•iu ^ a... ^v^ o .- *** . . 166 > . 106 • • . 168 . 170 . 172 • • 174 • 178 . 182 . 188 ion o] • 190 • 102 • • l'J6 • 204 . l'J8 ion of , 200 , 202 ■ • , 216 • • 218 . 224 , , 226 . 228 , ^ 230 INTERCOLONIAL RAILWAY. CHAPTER I. EARLY HISTORY, 1832 TO 1842. Early suggestions of a Railway System for Can.da. — Ilehry Fairbairn's Extraordinary foresight.— An Intercolonial Railway first projected. — Exploration of the Route. — Smitii and Hathcway's Report. — The project meets the approbation of the Lower Canada Legislature. — Opinions of Captain Yule, R. E. — St. John's press advocates the scheme. — Deputation to England— Imperial Government grants .£10,000— Survey Commenced under Captain Yule, R. E. — Engineering character of Route favourable. — \Vestern Traffic to be competed for —Opinions of the New York Press on the " Great Project." — Cupidity of the people of tli United States. — Interference of the State of Maine.— Suspension of the Survey. — Lord Durham. — The Kempt Road. The project of an Intercolonial Railway, to connect the Maritime Provinces with the Canadas, early occupied public attention. Few are aware that among the first consequences of the stimulus given to progress, throughout the world, by the creation of the Railway system, we must assign a prominent position to the consideration of a scheme for connecting Halifax with St. John, and the Bay of Fundy with the St. Lawrence. The Stockton and Darlington Railway, of which the fiftieth anniversary was celebrated last autumn, had been but a few years in operation, when British North America became awakened to the necessity of establishing the Railway system within her territory as a relief to the disability under which she was labouring. Although the 6 THK INTEKCOI/)NIAL. iMfliieiico it was destinod to oxorcisu upon llio ■workl wna Jit that timo but impcrfoclly uiulorstood by tlio mass of men, somo uiiudti forusaw tliu power wliicli it possessed to developu the resources of a country, 'i'liey were but few, and it was only by slow degrees that tlie generatioii v/liieli witnessed its introduction appreciated the revolution it would accom- plisli. Extraordinary as it may seem, a writer who may be classed with the few far-seeing men wlio lived two generations ago, turned his views across the Atlantic and suggested tlie construction of Railways in British America as a means of promoting her j)rogress. The Stockton and Darlington line, the first in the series of Eng- lish passenger Railways, indeed, the first of the kind in any part of the world, was opened on the 27th September, 1825. In the United Service Journal of l8o2, Mr. Henry Fairbairn, the writer in question, published the first notice, so far as known, of a project for applying the Railway system to Canada. lie says: "I propose, first to form a Railway for " wagons, from Quebec to tlie Harbour of St. AndrcAvs upon the Bay of " Fundy, a work which will convey the wliole trade of the St. Law- '• rence, in a single day, to the Atlantic waters. Thus the timber, i)ro- " visions, ashes, and other exports of tlie Provinces may be brought to "• the Atlantic, not only with more speed,, regularity and security, than "by the river St. Lawrence, but with the grand additional advantage " of a navigation open at all seasons of the year ; the harbour of St. " Andrews being capacious, deep, and never closed in the winter season, "whilst the St. Lawrence is unnavigable from ice, from the month of " November to May. Another great line of railway may bo formed from " Halifax, through Nova Scotia to St. John's, in the Province of New " Brunswick, and thence into the United States, joining the railways " which are fast spreading through that country, and Avhicli will soon " reach from New York to Boston and through the whole New England " States. This railway will not only bring to the Atlantic the lumber, " provisions, metal, and other exports of the provinces, but from the " situation of the harbour of Halifax, it will doubtless command the If " ad I " W. vif "of (( ' f> plish I Inter {:■ bairn H ™»1 i EARLY HISTORY. 7 " whole stream of passengers, mails, and light articles of commerce pass- " ing into the British possessions and to the United States and every " part of the continent of America. " Indeed, if the difficulties and expense of constructing these works " in our North American Colonies were tenfold greater, an imperative " necessity would exist for their adoption, if it is desired by the Govern- "ment of this country, to maintain an equality of commercial advan- "tages with the neighbouring United States. For the splendid " advantages of the railway system are well understood in that country, " where great navigable rivers are about to be superseded by railways " of vast magnitude, reaching over hundreds of miles. Indeed, in no " country, will the results of the railway system be so extensive as in " the United States, for it will assimilate their only disadvantage, in- " land distance from the sea ; and it will effect the work of centuries to " connect, consolidate, and strengthen that giant territory, lying beneath "all climates and spreading over a quarter of the globe. If then wo " would contend with these advantages, in our North American Prov- "inces, it is only by similar 'orks, that we can bring to the Atlantic, " the agricultural exports of the Colonies, and secure the stream of " emigration, which otherwise, with the facility of inland transportation, " will be rapidly diverted to the Western regions of the United " States." These words were penned forty-four years ago and they are worthy of preservation, not only for the correctness of view expressed and for the enunciation of a policy which has been entirely carried out, but for the modern language and tone in which the writer clothed his argu- ment. The mind which, in those days, could judge Avhat railways would effect, and could foreshadow what has taken half a century to accom- plish, must have been of no ordinary kind,,and, on the completion of the Intercolonial Railway it seems a fitting time to remember Henry Fair- bairn and mention his name with honour. St. Andrews, on the Bay of Fundy, was then an important centre of *"'«iness in New Brunswick, and the mention of the part assigned i 8 THE INTEltCOLONlAL. to that locality in this scheme at once attracted public attention there. The commercial importance of the undertaking was immediately "recognized and its active population lost no time in putting into practi- cal form tlio jjolicy which Mr. Fairbairn had pointed out for it to fol- low ; a meeting was called on the 5th October, 1835, at which resolu- tions advocating the line of Railway were unanimously carried. More than ordinary interest is attached to these proceedings as they may be held to be the first step taken towards the consummation of the project. The resr \itions enunciated the necessity of a Railway from Canada to the nearest winter port in New Brunswick, viz., St. Andrews, tlio national importance of the project, and the prospect that it would be remunerative. The resolutions further set forth that an association be formed to promote the building of a Railway. The association was at once organized and an executive committee appointed.* A deputation was also named to wait upon Sir Archibald Campbell, then Lieutenant-Governor of New Brunswick, to demonstrate the advan- tages which must result from the scheme and to solicit his assistance. The Lieutenant-Governor expressed his appreciation of the zeal and enterprise which suggested a jjroject so well calculated to prove benC' ficial, commercially and in every other respect; and promised to sup- port the project. The association appointed Mr. George H. Smith and Mr. E. R. Hatheway to explore the territory ; so that the feasibility of the undertaking could be ascertained, and the character of the difficul- ties in the way made known. These gentlemen reported in January, 1836. The route followed by them was in part that which the present New Brunswick & Canada Railway has taken from St. Andrews north- ward to Woodstock, thence it proceeded up the valley of the river St. John as far as the point called Mars Hill, about 120 miles from St. An- * Hon. Jns. Allanabaw, Chairman. Thomas Wyer, Esq., Deputy Chairman. Harri.<( Hatch, 1 John Wilson, | James Rait, \ Committee of Mftnagement. SMnniel Frye, I J. McMaster, J Adam Jack Secretary and Treasu EARLY HISTORY. 9 drews, and then turned nearly Westward towards Quebec, ending on the height of land between the waters of the river St. John and the St. Lawrence. The exploracion was not continued farther than this height of land, owing to an examination having been previously made through the district lying between it and the city of Quebec, by Cap- tain Yule of the Royal Engineers. The latter exploration had been carried on under the authority of Lord Aylmer, Go s^ernor-General of Canada. The report of Messrs. Smith and Hatheway declared that no obstructions had been met to impede the formation of the Railway, that a great portion of the lands were fit for settlement, and no burnt tracts had been found. The work was pronounced by the explorers to be less difficult than was expected. During the progress of the survey, the association appealed to public opinion, and a verdict was pronounced unmistakably in its favor. In this state of affairs it became advisable to communicate with Lower Canada ; accordingly in December, 1835, a deputation proceeded to Quebec, to bring the matter under the notice of the Government. Resolutions favorable to the undertaking were adopted in the same month by both Houses of the Legislature. The resolutions of the Legislative Council bear date 19th December. They are highly laudatory of the project, and promise the passing of a law authorizing the construction of the Railway, recommending at the same time the work to the consideration of the Imperial authorities.* Similar Resolutions were adopted by the House of Assembly the ensuing week. The inhabitants of Quebec and Montreal equally expressed sym- pathy in the undertaking. The Boards of Trade of both cities joined the association, and special committees were appointed to act in concert with the deputation. * That a railroad between the port of St. Andrews, in the Bay of Fundy, which is open at all seasons of the year, and the port of Quebec, would greatly diminish the disadvantage under wliich this pro^^ince labours from the severity of its climate and the consequent inter- ruption of the navigation of the River St. Lawrence. That the opening of such communi- cation between the points before mentioned would promote the settlement of the country, greatly facilitate the intercourse between these provinces and the United Kingdom, extend tbo interchange of commodities between the British possessions in America, increase the 10 THE INTERCOLONIAL. Plil In compliance with the wish of the deputation, Captain Yule, R. E., wlio had made the exjtloratory survey between Quebec and the height of land, placed on rccovd the expression of his opinion, that the scheme was beyond the ordinary limits of commercial speculation ; tliat it was even something more than inter-provincial in its character ; that it included the gi'eater object of reducing the time necessary to pass between Europe and America. In St. John, New Brunswick, a deep interest was felt in the scheme, and, although a degree of rivalry existed between that place and St. Andrews, the i)ress of St. John gave its support to the project.* In January, 1830, a deputation proceeded to England, carrying with them a petition to the King, and remained there engaged in negotiation with the Imperial Government until the following June. During March, resolutions similar to those passed by the Legislature of Lower Canada were carried in the House of Assembly, Nova Scotia; and in the same month a bill passed the Legislature of New Brunswick, demand for British manufactures, and be the means of affording additional emph)yment to British shipping. Tliat for the foregoing reasons it is iiigldy expedient *o promote and facilitate tiio views of the Saint Andrews and Quebec Railroad Company Association, and that so soon as the Legislature of tlie province of New Brunswick shall have passed an Act to establisli a railroad between Saint Andrews and the province line, every facility ought to be given to the enactment of a law of a similar nature upon conditions as favourable us may liave been granted to any railroad company within this province. That an humble address be presented to His Excellency, the Governor-in-Chief, praying that Ilis Excellency will be pleased to transmit the above Resolutions to the Secretary of State for the Colonial Department, as the opinion of the Legit-'ative Council, upon the sub- ject to wliich it has reference ; and praying also tiiat His Excellency will be pleased to re- commend the subject to tlie favourable consideration of His Majesty's Government, if His Excellency shall think fit to do so." * We most sincerely liope that this grand projection may receive the favourable con- sideration of tlie King and his government. The great importance ' connecting these two ports by railroad will at once be seen, when we remind our readers mat Quebec is bound in icy fetters for about six months in the year, while at the same time New Brunswick would receive an additional impulse by St. Andrews being the port of exit for the productions of Canada. We certainly think that our neighbours of St. Andrews are entitled to great credit for the persevering manner in wliit^h they have, for a number of months past, directed their attention to the subject, both in liaving visited Quebec and causing a survey of the contem- plated line of road to be made, and that, too, at their own expense. It is true, they have much to gain if it should go into successful operation ; but at the same time, we must feel the benefits to bo derived from it, for cmr interests are so intimately blended, that whatever affects the one must nlso be felt by the other." — Sf, John's Cnurier, Ffihrunri/ 25, IR^^fi. i tlioi 1 scab flll'f lull the ',p ■ -C-'-'. i Grad '; niii n Maki rai out ■it; -» Wl 4 Thcf 1 all( diti i To( '■■'aI Or, 'w ■ -^ V '.■■'; West ■"■t Euro] (li.St :4 Pusse ::i il;iv ,,_ Mis(v -:1i linr Eiiiig -1 Am ■■■*: J KAllLY mSTOKY. U le,R.E., heiglit ! scliemo it it vviis tliat it to pass 1 scheme, and St. ing with Totiation gislaturo I Scotia; ansvvick, iloyment to ouiote and ;iation, and ised an Act ty ouRlit to .ble us may ef, praying lecretary of m the sub- eased to rc- aent, if Hia incorporating the ''- St. Andrews and Quel)ec Railroad Company," for tlio construction of a lino from St. Andrews, New Brunswick, to Lower Canada. Lord Glcnelg was then Secretary of State for the Colonies, and it was to him the several resolutions of the Provincial Legislature, and the reports of what liad then been done, were submitted. On the 27th of April an estimate of the cost of construction, and of the probable trafiic, was also laid before him. The cost of the work was estimated at 11,000,000, and the revenue to be derived at $000,000, apart from the carriage of mails.* The deputation urged the importance of an immediate survey on a more comprohcmsive scale than that of the previous explorations, and suggested that a sum not exceeding j£10,000 be expended in an explora- tion througli the wilderness country, an expenditure which would save thousands in the end; and as the service could not be completed in one season, that it should be commenced without delay. The deputation further proposed, as the means for raising the necessary capital, that the sum of >£ 250,000 should be given as a bonus or special grant to the * Estimate of cost of construction. Grading 250 miles at $6,000 per mile (currency) £ 312,500 Making tiie road and putting down rails for a single track, with turn- outs, etc., at $7,000 per mile 437,500 Whole estimated cost £ 750,000 The association thouglit it safe to allow for contingencies, in ad- dition thereto £ 250,000 Total £1,000,000 Or, in sterling money £ 888,889 , Imports to Quebec. West India produce £ 5,000 Eun)i)ean manufactures and morchan- ^ 'I's*-' 10,000 1 asocngcrs, avornsring 15 per dav, 260 days, at 80 shillings each .../..... 15,000 Miscellaneous articles, equal to 50,000 barrels at 5 shillings each 12.500 Emigrants, say 5,000 Amount of imports £48,100 Exports from Quebec. Flour and provisions, say 110,000 bar- rels, at 3 shillings per barrel £10,500 Wheat, barley, oats, etc 10,000 Staves, ashes and miscellaneous ar- ticles 10,000 Passengers, as per contra 15,000 Amount from exports £52,100 To and from the intermediate country. 100,000 tons deals, timber, boards, and planks, at 7s. 6d. per t m £ 37,500 Shingles, staves, sawlogs, scantling, and otlier dimension hnnber 7,500 Provisions, goods, passengers ; i. c, settlers and operators O.-'iOO Total. ...£ 51.:;(K) Probable income £151 ,500 Equal m sterling money to £134,006 Allowance for carrying mails and other items not included, ill 12 TJIK INTERCOLONIAL. company on the principle established in the province £or the construc- tion of roatls and internal improvements ; that a further sum of <£r)00,000 be invested in the stock of the company, the dividends to form a part of the casual revenues; the remaining X250,000 to be obtained in stock in the Canadas and New Brunswick. On the 5th May, 1836, the deputation addressed a letter to Sir George Grey, then Under-Secretary of State, acknowledging the receipt of hisletterof the4thinst., which conveyed to them the gratifying in forma- tion that their application for a sum of money not exceeding j£ 10,000, to be expended in the exploration and survey of the proposed line of Railway from St. Andrews to Quebec, had been granted ; and that the other propositions submitted by them would receive the attention of Government so soon as the result of the survey should be known. The deputation concluded their letter with an expression of thanks to Lord Glenelg. The day after the arrival, from England, of the deputation at St. Andrews, 10th June, 1836, resolutions were passed at a public meeting to the effect — '' that the munificent donation of <£10,000 by His Majesty, " for the purpose of carrying into effect an exploration of the line for a " Railroad from St. Andrews to Quebec, affords an additional proof of " His Majesty's solicitude for the prosperity of his British North Ameri- " can Colonies, and is hailed by the members of the Association as an " earnest of the ultimate completion of the work." Sir Archibald Campbell was also thanked for the countenance and encouragement, he had given to the work. The survey was entrusted to Captain Yule, who had a high repu- tation in the Royal Engineers for practical knowledge and professional ability, and upon the 24th July, 1836, that officer commenced the work at Point Levis. The object was to ascertain whether the country was suitable for railway construction ; also, to obtain such data as time would permit, in order to form an oj/inion as to the most eligible lino. The scope of the examination was not confined to the project of connecting St. ii EARLY HISTORY. 13 AiulrowH .111(1 Quoboc. It was extended to the wider question as to the bonefits wliich the work would confer on the whole country. Tho survey followed the valley of tho Etchemin River to Etchemin Lake, which had been previously examined by ('aptain Yule, and recommended for the route of tho Levis and Kennebec Railway. From Lake Etche- min, the line of exploration was as straight as possible towards Mars Hill, and then direct to St. Andrews. Between the upper part of the River St. John, nearest the Lake Etchemin and Mars Hill, several short lines were explored. Until that period, tho country from cast to west, was unknown. The only reports made of its character liad been given by hunters who had passed in canoes along the St. John, tho Allagash, or tho Restook, and the gen- eral belief was that it was generally level ; at least, without great in- equalities. In the exploration made by Captain Yule not a single feature, stream, lake nor mountain could bo identified until the Restook was reached. There was neither map nor land-mark to assist tho exploring party. Tho survey showed several level tracts ; but at other points tho route was oCwu,sionally turned to the right or left by h^gh hills and ridges. On the portion of the line between Mars Hill and St. Andrews, no important obstacles were found. The route, as a whole, was found to be remarkably free from such obstacles as might have been looked for in a large tract, of which part was believed to partake of a highland character ; while there were few abrupt rocky ridges to lead to a deviation of the route from a direct course. But four large rivers, and a few broad and deep ravines were met. One unusual cause of expense was to be looked for, viz., the difficulty of obtaining supplies. Tho distance was estimated at 300 miles, and the cost of the line at one million pounds. Tho scheme was favourably received by the Governor-General and by the great body of the people. It was generally looked upon as promising extraordinary advan- 14 THE TNTEKOOLONIAL. tagos, and as a project which vvouhl givo au inipotuH, never before ex- perienced, to the prosperity of the country. On aill sides it was luld that every lilTort should be made tu obtain aii uninterrupted conununiuation with the seaboard. Moreover, i\n) project was thought to bo the commencementof a sy* teni of internal improvements to extend to the Far West, which had only to bo put in operation to create an immense traffic and greatly to add to the wealth of the provinces. It was argued that this consideration should bo kept prominently in view. The value of tuO export trade from the West, was inferred from the rivalry between New York and Pennsylvania in their endeavour to control it. The people of the United States, moreover, appeared clearly to un- derstand the advantages which w );ild result to the British Prov- inces from the undertaking. Illustrations of the spirit in which tho project was reviewed, can bo found in tlu5 press of New York of that date.* These furnish an early indication that it was this project which suggested to parties in tho United States tho policy of claim- ing a portion of New Bruns ick as a part of Maine, so that the pro- posed lino could not bo followed. At that time the entire country through which Captain Yule pros- ecuted the surveys was held to be wholly within British territory. * " A Great Project. — Tlie plmi which tho Canadians anJ the New Brunswick people, under the auspices of the British Government, have projected, of a railroad from Quebec to St. Andrews, in New Brunswick, or the City of St. John, so as to make, as it is said, St. An- drews a wharf mu\ the Bay of J'undy a harlmtr for the St. Lawrence, is one of the most mag- nificent that has yet been projected upon this continent, and calculated to involve, ultimately, the most important political consequences. The idea was stolen from the Maine Legislature (!) where the project originally started ; but Great Britain, with that sagacity and foresight that distinguish all her political movements, has taken it up and adoptel(l that iiiicutiun , of .a ay* hiuh had \y to add [deration irt trado D\v York \y to un- h Prov- hioh tlio : of tluit i project of chiiin- tho pro- ilo pros- ory. ick people, Quebec to id, St. An- most mag- ultimately, jislature (!) I foresight I is likely, ate of tlio ary to con- ns corres- startinpof , as to the )g to adopt t now is to of Fundy It was in 18.17 that the Oovernmcnt of tho United States made objec- tion to tlio roiite proposed, and C'anada was then in rebellion. Were the troubloH of that date too li-mpting an opportunity to bo ne<,dcctod? Had that outbreak not takei: place, would tho claim (!ver have been ad- vanced ? It is true that in tlie treaty of 1783 tlio boundary was very vaguely described; but it was capable of arrangement. Unfortunately however, Canada, then weak, at war with lierself, without cohesion, shaken by political dilTiculties, offered herself a willing prey to a strong and ambitious neighbour. If the loss has becTi hers, the fault has, to no small extent, boon hers also. The facts arc now tho history of tho past, and there aro fow inci- dents of modern times vdiich more plainly tell their lesson. Let us only hope that the lesson is not to be read in vain, and that those who follow UK will profit by its teaching and will not again, by disunion and polit- ical discord, court spoliation, or dismemberment. Tho promoters of the Kailway were, for tho first time, made aware of tho action of the United States Government, through tho deputation of tho association then in England. Upon their application for an interview with Lord Glenelg, the deputation received a despatch from Sir George Grey,* Under-Sec- retary of State, to the effect, that as the Government of tlie State " Tliis project we liave called magnificent, not only on account of tlie undertaking itself, but on account of its high and weighty consequences. It enables ♦he British Government to send all her troops, munitions of war, etc., with all possible b,,^ J, from that important r-'val position, Halifax, whore the British Government is now fitting up one of the strorgest fortifications in the world, to Quebec, Montreal, Toronto, the Lakes, and all along our northern and north-western territories. In five or six days, soldiers can be taken from the great military and naval depot at Halifax and put upon the St. Lawrence from Quebec to Ontario. The difficult and dar -rerous navigation of the St. Lawrence is thus avoided. The British will also thus have a port whore their produce can be sent to and from the West Indios*. Military and commercial advantages prompt the British Government to expend M.OOn.OOO, for with the harbour of Halifax, as it is near Europe, a cordon of British bayonets ^ar be made to surround ns in the shortest possible time, and the produce of the Canadas, nnw sopkinpra martin New York in American ships, can thus be turned to St. Andrews or St. John in British bottoms. But rely upon it, there is no question wit a foreign power now sn vastly invol-ing the future destiuies of this couutry, as the disputed boundary line with EnL'l.ind." * 3d ,Tuly, 1887. u7^' ir. THE INTERCOLONIAL. 1 ., I ! ■ 1 of Maine had protested against the prosecution of the undertaking, on the ground that it involved an infringement of certain stipulations re- specting the unsettled boundary question, the Governor-General of Can- ada and the Lieutenant-Governor of New Brunswick had been instructed to prevent further proceedings until measures had been taken to remove the objections of the State of Maine. In pursuance of this interference, on the 24th of the same montli, the secretary of the association received a communication from Sir John Harvey, Fredericton, to the effect that he had received the commands of His Majesty's Gov nment, in consequence of a representation from that of the United States, peremptorily to prohibit any further proceedings for the construction of a railroad between St. Andrews and Quebec until the points in dispute should be settled. Captain Yule also wrote to the association on the sudden turn of affairs, adding a few words of sympathy and hope, and the proceedings of the association were abruptly closed. An attempt was made in 1838 to revive the project, but the bound- ary question had then assumed grave importance, and nothing could be done. The difficulties with Maine, which followed the sudden and unex- pected suspension of the Railway survey, and the troubles connected with the rebellion in both Canadas, pointed to the fact that if Northern America was to remain British America, there must be a speedier con- nection between her a)id the Mother Country, and that in winter there* uiust be a mode of approach to the Canadas other than the frozen St, Lawrence. The first indication that light had dawned in the Colonial office upon this subject, is found in a despatch from Lord Glenelg to Sir John Harvey,* to the effect that the Imperial Government had resolved to advertise for tenders for carrying the mails between England and Halifax by steam instead of sailing vessels ; and that the Imperial Postmaster- General had turned his attention to the necessity of increased expedi- tion in the carriage of mails by land. * 24th Oct., 1838. ♦ ;^^ 1- i '^ .?4 sessK I it EARLY HISTORY. 17 iking, on ations re- '■^ 1 of Can- 'H istructed remove 1 le month, r ion from received ^3 nee of a * ' 3 prohibit >. tween St. 3 settled. of affains, i gs of the ■| 10 bound- 1 could bo Vj. md unex- '.^ 3onnected Northern :» 2dier cou- ■'}t lter therc» frozen St, ■M 1 Colonial ■-'^■^ lelg to Sir esolved to id Halifax M ostmaster- ■M d expcdi- In a despatch dated 4th May, 1839, Lord Normanby informed Sir Jolui Harvey that a contract had been entered into for a semi-monthly mail by steamships between Liverpool and Halifax, and the improvement of the mail roads was again earnestly pressed on the Colonial Govern- ments. It w^as, doubtless, the knowledge of the views of the Imperial Government, which led Lord Durham in his celebrated report to allude to the future of British America. Some explanation has always been sought for his expressions at this date.* The words, it is true, are not many, but viewed in the light of our present knowledge they are pregnant with meaning. He says : "The " completion of any satisfactory communication between Halifax and " Quebec, would in fact produce relations between these Provinces " that would render a general union absolutely necessary." He was indeed more of a prophet than was believed for many years. In theory, the railway was undoubtedly the pivot of the Dominion, in fact, the railway owes its existence to the Dominion. In February, 1839, a body of armed men from the State of Maine attempted to take pos- session of the disputed territory. The organization of a force to repel the invasion must have established the necessity of a military road through the length and breadth of British America. These various difficulties led to a report from the post-office authorities at Quebec,* in which the road then used for carrying mails between Quebec and Fredericton is described as passing tlirough the territory in dispute, and stating that in giving up this route there was but one other choice, " the neglected road partially opened by Sir James Kempt," between Metis on the Lower St. Lawrence and the River Restigouche. The advantage of the Metis road, since known as the Kempt road, at that time was, that it passed through undisputed territory. From a ■military point of view it commended itself to the Government on the iground that troops and supplies could be brought by water from Halifax up the Restigouche to within 300 miles of Quebec, at periods when • January, 1839. 1^^! IS 18 THE INTERCOLONIAL. \v I:: ! the St. Lawrence is not practicable. An exploration and survey of a road from the Kestigouche to the St. Lawrence was therefore made in the summer of 1839, and in the following year an appropriation was voted by the Imperial Parliament for the completion of this communica- tion between Lower Canada and New Brunswick. It retained the name of its first projector, Sir James Kempt ; for many years previous to 1839 it had fallen into disuse, and had almost become forgotten, but the dark and complicated aspect of affairs again brought it to notice, and led to its restoration. Ill * Quoted by Lord Normanby in despatch, May, 1839. I i rvey of a made in ition was mmunica- . the name •evious to 3tten, but to notice, CHAPTER II. THE BOUNDARY QUESTION, 1783 tO 1842. Final settlement of the Boundary Line disastrous to the Railway. — Treaty of Paris of 1783.— Disputed interpretations of that Treaty. — Subsequent Treaty of 1794. — Tlie Commission under it — St. Croix River named in the Treaty. — Doubtful Location of the " Ilifjhlands " of tlie Treaty. — The due Nortli Line. — Verification of boundary of old Nova Scotia by ancient Letters Patent. — Featlierstonhaugli and Mudge on original Grant. — Treaty of Ghent in 1814. — Blunders of the Commissioners. — Arlvitration of tlie King of thcNetlier- lands, — Award rejected by the United States. — President Andrew Jackson on tlie Ques- tion. — His reasonable proposals declined by the English Government. — A new survey organized by both Countries. — State of Maine overtly breaks Liternational Law. — Lord Ashburton's Mission to Washington. — Daniel Webster. — The Boundary Line adopted prejudicial to Canada. The Maine Boundary question, alluded to in the last chapter, was settled by Treaty in August, 1842 ; Lord Ashburton representing Great Britain, and the celebrated Daniel Webster the United States. It ceded to the United States much of New Brunswick Territory, including all that portion west of the River St. John through which Captain Yule had made the Railway survey in 1837. Thus its effect was almost to sever the geographical connection between the maritime Provinces and the Canadas. One immediate consequence of this diplomatic sacrifice was the indefinite postponement of the Railway ; and when a quarter of a century later, the period came for the construction of a line, the deter- mination of its course was rendered a matter of the greatest possible difficulty. It will be necessary to revert to the treaty of Paris of September, 1783, in order fully to understand this now almost forgotten difficulty, which at one time threatened serious complications. ipl 20 THE INTERCOLONIAL. t WM Tt was set forth, that in order : " to forget all past misiinderstand- " ings and differences that have unhappily interrupted the good corres- »' pondcnce and friendship which they mutually wish to restore, and to " establish such a beneficial and satisfactory intercourse between the " two countries, upon the ground of reciprocal advantages and mutual " convenience, as may promote and secure to both perpetual peace and " harmony," * * * * " Article I. His Britannic Majesty acknowl- " edges the said United States, viz. New Hampshire, &c." * * « " Article H. And that all disputes which might arise in future on the sub- "ject of the boundaries of the said United States maybe prevented, it is " hereby agreed and declared, that the following are and shall be their " boundaries, viz. — from* the Northwest angle of Nova Scotia, viz. that " angle which is formed by a line drawn due north, from the source of " St. Croix river to the highlands, along the said highlands which divide " those rivers that empty themselves into the St. Lawrence, from those " which fall into the Atlantic Ocean, to the Northwesternmost head of " Connecticut River ; thence down along the middle of that river to " the forty-fifth degree of North latitude ; from thence on a line due " West on that latitude, until it strikes the river Iroquois or Cataraquy ; " thence along the middle of the said river into Lake Ontario ; * * " * * * East, by a line to be drawn along the middle of the River " St. Croix, from its mouth in the Bay of Fundy, to its source ; and " from its source directly North to the aforesaid highlands which divide " the rivers which fall into the Atlantic Ocean, from those which fall "into the river Si Lawrence; comprehending all islands within " twenty leagues of any part of the shores of the United States and " lying between lines to be drawn due East from the points where the " aforesaid boundaries between Nova Scotia on the one part, and East " Florida on the other, shall respectively touch the Bay of Fundy, and " the Atlantic Ocean ; excepting such lands as now are, or heretofore " have been, within the limits of the said province of Nova Scotia." There is every reason to believe that this description so far as it relates to the Maine boundary was sufficiently definite and intelligible (( THE BOUNDARY QUESTION. 21 to the framers of the Treaty, and that its meaning was distinctly un- derstood by them. Indeed there is nothing that the writer has seen wliich suggests that any doubt was felt at that time regarding it. Only a few years elapsed, however, when it was seen that the provisions of the Treaty contained the elements of dispute. It is ' A to be wondered at, therefore, when half a ceritury had passed over, and another genera- tion had to interpret them, that doubts were started by tlie new men who were then seeking political distinction. The old question assumed an entirely new form. Fresh claims were propounded. Difficulties, before unknown, were created ; and the Boundary, notM'ithstanding re- peated attempts at settlement, could not be defined to the satisfaction of both parties to the Treaty. In 1784, immediately after the conclusion of the Treaty, a part of the ancient Province of Nova Scotia was converted into the Province of New Brunswick. English settlements were made at St. Andrews, and on the river Schoodic, believed to be the St. Croix of the Treaty. But even at this early period, some of the citizens of the United States were advancing tlie claim that the Magaguadavic was the true St. Croix. i Other difficulties having occurred, a new treaty, called " The Treaty of Amity Commerce and Navigation," was made in 1791. In the fifth article of this treaty after setting forth that doubts had arisen, as to what river was truly intended by the name of St. Croix, it provided that the question should be referred to the final decision of Com- missioners, to be appointed as follows, viz : " One Commissioner shall " be named by His Majesty, and one by the President of the United States " by and with the advice and consent of the Senate thereof , and the said " two commissioners shall agree on the choice of a third ; or if they can- " not so agree, they shall each propose one person, and of the two names so *' proposed, one shall be drawn by lot in the presence of the two original " commissioners ; and the three commissioners so appointed shall be " sworn impartially to examine and decide the said question according " to such evidence as shall respectively be laid before them. * * * * " The said commissioners shall, by a declaration under their hands and il 9.'). TIJK INTEIiCOLONIAL. ii'l*: " seals, decide what river is the river St. Croix intended by the Treaty «##*#* g^jj J shall particularize the latitude and longitude of " its mouth and of its source, * * * * mal both parties agree to " consider such decision as final and conclusive, so that the same shall "never thereafter be called into question, or made the subject of dispute '* or difference between them." These instructions are sulBciently simple and explicit, and acting upon them negotiations were commenced in 1706. By common agree- ment of the two nominated commissioners, a judge of the Supreme Court of New York, a man whose character stood high for talents and integrity, was appointed the third commissioner and umpire. Through- out the negotiations wliich continued until the autumn of 1798, it was strenuously insisted upon, on the part of the United States, that the Magaguadavic was the true St. Croix. This view was not accepted b}'- the British commissioner. The result was that the third Commissioner decided that the British claim was fully established to the river Schoodic as the true River St. Croix of the Treaty of 1783. The river has two branches, one flowing from the West, the other from the North. Of these two branches, the western had been sometimes calk-d the Schoodic, but the northern had been invariably called the Cliiputuuti- cook. The commissioners recognized the western branch as the main stream. The source of the western branch of the Schoodic or true St. Croix, is some 50 miles distant from the source of the eastern branch or Chiputnaticook ; the interval between the meridians of longitude of these two points is about 70 statute miles. Notwithstanding this decision that the western branch, the so called river Schoodic, was the river St. Croix of the Treaty of 1783, the commissioners proposed and decided that the Chiputnaticook, or eastern branch, should form the line of boundary ; and in coufor ity with this decision they erected a boundary monument at its source. For what cause, or on what prin- ciple they arrived at this view is unintelligible. The duty of the com- missioners was in reality limited to the deternunation of the geographical position of the river St. Croix, declared, by the Treaty uf 1783, to be the TRK nOUNDAUY QrUSTION. 23 the boundary of the two eouritrios. In deciding that any other river should be the boundary they entirely overstepped their duty. It was indeed generally acknowledged that the commissioners had exceeded their powers, and in 1798 an explanatory article was added to the treaty of 1794, releasing the commissioners from their obligations to define the river St. Croix, and declaring that the decisions to which they had come should be permanently binding on England and the United States. The establishment of the boundary at the source of the (/hiputna- ticook in place of that of the true St. Croix, was the first false step in these unfortunate negotiations. From this fatal error ai-ose all the subsequent difficulties, which embarrassed the consideration of the question, and ultimately led to a settlement disastrous to the interests of Canada. It was also unfortunate that stisps were not taken to de- fine the entire boundary between the true starting-point on the St. Croix, and the succeeding governing point. Had this course been pursued, the true meaning and intent of the description given in the Treaty Avould have been appar* nt. Even had the labours of the Com- missioners been extended to establish the boundary from their own starting-point, considerable light would have been thrown upon the subject. In all probability they would have discovered the mistake they had made, and as just and reasonable men, would have been led to recti- fy it. They contented themselves, liowever, in creating a starting-point not designed by the Treaty, and here their operations ceased. The main boimdary still remained undefined. Had the ordinary principles which are followed in laying down the lines of a property, been applied, much confusion Avould have been avoided, and a boundary line traced, the substantial fairness of wdiich would have been beyond impeachment. Thirty-fiv(i years afterwards, the Government of the United States clearly enunciated the principles to be followed, through the Secretary of State, the Honorable Edward Livingstone. " Boundaries of tracts "and countries, where the region through which the line is to pass is " unexplored, are frequently designated by natural objects, the precise ;i 1 ^5% ll!i 4i 'ill ::| ill SW THE INTERCOLONIAL. " situation of wliich is not known, but wliich arc supposed to be in *' the direction of a particular point of the compass — wliero tlio natural " object is found in the designated direction, no question can arise. — "Where the course will not touch the natural boundary, the rule universally adopted is, not to consider the boundary as one impossible "to be traced ; but to preserve the natural boundary, and to reach it " by the nearest direct course. Thus if after more accurate surveys " shall have been made, it should be found that the north course from " the head of the St. Croix should not reach the higlilands which answer "the description of those designated in the Treaty of 1783; then a " direct line from the head of the St. Croix, whatever may be its direc- " tion, to such highlands, ought to be adopted, and the line woidd " still be conformable to the Treaty." On this principle the first effort was to discover the highlands which corresponded with those described in the Treaty, and to take the point in those highlands nearest to the due north line. It would then have been in strict accordance with the Treaty, to draw a direct line to that point from the other known fixed natural point, tlie source of the St. Croix, without regard to the pre- cise course named in the Treaty. A due north line from the true river St. Croix crosses, Ist. A lieight of land, separating the waters flowing into the Atlantic from those flowing into the Bay of Fundy : 2d. A height of land sojiarating the waters flowing into the Bay of Fundy from the waters flowing into the Bay Chaleur: 3d. A height of land separating the v/aters flowing into the Bay Chaleur from those flowing into the Estuary of the St. Law- rence. A due north line from the Chiputnaticook, the assumed river St. Croix, crosses, 1st. A height 'of land separating waters flowing into the Bay of Fundy on the one side from waters on the other side flowing into the river St. John, and finally into the Bay of Fundy : 2d. A height of land separating waters flowing into the Bay of Fundy from waters flowing into the Bay Chaleur: 3d. A height of land separating waters flowing into the Bay Chaleur from waters flowing into the Estuary of the St. Lawrence. It is obvious that not one of the heights ^ 1 |g| THE BOUNDARY QUESTION. 25 [ to be in 10 natural n arise. — the rulo mpossiblo 3 reach it 3 surveys Lirse from ch answer 5; tlien a I its (lirec- ne "would first effort described est to the 3 with the own fixed I the pre- s, 1st. A ,iitic from eparating kviug into 8 flowiiiLC St. Law- L river St. g into the wing into !