to new fields, it will be necessary to ooni^ider every weans which may posiibly ctfcct a diminution in their cost. In this connexion the economy of first laying down a Territorial Koad and converting it not too speedily into a Railway may be noted, as there arc some features connected with this system of gradual construction which have an important bearing, not only on the establishment generally of lines of steam communication through new districts, but particularly on the pnjeotof connecting Canada with the Ail-.ntic Provinces by an I':tercolonial Railway. Suppose, byway of illustrating in 1*. few words the point now referred to, that a line of railway 1,000 miles in length is to be constructed through an unsettled or only partially settled country ; it is not viewed as an investment for capital, but purely as a National undertaking, and its cost has to be paid out of tho Public Treasury. Two plans, Nos. 1 and 2, are presented. By plan No. 1, a capital of $50,000,000 has to be raised by a loan say at 6 per cent., and the work carried out in an expeditious manner in the usual way. Plan No. 2 is the one herein re- commended, and to simplify the comparison it is pre-determined to expend annually a sum exactly equal to tho interest tn $50,000,000, or say 93,000,000. In either case it is evident that thi amount last mentioned has annually to be raised, and let us say by direct taxation. In carrying into execution plan No. 1, therapid outlay of so much capital would, without doubt, have a wonderful effect in stimulating : idustry, enterprise, and speculation; there would undoubtedly for a time bo an appearance of great and unusual prospcritj, prices of labour and material would in consequence be inflated beyond their average value, and in a corresponding proportion tho cost of tho undertaking would be enhanced. The effect of plan No. 2 would be somewhat different ; the work in this case would be proceeded with systematically and gradually, year by year. It would give steady and desira- ble employment to those who might be induced to ta!:e up their abode permanently along the rou/e, affording them an opportunity to earn the means of subsistance until they could sustain themselves by farming operations. The tendenoy to raise f: rices above a fair average would not be nearly so great as in tho case of plan No. 1, while the growing commerce of the country could not fail to be benefitted by a circulation of capital, expended gradually year Ly year. Morc/cr, a suspension of the outlay on the completion of the works would be less felt, as tho reaction would be comparatively small, and consequently the financial condition of the country could not be disturbed to such an injurious degree. It would be rather difficult to estimate the difference between prices of work in the two cases, but without doubt it would be very material. To allow from 25 to 83 per cent, in favor of plan No. 2 eonld not, il is thought, be very far astray } «nd wiUi tiiis Qifferen^e it is pleiur that th* r 40 whole ooBt of the undertaking would he about 936,000,000 aniinst 150,000,000 if executed under plan No. 1 ; and hence, with an expenditure of $8,000,000 a year, the work would be completed in 12 years. It is only necessary now to draw a comparison of results after the lapse of that period. In either case the sum of $8,000,000 would have been raised by taxation and paid away by the country, and assuming that the trnffio receipts of the undertaking woula then be sufficient to meet operating expenses, whichever plan bud been adopted, No. 2 would leave it free from debt and the country relieved from farther taxation, while under plan No. 1 the borrowed capital of $50,000,000 would still remain unpaid. Were the receipts insufficient to pay working expenses, the comparison would be even more unfavorable as against No. 1 plan, inasmuch as arrears of operating losses would have ac- cumulated since the first opening of the line, thus greatly increasing the burdens on tho country, — while with tho other plan tho charge for operating losses would only begin when taxation for construction ceased, and even this might be postponed, if thought expedient, by delaying the final completion of the undertaking until it was clear that the traffic of the country had become sufficent to render the work perfectly self-sustaining. The hypothetical ease above presented illustrates very plainly some of the advantages claimed for a gradual system of road development; and it will readily be observed that had it been possible to have adopted some such system in the establishment of our Railways in Canada, they might almost by this time have been entirely complofed r ''e simple interest of their actual cost, and thus have left them free froui debt anl ri : ^ >\.'.tion to perform their functions in a more satisfactory manner than they can now bo expected to do. Of course a change of system is not now possible, but if the principles advocated be correct, there appears no good reason why they shovM not be considered as applicable prospectively. As a general rule, it has hitherto been held impossible to construct great public works advantageously in any but an expeditious manner; hence important and most desirable undertakings have been again and again postponed for the reason that a known paucity of traffic would not justify that enormous outlay of capital which appears to be inseparable from a rapid system of construction. The Intercolonial Railway may be referred to as a project of this class ; having been under consideration for a very lengthened period, and its construction frequently post- poned for the reasons above given. T^iis project has now been before the public for nearly thirty years. So long ago as 1835, surveys were made by the Royal Engineers ; again, in 1844 and in 1848, surveys were made under instructions from Her Majesty's Government ; in 1845 and '46, private companies were projected in England, with the view of carrying out the undertaking. At various times the Legislatures of Canada, New Brunswick, and Nova Scotia have passed resolutions in its support. In 1 vl. most important negotiations were entered into between the Imperial and Provinc i^ ir^'m- ments, and at intervals during the long period referred to, it has formed t^e .i' ct of despatches between the Colonial Office and the Governors of the Provinces. TLo vnV-Ct has again been revived, but notwithstanding its extreme political importance, it dot.A not yet appear certain that the work will proceed, and it is feared by many that the actual commencement of operations will again be postponed for an indefinite period. Rather than indefinitely postpone the advantages of a steam connection between Can- ada and the Atlantic Provinces by attempting to secure as heretofore the precipitate con struction of nothing less than a fully appointed Railway, would it not be more prudent to satisfy ourselves with a scheme which promises at first a road of a less perfect character, and leaves the Railway and its sources of traffic to be built up by a gradual process? This policy not onl^ appears to be that most likely to secure the desired object within a reason- ably short period, but it seems most in harmony with the gradual developenic :t of a coun- try from a wild and unoccupied condition, and equally in keeping with tl . F^ate of the Public Finances. A Territorial Road laid down on the railway route most approved of by the Imperial authorities, could, in a short time, be made serviceable for the purpose of opening the country for settlement, and in due time a fixed annual expenditure would accomplish the eonatruction of a good gravel or macadami!:ed road, fit for any kind of travel. All the culverti and bridges should be constructed in a substantial and permanent manner, in ▼iew of the purpose ultimately intended to be served by them, and the gradine should be done with the lame intention. By this meani the most essential portion of a railway f executed ork would suits after leen raised pts of the 1 hud been r taxation, in unpaid, even more haye ae- Ds on tho egin when expedient, iffioofthe idvantages i that had ailways in le interest :o perform do. Of e correct, applicable ruot great and most a known tears to be iving been ntly post- )ublio for iDgineers ; Majesty's , with the f Canada, '>>.'• 1. most Alih ;Ct of itt sitV ...ct ; do».« nf^t tic actual een Can- [tate eon rudent to character, Bs? This a reason- f a coun> e of the Imperial Etning the plish the All the anner, in ihonld be . railway F 4i would be secured in an easy and gradual manner, while at the same time the work, in its preliminary stages, would afford access to and egress from the country. We would thus have that portion, and almost the onl^ portion of a railway which is not periihahle, substantially constructed. At any future time, when it seemed expedient, that part which is perma- nent only in name, " tho permanent way," could be added ; and in a case of extreme emergeccy, should unfortunately one arise, it would be quite possible, with the energy always called forth on such occasions, to lay the rails on tho prepared road-bed in a very few weeks. Every practical railway man will readily understand the allusion above made to that portion of a railway which ia not perishable, as they well know how marvellously soon the cross-ties or sleepers, and the iron become unfit for duty — tho former through natural decay, and the latter through ordinary wear and tear — necessitating an entire renewal of what is called the " permanent way" every eight or ten years. Then the locomotives and the cars of all descriptions require heavy repairs, the cost of which in a single year is probably not less than one-eighth of the whole cost of rolling stock and machinery. Stations, fences, cattle-guards, and road-ciossings likewise, are not free from deterioration; and although the out!ay required to keep these latter in repair is not nearly so great