\. height m waters eparating into the e heights of land on either nortli lino, strictly agrees with the highlands described in the Treaty, viz : — " highlands which divide rivers tiiat empty themselves into the river St. Lawrence, from those which fall into the Atlantic Ocean." Such are to bo found, however, at tho dividing ridge between the sources of the Penobscot and tho Chaudiere. At tho sources of these rivers is to bo found that point in the higli- lands nearest to tho north lino of tho Treaty ; accordingly such point presents itself as the natural object described in tho Treaty of 1788. lietween such point and the other known point, tho source of the river St. Croix, a direct lino drawn would have indicated tho true boundary. To the west of tho dividing ridge, between tho Penobscot and tho Chaudiere, tho course of the highlands was easily defined to the Con- necticut River, and thence along the 45th parallel of latitude to the westward ; on this point there was no great difference of opinion. It must never be lost sight of that in the Treaty description, tho boundary is set forth as commencing at tho Northwest angle of Nova Scotia , at the northern end of the direct line from the river St. Croix. It is, therefore, a matter of histoiical interest to examine how far the line drawii from the river St. Croix to tho dividing ridge, at tlie source of the Chaudiere, coincides with the boundary of the old province of Nova Scotia. The first grant of Nova Scotia is contained in letters patent Lo William Alexander, Earl of Sterling, from King James 1st, in 1G21, and confirmed by Charles 1st, in 1625. The description of Nova Scotia, given in these letters patent, is as follows : — " Omnes et singulas terras continentis, ac insidas situatas et " jacentes in America intra caput sou promontorium communiter Cap I " de Sable appellat. Jacon. prope latitudinem quadraginta trium I " graduum auteo circa ab equinoctial! linea, versus Septentrionem, a I " quo promontorio versus littus maris tendon ad occidentem ad statio- ["ncm Sanctio Marias navium vulgo Sandmareis Bay. Et deinceps, "versus Septentrionem per directam lineam introitum sive ostium h'magnoB illius stationis navium trajicien, quae excurrit in terre orien- n 11 26 THE INTEUCOLONIAL. "talem plagam inter regiones Suiiquoriim et Etcheminorum vulgo *''' Suriquoia et Etchnnine.H ucl lluviuin vulgo iioniiiie Nimctoi " (JruoiH appelliit. Et ud sciituriginem reniotissinuiin sive fontem "ex occideiitali parte ejusdem qui se prirnuin predicto fluvio ira. "niescet. Undo per iniaginariani directani Lineiini (|Ute pergere per " terrain sen cuirere versus Septentriouem eoucipietur ad proxiniam "naviuni Stationem, fluviuni vel Scaturigiueni in niaguo lluvio de " Canada sese exonerantem. • Et ab eo pergcndo versus orieutera per " nuuis oris littoralcs cjusdcm lluvii de Canada ad lluvium stationem " navium jwrtuni aut littus communiter nomine de Gatliepe vel Gaspee " notum et appellatuni." Translation of tlio text. "All ami sintrular the lauds of tlie Continent, and Islands, situated and lying in " America, witiiiii tlie head or promontory coninioiily called Oape Sahio, lying near flu; "north latitude of forty-three degrees, or tliereabouts, from the equinoctial line; from " whi(rh i)romontory, towards (or along) the shore of the sea stretching to tho west, to the "ships' station of St. Mary, commonly called St. Mary's Bay; and thenee, towards the " north, by a direct line crossing over the entrance or mouth of that great ships' station "which extends inland into the eastern tract of country between the regions of the Suriqui " and Etchemines, commonly Stn-itjuoi^ and Etchemins, to the river commonly called by the " name of St. Croix ; and to tlu; most remote source or spring, from the western part of the " same, which first nungles itself with the said river ; whence, by an imaginary direct line " which miglu be conceived to proceed through the country, or to run towards the north, to the "nearest ships' station, river, or spring, emptying itself in the great river of Canada; and " thence, by proceeding towards the East by the Gulf shores of the same river of Canada, " to the river, ships' station, port, or shore, commonly known and called by the name of " Gatliepe or Gas[)ee." The explanations of Messrs. Featherstonhaugii and Mudge, on the text of the original gr:int, establish that the original boundary line of Nova Scotia, from the mouth of the St. Croix to the source of the Chaudiore, was the boundary line designed by the framers of the Treaty of 1783. In r(;ality, the text of the Treaty is a repetition of the grant of 1621, and it, could scarcely have been more precise, except with regard to the course of the imaginary straight line between the two natural objects, the source of the River St. Croix and the particular point in the highlands. The original grant runs :— " An imaginary direct line, which might be " conceived (concipietur) to proceed through the country or to run To- " wards ihe north." TIIK noi'NDAUV (^)UK8TI0N. 27 lira vulgo 3 Sancta; e fonteiu lluvio ira. ergere per proxiniiiin iluvio do autera per stationein ^el Guspeo and lying in iiig near llu; il line ; I'roiii ! west, to the towards tlie sliips' station f tlie Suriqui called by the n i)art of the ry direct line north, to the Canada ; anil r of Canada, the name of ge, on the lie of Nova "liaudiere, f 178:3. In ^21, and it the course >jects, ilie highlands, might be to nin To- -1 A sliglit departure from this huigunpgo was ndmittnd into tlie Treaty, rohahlv wilh a view to al»1)reviato the description, and luMieo the dis- rcpancy. We liave due noi'th, instead of towards the north in a direct r straight line. ( )therwise the two descriptions liave one and the samo **u.'auiiig. Tlie cDmmissioners of the two (loverinnents, ]»owev(!r, de- «!i(h'd on tiiC jHiint at tliu source of tlio Chiputnaticook as tho starting- oiiit; and th(!y detenuined that this river sliouhl Jiereafter bo consid- ered tlie St. Croix — the Sancta- Crucltt of tho Nova Scotia grant, wliieh t ini(huil)tedly Avas not. Tho next step taken to effect a settlement of tho boundary was in Sl4, and tho course determined on is fully set forth in tho fifth Article f the Treaty of (ihent, viz: — " Whereas neither that point of tho highlands lying due north from ,;^''the source of tho river St. Croix, designated in the former 'i'reaty of ^' Peace between the two Powers as the North-west anglo of Nova I*' 8cotia,nor the northwesternmost head of the Connecticut Ki ver,have vet fi" been ascertained ; and whereas that i)art of the boundarv line between i . . . 1" till! dominions of the two powers, which extends from the source of tlie river St. Croix directly north to the above mentioned North-west ||" angle of Nova Scotia, tlience along the said highlands which divide ' those rivers tliat empty themselves into tho river St. Lawrence from ' those which fall into the Atlantic Ocean, to the northwesternmost head I" of the Connecticut Riv(>r, thence down along the middle of that river to the 4oth degree of North latitude, thence by a line due west in said *' latitude, until it strikes the river Iroquois or Cataraqui, has not yet 'been surveyed; it is agreed, that for these several purposes, two C^om- 'missioncrs shall be ajipointed, s-worii, and authorized to act exactly in 'the manner directed with respect to those mentioned in the next pre- ' ceding Article, unless otherwise specified in the present article. The 'said Commissioners shall meet at St. Andrews, in the Province of ' New IJr ill IS wick, and shall have power to adjourn to such other place ' or places as they sliall think fit. The said Commissioners shall liave I' power to ascertain and determine the points above mentioned, in con- ! rt li '^i 28 THE INTEUCOIiONIAL [11 " formity with tho provisions of tlio said Treaty of Peace of 1783 ; and " shall cause the bouudaiy aforesaid, from the source of the Kiver ISt. " Croix to the Kiver Iroquois or Catarafjui, to be surveyed and marked " according to tho said provisions ; the said Commissioners shall make " a map of tho said boundary, and annex to it a declaration under their " hands and seals certifying it to be the true map of tlie said bouii- " dary, and particularizing the latitude and longitude of the North- " west antjlo of Nova Scotia, of the north-westernmost liead of the Con- " necticut Kiver, and of such other points of the said boundary as " they may deem proper. And both parties agree to consider such "map and declaration as finally and conclusively fixing tho said " boundar3\ And in tho event of tho two Commissioners differing, " or both or cither of them refusing, declining, or wilfully omitting " to act, such reports, declarations, or statements shall be made by "them, or either of them, and such reference to a friendly Sovereign " or State shall be made, in all respects as in tho latter part of the " fourth Article is contained, and in as full a manner as if the same " was herein repeated." Had these Commissioners commenced at tho source of the true St. Croix, that is to say, the main or western branch, and then extended a line due north, they would have reached highlands, at no great dis- tance, where the waters flowing into the Atlantic take their rise. But the Commissioners began their labours at tho point of commencement erroneously established by their predecessors at the source of the Clii- putnaticook. Starting from this point, on a course due north, they passed through the opening in the highlands through which the Kiver St. John finds a passage. The Commissioners in consequence found the wording of the Treaty in no way in accordance with the physical fea- tures of the country. The line run, not striking highlands, but passing through them at the opening through which the St. John flows, they encountered a wide intermediate expanse, and finally struck a second range of Jiighlands at a point where the river Metis takes its rise. But the latter highlands divided the waters flowing into the Bay Chaleur, m 1783 ; ami liiver tSl. lul marked tjliall make under their 1 8ai(l bouu- the Nortli- of the Con- ouiulaiy as iHider Biieli <; the said s differini^', y omitting 3 made by Sovereign lart of the f the same 10 true St. extended a great dis- rise. But iiencement .f tlie Chi- lorth, they the River B found the ysical fea- 11 1 passing lows, they t a second rise. lUit Y Chaleur, THE nOUNDAKY QUESTION. 29 'fioin thos(! flowing into the estuary of the St. Lawrence, and could not i)nssibly bo considered the highlands of the Treaty of 1783. M Xhc Commissioners, under the Treaty of (Jhent could not arrive at 4111V decision. As a last resource, under its provisions, the question was rcferied by common consent to the King of the Netherlands for arbitra- Mt'iit, and the duty Avas accepted by that monarch. Tho subject was fully submitted to the arbitrator by tho representatives of both Govern- niiiits, Avith documentary evidence, and all that could throw light upon Mihii case. It is believed, however, that tho fact, that the Avestern branch lof tile St. (Jroix had been sot asido for tho eastern branch, was not •|bn)iight ))rominently forward. It may have been incidentally men- vtioniid, but it Avas not adduced as a link in tho evidence to explain jjmnchthat was otherwise inexplicable. Tho boundary had in fact been '^ declared to bo settled in 17r>8, as far as the monument at tho head 'v • of the Chiputnaticook could establish it, and although the selection •^ of that stre.im Avas admitted to be a departure from the Treaty of § 1783, it Avas hold that this settlomout precluded tho reopening of tho f question. The award of tho King of tho Netherlands was delivered at tho •J', Hague on the 10th of January, 1831. It was to the effect that tlie evi- ;| dence submitted, and the vague and indefinite stipulations of the Treaty :| of 1783 did not permit an adjudication of ei aer of the lines claimed by I tlio respective Governments. Tho opinion was further expressed, that :| the original description of the boundaries of the British Provinces did m ""'^ ^^^^'^ ^^^y ^'^^i*^ foi^ ^ decision ; that the instructions of Congress, 'M when the Treaty of 1783 was being negotiated, placed the north-west k angle of Nova Scotia at the source of the River St. John ; that accord- i ing to Mitchell's map, (a document extant when the Treaty of 1783 was ;| made and submitted in evidence,) the latitude of that auffle was as far ;,| north as the banks of the St. Lawrence ; that according to the boun- 2^ dary of the Government of Quebec, it ought to be sought for at the highlands dividing the rivers Avhich empty themselves into the River St. LaAvrenco from those Avhich fall into the sea ; consequently, that the 11 30 THE intp:ucolon[al. [lil{! north-west angle of Nova Scotia was unknown in 1783, unascertained by the Treaty of (Jhent, and still remaining to be found. The arbitrator was also of opinion that the rivers falling into the Baj' Chaleur and into I lie Bay of Fuudy eould not bo considered, according to the moaning of the Treaty, as rivers flowing into the At- lantic ; and sjnjcifically that the rivers St. John and Hestigouchc cannot be looked upon as answering to the latter description. It was further advanced that the term " highlands" applies not only to a liilly or elevated country, but also to land whidi, not necessarily hilly, divides waters flowing in opposite directions; "that the verl) "divide appears to require the contiguity of the objects to be divided;"* and that, therefore, no highlands answering the description of tho Treaty of 1783 occurred in a due north line from the source of the River St. Croix. Therefore, finding himself unable to adjmlge either of the lines, the Arbitrator conceived it expediei?t to suggest a line of bouiulary. The Government of Great Britain announced to the Government of the United States their willingness to acquiesce in any boundary proposini by the King of the Netherlands. The Senate of the United States re- jected the award, and invited the President to enter anew into nego- tiations with the British Government ui)oii the whole question of the boundary. Negotiations were accordingly renewed, and a long diplomatic correspondence ensued. The Executive of the United States by no means held it to be impracticalde to determine the boundary in- tended by the Treaty of 1783. The President, General Jackson, ex- pressed himself sincerely anxious to have the question amicably ad- justed during his term of office. He directed a proposal to be made and repeated at various times, which seemed to open a way calculated to bring about a satisfactory solution. The proposal of the President is fully explained in a note sent to the Duke of Wellington, from Wash- ington.* * April 28tl), 1835. Hon. John Forsylli, SutTctury of 8tiite, Washington, to Sir C. II. Vauglmii. (.1. I. i f'tJ BOUND Ar.y QrEBTION. 81 nascertaincd ling into the considered, into the At- luchc cannot ;,s not only to : necessarily at tlie veil) »e divided ; " )tion of tho ourco of the he lines, tlio f ])onndary. iment of the ry proposiid ;d States re- V into nego- ition of the di})lomatic tates by no 3undary in- ackson, ex- inieably ad- to be made calculated ^rcsid(!nt is Toni Wash- J. U. Vaughaii. "By the Treaty of 1783, the boundary between the dominions of '^ the two governments was to be a line drawn from the source of the *' St. Croix, directly north, to the liigldands whieli divide; tlie rivers " which fall into the Atlantic Ocean from those which fall into the '• River St. I^awrenoe ; the point at which the due north lino was to I" cut the highlands, was also designated as the northwest angle of Nova ,, '^ Scotia ; thence along the said liighlands to the north westernmost V" head of the Connecticut River, etc. The ascertainment of tlie true " northwest angle of Nova Scotia, or the designation of the liighla: '• referred to, has been the principal difficulty by which the settlemem '' of the boundary lias been so long retarded ; and it was the supposed ''impracticability of satisfactoril}' accomplishing that ascertainment or '• designation which prevented the adjustment by the Arbitrator. Tlie " United States have always contenaed, that the jioint, to wlii«!li thijy "• have uniformly claimed, is upon certain highlands nortli of the river '"St. John, which answers, in every respect, the description given in " the Treaty, and is the true northwest angle of Nova Scotia ; a claim '' which is not intended to be abandoned or weakened by anything the '• ["resident has authorized to be proposed oi' said upon the subject. If '^ the highlands now referred to, do in truth, answer the description, no '■ doubt could be reasonably entertained of the justice of our claim, as " there would be a perfect concurrence in the course prescribed, and " the natural object designated by the Treaty ; but on the part of Great " Hritain it has been strenuously contended, that no highlands, answer- " iiig the descri])tion in the Treaty, could be found northward of tlie " river St. John, upon a line running directly north ; and it has, there- " fore, been insisted that the due north line shall be deemed to ter- '* minate to the >jOuthward of that river, and at a place called Mars '• Hill. The President is advised, that it is a ride in practical survey- '^ ing, which prevailed in this country before the revolution, and has '^ since been, and still is considered obligatory, that when there is found " m the location of the premises described in a deed or any other instru- '^ nuMit, a 'disagreement in the course of a given line, and the bearing of II •w 32 THE INTERCOLONIAL. ii " a naturiil object called for, as its termination, the given course must " be made to yield to the given object, and the line closed at the ol^ject, " in a direction corresponding, as nearly as practicable, to the course "prescribed ; upon the principle that the natural object furnishes evi- " deuce of the true intention of the parties, which may be relied upon " with more safety than the course, errors in which constantly occur, " from the imperfections in the instruments used, or the want of knowl- " edge of those in whoso hands they may have been placed. He has " thought that tlus rule might be rightfully and properly applied to the " matter now in controversy, and is willing to agree, that if, upon a " thorough examination, it shall appear to those appointed by the par- " ties to make it, that His Majesty's Government is correct in its assump- " tion, that the highlands hitherto claimed by the United States, as " those designated by the Treaty, do not answer that description, but " that those highlands are to be found to the west of the due north " line ; that the boundary line should be closed according to the estab- " lished rule in practical surveying. Whether there are highlands to " be found in a northwesterly course from the source of the St. Croix, "answering better to the description given in the Treaty of 1783, than " those heretofore claimed by the United States, and so clearly identi- " fied as to remove all reasonable doubt, remains to be ascertained. No " inquiry into this fact, with a view to apply it to the respective and " conflicting pretensions of the parties, has hitherto been made. It was " under these circumstances, and with such impressions, that Mr. Liv- " ingstone was authorized to propose to Sir Charles R. Vaughan, for " the consideration of his Government, tiiat a new commission should " be appointed, consisting of an equal number of commissioners, with " an umpire, selected by some friendly sovereign, from among the most " skilful men in Europe, to decide on all points in which they might " disagree ; or a commission entirely composed of scientific Europeans, " selected by a friendly sovereign, to be attended in the survey and " examination of the country, by agents .appointed by the parties. The " adoption of this course would, it was urged, have the benefit of strict ;#'ini f " (jf ■J r^li Lirse must the ol)ject, he course lishes evi- ilictl upon tly occur, of knowl- He has -ied to the if, upon a y the par- ts assump- States, as ption, but lue north the estab- jhlands to St. Croix, -783, than ly identi- ined. No ctive and It was ; Mr. Liv- ighan, for )n should lers, with the most ey might uropeans, irvey and ies. The of strict THE BOUNDARY QUESTION. 33 inipiutiiility in tlie Commissioners' local knowledge and liigh profes- sional skill, which, though heretofore separately called into action, have never before been combined for the solution of the question." " In consequence of a wish expressed by Sir Charles li. Vaughan to be more fully advised of the views of the President, upon the subject of this proposition, he was furnished with a diagram, by which the manner in which it was intended the line should be run, in the event of highlands being discovered better answering the description of the Treaty, than those claimed by the United States, was pointed out distinctly ; while to relieve His Majesty's Government from all ap- prehension of a more extended claim of territory on our part, Mr. Livingstone was authorized to disclaim and did disclaim, all pretensions on the part of the United States, to the territory East of the line, which had been previously run directly north from the source of the St. Croix. * * * " The President sincerely believes that the new process of investi- gation, proposed by him, might under the control of the principle of practical surveying developed, lead to a settlement of this agitating question, which, as it would be legally and fairly made according to a long established and well known rule, prevalent equally among the citizens of the United States and the subjects of his Britannic Majesty ; ought to be, and he confidently trusted would be, satisfactory to all parties." The new princij)le of settlement, on the basis of the Treaty of 1783, i embraced in the above extract, was made and urged by the Government [of the United States for fully two years.* Five despatches were written on the subject urging the fair, the Ihonourable, and at the same time the practical solution of the question Ins recommended by President Jackson. They were forwarded to Lord jPalmerston. A sixth dated April 28tli, 1835, from Mr. Forsyth was *A|)ril SOtli and May 28tli, 1833, from Mr. Livin'jstono to Sir C. R. Vanplian. June 5tli, |ls:i:), and March 11th and 21st, 1834, from Mr. McLaiie, Secretary of State, to Sir C. R. |Viuij;lian. 8 i if li;; ' ! ■;.! I i ■■%» rk I !!:'ll;i!fc 1; ■ I !1M 34 THE INTERCOLONIAL. despatched to the Duke of Wellington. The proposition made by I he United States was not entertained, but a counter proposal was sul)- niitted by the Imperial Government, urging the expediency of agreeiiii; upon a conventional boundary ; a proceeding which would have neces- sitated a new treaty, amending the Treaty of 1788. The United States Government had no authority to make a treaty without the concurrence of the Senate ; moreover, it was even a question whether the treaty could be made without first obtaining the consent ol the States, contiguous to the boundary. But the President had the constitutional authority to establish the line described in the Treaty of t7(S3, and in order to effect a speedy adjustment of a perplexing ques- tion, he felt justified in submitting the principle of settlement based on expediency and e(}uity. At this day it is difficult to comprehend tin reasons which induced the Imperial Government to reject the proposal of President Jackson ; a mode of settlement frequently repeated, uiid which was presented on grounds supported by argument and sustained l)v practice. The projjosal of the President removed all difficulty in the way of a speedy and satisfactory solution. The boundary, as far as the head of the minor branch of the St. Croix, had been agreed upon by belli nations ; and a monument had been erected as a fixed point of departure. It was now proposed and urged by the United States, to discard tlk due north line, to seek west of the due north line the undisputed " highlands which divide those rivers that empty themselves into the " river St. Lawrence, from those which fall into the Atlantic Ocean, " to find the point in the " water shed " of these highlands nearest to^ the duo north line, and to trace a direct course from it to the monument already established. If tliis principle had been adopted, a straight \m% would have been drawn from the monument at the head of the Chlput- M naticook, to a point which could have been established with precision.*! in the " water shed " of the highlands which separate the sources ot the Ghaudiere from those of the Penobscot ; here l)eing the most ea^t erly point in the only highlands agreeing beyond dispute with tin treaty.. This point is found a little to the north iuul west of tlir i '•:4 I lade Ly tlic 1,1 was sub- of agreein;^' lave uect's- ke a treaty n a question ! consent ol ;nt had the e Treaty of Gxing qiics- nt based on [)reliend tin. he proposal 'peated, and sustained by yintlie wiiy as the head ")on by b(jlli • departure, discard tbe undisputed es into the ic Ocean,' nearest tu nionunieiit ti'aight liiK' the Chii)Ut- 1 precision. sources nt most east- ,e with till ,vest of till' g' - ■ r v ^ \ . "V, j J^ a 4: "% H j-'« V-- ii i-'i*'-: \ , \-. ^- « ■■■■ • \ 'V- •M Z Jj « ^ tf:; I "5 -o t o S ~5 ^ 5 =2 * Q lA ■^ < -^ '' s ;- •S t^ S I :§ f^ ^ HJ K J S I -S s t 4 15 «Q K * ^ :^ o isM^ V K \ ^x^j w r k ^ V ^^^ t I.v i: ilif THE BOTTNDATIY QUESTION. 85 iilcrsoction of the TOtli iiicridiiin west longitudii uiul tho IGtli pariillcl )!' iHirtU latitude. Au cxiuniniitioii uf ihu nmp of tho country, Plato No. 2, on /■hicli aro depicted the water-slieds of the different diainage basins, [will at once satisfy the reader that no otner point could possibly bo jhoseu. The water-shed which divides " those rivers that empty them- selves into the river St. Lawrence from those which fall into tho itlantic Ocean," cannot be mistaken or disputed. The most easterly 3xtreinity of that water-shed is undoubtedly where the drainage basin )f the Bay of Fundy begins. Here three water-sheds conveigo ; lamely, the water-shed between the river 8t. Lawrence and tho Ltlantic draina ])ointed by the Imperial Government to survey the disputed territory, and to examine the several lines of boundary and the different ranges of highlands. In April, 18-iO, they reported that there was a defined range of highlands lying between the sources of the rivers Chaudiere and Du Loup flowing northward, and the Androscoggin and Kennebec ih)w- ing southward, and that it continued along the head waters of tlio Penobscot, which it divided from the waters of the 8t. John. These highlands were described as being capable of l)eii»g traced across the river St. John and towards the head of the Bay Chaleur; they also reported that thes\j higldands complied with the spirit of the Treat;; of 178-'j — that no other highlands in the country to the north were found to answer the description ; and that, to meet the want of such height of land, fictitious mountain ranges had been inserted in maps of some Surveyors of the United States. The GovernnK3nt of the United States, on tlu'ir side, directed a survey to be made of the due north line, as far as tlie head of the river Metis on the high ground overlooking the St. Lawrence. In the mean time, an armed force from jMaine entered upon and took possession of the disputed lands on the river St. John, anil in the neighbourhood of the old established British settlement at Mada- waska. They constructed forts and roads ; their surveyors laid off lots of land, and sales were made with deeds regularly drawn up : — all under the authority of the State of IMaine, and in direct contravention of the mutual agreements made by the United States General Government with the Imperial Government. Conflicts occurred between the settlers and the intruders ; on one night the marauders burned down three home- "line for our northeastern boundary, but tliat this State will insist on the line established " by the Treaty of 1783." "llesolved, that the Maritime frontier ami the extensive interior position of this State aro " in a defenceless and exposed position, and we rely with confidence that the Federal Govern- " nient will cause suitable fortifications to be erected for the defeuce of the same." THE BOUNDARY QTTERTTON. 37 iBtcads, destroying property of tlio value of .'i'2500. Mr. Fairfield, who mvo the name to the Fort on the Aroostook, was elected (lovernor a [second time, by an iinmenso majority, for tho avowed purpose of takinj^j Ipossession of the disputed territory in accordance with his expressed Idetermination. It was believed in the United States, that one chief Imotive with England was to preserve a direct mail route and military jroad between Halifax and Quebec, and it was equally a chief motive [with many in the United States to stop that communication. The ques- tion became more and more perplexing. A voluminous correspondence passed between the Imperial Government, the Government of the United States, the Government of the State of Maine, and that of the Province of New Brunswick, but no progress was made towards a set- tlement; and so matters continued until 1842, when Lord Ashburton, under instructions from the Earl of Aberdeen, proceeded to Washing- ton as plenipotentiary charged with full powers to negotiate and settle lall matters in discussion between the United States and Great Britain. Daniel Webster was the Secretary of State, and he at once com- [ menced negotiations with Lord Ashburton for a conventional boundary.* I Mr. Webster received the advice and assistance of four commission- i ers from the State of Maine. The result was the conclusion of the I Ashburton Treaty.f The first article declared : — " That the line of I " boundary shall be as follows: — Beginning at the moiyiment at the source of the river St. Croix, as designated and agreed to by the [*' Commissioners under the 5th Article of the Treaty of 1794, * * * * "thence north, following the exploring line run and marked by the " Surveyors of the two Governments in the years 1817 and 1818, * * "to its intersection with the river St. John, and to the middle of the " channel thereof ; thence up the middle of the main channel of the said " river St. John to the mouth of the river St. Francis ; thence up the " middle of the channel of the said river St. Francis and of the Lakes " through which it flows, to the outlet of the Lake Pohenagamook ; I" thence southwesterly in a straight line to a point on the northwest 17th June. 1842. t Sifjned at Wasliiiipton, Otli Aufru.st, 1812 i * PI i' " j i nf I ■! li'i li f I f- i] m f.;! M -i - 9i '-4 p 38 THE INTERCOLONIAL. |l||iiiiji;i|ii " brjinoh of the river St. Jolin, which point shall ho ten miles distiint " from the iiuiin brunch of the St. John, in a straight line anil in the "• nraiest direction ; but if the said [)oint shall be found to be less than " seven miles from the nearest point of the sunnnit or erest of the higii- " lands that divide those rivers which empty themselves into the river " St. Lawrence, from those which fall into the river St. John, then the " said point shall be made to recede down the said northwest Iminch of " the river St. John, to a point seven miles, in a straight line, from the "said summit or crest; thence in a straight line, in a course about "south, eight degrees west, to the point where the parallel of latitude " of 40° 25' north, interseeis the southwest branch of the St. John ; "thence southerly by the said branch to the source thereof in the higli- " lands at the Metjarmette Portage ; thence down along the said higli- " lands which divide the waters which empty themselves into the river " St. Lawrence, from those which fall into the Atlantic Ocean, to the " head of Hall's Stream ; thence down the middle of said stream, till " the line thus run intersects the old line of boundary snrveyed and "marked by Valentine and Collins previously to the year 1774, as the " 45th degree of north latitude, and which has been known and under- " stood to be the line of actual division between the States of New York " and Vermont on one side, and the British Province of Canada on the " other ; and from said point of intersection west along the said divid- " ing line, as heretofore known and understood, to the Iroquois or St. " Lawrence River." The Treaty farther declared the river St. John to be as free and open, from its source to its mouth in the Bay of Fundy, to the inhabitants of the State of Maine, as to the inhabitants of tho Province of New Brunswick. This ended the dispute. On the one hand, the United States accei)!- cd about five thousand square miles less territory than had been claimed for her on the plea that the line of boundary should extend on the due north line from the river St. Croix to the source of the river Metis on the crest of the dividing ridge between the river Restigoucho and tho lower St. Lawrence. It was argued that these were the high- ' 'f THE nOUNDARY QUPJSTION. 89 lands dis(!ril)i!(l in th(( treaty of ITHJi, a;* separating the waters falling into the Atlantic from the waters emptying into tlie river St. Law- fgfice : — a claim utterly untenable, as the highlands at the source of the Metis only separate waters falling into tiio liay Chaleur from those lowing into the St. Lawrence, where it ceased to be a river ; the St. Ivawronce at that point being an estuary of the Gulf of St. Lawrence, [scarcely less in width than Lake Ontario, {ind wider than the English Ichannel between Dover and Calais. On the other hand, the Imperial lOovernmcnt yielded an equal area of tht; territory which she had (always persistently claimed, embracing the country watered by the river St. John, through which Captain Yule had made the survey for [the railway l)etwecn Quebec and St. Andrews, a country reported to be remarkably favourable for the construction of the projected Trunk [line of Railway. In reviewing the whole negotiations, it is evident that the first blunder on the part of those representing Great Britain, was made jin 17U7, in accepting as the boundary, the minor branch of the river St. (-roix (the Chiputnaticook) instead of the main river ; and by an addendum to the Treaty of 1794, deelHiiug it the boundary as far as the monument, which had been erected at its source. J lad the main river St. Croix been adiiered to, as the Treatv of 1783 un(|uestionably intended, the true principles of settlement, those in fact which President Jackson so frequently urged for adoption, would inevitably have carried the line of boundary more than a hundred miles south of its present position, and would have preserved for the Domin- ion of Canada a territory measuring some eleven thousand square miles, ecpialling the combined areas of the states of Massachusetts and Con- necticut ; and which, from its geographical position, could not fail to be of the utmost value to the Dominion. When the location of the Inter- colonial Railway is considered, the prejudicial effect of the Ashburton Treaty will be more generally understood. I m :i| ■ f 'I [fjll I- -u 15 ■M^ •• ■ CHAPTER ITT. EAllLY lllSTOUY CONTINUED 1842 TO 1852. Military Uoad Siirvoyod. — Railway Mania of 1815 bringa out tlie Halifax ami Quciioc seliL'iiie. — Sir Hiclmrd IJroun advocates it. — The varioua routes. — Govenimeiit of Nuw Brunswick favours tlio route by Annapolis. — St. Andrews and (Quebec Railway revived. — Lord Asliburtoii lakes stock in it. — Asiiburton treaty killed tliu scheme. — llalifa.x and Quebec routes to be surveyed. — (-ai)tain Pipoti and Mr. llemlerson appointed. — Major Robinson's report recomniendinf; Ray Chaleur route. — Mr. Wilkinson objects. — Construction of railway urged as a relief for the famine in Ireland. — Mtijor CarmicliaelSmytli's views — Railway conference at Portland, — Nova Scotia sends Mr. Howe to Kngland. — British Government objects to scheme.— Imperial proposals. — Negotiations upset. — Deputation to England. :*?•! The settlement of the Boundary question did not lessen the neces- sity for a military road ; indeed some line of communication for military purposes was the more necessary, as the new Boundary interposed a wedge of foreign territory which threatened to sever all connection be- tween the Maritime Provinces and Quebec. Accordingly, not long after the conclusion of the Treaty, the Im- perial Government directed a survey of a military road to be under- taken, having in view the connection of the Provinces, at a distance as remote as practicable from the frontier. Tliis survey was made by Col. HoUoway of the Royal Engineers, aided by Sir James Alexander, then a Captain in the 14th Regiment. The latter was well and favourably known, acquainted with Canadian life, and strongly sympathizing with Canadian interests. The route explored crossed the interior of New Brunswick from the bend of the river Petitcodiac, by Boiestown, Grand Falls, the north of Lake Temiscouata and Riviere du Loup to Quebec. It was KAIILY IIISTOKY CONTINUED. 41 reported that liiu's of loi'tilifiitioii wuro to bo constnictod to protoct the road, and that a military post was to bo established at the (Jraiid Falls. Tlu) survey was iiiado in b^l i. 'V\u'- reports set fortli that in tniv- eisintf the hi;4hlaiids, the most diiru!ult grades would not oxeeed 1 in 1.". ; that tliese eould be redueed by obliijue and pndouged eireuits ; that the hrid:^irig of streams would bo attended witii but little dilli- cuitv as the main rivers, St. John and Miramiehi, were avoided ; that tlic|ir(ij('(ti'd road would travcirse a fertile, uneleared country, where there were abundant materials of wood and stone; and that the engineers estimated the cost at .CiJ-')00 per mile for a maeadamized road, and C b")0 i)er mile for a plank road subject to repairs in f) years and renewal in 10 years. The total length of tlic road was estimated at 500 miles. The year 1845 will be long memorable as that of the great railwa}' mania in the United Kingdom. During this period many old projects were revived and many new ones started. Among the former was that of the St. Andrews and Quebec Ilailway. apparently recalled to life by the proposal of a new scheme, the Halifax and (Quebec Railway, the pros- pectus of which had been issued in England. At that time Sir Richard Broun was engaged in taking steps for the formation of a Colonization Company, under unusually favour- able circumstances. The design was to combine the influence of all parties, on both sides of the Atlantic, who were interested in, or other- wise favourable to the revival of the rights of the Baronetage of Seof- land and Nova Scotia. He was also engaged in schemes for eonne>. 'n - (Jreat Britain with Japan, China and tlie East Indies, by means of ;\ continuous line of steam navigation and railwnys through British North America. At this juncture he received a letter from a Mr. William Bridges, suggesting that a rails^ay to unite the waters of tli,- Atlantic and thi St. Lawrence would be beneficial to the North Amcii- can Provinces, and requesting his aid. It was readily promised, as the iH'oicct so entirely a'j-reed with his own thecn-ies. ! f >J^ 1-ely -: f J i- ii 42 THE INTERCOLONIAL. Sir Richard Broun accordingly tooka.i active part in the advance- ment of the scheme of the Halifax and Queb jc Railway, and advocated it for years. In July, 1845, ho forwarded to the Governors of New Brunswick and Nova Scotia a memorvJ from th(i Provisional Board praying for certain facilities and advantages on the plea that the pro- posed railway would supersede the necessity for the projected military road, and that it would furnish facilities for the systematic plantation and settlement of the whole frontier territory of British North America. U'he memorial was accompanied by a letter from Mr. Bridges, asking that the prayer of the memorialists should bereconnnended to the Home Government ; and the memorial was forwarded. Several routes were projected. One followed the line of the pro- posed military road from Halifax, by Truro, the Bend of the Peticodiac, Boiestown, Grand Falls and Temiscouata Lake. Another, joining the above line at Truro and starting from Canso. Another, starting from Halifax, crossing the Bay of Fundy between Annapolis and St. John, and then proceeding to Fredericton and Boiestown ; and another, taking the last mentioiied route to Fredericton, and proceeding up along the west side of the river St. John to Grand Falls. The Governor of New Brunswick, in a despatch to the Home Gov- ernment, stated, that having conferred with the Executive Council and s"veral inlluential persons in Fredericton and St. John, there ai)pcared to him a general disposition to co-operate with the Railway Association, particularly if the Association v/ould declare its intention of adopting the route from Halifax, by Annapolis, St. John and Fredericton. These proposals and negotiations revived the project of the St. An- drews and Quebec Railway, dormant since 1837. A meeting was held ou the 8th October, 1840. at which a delegate was appointed to wait upon the Colonial Secretary and present a communication from the Association, in furtherance of the general interests of the undertaking. On the 24th of the same month, a special meeting of the Chamber of Commerce of St. John was held, when two dehigates from St. Andrews were heard on behalf of the St. Andrews Railway, and resolutions were passed, EAULY IIISTOIIY CONTINUED, 43 ftliaiilclng the (lopiitation for tlio iiifonniitioii (]i(!y liad given, .assuring Ithem thai tlie most eligible lines for the general good woidd neces- [.sarily coniinaud the most attention and eonsideration, regardless of local [interests. In NovemLcr following, the Cliamljer of (Commerce of St. John [held another meeting and presented a report to the Govern or, consider- [ing only the two routes from Halifax and giving their decided prefer- jcnce to that passing by Annapolis, St. John and Fredericton. On the other hiuul, the people of St. Andrews continued their ex- ertions in behalf of their own project. Subscription lists were opened, [the capital asked for being X 750,000 in shares of £25 each. On the 2r)th November, 1840, a general meeting of the Stock- holders was held, when a board of local directors was elected. Sevcu-al shares were taken in England, and a London board was appointed, of which ]\Ir. William Bridges, formerly of the Halifax and Quebec Rail- way, became Secretary. Lord Ashburton was a member of this board, and he courteously expressed his sympathy with the i)roject.* The settlement of the boundary (piestion had placed St. Andiews at a great disadvantage. It could no longer obtain a direct connection with Quebec, without crossing territory whicli now formed part of the State of Maine. Thus the confident hope wliieh the people of St. Andrews had formed with respect to their town becoming the ocean terminus of a great Intercolonial Railway, had passed away. Jt is true that a joint stock company, under the name of the St. Andrews and Canada Railway Co. after many struggles and difficulties suc- in i-i\ f !' " SiK, Piccadilly, 26th Juno, 1847. " In reply to your note, I bctr to say that I will take with pleasure a small interest I 'I of (CCOO) five hundred poun.ls in the St. Andrews and Woodstock Railway Company. I "^ am gating too old for any extensive ventures of tliis or any other kind, but I feel so strong- •• ly interested in the settling of your fine Colony, that I am tempted to take this trifling in- " vestment in a useful undertaking connected with it." ' I congratulate you on having Lord Fitzwilliam to place his name at the head of your ^^ 1-ondon subscribers. You could not possibly appear before the public more advautageous- "ly th.'in you are." To Captain Koiunson, K. N. l -■ f a 44 THE INTERCOLONIAL, iiiiir:^ ceeded in constructing a railway as far as Woodstock, a distance of 94 miles ; but the Coini)any has not been able to extend its works beyond that point. In the mean time, the Halifax and Quebec scheme was experiencing many difficulties. The prospectus published in England had given tlie names of several men of standing and influence in Nova Scotia as con- nected with it. Several of these gentlemen repudiated the connection, stating that they never had been consulted and that their names had been used without their sanction. This proceeding destroyed confi- dence in the association. Nevertheless Lord Falkland, the Governor, looked upon the scheme as both j)racticable and desirable, and declared that he should deeply lament itsbeingabandoned, either for want of effort to determine its feasibility, or from its having been undertaken by individuals without the influence to effect its completion. In view of the importance of the project, alike to the Mother Country and to the Colonies, he applied to th^ Home Government to send out competent ^Military or Civil Engineers to make an accurate sur- vey, by which the practicability of the scheme could be determined and the best route established. He .also set before the Home authori- ties that, as the mother country would obtain direct Railway communi- cation with Quebec, the object proposed by the military road, it was hoped that the British Government would contribute towards the railway, some portion of the money which would otherwise have been expended on the military road. Mr. Gladstone, then Secretary of State for the Colonics, rei)liecl to this despatch and approached with caution the question of granting any aid to the undertaking ; but in April, 184G, instructions were issued to the Royal Engineers to make the survey asked for. Public attention was much turned to the project by the sjieechcs and writings of many prominent men who discussed it. The points generally considered were, the effect that the railway would have on the commerce of the country, on the settlement of wild lands, and on the union of the provinces into one community, the more intimate connection EARLY HISTORY CONTINUED. io ; wliicli could be established with the mother country anci the greater general security in case of war. On the last point, Col. Hollo way, who had conducted tiie survey for the military road expressed himself strongly in favour of the Railway.* Sir John Harvey in his opening address to the House of Legisla- ' ture of Nova Scotia in January, 1847, recommended to their continued attention this railway, which he said was not second to any project which had ever engaged the notice of any Colonial Legislature in any part of the British Dominions, and which would : — " constitute the '' most imj)ortant link in that great line of communication, which may " he destined at no remote period to connect the Atlantic witli t]io " Pacific Ocean, and to conduct to a British seai)ort, from those into '• which it is now forced, that vast stream of trade, not of our own WesL- *' cru possessions alone, hut of the rich and extensive wheat and grain "growing districts of all Central America." Resolutions were pas-sed by tlie Parliaments of the three Provinces, in Nova Scotia on -iih ?daich, New Brunswick on the 2d April, and Canada on the 20th May, 1840, setting forth the necessity tor the survey, and binding the several Provinces to make good the expense, each within its own limits. Accordingly instructions for the survey were issued on the 11th June, 1846, by Mr. Gladstone, to Captain Pipon and Lieutenant Hen- derson of the Royal Engineers. These instructions gave general directions for the line of survey : — viz. From Halifax to some port in tlie Bay of Fundy, whence by steamer connection would be made v/ith St. John ; starting again from St. John the line would proceed to FredericLon and along the valley of the river St. John to the Grand Falls ; thence by the East side of * 4th May, 183G. " I know that the British Government is strongly inclined for a military roail, and if I see no objection on fiirtlier inqniry I wonld gladly reooniinend a railway instead of tho "ordinary turnpike road. I believe the Government is impressed with tlio importance of a "railway from Quebec to Halifax in apolitical point of view, and I am of opinion that it is "highly di'sinibli', if not absolutely essential, for the military defence of the British Ameri- "can Provinces." f r.;| ■ H i. i % K ■ -. \H |i I • i !l .i-,-< ii. ' Si . i M 46 THE INTERCOLONIAL. i I Lake Tomisconaia to the inoiith of the river dn Loup, and Ihcnco by the south bank of the river St. Lawrence to Quebec. A second line was projected from Halifax to tne bend of the Petitcodiac, thence as straight to the Grand Falls as would be consistent with the best mechanical selection of the line, and from thence as be- fore described to the St. Lawrence , A third line was projected from Halifax to the nend of the Petitco- diac, and thence keeping to the northwest by Newcastle and the Bay Chaleur, or its vicinity, to the St. Lawrence. The survey was carried on by Capt. Pipon and Mr. Henaerson* until 28th October, 1846, when Capt. Pipon, in an attempt to save the life of a boy in his party, was drowned in the river Restigoucho. The whole duty then devolved upon Mr. Henderson, until the summer of 1847, when Major Robinson of the Royal Engineers was appointed to take the place of Captain Pipon. On the 1st May, 1847, Mr. Henderson made a preliminary report as far as the survey had then proceeded. He objected to the first route on four grounds. 1st, on account of the break in through communica- tion, owing to the necessity of crossing the Bay of Fundy, 40 miles wide ; -d, from the probability that private enterprise would open up that section of the province ; 3d, because in his opinion it was " evidently the object of the trunk line to benefit as much as possible " the mass of the Provinces," and 4th, because of very steep grades and heavy works to be found on that route. On the second route he gave the preference to a line starting from Dartmouth, on the east side of Halifax harbour, because from that place, as a terminus, the railway would be five miles shorter than from Halifax. The Cobe([uid Mountains were well explored, and the pass by Folly Lake pointed out. The survey b}"- that time had reached the head waters of the river Restigouche, arul showed that there would be difficulty and expense in crossing the river Tol)i(iu(\ a brancli of the St. John, and that * Now Col. Ilt'iiilorsoii I! EARLY HISTORY CONTINX^ED. 47 n iiQcrsoir the constniction of a railway b}^ the line which, had previously been selected for a military road was impracticable. On the third route he endeavoured to find a line that would prevent the necessity of following the sea-shore along the Hay (Jhaleur, but it was not possible to find one. By the valley of the NepissiguK a practicable line was " out of the q^'estion," the hills becoming mountains separated by deep ravines, and at last " the mountains at the heads of the Tobique, Miramichi, etc., rise in wild confusion." He himself explored the greater portion ot the wilderness, in which lie the heads of the Tobique, Nepissiguit and Upsalquitch. On the whole he was forced to give his- prefct'-'ce to the coast line by the l^ay Chaleur. Major J{obinson made the final report of the survey under date of 81st August, 1848. The route recommended was from Halifa . to Truro, i)assing over the Cobecpiid Mountains, thence by the Gulf shore to the river Mira- michi, which would be crossed at the head of tide, thence proceeding by the Nipissiguit River to the Jiay Chaleur, and along the coast to the mouth of the Metapedia, proceeding up the valley of the Metapedia to the vicinity of the »St. Lawrence, thence along the St. Lawrence to the Riviere du Loup and Point Levis. The estimate for this line, for 635 miles, from TLalifax to Quel)ec, was set down by Major Robinson at X7000 sterling per mile, or in round numbers Xr),000,000 sterling, and it was strongly reconnnended that the railway, at wlnitever time it might be commenced, should be properly and efficiently constructed. The route recommended would, in Major Robinson's opinion, secure the greatest innuediate amount of remuneration for the exi)enditure,and the development in the highest degree of the commerce and fisheries of New Brunswick. The greatest facilities for construction were afforded, I at many points, l)y its proximity to the sea, and, from the same cause, the least apprehension of interruption of tnitlic by climatic iiillu- lences. Its remoteness from the United States fiontier secured it from -itf:i-k in ease of hostilil ies w itii the United Stales, and llie grades I i ,...:i. I jl 48 TUE INTERCOLONIAL. i|!i«W! I i:j|iii|:'!| ill i!ii would be easy on account of its passing through the least elevated countiy. Major Robinson also urged, as additional reasons for the adoption of his route, and the speedy construction of the road : — That by embarking and disembarking at Halifax, the danger and inconvenience from the navigation of the Gulf of St. Lawrence would be avoided. , That the mails to and from Canada would pass over territory exclu- sively British, and yet be received at Montreal as soon as they could be received at Boston. That from a political and military point of view the proposed rail- way had become a work of necessity. And that, if it should ever become necessary or advisable to unite all the British North American Provinces under one Legislative Govern- ment, the means to the end, the first step to its accomplishment, would be the construction of the Halifax and Quebec Railway. In a letter of an earlier date he made mention of the difficulties attending the survey, and he spoke of the dangers and hardships which those engaged in the survey had experienced.* Soon after the appearance of INIajor Robinson s report, Mr. Williin- son, of the Crown Lands Ofliue in Fredericton, who had been in charge of one of the surveying parties, published a pamphlet objecting to Major Robinson's recommendation of the Bay Chaleur route and his condem- nation of the shorter and direct route throucrh the centre of New Brunswick. Mr. Wilkinson contended that sufficient examination had not been made to establish the best line through the central district (f New Brunswick, and that more explorations were desirable. * lie writes that one of liis chief surveyors and drau(j[htsnien, Mr. Grant, " in some burnt " hmd, liaviiig left tlie line for a short time to make a sketch from some rising ground, could " not again find tlie track, and after being lost for five days witliout a morsel of food, was " found on the morning of the sixtli day lying exhausted, and at the last extremity, by some " lumbermen passing most providentially up the stream to wliich he had Wiindered, ami " when unable to move farther he had laid down on the top of the bank for two days. This " solitary boat was, in all probability, the only one passing that way for a twelvemonth " tof^i'tlu-r. Mr. Grant's hands and feet were frost-bittcMi, and though this happened eiirly " iu November, he lias not yet (17th Dec, 1847) fully regained the use of them." EARLY HISTORY CONTINIED. 49 ]\Iaj()i' Robinson replied tliat large parties had been employed fortwo seasons on the central route, that officers of the Royal Engineers had ex[)lored the district for the niilita road, that he had made use of their reports, and that all information showed the improbability of discover- iiiH' ill that direction a practicable route for a railway. This discussion was continued until 1852. In the mean time, a problem of more than usual difficulty occupied public attention: — colonization from Ireland, in consequence of the famine of 1847. It was contended that the Imperial Government should direct a systematized migration to the British Colonies, wiih the certainty of obtaining emp»v)yment for the emigrant on his arrival. The arguments mainly took the form of the scheme advocated by Sir Richard Broun, that colonization should be considered in connection jwith Railway construction. One gentleman, ]\Ir. Buchanan, in a letter dated 12th February, 1847, to Lord Elgin, advocated the em[)loyment of 25,000 men on the Halifax and Quebec railway ; to each of whom should be given 50 acres of land along the line of the railway, besides [certain wages.* Lord Grey, himself, favoured the grant of money to railways, instead [of paj'ing any direct subsidy to emigration, on the principle that emi- [gration would follow the commencement of the railway. lie consid- [ered that the hardships and difficulties, attendant on the new life )f the emigrant, were to no small extent caused by want of combination, Jand by the absence of division of emi)loynient ; — and in order that colo- nization might be best promoted, Parliamentary appropriations were [•equired for carrying out desirable improvements, such as railways and 3auals, or other public works. On the part of the local Governments, no effort was, spared to in- luce the Home Government to intervene. On the olst jNIarch, 1849, an act was passed by the Legislature of r ii * Siieli a road ho said, "as a fjrcat and natioiial work, is admitted by every one con- lU'ctfd with tiie colony, to be of tlie first and nu" ' '' • ' •■■ • ' - • * ■—'<' *-> the Colony, but to the Mother Country." 60 THE INTERCOLONIAL. Nova Scotia, authorlzinjr the transfer to the Imporiiil authorities of Crown Lands, ten miles Avide, on each side of the line of the proposed railway, and pledging the House to the payment of £'20,000 sterling, for interest on capital to carry on the work. The Home Government, however, replied that the demands on tlie Imperial Treasur}^ were, at that time, too manifold and too pressing to admit of any measure being suhmitted to Parliament for the aid required. The project accordingly remained stationary ; as the united resources of the three Provinces, unaided, were inadecpiate to carry on the work. But the question in no way passed out of view. It was discussed in > the press. Several pamphlets appeared in its advocacy, among the lat- ter a brochure hy Miijor Carmiehael-Smytli, api)eared in the Avinter of 1840, earnestly setting forth the advantages of employing the people and capital of Great Britain in her own Colonies. This writer advo- cated the application of the surplus labour of the United Kingdom, to the construction, not only of an Intercolonial communication, but of an Imperial line of railway from Halifax to the Pacific coast. The importance of a railwa}- connection l)etween Halifax and the I United States system of Railways, Avas fully recognized in the United j States, and an effort was early made to effect it. In July, 1850, a con- vention was called to meet at Portland, for the j)urpo.;e of considering] a series of propositions for the construction of a railway from Porthuul through New Brunswick and Nova Scotia to Halifax. Kepresentatives] from the several British Provinces were invited to attend. At the] meeting of this convention, the representatives of United States inter- ests pledged themselves to construct their part of the railway througlil the State of Elaine. Further, capitalists who were present professed! their readiness to complete the whole railway through the British Provinces, provided Acts of Incorporation, with liberal grants of money j and land, Avere given. The representatives of the British Provinces, however, determined! that they would construct the railway through their own territory with !i i EAIILY HISTORY CONTINUED. 61 • ) tlicir own resources. But as the rate of interest on loans would Le re- duced 1)V an Imperial guarantee, another appeal was nuuh; to the Home Government to guarantee the interest on the cost of its construction; the revenue of the Provinces being pledged to the British Government as security. The people of Nova Scotia were especially interested in the com- pletion of this railway connection with Halifax, their caiutul. Mr. Howe, then premier, accordingly proceeded, as a delegate to England, to press their cause on the Home Government. He was so far success- ful, that he received a htter, lOth March, I80I, from the Colonial Secretary, to the effect that the Government had determined to rtfcom- raend to Parliament that the guarantee should he granted, or that the money should be advanced from the British Treasury, on certain conditions. This letter made mention " of the strong sense entertained by the " British Government of the extreme importarxce, not only to the Colo- " nies directly interested, but to the Empire at large, of providing for " the construction of a railway, by which a line of communication may " be established, on Biitish territory, between the l*roviuces of Nova " Scotia, New Brunswick, and Canada." ]\Ir. Howe's mission was to advocate the claims of Nova Scotia, in regard to the railway projected from Halifax to St. John, to meet a railway tiirough the State of ]\Iaine from Portland. But the letter of the Colonial Secretary stated that the British Government would not feel j justified in asking Parliament to pledge the credit of England for any object which was not of importance to the Empire as a whole. As they I did not consider that the railway advon^.ated by Mr. Howe answered this description, in order to obtain the Imperial guarantee it was essential that satisfactory arrangements should be made with Canada and New Bruns- wick, by which the construction of a railway, passing wholly through British territory from Halifax: to Quebec or Montreal, should be pro- [vided for. Moreover, in order that arrangements might be effected, the Im- 11 i,'| il 11 n w 52 THE INTERCOLONIAL. fe pi IWIRR il pcrial Government proposed to recommend to Parliament that Canada and New Brunswick should receive ecpud assistance. It was also determined, that the cost should bo j)rovided for hy loans raised by tlu! Provinces, with the Imperial gfuaranteo ; that llie line recom- mended by Major Ivobinsoii, need not be followed, if a shorter and better line should be found, but that any deviation should bi' subject to the approval of tlie Imperial Government; that the loans to be raised in the several provinces slioidd be a first char^^o upon the Provincial revenue, after jxiyments on account of the civil lists ; and also, that taxes should be imposed sufficient to provide for the payment of interest and sinking fund. It was also stated, that the P)ritish Government would " by no "means object to its forming part of the plan which may be determined " ujjon, that it should include a provision for establishing a communi- " cation Ijctween the projected Railway and the Railway^ of the United " States." At the same time (1-lth ]\Iarch, 1851), Earl Grey, Secretary of State for the Colonies, wrote to the Earl of Elgin, Governor General of Can- ada, that Her Majesty's Government had long earnestly desired to see the Railway constructed, as they considered it calculated greatly to advance the commercial and political interests both of the British Prov- inces in North America and of the IMother Country ; and that they regarded the work as of so much importance to the whole Empire as to justify them in recommending to Parliament that Imperial assistance should be given. Earl Grey concluded by suggesting that a deputation from the Executive Councils of Nova Scotia and New Brunswick, should meet Lord Elgin and his Council, for the purpose of coming to some agreement on the different matters to be considered in connec- tion with the Railway ; Avhich agreement, after being approved by the Legislatures of the several Provinces, might be submitted for the sanc- tion of the Imperial Parliament. The suggested conference! was held at Toronto, and a satisfactory arrangement attained. The Parliament of Canada, being then in ses- EAIILY mSTOllY CONTINUED. 53 sion, ijroccedcd "without dcluy totho rcciuirod lo^islation. Tho Assem- blies of tho Miiritiiuo Provinces were called expressly for the purpose, hut hi'foro the J-.e^ishituro of New Hruuswick could nu'ct, a dcisijatch was received from Loudou couveyin;^ the intelligence that, although the British (Jovernment hail no objection to the pr(/ject includinL;" a i)r(Jviso for estal)lishinga communication with the Railways of the United States, the cost of such a communication could not be included in the guarantee. Mr. Howe had understood that the guarantee would cover the cost of the Railway advocated by him in London, namely, from Halifax, by Ti'uro and St. John, to join the Railways from Portland in the United States, as well as of the main line to (Quebec and ^lontreal. As this Railway (the Euro2)ean and North vVmerican Railway) was considered to l)e of very great importance to New Brunswick, and as the Legisla- ture of that Province had already pledged the public credit to the ex- tent of XoOO,000 sterling for that lino and the St. Andrews and Quebec Railway, it was not considered expedient to accept the terms offered if that Hue was not included in the guarantee. The conference therefore came to an end ; but the delegates before separating expressed their determination not to abandon the hope of ob- taining the desired aid from the Imperial Government. Accordingly Sir Francis Hincks, Mr. E. B. Chandler and Mr. Howe proceeded to London and pressed their views on the Government of which Lord Derby was then the head. Although the various despatches show that the Imperial Govern- niont, under different administrations, always held that the proposed Railway from Halifax to Quebec would be of benefit to the Mother Country, the terms conceded to Mr. Howe by the letter of the 10th March, 1851, required that the Railway should be constructed at the cost of the Provinces ; and that the Provinces should tax themselves sufficiently to secure the Mother Country from loss by the guarantee of interest. The assistance offered by the Imperial Government was hmitcd to the guarantee of a loan, by which the yearly interest would ^mmm ' 54 THE INTERCOLOSTAii. 1k! I'lMliiood. Tt thcroforo followed, that thodcpulation should consider what would bo most advaiitaj^(M)Us to the I'rovlnees. They urt,a^d that Major Robinson reeommendcid tiiis route principally on military consid- erations, treating revenue as of secoiulary imi)ortance, as his line avoided the populous districts of Xew Brunswick ; tliiil, on accountof the settle- ment of recent difliculties with the United States, military considera- tions need no longer assume such prominenct;, and no special necessity continued for keeping the railway far oft from the frontier of the United States; consequently, that the j)roposed line should pass by St. John and up the valley of the river St. John, as that route promised the greatest commercial advantages. It Avas further argued, that as the whole cost of construction would be borne by the Prov- inces, the Colonial Legislatures could scarcely bo expected to sanc- tion a line with the primary view of consulting military or Imperial in- terests. Lord Derby acknowledged the force of the arguments, and admitted the importance of a Railway through British territory, connecting the Provinces. He however declined to extend aid on the terms uroposed. ■« m • CHAPTER IV. HISTOUY CONTINUED. 18r)2 TO 1802. The provinces build railwnvs on tlieir own resources. — Another unsuccessful appeal to the Home Guveninient, — Civil war in United Stntcs. — rr(»viMci'Sii};ain appeal. — HoKiiutionsof Qiu'l)i'c in 1801. — ElTect of " the Trent ufliiir." — Provinces usk lor niodilieJ ttssislauce. — Failure of negotiations. No further communications on the subject appear to have passed between the several Governments, from 1852 to l8oT, with the excep- tion of a statement furnished by the Imperial authorities in April, 1856, showing that the surveys had cost <£ 14,005.17.10 sterling, with a re- quest to the three Provinces to repay the balance owing by them, ■£1449.17.4 sterling. The three Provinces, however, without any unity of plan, but each acting independently, determined each with its own resources to ])ro- cced with the construction of railwaj'^s. The Intercolonial system accordingly was commenced at different points, on no defined plan, and on no assured certainty when the full system would be completed. In 1852, Canada incorporated the Grand Trunk Railway Company with the Provincial guarantee of 812,000 per mile, for the construction of the line from Sarnia to Trois Pistoles, 153 miles east of Quebec. The section to St. Thomas, 41 miles, was finished in 1855, to River du Loup, about 120 miles from Quebec, in 1860. The line was not con- tinued to Trois Pistoles as originally intended, and River du Loup ac- cordingly became the terminus of the Grand Trunk Railway. In September, 1852, New Brunswick entered into a contract with Messrs. Peto, Betts, Jackson and Brassey, for the construction of the i ' ■>i I ,|: t. ;■' M J| r 56 THE INTERCOLONIAL. ti:- railway from the western side of the Province, easterly to the boundary line between New BrunsAvick and Nova kScotia. By Septembei-, 1858, the surveys were so far completed that the first sod was turned on tlie 14tli of that month. Construction Avas immediately connnenced, and Mas j)rosecuted until 1804. But the fuiancial crisis, consequent upon the Crimean war, brought the operations to a close. In 18r)G, the contractors retired from the work, and the portions rf the line on which their operations had been carried on, lying chielly between ^Aloncton and Shediae, Avere transferred to the Provincial Ciovernment. Operations Avcre at once undertaken l)y the (xovernmeiit. The raihvay AA'-as opened for traffic in 1800, bctAveen St. John and Shediae, a distance of 108 miles. In the spring oT 1854, Nova Scotia passed the Raihvay Act, au- thorizing a Provincial loan. The first sod Avas turned at Bichmond, near Halifax, on the loth June, 1854. The railway AA'as oj)ened for public traffic to Truro, Gl miles, on the 15th December, 1858. Thus betAveen Quebec and Halifax, 288 miles of railway were indepen- dently built by the three Pro Annces,Avithout aid from the Imperial Govern- ment. In June, 1857, negotiations were resumed, and a deputation left Canada in July, to submit to the Imperial Government the political coi>- siderations Avhich suggested that aid should be granted to the enterprise. The Imperial executive. hoAvcver, declined to apply to Parliament for the aid asked for, on the ground that the resources of the Empire Avere already severely taxed. The following year, pursuant to mutual agreement, each Province sent an address to the Queen, setting forth that each Legislature avus prepared to aid the raihvay to the full extent of the resources of the country, and that they would regard no sacrifice too great to promote its construction. On the 1st May, 1858, the Legislature of Nova Scotia addressed Her Majesty, to the effect that tliis enter])rise. of more than colonial importance, liad been ])ressed upon the consideration of Her Majesty's Government for many vears, that the l)eneiits to be derived Avere ac" ] 1 if-i < )1{ V CONTINUED. Ol kiiowlcdi^cd, but that, as the accomplishment was beyond their nn- aitk'd resources, the result must depend on the assistance which Avould be given it. Ill the same year tlio Legislature of Canada, passed a series of reso- lutions* setting forth, tliat tlie national importance of the scheme called for the interference of the Government, that during the months of winter, intercourse between the Provinces could only be carried on through the United States ; that in time of war, tlio difficulty of access to the ocean would be seriously felt ; and arguing that the railway, while extending facility of communication from Province to Province, was necessary for Imperial interests, and would form an important section of a liigliway Avhich would ultimately extend across British America from tlie Atlantic to the Pacific. Each Province also sent delegates to L'. ..don again, to pn^ss upon the Imperial Government the object so earnestly desired ; but only to meet with another denial, the negative being clothed in the official * 1. That tlie construction of an Intercolonial Ilailway, connoctinj:^ the Provinces of New Brunswick, and Nova Scotia willi Canada, lias lon.t;' been re^anlcd as a matter of national concern, and ought earnestly to be pressed on the consideration of the Imperial Govern- ment. 2. That during several mon*hs of the year, intercourse between the United Kinijdom ami Canada, can only be carried on through the territory of the United States of America, and that sucli dependence on and exclusive relations with a foreign country cannot, even in time of peace, but exercise an important and unwholesome influence on the status of Canada, as a portion of the Empire, and may tend to establish elsewhere that idjntity of interest, which iniglit to exist between the Mother Country and her Colonies. 3. Tiiat wiiile the House implicitly relics on the repeated assurance of the Imperial Govern., lent, tliat the strength of the Empire would be put fortii to secure tliis Province against external aggression, it is convinced tiiat sucli strength cannot be sufHciently e.xerted (lining a large portion of tiie year, from the absence of sufficient means of co nnuinication ; and tliat should the amicable relations which at present so liapiiily exist between Great Britain and the United States be ever disturbed, the difficulty of access to the Ocean during tiie winter months might serious!}- endanger tlie safety of the Province. 4. That in view of the speedy opening up of the territories now occupied by the Hudson ly Company, and of the develoimient niid settlement o* the vast regions between Canada and the I'aciflc Ocean, it is essential to the interests of the Empire at large, that a highwiiy extendhig fi-fim the Atlantic Ocean -westward should exist, which should at once place the "hole Britisli jinsscssions in America, within the ready access and easy protection of (jreat Britain, wliilst, by the facilities for internal communication thus afforded, the prosperity of those great dependencies would be promoted, their strength consolidated and added to the strength of the Empire, and their permanent union with the Mother Country secured. 8 ■ i R i 1 J t; ! n. s rC ' ■ if : ;! is '■ 1 1 ipflF _i. M. 58 THE INTERCOLONIAL. |i!N:iiLi!:i mm phraseology which the practised pen of the Colonial Office can so well use. While those who were advocating the project saw that in the future the federation of British North America must follow, the Colonial Office considered that the opportune moment had not arrived ; that national expenditure must yield to national resources ; and however important the benefits which the Intercolonial Railway would confer, objects of interest to Great Britain yet more urgent had presented themselves, and that the project nmst yield to the necessity of not unduly increasing the public burthens. In 18(51 the civil war was raging in the United States. Again the necessity of the railway became so evident that it could not be ignored ; and it was felt that under the pressure of events another appeal should be made for Imperial assistance. An address was pre- sented to the Queen in April, repeating the arguments so frequently and so unsuccessfully advanced. But there was the same reply, that it was not possible to encourage expectation of assistance. The provinces, h jwever, still adhered to their determination in no way to abandon the enterprise, and in October, 1801, a despatch was sent to the Imperial Government, conveying the Resolutions agreed to by fifteen delegates from the several Provinces, met in council at Quebec. These resolutions were to the effect that tlie Government of the Provinces should renew the offers of October, 1858, to the Imperial Government, to aid in the construction of a railway to connect Plalifax with Quebec, and that a delegation from each Province should proceed to England, with the object of pressing the project upon the Home Government. At the same time that the Provinces should endeavour to procure the separate provincial legislation necessary to carry out the project, and that the route should be decided by the Imperial Gov- ernment. The delegat s * jiroceeded to England and, while they were engaged in submitting their propositions to the Colonial Secretary, news of •Hf P.M. Vankonghnet for Canada, Hon. Joseph Howe for Nova Scotia, and Hon. S. L. Iiiley for New Brunswick. HISTORY CONTINUED. 59 what is known as " the Trent affair," reached Enghmd. This event placed tlie enterprise in such a liglit before the Biitish public, that the success of their application seemed assured. The delegates themselves put forward their case with great force, stating that the late startling events rendered their representations almost suijorfluous. The war against which they had desired security was now imminent. Their frontier was unprotected, and exposed to the con- centration of hostile troops at the termini of seven railways of the United States. A hundred thousand men, they said, could be sent across the frontier with more ease than a single battery of artillery could be trans- ported from England, or a single barrel of flour carried to the sea-board. In their present position, if cut off by war from the United States and by the winter ice from Canada, the Maritime Provinces would have to depend upon Europe for their breadstuffs. The delegates added, that, if the facts which had occurred, and the dangers which were apprehended did not successfully jdead their cause, all that they could advance would only be a needless intrusion on the patience of the Government. The terms which the delegates at this time proposed were different from those previously submitted. The estimate for the railway, re- quired to be constructed, was X3,000,000 Sterling, and the dt.egates pro- posed that in order to meet the yearly interest on this sum at four per cent., the provinces would raise yearly XGO,000, if the Imperial Govern- ment would raise the other £(30,000 yearly ; in consideration of which, mails, troops, and munitions of war on Imperial account, were to be carried free. This proposal the Imperial Government declined to ac- cept, but renewed the offer of Lord Grey, of the 10th March, IHol. On the 10th March, 1862, delegates from all the provinces met again iu Quel)ec to consider the renewed proposal of the Imperial Government ; and they came to the resolution to accept the proposal of the Imperial guarantee of interest on the loans to be made. Influenced by the conviction of the paramount importance of the railway as forming an essential link in a line through British territory, from the Atlantic to the Pacific, the Provinces resolved themselves to f 'i ukU 1 nil } , 1 I ! m :1| 1 1 III i t F l! ill il , : ■ ( [ i ' 1 GO THE INTERCOLONIAL. assume the lial)ilities necessary to its construction. Delegates were ac- cordingly appointed to proceed to England * to arrange the terms on which loans could he made, and the extent of the security to be given, as -well as the amounts to be allowed for the transport of troops and mails, and indeed generally to determine the best mode of commencing the enterprise. Several interviews took place between the members of the Home Government and the delegates. The rate of interest, the terms of re-payment, and the question of the priority of the Imperial obliga- tion over the other debts of the provinces, Avere all severally discussed, likewise the estal)lishment of a sinking fund, which the delegates did not favour. The delegates from New Brunswick and Nova Scotia did not recognize that serious difficulty was involved in this last condition, and therefore to meet their legislative duties, they left London before the termination of the negotiations. The delegates from Canada, however, had formed strong objections to the establishment of a sinking fund; they therefore prejDared a memorandum dated December 28rd, 18G2, on this point, setting forth, that the conditions proposed by the delegates, and detailed in a paper submitted,! Avould enable the Colonies to borrow the re(|uisite funds at the low rate of 3^ per cent., and would render the Imperial guarantee a real act of assistance ; one which would be * lion. W. V. IIowliHul niul Hon. J. B. Sicottefor Canada ; lion. Joseph Howe for Kova Scotia, anil Ilmi. S. L. Tillcy for New Brunswick. t CONDITKJXS PROPOSED BY THE DELEGATES. "1. That the loan shall be for £3,000,000 Sterling. "2. That the liabilities of each Colony shall l)e apportioned as follows : — £1,250,000 for Canada. 87o,000 for New Brunswick. 875,000 for Nova Scotia. " 3. Tliat the debentures sliall l)ear interest at the rate of "I per cent. " 4. That the interest shall be paid lialf yearly in London, on the 1st day of May ; and the 1st day of November. " 5. That tiie loan shall be repaid in four instalments. £ 250,000 in 10 years. 500,000 in 20 years. 1,000.000 in 30 years. 1,250,000 in 40 years. HISTORY CONTINUED. 61 accepted n«! an equivalent to a contribution by the Imperial Govern- ment to the undertaking. The memorandum further set forth that the resources of the provinces were in themselves an ample security against any loss falling on the Imperial exchequer. This memorandum was forwarded to the Colonial Office, but no farther interview consequent upon it Avas held. Their colleagues hav- iii"- left for Xova Scotia and New Brunswick, the Canadian delegates themselves returned to their own Province. I . " G. That tlie net profits of the road shall be applied towards the extinction of the loan. '• 7. Tiiiit tiie loan shall be the first cliiirge upon the revenue of each Colony, after the existing debts and charges . "8. Tiiat the Imperial Government shall have the riglit to select one of the Engineers appointed to make the surveys for the location of the line. "9. Tiiat the selection of the line shall rest with the Imperial Government. "10. If it is concluded that the work is to be constructed by a joint Connnission, it "sliallbe constituied in the following proportions : Canada shall appoint two of tlie Commis- "sioners, New Brunswick and Nova Scotia each one. These four shall name a fifth before "entering upon the discharge of their duties. " Siicii portions of tlie railways now owned by tL^ Governments of Xova Scotia, and " New Brunswick which may be required to form part of the Intercolonial road, will be " worked under the above Commission. " 12. All net gain or loss resulting from the working and keeping in repair of any "portion of the roads constructed by Nova Scotia and New Brunswick and to be used as a "part of the Intercolonial road, shall be received and borne by tliese Provinces respectively ; " and the suri)lus, if any, after the payment of interest, sliall go in abatement of interest on the "whole line between Halifax and Riviere du Loup. " 13. That the rates shall be uniform over cacii respective portion of tlie road. "14. That Crown Lands rctiuircd for the Railway or Stations shall be provided by each Province." I !( i * i lit -■ I 62 THE INTERCOLONIAL. iilttilini'i \\--' CONDITIONS PROPOSED ON THE PART OF THE LMPEUIAL GOVERNMENT. " I. Tliiit Rills shall be immediately submitted to the Legislatures of Ciiniuli, Nova Scotia, and New Hruiiswiek, authoriziii ' the respective Governments to borrow £3,000,000, under liie guarantee of the Rritish Government, in the following proportions : — five-twelftlis Canada, three and one-half twelftiis, Nv^va Scotia, and three and one-half twelfths, New Brunswick. " 2. But no such loan to be contracteil on behalf of any one Colony, until corresponding powers have been given to the Governments of tiie other twu CoKiiies concerned, nor unless the Imperial GoTcrnment sliall guarantee piiyinent of interest on such loan until repairinci pal sum (if After the first ten years a sinking fmid per annum '. Peranmnn And at tiie end of the first ten j'ears a principal sum of First Di'cade £ uO.OUO 10-1,583>^ Si Cdinl 1 hiade. £ 4o,sya'j 60,000 104,583>^ 35,000 72,708>i 35,0ti0 7-2,708',< 35,000 72,708>'3' 35,000 72,708K in.ccr,^;, 02,500 32,083J^ ll.GCO^^ 43,750 32,083>i Tlilnl iMfddi'. £ 37,500 Fourth I tirade. £ 20,b33>;^ 70,833>;^ 20,250 23,333Vj 4"J 583 >^ 43,750 26,250 n,iji;(;-j 23,333!,( 4'j,583>^ 41,0()G= 02,500 I i,583>^ 20,1 OO?^ 43,750 14,583-^ 43,750 i I ! i N ]m CHAPTER V. ■ 1 jl HISTOllY CONTINUED. 18G2— 1867. State of railway extension in 1802 — New Brunswick and Xova Sootia make fresh efforts- Survey dcterniiiieil ou — Mr. SamU'i,rd Fleming aj)i)(>inted — Mr, Fleining's report — Ad- vantages of the Bay Chaleur route — Newfoundhind railway — Political dead-lock in Canada — ?.I()veinent towards Confederation — Members of Canadian Li'gislatnre invited to Maritime Provinces — Convention at Charlottetown — Tlie (.iiiebec Convention — Reso- lution respecting Intercolonial Kailway — General festivities — Act of Confederation — Act guaranteeing interest on Railway loan. At the close of the decade ending 18G2, the Railway system hud been extended through a considurahle portion of British America. The Grand Trunk Railway was in operation from Sarnia, at the foot of Lake Huron, to Riviere du Loup a hundred and twenty miles from Quebec towards Halifax ; a distance in all of 780 miles. A Railway had been constructed from St. John to Shediac in New Brunswick one hundred and eight miles in length. Halifax had been similarly con- nected Avith Truro in Nova Scotia, by a line sixty miles in length; and towards the close of 18G2 a well directed effort had been nnide to estal)lish the conditions on wdiicli the Imperial Government would assist in the completion of the line j'ct to be constructed. Altliough this attempt did not succeed, the liope was still entertained that the difficulties experienced could eventually be' removed, if a spirit of con- cession and good feeling actuated all who were conducting the negotia- tions. The action of the Canadian delegates with regard to the sinkini? fund, led to some disappointment in the ^Maritime Provinces. Tlie con- ditions liad been fully discussed in repeated conferences, and changes HISTORY CONTINUED. 65 had been introduced to meet the objections that had from time to timo been offered. It was considered, therefore, that possibly the Imperial Government might have been induced to modify the objections which it had advanced, if met by argument and conciliation. The Secretary of State for the Colonies in a despatch to the (jov- ernor-General of Canada, January 17, 1803, stated that he certainly had been under the impression that, with the exception of the establishing of a sinking fund, all the diffieulties had been removed by explanation or concession ; that the objections to a sinking fund had been to a great extent removed ; and that he thought some of the grounds set forth in the memorandum of the Canadian delegates Avould hardly have been advuiieed if the objectors had thought it advisable to ascertain by further conference the intentions of Her Majesty's Government. The Legislatures of New Brunswick and Nova Scotia in no way remitted their efforts, they still put forth their old energy and con- tinued that unflinching support and determination, which had gone so far towards attaining success. On the return of the delegates, bills were passed authorizing loans for the construction of the railway.. The votes were carried with the expectation that the Government of Camida would take the same course. But it was held in that Province that the failui'c of the negotiations left matters precisely where they had been, and that there was no call for legislation inasmuch as no defined policy had been determined. On the 25th February, 1863, an Order in Council Avas passed by the Canadian Executive ; it expressed concurrence in the action taken by their delegates and suggested a course of action which in their view would, more speedily than any other, arrive at a practical and definite settlement. In the recent negotiations in London, the Home Government had insisted that the Imperial Parliament should not be asked to guarantee the loan of £3,000,000, until the surveys had been made, the line sub- mitted to and approved by Her Majesty's Government, and until it had been satisfactorily shown that the railway could be put in operation In I . Irji 66 THE INTERCOLONIAL. 1^^ without further application for an Imperial guarantee. It was further asked that the survey should be carried on by three engineers, one of wlioni was to be appointed by the Home Government. Accordingly the Canadian Government considered that a reliable survey and estimate should precede any further negotiations with respect to ways and means. A si/>;' 'vab therefore placed in the estimates for that purpose and it was arranged that the duty should be performed by a commission of three Engineers, one appointed by the Province of Canada, one jointly by Nova Scotia and New Brunswick, and the third by the Imperial Government. In pursuance of this arrangement the Government of Canada passed an order in Council on the 22nd August, 1863, appointing Mr. Sand- ford Fleming to co-operate with the nominees of the Imperial Govern- ment and the Lower Provinces. Tliis appointment was communicated to the Governments interested, with the request that such action should be taken as would enable ^Iv. Fleming with his colleagues to commence the survey without delay. Mr. Fleming was however nominated by Nova Scotia and New Bruns- wick, and the Duke of Newcastle, then Colonial Secretary, likewise appointed him on behalf of the Imperial Government.* In making the selection of Mr. Sandford Fleming as the represent- ative of the Imperial Government Avhile he at the same time was acting for the British American Provinces, it was felt that the Duke had * Tlie appointment was made by Despatcli dated October 17, 1863, to the Governor General — The Duke says ; — " tlie character of Mr. Sandford Fleming wliom, in youi des- " patch No. 81, you mention as having been nominated by tlie Government of Canada to under- "take the preliminary survey of the line of Intercolonial Railway, is so unexceptionable ; and " the selection of him by the Governir.ent of Nova Scotia and New Brunswick is sucii a " further convincing proof of his qualification for the office of Engineer for the line, that I am " quite ready to avail myself of his services as the representative of the Imperial Government. "Your Lordship will accordingly be pleased to appoint Mr. Fleming at once to tlic situation. " It is agreeable to mo to feel that by selecting Mr. Fleming as the combined representative "of Iler Majesty's Government and of the North American Provinces specially interested in "this important subject, much delay has been avoided, and tluit the wislics of your Govern- " mcnt for the immediate commencement of the survey have, as far as this appointment is "concerned, been complied with." lUSTOUY CONTINUED. 6T I' rightly appreciated the importance of avoiding the delay and incon- venience invariably attendant on divided responsibility. Ill the nieantinn! a discnssion hud arisen between the Governments of New liiunswick and Canada, respecting a misunderstanding which had occurred in the previous year. New Hrunswick was willing to enter on the survey, but asked Canada to pledge itself to certain conditions regarding it. Canada, on the other hand, considered that negotiations should only commence when the survey was completed. The Government of Nova Scotia regarded the proposed survey as indispensable and expressed its regret that any question had been raised at that time as to the extent to which the Government would ultimately be bound by it. It does not appear that there was any actual settlement of the mis- understanding. But on the 20th February, 1864, the difficulty was for the time got rid of by a despatch from the Governor General to the effect : — that, in order to avoid delay, Canada had decided to under- take the survey on its own responsibility and at its sole expense; but that it would he for Nova Scotia and New Brunswick to consider, in event of the survey proving useful, if they would deem it right to pay their proportion of the cost. On the 5th March, 18(54, the Engineer left Quebec for River du .Loup, the terminus of the Grand Trunk Railway, to commence a recon- namance of the country and to arrange for forwarding the supplies necessary to the prosecution of the work. These operations had to be undertaken, in a country destitute of roads, on snowshoes and on dog- sleds. Nevertheless, on the opening of spring, a large staff of assistants were at work at various points between River du Loup and Truro. The survey was divided into two sections, one extending south- easterly from th(! railwa}'- in operation between St. John and Shediac, 'o Truro, the then terminus of the Nova Scotia Railway ; the other ex- tending northwesterly from the St. John and Shediac Railway to River du Loup. In the former division a range of high lands, known as the Cobe- L i 68 THE INTERCOLONIAL. i!» quid Mountains, had to be crossed. On the latter division for about 200 mihiS southeasterly from River du Loup, a broken, elevated (country, covered by a dense forest, without settlcuKmts or roads, interv(!ned. It is in this division that the T()l)i(iue, the Notre Dame, the Shik Shok, and other minor ranj^es of ]iiL,^hlands, are met. Before tho close of 1864 the country between Iliver du Loup and Truro had been well explored, and more than one practicable line established. The report of the survey was made on the 0th February, 186."), set- ting forth the routes surveyed, and such projected lines as" seeihed worthy of notice. It specially dealt with the means of meeting ol)- stacles of a physical or climatic nature, and i)oint(!d outho\y difliculties of a serious character miglit be overcome. Tho quality of the land, and its fitness for cultivation and settlement, were reported upon ; and ap- proximate estimates of quantities of tlie work to be performed were attached. The comparative values of tho various routes in a commer- cial point of view Avere also reported on. In all fifteen different lines and combinations of lines, projected in various directions through the country, were compared.* t * Table of Comparative Distances from Rirer du Loup to St. John and Halifax. 1 TO ST. .lOIIX. TO HAUKAX. ROUTES. 1 Xo. of line. Rill I way Built Not Built Total. Baihvay Built. Not Built. Total. Frontier Routes. 1 2 3 27 45 00 292 305 301 319 3.-J0 301 184 202 1.57 401 414 410 585 5fi7 501 Central Routeet. 4 5 6 7 8 9 10 11 12 00 00 37 77 37 77 96 37 77 320 328 313 419 307 313 326 323 329 326 328 380 426 844 390 422 300 406 157 157 120 80 120 80 01 120 80 435 4.37 452 458 416 422 435 432 438 502 594 572 538 536 502 490 552 518 Bay Chaleur Routes. 13 14 15 37 96 96 387 377 300 424 473 486 120 01 61 496 486 499 016 547 500 i i \' 1 f h ! , ■ 'J m m lit HISTORY CONTINUED. 69 These lines were grouped under three distinct heads, and designated "Frontier," " Central," and " Bay Chaleur "' routes. The " Frontier '' routes were thrue in number, and embraced the lines which closely approached, in some part of their course, the boun- dary of the United States. ''The "-Say Chaleur" routes were also three in number, and in- cluded those lines which in their course touched the shore of the Bay Chaleur. The '''•Central " routes embraced all those lines projected though the Tlie following deductions may be drawn : — Line No. 3 is the shortest Frontier Route to St. John ; its total length is 301 miles, the whole of which is yet to be built. By this line the total distance to Halifax is 567 miles, of which 157 miles are constructed, leaving 410 miles yet to be made. Line No. 4 is the sliortest Central Route to St. John ; its total length is 326 miles, tiie whole of which has to be made. By this line the distance to Halifax is 592 miles, of whi>;h 157 miles are built, leaving 435 miles to be constructed. Line No. 13 is the sliortest Bay Chaleur Route to St. John ; its total length is 424 miles, of wiiich 37 miles arc constructed, leaving 387 miles to be made. By this line the total dis- tance to Halifax is 616 miles, of which 120 miles are already made, leaving 496 miles to be built. Line No. 3 is the tliortest Frontier Route to Halifax as well as to St. John, the distances are already given. Line No. 10 is the shortest Central Route to Halifax ; the total distance by it is 496 miles, of which 61 miles are built, leaving to be built 435 miles. The total distance to St. John by line No. 10 is 422 miles, of which 96 miles are built, leaving to be constructed 326 miles. Line No. 14 is the shortest Bay Chaleur Route to Halifax; its total length is 547 miles, of which 61 miles are constructed, leaving 486 miles to be made. By this line the total distance to St. John is 473 miles, of which 96 miles are built, leaving 877 miles yet to be constructed The shortest of all thft lines to St. John is No. 8, Frontier Route. The shortest of all the lines to Halifax is No. 10, Central Route. Line No. 3 requires the construction of 25 miles less than No. lu, i.> connect River (lU Loup with both St. John and Halifax ; but the totnl distance to Halifax by line No. 3, is 71 miles greater than by line No. 10, whilst the total distance to St. John by line No. 10 is 121 miles greater than by line No. 3. The shortest route from River d Loup to the Atlantic Sea Board, on British terri- tory is by line No. 1 to St. Andrews. The total distance to St. Andrews b, tnis line is estimated at 277 miles, o^ ^ nich 67 miles are constructed, leaving only 210 miles to be built. The total distance to Si. ,Tohn by line No 1 is 319 miles, of which 292 miles require to be made. The total distance to Halifax by Hue No. 1 is 586 miles, of which 401 miles require to be built. .1 ;1 70 THE INTERCOLONIAL. interior of the coimtrv, at some distance from the frontier on the one }ian(l. and from the Bay Chaleur on the other. While in each case the general engineering featnres of the lines, and the nature of the country through which they were projected were set fortli, the fact was prominently put forward that there was little prospect of any considerable amount of" local traffic " by any route, and that no profitable return could be looked for from that source for many years. It was likcAvise shown that no great proportion of " through freight," could, under ordinary circumstances be profitably carried over the pro- posed railway. It was argued that, during the season of navigation, freights could be more cheaply taken by water ; and in winter, unless the United. States placed restrictions on Canadian traffic, freight now passed in bond, would, continue to follow the shorter routes to the Atlantic. On the other hand by opening up an outlet through British territory the effect would be that shorter lines through the United States would be kept under control. Accordingly, even when in no way used for freight, by the influence it would exercise on the customs' regulations, and the railway interests of the United States, the new line would directly benefit the agricultural and commercial interests of the West- ern Provinces. It was claimed that a line touching the Bay Chaleur possessed spe- cial advantages in the matter of passenger traffic. Previous to the sur- vey, the extension of the United States lines by the Atlantic coast to Halifax had been advocated with the view of reducing the time taken in the ocean passage, by shortening its length. Powerful influences iiad been enlisted to complete the coast line to Halifax. It was consid- ered probable that, on the completion of this connection, most of the passenger traffic, not only from the United States, but also from the Province of Canada, west of Montreal, would seek Halifax through the United States, instead of passing over the Intercolonial via River du Loup. The Bay Chaleur, however, is not only nearly a hundred and fifty HISTORY CONTINUED. 