as that needed for the other services mentioned, yet it always helps to swell the total amount of annual cost of maintcn.ancc. It may farther be remarked that a reduced traffic, such as must be expected for many years en lines in new districts, does not diminish, in a corresponding degree, wear and tear ; the rolling stock and rails will wear out even if the trains drawn over the road carry extrenely light, unprofitable loads, whilst the cross-tics, the fences, cattlc-cuards, and crossings will decay, whether the railway be used or not. On the other hand, the works under the road-bed .are not, to any appreciable extent, affected by time or traffic ; when once properly constructed and consolidated, culverts, bridges, and cuttings may be considered, if not absolutely, at least humanly speaking, imperishable. The8«> suggestions are not made in opposition to the early completion an Intercolonial Railway, yet they appear to present an alternative plan of construction which may with advantage be adopted, if negotiations already commenced should not prove successful. By the alternative plan we would bo certain to secure at a comparatively small outlay, and in a very short time, a great military highway acknowledged by competent authorities to be in many respects (although not in all) not inferior to a railway; we would secure a road for ordinary traffic, possessing railway grades and railway curves, admirably adapted for the purposes of colonization, and in every respect fitted for the development of that traffic which alone can satisfactorily keep up a line of steam communication. These remarks may be considered somewhat digressive, but as they are intended to exemplify the advantages of the road system proposed, by applying it to a particular and well known case, they may on that account be excused. It may be well now to alluJc briefly to the main objections brought against the Territorial Road system. The cost of ascertaining beforehand the capabilities of a new country, of laying down upon correct principles the leading highways, with a view to future traffic, in addition to the simple subdivision of the land into farm lots, would undoubtedly be greater than the cost of such surveys as have hitherto been required ; when, however, a broad view is taken of the subject, when it is considered that the grand object is not simply to dispose of the surplus population of our own, or immigrants from other lands, but to convert a primeval wilderness into a prosperous appendage to the Empire, then it must bo apparent that a general pre-arrangement of essential details ought to be instituted. No one would undertake to erect a costly building, or any other important work* without first considering and arranging the several parts, so that they would best fulfil the main purpose of the structure, and harmonize as a whole ; at least equal care and fore- thought ought to be exercised in proceeding to colonize a newterritory, and us the opening'of highways is the first step towards civilization, whilst their progress to perfection is of the highest interest, indicating as it does the degree of civilization reached, it is obvious that the roads of a country should receive the earliest consideration. It is clear therefore, that any expense connected with the exploration and survey of a country in advance of Bettlement, and in yiew of preparing a system of leading arteries through it, would be more than oompensatod by tne advantages resulting therefrom. The other objections to the Territorial Koad system proposed are so unimportant, that they need not now be alluded to. The explanatory observat''ons referred to in the foregoing, may now be submitted. THE OPENING OP A HIGHWAY FROM CANADA TO THE PACIFIC OCEAN, ON BRITISH TERRITORY CONSIDERED. A TERRITORIAL ROAD 8TSTEM, SUaOESTED. The following is taken from a letter prepared by the writer for publication in April, 1862 :— A communication for commerce between the western and eastern shoies of North America, throurrh the great basins of the St. Lawrence, the Saskatchewan, and the Colum* bia, 'tis for nearly two centuries been a dream of the enthusiast. So far back as 1679 Robe ' ?'cr de la Sale formed to himself the magnificent scheme of opening a way to China a.. van through the Lake Recions of Canada; and curious enough, the rapids and village . Lachine, near Montreal, took their numes, either in honor or in derision of La Sale's project, when he set out on his grand enterprise. About fifty years later Charles Marquis de Beauharnois, Governor of New France, projected an attempt to communicate with the Pacific, and in pursuance of which Pierre Gauthicr de Varennes set out in 1731 and was the first to reach the Ror!;y Mountains. Of late years the project has been brought prominently before the public in England and in Canada by many writers, amongst others, Lieut. Millington Henry Synge, R.E., in 1848 ; Major Robert Carmichacl-Smyth, and a Mr. Wilson of the Hudson's Bay service, in 1849 ; Allan Macdonell, Esq., in 1850, and Captain Thomas Blakiston, R.A., in 1859. Each laid their vi'>ws before the public, and warmly advocated the importance of opening up the interior of British North America by a highway from ocean to ocean. In 1858 the Provincial Legislature of Canada incorporated a joint stock company for the purpose of opening up the interior and trading therein. This body, entitled <* The North-West Transportation Navigation and Railway Company," was granted most exten- sive powers ; besides trading in furs, tallow, buffalo meat, hides, fish-oil, and other articles of comnnerce, the company was empowered to improve and render navigable the various channels of water communication; to construct links of roads, tramways, and railways, between navigable lakes and rivers, so as to provide facilities for transport from the ahores of Lake Superior to Fraser's River. They had likewise the right to own and employ ves- sels of all kinds " upon Lakes Huron and Superior, and upon all the waters, lakes and rivers lying to the northward and to the westward of the latter, thereby offering to their energy and their enterprise a new and vast field for commercial adventure." The directing board of this company was the same year fully organised, it embraced some of the leading names connected with Canada, but from some cause it has as yet made little progress in the ob- jects contemplated. From the above brief sketch of the history of the project of ostablishing a highway from Canada across the continent it appears that it has from the earliest settle- ment of the country bordering on the Atlantic, been considered a magnificent scheme for the extension of commerce and civilization ; the Pallisser e.xpedition across the Rpcky Mountains, as well as the Red River, the Assinniboine and Saskatchewan expeditions, show that it has very lately received the attention of the Imperial and the Colonial Govern- ments ; the recent discovery of gold on both slopes of the Rocky Mountains, gives it much additional interest, and lastly, the diffio'oilties between the United States and Imperial Gor- ernments, for the present happily set asido, have not failed to show its vast importance as an engine of military defence. It seems likely, then, that although the nioans of transport for nearly 2,000 miles are as yet scarcely better than they were when La Sale attempted to traverse the continent almost two centuries ago, the time is rapidly approaching when a highway across the conti- nent will no longer by any one be viewed as visionary. Before proceeding to consider the construction of the work practically, it will b« ne- cessary to discuss its character, and profitable to view its magnituds. 48 ITS CHARACTEB. A OONTINUOVS IINE OF RAILWAY ADVOCATED. The early French projectors appear to have had the idea of opening a water communi- cation to the Pacific through the lakes and rivers of Canada and the interior. Nearly ail the recent writers on the subject have proposed in different ways to improve and render navig- able the natural lines of water communication. I urn not aware, however, that any of the latter, by reason of their knowledge of the great Rocky Mountain barrier, have contem- plated a route wholly by water ; they hare generally advocated a mixed system, employing the water channels as far as possible, and connecting them by intermediate links of roads or of railways. On the other hand, Captain Blackiston appears to be much in favor of a lund route, for the present, at least from the north shore of Lake Superior to Rod River, by the North end of Lake of the Woods, at some distance inland from the international bound- ary line ; and Major Carmichael Smyth in 1849 boldly urged the construction of a " British Colonial Railway" to connect without break Hahfuz on the Atlantic with the mouth of Fnaer's River on the Pacific. All the schemes proposed may be reduced to two kinds, viz. : partly water and partly land ; and wholly .and routes ; the former may possess the advantage in point of cheapness in construction, but certainly not in regard to efficiency. By using the lakes and rivers as far as navigable or capable of being made so, and by constructii:g connecting links of roads or railways where necessary to complete the chain, it is more than likely that a lino of com- munication could be formed from ocean to ocean at leas cost than could a continuous land route ; — a mixed land and water route would, however, be always open to the following ob- jections : it would to a great extent, confine colonization to the banks of rivers and lakes where the soil is not invariably most suitable for cultivation. It would involve many tran- shipments, and be liable to frequent interruptions. It would necessarily be considerably longer than a direct land route, and, as a means of transport for « through traffic," would be slow and tedtous,-^it would too, and this objection is insuperable, be only available for any kind of traffic during leas than six months in the year.