71 miles nearer than Halifax to Liverpool, but at the same time it is two Imudred and sixty-six miles nearer Montreal than Halifax is. ('onse- ' qiiently the selection of a port on the Bay Chaleur for ocean steamers would shorten the whole distance between Montreal and Liverpool fully four hundred miles. Even between Liverpool and New York one luur.h'cd and sixty miles would be saved by commencing the ocean pas- sage at the Bay Chaleur. The Intercolonial Railway accordingly presents an important route for ocean, mail, and passenger traffic, to Canada, the Westei'ii States, and to a large portion of the Central States. These facts pointed to a line by the Bay Chaleur as preferable to the Cen'val or the Frontier lines. It was suggested that this line might exercise important influence on Newfoundland. The consideration of the shortest lines between Amer- ica and Europe with reference more particularly to the conveyance of passengers and mails, pointed to the extension of the railway system across Newfoundland.* The theory was advanced that there ah-eady ex- isted, or that in all probability there would soon be, sufficient traffic to sustain a daily line of ocean steamers across the Atlantic. The idea of iiR'ludiiig Newfoundland in the scheme of inter-(iommunication and mak- ing a railway there, a continuation, as it were, of the Intercolonial line, with the prospect of the Island becoming part of the Federal Union may have appeared to be visionary. But nevertheless some advance has been made in that direction. In the ten years which have since elapsed, Newfoundland has been awakened by the spirit of progress, and she more thoroughly understands the importance of her geographi- cal position. Last year, the interior of the Island, scarcely before trodden by the white man, and full of natural resources, was passed over by a large staff of engineers serit by her Government to examine the practicability of a railway from the extreme east to the extreme west. Another decado may record results such as the chronicler of * See Appeailix. w 72 THE INTERCOLONIAL. m to-day gives to the world of what has been effected by the Dominion in the last ten years. The report contained estimates of the probable cost of the Interco- lonial Railway, which however, were necessarily imperfect, as they were based on the limited examination. The line surveyed through the interior of the country, was estimated at an average of l|46,000 per mile, or #20,635,500, for a total distance of 458 miles, the length of new railway to be constructed. Only a portion of tlio line since adopted by the Bay Chaleur, had then been tested by instrumental survey, but upon the data obtained, applied as an average, to the whole distance between River du Loup and Truro, the total cost was roughly estimated at #19,853,214. It was stated that it was possible that a less sum might suffice, but that until more elaborate surveys established the exact character of the work, the line could not safely be estimated under the cost of twenty million dollars. While the survey was in progress in the year 1864, important move- ments were made towards the establishment of the Dominion. The Governments of Nova Scotia, New Brunswick, and Prince Ed- ward Island, were authorized by their respective Legislatures to enter into negotiations for the union of the Maritime Provinces ; and a con- vention was appointed to meet in the mouth of September, at Char- lottetown. Prince Edward Island. In Canada, after a long contest, to a great extent the result of sec- tional jealousies between the Eastern and Western Provinces, it seemed as if parties had assumed such an attitude that the continuance of Gov- ernment by a Parliamentary majority had become an impossibility. In Western Canada, it was maintained that that province, being the most populous, was unfairly represented in the Legislature. Eastern Canada, on the other Wand, had held that no change could be made in the L^nion Act, which assigned equal representation to l^th provinces. To remedy the dissatisfaction, an attempt had for some years been made to govern by double majorities, in itself an unwieldy and impracticable arrange uient. HISTOKY CONTINUED. 73 Tliis is not the place, however, to discuss the political events which led to confederation. It is enough to remark that there seemed to be no extrication from difficulties which threatened ' to become chronic, ex- cept in the adoption of some measure which Avould unite in a whole the several provinces of British America, so that more national interests and a wider field would cause merely sectional interests to he of secondary importance. It was felt by both parties that the time had arrived when decided steps should be taken. After much deliberation, it was determined Mith the general assent of the supporters of the government and of the opposition, to unite in one effort to secure the confederation of the Canadas with the Maritime Provinces. On the prorogation of the Legislature in June, a fusion of ])arties took place, and a new government was announced, with the avowed policy of consummating the confederation of the British North Ameri- can Provinces. Eight of the members of the new executive were accordingly de- puted to the convention of the Maritime Provinces, appointed to assem- ble at Charlottetown. The movement in Canada exercised great influ- ence upon the events which followed. It had long been felt that from geographical position, and from distinct political organization, there had been but limited business relations, and an almost total absence of social intercourse, between the various provinces, which it was now pro- posed politically to unite into one great nationality. Accordingly, the inhabitants of St. John and Halifax considered it desirable to form the acquaintance of the political leaders of the provinces pro- posing to enter into alliance with them. On the prorogation of the Canadian Legislature, the meml)ers of both Houses were tendered the public and private hospitalities of the cities of St. John and Halifax. The invitations were immediately accepted. During the summer the visit was paid-. A steamer with some three hundred representative men from all parts of Canada, from the banks of the St. Lawrence, from the Ottawa, from Central Canada, ji pi ^ 74 THE INTERCOLONIAL. ifj:: : ^ ! from Toronto and its populous neighbourhood and from the shores of the upper hikes, landed in the Lower Provinces, where a series of ban- quets followed one on the other, where private hospitality was pro- fusely offered and where abundant opportunities were created for the crowd of visitors to know the people, the industries and the resources of the Maritime Provinces, which were now visited for the first time, by nearly all those present. The time-honoured custom of the British race, of inaugurating a great undertaking by festivities and iiospitalities, ushered in the birth of the Dominion. The banqueting which commenced in the cities washed by the waves of the ocean, was repeated before many months throughout Canada ; and the cities by the St. Lawrence and by the lakes gave back the echo of the cheers which had so lately been heard at the seaboard. On the 8th September, the memorable meeting took place at Char- lottetown, where representatives of Canada, New Brunswick, Nova Scotia, and Prince Edward Island were drawn togtiher; but the larger question of a federal union of all the Provinces completely overshadow- ed the more limited question of a union of the Maritime Provinces for which the convention had been called. After the adjournment of the convention meetings were held at Halifax and St. John. The question, however, had really been settled at Charlottetown ; but the usual bancjuets followed, the customary speeches were made, and the subject was at each place thoroughly discussed. In October 1864, with the sanction of the Imperial Government, a convention of delegates from all the Provinces, including Newfound- land, was held at Quebec ; a series of 72 resolutions was adopted, by which it Avas proposed to unite Eastern and Western Canada with New Brunswick, Nova Scotia, and Prince Edward Island. At the same time, provision was made for the admission of the Territories then oc- cupied by the Hudson Bay Company, together with British Columbia and Newfoundland. These resolutions formed the basis of the articles of Confederation H r,i HISTOKV CONTINUED. 75 subsequently incorporated in an Imperial act. The G8th resolution specially bears upon the subject of this volume ; it was therein cleter- miuctl that " the general Government shall secure, without delay, the "completion of the Intercolonial Railway from River du Loup, through " New Brunswick, to Truro in Nova Scotia." AViihin a period of five months, a series of important events hap- pened with startling rapidity ; events which culminated in a scheme that not only provided for the construction of the Railway which effort^s exteiuliug over a quarter of a century had failed to secure, but that consolidated in one government Provinces scattered over half a conti- nent, which had remained separate from the first days of their exist- ence under British rule. Tiie resolutions of the Quebec convention, having received the ap- probation of the Imperial Government, were submitted to the Provin- cial Legislatures and sanctioned : By the Province of Canada, on 10th March, 18G5. B}^ the Province of Nova Scotia, on 18th April, 18GG. By the Province of New Brunswick, on Gth April, 18GG. The Provincial Legislatures also addressed Her Majesty the Queen, praying that a measure might be submitted to the Imperial Parliament to provide for the union of the whole of British North America. The Governor General, with deputations from the govern- ments of the several Provinces, proceeded to England to arrange with the Imperial Authorities the preliminary steps. These deputations met in conference on the 4th December, 18GG, in London. A distinct provision for an Imperial guarantee Oi. Xo.^00,000 ster- ling for the Intercolonial Railway, formed the substantial distinction between the resolutions agreed upon at Quebec, and those submitted to the Imperial Government at London. Her Majesty's Ministers sub- mitted a Bill to the Imperial Parliament, designated the '' British North Amciica Act of 18GT," creating the Dominion of Canada. The Bill re- ceived the royal sanction on the 29th March, 18G7, and became, on the 1st July, 1867, the Constitution of Canada. 76 THE INTERCOLONIAL. :.\ On the 12th April, 1867, the Imperial Parliamont passed a second bill in the interest of Canada, entitled : " An Act for authorizing a guarantee of interest on a loan to be raised by Canada, towards the construction of a railway connecting Quebec and Halifax." Under this Bill the funds, to the extent of j£ 3,000,000 sterling, for the con- struction of the Intercolonial Railway, were provided. Hi ( t CHAPTER VI. 1867 TO 1876. LOCATION AND CONSTRUCTION. Effect of tlie Asliburton Treaty on tlie Location of the Line. — Railways previous to Con- fcderMtion. — Comnicnc'einent of Location Survey. — Rival Routes through New Bruns- wick, — Military Considerations. — Hival Routes in Nova Scotia. — Line Reconimen 1 P ; I f HM 78 THE INTEllCOLONIAL. I I have been projected, so as to bring ^lontreal within 380 miles of St. Andrews, 415 miles of St. John, and 050 miles of Halifax ; and that the distance from Qnebec to St. Andrews need not have exceeded 250 miles ; 07 miles less than to Portland. Frederieton, the seat of local govern- ment, wonld have l)een on the main line to Halifax, and distant from Montreal about 370 miles; and these lines, moreover, would have been wholly within the limits of the Dominion had the international boundary been traced according to the true spirit and intent of the Treaty of 1783. The distance between Montreal and Halifax might thus have been lessened nearly 200 miles. St. Andrews would have taken the place of Portland as the winter terminus of the Grand Trunk Railway, and would have commanded, together with St. John, a traffic now cutoff from both places, and centred at a foreign port. The direct route would have brought the Springhill coal fields of Nova Scotia some 200 miles nearer to Montreal than by the present line of the Intercolonial, and would have rendered it possible to trans- port coal by rail at a comparatively moderate cost. If, under such circumstances, an Intercolonial line to connect the cities of the Maritime Provinces with those of the St. Lawrence had been constructed, the building of 250 miles of railway representing an ex- penditure of •■§10,000,000 would have been unnecessary. Great as this saving would have been, the economy in working it and in maintenance would have been more important. The direct line would also have at- tracted certain branches of traffic which by the longer route must either be carried at a loss or be repelled. These considerations render the differ- ence in favour of the direct line incalculable, and cause the more regret that the treaty made by Lord Ashburton, which ceded British ter- ritory equal in size to two of the smaller States of the Union, rendered such a direct line through British territory forever impossible. Al- though it is too late to rectify this almost fatal error, it is important in a history of the Intercolonial Railway to recount all the steps by which so costly a consequence has been forced upon the Dominion. „|la|!j IMAGE EVALUATION TEST TARGET (MT-3) 7 /. £/ M &. C^ L^^ / Ua H 1.0 [ffi^ I.I 1.25 M 22 1.8 U 11.6 V] (^ /i 7 c^. ^>/ ^^> (9 / //a W w \ (v L •N? Cn ^\^ ^^ \. WrS ». ^ S^'^V<^.^i> % V <^ ^>^^ i.^^ LOCATION AND CONSTRUCTION. 79 It has already been mentioned that previous to Confederation in 1807, the separate Provinces had commenced, within their own limits, svstems of railways demanded by their own requirements. In Canada jii'oper a railway had been built from the river St. Clair, at the extreme West, through Toronto, Montreal, and Quebec, to river du Loup. In Nova Scotia, the line from Halifax to Truro had been completed; anil in New Brunswick, St. John liad been connected with Shediac upon the Gulf of St. Lawrence. These important but distinct sections it became the first duty of the Dominion Goverimient to connect by the most advantageous route possible through Biitish territory. The British North America Act, uniting the Provinces in one Dominion, came into force on the 1st of July, 1807. r)ne of tin; stipu- lations was that the Railway should be commenced within six months, ■ and be finished within four years. A week had not elapsed after th«-date of union when the Engineer- in-Cliief received instructions from the Minister of Public Works to proci'i'd with the surveys necessary to establish the location. The season of 1807 was occupied in ascertaining the best position fur the Kailwa}' between Truro and Amherst, and, in February of the following year, plans and profiles of a route from Truro to the boundary between Nova Scotia and New Brunswick were submitted to the Government for approval. In 1808, the surveys were continued on the whole line, and a large engineering staff was employed in examining the country between Kova Scotia and river du Loup. A controversy arose between the ad- vocates of different routes through New Brunswick. The press teemed with articles on the subject, ami the contest was carried into the Legis- lature and Privy Council of the Dominion. The chief contest was be- tween a Northern or Bay Chaleur route, a Central route and a Frontier route by the valley of the river St. John, which for a great length, would be close to the boundary between New Brunswick and tln^ State of Maine. The advocates of the Frontier route set military considera- tions altogether aside. They contended that since the day of Major Rob- ^li iW iilli- [I ISk J. WSml 80 THE TNTERCOLONIAL. inson, who first recommended the Northern route, the revolution in naval armaments liad phiced the two lines on an equality ; that treaties had opened the Gulf of St. Lawrence to all nations; that there were no grounds for anticipatint^ difficulties with the United States, as their inter- ests were all on the side of peace ; that, should any disturbing element arise, it would be settled by the pen, and not by the sword ; and that, if the Railway should be constructed as a military road, it would be in danger wherever placed, and would, from that i)oiiit of view, invite attack, while, if regarded as a commercial enterprise, its peaceful mis- sion would be its protection. They further argued that a vast amount of public money would be saved by the adoption of the Frontier route. Owing to the length of line in operation which could be available, a much less I'jugtli of new railway wouhl be required; oi) miles of rail- way, alread}' constructed and in operati(Mi, being purchasable at a low price. They farther argued that, the valley of the river St. John being well settled, there would be a considerable revenue from the ordinary trade of the disti-ict ; and that there would also be a large lumber trade from Aroostook, in Maine, as well aa from the New Brunswick counties. It was, however, asserted on the other side, that on the Northern line there were many large lumber establishments, some of wliich would turn out more sawn lumber than all the mills between Fredericton and the source of the St. John, including those in the Aroostook country; that such a line would certainly benefit and develop Aroostook ; but what was wanted was a railway to develop the resources of Canada ; and that the population per mile on the Northern route was much larger than that on the Frontier route, even including the population of Aroostook, which amounted to about one-half of the total number named. The advocates of the Northern route also claimed that the estimates of the Frontier line were placed at too low a figure, as the Railways offered for sale were sunk in debt, and were in such a bad condition as to require extensive repairs ; and they contended that the Frontier line, f LOCATION AND CONSTKUCTION. 81 ill its entirety tlirough to Truro, would bo more costly by -^1,000,000 than the Northern line. They also showed by the long-continued iiogotiations, tliut neither the Provincial nor British Governments ever lost sight of the necessity of consulting military considerations ; and that one of the latest Colonial Secretaries had said emphatically that no line which did not secure the advantages of a safe military road would ever receive the countenance of the British Government. The contest which was most persevered in was however between tlie Cent ml and Northern routes ; the Central being mainly advocated in [he interest of the city of St. John. The safety of the Railway from attack in time of war continued ti) occupy a prominent place in tli<'so discussions. It Avas usseited that tlu' Nortliern route, recommended by Major Robinson Itecause "passing at the greatest distance from tlio United States, and jjosscssing " ill the highest degree tlie advantage of security from attack in case of "Imstilitius," was, in reality, greatly exposed to attack, as, at si-vcral points, it was close to the sea; and that operations could be more siUTessfuUy carried on against it than against the Central route, wliich, at all points was at least 30 miles distant from the American fiontier. It was iR'ld that this distance was sufficient to make the Railway safe, or at least as safe as a considerable i)ortion of the Grand Trunk Rail- way westwards from river du Loup ; and that it would be so regarded 1)}' the British Government. 0)1 the other side, it was denied that the Northern line was open to attack, as only vessels of light draught could enter the waters^ which it touched; and that an enemy's fleet could not enter the Gulf of St. Lawrence, except at the risk of being cut ofY from support and supplies ; whereas, an attack could be miuli more readily nuidt! on the Central nuite, St. .Fohn city and river being c()m[)aratively near American har- Itmiis. Besides, the long vulnerable portion of the Central line would not he so defensible as the ])ortion of the (»rand Trunk Railway lying nearest the American frontier, because, in the latter case, there was an intervening range of mountains imj)racticable for the passage of troops 6 82 THE INTERCOLONIAL. it. niii: Isii' i. and heavy artillery ; while iu the former, the line passins^ into the valley of the St. .Ifjhn, the river wonld afford ready means of attack. As in the case of the Frontier route, an argument was advanced in favour of the Central route on account of the less length of railway required. lUit to maintain this argument it was stated that no rail- ways on the route would have to be purchased, hecausc the companies ()\\ iiiiig them would willingly grant running powers over such as were constructed. On the other side it was shown that the project was not in accordance with the designs of the British Government, as evidenced by their ])i'oposed guarantee being for .£8,000,000, with the condition that the Dominion Government would raise a further .£1,000,000, whilst the estimate of the cost on the Central route was less than the X 8,000,000. It was acoordinglv argued that a continuous line cf railwav was eon- templated, and not a connection with railways in operation. A forcible objection was made to the Central route, that one of the railways ])i()- posed as a connection was owned or controlled by citizens of the T'nitcd States. Offers to carry troops in case of need were made to meet this argument. But it was evident such offers could not be enforced: on the declaration of war the railway companies could rciulily witli- dvavr all their rolling stock within the United States frontier, ami leave the railwav useless to the Dominion though available to the enemy. Some stress was laid on the amount of through freight which would follow the Central route to St. John as a shipping port. It was, however, contended that through freight from Montreal would take the line of the Grand Trunk Railway to Portland, and not a route 800 miles longer by river du Loup to St. John. Also, it was contended that, in the matter of breadstaffs and provisions, the United States was the natu- ral market for St. John. Trade returns showed that, while restrictions were laid upon trade between the British North American Provinces and the United States, the supply of breadstuffs and provisions for St. John went from Canada: but when reciprocity [jrcvailcd this sup- ply came from the United States, to the extent of 75 per cent, of the U i\ LOCATION AND CONSTRUCTION. 83 whole. It was furtlit'i- argiiod lliat, if reciprocity should be again es- tablislicd, the through freight would prove a nullity. On the side of tlie Northern Line, it was argued that the natural trade of the populous region through which it would pass had, even during the existence of the Reciprocity Treaty, been with Canad<» ; the imports of flour from the United States never having exceeded between 10 and 15 per cent, of the total imports, unless under exceptional circumstances. It was said that the Central route had nothing in its favour which the Northern had not ; but that the Northern had many special advan- tai^es over the Central and every other route. It would undoubtedly fulfil the national object for which the scheme was first originated, viz: — the creation of a safe military road not open to sudden assault either by land or sea. It would pass through much well-settled country, including several important towns and villages ; and would traveise many outlets by which lumber is brought from the interior. A considerable trade might be looked for in grain, and, eventually, in niauufactures, from Ontario to the ^laritime Provinces; and very prob- ably let urn freight at cheap rates would be obtained in coals, minerals ami fish. The fish trade was held to be of great importance and worthy of being fostered as productive of profit. Fish, cured and dried, was sold for about three cents per pound; if packed in ice and transported to Quebec or Ontario it would bring ten cents per pound. As the cost of curingand drying was equal to the cost of carriage, the ten cents per pound for the frozen fish would afford a larger profit to the fishermen, would foster this branch of trade, and would speedily develop this class of railway traffic. The claims of Prince Edward Island and Newfoundland were urged in advocacy of the Northern route, inasmuch as it was generally considered desirable to consolidate the Dominion by including these Islands in Confederation ; and it could not be doubted that the North- ern route would be the most acceptable to them, particularly to New- n : \ f f 84 TIIH INTKIU'OLONIAL. i# mi f'HiiKlliiiul, in view of (Ik^ (luiok tnuis-Atliintic route I»y \\ii\ ol' (liat Inland sni;jL?('stiMl liy tlie Chief I'iii^iiUM'r in his relent of iStM. Whih; the (hsi'iissioii in'otHHMh'd ;iii(l the (thjectidiis against cacli I'Miitc wvvv hciiin- aii^w cit'd 1)\ arj^'unieiits liascd on conn. .iTciai throiio of profit; and wliih' each ]tariicular route, in its turn, was zealouslv advocated and its nu'iits eidar^'cd upon Ity its friends, the Chief \\wj;\- Jieer avoi(h'(l all e\[iifssi()n of (»[»iniou as to the lint' he held to he [U't'ferahle; a, course df action which was nia(U' u niiitter of re- proach to him hyl»oth>ides in the controvei'sy. Vicwint;" the i!ours(> I'ursueil, lie entertains, afier the; lapse of years, the opinion hy which he was then <'ui(h,'d. that it was unnecessary and would hav(! ht;en iin- politic, for liini to have taken part, in any way, in the discussion. When Mr. Fleming' entered upon the survey in 1S(»4, liis instnic- tions on this point ucre very plain. He Avas not called u])on to se- lect what he held lo he the most elij^ihle line : indeed, as he read iiis instructions, he considere(l it to hi; his duty to withhold all indications of preference, llis own opinions were, however, explicitly and directly exprcsst'd, when it heeaine his duty to place them on record. In March, iHtiS, he was reo nested by the Government to report on the voule lu! held to ht' the ln'st. lie replietl that military considerations as well as the commercial capabilities of the line had to be regarded. With a prospective in- creasing trallic, the railway would probably become self-sustaining', but on the other hand, a line with little traffic, and with no likelihood of any great increase, threatened to become a permanent burden. There appeared to be but little prospect of much local traffic on any of tlie routes. Agricultural prospects were nowhere extremely jiromising ; and, except in Nova Scotia, the mineral resources of the couTitry, as far as known, ajipeared of little importance. It was, in- deed, difficult to foresee that any great development of purely local traffic would take place. The most exaggerated estimates of way business, on any of the routes, for a long time were anticipated to fall short of the cost of maintenance. 4 LOCATION AND CONSTRUCTION. 8.j 111 tlio matter of tlirouoli tniflic, the fact hud to Itc taken into consid- oiiition that a railway was being constructed to connect St. .lohii New I'.niiiswiek, witli l>angorin Maine, and thence with Ihc railway systems of Ciinada and the United States. This line would he a foiinidahle (■niiii)i'titor to the Intercolonial Railway, if the latter weii; hnili on cilliera frontier or central route, while the route hy the liay ("haieiir, and llie adoption of a jiort on that liay, for ocean steamers, would eii- iililc the Intercolonial Railway to command a large shure of the jap- idly increasing mail and passenger tratlic lietweeii Europe and America. The Chief Engineer, aftei' examining tlu; arguments advanced in fiivour of each route. })hice(l on record his opinion, that, beyond a doubt, tilt' line by the Bay Chaleur was the route to be a(h)[)ted. The Imperial authorities never lost sight of the military element whicli the railway should letaiii. On several occasions they clearly intimated that a iiortheni or Ray Chaleur route was the one which they preferred ; iidt only Major Robinson. ])ut otlier military aulhorities pointed out the iKirtliein route as tlu^ j)roper location. The enmiiiissioners appointed to consider the defence of the Rrovinceof Canada re^iorti.'d in l-SOii that no time should be lost in opening a road l)y the valley of the ]\Ieta])edia to Metis on the St. Lawrence, and that, for military purposes, the pref- erence should be given to the line of Railway by the Ray (Tialeur. In 1804 the Deputy Director of fortifications. Col. Jervois, reported that whilst the Temiscouata route by Grand Falls and Fredericton to St. John was, on account of its proximity to the American frontier, liable to be cut off at the commencement of hostilities, the route from Halifax through Nova Scotia and along the Eastern side of New I>runs- wick, called the ^f etapedia route, woifld afford acc( s to Canada during war; and that, except at the part where it runs .t.v ig the S Hi I > I 80 THE INTKIK'OLONIAL. ill the fact that the Duke of r>iiekiii,L;iiam sent a despatch to the Govor- iior (leneral in thesspiing of 18(58, intinialin^' that tlie Imperial guarantee wouUl at once be made avaihiblo provided the liay Chaleur route was ii'lopted, and, on receiving notification of the choice of route, thi' Duke f )r\vardcd a second despatch which fully estalilishes that the route liy the liay Chaleur was held to he the only line which provides for the national objects involved in ilic nndertuking.* During the period that the location through New Brunswick was the matter of daily debate, the course of the line in Nova Scotia was alsn y tlie Caiiiulian GovernnuMit, as the one to connect Truro with " Rivor (hi Loup anil tiius complete the Intercolonial Railway. " I understand three routes to have been uniler the consideration of the Governniont of " Canada, namely, one crossiiijr thf St. Jolm river eitlu'r at Woodstock or Frederict(tii, tiie " 8ec(md in a more central direction thniiiL:li \ew Hrunswick, and the third following the Hne " selected by Major Robinson in 1848. " The route crossing,' the St. Joiin river, either at Woodstock or Fredericton, is one to " which the assent of Her ^Majesty's Government could not liave been given. The ohjec- " tions on military gromids to any line on the South side of tlie St. John river are insupera- " hie. One of the main advantaires sought in granting an Imperial guarantee for constructing " the railway, would have been defeated, if that line had been selected. " The remaining lines were the Central line and that following the general course of the " route surveyed by Major Robinson, — and Her Majesty's Government iiave learned witli " much satisfaction that the latter has been selected by the Canadian Government. The " communication which this line affords with the Gulf of St. Lawrenceat various point.*, and " its remoteness from the American frontier, are conclusive considerations in its favour, and " there can be no doubt that it is the only one which provides for the national objects " involved in the undertaking." I have etc., etc. Signed, Buckingham & Chandos. To Governor the Rt. Hon. Viscount Monck. ^ raihv LOCATION AND CONSTIIUCTION. 87 iirufcd, Itoth privately Jiiul olliciull}, llic iiu[)()r(iuic(! of lociiliiij^ the railway on a route pussinj^ close to llie I'liniaees oi' iIk; Iron Mines in uliirh he was interesteil. Four (liiTerent routes between Truro and a point of junction on tlio railway from St. .lolm to Shecliae were examined and reported on; one was far to the east, another was far (otlie west, two were eenlrul. liy ei»iul)ininy; parts of these central routes, two other routes were com- pounded. Of the two central routes, one was essentially the same as that iffonunemled by Major Jtobinsoii in Is 17. Tlie othi'r was similar to that advocated by Mr. Jiivesey. It was l)y a combination ol'ihiMwo that the route ealled " J^ine 0" was formed, to cross tlu; ("obecpiid Hills hy the })ass at Folly Lake and to descend by the norlliern slojte of the Hills towards Amherst. Jt was held that this line would \)v>l accom- modate all interests, havinjj^ })rimary regard to general coiivi-nifniH;. in IcSl!,'), the Government of Nova Scotia direcled Mr. Fleming to report on the best route from Truro to the bounilary of the Province. in June of that year he reconnnended that a central route should be adoi)ted. Frota eonnnereial considerations, a central route appeared to him the most important, as it would accomodate the Iron District on the ('uli((iui(l Range, and open up the Springhill coalfield. lie was accordingly instructed to proceed with the location of the most eligible line on a central route. The woi'king season of 1865 was occupied in surveys. Every pass across the Cobec^uid mountains, within the limits of the iron district, was examined, and every effort was made to secure a practicable line near the Iron works. Six lines were surveyed, designated by the letters A, B, C, D, E, F. The first kept the southern slope of the Cobequid Mountains, cross- ing the Folly River and the two branches of the Great Village River, passing immediately on the South side of the Acadia Iron Works. After- wards it turned northwards, and crossed to the north side of the hills by a gorge, known as INladison's Brook, and by Isaac's Lake on the summit, 680 feet above sea level. .'■'! ' id ;' -r; \ il 1 m 88 TUF, INTKUroLONIAL. {» iifii iiHiiii The line !» piisscd ( lose lo llic AtMilia Iron Wdi'ks, tliciicc lurniii;,' iioi'tliwiuds it I'nlluwfd (lie (irciit X'illa^c Ivivcr. on wliidi tlif Wdrks lU'o silii;it('(l, tt» the siiiMiiiit ill SiilluM'laiKrs Liiki', wluTi; IIr' I'hnuluju is 74;") It'ct alxtvc scii level. Lines (', I), I'i and V all passed l»y l-'olly Lake, wlictri; they attained the siiiiunit. level of AIM) feet above sea leNcl. Of these lines, 15 was the shortest, hi.t had the most ol>jeetional)h) gra(U>s. F was second in point ot" length, and liad the most lavonrabh! "■rach's. A was iourth in point of len'Mh, andseei 1 in favoiiralih- tirades. Line A, passin;^ close to the Aeailia Iron Works, was advocated hy Afi". liivesey. The ( 'hici" l'Jit;ineei', on tho contrary, ^ave it as his o])inion that line F was in all respects entitled to the piel'erenoc, and that, in viinv of its en^■in^'el•in^■ features, ho would ri-connnend it for adojjtion. Tliu Euyiiieor consi(U'red that liiu's A an the then existing;' iron works so well as A, it would e(|iially well acconnno(hUe any extension of the works, and n'ive much better accom- modation to the trartic of tlu^ villages on the (lulf coast. He showed also, thai, althou;j^h Mr. Li\-csey had in si)meof his letters endeavoured to convey the idea that line F^'just skirts the easteru edij^e" of the; ore district, a former mana;j^er of the works had conveyed the impression that the ore deposits were equally on oacli side of lino F, and that they extended over a large area in both du'ections. Other evidence of the same import was furnislied by a niaji and pami)hlet, issued some years previously in the interest of the iron mines, ■which contained reports of several mineralogists and mining engineers. One of these writers expressed his opinion that east of the Folly Kiver there were deposits of ore sufficient to produce from 20,000 to 24,000 tons of metal annually, while the works at that time situated to the west of Folly River were only capable of producing about 2000 tons per annum. It was, however, possible to extend them so as to produce from 10,000 to 12,000 tons per annum. The map accompanying the pamphlet Eno'ii ' InE'l' LOCATION AND CONSTIIUCTION. 89 'Hi tilidwcd tilt' " i)ro])(»s(Ml sih; of new works," om; on tlu; Fully Kivcr, and aiKillici- on Pino lirook, two miles vast of Folly Kivor. It conld not llu'icroic hcs maintained that tin; route F, liy Folly Lake, would not extend ample aceommodation to the niiiu'ial ri'[;ion. In August, IHO'), a eontract was entered into Itetwcen tin; ^overii- niciils o!" Nova Seotia and New nrnnswiek, on the one side, and (h(5 Intercolonial Contract ('omi)any of Ltuidon, on the other, for the eon- struction of the railway hetween Truro and Moncton. The (ioveni- niciit of Nova Scotia, haviuL,' in May, iSCi;. roeeivcd the report of (he Chief Kni^nneer, endorsed his views in reference! to the Folly Lake; route, Line F, and refused to sanction the (jonstru(ition of this portitui of tin; rail- way under tin contract which they luid made with the Intercolonial Contract Company, unless the (/ompany adhered to line F. The UHMuhers of the Nova Scotia Governnu'iit wta-e j)ersonally on friendly relations with INIr. Livesey. And, as that j^tmtleman took every o|)[)()rtunity of enforcing his views, the members of thegovei'ument were fully informed of the importance of the iron w(jrks, and of tlie exi)ediency of selecting a route as favoura])le to them as the general interests of the country would permit. After Confederation tin; Chief Engineer received instructions fi-om the Dominion Government to locate the line from Truio to Moncton. At this time the Dominion Ministry had ^Ir. Fleming's leport of May l''^(*)li, approved of by the Nova Scotia Government. The marked fea- ture of these instructions was that he should adopt the most eligible line, giving due weight to the cost of construction, cost of future work- ing and management, and also to general interests. From the above facts it is evident that no course was open to the Chief FiUgineer other than to follow the line designated F. r>ut Mr. Livesey was not satisfied with this course, and in Septem- ber, 1807, he addressed a letter, enclosing a copy of the correspondence, to the then Minister of Public Works, and in consequence the Chief Engineer was instructed again to consider the case between the two routes with regard to : — ! ■ I it I i! 90 THE INTEUCOLONFAL. Ij|k. »' I % 1st. " Tlic local Iraflit! likely to bo obtained by these lines re- spect ively." 2ii(l. '' Tlie development of natural sources of wealth in the vicinity " of lliose lines respectivcily, by reason of their construction." In September, 1S, the Chief Engineer was called upon for a report. He adhered to the opinions i)reviously expressed as to the engineering advantages of line F, but he was prepared to admit that the comljination line appeared to possess certain commercial merits. It would accommodate the population on the Gulf coast equally with line F, it being in fact identical with line F, from Folly Lake northwards, and at the same time it would afford greater accom- modation to the iron works. The combination line, it is true, would be some four miles longer than m 94 THE INTERCOLONIAL. I III line F, and would possess an objectionable ali,i;'nnient, but its grailients would not be less favourable. It was further submitted tliat, althou^'li the new line jjroposed was longer, the extra traffic arising from its close proximity to the iron works might, in some degree, comj[»ensate for tlie additional cost of o[)erating tlie extra l(;ngth. By a letter of 0th November, l8t!S, the Government notified the Chief Engineer that "the combination line" had been finally adopted, and directed him to proceed with the location measurements in accord- ance with that decision. Thus the controversy was ended : and hence arose that gigantic and conspicuous sweep which the railway traveller will observe on the southern flank of the Cobequid Mountains, where the line describes nearly half a complete circle. So marked is this feature in tlu; loca- tion that the popular voice has applied to it the term, " The Grecian Bend," which, possibly, may be retained so long as the railway endures. The decision arrived at respecting the location of the line in Nova Scotia, and the adoption of the route by the Bay Chaleur, left only that portion which extends from the river Miramichi to the boundary of Nova Scotia to be determined. This question was not disposed of until the following year. While the location surveys were in progress during 1868, the Gov- ernment, in view of commencing the construction of the line, directed the Chief Engineer to prepare plans and specifications, so that tenders might be called for. The specifications and conditions of contract were submitted to the Privy Council in November, and, with some amendments, were adopted, and advertisements for tenders were published. In December of the same year, in compliance with the Statute, 30 Vic. Cap. 18, four Commissioners were appointed to assume the manage- ment of the Railway. A. Walsh, Esq., Chairman. The Hon. E. B. Chandler. C. J. Brydges, Esq. W. F. Coffin, Esq. LOCATION AND CONSTUrCTIOX. 95 On Mr. Coffin's resijjjncation the Hon. A. W. MoLolan was apiiointed. Mr. Fleming still remained the prinei])al exeeutive of- iicer. Under the terms of the Statute, the appointment of all offieers, except the Chief P^ngineer, was left to the Commissioners. They ac- cordingly engaged a seeretary and an aceountant, and formally re-ap- jioiiited the engineering staff, which, at that time, consisted of three district engineers, together with resident engineers and the necessary assistants, for each separate surveying party. Tlie Chief Engineer, Avith the three district engineers, met the Com- missioners on the 80th December, 18()8, at St. John, N. B., for the first time. At this meeting the Commissioners announced their intention to alter in some essential points the specification and system of contracts previously determined on. The proposed changes had reference to the basis on Avhieh contracts should be entered into, and to tlie character of the bridges. The Commissioners had resolved to make the bridges of wood, instead of iron as recommended by the Chief Engineer. The Government liad previously determined to construct the line in short sections of about 20 miles, and concurred in letting the work by measurement and price, as a schedule contract. The Commissioners declared themselves in favour of letting each section at a bulk sum for the whole, and not by a schedule of prices ; and they recommended this ]ilan to the Government. The Chief Engineer objected to this piinciple, but his objections were not entertained. Accordingly, he felt himself constrained to sub- mit his views on the subject to the Government. While, on one hand, he felt bound to follow the instructions of the Commissioners, he was also, directly responsible to the Government for any advice he ' tendered ; and if, on essential points, his views differed from those of the Commissioners, his duty was to submit the difference to the Executive, and in defence of his own reputation, to place his opinions on record. ift ii k •".' 96 THE INTERCOLONIAL. I» fill: M 3 ill Accordingly, tlie Chief Engineer juldressed the Premier,* setting forth tlie ini[)ortunt changes proposed by the Commissioners, wliieh ho held to be unwise and ill-consideri'd ; and, on twooeeasions following,! he subniitt(;d at some length his objections to the eonrs;; proposed, and asked the interference of the Covernment with regard to it. The Commissioners replied J to the first communication; the second and third remain unanswered. The controversy formed the subject of returns to Parliament in 1870, Avhen the papers were bronghtdown and printed. The fiist cnn- munieation of the Chief Engineer was not, however, included with them. In the memorandum furnished by the Commissioners, they insisted that the propei" course to be taken was to call for tenders for the con- struction of eaeh respective section of the Ixailway, for a bulk sum, and to hold the contractor to complete the Avork for the amount of his tender, without advance of price for increase of work, or any re- duction for diminution of work. The Chief Engineer eontended that the know'ledge of the work recpiired on any section was insufficient to admit of letting the work for a bulk sum ; that no contractor could exactly understand the extent of the obligation which he was assuming; and that contracts let on this system, as matters then were, would certainly end unsatisfactorily; and that diffieulties would arise to per- plex the Engineers, the Connnissioners, and, fiDall}', the <(jverinnent. He also pointed out that all contracts should only be let on known data^ but that if it were deemed advisable to commence construction before the measurements were completed, and the exact quantities established, the principle of measurement and schedule price should he adopted. A contractor would tlien perfectly understand that lie would only be paid at the prices in his tender for all the work which lie per- formed, and for that only. * 2d January, 1869. 1 27tli Jiinuary, 18G9 ; 10th March, 1809. } 2Cth January, 18C9. . LOCATION AND CONSTRUCTION. 97 The opinion of ilie Chief Engineer was, however, not sustained, and tenders were asked on the bulk sum system. In February and April, 18G9, tenders for bridging and grading 161 miles, divided into seven sections, were received. The following list will show the great difference of value attached to the work : Lowest fliffhest Tenders, Tenders. Division A. Section No. 1, 20 miles $ 176,000 $ 700,000 B " " 2, -20 " 2'.»y,000 820,000 " K " " 3, 24 " 288,000 '.)8t),()00 X. " " 4, 2(j " 297,000 018,000 " c. " " 5, 2(i " 34r),'.t',t7 1,011,000 " L. " " 0, 21 " 237,000 633,150 << Y. " " 7, 24 " 333,(500 1,008,000 Total, 161 miles. $1,975,597 $6,029,150 Generally speaking, the lowest tenders were accepted, and the work was placed under contract. The tenders varied in the aggregate from less than two millions to more than six millions, or to the extent of fully 300 per cent., and showed that the parties who tendered, had imperfect ideas of the Avork which they offered to perform. It is not surprising, therefore, that, be- fore the expiration of twelve months, five out of the seven contracts had to be annulled and relet at a large advance. The failure of the first contractors to complete their engagements, established that the proper course had not been followed in the first instance. An attempt was made to remedy the evil, as far as it could possibly be done, by furnishing contractors with more complete data, but no change was made in the principle of letting the work. The "schedule price " system was not entertained, for it was held that the Commissioners were committed to the " bulk sum " form of contract, and that, accordingly, it could not be departed from. One important point, on which a serious difference of opinion arose, was in regard to the bridges. In the specification submitted by the Chief Engineer to the Privy Council, the abutments and piers were designed to be constructed of the best description of masonry, with iron superstructure. 7 \T^ 1 i 1 1 1 1 i M] y m: Ihl 98 THE INTERCOLONIAL It appeared to the Chief Engineer that great precantions should be taken with these structures, in order to have them permanent. Iron and stone being the most durable materials, their use would remove risk of accident from fire, and from natr.rol decay. And, although the first cost might be greater, the permanent structures would avoid the constant periodical charge for restoration which wooden work would require. Moreover, the geographical situation of the line admitted of the delivery of materials by sea-going vessels, directly on the line at convenient points ; so that the first cost of iron structures would be reduced to the least possible amount. The Commissioners entertained the opposite opinion, and decided that the bridges should be constructed of wood. The position was one of difficulty. Tlie Chief Engineer was de- sirous of avoiding all cause of difference with the Commissioners ; but his deliberate opinion was on record. The ground assumed by him had not been lightly taken, and the more the subject was considered by him, the more convinced he felt of the correctness of the principles of construction which he had advocated. No argument, however, which he could advance, ai)peared to have the least weight with the Commissioners. They had determined to make certain changes ; that the recommendations of the Chief Engineer should be set aside ; and that iron should not be used, but that timber should take its place. In January, 1860, the Chief Engineer made his first appeal in the matter, to the Premier, Sir John A. Macdonald, and he submitted at length the arguments why iron and not wood should be used. This letter was referred to the Commissioners in the usual course. It has never l)een replied to ; and the arguments advanced in that com- munit'iition remain to this day without refutation. But the decision of the Connnissioners was sustained. Five of the bridges Avere, however, exempted from the princi})le originally laid down by the Commission- ers ; otherwise, the order M-as given tliat all the bridges should be built of wood. LOCATION AND CONSTRUCTION 09 In I\Iay, 1870, tlie Chief Engineer reciiiTod to tne question, in a statement prepared for submission to Parliament. A complete list of the bridi^'es was given, and it was there set forth lliat the cost of con- structing them of iron would be but slight ly in excess of building them of wood, and accordingly he recommended that iron should be used. The Kailway Connnissioners still adhered to the view they had previously exnressed, for, in a majority report, signed by ]\Iessrs. Ihydges, (handler and MeLelan, they repeated the recommendation that, with the exception of the five bridges iUi ed, wood should be used through- out the line. This report is dated 3d July. Mr. Walsh, however, the remaining Commissioner, and Chairman of the IJoard, on the 5th Jidy, gave his opinion in favor of iron. The matter was thus again brought before the Government, and on the 7th July an Order in Council was passed, affirming the decision of the majority that wood should be used. The Chief Engineer took another ojjportunity of appealing to the authorities on the subject. On the Soth July, he wrote to the Premier, Sir John A. Macdonald, and on the 22d August to the Commissioners. In the latter communication he asked a delay of ten days for some work in progress, so that the matter could be reconsidered by the Government. In September, Mr. C. J. Brydges, one of the Commissioners, address- ed, on his own account, a communication to the Privy Council on the subject. He argued that the fear of wooden bridges catching fire was groundless ; that, in his experience of eighteen years as a Railway Man- acrer. he had known no instance of a wooden bridge having been in- juriously affected tli ugh the cause assigned. He contended that the Chief Engineer's calculations of quantities and cost were erroneous, that iron bridges would cost at least $300,000 more than the sum named, and that their introduction would probably add •9r)00,000 to the cost of the line and would cause delay and confusion. Mr. Fleming replied to the connnunication. He cited two instances of bridges on the Grand Trunk Railway, under the management of Mr. Brydges, having been destroyed by fire but a few weeks before the date I' I l! t 1^ !!.h i ■ ^ ' 1 if 1- M 1 ' s •ir m 1 i. M i I' ! m iii|»|i8pil ii?