* It is well known that serious delays frequently arise on canal navigation before the season terminates towards the close of navication by reason of the press of business. The longer the route the greater would be these difficulties ; merchants a-, either end, unwilling to run the risk of having goods arrested in the interior for half a year, would in consequence be debarred from sending consignments across the country for some consider* able time before the water channels were completely closed, and hence it is believed that a partly land and water route would not be really serviceable for " through traffic" over five months in the year. The local traffic of the interior would likewise be suspended for long periods, and at such times the country and its inhabitants would be as much isolated as they are now. In a military view alone this objection would prove fatal to any permanent route of an amphibious character ; and it is probably on this ground, together with the fact that the water linos pass for a considerable way along the international boundary, that the two military gentlemen last named have extended their advocacy to a line of communication wholly by land through the interior. A railway communication on the other hand would be the shortest practicable lino that the physical features ^f the country would admit, — it would have no transhipments be- tween tide water on tue two oceans, — it would in most instances be carried through the heart of the country at some distance from lakes and rivers, and would thus open valuable tracts of laiid for colonization which could not be reached by navigable waters ; when it touched or intersected water channels, these would form natural branches to it, and be avail- able to their fullest extent in laying open the land along their banks for settlement. It would, as an essential and independent part of its equipment, be provided with an electric telegraph ; the telegraph, as on other lines, would be available for purposes beyond the immediate requirements of the railway, and without doubt great benefits would result from • The navigation of the lakes and riven on the Une of roate are elONd fren the middle ofNo- ftrnMr to the lit of JaBe«-^ii.AxaTmr; 44 the posaession of this instaDUneous means of communication.* The railway wuald throngh- out the year be open to transport " through" oa well as " local" merchandise and passen* gers, and would, taken with the telegraph, in a military aspect, bo available at all times and seasons, and would undoubtedly prove an important as well as a permanent measure of de- fence to the country. It is not, however, to be supposed that the operating of a railway through this exten- sive country would be entirely free from difficulties; the permanent supply of fuel would be a question of no little moment, the intense frosts and the snow drifts of a long winter would have to be contended with. The latter is found in operating Canadian as well as other railways in a like northern latitude, to be a cause of not unfrcqucnt interruptions to the regular running of trains, besides often the necessity of a heavy outlay. The drifting of snow, like all operations of nature, is however, governed by certain laws, and it is pos- sible on a correct knowledge of them to adopt measures in the general design of railwajrs and their appliances which may certainly diminish if they do not entirely remove the evil efiects of the agency referred to. These questions will be more particularly noiioed in their proper place. Taking all things into consideration, and, notwithstanding the difficulties last men- tioned, it seems as clear as a demonstration that a continuous line of railway, with its elec- tric telegraph, extending across the continent, is much to be preferred to a mixed system of navigation and railway oombined ; and therefore in the following observations it will be understood that a line of railway is the character of highway ultimately in view. It is true that in preparing the country for railway service the natural water channels as far as they go may be advantageously employed, but it would evidently bo unwise to incur much expenditure on any route other than that best calculated to accommodate the permanent wants of the country and highest interests of the Colonial Empire. ITS MAGNITUDE. OOST AND MAINTENANCE OF A RAILWAY AND TELEQRAPn LINE. Having determined the character of the means of communication most desirable to be established, it may be well now to glance at the comparative dimensions of the proposed work, and to consider the cost of its construction as well as the annual expense of main- taining it for ever afterwards. Measuring on the map along the general route of the proposed line from the mouth of Eraser's River, through one of the best passes yet discovered in the Rocky Mountains, along the general direction of « The Fertile Belt," keeping south of the North Saskat- chewan, crossing the Red River near the Settlement, bridging the Winnipeg River at the north end of the Lake of the Woods, striking through the country to the most northerly bend of the shore of Lake Superior, thence in a direct line to a crossing on the French River west of Lake Nipissing, and from this point connecting with the existing railway system of Canada, either at the Town of Barrie, or at Peterboro, or at the City of Ottawa ; the distance thus measured will be found to be in round numbers about 2000 miles, and although a railway between the two oceans on British territoiy cannot be considered per- fect without the completion of the road between Halifax and the most easterly extension of the Grand Trunk in Lower Canada, yet as there is some prospect of this section being made independently, it does not appear necessary to embrace its length in the present consideration. That a just conception may be formed of the real magnitude of the project under dis- cussion, and the means necessary to its attainment, attention may for a moment be drawn to a few leading details. The construction of 2000 miles of railway measured by the * A telegraph wonld bemnch more expensive in the firstplace, and almoit imposaibla to maintain on any line across the conntry other than a railway or other travelled land route, if carried around lakes or throagh hundreds of miles of unclrared forest, the wires would constantly be broken by fallen timber, and the posts frequently destroyed by running fires, inconvenient interruptions might thus occur when the telegraph was most in need. On a railway it is part of the duty of the trackmen to look ont for fallen trees, and a break is tans speedily repaired when it occurs : when the line is cleared t* » lafltgiisat width, iBtetraptteas from this cause are not frcqaent. 46 tTorago standard of similar works czistiog in this country implies the performance of 1a bearers' work sufficient to give employment to 10,000 men for five or six years, — it involves the delivery of 5,000,000 cross-ties or sleepers, and over 200,000 tor : of iron rails for the "permanent way" — it oouipriMes the election of 00,000 poles hung with 1000 tons of wire for the Telegraph — it necessitates the creation of motive power equivalent to over 50,000 horses, which power would be concentrated in 400 locomotives — it involves the production of from 500U tu GOOO cars of all kinds, which, coupled with the locomotives, would make a single train over 30 miles in length — and lastly it implies a gross expenditure on constrac* tiou and equipment, of not less than 8100,000,000.* It will likewise serve as a salutary check on hasty conclusions to weigh before hand the cost of operating a truly gigantic establishment of the kind after its perfect completion ; a few figures derived from actual results will show that the first construction of a rail- way through the interior of British North America is even a less formidable undertaking than that of keeping it afterwards open in the present condition of tho country. For ope- rating the line successfully, tho fuel alone required in each year, and estimated as wood, would considerably exceed 200,000 cords — for keeping the road in repair a regiment of 2000 trackmen would constantly be employed in small gangs throughout its entire length; for the same purpose there would on an average be annually rectuircd 000,000 new cross- tics as well as nearly 30,000 tons of new or re-rolled iron rails — the annual repairs of Rolling Stock would not cost less than one million dollars — over 5000 cmployt^s of all kinds would constantly be under pay, and as these men would usually represent each a family, there would not be far short of 20,000 souls subsisting by the operation of the road. The aggregate amount of wages in cuch year after tbo road was in operation would swell out to nearly 82,000,000, while the gross expenditure for operating and maintaining works would annually exceed ;|>8,000,000. Again, if to this last sum be added the interest on first cost, it becomes evident that until the gross earnings of the railway in each year come up to tho enormous sum of $14,000,000, it could not pay interest on the capital invested. ITS IMPORTANCE. ▲ GREAT NATIONAL WORK, A FIELD FOR LABOUR, AN ENOINI OF MILITARY DiriNOI The above computations taken by themselves are more than sufiicicnt to deter any one from casting a second thought on the subject of constructing a railway through the un- peopled wilds of British North America; but when wo again reflect on the vast importance of this great national work the belief is forced upon us, that at some period, let it he a re- mote une, the undertaking will certainly be accomplished. While most authorities have very fully dwelt upon the commercial advantages to be attained by a speedy means of communi- cation across the country — while they have shown its value as a connecting chain between British Columbia, the Gold Fields on the s'opes of