- 100 THE JNTEllCOLONIAL. of Mr. Hrydgcs statement. Mr. Fleniinnr conteiidod that his esliinalw were correct, and challonj^ecl (ixaminatioii into their accuracy : and he further made a final ajjpeal in favor of iron bridges. After an examination which established tluit the estimates of the Cliief Engineer were correct,* the Commissioners eventually with- drew their objections and reconnnended that all bridges over 00 feet si)an should be built of iron. 15ut the Chief Engineer persisted in liis efforts to have every bridge, down to the smallest span — -4 feet — made of iron, and at last, by an ( )rder in Council, dated liith May, 1871, authority was given to liave tlieni so constructed. With the exception of three structures built of wood by direction of the Connnissioners, against the protest of the Chief Engiiieer, all the bridge si)ans, of whatever width, tlu'oughout the line, have the super- structure of iron. At the period when the Commissioners were appointed, the line liad been determined from river du Loup to the river Miramichi, and from the northern boundary of Nova Scotia to Truro, but tiie location of tlie intervening distance of about 120 miles had not been made. It has already been mentioned that contracts had been made in 180") between the Intercolr 'ual Contract Co. of London, and the Gov- ernments of Nova Scotia and New Brunswick, for the construction of the line between Truro and Moncton, Avith the design that tliis section should eventually form part of the Intercolonial Railway. In the winter of 18G0-G7 the Intercolonial Contract Co. failed, and assigned their contract to Messrs. Clark, I'unchard & Co. By the provisions of the contract between the Company and the Government of New Brunswick, it was set forth that the railway should intersect the St. John and Shediac Railway east of Moncton, and should pass the village of Dorchester within a specified distance. *Mr. Fleming's original estimate of the cost of bridges with iron super- structure, including masonry, was $1,294,607 With wooden superstructure 1,293,459 The actual cost erected, completed, with iron Buperstructure, 1,274,027 LOCATION AND CONSTItUCTlON. 101 Tlio Ihitish North Aiiun-ica Act was passed in March .mdcivine into fore*' (»n the 1st .Inly, 1H*)7 ; and, as it contained iirovisi(jns for the im- intMhate constrnetion of the Intercolonial Railway, the (Jovernnient of Nova Scotia took stejjs to nullify the contract within the limits of that Province, no work having been executed. At the sann; date bnt limited action had been taken either by the C-ompany or by their assit^n- ees within the Province of New Hrunswick. At this stai^e of alfairh tliu New IJrunswiek (iovernnient would also have been jnstilied in inter- V('nill,t,^ ('ertaiidy they should have ascertained how far the proposed line would have acconh^d with the {general route of which it was ulti- mately to form a part. In the contract in (piestion, it had been stipu- lated, in order to serve some local or i)assing interest, that the line sliuuld run to the villairi! of Dorchestei'. It was quite uncertain if this location woidd best conform to the main route. Indeed, as it was af- tciwiirds ]»roved, the Intercolonial Railway, in order to serve com- paratively insignilicant interests, was twisted many miles out of its proper course. Work to some extent, however, was commenced some time before 1st July, 18()7,and, on the 8th of that month, Mr. C. H. Gran^, the a<,'ent of the contractors, wrote to the Provincial Secretary, announcing that he had arrived at Dorchester to assume his duties, and that he was provided with full powers and instructions to carry on the work. There appears no record of the extent of the work performed be- fore 1st July, 1867. It is, however, well understood that its value was unimportant. In July, 1867, on the formation of the first Dominion Government, intimation was given to the Government of New Brunswick, that the proposed Eastern Extension Railway, as the short section in question was then designated, might not be in a proper position to form an eligible section of the Intercolonial Railway, and in October the Min- ister of Public Works submitted to the Privy Council a memorandum to the effect that certain parties, since the 1st July, 1867, had been en- gaged in constructing a railway between Moncton and Sackville, iu m ' I II If ^ ii 102 TIIK INTKUCOLONIAIi. I I Now Rnniswi(!k, with a view to its bccoiiiiiiGf a portion of tho Iiitcr- coloiiiiil Hailway, and that ho was douhtrul it' tho h)i'!ition of the lino, or tho charactoi of the work wouhl he sueh as to justily the (iuneral Government in ado[)tin<;- it as part of the In."rc'oh)nial line ; lu', there- fore, recommended that the (iovernment of New IJrunswiek should he notified that the rail'vay eould not be adopted, unless it should he found suitable in location and character; aiul, therefore, that the work "must be, and continue to be, at the sole cost and risk of the Province." Upon this notification, tlie contractors' ai^ent addressed the Minister of Public Works in a letter dated Gth December, 18G7, to the effect that the works in (luestion had been conunenced early in June, 1866, after eight months had been spent in surveys, and that hy tho 1st July, 1867, upwards of six miles of gradinjjf had been formed, and that at the date of his letter, fourteen mfles were completed and all the material for tlie permanent way provided, He added that the route taken had been prescribed by the New lirunsAvick Government and hy the contract, and that it passed through a most populous and most fertile district. The Provincial Secretarv of New Brunswick also de- dared that the New Brunswick Government would have cancelled the contract at the time of Confederation, if it had been practicable to do so, but that, in reality, the Province was obliged to accept the sit- uation, with the expectation that the Federal Government would accept the line and make provision for refunding the subiiidy advanced by the Province. The Minister of Public Works accordingly instructed the Chief Engineer to examine the railway in question, so that the Government could determine whether or not the transfer should be entertained. Assuming that the point of junction, near Moncton, was suitable, he was instructed to report whether a better alignment could be procured between the point of junction and the termination of his location surveys at the boundary of Nova Scotia. He was also to report the actual value of the work done and the materials delivered. The examination was made, and the Chief Engineer reported : — i I ' LOCATION AND CONHTlUCTln.N. loa that two lines had lioen found, both of w hi
  • 00 in land damages ; and -1^044,000, to be paid to the con- tractors. Thus the circuitous route by Dorchester was definitely adopted for the Intercolonial Railway. There only remained to be determined the line between the River Miramichi at the north and Moncton at the south, to complete the whole location from River du Loup to Truro. The line projected by Major Robinson 'n 1847, crossed the two branches of the Miramichi at Indiantown, some fourteen miles above the point which has been since selected, and then took a tolerably direct course toward Shediac, passing, far up from the sea, the waters of the Richibucto and Buctouche. In December, 18G8, a number of gentlemen interested in having the railwa}- constructed nearer to iMonctou, the " Bend " so frequently referred to as a point on the routes between Halifax and Quebec, met, in compliance with a requisition, at Moncton, and passed several Re8t)lu- tions on the subject, which were immediately presented to the Railway Commissioners. The Chief Engineer was thereupon instruc^;ed to make the neces- sary surveys of the country southerly from the River Miramichi. Three lines were surveyed, one designated the '^Shoreline," extend- ing from the point selected for bridging the Riv'cr Miramichi, by Chatham and Richibucto to Painsec Junction. A second line, designated " The Middle line," extending from the River Miramichi more directly to Painsec Junction than the Shore line, keeping at some distance from Chatham and other towns on the Cuilf Shore. A Third line, " The Interior line," proceeding directly to the nearest point on the existing Railway, west of Moncton. A comparison of these several lines established, 1st. That the " Shore line," passed through the best settled section of the country; 2nd. That ' i PLitTE No. 1 m f'*'i ftt^j^ ii Photo- I.idl. by ihi; (iurhncl De'.harati I.itli. Co. PLATE No. 1 (.ENKliAl.- MAP SHEWING ROUTF- OF THE } aHTE2^€€)LOMIIA]L RAILWAY Santjford Fleimn^.KnjTV in CKief. Ill De'.liaraf; I,ith. t^o. mf i.V: '4he lliaii 'J'hat unit's tl If" " Mk the " cost I the '' ed 111 adopt J tioii M the e: (ni V in tl le A Interc Monet in all been c; contro LOCATION AND CONSTRUCTION. 107 " tlie Middle line " was the most direct to Halifax, being one mile shorter ihan the " Interior line " and four miles shorter than the '' Shore line ; " 3rd. That the " Interior line " was the most direct to St. John, being three uiilt's shorter than the " Middle line " and seventeen miles shoi-ter than tl)L'" Shore line " ; 4th. That the " Interior line" was the shortest to coii- t^tnict, the length of railway to be built being six miles less than the '' Middle line " and ten miles less than the " Shoreline ; '* and 6th. That the " Interior line " would be the cheapest to construct, an estimate of cost being $175,000 less than the ^' Middle line " and $700,000 less than the " Shore line." Taking all these facts into consideration the Commissioners report- ed in favour of the " Interior line " and the Government accoi'dingly adopted it. The entire line having now been established, the work of construc- tion was proceeded with, the Commissioners managing and controlling the expenditure until the year 1874, when Parliament passed an Act (•)7 Vic. Cap. 15) vesting all thepowersandduties of the Commissioners in the Minister of Public Works. At the time of the transfer to the department of Public Works, the Intercolonial Hallway was in a forward state, the portion between Moncton and Truro and between Riviere du Loup and Trois Pistoles, ill all 153 miles, being open for traffic. Since then the works have been carried on, to their present state of completion, directly under the control of the Department. y ''W .':■ :^ J^KM ' 1 i 1 .■'1 • '^H 1 n P Ifli^ CHAPTER VII. i i 1: ■ ', ''-^'^Ml 'i| m llk:'V THE ENGINEERING CHARACTER OP THE LINE. i'rinciples of Construftion — Climatic effects of frost and thaw on the works — Action on Road hey tar tlu' least costly. These principles clearly establish what the hrid^^es on tiic Inter- coloiiiiil line should he, structures marked l»y no unnecessary expense, suhst initial, massive and permanent. Some general rules were laid down to determine the mode in which flu! lar in view the in(;reased freshet discharge, to be looked for at a future period when the cidtiva- tioii of the land and the removal of the forest would cause more rapid surface drainage. i\hiinly to facilitate the removal of snow from the track, it was de- signed that the rails should be raised more than ordinarily above the level of the adjoining surface, and that the cuttings should have suffi- cient width to admit of the snow being cast aside by snow-ploughs. The quantities of excavation sul)mitted were computed on the basis that the cuttings should have generally a width of 30 feet at formation level* with side slopes of one and one-half to one. Tliat average width to be varied in ditTerent localities in in-oportion to the record of snow-fall. Ballast is an important element in a railway. Much of the durar' bilily of the rails, and, indeed, of the rolling stock, depends ui)on it. The railways which do the most business with the least outlay are. as a rule, found to be the best ballasted ; and the employment of the best ballast obtainable, even at somewhat high cost, was recommended as true economy. At the time when the report of 1865 was made, steel rails were but ••|J im 112 THE INTEUCOLONIAL. hn littlt' known, and it was tlicn coiiliMnplated to use iron rails, wci^'liin;^, with the joint fastenings, 70 lbs. per lineal yard. It was pointed out that tlie iron should be the best nianufaetured. There is no eeononiy in purchasinfjf low-prieed, inferior iron. The eharj^es of shii>ping, truns- portinuf, handling, laying traek, and other expenditure, are the same, whatever be the quality of the iron. This point was satisfaetorily nut, as steel rails were substituted for iron throu: ^mm- facility for keeping the track clear of snow. With a view to avoid expense, this proposition was not entertained ; and generally the width is but 22 feet at formation level. Tliere are exceptions, however, where the width is greater. The side slopes in rock are 0.25 horizon- tal to 1 perpendicular, as in Fig. 6; in ordinary earthly horizontal to 1 perpentlicular ; hut in some wet clay cuttings, slopes of 2 to 1 were found necessary. It has been stated that the frost penetrates the ground to a great depth, and as a conse- i^A^j quence wherever the soil -g-jjj ^jg^ijrr.. ^ is at all wet, the thaw ^^^^=s disturbs the road-bed and injuriously affects the earthworks. Special care was consequently directed to drainage. Fig. 7, illustrates the plan Fig. 7. adopted in the formation of underdrains : they are placed, as a rule, immediately at the foot of slopes ; formed with drain pipes and the trenches filled with ballast to within a foot of the surface. In rock cuttings, provision was made for carrying off tiie water by shallow trenches on both sides, as shown in figure 6, so as to keep the track perfectly dry. Fig. 8 is a cross section of the ordinary cutting, 22 feet wide at formation level. It shows the underdrains below the frost limit, so that water to a depth of at least four feet will be carried off, and the road-bed kept dry and free from the effects of frost. When such cut- tings are subjected to the effects of the maximum snow-fall, as is indi- cated on the diagram, the operation of the railway becomes difficult. A large expenditure, either in removing the snow, or in roofing the cuttings, may be looked for. ml III Hi I CHARACTER OF THE LINE 119 !*' Fig 8. It is to be regretted that the cuttings were not formed on the principle shown by Fig. 9. The deep side ditches would have fulfil 1(><1 Fig. 9. the duty of underdrains in keeping the road-bed dry and free from disturbance by frost, and at the same time would have afforded space to receive the snow thrown off by the snow plough. The increased width would have enhanced the cost to a less extent than was assumed by the opponents of the principle, as the extra width in many cases would have provided material for embankments, where, the nar- rower cuttings being insufficient, borrowing pits had to be resorted to. It is also estimated that cuttings of the larger form referred to, would have entailed less additional cost than the erection of snow sheds. Besides, wide cuttings are preferable ; as in themselves the snow sheds being perishable, and from time to time requiring renewal, are always exposed to destruction by fire. ■l! I 120 THE INTERCOLONIAL. M'^i 'H 1 m ■ J :l 1 i* ■ ■ ±ii i ^ 1^; ^ Structures for the passage of water, whether of rivers or less im- portant streams, should never be lightly considered. One of the leading principles observed, was to create as few bridge openings us possible. AVhenever practicable to pass a stream through a covered passage in the continuous embankment, that system was followed. Tlie same principle governed in carrying the line across valleys. T was held that no viaducts should be introduced ; that as an engineering question, an earthern embankment is preferable. A calculation of the comparative cost, proved that of the two, under ordinary circumstances, where the height does not exceed 80 feet, the embankment is tlie cheaper, and that in some exceptional cases, embankments of a greater height may be with economy employed. Open bridges were, therefore, strictly confined, with a single ex- ception,* to the large river crossings. So little was known, at this period, of the country through which the Intercolonial Railway now runs, that it was difficult to establish in each case the requirements of waterway and the other conditions to be observed. In settlements, information of some kind may be obtained, but the country to be traversed was for a great extent a wilderness, and few data of any kind were known concerning it. In each case reliable information had to be gathered in order that the size and character of structure might be determined. A structure conceived on a scale unnecessarily large calls for a useless expenditure of money. If too cramped in size, annually during floods it will be ex- posed to the risk of being carried away. Ultimate destruction is gen- erally its fate, and when this contingency arises, even if no loss of life results, the money expended in reconstruction may be held as so much dead loss. Any miscalculation with regard to the size or character ot a structure generally results in uncalled-for expense, and it is therefore necessary clearly to determine what the true requirements in each case are. Assistants were accordingly detailed to measure the streams during ♦Folly River Viaduct. CHARACTER OF THE LINE. 121 the periods of maximum discharge; to ascertain the sectional area, velocity and volume, when the fresliets from the melted snows were at their height. This information was tested by repeated observations ; and the number and sectio)ial area of all openings for the passage of water was determined in accordance with it. To the sectional area thus ascertained was added a marginal allowance for floods of more than ordinary occurrence. The precise character of each individual work next became the sub- ject of consideration. It was deemed advisable to reduce the plans to a limited number of classes; to adopt designs of the si-iplest type ; and to prepare standard working drawings, wliich would suit ordinary cases, and whicli could readily be adapted to any peculiar necessity. They were as follows : — 1. Box culverts. 2. Arch culverts. 3. Open culverts. 4. Pipe culverts. 5. Tunnels. 6. Inclined culverts. 7. Bridges and viaducts. Many of the structures embraced in this classification are remark- able only for their number. Nevertheless the description of the rail- way would be incomplete, without mention of them. U ll!l , i| |P :.|l k 1 'i P i 1. Box Culverts. These culverts were designed to carry off runs of water, or for places where an outlet for surface drainage across the line was necessary. They ranged from two feet to six feet in width, and from two feet to nine feet in height, but the prevailing size was two feet or two feet six inches in width by four feet high. Fig. 10 is a cross section of the WW !i- ^ '\ " II 122 THE INTERCOLONIAL. i:> «,iw ssmaller culverts, so that a man could pass through to repair or clean them out. Few culverts have been constructed of loss lieight than four feet, although occasionally where the road-bed was low, culverts two feet six inches square have been introduced. As some quarries furnished large flat stones, adapted for this char- acter of work, and other quarries supplied material better fitted for the arch, it was an object to accommodate the designs to such circum- stances Box Culverts, of various sizes r.anging up to six feet in width by nine feet in height, were used when it was advantageous to rii^l^^l do so. Figs. 11 and 12 are cross sections of medium sized box culverts, the water- way of the one three ^^j feet wide, l)y four feet six inches high, that of the other four feet wide by six feet high. Figs. 13 and 14 indicate Fig. Fig. 12. Tig. 18. KiK. 14. the proportions of the largest sizes built, the water-way of the one being five feet by seven feet six inches, and the clear opening of the other CHARACTER OF THE LINE. 123 Fig. 15. being six feet wide by nine feet high. These sections sliow the manner in which structures of this class, over three feet in width, had their walls corbelled, in order to carry the massive covering stones required. These large box culverts were introduced only when the material available was unusu- ally strong and mass- ive. The ends of all culverts of this class were of a simple de- sign, as in Fig. 15 ; they were usually placed square to the body of the work, with deep apron walls to prevent any undermining by the stream or upheaval by fi-ost. 2. ARCH CULVERTS. The arch culvert was designed for streams requiring a clear width of water-way from 4 feet to 20 feet and upwards ; and when the em- bankment through which they passed was of sufficient height to admit the turning of the arch. With some modifications to suit local circumstances, they were all made after one type. The lower, or down- stream end, is shown by Figs. 16 and 17 ; the former being an elevation and the latter a longitudinal section. The up- stream end is formed with cross wall to obviate the possi- bility of the current finding a passage behind the masonry. Fig. lU. '^ ;! !l( lUlll r 124 THE INTERCOLONIAL. hn r 1 i X ■1 1{ '.'] ||;|li ii:;.. Fig. 17. Fig. 18 represents an elevation of the up-stream end of this cul- vert, and Fig. 19 is a longitudinal section. The parapet walls, indeed exposed walls in all structures, were directed to be backed with a quan- Fis-U. TW CHARACTER OF THE LINE. 125 tity of small rip-rap or broken stone, as indicated in Fig. 17 and 19, to prevent injury from frost. Particular attention was paid to the foun- Fig. 19. dations ; in all cases where the natural sub-stratum seemed at all doubt- ful, artificial foundations were obtained by piles, concrete and other means. Drawings were prepared for ten different sizes, with arches from ^ to 20 feet diameter, oross-sections of which are shown by Fig. 20. Every horizontal and vertical dimension was proportioned to the size of the arch. The length only varied according to the height of the superincumbent embankment. And to prevent mistakes in setting out the work in the field, tables of lengths above and below the centre line were prepared, by which culverts of any size, in any embankment on the line, oould be laid off with accuracy. Only at one point has an arch of more than 20 feet been introduced ; and special drawings were then prepared. In Fig. 20 are represented i iff; l;4!||t !*:> 126 TliE INTERCOLONIAL. cross sections, of the variona arch culverts up to 20 feet span, which have been built on the line. Fif. M. OPEN CULVERTS. As already mc. uned, a decided preference was given to covered structures for the passage of streams ; and they were adopted whenever practicable. There were cases, however, when, owing to the width of streams, or insufficient height of embankment, a covered passage could not be obtained. In all such cases the streams had to be spanned by open structures, which were formed of beams or girders placed on walls of masonry. Open structures above 20 feet span were termed bridges; when of less than 20 feet span, they were accounted open or beam cul. verts. Fig. 21 is a type of the open culvert. It consists essentially of ^^i* rr CHARACTER OP THE LINE. 127 two masonry iiLutmoiits, proportionod to the lieiglit of tliceniliiiiilcment, sufficiently far apart to allow a passage for the stream, and on which Tig.n. rests the rail system, supported on beams stretching from abutment to abutment. In open culverts of small span the beams are single under each rail ; in the larger spans they are double and set side by side. The great majority of structures of this class do not exceed 10 feet span and are invariably in shallow embankments. For reasons given, the introduction of the large size was studiously avoided ; the number on the line is consequently limited. The figure shows an open culvert of 20 feet span, in an embankment 20 feet high ; this is the largest size. In cases where the embankment exceeded 20 feet in height, and the stream required the width, arches of 20 feet span were substituted. 4. PIPE CULVERTS. In localities where building material could not be obtained without difficulty, it was found advantageous to employ cast iron pipes or cylin- ders. These pipes were of cast iron three feet in diameter, with spigot and faucet joints. Culverts of this class were advantageously intro- duced on sections of the line near tide-water, where the iron cylinders could be brought by sea-going vessels. They were quickly and econo- mically made, the two ends were encased in masonrj ; the body of the culvert consisted of a sufficient number of iron pipes to reach across the embankment, the castings being of different lengths. The ])ipes were ": !l 'I mn 128 THE INTERCOLONIAL. ii'B ;i ■ Hi ■!.;': I i bedded and completely encased, to a minimum thickness of nine inches, in hydraulic cement concrete. There can be no question with regard to the durability of this class of structure. The chemical affinity between cement and iron is such, that the concrete becomes as hard as stone and will aloDC be sufficient to resist the pressure of the embankment and all wear and tear, even should the iron lining be remove by oxidation: a contingency not to be looked for, except after a long interval of time. Pip« culverts were introduced in all situations, but they were found more especially use- ful in side-hill ground, where structures of the 6th class were called for. Fig. 22 illustrates the lower portion of a pipe culvert on side-hill. Tig.2t. 6. TUNNELS. Where streams crossed the railway in deep rocky ravines, it was frequently found preferable, as a matter of convenience and economy instead of spanning the ravine by a bridge or constructing a culvert, to pierce one side of the ravine by a tunnel, through which the streiuii could be diverted, and to form a solid embankment across the channel CHARACTKR OF TILE LIN'E. 12 r>C. of the stream itself. This expediei.t was adopted, not only in deep ravines, but in other localities. Figs. 23 and 24 show a section and plan Fig. 23. of a tunnel, which was formed at one point on the lino under an em- bankment exceeding 100 feet iu height. The whole work, including lii;. -J I. the emhankment, was com))leted at less cost than a bridge, or eveti a culvert Avith the superincumbent embankment. The one condition necessary, was the presence of rock of suirunent solidity and dura- bility. They have been used in cases where the rock was of a nature requiring to be lined with masonry ; as in the perisliable Sandstones, along some parts of the Bay of Fundy. In all cases they brought into play a cheap description of labour in their construction, and allowed tlie formation of the roadway to be proceeded with, much sooner tb; in i r i 1 i ■> •- . „ i : 130 THE INTERCOLONIAL. would have been possible, had structures of masonry been carried out. On side-hill ground, such as occurred in passing over the Cobequid mountains in Nova Scotia, small tunnels were frequently introduced, they are shown in Fig. 25. WVTn. Fig. 25. 6. INCLINED CULVERTS. The designs for structures of the 1st and 2d class were applicable where streams flowed in channels with little fall ; but on side hills, where the streams often become swollen torrents, it was necessary to adopt means to prevent the possibility of destruction of the structure. Ordinary culverts were employed in all cases where the fall of the stream did not exceed, on an average, one foot in twenty. With streams r a greater fall, the structures employed, came under the designation '"'• Inclined Culverts," and in all such cases special designs were pre- pared. Inclined culverts were built of both Box and Arch work : Fig. 26 shows the mode adopted for arches. In both cases the walls were regularly stepped, to insure stability; ii CHARACTER OP THE LINE. 181 and precautions were taken to prevent the water of the stream from finding a way underneath the paving or below the walls. The line of paving was placed considerably lower than the natural bed of the stream ; the whole masonry was laid in cement ; and the walls at the upper end were built in such a way as to be impervious to water. To increase the security of the work, a concrete wall was formed vuKlerneath and around the body of the culvert, midway between the two ends; and this wall was made perfectly water-tight, across the ravine in which the culvert was built. The footings of walls were full bedded in cement, and the spaces underneath the paving and around the walls were filled with concrete. The paving was all laid in cement. ;l ■« 132 THE INTERCOLONIAL. I'ii Other precautions Avere taken to render the work secure. Tn cases where the walls could not be founded on rock, the lower ends had a dee}) set apron wall, with wing walls and a secondary front wall also deep set. Above and around the whole, loose stone filling, "rip-rap," was jilaced, to deaden the effects of the stream rushing rapidly down the smooth surface of the culvert. These and other precautions were adopted as the circumstances of each individual ease seemed to dictate, in order to secure i^ermanence in the work. Fig. '20, represents a longi- tudinal section of the up-stream portion of a culvert of this class. Here the wing walls are square to the body of the structure : but at the down-stream end, the arrangement shown on Fig. '2'2 was generally cur- ried out, with such modifications as each case necessitated. It has already been stated that iron pipes were used for inclined culverts, but they were only introduced to carry off streams requiring less than three feet water-way. The pipes were east in short lengths, those for the lower part of the culvert having radiant ends, so that, when set in place, they would lie in a curve as in Fig. 22. By this means the water descending through the culvert with great velocity would be changed in its direction and discharged horizontally, thus reducing the tendency to undermine the lower end of the structure. 7. Bridges and Viaducts. liii'^i K u Tliis class includes all structures with clear openings exceeding 20 feet. On the Intercolonial Railway, the S2:)ans range from 24 feet, the viinimion, to 200 feet, the maximum. It has already been stated that a viaduct is not, under ordinary circumstances, an economical or desirable structure ; and that it should only be introduced where a river of considerable width has to be cross- ed. Accordingly Bridges have been avoided in all eases, where a solid earthen embankment could be formed. The one exception, at the River Folly in Nova Scotia, has already been mentioned. The number and length of spans, and, to some extent, the form of the superstructure of a bridge, depend on the width of the river at m i^ CHARACTER OF THE LINE. 133 flood, the charactor of the river hed, the formation iind movement of ice, and the quantity of drift timber wliic^h may be looked for. It was not found neeessary in any case to have wider openings between the piers than 200 feet, and although in many instances several openings occur in the same structure, it was only considered expedient to adopt spans so great in three bridges. Wherever the cost of fou.uling piers was not excessive, spans not exceeding 100 feet were used ; and in every instance where the character of the river would admit with safety the employment of spans shorter than 100 feet, they were adopted. In laying down general principles by which the construction of the whole of the structures on the line wa:\ ; » be governed, engineering requirements were primarily regarded ; but economy in expenditure was by no means lost sight of. It was felt that while the abutments and piers should be designed to efficiently resist the peculiar climatic forces to which they would be exposed, it was equally important to accomplish the desired object at a minimum cost. A saving of expen- diture at one point, or on a single structure, might be a matter of no great consequence, but when multiplied by the number of cases which occur on such a length of line, the importance of a well-considered system becomes apparent. The question is governed by several considerations, the most im- portajit of which is the difference between skilled and unskilled labour. The Enijfineer determined that iron should be used instead of wood in the spans of bridges, on account of its durability, but he also consid- ered that there should be as few bridges as possible, for reasons already submitted ; and from the consideration that the iron work had to be imported ; and, being the product of skilled labour, more costly than ordinary earth or stone work executed in the locality. Again, as mason- ry, is likewise the product of skilled labour and costs for a given quan- tity, fifty times as much as earthwork, it should in consequence be used sparingly, in fact never introduced where the latter can be sub- stituted : moreover, it was held that none but the best masonry should be admitted and that a limited quantity of good masonry could in I 1- ' iflr 1 'ilOi: j.- ■?.' .' ; I lil 1 1 - i ' ; ■ '■ 134 THE INTi^:RCOLONIAL. most cases be employed more advantageously than a larger quan- tity of inferior masonry ; tliat the difference in cost between e(iual quantities of both kinds was limited, and no way in comparison to the greater degree of stability and permanency attained by the use of masonry of the first quality. In designing the Piers, their exposure to ice and drift-wood rendered it necessary to make them massive and of a form which would enable them to resist any shock. It would be no economy to make thciu otherwise. But in the form of the abutments, it was found that strength, durability, and the principles of economy referred to, could be consulted at one and the same time. The plan of abutment adopted, consisted simply of a hollow tower Tig. S7. Fig. 23. CHARACTER OF THE LINE. 135 of no greater width than was required for the support of the super- structure, and built perpendicuhxrly on the four sides. The sections Figs. 27 and 28 give the form of tower as it has been built ; in son cases with two rectangular cells as in Figs. 27 and 29 ; in others, the void was made circular as in Figs. 28 and 30*, and in both cases the voids were corbelled or arched at the top to support the ballast and rail system. Fig. 30. Fig. 2y. A comparison between the cost of this form of abutment and the plan counnonly carried into execution on Railways previously con- structed, Uiay be advantageously made. Abutments have usually been built with wings, necessarily heavy, in order to resist the pressure of the embankments. Taking four different designs carried into execution on the Grand Trunk Railway, with the formation level 60 feet high, the quantity of masonry in each abutment is as follows : — esign No. 1 3230 Cubic Yards. " 2 2060 (( « 3 2260 (( " 4 2310 t( Giving an average of 2465 cubic yards for each abutment. As the difference is almost wholly in the form of abutment, it is 13G THE INTERCOLONIAL. not necessary to take into the calculation tlic intcrmecliate piers, when a comparison of cost is made. The two estimates of cost stand thus : — (1) In the Intercolonial Jlailway system : — 2180 cid)ic yards of masonry in the pair of land piers and towers at 113 - - $28,340 2 sixty feet iron girders erected $ 3,83-4 Less 12000 cuLic yards of em- bankment, saved at 30 cents 3,000 234 $28,574 (2) In the Winched Abutment system : — 4930 cubic yards of masonry at $13 04,090 Difference in favour of the new system l8«3r),r)lG It Avill llius be apparent that the saving? effected is lar^'o; it amounts indeed to fully fifty per cent, of the cost of both abutments constructed on tin; old plan. The estimate indicates the saving in one bridge only. I)Ut economy in first cost is not the only or main advantage. It is well knoAvn that Avinged al)utnients, evt-n if built sufficiently massive to resist the thrust of embankment, are frequently injured and ulti- mately destroyed through another agenc3'. If the embankment be formed of any material that will hohl moisture, the low temperature of winter is certain to act injuriously upon it. The moist clay or earth behind the masonry becomes frozen solid, and in obedience to the expansive powers of frost, produces an irresistible thrust on the ma- sonry, Avhich, whatever its strength, will eventually become fractured and displaced. This destructive agent, acting year after year, will sooner or later render reconstruction a necessity. This effect can never take place with the bridge abutments of the Intercolonial Railway. It is impossible for the hollow towers, placed •m "' t CllAllACTEU OF TllK LINIi. 1:57 ill tin' lic'iuts of [\h\ ciubiiiikiueiits to l)e rent iisiinder, or in iiiiy wuy in- jini'il, ciihcr liy the thrust of the earth or by frost. The pressure is at all times external, and bein'. ul represents an abutment of moderate heiL;ht before its I ; Fig. 31. connection with the embankment. It also shows a common form of pier adopted in eases where the strnctnre i- opposed to rnnninij; ice. The superstrncture of three of the bridges viz. : — at River du Lotip, IsV Verte and Missio-uash are of wood. These were erected, under the protest of the chief engineer, by direction of the Commissioners :"'i!l!l:; %\ i i ; !fi| 1 1 JL ^KEg T~ i^ ^n I'ff il b [ |llU| ' ;: 1 fi ! ! 1 ] : i' 138 THE INTERCOLONIAL. before their policy on this question was reversed. All the other bridges on the line have iron superstructures; three of the latter viz : — the Kestigouche and the two Miramichi bridges, are " pxii connection " trusses, constructed by a Pliiladclphia firm, Messrs. Clarke, Reeves & Co. All the others are " plate " or " lattice " girders erected in place by an English firm. The Fairbairn Engineering Company. Iii> CHAPTER VIII. THE ST. LAWRENCE DISTRICT. General Features of the Line — Grentcst Altitude — Geographical Divisions — The Four District? — Tiie Etiffineering Staff — The St. Lawrence District — (ietieral Descrip- tion — Crossing the Height of Laml — Geology of the District — The Kiver Systems — Division A, Contract No. 1 — Division 13, Contract No. 2 — Division C, Contract No. 6— Division D, Contract No. 8~ Division E, Contract No. 13— Division F, Contract No. 14. The Railway extends for 178 miles in the Province of QueLec. Crossing into New Brunswick at the river Restigouche, the distance in that Province is 241 J miles. At the river Missiguash it passes into Nova Scotia, to terminate at Truro, a distance of 80 miles; joining at that place, the line constructed previous to Confederation between Truro and Halifax. The greatest altitude reached by the line is in the Province of Quebec. This is at Lake Malfait, 108 miles from River du Loup, and 743 feet above the sea. Nova Scotia ranks second to Quebec in respect of altitude, a height of 610 feet above the sea being attained at Folly Lake, in the Cobequid Mountains, 24 miles west of Truro : while the highest elevation in New Brunswick, 514 feet, is at Barti- bogue, about mid-way between Bathurst and Miramichi. At the river Restigouche, the boundary between Quebec and New Brunswick, and at the river Missiguash, the boundary of Nova Scotia, the railway is but little above tide-water ; at the former, less than 40 feet ; and at the latter, less than 10 feet. The levels near the extreme ends of the line — Truro and River du Loup — are not high; conse- quently, the line is divided, geographically, into three main ridges — one in each province. The ridges may ue described as being 180, 240 and I / If I I 140 THE INTERCOLONIAL. ||L> ,1 i ^1 ;i : . r I ; 1 1, ii. 1 ii ! , i 80 miles broad, risint* respoctively to 748, 514 and 610 feet above the sea. Diiriiifj coiistruciion it was found convenient to divide the Tiiiie into four Dislricis, whidi were af^ain sub-divided into 2.") Divisions desig- nated by the letters of the alphabet, bej^iuning with A at River du Loup and endinj^ with Z next to Truro. 'J'ho Districts were called the St. Lawrence, the R('sti,L?ouche, the jMiraniichi and the Nova Scotia. The Re'stigouche District embraced seven Divisions, each of the other three embraced six Divisions. The lengths were as follows: St. Lawrence District, Restin^ouche " Miraniichi " Nova Scotia (( 120i Miles. 128 " 117i " 124J " Total, 491) J " These four sections were each placed under a District P^ngineer responsible directly to the Engineer-in-Chief. Resident Engineers were appointed to each separate Division, who acted under the Engineer of the District; and the latter again had their necessary assistants. The work on each Division was carried on under a distinct contract. The St. Lawrence District extends from River du Loup along the shore of the St. Lawrence as far as Little Metis, where the line turns in a southerly direction to cross the highlands, dividing the waters flow- ing into the St. Lawrence from those llowing into the Bay Chaleur by the Metapedia, a tributary of the Restigouche. Its length is 129i miles and it embraces the following Divisions : Division A, Contract No. 1 20 miles long " B, " 2 20 " «» C, »' 5 26 " »» D, " 8 20J " ^■i^ 1 THE ST. LAWllKNCK D18TI11CT. Division E, Contract No. 1M 20i " " F, " 14 2'Ji " Total length, 121)i milen. 141 For 00 miles the railway lies within a short distance of tlio St. Lawrence, in no place more than three; mihis from it. An irregular higiihuid range extending, with but very few breaks, from liiver du Loup to (laspc, dictated this location. Attempts were made to find a location furtiier inhmd, but the country was rough ; conscfpiontly, con- struction would have been expensive and tlie gradients stec]). Along these first ninety miles the country is closely settled: besides the num- erous farm-houses whicli assume the appearance of a continuous strag- gling village, there are several towns and villages, as River du Loup, Isle Verte, Trois Pistoles, St. Simon, St. Fabien, Bic, Kimouski, St. Luce, St. Flavie, and Metis. The most favorable point for crossing the Mountain range occurs near iletis, where a depression is found in the summit, 74o feet above the sea, at a distance, on a straight line from the St Lawrence, of about 20 miles. There is, also, at a distance of G miles from the St. Lawrence, ;iii intermediate snnnnit, i)('A feet high, on a ridge overlooking the river. The country, on this mountain range is rough and rocky, and many curves are accordingly introduced, the grades being also steep. But, after descending the Southern slope, the flat country along the shore of Lake Metapedia is met, whicli extends to the end of the District. There is a considerable area of good land near Lake Metapedia. It is estimated that a belt ten miles broad, in this quarter, contains 130,000 acres of good farming land. The rock formation of the St Lawrence District belongs principal- ly to the Lauzon division of the Quebec group ; the geological posi- tion of which is about the middle of the Silurian System. This group extends in the form of a belt parallel to the St Lawrence, terminating in the Gasp6 peninsula. I! II r |iti p 142 THE INTERCOLONIAL. The Lauzon division is of considerable breadth, west of River du Loup, but contracts to a few miles, at Rinioiiski. Small outliers of the Sillery sandstone occur in this distance, one of which is met about two miles below River du Loup, and another extends between Cacouna and River Isle Verte. Interstratified with the shales of the Lauzon division, grey sand- stone and limestone conglomerates occur at Trois Pistoles, Bic and Grand Metis. The conglomerates are coarse, and consist of a sandy- matrix with pebbles of white quartz and masses of limestone and dio- rite. Between Rimouski and Great Metis the railway crosses a small basin of the Sillery limestone. Near Lake Metapedia conglomerates again occur associated with shales ; along the shore of the Lake, the rocks consist of limestone, sandstone shales, and diorite, with an occasional trap dyke. From these various ro-^ks the building material for the heavy ma- sonry on the district was obtained. The Rivers flowing into the St Lawrence, although of no great length, yet rising, as they do, in the neighboring highlands, at times discharge a great body of water. On all there is enormous water power from falls and rapids, easily made available, though hitherto but little used. At River du Loup there are three natural falls, one 100 feet high, and two about 20 feet high, almost quile unused. At the mouth of the River the water power gained by an artificial fall drives a large flour mill, and likewise the works of a foundry and machine- shop. The District Engineer, until the close of the work, was Mr. Samuel Hazlewood, who assisted in the exploratory survey of 1864, and the location survevs of 1868-69. \ THE ST. LAWRENCE DISTRICT. DIVISION Contract No. 1. 143 This Division, generally, is comparatively level ; it traverses the table-land or terrace between the St. Lawrence and the elevated range which rises at no great distance from the line. The works are generally light, consisting of low embankments to raise the road-bed above the ordinary snow level. There are only two rock cuttings of importance, and these are near the western end. For four miles the railway passes over tracts of bog, some low-lying, with peat only a few feet deep, others lying higher, with growing peat, 20 or 30 feet deep. No difficulty at- tended the formation of the road-bed, the low embankments being com- posed of peat taken from side ditches, generally 15 or 20 feet from the embankments. The matted roots of brushwood and scrub spruce, to- gether with moss and peaty material, formed embankments sufficiently tenacious. Although there was a slight sinking in some places, there was no breaking up of the surface, and the roadway is firm, though elastic. The surface in such cases is covered with a layer of gravelly sand about six inches thick, as a protection against fire. The culverts on this section are unimportant, there being only three over eight feet span, two of which are twelve feet. There are three bridges, one with a span of 30 feet over the Temiscouata road, one of three spans built over the River du Loup, and the third of two spans built over the River Isle Verte. That over the Temiscouata road is close to that over the Du Loup, and may be considered as constitut- ing parts of one bridge, the western abutment of the river bridge being the eastern abutment of the road bridge. The river bridge is on a skew, but the eastern abutment of it is on the square. The foundation is rock, on the bed of the river ; and the water being shallow, having only a depth of a few inches in summer, there was no need of coffer- dams. The bridge over the River Isle Verte rests upon a rock foundation » 1 1 n w 144 THE INTKliCOLOXIAL. iP the water, durinj^ the dry season, being so shallow as to oecasion no dililieulty in founding- the })iers. The piers of the Isle Verle bridge are on the skew, while the abut- ments are square ; thus, each span has a short and a long side, the longer being 100 I'eet and the shorter 88 feet. All that is worthy of remark eoneerning the bridges of this Division, is, that they are of wood, and Cv)nstitute two of the three wooden bridges ereeted upon the whole line. They were eonuneneed anterior to the reversal of tlie (iovernnu'ut policy in this respect, all the otiici bridges being of iron. Boti: bridges are l)uilt upon what is known as the Howe truss principle. In these bridges tlie roadway runs on tlie top of the girders. There are few curves; the two longest tangents are each about six miles. The grades are easy. Tlicre was abundance of ballast on the Division, but the pits Avere of little depth. ,• The work of construction was executed by Messrs. George and James Wort ,ington. The contract was t'ntered into in March, ISil'.t. The time for completion assigned was 1st .Inly, ISTl, but the work was not entirely linishcd until 1st .inly, ISTii. In addition to the amount of the contract, il81t,700, a further sum of >;:5r),000, for extra works, was paid. 11u' total length of the Division is 20 miles. The average excavation was 18,200 cubic yards per mile, and of rjasonry 295 cubic yards. The Resident Engineer in charge was Mr. Leonard G. Bell, pre- viously employed on the Surveys of 1808-69. es towards the south ; and the Railway, leaving the sea, gradually inclines to- ward it. The works are lighter than on any other section of the whole Rail- way. There is n'> bridge on this Division, but there are several culverts, very few of which required much masonry. There was no especial diffi- ciuty in executing any of the works, except an arched culvert over a stream about three miles from the eastern end of tlie T vision. This is a twelve feet culvert in an embankment about 20 feex deep. The em- bankment from the westward had been carried close to the site chosen ■^■i^-^ ^.^?*«^ lli- avda to- fm\\ ill: 11 ^ ,; * \: ||e: 1 m THE ST. LAWRENCE DISTRICT. 151 for the culvert, near the channel of the stream, during the first season's work. No change appeared to have taken place at the site during the winter ; but on the opening of tlie following season, when the excava- tion for the culvert was commenced, the pressure of the embankment caused an upheaval of soft mud in large quantities, and in such a man- ner, that farther excavation was impossible. The ground was tested by boring, when a firm stratum was discovered some 18 feet below the surface. It was then determined to construct a pile foundation. The piles wore easily driven, but so soft was the material penetrated that the driving of a fresh pile would partially float those driven. Con- sequently, they had to be weighted until the masonry was started. The outer piles were driven perfectly close, and formed a kind of coffer-dam, the opposite sides of which were tied together to prevent spreading and in order effectively to enclose the whole space underneath the structure. A bed of concrete was placed over the piles, and on this foundation the masonry was commenced. This work was somewhat troublesome, a whole season having been spent upon it. But it Avas finally completed at no great cost, and has answered the purpose satisfactorily. The line is generally straight, and nearly parallel to the direction of the St. Lawrence. The contractor was Mr. Duncan McDonald, whose price was $100,000. The contract was dated 1st November, 1869, the work to be finished on the 1st July, 1871. It was completed in the December of that year. The length of the Division is 20| miles. The average quantity of excavation is about 15,000 cubic yards per mile, and of masonry 180 cubic yards. The Resident Engineer was Mr. John Lindsay, previously employed on the Surveys of 1868-69. I 1:1: 152 THE INTERCOLONIAL. DIVISION E. Contract No. 13. The Railway, on this Division, crosses the water-shed between the St. Lawrence and Restigouche Rivers,aud passes over an intricate, hilly country, with deep valleys, intersected and crossed by a constant suc- cession of ridges, whose summits rise to a considerable elevation between the different tributaries of the Rivers Tortigaux and Metis. It was ac- cordingly a matter of some difficulty to find a good location through it. The country was thoroughly explored and the best route obtained. The line, nevertheless, has numerous curves, many of them of short radius. "Where the line crosses the long ridge overlooking the St. Lawrence, it sweeps round a full semi-circle, part of which is in a long deep cutting. On tlie entire Division there is an aggregate length of more than eleven miles of curves, and the aggregation of curvature is about 1407 de- grees. One continuous grade, rising up to cross the ridge overlooking the St. Lawrence, is 2^ miles long, and rises at the rate of 68 feet per mile. This is followed by another grade, ascending in the same direction at the rate of 52.80 to the mile, for a length of over 2| miles. There is an aggregate length of over 10^ miles of grades rising 1 in 100 ; and of grades rising 0.8 or 0.9 in 100, a farther length of 1| miles ; so that of steep grades there is an aggregate length of 15 miles, out of a total lenirth of 20.V miles, the extent of the Division. The work on this Division is the most expensive, with one excep- tion, on the whole Railway. The excavation and embankment far ex- ceeded the quantity in any other locality. A large proportion of the excavation was in rock, and one embankment is 80 feet deep. The quantity of embankment required was much in excess of the quantity of cutting on the line, and, therefore, extensive borrowing pits were necessary. In some spots, the material availal)le for bornnving was so scanty that many acres of ground were stripped '-o furnish the « d m UJ ■ ^ mi:M i liM II II fn lip 154 THE INTERCOLONIAL. Oil the work almost to completion. Th j contract was entered into in May 1870, the work was to have been finislied on the 1st July, 1872, at a cost of $934,933. But, about the end of the year 1873, wlu;n the comple- ting of the work still required an expenditure of il2G,")00, it was taken off the Contractors' hands and finished by the Ciovernment late in the year 1S74. The length of the Division is 20i miles. The average quantity of excavation is almost 85,000 cubic yards per mile, and of masonry 423 cubic ^ a. ds. The total length of the tunnels for the passage of streams is 1,593 feet. The first Resident Engi)»eer, in charge of the Division, was Mr. W. F. Biggar, previously employed on its exploration and location. On his retirement he was succeeded by Mr. H. J. Cambie, who remained in charge until the works were taken out of the hands of the Con- tractors, after which, Mr. William McCarthy was placed in charge. DIVISION F. Contract No. 14. ^i '%^ % h ^ ^ lr.\ i« !>.! CHAPTER IX The Restigouche District. Gteneral Description — Metapedia Valley — Restigouche Valley — Bay Chaleur — Geological features — Division G, Contract No. 17 — Division II, Contract No. 18 — Division I, Con- tract No. 19 — The Kestigouciie Bridge — Artificial foundation — Climatic forces — Ice jams — Siioves — Freshets — The massive ciiaracter of the Piers — Division It, Contract No. 3 — Division L, Contract No. 6 — Division M, Contract No. G — Division M, Contract No. 9 — Division N, Contract No. 15 — The Tete-a-Gauche Bridge— The Nipissiquit Bridge. This District includes the lower half of the Metapedia vallej', crosses the Restigouche at the mouth of the Metapedia, and continues by the Bay Chaleurs. Its length is 128 miles. It embraces the following divisions Division G — Contract No. 17 20 Miles long " H " 18 20 " " " I « 19 10 " " « K " 3 24 " " " L « 6 21 " " »' M " 9 21 " " •^ N « 15 12 " " Total 128 " " The Line for 40 miles follows a south-easterly direction, and then runs easterly for 30 miles, after which, its course is south-east, finally bearing nearly due south. The Metapedia valley is generally contracted, with steep hills and rocky sides rising to the height of 600 to 800 feet, for many miles, barely affording space for the Railway, the river, and the Metapedia Road. The adjoining country, in many places deeply furrowed by streams, rises, approximately, 800 feet above the valley. ^liiii ,nd i'lllj m II m¥^ ^HKfti* ^' 1 IjH ^nl '' i' i Hi ■ h ;f ' KB i't' '' M^H -,\'. ' WB IHi m' '; \ ilB ShRi b||. ■ ■ '■■ 'H iKlH^' 'i.T. ■ \ «i»iitf"i-' \ m imt: t'f ill T [ ■' ' [ ■ ; f^'PIH ! j ^1 i:v ' ' U ; , ■ : i ,' ■I ■ - ' 4 f' edient. In otiier places, near the large rock cuttings, large seized flat stones were built into a heavy wall with a face batter of 1^ to 1, backed up with ordinary stones as in Figure No. 33. Fig 33. 1 m the 12 a steep iicrhh 1870, beg. inil price meat excava THE RESTloOUCriE DISTRICT. 161 Tliere are but two bridgos of any importance on the Division, namely, that over McKinnon's brook, having two spans eighty feet wide, and that over the third crossing of the Metapedia at Millstream, having four spans, each 100 feet wide on the skew face. Like the upper Meta- pedia bridges, the latter crosses the river at au angle of 40° with the general direction of the stream. Notwithstanding that the whole bed of the river, for a considerable distance up stream, is rock, the foundations of the bridge did not reach it, owing to the dip of the strata being too great. Attempts were made but it was found impracticable to sink the foundalion down to it. They are accordingly on the coarse gravel which forms the bedof th^ river. Piling was not considered necessary. The eastern abutment and the three piers were built in water, from 6 to 8 feet deep, all the masonry being carried 14 feet under low water and protected by rip-rap. A good quarry was dis- covered near the bridge ; not, however, until u quantity of stone had been brought down from the quarry at Metapedia Luke The cost of transportation was necessarily great ; but the Contractor re(puring cedars for crib-wharfing, which he procured at the Lake, they were used for rafting the stone. Each raft was worked by three Iiidit)-i«. and i^jarried about two cubic yards of stone. The distance from the quarry on the Lake to the bridge is nearly 50 miles. Plates Nos. 12 and 13 are illustrative of the site and character of the structure. There are several cast iron pipe culverts, 3 feet in diameter, on the steep side-hill, for which they are peculiarly suitable, and prove highly satisfactory. The work on this Division was undertaken earl}"- in the summer of 1870, to be finished by 1st July, 1872. It was not, however, until the beginning of 1876 that the work was finally completed. The Contractors were Robert H. McGreevy & Co., the co)) tract price $648,600. At the beginning of the season of 1875, the Govern- ment took the work into their own hands. The length of th.e Division is 20 miles. The average quantity of excavation is about 45,000 cubic yards per mile, and of masonry 445 11' m \ i 'is m i«i iiiiii 162 THE INTERCOLONIAL. 3iibic yards. There is a total length of 42-1 feet of cast iron pipe cul- verts. The first Resident Engineer was ^[r. W. G. Thompson. In April, 1872, he was succeeded by Mr. Peter Grant. DIVISION I. Contract No. 19. About two-thirds of this Division is located in the Valley of the Metapedia, At the mouth of this valley the Railway crosses the Res- tigouche, by the bank of which the line is continued. It has many curves, few of them, however, extend for much length. Heavy cuttings and embankments are not frequent, owing to narrow stretches of flat ground along the river bank which afford space for the line. At the crossing of the Restigouche there are two heavy rock cuttings and one long and somewhat high embankment. The rock cutting., sup- plied a great quantity of the stone required to raise the base of the embankment above high water mark ; one cutting furnished all the stone used in the Restigouche bridge, except material for the face of cutwaters, copings of piers, and girder seats, which are of Bathurst granite. There are several pieces of heavy protection work, but none at- tended with any special difficulty. A large quantity of crib-wharfing had been provided for in the estimates. Owing, however, to a method of removing earth, then, at little cost, successfully introduced by the Contractor, the crib-work was not considered necessary. At this place, a steep bank about 120 feet high and composed chiefly of gravel pro- jected for a distance of about 1000 feet along the edge of the river, leav- ing no site for the Railway. It was designed to construct an embank- ment along the river side protected by extensive crib-wharfing. The sub-contractor introduced a method of washing away tlie gravel by means of water jets. Streams from the high side-hills were dammed t PLATE NO. 13 at- irfing thod 3y the place, jl pro- , leav- iibank- The vel by animed m PIER.— BDLL STREAM BRIDGE. 3rd Oro*$itig River ilataptdia {in uiinUr.) Bi inf and in( its, tral ah son to tioi skel THE RESTTGOUCHE DISTRICT. 163 up at a point about half a mile from the work ; the water was conveyed by a wooden trough to the place where required, and directed against the face of the bank in a continuous stream. Its force undermined and loosened the material so effectuall}' that masses, often by thou- sands of yards, would slide into the river in a brief space of time. Immense quantities of material were thus removed, with very little manual labour and at a cost, probably, less than one-sixth of ordinary excavation. The result was that the railway was made on solid ground, requiring little or no protection. The change had also the effect of flattening the curvature of the line. This system of excavating material by an available flow of water was so successful, that it was adopted on other portions of the line where streams with sufficient fall could be obtained. There are several small girder bridges on this division, but the chief structure is the Restigouche bridge, a work which calls for special notice. The Di\ ' »n was originally let to Mr. S. P. Tuck, to be completed 1st July, 1872. It was afterwards transferred to Messrs. Thomas Boggs & Co. Subsequently an arrangement was made, by which, the Bridge was severed from the other work, Mr. Martin Murphy becom- ing contractor for the main structure. THE RESTIGOUCHE BRIDGE. The River Restigouche, constitutes the boundary between Quebec and New Brunswick. The Railway bridge connecting the two Prov- inces is the only bridge which crosses the River. It is situated below its confluence with the Metapedia. After emerging from the con- tracted valley through which the Metapedia flows, the railway turns ahnost at right angles, to follow the Restigouche. The main stream for some distance is hemmed in between high steep hills, rising abruptly to a height of from 500 to 700 feet, and the sudden change in the direc- tion of the Railway, necessitates the construction of the bridge on a skew of forty-five degrees. illi:ll!i ill ii '- ^i m Mi 164 THE INTERCOLONIAL. The hills are composed of a metamorphosed slate, much contorted and so tilted, that the direction of the cleavage is not easy to deter- mine. The river takes the direction of the strike and has, no doubt, shaped its course from denudation. Blue ehi}'^ underlies the gravel in the bed of the river, but it i.-; undoubtedly local. Soundings and borings were made through the icie, early in 18G0, which led to the o])inion that the bed of the river was rock overlaid with some inches of gravel. But it was found that stones iml)edded in gravel, were the hard substance met, and that the solid rock was at a much greater depth. The outcrop of rock on both sides of the valley suggested that the stone in the gravel was rock, m situ. Subsequent borings, however, showed the gravel to extend from seven to ten feet, underlying which, plastic blue clay is found. Ihe Section, i)late No. 17 will show the position and thickness of the different strata.* At pier No. 1, rock was reached at 53 feet under the summer level of the river ; at pier No. 2, at 75 feet ; at pier No. 3 at 62 feet ; and at pier No. 4, at 54 feet. Accordingly, piling was neces;«vry in all the fouiulations, except for that of the Easterly abutment, which was built on the roek. The work of piling was continued throughout the winter, that season being suitable for this operation, the ice forming a platform for the ma- chinery. The coffer-dams were protected by triangular shaped cribs to act as breakwaters, so constructed as to prevent injury to the works. !ii ' * The more recent borings show the following strata at tlie different structures. ■Hliij iMi West abutment. Pier No. 1. Pier No. 2. Pier No. 3. I'ier No. 4. East aliuiment Loam nliove summer water. - - Depth of ordinary water - - - - Gravel ■RIlWil'l TV.. ........... ft. 10 10 60 6 ft. 5 7 38 3 ft. 3 10 GO 2 ft. 7 7 48 ft. 10 4 40 ft. 6 Black clay and sand Total Depth from ordinary low water to rock ...----. Ko rock met. 53 76 62 64 6 I Hi IH THE BESTUiOUCHE DISTIIICT. 165 from tho ice. The ai-ninf^emont of thu piers, coffer-dams, and break- waters is shown on phite No. 17. Tlie pumj'ing was effected by five en^^inf;.-?, with an aggregate of 70 horse power. Centrifugal punj])s, eapaljle of diseiiarging nearly GOOO gallons j)er minute were used. Owing to the stratum of gravel, and the lieavy flow of watcjr, the excavation was performed with difficulty. The pier foundations consist each of close square piling, enclosing an area of 102 feet by 10 feet, with four rows of internuidiate piles, three feet apart The s[)a(;e betweiui the piles was fiil(;d with concrete and a plat- form was constru(ited upon tlitMn Hi feet under water, so as e(pially to distribute the weigiit of the superincumbent masonry. Much difficulty was experienced in the execution of these works in a deep and rapid river. The pile driving, of more than ♦50,000 lineal feet of timber was carried on almost continuously from August 1H72 until April 1874. Ice l>egins to form in this Kiver in Novemlxir; and although the rapids of the River remain for some time open, where the current is slight, ice suflicently fiiin to carry a man will form in twenty four hours. From November until March, but little rain falls, the thermometer ranging from '52 above to 32 below zero. 'J'he average, during the five years occupied in constructing the bridge is slightly below zero. A change in the weather, when the winter sets in unusually early, accompanied with rain, will occasionally raise the water and break up the ice, pro- ducing " ice-jams." The Metapedia is especially liable to these inci- dents ; in the liestigouche they are not common. The low temperature as a rule, from November to March, produces ice from two to four feet thick and about the end of March it reaches its maximum strength. Moreover, the ice is not confined to the surface of the Kiver. As in many northern localities anchor ice is developed to a great extent, sometimes to double the thickness of the surface ice. It is not therefore surprising that at the end of winter a sudden thaw raising the water of the main stream and setting adrift the whole winter ice, should produce aston- ishing results. Floating down stream, these masses of ice meeting with obstructions will pile one on the other, until a "jam," completely 166 THE INTEUCOLONIAL. across tlio river, is produced. Tlie water thus diumned baek will in a few liours rise to a heij^'iit, sometimes of twenty fe(;t. The '' jam " ultimately gives way, and a moving mass of ice, water and uprooted trees is borne onwards often witli a eurrent of 7 or H miles an iiour. Tlie piers were designed to resist these oeeasional I'orees, anc' hence their peculiar form shown in the drawings, plate No. 18. The river llestigouclu! is liable not only to these " ice shoves," but to occasiomil freshets; the most marked of which, the "spring freshet, ' occurs yearly with regularity at the end of May, or beginning of June. So regular is this periodical flood, that it is annually anticipated. The spring freshet is distinct from the " run of ice," several weeks intervening. It always occurs inunediately after the wai'm weather sets in and is due to the melting of the snow in the uplands, where the tributaries take their rise. 'J'his freshet usually laises the i\]etaj)e; ■'''.'. '• /;: ~\ / ",. i 'L \ .'<. ■; X, '. ,'' ■: .■"' ;; X 'i X ■; X J^HL^E'' . ^%^C.2i£ixL mi^m^^mmmmm^^ WORK AND , F O U N XJIXiiXiiXiiXii.Xii/^L/^i^. -i' 'it- >lj.' V '-y' 'i,' 'y ! I '.V XtX XiiXjiXiiXlXii/ \ / i \*k.X X .-K -X X. X^/X XX'' X'/ i ) ^^ ,.■;' i \^! X ii A ii X. i; X ii y< ii X. ii X Ii X 5 X iiX. ?/ ^/ Summer Water Levf.]^ PIER N? 2 PIER Ne 3 N b F O XJ N D A T I O N S PLAN O F J PIER N? 4 EAST ABUTMENT '-'■■';J''TTl "^M F 1 N 1 S H E D W O R K . PLATE No. 17. Restivouvme BRiMaE: SECTION or RIVER, FLAJSr A.ND ELEVA TION of JV0BK>S. Sandford Fleming, Engineer m Chief. r ABUTM s;5^^ Scale. o/eet. ffoiai Photo- Lith. by the Burtand-Dcsbarats LIth. Co. PLATE No. 18. Re s tig o ucnE Br id ge : DRAWINGS OF FOUNDATION and MASONRY of PIERS. Sandford Yleimn^. £n^-m-CIuf/ . SCALE: =JL JBdr Photo-Lith. by the Biirlan.l-IJRslirats I.ltli. Co. I!:i I THE RESTIOOUCHE DISTRICT. 167 owing to the current, the ice impinges with great force on that side of the river, the foundation being well let into the rock, and the wall being well built and protected, no injury is likely to result. The masonry, generally, is built of stone found in the adjoining railway cutting, on the south-easterly bank, where blocks of good di- mensions were obtained. The work is executed in courses, 30 inches thick in the footings, and 24 inches in the body of the work, the blocks being from six to eight feet long. The stone is tough and well adapted for work requiring great strength. Being difficult to dress, however, except in the line of cleavage, it was decided to use granite for the cutwaters and quoins. The granite was brought from the River Nipissiguit, beyond Bathurst. It is not unlike the well known Aberdeen granite, the scales of mica only being somewhat smaller. The distance from the quarry is nearly 90 miles, 70 of which only were by open navigation. The blocks were therefore prepared in the quarry, and when reduced to their proper size, weighed from three to nine tons each. The massive character of the piers is shown by plate No. 15. The necessity for great strength is evident from the foregoing ac- count of the phenomena yearly witnessed in the river, which no light structure could resist. The face stones of the cutwaters, the coping, bridge seats, and the two upper courses of ashlar, together with the skew quoins on the down-stream end of piers, are of granite. A strik- ing contrast is accordingly obtained to the dark slate colour of the body of the masonry, which adds to the appearance of the structure. Plate No. 16 is a view of the bridge from the south bank of the river. The total quantity of masonry exceeds 6000 cubic yards ; the whole is built in Portland cement, and the exposed parts of piers were secured Vy strong iron clamps, so contrived that it would be impossible for floating logs, or ice, to disturb a single stone without moving the whole mass to which it is attached. The work was commenced in the summer of 1870, and completed \n Ir t'-. . H !)'l:8 168 THE INTEUCOLONIAL. by Christmas, 1875. During tlic whole of that time, notwithstanding the heavy plant and material employed, not a single serious casualty occurred. Mr. Martin Murphy was the contractor. Mr. Peter Grant was in charge of the work throughout, as Resident Engineer. DIVISION K. I CONTEACT No. 3. This Division is for several miles of its length on the slope, or at the base, of steep and rocky side-hill. No especial difficulty attended any of the cvittings, or embank- ments, except the cutting at Morrissey's Rock, a point of rock jutting out sharply into the River Restigouche, and which it was necessary to pierce in order to avoid curvature and heavy protecting works. The maximum depth was 95 feet, the length of the point was GOO feet, half of which was about 20 feet deep. As material was required for em- bankment, it was designed to make an open cut throughout, but 1G6 feet of the length is tunnelled. The rock lies in shapeless unstratified masses, and no difficulty was experienced in completing the work. The rock is liard, but exposure to the weather may render it friable, in which event, it may become necessary to line the tunnel with ma- sonry. This is the only tunnel through which the railway passes. At jMorrissey's Rock there is a diversion of the public road for a length of 2i miles. There are on this Division four bridges ; one with a single span of 40 feet wdde ; one at Christopher's brook, near the " head of the tide " in the Restigouche, has eight spans, each of 60 feet : the two other bridges, one at Campbellton, and one over Eel River, have each three spans 60 feet wide. The bridge at Christopher's brook provides for the passage of the stream, the conduit to a saw-mill, the tail-race from a grist-mill, and access from the public road to a lumber yard. The ma- sonry is built of hard, red stone found near the spot. The Camp- bellton bridge is built in tideway over the mouth of a small river. Ill I mil} THE RESTIGOUCIIE DLSTRICT. 169 Thofomidiitioii is on piles. The emUiiiikinoiit leading up to the bridge is protected by crib-work from the wash of the sea. On the steep side-hill, pipe culverts are introduced to a greater extent than on any other division in the District. Much of the stone was taken from the quarry at iiordoau on the Quebec side of the Restigouche ; of a bluish, gre}' sandstone, easily <|uarried and worked. The port of Campbellton, about the middle of this Division, was of advantage during construction ; and the Government made a pier and a short branch railway, by which the rails were delivered. About 10 miles eastward from Campbellton, the line leaves the shore of the Restigouche, and traverses the promontory on which Dalhousie is situ- ated. Dalhousie, at the head of the Bay Chaleur, has a line natural harbour. It was much to be desired that the railway should pass by this place, but though the portion of the line to the west would be of easy construction, that from Dalhousie, toward the east, would have involved heavy cuttings, sharp curves, and a tunnel, besides increas- ing the length about four miles. The contract was let to Messrs. Elliott, Grant and Wliitehead, in March, 18(39, for the sum of !ii2\ II 170 THE INTKUCOLONIAL. The division is 24 iiiik's long. 'Jiio avt'iage quantity of excava- tion is about 2G,0U0 cubic yards per mile, and of masonry 477 cubic yards. 'J'liere is also a total lengtii of lOOf) feet of cast-iron pipe cul- verts. The llt'sident Engineer was Mr. Henry A. F. McLeod, who re- mained in charge until the work was practically completed. DIVISION L. Contract No. 6. This Division lies along the Buy Chalcur at no great distance from it. There are several heavy cuttings and embankments, but none which caused any especial diHiculty. Several embankments being close to the waters of the Bay, have been protected by I'ip-rap, or crib- wharfing. The first five miles of the Division are straight, and the curves on the whole are few and easy. The grades also are light. There are on the whole Division nine bridges, amounting to IVtO feet in length. The largest is the Jacquet bridge, which has three spans, each 100 feet wide. It is built in the estuary of the River Jacquet, which, although 1500 feet wide at high water, has very little water at low tide, except in the main channel, about 100 feet wide. A good gravel foundation was obtained for the piers and the eastern abutment, but the foundation for the western abutment was not at- tained until the excavation had reached a depth of between 12 and 15 feet below the bed of the river. The main channel lies between the west abutment and the west pier, from 6 to 8 feet deep at low water. The force of the current, in the spring, against temporary obstructions, caused such an eddy that a great deal of the bed of the river near the west abutment was scooped away, almost to the level of the founda- tion, 12 feet or more below the level of the old bed, but no farther little |e. A istern it at- liul 15 u the ivatev. ;tions, lav the unda- Lrlher ! I 9 II ill I^B IW: ;i H j Wi i H I ]m 1 1 !ii fa ■l 1 1 tkJv^ da st( CO thi ha Mi 18( Jul fini bei pen the the wei was exci cub: on 1 186J unti men heav Wpm% THE EESTIGOUCHE DISTRICT. 171 damage was done. In the following winter a large quantity of heavy stones was sunk through the ice into the bed of the river, completely covering all parts liable to be acted on by freshets, and so arresting the scour. The embankments on both sides of the Jacquet river bridge have been protected by crib-wharfing. Of the nine bridges on this Division an illustration of one — New Mill Bridge — is furnished. Plate No. 20. The contract was let in April, 1869, to Mr. Jacques Jobin, for $241,500, the work to be finished on 1st July, 1871. This contract was annulled, and a new contract was en- tered into in May, 1870, with Messrs. F. X. Berlinquet & Co., to be finished by the 1st July, 1871. The price contracted for was $450,946, being considerably more than twice the amount then remaining unex- pended under ]Mr. Jobin's contract, and nearly double the amount of the first tender, made by Messrs. Berlinquet & Co., for the whole of the same work. But the ncAV contractors, in the beginning of 1873, were unable to proceed; their contract was annulled, and the work was completed in 1874, by the Government, The length of the Division is 21 miles ; the average quantity of excavation about 26,000 cubic yards pei mile, and of masonry 572 cubic yards. The Resident Engineer was Mr. Edward Lawson, who had been on both the exploratory survey of 1864, and the location survey of 1868. He was succeeded by Mr. Henry JT. Ruttan, who remained until the whole was nearly completed and transferred to the Depart- ment of Public AVorks. DIVISION M. Contract No. 9. Wl ■i l III III: i This section is generally light; nevertheless there are several heavy rock cuttings, and one deep, but short embankment. ii'lll mi I' ■ , li 11 'in 172 THE INTERCOLONIAL. The grades are easy, there being a difference of only 113 feet be- tween the highest and lowest levels. The Division is almost all on tan- gent lines, there being but five curves of a total length of something more than a mile. But as all these curves, except the last, which is only 500 feet long, and flat, turn in one direction, toward the south, the general direction of the line at the end of the division, is nearly at right angles to that at the commencement. There is one tunnel across the line, made in rock on the side of a deep valley, by which tunnel, a long culvert in the bottom of a mill-dam has been obviated. The rock in which the tunnel has been cut is not firm, so that eventually the tun- nel may have to be lined. There are three bridges, all on rock foundations, with but little ex- cavation. That over the river Belledune, has two spans 60 feet wide, and is across a short valley 50 feet deep. The other bridges, over the Elm Tree and Nigadoo rivers, have each only ©ne span 80 feet wide. The Division is almost all in bush land, and generally about one mile distant from the shore of the Bay Chaleur. The length of the Division is 21 miles. The average quantity of excavation is about 22,200 cubic yards per mile, and of masonry 339 cubic yards. The work was let in October, 1869, to Messrs. J. B. Ber- trand & Co., for $354,897, and was to have been finished on 1st July, 1871, These contractors signified their inability to proceed with their work at the time when Messrs. Berlinquet & Co., with whom they were connected, failed to carry out their contract In 1873 the Gov- ernment assumed the completion of this division also. The Resident Engineer, was Mr. Charles Odell, who had been em- ployed on the location surveys of 1868-69. DIVISION N. Contract No. 15. This Division leaves the Bav Chaleurs, but again touches it at the 1 .V'. - V ,■ '■ '*■ ^:KM 11 y ! 9 ' iJk m v.i hea to\\ ami leii'. 01) -4 diffi rod cntt hel( 90,0 was east tity The ting! threi embi to tl span impc span bed, the roug cultj of its 'Wi<\ THE KESTIGOUCHE DISTRICT. 173 head of Bathurst Harbour. In general direction it bears southwards, towards tlie base of the promontory which lies between the Bay Chaleur and Miraniichi, terminating at Shippigan. It is a short section, only 12 miles long, but in proportion to its length, it is one of the most expensive. There are nine curves, amounting in the aggregate length, to nearly 2| miles; they are all easy. The grades also are light; the greatest difference of level between any two points, being only 78 feet. The rock cuttings are comparatively light, but there are several heavy earth cnttings and embankments. Of these, two embankments, at Tete- a-gauche, contain 120,000 cubic yards, and the cutting between them lield 90,000. Another embankment at Nipissiguit river, contains 90,000 cubic yards, and the cutting at the west end of it, from which it was principally made, gave 74,000 cubic yards. Several of the cuttings east of Tcte-a-gauche, had good clear gravel, from which a large quan- tity of ballast was obtained. In a few cuttings the clay was of a blightly sand}^ nature, and slipped until the sides assumed a flat slope. The excavation caused some trouble during wet weather ; but the cut- tings are neither long nor deep. The heaviest work was in masonry, there being six bridges, besides three large arched culverts. One of the latter is 20 feet span, in an embankment 30 feet deep, and is built of heavy granite ashlar. Near to this is the bridge over the River Tete-a-gauche, which has five spans, each 100 feet, crossing a valley about 55 feet deep. The next important bridge, is that over the River Nipissiguit, with six spans, each 100 feet. The river is 500 feet wide and the depth of its bed, below formation level, is 43 feet. The water is not deep during the summer season, but flows in a shallow, turbulent stream, on a rough rocky bed. The masonry was laid at low 'water, without diffi- culty. Plates Nos. 21 and 22 illustrate these important structures. The masonry on this Division is marked by the massive character of its granite courses. The granite cutwaters and quoms of the Restigouche Bridge, r ) : 1 .' )■; 174 THE INTERCOLONIAL. hi were transported from this locality. The granite was easily cut, and the quarrying of stone was not expensive, as there was little waste and no stripping. The length of the Division is 12 miles. The average quantity of excavation is 52,000 cubic yards per mile, and of masonry 1061 cubic yards. The work was let on the loth June, 1870, to Messrs. J. B. Bertrand & Co. They failed in fulfilling their contract, and the work was assumed by the Government and completed in 1874. The Resident Engineer was Mr. P. A. Peterson who had been employed on the location survey. He was succeeded by Mr. Charles Odell, who remained in charge until the work was completed. The starting point for the proposed branch to Shippigan, has been located near the crossing of the Nipissiguit. This branch was sur- veyed in the winter of 1873-74, and was designed to form a short mail route between England and America. The harbour of Shippigan was also surveyed, soundings being taken through the " Shippigan Sound," and the channel out to the Bay Chaleur, over an area of about 20 square miles. The result of the survey is to show that only wharves and piers, a short distance out from the land, are required to make the harbour available for the largest steamers; they likewise establish the fact, that the branch railway can be constructed without any extraordi- nary expenditure. ■ I P-- VUHVUJ.UI !!Tff::jli, 1 . ''I . ' I III r \MM .%■ iiHiiii) Hi * ^ ^yiH 11 > Ml 111, CHAPTER X. The Miramichi District. Features of the District — Extensive Carboniferous basin — Division 0, Contract No. 16— Division 1', Contract No. 10 — Division Q, Contract No. 20 — Miramiclii River Crossing — Deepwater Brancii — Division R, Contract No. 21 — Division S, Contract No. 22— Division T, Contract No. 23. This District commences East of the River Nipissiguit. The line is remarkably straight, there being but a slight bend in the general direction, at the River Miramichi, calling for the introduction of some curves. The District has the greatest length of tangents ; and the longest single tangents, on the whole Railway, one being continuous for a distance of thirty miles. The following are the Divisions : ff^ Lvision 0, Contract 16, 181 Miles long P, (( 10, 20 (( Q, (( 20, 6 i( R, (( 21, 25 u s, (( 22, 25 u « T, th, (( 23, 22i u Total leng 117i miles. The first two divisions lie on the water-shed between the tribu- taries of the northwest Miramichi and those waters falling into the Bay Chaleur and the Gulf. The rtreams crossed are consequently small. The surface of the country is slightly undulating, and large tracts of flat boggy land and swamps are met. The land is wild, I,' 176 THE INTEUCOLONIAL. of a poor quality and generally covered with dwarf spruoe; a growth "whieli has sj)rung up since the great Miianiichi fire, which devastated so much of the Province fifty years ago. 'i'lie River Aliraniiciii lies in a low wide trough, and the approaches to it from both sides are through a somewhat broken country ; the rail- way accordingly has a winding location in descending into the valley from the northerly side where it follows the slope of the deep, crooked, Bteep-sided valley of a tributary. After crossing the Miramichi and ascending the southerly slope of the valley, the railway enters on another Avater-shcd dividing the nu- merous rivers, Koucliibouguac, Kichibucto, lUictouche, «S:c., falling into the Gulf, from Salmon river and the Washadenioak, tributaries of the River St. John. The land is undulating, but the ridges are higher and the earthworks heavier than on the western portion. The soil some- what improves, but the country is wild, though important settlements are not far distant. This District spans a remarkable carboniferous basin, forming as it does one of the most conspicuous geological features of New lirunswick. Bathurst is at one side of the basin, while Moncton is at the other, and it extends far into the interior of the country. With the exception of a narrow fringe of lower carboniferous rocks, the strata within this ex- tensive area belong to the middle coal formation and consist chiefly of greyish sandstone and shales in horizontal strata. Only a few thin seams of coal have yet been found. On the south side of the Bay Chaleur, two coal seams, of only six and eight inches respectively, crop out ; another, about two feet in thick- ness, occurs at Grand Lake, some distance to the west of the railway. Other seams have been reported, and there are reasonable grounds for supposing that " boring " to a considerable depth near the middle of the basin would develope workable beds of coal, near the line of rail- way. Near Bathurst a stratum of shale contains nodules of vitreous sul- phide of copper. An attempt to work this deposit has been made. THE MIRAMICIII DISTllICT. 177 Southwesterly from Moiicton, near Ilillshoroiigh, the remaikiiblo mineral " Albertite," so valuable for gas making, is found and prolitably worked. Although the railway runs along a succession of water-sheds, the country is not in any place very elevated, the highest point being 514 feet above the sea. The District ends at Moncton, the " Bend of the Petitcodiac." Here the railway between St. John and Shediac is met, and at this place large workshops and offices have been erected. The District Engineer, until the railway was transferred to the Dcpiirtraent of Public Works, was Mr. Alex. L. Light. Previous to 1869, Mr. W. H. Tremaine had charge of the surveys. DIVISION O. Contract No. 16. This Division has a course mainly due south, there is only one curve on the line, about 1600 feet long and of long radius. The work tliroughout was light, and the grades in general are easy ; some, how- ever, rise 1 in 100, but the longest is only li miles long. Thoy gener- ally rise towards the south ; those descending towards the south have a total fall of 72 feet, and those ascending, have a total rise of 484 feet ; the greatest difference of level between any two points being 412 feet ; this difference being at the extreme ends. The line being on or near the water-shed, the culverts and bridges are neither large nor numerous. The number, however, wliich would have been required, was considerably reduced by extensive ditching along the line of railway, the ground being peculiarly suit- able for this work. There are, however, several large open culverts of wide span, to permit the passage of the large flow of water accu- mulated by the di-ainage works. m \' 178 THK INTKKCOLUNIAL. The only Uridine on the