the Rocky Mountains, the Settlements at Red River, and the Atlantic Provinces, as well as a link of connection between China, India, even Australia, together with other Dependencies on the Pacific, and the Parent Land — while they have advocated it as the key to a new and almost boundless field for British capital, energy and enterprise — as a great instrument of colonization, opening up a territory of vast extent for the superabundant and rapidly increasing population of the European States, and in this respect involving the future and permanent interests of civili- zation — yet it has not been the good fortune of the writer to peruse any article in which this undertaking is viewed as a most important measure of defence; as a work which may at some period save mnny millions sterling in carrying on a war; which may, if it does&ot prevent a war, savA the Colonial Empire fiom dismemberment. In times of Peace we are apt to overlook the importance of being able to concentrate troops and munitions of war at ary given point on our extended frontier, but the recent difficulties between the British and American governments, could not fail to illustrate the * Major G dition of the fur interior. Had war not fortunately been avoided, it is difficult to see how :h8t va8t and prospectively mcst valuable territory between the Lake District and the Kocky Mountains could have been protected from invasion and perinunent occupation, aud we are forced to the conclusion that until a hitihway is formed the inttirior of our country is indefensible. The Romans paid purticular attention to the coustruotion of roads thruugh the distant Provinces of the Empire, and while the construction uf these roads was one of the grand causes of civilisation introduced into barbarous States, the great leading prin* oiple which actuated the builders of them, was that of maintaining their milirary supre- macy ; the first efforts of that people were directed to piercing new iicquisitions to the Empire with good roads, and these loads wherever practicable were ODnnrctcd in unbroken lines with the seat of ijovernmrnt at Rome. The remains of these roads are still to be traced in various ramifications through Europe, and so substantially were they constructed that they have for fifteen centuries perpetuated the power and foresight of their originators. In modern t:me, Napoleon, one of the greatest, it not the greatest inilitiry authority, announced the maxim that the highest effort of the military tactician wus to concentrate a given numbor of men at a given place, at a given timn. It requires no argument to prove that the Kui.wny and the Electric Telegraph are the most perfect means tor concentration of military power that could possibly be desired, and we can csily perceive with what com- parative ease forces could bo brought to bear through the instrumentality of these agenta, on any point threatened with invasion. True, we are agnin at peace with our neighbours to the south, and perhaps likely to remain in that happy state for a considerable time, but possibly not always; some good authority has laid down as a mxxim, that to maintain peace, a nation must be well prepared tor an opp 'site condition of things, and therefore we muit see the value of the railway route to bind the several North American Colonies of Britain together. Hut it is not alone nt a work of defence that the British Pacific Railway would be serviceable in a military sense; it cannot be forgotten that wi'hin a very few years back British troops had to be transported with the greatest possible rapidity to India and again to China. Such exigen- cies may at any time occur again, either in the same lands or at other points in the s me hemi8ph..re, and it must be o^'the utmost importance to the Imperial Government to pos- sess ttio weans of carrying military forces more rapidly by a route over entire' , British •oil. thau by any other route along which they may come in contact with aniagonistio nations. I have already overstepped the limits of space which these preliminary remarks ■hould have occupied, but I cannot proceed to the more practical part of the subject without first alluding to the efforts which for more than half a century have been made by the Imperial Government to discover a means of communication by water between the Northern Atlantic and the Northern Pacific Oceans. Although the persevering and some- times heroic attempts to find a north-west pass-iire have resulted in no direct advantage, beyond a trifling contribution to science and geographical knowledge, yet they are undoubt- ea evidence of the hi>;h commercial and military value which the British Government has lone placed upon the possession of a means of communication betw<'Cu the two oceans in tae northern hemisphere; and while the expenditure of a sum considcably over a million Dounds sterling has only proved that a passage through the Arctic St as cannot be establish- «)d. the very impracticability of the passage which the outlay of so mucn treasure as well aa the loss of so many valuable lives bus demonstrated, must without doubt add immensely to the importance of the only practicable route across the continent, on British soil. Ser ai ollar ( work fairly canb< coun requi the locom SCHEME OF CONSTRUCTION. THE COMPLETION OF THE RAILWAY A WORK OF TIME. The idea of constructing upwards of 2,000 miles of railway in the manner which has characterized the establishment of rtimilar uudertakingd heretofore, through a country almost uninhabited except by scattered bands of wandering Indians, may well be viewed aa a oommeroial absurdity. It has been shown that the maintaining and operating of a railway of this extent, after its porfeot completion, would ooat not lesa than eight millioo dollar 4T ir kDDam, and that its traffic would have to jield in gross receipts fourteen millions of oilars every year to enable the work to pay interest on the capital invested. Could it be satisfactorily shown that these receipts mi^ht evrn b^ approached, the work would undoubtedly be a legitimate investment for private capital, and we might fairly expect to see it undertaken by private enterprise ; but at present no such inducement can be hold out; however important the line woula be in many respoct.'), the business of the country traversed could not for many years yield more than a fruotional pnrt of the revenue required to keep it open, and the traffic from ocean to ocean could not be expected even by the most sanguine to give constant and profitable employment to a force of four hundred locomotives, without which the road would scarcely pi«y. It appears conclusive therefore that the immediate construction of a railway from Canada to the Pacific is in a financial sense impracticable, seeing thnt it would not at present pay ; and however important it maybe considered as a great national work, its sue- oessful operation as a commercial^ undertaking cannot take place until the country is better prepared fur it. It must not however be implied that the idea of establishing a continuous line of railway from ocean to ocean should even at the present time be set aside It niuy be laid down as a maxim, that wherever traffic can exi*^ sufficiently extensive in any Hcction of country, to render the application of steam power profitable, through that ser*tion, a railway will sooner or later be constructed. The country between Canada and the Pacific is, according to reliable authority, in every respect capable of supporting a large industrial population* hulf us large perhaps even at a moderate computation as the population of the whole United States — the population of the whole United States sustains over 30,000 miles of railway, and therefore we may reasonably conclude that long before the interior of British America is fully occupied, a leading line of railway communication through it may be suc- cessfully operated and profitably sustained. The question of opening up new territories for settlement by means of some compre- hensive and economical road systeiu engaged my attention a few years ago, when I had the honor to read two papers on the subject before the Canadian Institute, and I cannot but thiuk that some of the conclusions then come to, apply with peculiar force to the subject under discussion. In one of these papers a retrospective view was taken of the process by which the Province of Canada had become habitable and inhabited, so far at least as lines of internal communication had been instrumental in producing these results ; rod an analytical examination of the existing road and railway systems was made, as well as an enquiry into the means employed to produce them. From these enquiries, instituted with the view of arranging some more perfect system of road development, for advantageous in- troduction into unoccupied districts, certain deductions were drawn, of which the following may at present bo submitted. In carrying railroads, the most perfect of all roads, into remote unsettled districts, two great difficulties have to be encountered at the outset : — First, their construction ; secondly, their maintenance. The former may be overcome by a process which strongly resembles a law or principle in mechanical science, by which we are taught that time is an element of equal impor- tance to power in the performance of mechanical operations. The construction of a rail- way with all its parts is nothing more than a complex mechanical operation, whilst capital or money may be designated the force or power employed to b: ing about the desired result ; a large expenditure of financial force is undoubtedly required to aecomplish the object within a short period, but owing to the peculiar relation between power and time the em- ployment of a small amount of force or capital would equally accomplish the same end in a longer period; both of these elements are in(^ pensable, but they are not necessarily • A&uuminfc that on'y that portion of British America west of the Luke of the Woorrs and sonth of the main or Norih Sit->l(atchewan Rirer, is capable ot b^-infr populated to no greater dms'ty than Russia, the lertst popul.ius coMntrjr la Furorie, Norway and Sweden excepted, within the8«- 1 mits a populatiun of 15,'> 0,00() would be contain' d, (the d nsity nf the population of Russia is only at>oat one-thi)'d that of the settled portion of the Oanadas). The oooupation of this portion of the country need not he contid< red a great encroachment on the territory from which the Huilson's Ba.i Fur Com- pany derives iis revenue ; it would still leave 3,000, 00 square miles, an area four times greater than that assumed tc be populated ; an area quite h extensiva as Russia, and abundantly suflicient, it is presumed, for a hunting groand, 4t f raqnirfld in fixed proportions ; if we use the inaximum of the one we only need the minimum of the other, — if oiroumHtanooB in any particular oaso will not juHtily a large expenditure of capital, then time mny bo extensively ompluyod to acoompliHh tho work in hand. The second difficulty above roforred to, vis. : that of maintaining a railway in a new district after itff completion, althongh by far the mont serious of tho two, is one which for* tunately can be removed by a particular solution of the first. It h obvious that to put a railway in a condition of being sulf-suHtuiuing, the traffic of tho country through which it passes must first be developed; for however important and promising the " through traffic" of any projected lino miiy appear, experience has shown on nearly all railways Ihut tho <■ local " or « way traffic is that upon wiiiuh thoy must mainly depend for a revenue. The local traffic of a new territory can only bo developed by the introduction of labor and inhabitants; this is a work of considerable time even under the most favorable circum- stances, but until this be done it is uscIcms to expect sufficient traffic, and without sufficient traffic the railway cannot maintain itself. In applying tho foregoing to the question of forming a railway connection between Canada and the I'aoific, it would follow that whilst the completion of the work ut the earliest period possible, would absorb an enormous amount of capital, and leave tho lino for many years without the means of earning sufficient to sustain itself, tho gradual process of construction would draw upon capital only to a limited extent, and it would leave the rail- way finished when the traffic was sufficient to keep it in profitable operation. The former course may fairly be rejected as incompatible with the first principles of economy, the latter being perhaps the only alternative, forces us to the conclusion that the gigantic work under consideration, to bo constructed at all must bo viewed as a work of time ; and it remains for us to consider how the time at command can be most profitably employed to bring about the desired resnlt. t i THE ROAD SYSTE3I OF CANADA, OONSIDIRBD IN VIEW OF A COMPREHENHIVE PLAN FOR NEW TERRITORIES. In pursuanr^ of the object in view, it may be satisfactory and profitable to refer briefly to the leading characteristics which have marked the origin and improvement of the roads as well as the introduction of railroads in the settled portion of Canada. The settled or partially settled portion of Canada embraces an urea estimated at 35,- 000 square miles; its road system or means of inter-communication, exclusive of navigable channels, consists of nearly 2,100 miles of railw-iy in full operation, of probably !iUOO miles in the aggregate of improved roads, comprising those made of broken stone, gravel and plank, and in round numbers of 50,000 miles of what are termed road allowances; of the last it is cstimiited that considerably less than one-half the total length is cleared of the timber and so far improved us to be passable for waggons, tho remainder being as yet uncleared and in part permanently impassable. The road allowances demand some explanation; they are invariably one chain (GO feet) in width, and are lefl between tho square or rectangular blocks of farm Lots, into which the whole country has been subdivided for settlement; they are consefjuently in parallel lines, and in two sets, the one crossing the other at right angles, leaving blocks between of two or more farm lots of 200 acres each. The aggregate area of these road allowances is extremely liberal, as it cannot be ronoh less than 400,000 acres, but from the manner in which the allowances are laid out they cannot in all cases be employed for tho purposes intended ; they are, however, much used by the farmers in common tor pasturing cattle. Where the country is level and free tVom lakes, rivers or other obstructions, the road allowances have been converted into good sum- mer waggon-roads by the annual performance of statute labour, and thoy give ready access to the farm lots ; where the country is hilly or broken on the other hand, great difficulty has been experienced in making them passable, and in many instances this is impossible, whilst in some cases, after a great deal of money and labour had been expended, the original load allowances have been abandoned for better locations. Aa the aettlement and trade of the country advanced a demand was made for a more impioTad elan of highways on the leading Unes of traffic ; this l^d to the construction of pitnk,* gnrel, or broken itono roftdi throagh different parts of the oountrj, and may be •aid to oooatitute the aeoond stage in the development of the road ByHtoiu. Aa the road allowanoea were left in the original aurveys more to luark the limits be* tween blooka of land than to accommodate the future commorciul wants of the country, they did not long remain the only means of communication between ono buNincMH point and another. Increasinff traffio flrequently called for roada with easier gradcH than those to be had on the originu road allowancea, and in cases where it sought nn outlet diagonally acroi>8 the country, it demanded a shorter line than the old rectangular zig/.ag one ; in this manner new and more perfect roads were constructed in various scutious of the country. The third and last stage in the establishment of linos of internal communication within the Provinoe, was the formation of railways; these were first intruducod about ten or twelve years ago when the increasing commercial wants of the country appeared to demand a greater degree of rapidity, safety and security of transport. Although the location of railways through any district requires a hi<;hcr degree of care and skill than that of gravel or other roads of like ohaiaeter, yet it is governed by pre- oiscly the same principles ; and as the general direction of all linos is preflcribcd by the leading direction sought by traffic, we find that the various lines of ruilwiiy have been oon- oonstruoted parallel, or rt least in a parallel direction to the various stone or plank rnads which have preceded them, although they are frequently found at some distance asunder : this is a peculiarity which cannot fail to have been observed by all tbo.se acquainted with the country. From the above brief outline of the origin and history of the lines of commercial in- tercourse within the Province, it will be seen that three distinct classes of roads have at different times beou constructed to meet the requirements of traffio. Fir»t, we have com- mon earth roads on the original road allowances. Second, gravel, plank or broken stone roads in improved locations. Ttn'rd, railways constructed quite independently of the other two — showing as a rule that three distinct works hiivo been made, involving as many separate expenditures before the final object is attained. The only exception to this rule is where the second class has been made on the lines of the original road allowances, but this exception has perhaps been even more expensive to the country than when the rule has not been departed from.* It may also be observed that the system adopted bos in minor details unavoidably re- sulted in many permanent inooDvenienoes to the trade of the country, which under other arrangements might have been obviated ; as an illustration it may for the present bo suf- ficient to allude to the inconvenient distances which nearly all the railway stations are from the towns and villages they are intended to accommodate. It m:iy further bo noticed that a degree of competition likewise obtains between the parallel lines of communication throughont the country, alike injurious to the interests of both. A stono road running * The first plank road was built in f pper Canada in 183A. * In a Report made by Tbomas B07, Esq., Civil Engineer, in 1841, to the Gorornor General of Canada, reference is made to the ezcessive cost of maktiiK good roads on the lino of oripaul hIIovv- ancfs drawn straight through the countrj across ravinei, over hills, through swamps and other oin- dranoes. Amongst other cases where attempts have b(>en made to conitruct improved roads on such lines as that alluiled (o, he instances the followinit : "The grants were made to macadamize Vonge Street Road from Toronto to Holland L:^nding, near Lake Simcoe. Now Vongo Ktrcut Road was so located that it was extremely difficult and expensive to form it into a tolerably good road. On that por- tion which has been already done nearly as mueh morey has been expended in ciiiting hills, building bridges, &c., as in ruad-making ; yet several of the inclinations are as steep as 1 in 14 That portion which remains to be done, is still more Hifficult, and it will be more expensive. Now, it previous y to commencing the work an experienced Engineer had been ioatructed to examine tlie country and to lay out a road npoa the best ground which he could find between Toronto nnd Holland Landing, he would have discovered that between 3 and 6 miles west of Yonge Street Roaii, a line of road could have been got from Toronto to the bsse of the Ridges, (about 25 miles,) without crossing ono ravne, or meeting any difficulty except the hill to the north-west of Toronto ; and farther, that the Ridges eould have been crossed In that direction without inTolving any considerable difllculty. The r*-sult is' that the same amount whioh has been expended in making about fourteen miles of a very indiflferent road, would have made kbent thirty miles of excellent road, leaving no inclinations steeper thnn I la 40 ; • eireanutaace that Wenld have i»rodaced » great saviaf io repairs, and in expense of animal stresfth." 