  • n 1 -s f"^ i! THE MIRAMICHI DISTRICT. 183 railway at two points besides those just mentioned. At the first a tunnel about 115 feet long, and an open cutting at each end has been constructed through solid rock for the passage of the river. The total length of open cutting and tuiniel is about 700 feet, the width is 20 feet, and the height of the tunnel is 20 feet: the rock being solid it was not necessary to line the tunnel. A culvert to perform tlie duty of this tunnel would have been under 40 feet of embankment, about 140 feet long, and would have greatly exceeded the tunnel in cost. This tunnel is shown in Plate No. 24. At the last crossing of the Barnaby river there is an arch culvert 16 feet wide, built on rock in the line of a diversion, about 1000 feet long. The diversion is 4 feet deep, in rock throughout its length, and the rock is so solid, that where the culvert is built, the abutments stand on top of the rock and not on the level of the bottom of the diversion. Another large structure- is a segmental arch over the Kouchibou- •.• Rock at 96' 0" Below datuiD ■ Water, Sand, Gravel, Tough brown clay, 26' 9" 13 10 2 84 6 Below datum. AT CENTRE Water, Sand, Gravel, Tough brown clay, Rock at OF PIER H. 13' 10" 84 8 6 2 42 4 l| 77/ 1// ^^^H X Rock at 97' 0" Below datum 1 1-' AT cf:;xre OF PIER F. AT CENTRI ! OF PIER I. 1 W Water, 22' 4" Water, 16' 3" H '^ Siind, 21 3 Sand, 31 ^M &^ Gravel, 7 10 Gravel, 6 3 Tough brown clay, 41 7 Below datum. Tough brown clay, Rock at 42 8 Rock at 93' 0" 94' 9" Below datum. ;c m h a n aifcw "S: s€®[La j !'; I ill '')!■■ li ! I n P i e 7- P I a n CENTRE LINE OF RA Foundations E I a n - CENTRE LINE OF RAILWAY a t i o n .y Pier F. Tier G. Sca/e. f i i iiiiiiii -n- I I I n^te: MIM^^BSMIMS^mX^^mMmmSmmmMmM P t a ri of Finished Wo r k s PLATE No. 26. /:' rn h n n %• m e n t --r- MiRA MI CHI Br IB GE S: SECTION 0^ SOUTH-WEST RIVER, PLAN ANj) E LEV AT I N OF WOR KS. Sajidford Fleming . Eti^meej--in-(Tnjef'. PHOTO-LITH. BY THE BURUND-DESBARATS LITHOGRAPHIC COMPANY. ii Pi! '4 ! ! i n 1 1 a' 'f 5, < i 1 1 i t n .3 ii m i 1 i i iHi THE MIUAMICHI BRIDGES. 191 The Chief Engineer, nevertheless, decided to carry out the original design, and to sink the caissons of the piers down to the gravel bed, and that of the south abutment to some distance into the underlying clay. The work has been accordingly carried out as shown in the draw- ings. The north abutment is at the river's edge. The south abut- ment stands about 300 feet from the shore, an earthen embankment connecting it with the river bank. THE NORTH ABUTMENT. When the north abutment was proceeded with, the foundation for the front wall was excavated to the depth of 16i feet below high water, and the area filled with »'^oncrete to a depth of eighteen inches. The foundation for the wing walls was stepped back, as shown on the drawings, plate No. 29. The masonry was commenced on the 27th July, 1871, the founda- tion stone being laid by the Chairman of the Commission, Mr. Aquila Walsh, on the 3d of August. The work was continued until the end of November, when a few stones only were wanted in the parapet walls to complete the structure. THE PIERS. The five piers are lettered E, F, G, H and I ; they are placed at the points indicated on the drawings ; E being next the north abutment and I nearest the southern side of the river. The following table gives the depths, to the supposed rock, from AT SOUTH ABUTMENT. Face. Centre. Back. Water, 17' 2" 17' 4" 17' 4" Sand, 6 5 5 3 Sand and Gravel, 1 2 1 Mud and Vegetable Mould, 8 9 5 8 2 6 Gravel, 1 4 Tough brown clay, 43 9 46 47 3 ' j Rock at 78' 0" 75' 0" V ill m 't s I'll! ¥■ t 1 d^ i Km' 11 ! • i- \ ■I ■ ■'!/ * ^Ci l I 1 J Wi jll ^; Ki! 192 THE INTERCOLONIAL. the preliminary borings; to the gravel hud, from 8ul)8oquent horings ; and also the depths to which the caissons huve been actually sunk. Site of Pier, Depth to supposed rock from preliniiimry l)oriiij?8. Depth to gravel bed from subHoqiU'iit boriiif?8. Dei)th to which I'aissoiiN Were aetually sunk. I'icr E, " Y, " G. " H. " I. 44 feet. 44 " 41 " 49 " 41 " 40.(1 feet. 4;!.(j " 46. " 4H.5 " 47.2 " 40.2 feet. 44 " 45 " 4y " 47 " Mean, 43.8 feet. 46.0 f^c'. 45 feet. The original design for the foundations of the piers, as shown in Plate No. 27, was adhered to ; and as all the five cases were alike, a brief description of one will suffice. The foundation works consisted, essentially, of a large caisson formed of hewn timber and water-tight planking; the top dimensions 73 feet by 17 feet were constant, the bottom varying according to depth. The caisson was divided into compartments, all of which, ex- cept the lower ones, designated " bottom chambers," were filled with concrete as the work proceeded. The bottom chambers were left for the purpose of excavating un- derneath the caissons, cither by dredges, steam pumps or divers ; they communicated with the open air by means of vertical shafts or wells, througii which the excavated material Avas elevated. The bottom chambers, as the drawings show, were constructed like inverted hop- pers, terminating in a cutting edge formed of hardwood timber and boiler plate. As the material underneath was removed the caissons were sunk until they reached the required depth ; the bottom chambers and the shafts leading to them were then filled in solid with concrete, from the cutting edges to the surface. For the purpose of building the masonry, coffer-dams were attach- ed to the tops of the caissons, but so as to be removable when the piers were completed. In order that they should extend above high water, they were from 12 to 14 feet deep. They were made of such strength as, 1.0 ^ m '■}"■ -,— -( , JV ■^ .^«4 ^,11 m=^ 'inr ^m jrzrzzzzz ION AND END ELEVAT i$! 1 m 1 1 n ir i II ii. 1 1 1 "' i ■ i 111 ' MM DWTTIlCOlLdDFilllAL KAlllLWAY SIDE ELEVATION «no LONGITUDINAL SECTION TRANSVER PLATE No. 27. A7 s. TRANSVERSE SECTION and END ELEVATION. PLAN Of CAISSON, Fhoto-Lith. I>v the UurlaniDesbarats I.tth. Co. ^: m iliWiilMI&JKifiW ' 1 ^; fjHHI i ! ■ "■ ; 1 • ' '#^ THE MIRAMICHI BRIDGES. 193 when pumped out, would resist the pressure of the outside water, and they were thoroughly secured to the caisson. The outsides were covered with three-inch planks, put on with close water-tight joints. "^lEll E. The first of the caissons built was that for pier E. It was com- menced on the 12th of June, 1871, and when the building was suffici- ently advanced it was launched on the 17th of August. A stag- ing upon piles driven into the river bottom was erected around the site of the pier, forming a platform along both sides, a \d across the down river end, the upper end being left open. Into this space the caisson was floated, the building proceeded with, and finished, to the full height of 30 feet, before any concrete filling was done. The depth of water at the site of the pier was 26 feet 9 ins. and it was required to sink the caisson to the depth of -43 feet, or 16 feet 3 ins. below the bed of the river. The filling of the compartments with concrete was begun on the 14th of September, and proceeded at tlie rate of 20 cubic yards a day. The caisson settled down gradually. By the end of October the com- partments were filled and the caisson had sunk 2 feet 9 inches into the bed of the river. Two Woodford " Dredge Pumps*' were then put in operation for the removal of the underlying material ; they continued at work up to the end of the season, during \ lich time the caisson sank a farther depth of 2 feet. Work was resumed on the 21st of May, 1872, but the progress made with the pumps was so slow that it was determined to substitute dredging machinery. Frequent interruptions arose from sunken logs and branches, which had to be removed by divers. Nevertlieless by the 20th of June a further depth of 5 feet had been obtained. When the dredges commenced oper.\dons the cutting edges stood 36 xjet 6 inches below high water. It was soon discovered that the 13 1 ' i: 1 1 { 1 1 1 1 i 1 i )' 1 i 11 1 I I : m a. -4.'! i il I 1 ,-! K B'r 194 THE INTERCOLONIAL. caisson was passing through a heavier description of material than what had been anticipated. It consisted of gravel mixed with clay, and was so compact that the dredge buckets made little impression upon it. It therefore became necessary for divers to excavate, by pick and shovel, the material from beneath the cutting edges, and to remove stones by hand. This subaqueous work was very tedious, and it was only after a month's incessant labour, that the caisson finally obtained a level bearing 2 feet 9 inches higher than at first intended. To give the caisson additional weight to aid it in sinking, it was arranged that the material dredged out of the chambers should be deposited within the coffer-dam, the wells having been continued to the top of the coffer-dam by temporary planking. The chambers and wells up to the proper level were filled with concrete. On the completion of this work the dredged material was removed from the coffer-dam preparatr- y to laying the masonry. When the coffer-dam was pumped out, lucre being very little leakage, the water was perfectly under control, and in no way impeded building operations. The masonry was commenced at 11 feet 6 inches below high water level. It was begun on the 3d of October 1872, and during the season was carried to the top of the cut-water, 6 feet above high water mark. Work was resumed on the 12th of May 1873, and the pier was completed on the 18th of June following. Pier F. The caisson for this pier was ready for launching with the high tide in the middle of September 1871. Tlie deptli of water was 22 feet 4 inches. The top of the gvavel bed was found at 43 feel 7 inches. The (h'i)tli ro<|uived to be readied was fixed at 44 feet below higli water. On the 31st of October the concrete filling was begun, and con- THE MIRAMICHI RRIDGES. 195 tiiiued to the end of the season, at which time the caisson had settled about a foot into the sand. During the winter a scour took phice around the up-river end of the caisson, whicli had the effect of h)\vering it a further depth of 5 feet. Work was resumed on the 12th of June 1872, and after some con- crete filling had been done, the caisson was brought to a horizontal bearing by the operations of a Woodford pump, and the cutting edges lowered to ol feet below high water. The dredge towers were then erected and carried directly upon the top of the coffer-dam lending their weight to the sinking of the caisson. Fig. No. 36 shows the dredging machinery in position. Fig No. *1. i t l\ 196 THE INTERCOLONIAL. rf 1 I • On the 17th of September the dredges commenced operations; the caisson sinking gradually. Meeting with no obstructions, it reached the required depth on the 25th of the same month. During the fol- lowing month the bottom chambers and wells, were filled with con- crete to within 6 feet of the top. The work was stopped for the season on the 1st of November. Work was resumed on the 5th of May 1873, the concrete filling was completed and the coffer-dam pumped out. There was a consider- able leakage in this dam, probably from the fact that it was exposed to the action of ice. Two pumps were required to permit the lower courses of masonry to be laid. The laying-of masonry was begun on the 15th of May, and was completed on the 21st of July, 1873. Pier G. The depth of water at the site of this pier at high tide was 14 feet 7 inches. The top of the gravel was found at the depth of 45 feet below high water. The caisson had therefore to be sunk over 80 feet through the sand. The construction of the caisson was begun on the 18th of Sej)! em- ber 1871 and considerably advanced in October. It was deemed ad- visable to leave it on the stocks until the following summer. It was successfully launched on the 23rd July 1872, and two days afterwards floated into position. The building of the caisson was suspended when it liad reached a height of 22 feet. No further building was done until the 2r)th of Septem- ber, when the concrete filling was begun. There being only about -? feet of water in the comi)artments at low tide, advantage of this was taken to have the concrete in the compartments deposited about the time of low water, and consequently, most of it had time to partially set in the air before it was subjected to the action of water. liy the 12th of Ortober, the filling of the caisson, to the extent it was built, was completed. It was then necessary that the dredging !!!*■ PLATE No. 28. -— i^^HBS^—^?* ^nfn ;©L(Dj^3AL ^A3L¥/W. RAMICni BRIDGES, SSON AND MASONRY of SQUTHERLY ABUTMENT SOUTH-WEST BRANCH. "uidford Y\p.ma \.^,E n^eer-m-CMef. M tf ^ If^ SCALE ^=^ 1 '1 Scit^d \' Spl^ 3' t,""'!?'!'^ PLAN OF TOP. PLAN OF FOUNDATION. Photo-Lith. by the Burltnd-Desbarau Lith. Co. Hi 1 1 F i ' 1 , ., H i , 1 j 1 i !'■ 1^ 11 N II r Lull ■\ \ I I if! PLATE No. 28. 0}^TL£Mli(DRl]AL [KAaLW^W. iviitiAMicHi Bridges, DRAWINGS OF CAISSON and MASONRY of SQUTHERLY ABUTMENT S OUTH-WES T BHANCS . S aj idfor d FI emin.^ , Fm^mf er-in - CMef. iuitiJt i> I J 44 » It tJ i 2 3 * S 10 rd Brown Clay. SVERSE SECTION AND FRONT ELEVATION PLAN ofTOP. PLAN OF FOUNDATION. Photo-Llth. by the Burlind-DnbaraU Lith. Co Ii^f ! i t ! THE MIRAMICHI BRIDGES. 197 should be commenced before tlie building could be continued. To enable the dredges to woi'k, and at the same time admit the other opera- tions to be proceeded with, it was necessary to erect a strong frame to carry the dredge towers, at some height above the floor of the general platform. The work of sinking the caisson was resumed early in June 1873, and by the 18th of the month, the cutting edges had reached the required depth of 45 feet below high water. In removing the dredged sand from the coffer-dam it was found that the (quantity of water coming in was so great that two steam pumps were required to keep it under control during the laying of the first courses of masonry. The masonry was begun on the 25th of July, and completed on the 15th of September 1873. Pier H. The depth of water at high tide at the site of this pier was 13 feet 10 inches. The depth to the gravel bed on which the caisson had to rest was 49 feet. Consti uction of the caisson was commenced early in June 1873. It was launched on the 10th of July, and floated into position on the 15th. The filling with concrete was continued up to the 21st of August, at which time the caisson was 24 feet high and had settled 2 feet 6 inches into the river bottom. The dredges commenced operations on the 14th of October, On the 1st of November the depth of 85 feet was reached ; and the work was then closed for the season. Operations were resumed on the 23d May, 1874, and continued until the 23rd of June, when the full depth of 49 feet was reached. After filling up the caisson with concrete, one steam pump was sufficient to keep the water under control. The setting of masonry began on the 11th of August, at 14 feet below high water, and the pier was finished on the 28th of September 1874. I'll II III !| It .1.1 i i I ] ^' i 198 THE INTERCOLONIAL. Pier I. The depth of water at high tide at the site of this pier was 11 feet 3 inches. The depth to the top of the gravel bed was 47 feet below liigii water; the height of the caisson had ther(;f()re to be 88 feet. The caisson was connuenced on the 'ilst of July 1878, on the 10th of Sei)teniber it was floated into position, and soon afterwards con- crete filling was proceeded with. « A scour having taken place at the u[)-river end, the caisson was brought to a horizontal bearing by means of the pumping machinery, and the weak points protected by rip-raj). Wink was suspended on the 14th of November, the cutting edges then standing 20 feet 6 inches below high water. Work was resumed on the 9th of June 1874, and Woodford })umps were used to lower the caisson, uniil on the 29th of July the dredges were ready for work. The operations were then continued and after sundry interruptions, the caisson reached the required depth on the 6th September. The Chambers and wells were filled with concrete as in the other piers ; and on the 29th, masonry was commenced. The leakage of the coffer-dam, in this case, was so considerable, that two steam pumps were required to keep the water sufficiently low. The masonry was com- pleted on the 31st of October, South Abutment. This abutment was about 300 feet from the shore, with a depth of water at high tide at its site of 17 feet 4 inches. It was necessary that the caisson should rest horizontally and therefore that the cutting edges should be sunk into the brown clay which the borings showed as lying 26 feet below high water at the back of the abutment and 34 feet at the face. The sinking to the necessary depth was tedious and expensive. ii iii lii ( !i • j i' ii> i I I; III r|W , it- Jlflfc F ||I| ttL ^>. .V^o V^-^'.o. IMAGE EVALUATION TEST TARGET (MT-S) ^">:v 1.0 I.I 1.25 hi lie |2.5 150 ■^" li^B MUi. 1.8 1.4 1.6 ^m V. # <^ w 7 '^a^ ' j^ > VI V ^>' y /A r^^ s ^ > 63 81 Mr -1 ^ mfi'' i'" ^ «-'|j''i ■' * lil^' " '* ' ■ ^ - ^^^^t » '1 ii ^nWi 1^ ii V 1 n'*^ i ■.'i-i i 1 i ■ . ;i !' -Vj ' i*i i 1 4^|H^H 1: 1 '1 1 I i r I. THE MIBAMICHI BRroOES. 199 The foundation works were similar to those already described, except that the caisson had four wells or chambers through which the silt was removed. The construction of the caisson was begun about the 1st of Sep- tember 1872. When it Avas floated into position, the building was carried on until the 31st of October, when work was suspended for the season. The building was resumed on the 7th of June 1873, and finished shortly after. During the winter a scour took place around the North- west corner, which gave a depth of 20 feet below high water and the caisson settled accordingly. Before proceeding farther, it was neces- sary to bring the caisson to a level bed ; and therefore the sunk corner was supported by a couple of 2 inch iron rods from a truss resting on the surrounding staging : the iron rods having long adjusting screws. Towards the end of June the caisson was brought to a level. When the clay was reached, the sinking became very slow. The clay was too hai'd to be excavated b}-^ the dredges and had to be excavated by hand by the divers with pick and spade. This labour had to be carried on to the depth of 8 feet at the back of the abutment, but to a less depth along the front and sides. It required the constant exertions of two divers and a large number of other men for two months. By the 6th of October, the front of the caisson was brought to rest on the clay, with horizontal bearing throughout. When building commenced, the water coming into the coffer-dam was kept under b^ one steam pump. The masonry was begun on the 21st of October, and continued to the 13th of November, at which period, the masonry had readied 6.5 feet under high water, and further work was suspended. At this time the heavy earth embankment had approached close to the abutment. During the winter the material was tipped over the front and sides of the coffer-dam, till it appeared above the surface of the water. The false works were destroyed during the winter, but were f 200 THE INTERCOLONIAL. ;^ ,1? : i'.- ■ ":«-:i jsi !■ ! T.'i restored in the spring of 1874. The masonry was completed on the 6th of August of the same year. The embankment was formed around the abutment, and the slopes and sides covered with rip-rap, three feet thick, from the bed of the river to five feet above extreme high water. THE NORTHWEST BRIDGE. It has already been stated, that the first design for the North West Bridge was similar to that for the South West; the chief difference be- ing in the number of spans. The northwest structure was to have had five spans, each 200 feet wide ; while the other was designed to have six spans of the same size. It has also been explained, that the first survey led to a misconception with regard to the strata in the bed of the River ; that, instead of rock being found at an average depth of 48 feet under high-water, tlie hard substance struck by the boring tools was only a bed of gravel overlying a great deposit of silt, and that the rock was actually 112 feet below high water. ft is necessary to state, that, when the preliminary survey was made, only such boring implements could be obtained ; as could be extempor- ized in the neighbourhood by a country blacksmith, and that with these imperfect implements the attempt was made to ascertain the na- ture of the river bottom. The bed of the river was from twenty to twenty-five feet below high-water ; and after the boring rods had passed through about the same extent of mud, they, in every trial, struck a hard substance. The operator saw sandstone rock cropping out on the river bank ; and he naturally, but as it afterwards proved, incorrectly, inferred, that he had struck a continuation of the rock for- mation, underlying the river. During the winter of 1870-1, more perfect boring implements were employed in testing the nature of the river bottom before building operations were commenced. It was then that the true nature of the river bed was discovered. K" Wrt:-'. ':i O ts were luiUling lof the 11 n d t M -■?■ i" ■ t - . i i II '.'f m ■\ \ > 'E I f P i er B. f ■ P Sealt. \ T \ I =fc P i e r D. Pier i.. I ■ t \oAtt. Flan of Found PLATE No. 31. Pi erX. MiRAMICHI BRIDGES: NORTH-WEST-BRANCE. SECTION OF RIVER, PLAN AND ELEVATION of WORKS. Sandtbrd Ylexxang^^er-Jn-Cb^. f Foundations Photo-Lith. by the Burland-Desbarau Llth. Co '!( Il, !:. .i. ■i':-*l ■) i:f| 1 ll ' THE MdiAMICHI IHUDQES. 201 A series of accurate horiugs was then instituted. These Ijoriugs were made from scows duiing tlie summer of 1871 ; and from the ice duriui^ the following winter. Tlie site of each pier was eareluily estahlislied : and besidesthe test horings on the centreline, others were made on ])aralk'l lines f)0 feet distant on each side of the centre line. The results did not materially differ from those obtained on the centre line, and showed that the strata were horizontal. The boring was performed in the usual manner, 7-inch tubing be- ing used. Some arrangement was, however, necessary to meet the dif- ficulty which the rise and fall of the tide presented when operating from the ice, in order that the tube should be maintained vertical and steady and free from all liability to derangement, as the ice rose and fell. A wooden tube or box, 1> inches square inside, and of sufficient length to e-.tend beyond tlie range of tides, was sunk through the ice, and had arms which rested upon and were made fast to the surface. This box protected the upper end of the iron tubing from the ice, while itself rose and fell with the tide. When operating from a scow, a well through the fioor of the scow served the same purpose. On reach- ing a suitable depth a smaller tube — 5 inches diameter — was introduced, telescopic fashion ; care being taken that the upper end of the smaller tube did not fall below the bottom of the larger one. The point of the tubing was in all cases made to precede the point of the valve auger or other boring tool in use, and thus the exact depth and character of the various strata were ascertained. The results are shown on the section of the river bottom, plate No. 31. As the boring proceeded for the northwest bridge, experiments were made to ascertain by direct pressure the load which the strata would carry. On the tubes reaching the point to be tested, and the material within having been removed, iron rods smaller than the tubing were passed down. The rods terminated in a blunt end with an area of three square inches. They were kept clear from friction, and were loaded above the surface of the water with different weights, which were allowed to remain for definite lengths of time. In this ■^^—M •X'-- 1 202 THE INTERCOLONIAL. manner the supporting power of the different strata in the bed of the river v.as distinctly ascertained. The r(!sult of these tests may, possibly, possess some interest to the professional reader.* The information thus obtained having established tliat tlie piers might safely be founded on the gravel stratum, the Chief Engineer did not deem it necessary to change in any way the origimU plan ; he, however, held it expedient to increase the width of the caissons from 24 to 80 feet, in order to distribute the weight over a irea one-fourth greater than at first designed. But a difficulty arose wiih the contract- ors. They argued tliat an increase in the width of the base of the caissons would render the sinking of them extremely difficult; and they demanded a large increase in price for the additional labour and cxjiense which they asserted the change would exact. To meet these obj(!ctions the Engineer proposed a modification in the form of the caissons with an increased base, which the contractors undertook to carry out for little more than the original contract price. The modified plan of foundations for the Piers, adopted and car- ried into execution, is shown in Plate No. 82. A large oblong caisson open at the top and bottom, was first sunk in proper position at each pier site ; its lower edge resting on the bed of the river, and its upper edges extending above water. Around the four sides were square piles driven close together. Within the enclosed area, all the sand and mud, down to the gravel bed, were removed, and the space filled with rubble stone and concrete in equal proportions. 'J'he space within the caisson, and above the original river bed, was then filled with concrete up to the bed for the masonry. The concrete thus formed a huge monolithic mass for the support of the superincumbent pier. It has already been stated that an additional span was given to the Northwest Bridge ; by this arrangement the two abutments were * See Appendix. PLATE No. 32. .-Pat ••.'.••;•■ ;• \rj'^-d -.y:^:.-:":^- , L Lo« Wi Bed gf BiTffr '• ■ : *\ .f'W * Jul L PLAN OF PIER. I'hoto-Lith. by the Butland-Desharats Llth. Cu. |r U li: ii ■I mi m3® Lib M JA l ^ a a lwat 31 IMAM J CHI Bridges. DRAWINGS OP FOUNDATION AND MASONRY of PIERS NORTH-WEST BRAIVCH. Sandford Flexnujg, -Krigmeer-Jn - Chief. v;. Sa-nd- ■ . -•.j'i-:?.;, I I i ! kM . • <.-<<• ••*;■•..-•. ... ::.i •••■*■•'..• w •■ •: I..' ■■.••;. 3 sA<}f BnB"! . ■»> n d ;■.;■'■ ^ ;:>■-..:' •.■:;^v%:/ v..-^. SIDE ELEVATION and LONGITUDINAL SECTION. -•?■!■■■:■■.:■■■■ I, ''■%■: r-i- ■■■■:.■■ ■■■•■'.'.;■, ■'.iv.-i'.l ■■'■ >.■'■'-'■■ .';•' '■' •:*■,■:■* ■ o.u'.*^'..^ ■■,•,■.•;'.»■« ,. ■ "r END ELEV> TRANSVERSE ^m PLATE No. 32. Photo-Lith. by the Burland-Desba»t> Uth. Co. J! 1 ! I l\ " fe ■ fi .5 I ;*.' J u ^i^a. THE MIRAMICHI BRIDGES. 203 placed on the shore, where no difficulty was experienced in founding them. The five piers were lettered consecutively from north tc south; A. B. C. D. and X. Plate No. 31 shows the relative position of the piers and abutments ; together with the strata which underlie the River. Fig. No. 37. The South Abutment. Operations were commenced on the 13th of May, 1872, at the Southerly abutment. One-half of the site lay within the water mark ; and in order to obtain a foundation, a coffer-dam was necessary. This was constructed of crib work and sheet piling, and of only three sides, carrying a platform about 20 feet wide. A wharf for the discharge of building stone was formed on the front, and a travel- i 3i J "'V- " I 4" '.tin ■■ ■■■' W§ J; 204 THE INTERCOLONIAL. ler was constructed, by which the material for building was lifted directly into position. The sheet piling within the crib work was in two rows, 5 feet apart, driven to tlie rock ; and the space between the rows was filled in with clay puddle. The rock bottom was laid bare, and then cut in(o steps to receive the masonry, the front wall of which commenced 12.| feet below high water level. Little trouble was experienced from water ; what little was met with, flowed in through fissures in the rock. The masonry, 985 cubic yards, was commenced on the 13th of June, and completed on the 28th of August, 1872. The North Abutment. The site being entirely within high-water mark, it was necessary to construct a coffer-dam. The shore at this point is bold, and the rock dips towards the river, when, at the face of the abutment, it drops to a slope of about one to two. The whole abutment is placed on solid rock, the front wall commencing 19 feet 6 inches below high- water. The rock lay in a series of irregular benches, and was cut into horizontal steps, to receive the masonry. The coffer-dam was well constructed ; and in consequence the water was controlled by one Woodford pump, driven by an engine on a scow alongside. The masonry was placed in position by a Traveller erected on the crib- work. The masonry, 1115 cubic yards, was commenced on the 15th of August, 1872, and completed in the following November. The mass of the masonry is of freestone from quarries in the locality : the girder seats are of granite, in single blocks, 6 feet by 4| feet, and 2^ feet deep. The upper surface is 23 feet 7 inches above extreme high- water. Plate No. 29 shews the form and detail of these abutments. The Caissons for Piers. The caissons were each 60 feet by 30 feet, built of timbers, 12 I: \ PLATE No. 29. ta. n ,> ;-, ;• . i"^'- ■■■■■■■■ ^-----M»-!'--- ■- r ■, -|.-»^- r:^ -■ ^ ^ gM^>i:-'I^v^¥:B@-i:V;^ TRANSVERSE SECTION. 1 i-fl— J ;;.=3t:^i^L;:;^ £3 ■4-— - I J' I 1.- J-uJiLJ ENLARGED FRONT ELEVATION, SCALE .U^y^^J^ Phoiu-Lith. by the BurlanJ-Desbarats Lilh. Co. ^ I .r. .■'f.l \ I PLATE No. 29. ^-a_.^_- ••if )fl.i- ^^0m;:i^~' \ ' "'\ ' m^'^^^'^jiM. - TRANSVERSE SECTION. nkt. KAOLWAY. /// IS RIDGES. RTHERIY ARL'TMENT, EST BRANCl . 3^ , Fji^juecr in Chief. 5CALE, ENLARGED FRO NT ELEVATION. SCALa Phoiu-Lith. by the BurUnd-Oesbarats Llth. Co. ' h'- ¥ t I - »iUtiw* THE MIKAMICHI PRIDGES. 205 inclios square, hewn true on their beds, halved to.jjether at the corners and breaking joints on the sides and ends. A roll of oakum was laid between tlie timbers, both on the flat, and at the butt joints, to render all water-tight. The timbers were fastened every 4 feet of thtir length, and at the butts, with juni})er treenails. The caissons were commenced on launch-ways near the Bridge; site, and were built to a height of six or eight feet previous to being launched. The construction was then voceeded with, afloat, until the requisite height was obtained. The tops when in place vvere, in all cases, left above high-water level, as each caisson had eventually to serve as a coff'er-dani. As the caissons had to be pumped out to permit the building of the masonry, it was necessary to strengthen them internally by means of longitudinal and lateral struts and braces, which were afterwards removed. When the caissons were floated into position, they were loaded down with stone, to hold them in place. Square piles were then driven round the four sides, to the gravel bed. The piles were each bolted to the upper timbers of the caissons, and a waling timber was secured along the outside faces, about midway between high and low tide mark. Pier X. Pier X was the first commenced ; and as the difficulties met were here first overcome, a _ ief account will suffice for all the piers. The caisson for this pier was commenced on the 19th day of June, 1872. Some little difficulty was experienced in launching it, but it was even- tually floated into position on the 6th July, and temporarily secured by driving a few piles on each side and end. Building was then pro- ceeded with, and the required height was reached on the 26th. On the caisson grounding, it was found that the bed of the river was some- what uneven, and it became necessary to level it by dredging away the inequalities and so allow the caisson to rest horizontally. ■ :. : }' '{,%} 206 THE INTERCOLONIAL. In order to sink the caisson, a platform was foamed on its top, and loaded with stone. Two steam pile-drivers were then employed in driving the sheet piling. The piles were twelve inches sqnare ; driven, as close as possible, to a depth of 47 feet H inches below high water ; passing 8 inches into the gravel bed, which, at this pier, is 6 feet 8 inchen in thickness. The driving for the last few feet was very slow. This work was completed by the 6th of September, when temporar}^ piles were driven for a platform 20 feet wide on each of the four sides of the caisson. On the platform a gantry was erected, of such height and length as would allow the traveller which it carried to lift building stone from the scows and set them on any part of the structure. Before commencing the masonry, the traveller was constantly in use in moving the engines and pumps employed in dredging, and in raising any sunken trees found embedded within the area of the foundations. The engines and machinery used in dredging and in pumping, were placed on the platform, which further served as a wharf for the discharge of material of all kinds. The river bed at this pier consisted of a black vegetable deposit, fully 16 feet in depth, and a mi. lire of mud and sand about 8 feet deep. Two piimjis, driven by separate engines, commenced operations on the 2l8t of September 1872, but the progress made in the vegetable de{)osit was very slow. The pumps simply settled down into an area a little larger than their base, while the material stood firm with nearly vertical sides. The action of water jets was brought to bear on it ; and by means of this expedient, it was reduced, and ultimately removed by the pumps. The upper layer of material contained a quantity of partially decayed wood, which continually became jammed in the working parts of the pumps, and necessitated frequent disconnecting of the machines for the removal of the obstruction. Two logs of liirch were found embedded in the deposit, 80 feet below high water. The removal of these occupied several days, as the material overlying them had to be dredged out for their whole length before they could be THE MIRAMICHI nUIDGKS. 207 moved. Kveiitiially, chains were made fast to them by divers, and the logs were raised by the traveller overhead : one piece measured 'H) feet long and 10 inches in diameter, the other 15^ feet long, and 20 incheti in diameter. The pumps continued in operation up to the 20th of November, when the formation of the ice rendered a suspension of work necessary. Up to this time a great proportion of the vegetable deposit had been removed. Work wfis resumed on the 5th of May 1878, and the whole material within the area of the caisson was dredged out to the depth of 46 feet below high water mark by the 81st of May. The dredging of this foundation extended over a period of twelve weeks ; but deducting for wet weather and other delays, the actual pumping occupied sixty days of two engines and two pumps. The quantity of material removed was 1416 cubic yards ; and taking the capacity of each pump at seven cubic yards (1200 gallons) per minute, it appears that a cubic yard of water carried out with it on an average 0.075 cubic feet of solid matter, or at the rate of 1 cubic yard of the deposit to 356 cubic yards of water. Preparations were at once made to put in a 2J feet layer of con- crete over the whole area excavated. It was deposited through large spouts reaching to the bottom. Alternate layers of quarry i-ubble stone and concrete were eveidy distributed over the area until the space was filled up to the level of the bed of the river. A layer of concrete 6i feet thick was then put in by means of b. ves with mova))le bottoms. These boxes were contrived to open only when they touched bottom, in order that the concrete should be as little diluted as possible, by passing through the watta-. The concrete was brought to the proposed level by tli(! middle of July ; when, after a few days delay, an attempt was made to unwaler the dan with two Woodford pumps ; but tlu' I'fuiorete hud not sufficiently set, and the machinery was overpowered aiul pumping had to be postponed. With a view to make good the defects in the concrete and to I i! i m I i: .il 1^1 i • ; 1 tii^ '~ M ii. au.,a. ^ 'A m 208 THE INTERCOLONIAL. reduco the liead of water, another layer of eonereto 18 iiielics deep was put in, wliieh brought tlie surfaee up to 1.") feet belovv high water. On the 80th of July a seeond attempt was nuule to i)un>p out the dam witli two pumps, but without success. On the following day l)ags filled with clay were laid over the places where the leaks seemed to bo greatest, viz. along the timbers of the caisson. The two pumps then, with ease, ran the water down to within three feet of tlie concrete, aiul held it there ; though the leak was still considerable, and evidently was increasing. Walls of clay puddle were now built over the heaviest leaks, and a third pump introduced. On the 9th of August the three pumps were started with the falling tide, and in fifteen minutes the sur- face of concrete was laid bare. This condition was maintained for some time ; when, without the slightest warning, a large mass of concrete, close to the timber on the northern side, was forced up and the dam immediately filled, notwith- standing the pumps continued running. The Chief Engineer decided to make good the concrete, to add an additional layer, and defer further pumping for some months, in order to give the concrete time to harden. At the same time, with the view of securing and strengthening the caisson, he directed that heavy iron rods should be i)assed through from side to side, dividing it into six equal lengths, and that similar rods anchored in the concrete should be placed at both ends. All these rods were firmly tightened by nuts and screws ; and as they were placed at some distance under water, divers in ordinary waterproof armour were employed. Rods such as described were placed in all the other piers. The work was not proceeded with in winter, but was resumed on the 11th of May 1874. Two pumps were then started, the water was speedily lowered to the concrete which proved hard and solid. The leaks between the concrete and the timber were still considerable, but there was no appearance of leak through the body of the nuiss. In j)ut- ting in the concrete in July 1873, wells were left at each corner into which the pumps were set. It was considered that much of the leakage came in at these points ; and on the additional layers of concrete being THE MIUAMICIIl lUtllKiKS. 209 put on, the wells vvero filled up. A.s tlu! Woodford pump requires wiitor at least 12 iueluis deep in (uder to work with iidvautiij^e, the coiierete could not he laid quite hare, and tlu; first course of footinj^s — 2i feet deei) — was set partly in water. Any irre<,'ularities in the surface were removed hy making' up the concrete to a uiiifoim level, so that ov«!ry block had a solid hed. That the water mi*;ht he entirely under control at any state of the tide » second engine and pump were put in jjosilion. The first course was sot by the iHth of May. There was no further dilHculty iu keei)ing the dam free of wa- ter, and the masonry soon rose above the surface ; but all anxiety was not removed. It was discovered at the end of June that the foundation of the structure, since the commencement of the masonry, had settled about six inches. Accurate measurements were rej^ularly taken, and it a^)- peared that a gradual settlement was going on. The building of the masonry was continued until the 0th of July, when the work was sus- pended, the pier being then four feet from the recpiired height. Up to the 2*Jth of August, the work had settled in all ten and a half inches. It was now determined to place on the pier a load several hundred tons greater than, on the completion of the bridge, i*^ would be required to carry, and thus by direct weight force the whole structure to a per- manent bearing. This course was the more called for as doubts had been strongly expressed as to the sufficiency of the strata, underlying the river, to carry the bridge. For this puri)ose a platform was built on the footings of the masonry ; up(ju this and the unfinished pier, stone and rails to the weight of about -l')0 tons were placed. Up to the 3d of October, under this load, a further de- pression had taken place of 2J i*- ches. The A/ork remained thus load- ed until the following sining, when another K"' tons were addtid, but no farther settlement was perceptible. Fig. No. 38 shows the pier partially loaded. Careful investigation showed that the close piling around the concrete had not been disturbed in any way ; that each pile re- mained precisely in the same position as when first driven ; antj that 14 ill III m mi 1 h I, , ■ Vs. ! : tl': H >^! r II I 9(. '>ifai^J- I : t 210 THE INTERCOLONIAL. Fig. No. 88. the gravel stratum which supported them had not yielded in any way. The settlement wan therefore wholly within the caisson ; and was un- doubtedly due to the compression and consolidation of the stone fill- ing below the concrete, under the load which had been built over it. It was evident from the fact that the masonry was without the slight- est sign of crack or flaAV, that the concrete had a monolithic character, and had gradually sunk en masse as the material under it became com- pressed by the superincumbent weight. When the structure was completed, and the false works removed, the sheet piling and dam were cut off below low water level, and a mass of rip-rap deposited, as shown in Plate No. 32, so as entirely to cover and secure the whole of the works on which the ^nasonry rests. Tlie rip-rap was allowed to take a natural slope, and was rounded at the up aud down stream ends to reduce the effects of any cross-cur- THE MIRAMICHI BRIDGES. 211 rents produced by the obstruction of the stream ; and to obviate, as far as possible, the chances of a scour. Pier D. The foundation caisson, as constructed, is as that for Pier X. It was launched on the 9th August, 1872, and moved near to the site of the pier. The building continued till the 16th of October, when it had attained the required depth of 30 feet. On the following day, and while the tide was running out, the caisson broke from its moor- ings, but it was recovered without being damaged. It was loaded and sunk, and the driving of the sheet piling commenced : but when the works were closed for the season on the 20th November, the piling was not completed. In this case the piling was driven to the depth of 43 feet below high water level. The work was resumed on the 6th of May, 1873, and by the 1st of June, the sheet piling and the piling for the surrounding platform were completed, and the plank and machinery placed in position. The dredging, carried on as in the last pier, was commenced 5th of June, 1873. The material, a clean coarse sand, yielded readily to the action of the Woodford pump ; the result accordingly differed from that at pier X. The depth of the sand was over 11 feet, and the excavation measured 700 cubic yards. By the 18th, the dredging was completed to the depth of 41 feet under high water ; and although it extended over fourteen days, only 10 J days were employed in actual pumping, with two engines and pumps. The capacity of each pump being twelve hundred gallons, or seven cubic yards per minute, a cubic yard of water carried with it 0.21 cubic feet of sand, i.e.^ 1 cubic yard of sand was removed with 126 cubic yards of water. The concrete filling was completed by the 25th September. No masonry was, however, laid that season. On the 21st of August, 1874, an unsuccessful attempt was made Hi iiiiiii 1' %i 4 : 'k \ <1l 1 v/^yf'?! ■ - - V- 212 THE INTERCOLONIAL. to pump out the coffer dam. Ou the 24th, a second attempt was made ; but the water could not be lowered more than 11 feet below high water with the pumping power employed. An additional engine with pump being put in operation, the water was run down sufficiently for the first course of masonry to be started. The stream of water discharged was at least 7000 gallons per minute. The masonry progressed rajjidly, and was soon brought above the water level. No settlement took place until between the 17th and 24th September, when it was found that the pier had settled slightly. On the 2nd of October, building was suspended, the top of the structure being then 6 feet from the required heig', t. The pier was then loaded with stone and iron, weighing about HOO tons, and it was found, on the 7th November, that a further settlement had taken place, of 0.17 feet. On the 27th January, the total settlement had reached 0.40 feet. Since the latter date no further subsidence has been detected. The load remained on the pier all winter, building was resumed on the 1st .Tune, and in four days the structure was com- pleted. As in pier X, the masonry settled with the mass of concrete on which it rested without loosening a joint or fracturing r, single stone. Pier C. I! i I ' i The depth to the bed of river at the site of this pier was 29 feet. The caisson for the foundation was similar to those already described. It was launched on the lOth of May, 187.-}, floated away, and finished to the height of 80 feet. On the 23d of June, it was placed in position and loaded down. The sheet piliig, driven to the dei)Th of 44 feet below high water, was completed on the 8th of .Tuly. The dredging commenced on the 15th of August. The material overlying the gravel bed, consisted altogether of 13 feet of clean coarse sand. The dredging extended over seventeen days, but the machinery an only nine days in all. The quantity of sand removed was 800 ran THE MIRAMICHI BRIDGES. 213 cubic yards, every cubic yard of water thrown out carrying with it 0.28 cubic feet of sand, or 1 cubic yard of solid matter in 94.5 cubic yards of water pumped. The filling of the space dredged out was treated differently from that of piers X and D. Instead of the alternate layers of concrete and rubble stone, the whole space up to the level of the river bed was filled in with stone, crushed to the size used for concrete, but with- out sand being added ; and a layer of concrete 13 feet in depth was deposited upon this base. The concrete was completed by the 29th of October, 1873, when the works were closed for the season. On the 16th of June, 1874, everything being ready, three pumps driven by two engines, were started, with a favorable tide. The water in the dam was then run down to 12 feet below high water, but the pumps in operation could do no more. It was apparent that more power must be used. On the 22nd, a trial was made with four pumps, driven by three engines ; and, for a short time, tliey succeeded in lowering the water to 14 feet below high water. It was necessary, however, for the four pumps to run without intermission to hold their own. On the stoppage of a pump, the water at once began to rise. A third effort was made on the following morning with the same result. The greatest head obtained was 8 feet 10 inches. On the stoppage of all the pumps, the water rose in the dam 52 inches in eleven minutes. Operations were now suspended at this pier for three weeks. It was simply a question of pumping power, and it was accordingly deter- mined to add a large Gwynne dredge pump, and a fourth engine. In the mean time blocks of strne for a 2i feet coursL- were placed roughly in position by divers. The five pumps were i)ut in oju'ration. Tliey succeeded in lowering and holding the water 14 feet below high water level. On the stones being laid bare they presented an uneven appear- ance, some having been carried upon the laitenae, and others upon points of concrete standing above the surface. It was accordingly necessary to raise the stones in order to obtain a level bed. By the i!' \w-'\ iiiii "^^ I ! 214 THE INTERCOLONIAL. 27th of July the first course, 2i feet thick, was set, after which no diffi- culty with the water was experienced. The Masonry steadily progressed, and no settling was discovered until the 7th of August. On the 15th, when there had been 13^ feet of masonry built, a subsidence of 2 inches had taken place. Up to the 17th of September when building was suspended at 6 feet from the full height, the total settlement was 0.24 feet. As in the other cases the pier was loaded by placing on it 575 tons over and above the weight of pier when finr.hed. During the operation of loading, a set- tlement of 0.13 feet at the up-river end, and 0.07 feet at the down river end took place, and from the 23rd of November to the 31st of December 1874, a still further settlement 0.07 at the up river end, 0.09 feet at the down river end was observed. At this date the total settlement was 0.48 feet. The load remained on the pier until the 6th of April 1875, when work was resumed and completed. But no change whatever has taken place since the close of 1874 ; and the masonry as in the other piers remains without a flaw. Pier B. The depth of water was 27 feet 4 inches, and the material a clean sharp sand 24 feet 5 inches deep ; the gravel bed being reached at 51 feet 9 inches below high water ; a thickness of gravel 5 feet 6 inches overlying the deep deposit of silt between it and the rock. The caisson was floated into its exact position on the 8th of July 1873. In grounding it indicated unevenness of bottom. The inequali- ties were rectified by the use of a force pump and hose. The piling, 60 feet long, was at once begun. The dredging commenced on the 15th of September, and extended over 36 days. The actual running time of the two pumps was 16^ days. The quantity of material removed from within the limits of the foundation was 1495 cubic yards. Each cubic yard of water thrown ''^4^.4v, THE MIKAMICHI BRIDGES. 215 out by the pumps must therefore have carried with it 0.29 feet of sand, or 1 cubic yard of sand with 92.7 cubic yards of water. The dredging was completed on the 22nd of October, and the foundation was tlien filled with crushed stones to the level of the river bed. On the 10th of November, work ceased ; at which time the fill- ing was completed. On the 27th of May, 1874, work was resumed. The concrete filling was completed on the 12th of June, bringing the surface up to IG feet below high water. During the period allowed for the concrete to harden, divers were engaged putting in iron tie-rods similar to those already referred to. An attempt was made to pump out the dam on the 13th of October, with the hope that the footings of the masonry might be laid before the season closed. Four engines with five pumps, however, after repeated attempts, failed to lower the water to the full depth required. During the winter it was determined to add another layer jf con- crete 4 feet in thickness and thus bring the surface to 12 feet below high water, as at pier X. The concrete was finished on the 22d of May, 1875. On the 13th of June, the pumps were started and the surface of the concrete laid bare in 20 minutes. The concrete was found hard and compact. The surface was levelled off, and the masonry began on the following day. It continued without interruption till the 24th of July, when work was suspended preparatory to loading the structure to test for settlement. The load in this case was 550 tons. During the process of loading, from the 24th of July to the 4th of August, the pier had settled 0.18 feet. On the 9th of August, a further settlement had taken place of 0.14 feet. On the 20th of August no further change could be observed. Building was resumed on the 24th and completed on the 30th of August. li ill' 11 mau MMH -B««^ 216 THE INTERCOLONIAL. ■•^i ■i : t fV . ( I rii:.- H rli i ■ ■ t iV ll t J, j:v IBh ^ ^B («' ^^1 1;^ BB V'J5 ifr^ if* ji; , 1 : ■ li Pler a. The depth of water at high tide is 31 feet 6 inches at the site of this pier. The material under the river bed was a black vegetable deposit 18 feet 9 inches deep, overlying the gravel bed found at 48 feet 6 inclies below high water. The caisson was made fast in position on the 4th of September, 1873. The dredge pumps were put in operation on the 2oth of Oct. and continued until the 15th November when the work was suspended for the season. Work was resumed on the 29th of May, 1874, and the dredging completed on the 30th of June. This work extended altogether over 54 da^'s, but the actual running time was 24 days. There were 1044 cubic yards of material removed, giving 0.14 cubic feet thrown out with each cubic yard of water, or 1 cubic yard of solid matter with 193 cubic yards of water. The space dredged out was filled in with crushed stone to the level of the bed of the river. Early in July the concrete was begun, and deposited to a depth of 15 feet G inches below extreme high water. No attempt was made to pump out the foundation of this pier, as it was anticipated the same dif- ficulties would be experienced as at pierB, and it was allowed to stand over to the following summer. During the winter it was decided to put in another 4 feet layer of concrete. This work was done early in the summer of 1875, and on the first attempt to pump out the dam the surface of the concrete was laid bare with comparatively little trouble. The water was lowered to 12 feet in 15 minutes and readily maintained there during half tide. Building was commenced on the 27th of July, and finished for the purpose of applying the load by the 21st of August. The first settlement observed was on the 4th of August, when it was found to be 0.05 feet. On the 21st of August previous to loading for test, the structure had settled 0.42 feet. The load applied was 550 tons. During the process of loading the structure settled 0.33 feet. CO ''A;V??\^' film mi ;,' ■! ;■■■ ■ 'V'' ■■ ■■'■ ■ \\ "11 ! rt : 1 , J '^^^^... THE MIRAMICIII URIDOES. 217 The load remained for ten days without further settlement. The masonry was completed on the 14th of September 1875. The total settlement was 0.74 feet. Concrete. The concrete used in the foundations was made from broken stone, coarse river-sand, and the celebrated English Portland cement. The stone was broken to pass through a ring less than three inches in diam- eter. As the breaking of the stone by a Blake Machine, pulverized much of the material, the proportion of sand depended upon the condi- tion of the stone ; but sufficient sand was always added to the broken stone to fill up all the interstices and render the mass compact. The concrete for the foundations of the Northwest Bridge was made with two barrels of cement to the cubic yard of crushed stone, that for the foundation of the Southwest Bridge with one barrel to the cubic yard ; except in the filling of the caisson for Pier E, and oi the wells of all the other caissons, the concrete for .which had two bar- rels per cubic yard of broken stone. Care was taken to thoroughly mix the ingredients. The total quantity of cement used in these bridjes was about 14,000 barrels. Masonry. The masonry of the abutments and piers was of a thoroughly mas sive and substantial character. The stones were of large dimensions, well proportioned and put together in the best style ot workmanship. Each stone in the cutwaters and exposed angles was secured by iron dowels run in with cement. The masonry was laid in Portland cement mixed in the proportion of two measures of sand to one of pure cement. The stones for the girder seats and faces of the ice breakers i ,' i I R 218 THE INTEllCOLONIAL. l: ' »i-tti A', : were massive Mocks of gninite; Homo of which wore brought from the Nipissiguit Uivor near Jiathurst, a distance of al)otit ITo miles by water. The greater portion, however, was obtained from l)oulders near the river banks, from twelve to sixteen miles above the railway cross- ing. Tlie l)uilding stone proper is a light coloured free-stone obtained from two quarries ; one on the River Miramiclii, about four miles below the site of the bridges ; the other, from whicli the greater quan- tity was l)rought, iwav the mouth of tlie River Bartibogue, a tributary of the Miramichi, about seventeen miles distant from the railway crossing. Roth quarries furnished stones similar in colour and (quality. The remaining work at this bridge was now confined to the deposit of rip-rap around the piers and the erection of the iron sui)orstructure. The plant emphjyed in the construction of these bridges was hirge and costly ; besides a full assortment of ordinar}' todls and api)liances, it consisted of a steam tug, with 21 hirge scows ; machinery worked by steam for excavating, crushing stone, pile-driving, dredging, lifting and moving material ; also diving apparatus. Tiie pumping machinery was especially effective; it consisted of 4 Woodford pumps, with 7^ inch discharge pipes, and 1 Gw3'nne pump with a 12 inch dischargi;. These were driven by 5 steam engines, of 50-horse power each. The pumps made, on an average, 400 revolutions per minute, at which rate they threw from 1200 to 1500 gallons per minute each. The Gwynne pump throw as much as 2500 gallons per minute. The Woodford pumps had their pipes in lengths of 9 feet, attached to light angle-iron frames 3 feet square; each length having its own driving shaft attached. The lengths were easily fitted into each other, and secured ])y small bolts at the angles, the shafting at the same time locking together. The driving pulley was quickly raised or lowered on the shafting to suit the situation, and was secured with screws. The pumps rested on the material to be removed, and although secured to the caisson so as to prevent lateral motion, they were free to move vertically and they settled down with their own weight as the material wjis thrown out. In conjunction with the Woodford pumjjs, two powerful Cameron < J I' ; I n I? 1^)' f< h n ei d "I ft'i hi te T t\ tl pi r h , it. M fi] of 1 THE MIRAMIOni lUtlDOKH. 