60 ptniUcl to • railway cannot fail to aharo with it tho traffic of the locality, perhapa juai avfloient to prercnt tho latter Mno from paying, while thu former in deprived, by the more recent work, of the rcvcnuo it had n ri^ht tu anticipate wlinn originullv constructed. True it may be laid that the country bvnetiu by tho rivalry between parallel lines ; this, how- ever, ia very questionable, an both roadie cannot permanently continue to bo maintained at a loss ; they must cither full out of repair or tlie tolln niUHt be rained to enable them to pay dividends. Could those stone or other improved roadH, inxtead of bcin^i; parallel to the railways, be citendod as branchen Level " nd which, istruotioD and like- have been )cndent of ^et it does ttained io ilway line bo mude iSBor ; and blishment broken by be neces- f the line, upentrao- A ROAD SYSTEM FOIl NEW TERUITORIES. TOTALITY AIMKD AT, AND I'ROVIMION FOR I'UTURE RAILWAYH ADVOOATID. From tho forc);uin){ obHorvatioria it iiniHt bo obvious thnt tho pro^rcaa of new terri* toriea, aa well as thoir future and pormiinuiit hooiul and oomiiioroiul wants, would be maoh influenced by a pro-arranKomont of thu variuuH linoa of internal cumuinnioation ; and it must bo cqu lly ulcar that to attain tho lii^host degree of easy inturcourso between evarj •ection at tho leaHt outlay of uupitul itnd labor, ovury road of whatever olaas ahould IM oouhiderod aa a portion uf a whulu system. Tho system of construction pntposud to bo advocated is that of a gradually progrta* aive character, similar to that already hinted ut ; and inavrauch us it would evidently be a miMnomer to designate tho various Hiioh uf ruuds in their rudiiueutary stages by tho oaniM thoy may ultimutely bo intended to dear, it is thought that tho following terms for tha three clasaea of linca will bo convenient and sufficiently appropriate. lat. Territorial Jioaih. — TIicmo trunk linoM, intendt-d to Nerve largo diatrioti, and which may in course of tiino bo convoitud, stugo by Ntago, into railways, as tho settlement of the country advances and it.s truiliu hccoiiMm developed. "Territorial Roada" to be in* variably located with easy curves nnd on tho most avuilublo ground for railway scrvioe. 2nd. Colonization lioailn. — 'J hirnc lines uf secondary importance, to be opened id tha firat place for the better introduction of Hettlcrs, and which may without change in their direction be converted in ouurso ot time into good gruvel or mucudamiacd roada. 8rd. Conceuion Rnnth. — Thoso linou of luust importance, designated simply to give access to farm luts from the leading liuc.<* la! iK, and between tho several blocks into which townships are usually sub-divided. In pre-arranging a s^Htoni of int<'rnul cu :.unicationH for a now territory, it wouM ba necessary to tuke a pruspeutivo view of tho uiarjcter of tho traffic which might exist wheo after a lapse of years the district becunieH po; ulutcd; in thin we might be guided by draw* ing a comparison between tho natural advantages uf soil, climate, and position of the aeotion of country to be colunized, with those uf any similar section which has become oooupied and to some extent developed. In this manner wo could form sumo idea of the nature of the futuro commerce of the country, and contioquently of all tho classes of roads whioh would ultimately bo required to aeeoniiinidatc it. The leading direction which traffic miy seok, or the directiun which in a national or political sense it may appear ex- pedient to guide it, would proscribe the general direction of tho main line of road through the territory, and tho other ooiiNideration wuuld determine its chaticter. This is the firnt thing to be established, as upon it tho direction and character ot all minor lines mainly depend. Assuming that tho tract of country to be colonized is such as to justify us in the belief that in due time a railway may he constructed through it, the first step would be to lay out a " Territorial road " between tho more important points in tho general direction of traffio previously determined. The territorial road ought to be located with the utmost care, and in all that relates to curvatures and levels, tho best railway location in an engi- neeriiig aspect alone, which tho country traversed could afford. In this respect there would doubtless be less than usual difficulty, as there would be neither right of way ob- staolea to guard against nor local ititercsts to serve, and consequently no undue influences to twist or warp the intended line out of the most adv-mtageoua location. The main artery of traffic for the future service of the country might thus bo determined upon under most favorable circumstances. It would next be necessary to select at proper intervals the most suitable points for stations and villages, and from these as diverging points, « Colonization Roads" might then be laid out to the right and loft with aa mucii care as the location of gravel or mac- adamized roads generally require. These colonization roads thus laid out and adapted to the peculiar features of the locality, avoiding steep hills, ravines, lakes, or unnecessary river oroasinga, might form centre or governing lines upon whioh the townships may be projected ; these townships to bo sub-divided in the usual way into blocks of farm lots with oonoession roads between, drawn so as to unite with the colonization roads. The above is a simple skeleton outline of a road system whioh it is thought might I with advaatage be introduoed iato unoooupied fields; aad although it may be unwise to ! I I * eomplicatc it with too many details, atill there is one additional point which seems too important to be passed over. I have already alluded to the diffioalty ezperieneed in oper- ating railways where the road is liable to be blocked up with snow-dnfts ; * and I may now refer to the extreme necessity of making some provision for the permanent and oon- Venieni supply of timber for fuel and general repairs.f As a preventive against the former, and m an ample provision for the latter, I would suggest that a belt of woodland along the territorial line of sufficient breadth should be reserved for shelter and the pur- poses above mentioned. The belt of woodland to be at all effective against the worst effects of Hnow Mhuuld be of a considerable width, sufficient in fact to shelter the line of road and arrest the snow-drifts beyond the limits of the line of traffic. In open sections of the country it might, in view of the same end, be advisable to encourage the growth of timber on reserves to be left for the purpose along the line of road. The uniformly even falls of 6U0W would of course always occur, but on railways these are easily overooine by light snow plout;hs attached to the front of the engines, and they seldom interfere with the regular ruuuiug of trains. These continuous timber reserves along the sides of the territorial road, whilst the would greatly lessen the difficulty of operating a railway along the same line in winter,* as v/ell od provide a permanent supply of wood for fuel and general repairs, they would, moreover, result in several incidental advantages favorable *o the construction and mainte- nance of the future railway as well as to the safety of the public. Ah all the roads in every section of the cou itry along the line of the intended rail- way would connect through the "Colonization Ilouds directly with the stations, the traffic would naturally centre at these points, and at these points onlj/ would railway crossings by public roads be required. Again, there would be no private or " farm crossings " needed, as the farm lots being laid out subse(|ueut to the location of the road, would of course be wholly either ou one side of it or the other, besides being separated from the road by the timber r>>8orve. The advantages resulting from these arrangements would be threefold, *lt lias boen pretty well established that the most efficient prerentive of snow-drifts is to prevent the woods al(iu<; each siJo of ihc rail-track beyond the line of fencei. T ains are seldom detained by snow evenly fill len tiirough wooded parts of the rountry, as it scarcely ever fall" so deep "between trains" as toJofTer any inconvenience. The detention to trains from snow always occurs in the open coiiDtry where tiic woods have bt cu rleired away smd no obstraetion is presented to the formatioa of snow- drifts on certain exposed positions, t In districts where no coal exists and in consequence wood is employed as fuel, and *anre es- pecially in those sections of the country where the absence of navigable water channel! ren'^rrs it a more exreosire system of land transport necessary, it would seem good policy to husband the grow- ing timber for future wants. Already in some parts of the United States the diHiculty and expense of procuring fuel for railways and for other purposes is beginning to be felt; in Canada the railways alone consume not far short of 300,000 cords every year, thus inroh'ng the annual destruction of more timber than is generally obtained trom an area of six thousand acres, and in all eouitries in a northern Lttituile, beyond the convenient reach of coal fields, the conservation Ot'safficiwing steps . A piece of average timb cost of clearing away the drilted snow on some portions of the Ca- nadian lines, in the winter of 18f j-1861, was very great. The drifts invariably occamd wheit the •diMeat country was cleared of its timber. seems too led in oper- and I way t and 000- igainst the woodland the pur- the worst the line of en sections e growth of brmlj even ^erooine by erfere with whilst the in winter,* hey would, ind maintc- tended rail- the traffic rossiugs by " needed, f course be road by the >e threefold. is to prcTent n detained by itween trains" open coiintrj (ion of mow- anil *iinre es- Is ren');rf it a ,nd the grow- ind ezpeose of I tlie railways lestructlon of sountries in a Biint areas of ; of woodland years ago in- i r'!Ctangular- b and cireum h of each were Ddnced by the 1 allowing for at three-qnar- third acres of imes annnally iserred for the ie> or slsepws ila of railway. ir is applied in kcres per mile i« beyond saeb Bg railways ia ons of the Ca- md where the 0t tIz: in orgiua! construotion, snbseqtieat mdntenanoe, and public safety. In original oonstmotion it is dear that no bridgsa, level crossings, cattle guards or gates would be re- quired at any part of the line, other than at stations, to accommodate public roads, and at no olaea whatevar would funa crossings be needed. In maintenance, corresponding ad- rantagos would result, as the repairs of these works, generally of a perishable nature woald b« for ever sayed, and the constantly recurring cUmage from cattle straying on the track would be very greatlv lessoned. Pablic safety would undoubtedly be greatly promoted by any plan which would diminish the number of road crossings. In any coanti^ subdiTided for settlement in a manner similar to Canada, before the railway lines are laid down we cannot avoid having the road crossings almost one in each mile, so that on everyone hundred miles of railway we have probably in the aggregate over 5,000 lineal feet of track not only destitate of protection but exposed day and night to waggons, foot passengers, and cattle passing to and fro. Besides which the great number of oattla guards required is an important element of danger. These being made of timber beams are equivalent to small wooden bridges, and their great number swells out the total length to something very considerable. On all the railways in Canada the cattle guards it is esti- mated cannot measure less than 20,000 lineal feet of track, and are probably not much less dangerous than the same length of wooden bridges. In addition to the public road cross- ings above alluded to, there are a very great number of ordinary " farm crossings," which in point of safety to the public travelling by rail as well as to the property of the railway companies, are perhaps equally to be feared, for although they are protected by gates these are constantly liable to be left open, either through the design or negligence of farm servants.* In the road system recommended for new districts, the railway whenever it came to be operated would be entirely fVeed from farm crossings, and the public road crossings would only occur at stations, where the danger of accident ia alway>) least, from the fact that tho speed of traits is invariably reduced at these points. Before proceeding to consider how the road system suggested would apply to the wide areas of unoccupied lands in the interior of British America in view of colonizing them, as well of ultimately establishing a leading lino of railway from the settlements of Canada to the Pacific, I may observe that two principal objections presebt tnemselves to the system advocated. The expense of making the surveys and laying oat the land for settlement would undoubt- edly be much greater than Uiat required to lay out wild land in the usuai manner; but then while the old plan is simply to divide tne country into rectangular lots without any sufficient pro* Tision for future traffic or present access, the new plan has a double object in view; it has in addition to the purposes contemplated by the old system, that of making every part of the country accessible in the readiest way at the minimum expenditure, and with the great- est permanent advantages attainable. Another objection arises from the proposal to keep the territorial road lines wooded on both sides except where stations may occur, thus ren- dering the road less agreeable to travel on than if the cultivated country were allowed to be immediately adjacent. This is undoubtedly an objection, but I tbiak that it cannot weigh much when the benefits to be expected ultimately from the preseivation of tne wood is fully considered. * " One of the most frnitfkil sources of accident are the great number of crossings of street, high- way, and farm roads at the level of grade. The total number of theia is over eight thou»>;rd and there is aa average of three to eaeh mile of road in operation, and more than one public roa'^' mU crosilBC to each mile. It is bellsved that nearly ten per cent, of all the accidents by whi. '.taoM wace killed or iajursd, is do' m this cause . "The ezpaose of maintaining watchmen at many of these crossiuKS, and the damage to the pro- perly of the costpanles by coUisiQns caused by them, render them costly. '*The policy of reducing the number of those at grade, is generally ooncrded ; and it is recoa« ■ended that authori^ be given to change road-crossings which are at the level of grade, whenveer it aim be done withouimneh detriment to the travel, so as to have two or more roads um one crossing ; ud, in aU ea s es, where it can ba done at a reasonable expense, to require them to be carried aver or uder the railroads."— Jicporl o/M« Board of itattroad Cmmimiontro to iht Ltgitlatun of tht Sttitt tT trmlork use. M A HIGHWAY TO THE PACIFIC. A PLAN or OBADVAL DEVELOPMINT RKOOHMENDKD. In the foregoing observations it has been my endeavor to show, as briefly as possible the following points : — 1st. That the project of a highway to the Pacific is as old as the first settlement of Canada, and that recent events show its increasing importance. 2nd. That a cojitinuous line of Railway, with Electric Telegraph, is better calculated to meet the permanent wants of the Coi)ntry and serve the interests of the Colonial Empire than any other means of communication between the two oceans. 8rd. That although the magnitude of a scheme for a Railway across the continent is very great yet the vast importance of the work in a commercial, military, and national view, would demand its construction wore the resources of the country and the trade suffi- eieatly developed. 4th. That the immediate completion of this work cannot be seriously entertained in the present condition of the country, the cost of maintenance without sufficient traffic being BO very great, and that therefore, to be constructed at all, the Railway must be a work of time. 5th. That the Canadian Road and Railway system has illustrated the advantages which mftj be derived from the adoption of a comprehensive Road scheme in laying open new dis- tricts for settlement. 6th. That a scheme which embraces the ultimate completion of Railways and less per- fect lines of communication by a progressive system of construction, possesses many features favorable to the first settlement as well as the future requirements of the traffic of new Territories. 7th. That the system proposed for the development of the highways of a new country by progressive stages corresponding with the progress made by the country itself in general advancement, is one peculiarly applicable to the case under discussion ; and while it might be expedient, in the first instance, to employ some of the natural water channels as a means of introducing settlers and laborers along the line of road, until the latter became in some degree serviceable, it would not be advisable to incur any great expenditure on works beyond the limits uf the great thoroughfare ultimately in view. That the firsteffort should be made to construct an Electric Telegraph along the precise line of the future Railway, that the Telegraph should be the precursor of other means of communication, be- ginning, it may be, with a Bridlo Path or Indian Trail from post^to post, and ending with a perfect line of Railway, when the traffic of the country, or the interests of the nation re- quired the most rapid means of steam communication. With these remarks I will now attempt to show how the work, in its different stages, may be proceeded with: The first step required is the location of what has been designated a " Territorial Road" between all the more important or governing points on the line of route. Com- mencing at the Western Terminus, these points would probably be, the mouth of the Fraser River, or the best harbor on the Pacific coast north of the 49th parallel — the best pass which Las been or may be discovered across the Rocky Mountains contiguous to a line which would run along the general direction of " the Fertile Belt"* of the interior — the most southerly bend of the North Saskatchewan River — the btest crossing of Rod River between its confluence with the Assiniboine and the southerly end of Lake Winnipeg — the best crossing of the River Winnipeg near the north end of the Lake of the Woods — the most northeily bend of the shore of Lake Superior — the best crossing of the French River between its junction with Lake Huron and Lake Nippissing — and lastly, the most desirable point of connection with the existing Railway system of Canada either at Ottawa, at Peter- borough, or at Barric, all of which points are directly coiinected with the Grand Trunk Railway by means of the branch lines running southerly to it. On the location of the " Ter« ritorial Road," which could only be done on a careful survey of the country, the next step would be the determination of Station points from whence to lay out Colonization Roads to the right and left, wherever the soil was favorable for settlement. Upon the Colonisa- tion Roads the townships would next be projected. So soon as any section of the road was finally located, together with its branches, the oduotiou of settlers might oonuneaoe. The road,shoald be cleared throng the woodod par 55 districts to a width of two chains or 150 feet, in order chiefly to preserve the Telegraph, when erected, from being injured by trees falling. The clearing would at once give em- ployment to settlers, and with subsequent work in improving the road, greatly aid them in paying for their land and in supporting their families until their farms produced sufficient crops. Throughout the open prairie country, which is more than one thirdof the wholedis- tanoe, the trouble and expense of clearing would be avoided ; but as tho groat natural ob- stacles which isolate the interior and prevent the possibility of establishing a continuous Telegraphic communication through the country are the wooded and broken districts at both extremities, it becomes indispensable to force a way of communication through them: this is doubtless a work of considerable labor and corresponding expenditure, but without it no satisfactory progress can be made. This preliminary step is especially requisite to tho east of the Red River valley, so that settlers might obtain access to the central plains, and in view of the construction of a continuous line of Telegraph at an early day, to be followed by a waggon road as soon as circumstances would allow, the Territorial line should be cleared through the western division likewise. The " Territorial Road" from the settlements of Canada to the valley of the Rod River would pass through a country only partially explored and consequently but liitle known ; it must be said, however, that what is known of it is not very favorable. More careful sur- veys, of a portion of the country recently made by the Canadian Government have shown that a large section formerly considered worthless is really fitted for settlement, and is now being rapidly occupied ; and it is hoped from this circumstance that at least a portion of tho land along those sections of the line yet unexplored is capable of being cultivated. To begin atone end of the road and gradually extend the settlements northward and westward would, perhaps, be too tedious an operation in view of the importance of opening an early connection with the interior. It would, therefore, doubtless be advisable to begin at several intermediate points accessible by water from Lakes Huron and Superior, and pro- ceed with simultaneous operations. On referring to the map it appears that such points exist at distances ranging from 50 to 90 miles apart, and from these as bases the clearing of the road could prococd in both directions at the same time, while settlements oould be formed whcreviT the soil proved favorable. In due time the clearings, penetrating the forest to the right and left along the line i>i' Koad prc\ ioiisly located, would pierce the country from one end to the other, ;i the same being accomplished in a similar manner in the western division, a continuous ,,iio of Electric Telegraph might then bo constructed. The extreme importance of the Ti'^rajiliic coiniuuiiication extend I i„' jm colony to oolony across the country, even during the earliest ^^tages of settlement, Ui ) apparent to need comment, and being constructed on the prci ..^o Hue of the intended waggon road and of the ultimate Railway, it would always be in the tosition who "> its services would be called into requisition. While the Territorial line through the eastern division gradually 'eoame developed into a good waggon road by the labors of the settlers and such grants / niDiiey as its im- portance appeared to warrant, it is probable that the Canoe K .ute.s from Lake Superior to Red River might by partial improvement be made serviceable or ingress and egress during ummer to the interior; and with theobject of promoting emigration to the central plain * " There is a broad strip of fertile country, rich in water, wood and ; turage, drained by the North Sasiiatchewan and some of its affluents ; and beina: a continuati. iif the fertile prairies of Red Hirer, the eastern water-shed of the Assiniboine and Red Deer H , with the outlying patches called Touchwood Hills, File Hill, &c. " It is a physical reality of the highest importance to the interests of British North America, that this contiuuous belt can be settled and cultivated from a few miles west of the Lake of the Woods, to- the passes of the Rocky Mountains, and any line of communication, whether by waggon-road or rail- riad, passing through it, will eventually enjoy the great advantage of being fed by an agricultural population from one extremity to the other. " Noother part of the American Continent possesses an approach even to this singularly favorable disposition of soil and climate ; which last feature, notwithstanding its rigour during the winter sea- son, confers, on account of its humidity, inestimable value on British America, south of the 54th parallel. ' " The natural resources lying within the limits of the Fertile Belt, or on its eastern borders, are themselves of great value as local elements of future wealth and prosperity ; but in view of a comma- cation across the continent, they acquire paramount iniportance."<--Aarrat(i>e o/th$ Canadian ExploT' vigMi^tdaion: S.Y.Eind. M iii M well as to other points along tho line of Road, it would orobably be expedient to improve tbese roates by a limited outlay, but for the reasons already given I cannot help thinking that it would be the wisest policy to concentrate the chief expenditure on that lino whion must be sooner or later the leading highway through the country. 'The expenditure of labor year by year on the Territorial line, as the country at the same time progressed in settlement, would gradually produce a regular stage road capable of being travelled with considerable rapidity ; and which would serve all the purposes of transport fVom one point to another, until the increasing traffic was considered sufficient to maintain a line of steam communication. When that period arrived, oomparatively little additional expendituie would be required to complete the line of railway, had proper oara been exercised in locating the Territorial road in the first instance, and in constructing the work in its subsequent progressive stages. It is believed that probably not less than four-fifths of the whole length of the line might be ready for conversion into a railway, simply by laying the superstructure of cross-ties and rails on the surface of the macadam- ised or gravelled road-bed; at other points permanent bridging and reduction ofgradei would be called for. I would rather refrain from expressing an opinion as to the amount and mode of ex- penditure on a work conducted as above suggested, as so little is known of several impor- tant sections of the line of route, and so much depends on other considerations of detail. I may, however, by way of illustrating one of a variety of methods by which the gene- ral design of the scheme might be carried out, submit the following, premising, that while it is intended that the chief part, if not the whole of the cost, up to a certain stage, should ultimately come out of land soles, it would be necessary for either the Imperial or Colonial Governments to appropriate, in advance, sufficient to defray preliminury ex. penses; and perhaps it would.be advisable that all expenses should be borne in thig way up to the completion of a continuous line of Telegraph, to connect the chain Of little colonies which would spring up along the line of route. All these expenses niigh^ be made a charge against the general Territorial Revenue of the country benefitted, a revenue which would unly begin to augment when the lands became easily accessible and were made productive by labor. It has already been shown that the success of a railway to the Pacific would mainly depend on the possibility of introducing a sufficient number of inhabitants in the country to be traversed; if the population of the country is to govern tho period when a railway should be set in operation, we may likewise take it as the basis of annual expenditure on the preliminary stages of the work. Suppose the average annual increase could be reckoned at 100,000 souls,"' and that it he determined to expend annually on the works a sum equal to one dollar per head of the whole population in each respective year, the fol- lowing results in the development of the undertaking might be obtained:— 1st. In from three to fuur yt>ars, besides the expense of surveys, a territorial road line might be located throughout; the wooded districts which extend ovora length of more than 1400 miles, might be cleared to a width of two chains; and a continuous line of tele- graph eOQstructcd from Canada to Fru.ser's River. 2nd. Within a further period of two years a road passable for wheeled vehicles might be formed along the whole line of route.'*' 8rd. Macadamized roads of the very best description might be completed, in addition to the foregoing, in the following order : — * In the whole United States, which country resembles the one under discussion more closely than any other, there are about 1000 inhabitants to every mile of Railway in operation. It would ■earcely b« safe to estimate that a line through British America could be profitably sustained with a less proportion of inhabitants per mile of its length. The whole length will probably be found to be between 2000 a«d 2500 miles, and hence the population ought to be from two to t«o and a half mil- lions. It would thus require 20 to 26 years, even with an annual increase of 100,000 to give the. re- quisite number. * This would be a common earthen road on the natural surface of the ground, unless where grad- ing and ditching is required ; it would be similar to the colonisation roads so economically opened by the Gaaadian Oovernment through the wild country between Lake Huron an