219 force puniiis, with a supply of tlneo-inch hose, capable of throwing six heavy streams, were constantly in operation, 'i'lu! (lexihle liose termi- nated in metallic nozzles of one-inch bore, which were attached to the ends of long guide poles, by means of which powerful jets of water were directed against the material in the coffer-dams, to loosen it, and bring it within the oj)eiation of the jMinjp.s. The work of both bridges has been satisfactorily completed by the Contractors, Messrs. Brown, Brooks, and Ryan The difficulties experienced in carrying out the north-west bridge have been fully described. Mr. Joseph Tomlinson acte n On this portion of the Railway there are many small pile and trestle bridges. A peculiarity in their construction is the use made of " Ships' Knees " as angle pieces. A bridge with three spans, each 160 feet wide, crosses the river Tantramar, at Sackville. The superstructure is of iron, on the English lattice principle : the roadway is on the lower chord, the upper horizon- tal bracing being at a height to admit the passage of trains. The pie'rs ■were, in the first place, of slight construction. Indeed they may be de- scribed as having had no greater dimensions than was barely necessary to carry the superstructure. Consequently, the first winter tried them severely ; one pier subjected to a heavy thrust of ice was found not to have strength sufficient fully to resist the strain, and a displacement re- sulted endangering the whole structure. These piers have since been rebuilt, at a cost many times exceeding the outlay which would have been necessary to build them sufficiently massive in the first place. Six miles from Painsec, there is an iron girder bridge of 50 feet span ; the only one of the Warren pattern between Riviere du Loup and Halifax. The roadway is carried on the top chord. In general, there is not sufficient ballast on this division, and in many places it is not of good quality. Difficulty was experienced in obtaining suitable material ; excepting near Sackville, there was no good gravel to be had on the line. Iron rails are laid 34 miles ; the rails have not worn well ; the insufficiency and inferior quality of the ballast have doubtless contributed to this result, for without good and sufficient ballast no road can be maintained in good order. The Eastern Extension, having been constructed by the Province of New Brunswick, ends at the boundary between that Province and Nova Scotia, in the middle of the river Missiguash ; and, as is usual in such cases, only the Western abutment of the })ridge over that river was built by New Brunswick. to '' '^.Ih'/il'i'-V l'\ ilmi. m ^ THE NOVA SCOTIA DISTRICT. DIVISION W. Contract No. 11. This Division begins in the middle of the river Missiguash, and includes the Eastern abutment and the whole superstructure of the bridge. This superstructure is of wood, a Howe truss, with the roadway on the bottom chord. The span is 100 feet, the width between the trusses 19 feet, and the total height of the truss to the upper horizontal bracing, 21 feet 6 inches. It is the third of the wooden truss bridges on the whole line of the Intercolonial Railway. Although timber has been employed in spanning the river, the abutments are of substantial masonry, in every .,ay suitable for the support of iron girders ; should a spark at any time from passing trains lead to the destruction of the bridge by fire, and for a time sever railway connection between the two Provinces. The masonry is built on a pile foundation properly protected by crib-work and rip-rap from the wash of the tide. There are two aboideaux on this division ; one for Gordon's Brook, near the first mile ; and the other for the river La Plan die, about 2i miles from the beginning of the division. The first has double, and the second has four-sluiced passages. There was considerable sinking of embankments over places where the marshes were soft and boggy, but it was anticipated and provided for. The division is only 4J miles long. The work was let in Novem- ber, 1869, to Messrs. Davis, Grant and Sutherland, for $61,713, to be completed by September of the year following. Changes were made in the location and grades, by which the cost of construction was in- creased by $8,668.24. The work was not finished until 27th Novem- ber, 1871. 15 I fl I 22G THE INTEIICOLONIAL. The average quantity of excavation is 37,750 cubic yards per mile, and of masonry 290 cubic yards. The Resident Engineer in charge was Mr. George H. Henshaw. DIVISION X. Contract No. 4. ^' i I !i Thia Division, 27 miles long, is the longest division constructed under the Commissioners. It begnis one mile east of Amherst, on the " Amherst Ridge," where there is a cutting, one mile long, which con- tained 60,000 cubic yards. The embankment following was calculated to require 50,000 cubic yards in less than half a mile of its length. On account of its soft marshy bottom, a further quantity of 18,000 cubic yards was provided. The embankment has settled down, spread out at the base, and raised up the adjoining surface ; the sinkage still continues, and the embankment requires occasional atten- tion. There is, however, no probability of accident. The line is much curved, there being forty curves amounting in the aggregate to nearly 13 miles in length, with more than 1600 de- grees of curva*nre. One curve, almost a mile long, encloses an arc of 127 degrees ; and is followed by one, 1000 yards long, enclosing an arc of 103 degrees. Only a few of the curves are of short radius. Generally the grades are approximately level. But for 14 miles the separate graJes vary from 0.75 in 100 to 1 in 100, three ascending eastwards, Ai vdded by level, or easy grades in the same direc- tion ; the total height ascended is 206 feet in 5 miles, gaining the high- est point on the division, 245 feet above the lowest point. The line then descends continuously for 133 feet in a length of 3i miles. The first cutting, with 60,000 cubic yards, is the heaviest on the division. The cutting at the tenth mile contained 42,000 cubic yards. There are four heavy embankments, the lightest requiring 42,000 cubic aL,...j H I i> 1 i [ i P-: ( I I t F 1 h ': '!-, 1 . i'i III wl4 ' h|{ e y T^ THE NOVA SCOTIA DISTRICT. 227 yards, the heaviest 6r),000 cubic yards. Except on the marshes tlie enibankmeiits are all short ; the cuttings are also short. The (jnantity of rock in the cuttings, was in the ratio of one to twenty of earth. A special protection, which lias been found efficient, was provided for the railway, where the line runs close to the Maccan river. Piles were closely driven to the level of the ground, by the side of the river, stayed by a second row of piles driven iidand, 10 feet apart, the space between being filled with stone and brushwood. There are several aboideaux on the line, similar to those described, and many small culverts of masonry. The Nappan river is crossed by a bridge 100 feet wide, with wrought iron superstructure, having the roadway on the lower chord. The abutments are built on a pile foundation, the outside piles being closely driven, and the foundations protected by masses of heavy rip- rap. Embankments washed by the tide are protected, according to local practice, by brushwood and small poles, laid in layers with " marsh mud " between them. A skew bridge of 24 feet span, with iron superstructure, is con- structed over a tramway from a coal mine. A third bridge, of 100 feet span, with iron superstructure, is built over the Little Forks river. The abutments are about 33 feet high, built on rock a few feet below the bed of the stream. The work was let in 1869, to Messrs. Elliott, Grant and White- head, for the sum of 1297,000. At the close of that year, when work to the amount of -$46,200 had beenperiormed,the contractors found their prices were too low ; and their contract was annulled. On 25th May, 1870, a new contract was entered into with Messrs. Smith and Pit- blado, to finish the work for 1438,326, on 1st July, 1871. It was fin- ished one year later. The length of the division is 27 miles. The average quantity of excavation per mile is 25,800 cubic yards, and of masonry 418 cubic yards. I 'It 228 TMK INTKUCOLONIAL. The Resident Engineer to the dose of 1871, was Mv. (Jco. II. ITen.shiiw : at the hitter date the District Engineer assumed charge and Mr. J. K. Smith acted as assistant. At the Sitringliill station, u branch has been constructed to the Springhill coal mines. It is short, witli sharp curves and steep gra(h!s, and witli nunu!roiis clianges in both, i'he balhist is bad, in many phiccs being sandy chiy. The Branch is not a part of the Intercolonial Railway, but is worked by the Springhill ( oal Company. DIVISION Y. CONTPACT No. 7. I'i i' ' ii (. i ! This Section is heavy, having upwards of a million cubic yards of earth excavation, and forty thousand cubic yards of rock. Nearly all the heavy work is on the last six miles. There are several deep rocky ravines, the embankments over three of which have respectively a height on the centre line of 70 feet, 9(3 feet, and 105 feet. One cutting, chiefly rock, has a depth of f)2 feet on the centre line ; as these works are on the steep sides of hills, so the exi/eme heights and depths are greater. The division for three-f' of its length is on ordinary rolling land ; but for the remaii ' xuce it lies on steep rocky side-liill, by which it ascends from ..ley of the river Wallace, to a high sum- mit at Folly Lake, the highest point on the railway between Metapedia and Halifax. The height of this summit is 607 feet above the sea, and the height of the lowest point, at River Philip, near the west end of the division, is 83 feet, so that the total ascent is 524 feet. On the whole length there are eleven miles of steep grades varying from 0.80 in 100 to 1 in 100, 1^ miles descending, and 9i miles ascending, towards Truro. i|-f tlie '. ' 'I'ti'tP^i t' '71,1 ^ it I"! ■■If.' '■■■; I a ■."■',■;/■..);' Ill*' ■ '''M^' ir HI! Ihllijljjl lljll liiiiill!'' ll! .■l; ' ' .■^A^^' 1: il';:': m y> :i!::;;v jlliili H :y-'-' iiHii:;- M I' I I ■ ' ' ' i III ilitil I'l, , I'li !:!:ill . I i I : ' ; I ' I ' ' ' i "lii'i! i,'!l' ' III! ''■''■' I' 'r ll'l! I'll |;!ij,i!r;:.i!jii!!i !:';;! H H t ■ i I !■ ! I 1 1 , - s •-1I THE NOVA SCOTIA DISTRICT. 229 The curves are numerous and some are sharp ; one, a 4° curve, 1433 ff^et radius, is nearly 2100 feet long; and another, a 3° 20' curve, radius 1619 feet, is over 1800 feet long. The total ^ength of curves is above 10 miles, and the total curvature amounts to 1025° . The tangents are all short except in one instance, where the length is 6 miles. On this division seven tunnels are introduced, in place of long heavy culverts, in the ravines parsed over ; three of 9 feet diameter, four of 7 feet. The three former are respectively 300, 3i55, and 370 feet long. These seven tunnels are cut through solid rock; and require no lining, except in the case of one, which, for a length of 211 feet in the middle, required the protection of stone masonry 18 inches thick, with a water-way of 6 feet. There are, moreover, several tunnels 4 feet wide by 5 feet high, to take the place of box culverts for ordinary surface drainage. These tunnels are constructed on a steep side-hill and answer the purpose well. The small tunnels, at the upper end, have a wide perpendicular well, cut into the rock, from the bottom of wliicli the incline commences, parallel to side-hill. Choking by floods and injury to the road-bed are thus avoided. A depth of at least 6 feet of solid rock has been maintained over the smaller, and of 12 feet over the larger passages so the conduits themselves are imperiohable. There a:e three bridges on the division, one over the river Philip with three spans each 100 feet wide. The two others have spans of 50 feet and GO feet, over branches of the Wallace river. There is nothing peculiar in their construction. The extreme height of the bridge over the river Philip is 60 feet. The work was let in 1869 to Messrs. H. J. Sutton & Co., for $413,955. After executing work to the extent of 153,731, in 1869, the contractors gave up their contract, as their prices were too low. The remainder of their work was let in May, 1870, for $557,750, to Messrs. James Simpson & Co., the work to be completed on 1st July, 1871 ; but it was not completed until the summer of 1872. The total length of the division is 24i miles. The average quantity h: 1 -''™'»-=-««J!«W*fi'««£W*i-«i*6iiirt^^ 230 THE INTERCOLONIAL. of excavation is about 45,260 cubic yards, and of masonry 342 cubic yards, per mile. There are besides 576 lineal feet of cast iron pipe culverts, and 1803 lineal feet of tunnels. The Resident Engineer from the commencement of the work until the close of 1871 was Mr. Tom S. Rubidge, who had been employed in the Exploratory surveys of 1864. Mr. P. S. Archibald, his assistant remained until the rails were laid, and had charge of the track laying and ballasting. DIVISION Z. Contract No. 12. The first seven miles of this division have many curves, the line winding round headlands of the River Folly valley ; the remainder of the division has long tangents with some long flat curves. As the Railway falls from Folly Lake, 600 feet above the level of the sea, to Truro, only a few feet above the sea level, m.-'ny of the grades are extreme, the greatest difference of level being oV8 feet. One continuous grade, more than two miles long, descends at the rate of 1.20 in 100. There is an aggregate length of 5h miles on grades descending at rates varying between 0.80 and 0.94 in 100. There are in all lOi miles of heavy grades on the Section. Several tunnels take the place of culverts under deep embank- ments ; with one exception, in compact conglomerate rock, all required to be lined, the other six being built in soft red sandstone, or rather a hardened sandy clay. The most important of the several iron bridges, is that over the river Folly, with six spans of 100 feet, 82 feet in height from ihe bed of the river, a striking structure built of durable sandstone of various colours. The foundations are on rock. It spans the eastern portion «•> 3 * |! 1 t j i 1 m THE NOVA SCOTIA DISTRICT. 231 of the valley at this place. A long narrow ridge, about 50 feet liigh, divides the valley of the Folly from that of a smaller stream. This second valley, 80 feet deep, is crossed by a solid embankment; the stream being diverted through a tunnel into the Folly. There are three low bridges, each with two spans of 100 feet ; another bridge, over the Salmon river at Truro, has three spans of 100 feet. The work was let by contract in 1869, to Messrs. S >mner and Somers, for $597,600, to be completed on 1st July, 1871. But on July 1st, 1872, although 1551,000 had been paid to the contractors, the work being much behindhand, the Government undertook its completion by days' labour. 1105,000 in excess of the original contract sum has been expended. The total length of the di^"; ion is 24 J miles; the average quantity of excavation about 43,700 cubic ya-ds per mile, and of masonry 462 cubic yards. There are 1251 lineal feet of tunnels. The Resident Engineer was Mr. Wm. Hazen, who had been on the location surveys of 1869. He was in charge until the close of 1871, after which the District Engineer took charge. At Londonderry station, about 7 miles from the commencement of the division, a branch 3 miles in length, runs to the Londonderry Iron mines. It was constructed by the Mining Company. At Truro, the Railway joins the line constructed from Halifax to Pictou by the Government of Nova Scotia, before the union of the Provinces. W ii.'M ^^^aataii.Ui3^.-aiLg.'JL-:'.^ . 1. 1 >| I.I m'nimmtiftn CHAPTER XIII. Concluding Remarks. i ; tfrf P . 1 |; 1 : m <■; fco t ' 'i--i Scope of tlie Volume — General Statemeiits — Opening of Sections — Gross Quantities of Work — Average Quantities per Mile — Total Expenditure — Review of the Boundary Ques- tion — Diplomacy of the United States — Sacrifice of British Interests — The Lesson Taught — General Observations — The Kailway and the Dominion — Historical Events — Suggestive Associations — Men identified with the Railway — A Coincidence — Open- ing of the Line. It has been the aim of the writer to give, in the precedinsr pages, a concise account of the Intercolonial Railway, in its several stages. While setting forth the principal facts in its history, as far as he has been able, the writer has also presented those subsidiary events, which have more or less influenced the project from the beginning. These records may appear of doubtful utility to those who are familiar with them ; but, when the present actors shall have passed away, the permanence of the record may be held by another generation to be of some value. The Railway will hereafter be known to the general public chiefly on account of the advantages which it has created, and the con- veniences which it has increased. To the statesman and the engineer, its history has more suggestive teaching. The writer, however, does not conceive it to be his province to enlarge on this view. It only remains for him to add some general statements respecting the under- taking, and so bring to an end the duty he has assumed, of record- ing its vicissitudes and its successful consummation. The line south of Moncton has been open since 1873, by which means Railway connection between St. John and Halifax was attained. At the north the distance from River du Loup to St. CONCLUDING REMARKS. 233 Flavie, 86 miles, was opened in August, 1874. Between Carapbel- ton and Moncton, 185 miles, trains have been running, with some interruptions, since last winter. The remaining sections are now comijleted, and the line may be considered (it for traffic throughout Tables are given, in the appendix, which show the gross quan ti- tles of the work in each District, and the average quantities per mile on each Division. Being based on the returns of actual measure- ments, they may be regarded as authoritative. They show that more than two hundred thousand cubic yards of masonry has been built, and that the excavation amounts to sixteen million cubic yards, of which nine to ten per cent has been ro*^^-.. Comparing the different Divisions, the lowest average ex ^ /ation per mile is 13,665, the highest 81,996 cubic yards. The lowest aver- age of masonry is 179, the highest is 2,00.J: cubic yards per mile. Making comparison of the four Districts, the average excavation per mile is as follows : — The St. Lawrence District 83,631 cubic yards. The Restigouche District 33,000 " The Miramichi District 31,940 " The Nova Scotia District 30,200 " The average masonry per mile may also be stated thus : — The St. Lawrence District 332 cubic yards. The Restigouche District 557 " " The Miramichi District 376 « « The Nova Scotia District 330 " « On the line, as a whole, the average gives the excavation at 32,210 cubic yards, and the masonry at 401 cubic yards per mile. It is not practicable to state the precise cost of the several sections in each case, as many of the claims advanced by contractors are unset- tled. Moreover, some time must elapse before the entire ballasting and draining are thoroughly completed. ill mM 284 THE INTERCOLONIAL. n I? ii !; 11' H I At this date, the capital account shows a total expenditure of 121,569,136.79, on all services, including branch lines and rolling- stock. The statements of quantities and cost may be said to be all that was needed to close the description of a work which, for so many years, has occupied public attention, and which is now a fact in the history of the Dominion. TlifC Boundary question, no pleasant page in our records, might have been briefly passed over : the consideration of it adds little to national pride, or national satisfaction. But when we find that railway con- nection with the nearest British Atlantic port is now attained by traversing twice the distance which, under a just settlement of that question, would have been necessary, the subject prominently pre- sents itself; and the events which led to this condition of affairs claim investigation that could not be' avoided. At this date, we look back with bewilderment at the extraordin- ary series of negotiations which ended in the establishment of the Maine Boundary, — a result which converted undoubted British ter- ritory into foreign soil, which alienated the allegiance of thousands of British subjects, without their consent, and which made a direct connection on our own soil, between Central Canada p.nd the Atlantic, an impossibility. The diplomacy of the United States has not always appeared so straightforward as it seems to have been in this matter. Individual citizens may have acted in a captious, exacting and aggressive spirit. But it is evident, throughout, that the Executive at Washington desired to settle the line of boundary, described in the Treaty of 1783, on a fair and equitable basis. Indeed, it is scarcely possible to suggest a proposal more marked by sagacity and justice than that made by President Jackson. The local irritation in Maine was a minor quantity in the problem ; General Jackson would have elimin- ated it in a very simple manner. The truculence of a few p. ovincial politicians would have cost him little thought. In Lord Ashburton's CONCLUDING REMARKS. 235 time the temper of individual citizens would have been as readily con- trolled by Daniel Webster, whose strength of will would have been little coerced by the now forgotten delegates sent to assist him. The local irritation in Maine did not gain strength until years after the rejection of the Washington propositions for a settlement. The ill-feeling subsecjuently shown was strongly incited by the men who sympathized with the Canadian rebellion of 1837. Had the offers made by the United States been accepted, the boundary would have been satisfactorily established long before the period of the out- break. Even in 1842, it was possible to fall back upon President Jackson's offer, had Lord Ashburton possessed the least fitness for his duties. No Canadian can reflect, without pain and humiliation, on the sac- rifice of British interests in the settlement that was made. Yet however strongly we may be actuated by this thought, we can have no ill-feeling against the United States. The fault does not lie with the Washington Government. It is due to the ignorance of the merits of the case, and to an indifference to the interests at stake, on the part of the Imperial representative, who had been entrusted with the pro- tection of the rights and the honour of the Em])ire. The Imperial authorities recognize the lesson taught by the Ash- burton Treaty, in adopting the policy of the federation of the British American Provinces, and in acting on the principle that no Canadian interest shall hereafter be discussed in Imperial negotiations without the presence of a Dominion representative. It is scarcely necessary to say that these remarks in no way point to a severing of the tie that links Canadians to the Parent Land. The universal feeling throughout the Dominion is, that British connection is a mainstay in our political existence ; and the strength of that con- nection has been shown by the way in which it has withstood occa- sional shocks, among which may be reckoned the Treaty of 1842. Though the Dominion has sustained an irreparable loss of inherit- ance, she fully appreciates the advantages of her position. Under the 236 THE INTERCOLONIAL. t' '■ ri :^';- in. , ' 1 ; I'll m..t: fostering caio of the Mother Country, she has passed peacefully into the possession of illimitable acres, vast forests, inexhaustible deposits of mineral wealth, and fisheries on three oceans. Her still boundless territory and resources will tax the energies and enterprise of h 'r sons for centuries, and may well afford room and welcome for the millions who may seek her shores from less favoured lands. For more than twenty years after the Ashburton Treaty, many fruitless attempts were made to revive the railway project. Delega- tion after delegation called upon the Home Government, without suc- cess, to connect the several Provinces by railway, so that British America should have the means of inter-communication. Explora- tions and surveys were indeed made, but no practical result followed until the time arrived for the political union of the Provinces. The Intercolonial Railway owes its existence to the creation of the Dominion, although it may be said that neither could have been consummated without the other. One of the first efforts of united British America has been the establishment of this line of com- munication, to make intercourse possible between the Provinces. It is the railway which brings the Maritime Provinces into connection with Central Canada. At each extremity of the wilderness hitherto unoccupied except by the hunter or the Indian, and never traversed without difficulty, were found separate communities, each with the sentiment that all had interests in common ; all equally belonged to the outer Empire of Great Britain ; all were identified with her glories and gre?tness ; all had been devoted to her in the hour of trial, yet all were denied means of intercommunication, and were unable to unite for a common purpose. There is no longer an un- penetrated wilderness to bar the hope of realizing all the benefits of union. The Provinces are now brought into daily connection and association, possessing identity of political life, with institutions extending equal justice to all, covered with the ample flag of the Empire, and with advantages which are unrivalled. If we but prove true to ourselves, our future prosperity is assured. CONCLUDING REMARKS. 287 It does not fall within the province of the writer to alliulo to the past history of the country, or to make special mention of the phices of interest that are reached by the Railway. The district now opened up has, through want of communication, been hitherto cut off from tlie every-diiy life of the rest of Canada ; but it possesses much to repay the tourist, both in the variety and character of its land- scajx' and in the traditions wliich throw a halo over many a locality. 1'lie railway will give easy access to many of the scenes of the long struggle between France and liritain for the mastery of the Northern ('ontinent, terminated by the triumph of Wolfe at Quebec. The record of many of these events ia still imperfectly written. Th(! naval engagement on the Bay Clialeur, the fierce contests around the now grass-grown Forts of Lawrence, Beausejour and Moncton, are seldom heard of; but the scenes of these conflicts are now made accessible ; and some future historian, may, by the inspiration of view- ing the ground, be induced to perpetuate the events. The expulsion of the Acadians from their homes, which, Wolffi declared, " added nothing to the renown of the King's arms," we may wish to forget. The ever-memorable Miramichi fire, half a century ago, still remem- bered, might well be entombed in similar oblivion ; but the tale is to be told, and to be remembered. More than three centuries ago, Jacques Oartier, coasting by New Brunswick, landed on its shores, to abandon them for an exploration of the great river, with which his memory is for ever connected. At a still earlier date fishermen from the Basque Provinces left their Biscayan homes, to enrich their country by the oil and ivory of the walrus, which in vast herds frequented the Bay Chaleur and the St. Lawrence, in those early days. Pushing investigation still far- ther back, we meet the Indians, who held the country as a possession from nature. We ask the remnants of this once fierce and numerous race, and we ask the ethnologist, equally in vain, whence they came, and from what stock they descended. The district traversed by the 238 THE INTEUCOLONIAL. I. It';: I t'. ■ i r i m railway is full of suggestive associations, and cannot fail to ii waken the attention and interest of enquiring minds. During the past forty years many public men, conspicuous in the Councils of the several Provinces, have been identified with this rail- way. Of late years another class, less prominent but more numerous, have been the direct and immediate instruments in bringing the work to its present completion. All may feel an honest pride in this coruiection, whatever part they played. Some may have toiled for renown : others have pa- tiently and silently laboured for duty or for bread. The traveller, who is borne onwards, moving in an hour a distance which would have taken weeks to traverse through the tangled forests, scarcely casts a thought on the thousands of the sons of labour, who toiled so many days and years, in making smooth his path. Promi- nent in the list are those who explored the forest, who traced the line, and who directed the work to its completion. Their professional bro- therhood and official relationship with the writer suggests to him the duty of placing their names permanently on record. The En- gineer! ul; Staff, from the earliest explorations to the present time, is given in the Appendix. It is a mournful duty more especially to record the names of those who have fallen, and to pay the last tribute to their memory. It appears, from the account of Jacques Cartier's first voyage, that on the 1st July, 1534, at a point between the Bay Chaleur and Mira- michi, he first planted his foot on the new Continent. On the Ist July, 1761, the great Indian Chief, Argimault, whose race had long warred against the British settlers, met the authorities at Halifax, and terminated the Indian wars, by declaring perpetual submission to Great Britain, and with great solemnity buried the hatchet for ever. The Dominion came into being 333 years after the bold navigator of St. Malo landed on the shores of Acadia; and the anniversary of its CONCLUDING KKMAUK8. 239 birth in the present year marks another important epoch in the his- tory ot the country. On this day, July Ist, 1876, may be chronicled the completion of the Intercolonial Railway, and the full consum- mation of the union of the British Provinces in North America. M' I r'?* iT. m,j^ 'I lk> - i^^^H 1. u s ii'^ '■ Hi j), ii- 1 -'it i '' ' r. 1 i : q ( v ' 1 i f'J ■, 1 -' J 1 klu APPENDIX. TABLE of Gross Quantities of the principal kinds of work executed on the whole line. Description of Wouk. Forest clearinjj Earth excavation .------._. Rock excavation -- Total excavation ----------- Masonry - Iron pipe culverts, 2,188 lineal feet, equal to substi tutcd Masonry --..---.-- Tunnels for streams, 4,862 lineal feet, equal to sub- stituted Masonry --------- Concrete ----- Iron Bridge superstructure ------- Timber Bridge superstructure Cross Ties (Sleepers) Steel Rails Iron Rails Quantities. 5,162 14,546,218 1,543,577 16,089,795 200,467 8,000 ?5, 00 12,000 14,410 830 1,250,000 43,500 4,500 Acres. Cubic yards. Do. Do. Do. Do. Do. Do. Lineal feet. Do. Tons. Do. I tU^ 1; I t ^; I-' 242 APPENDIX. TA15LE, showing average quantities of Excavation and Masonry per mile. ision. tter. 0. of tract. Excavation. District. Masonut Per centago Cu. yds. Kock Eartli Cu. yds. St. Lawrence District - - A 1 17,085 7 93 295 » " - - B 2 30.300 100 (;03 " 'v - - C 5 32.577 15 85 320 « « - - D 8 13,005 4 DO 179 « « . . E 13 8i.i»;io ^ 80 423 " " . . F 14 20,770 8 1)2 203 Averages, St. Lawrence District 33,031 11 89 332 Restigouche District - - - G 17 29,708 6 94 435 " " - - 11 18 44.054 10 90 445 « M . ■ . I 19 48,954 13 87 1034 « «« ... K 3 25.087 9 91 477 " « ... L G 25,734 U 981 572 « « ... M 9 22.185 14 80 339 " « ... N 15 51,959 1 99 1,001 Averages, Restigouche District 33,000 8 92 557 Miramichi District - - - 16 18,594 U 981 172 t ... p 10 47,352 9l •'2 90i 430 « « ... Q 20 47,411 3 9? 2004 «* « ... R 21 32,042 19 81 209 (( (( ... S 22 29,120 7 93 299 « " ... T 23 28,045 5 95 270 Averages, IMiramichi Distric't 31,940 ^ 921 376 Nova Scotia District . - . ' IT 20,000 100 250 " '* ... V 15.805 5 95 212 « " ... W 11 37.750 100 290 « . " ... X 4 25.771 7 93 418 « " ... Y 7 45.202 7 93 342 " " ... Z 12 43,710 18 82 402 Averages, Nova Scotia District 30,200 10 9 90 330 Averages for the whoie Line 1 32,210 'Jl 401 viL.S^i H APPENDIX. 243 yds. THE SHORT OCEAN PASSAGE. EXTRACTS FROM THE CHIEr ENGINEER'S REPORT OF I860, ON THE EXPLORATORY SURVEY FOR THE INTERCOLONIAL RAILWAY. 330 401 " NewfoiiiHllaiul, a largo Island off the main land of North America, and Ireland, an Island off the European coast, resemble each other in beiii" similar outlying portions of the Continents to which they respectively belong. Possibly they may have a more important similarity and relationship, throu*'!! the remark- able geographical position which they hold, the one to the other, and to the great centres of po{)ulation and commerce in Europe and America. A glance at the chart of the Atlantic will shew that between Ii-eland and Newfoundland, the Ocean can be spanned by the shortest lino. Ireland is separated from England and Scotland by the Irish Channel ; New- foundland is separated from New IJrunswick and Nova Scotia by the Gulf of St. Lawrence. Already railways have reached the western coast of Ireland and brought it within sixteen hours of the British capital. Were it possible to introduce the Locomotive into Newfoundland and establish steam communication between it and the cities of America, a route would be created from Continent to Continent, having the Ocean Passage reduced to a mininuun. This route would not be open for traffic throughout the whole year ; durini?- certain months, the direct course of steamers would be so impeded by floating ice, that it could not with certainty or safety be traversed. Tt therefore remains to be seen whether the route has sufficient advantages whilst open, to i-ecoinniend its establishment and use, during probably not more than seven months of the year. In this respect the Newfoundland route must be viewed precisely in the same light as many other lines of traffic in North America, and pn-(^ibly it may be found of ecjual importance. Of these works may be mcntioiicd th<' Canals of Canada and the United States, which although closed to traflic during winter, IS'* 214 APPENDIX. i'\ If jl I r \ m. I Pll ' have justified the expenditure of euornious suras of money in their original con- struction, and in repeated enlargemcints and extensions. Having alluded to the great ohjection to a route across Newfoundland, we may now jiroceed to encjuire into its merits. The track of steamers from the British foast to New York, and to all points north of New York, passes Ireland and Newfoundland, either to the north or to the south ; the most usual course, however, is to the south of both Islands. Ves- sels hound westerly, make for Cape Race on the south-easterly coast of New- foundland ; whilst those bound easterly, make Cape Clear on the south-westerly angle of Ireland. Not far from Ca{)e Race is the Harbour of St. Johns, and near Cape Clear is the Harbour of Valentia; the one is the most easterly Port of America, the other is the most westerly Port of Europe. They are distant from each other about 1G40 miles. The Irish Railways are not yet extended to Yalentia, but they have reached Killarney, within al)out 30 miles of it. From St. Johns across Newfoundland to the Gulf of St. Lawrence, the dis- tance is probably about 300 miles. On the St. Lawrence coast of the Island, the Chart ^hews two Harbours, either of which may be found available as points of transhipment ; the one St. George's Bay, the other. Port au Port ; they are situated near each other, and both are equally in a direct line from St. Jolins westerly to the main land. On the westerly shore of the Gulf, we find at the entrance to the Bay Cha- leur, the Harbour of Shippigan. From St. Georges Bay to Shippigan, the dis- tance is from 240 to 2.50 miles. Shippigan may be connected by means of the contemplated Intercolonial Railway with Canada and the United States. The line of Steam conununication from Great Britain across Ireland and Newfoundland, and by the contemplated Intercolonial Railway to the Interior of North America, possesses some important recommendations as will presently be &> n. It will, however, first be necessary to allude to the question of speed. At the present time Ocean Steamers generally carry both freight aiid passen- gers, and in this respect they are like what are termed "mixed trains" on Rail- ways. These mixed trains .are employed to serve localities where there is not siiiricient passenger and freight traffic to justify the running of separate trains. On railways doing a large business, the traffic is properly classified ; fast trains are run to carry passengers and mails only, whilst slow trains are used to APPENDIX. 245 convey heavy freight. A similar classification of Ocean traffic raav h sii<'n the outward trip in an average time of 15^ days, and the home- ward trip in an average time of \^\ days. The Cuuard Line commenced running in July, 1840, with three steamers, ''The APPENDIX. 249 Britannia," " The Acadia," and " Tho Caledonia," under a contract with the British Government to make monthly passages. Iul84(>, under a new contract, the Cunard Company undertook to despatch a Mail Steamer once a fortnight from Liverpool to Halifax and Boston, and another Mail Steamer once a fortnight from Liverpool to New York. This ser- vice has been maintained with amazing regularity and increasing elfutiency to the present day. These were the pioneers of a system of Ocean Steam Navigation which has already done so mucOi to increase the intercourse between the two continents* By reducing the length and uncertainty of the voyages as well as the incon- veniences, in many cases, the miseries, which passengers had previously to endure, a vast deal of good has been accomplished. The number and tonnage of steamships engaged in carrying passengers and goods between the British Lslands and North America, has of late vears increased with wonderful rapidity. In 18G4 no less than ten reguJnr lines of Ocean steamers were cniploytMl in running either to New York or to ports north of that city in the I'liilcd States or in Canada. Of these ten lines, two were weekly and eight fortnightly, ('(luivaleiit in all to six weekly lines ; so that then; were on an average six stenniships leaving each side weekly, or nearly one every day. The total nuiulifi' of passengers carried by these various Steam lines during the past year was LJ-'j,;)!?, and by far the largest number travelled during the Summer months. It would not fake a very large proportion of Passengers crossing in any one year to give I'lnploynient to a dnily line of Steamers on the short Ocean Passage route from St. -Tohn to Valentia or to Galway. A total number of 4,000 each way would give 200 passengers each trip, for seven months in the year. It is obvious then that there is already abundance of Passenger traffic, if the purely passenger route under discussion, possesses sufRcient attractions. To settle this point the advantages and disadvantages of the route must be fairly weighed. The obstructions offered by floating ice during several months in the year, are insuperable while they last ; during this period Halifax or some equally good port, open in winter, will be available. The frequent transhipments from Railway to Steamship, and vice versa, maybe considered by some an objection to the route ; for conveyance of Freight they certainly would be objectionable, but most passengers would probably consider the transhipments, agreeable changes, as they would relieve the tedium of the journey. 'I 250 APPENDIX. m i(, U >k ^He // ■f P fl 1":' If; ■( ■ ' 1 ;l 1 With rci^iird to the compimitive safety of this route, it woiihl Hcem as if the iiss time than they have ever yet reached New York, then it surely possesses advantages which must eventually establish it, not simply as an Inter-Colonial, but rather as an Inter-Continental line of communication. These are purely commercial considerations, and however important they may be as such, the Statesman will readily perceive, in the prfvject, advantages of another kind. It may be of some consequence to extend to Newfoundland, as well as to the other Provinces of British America, the benefits of rapid inter-com- muincation. It will probably accord with Imperial policy to foster the Shipping of the Gulf, and to encourage the building up of such a Fleet of swift Steamers as a Daily Line across the Ocean would require. It must surely be important to the Empire, to secure in pei-petuity the control of the great Highway between the two Continents. It must be equally her policy to develop the resources and promote the prosperity of these Colonies — and to bind more closely, by ties of mutual benefit, the friendly relationship which happily exists between the people on both sides of the Atlantic." APPENDIX. S5I THE ENGINEERING STAFF. 1803 to 1870. Gentlemen engaged with the Engineer-in-Chiof in the reconnolssance made (luring tile winter of IHGIJ-li^. Those recorded in itulica are now dead. W. H. TUKMAINE, II. J. CaAIIUK, J. Royer Smith, John Fleming, Alex. Fruser, H. Bradley. Staff on the Exploratory Survey. 1864. Those recorded in italics are now dead. Engineers in Charge. David Stark, W. II. Tkkmaine, Walter Lawson, Tom S. Ruuidge, 8. Hazlewood. Assistants. Edwakd Lawson, "W. B. Leather, A. Williamson, W. G. Bellairs. Junior Assistants, E. H, Keating, J. R, Smith. Explorers. H. Bradley, Alex. Eraser. H. J. Cambie, J. F. Gaudet, G. McGiiire, C. Blackavell, J. F. Darwell, 252 aiB APPENDIX. i If \'i i ( Li il::! Staff on the Preliminauy Survey. 18G5. W. II. TUEMAINE, D. Stark, H. J. Cam DIE, Thomas Ramsay, S. Hazlewood, S. Parker Tuck, C. OUELL. Staff on the Preliminaky Survey. 1867. W. II. TUEMAINE, C. Odell, II. A. F. MacLeod, Wm. Hazen, E. W. Jarvis, J. R. Smith, PI. DONKIN, W. Dale Harris, H. A. Gray, - S. IIazlewood, James Odell, Henry Carre, TV. G. Bel LA IRS, E. H. Keating, j. j el lett, Alex. Sciiurman, W. Johnston, C. II. McLeod. APPENDIX. 268 Staff on the Location Survey. 1808. Chief Engineer's Office. W. J. FouuKST, AssiHtunt, T. R. IJnui'H, Secretary. District Engineers. W. II. Til F.MAINE, S. IIa/lkwood. Engineers in Charge. P. A. Pktkrson, IIk.nut Cahhk, R. Sfianly, J. R. IIautlky, Wm. IIazen, E. Lawson. Assistant Engineers. Thos. Rkynolds, Junr. C. Sciiueiukk, MAncLs Smith, W. II. E. Napier, R. McLennan, H. A. F. MacLeod, W. M. Buck, John Lindsay, L. G. Bell, J. J. McGee, Wm. Murdoch, Colin Carman, R. Caru Harris, E. II. Keating, A. Bristow, H. S. Langton, G. R. Fellowes, W. McCarthy, J. E. Morse. Juniors. W. McPhillips, G. II. Garden, E. A. Harris, W. D. Harris, J. R. Smith, James Cadman, H. N. RUTTAN, J. Jellett, J. A. .Die key. P. S. Archibald. 254 APPENDIX. Staf on Location and Construction. — 1869. Chief Engineer's OJjjice. W. J. Forrest, Assistant, T. R. Burpe, Secretary. District Engineers. A. L. Light, W. H. Tremaine. Engineers in Charge. W. II. E. Napier, John Lindsay, Henry Carre, R. Shanly, C. Odell, H. A. F. MacLeod, W. J. Croasdale, G. H. IIenshaw. Assistant Engineers. Wm. Murdoch, Marcus Smith, S. Hazlewood, L. G. Bell, W. F. BlGGAR, R. McLennan P. A. Petersoi^, T. S. RUBIDGE, E. Lawson, F. J. Lynch, W. M. Buck, Thos. Reynolds, Jr., L. Chandler, A. Bristow, J. R. McDONELL, F. BOLGER, C. Blackwell, B. D. McCoNNELL, A. J. Hill, J. B. IIegan, J. L. P. O'Hanly, E. A. Wilmot, E. H. Keating, J. F. Darwall, Colin Carman, H. S. Langton, G. R. Fello\vt=:s, H. N. RUTTAN, P. S. Archibald, Juniors. T. D. Taylor, J. J. INIcGee, G. E. McLaughlin, J. C. Brown, R. C. Harris, E. A. Harris, G. II. Garden, J. W. Roberts, P. Woodgate, Tiios. Ramsay, J. RoYER Smith, E. W. Jarvis, H. DONKIN. W. McCarthy, J. Jellett, C. Morse, J. A. Dickey. i;-'i ^ appendix. Staff on Construction. — 1870. Chief Engineer's Office. W. J. FoKREST, Assistant. T. R. Burpe, Secretary. District Engineers. Samuki, ILvzlkwood, Maucus Smith, 255 A. L. ,,iviUT, L. G. Bi:ll, II. J. Ca.mbie, P. A. Petkrson, W. F. BiGGAR, E. Lawson, w. j. cuoasdale, Henry Carre. F. J. Lynch, W. J. Fitzgerald, W. B. Smkllie, W. II. Tremaine. Engineers in Charge. R. McLennan, W. II. E. Napier, John Lindsay, W. G. Bellairs, C. Odell, Peter Grant, W. G. Thompson, W. M. Buck, 11. A. F. MacLeod, G. II. IIensuaw. Assistant Engineers. Thos. Reynolds, Jr., G. E. ]McLaugiilin, A. Bristow, H. S. Langton, J. R. McDonell, L. Chandler, J. B. IIegan, C*" IN Carman, G. II. Garde.:, L. B. Hamlin", R. C. Harris, J. RoYER Smith, E. H. Keating, C. Blackwell, P. Woodgate, H. P. Bell, W. McCarthy, C. MORSF., P. S. Arc nBALD, Juniors. Wm. Murdoch, J. C. Brown, J. J. McGee, F. BOLGER, T. D. Taylor, G. R. Fellowes, J. W. Roberts, B. D. McConnell, H. DONKIN, J. F. Daravall, Wm. Gossip, Jr., E. W. Jarvis, P. S. Archibald, E. A. WiLMOT, J. L. P. O'Hanly, A. J. Hill. H. N. RUTTAN, J. Jellett, J. A. Dickey. )'! 'it ' in n' Is ' I i -a 'f' !| 1 ' I • 1 ' if'"' ' K 1 Ii ' 1 ^ ■ ) 256 appendix. Staff on Consthuction. 1871. Chief Engineer's Office. W. J. Forrest, Assistant. T. R. Burpe, Secretary. District Engineers. A. L. Light, Samuel IIazlewood. Engineers in Charge. L. G. Bell, J. R. JNIcDonell, Henry Carre, Peter Grant, H. A. F. MacLeod, W. J. Fitzgerald, W. B. Smellie, F. J. Lynch, G. II. IIenshatt, C. Blackwell, "W. J. Croasdale. W. H. Tremaine. Marcus Smith, c. schreiber, H. J. Cambie, John Lindsay, W. G. Bellairs, W. G. Thompson, E. Lawson, C. Odell, W. M. Buck, P. A. Peterson, T. S. Rubidge, Assistant Engineers. Tnos. Reynolds, Jr., L. Chandler, L. B. Hamlin, F. Bolger, G. W. McCreadt, G. R. Fellowes, R. Carr Harris, E. W. Jarvis, E. A. WiLMOT, H. DONKIN, G. II. Garden, Juniors. "W. McCarthy, H. N. Ruttan, T. D. Taylor, H. S. Langton, G. E. McLaughlin, J. C. Brown, J. J. McGee, J. B. Hegan, J. RoYER Smith, Wm. Gossip, Jr., J. A. Dickey, H. P. Bell, A. J. Hill. C. Morse, J. Jellett, P. S. Archibald. INDEX. Aberdeen, Earl of, 37. Aboideaux, 223, 225, 227. Abutments, Plan of. Adopted, 134. Acadia Iron Works, 87, 88. Allanshaw, Hon. Jaa., 8. Albertite, 177. Alexander, Sir James, 40. Aleck's Elbow, 159,161. Alhigash River, 13. Altitudes, 139, 228. Amherst Ridge, 226. Androscoggin and Kennebec, 36. Annapolis, St. John and Frodericton Line, 43. Apron Walls, 123. Aroostook. 37, 80. Ashburton, Lord, 19, 37, 43, 78, 235. Ashburton Treaty, 37, 39, 77, 78, 235. Ballast, 111, 224. Baronetage of Scotland and Nova Scotia, 41. Bartibogue River, 218 Bathiirst, 172, 176. Bay Chaleur, 24, 36, 47, 71, 157, 173. Bay Chaleur Routes, 68, 79, 83, 85, 86. Bend, The Grecian, 94. " of the Petitcodiac, 177. Bessemer, Sttel Eaik, 112, 114, Bic, 148. Bogs, 184, 186. Boundary Question, 19, 234. Bordeau Quarry, 169. Boring, 190, 192, 200, 201. Boiestown, 40. Bridges, 98, 110. Bridges, Mr. William, 41, 43, Bridges and Viaducts, 133. Bridges on the Intercolonial, Amqui Baruaby Bartibogue Belledune. Bic . . , Campbelton . Christophers Elm Tree . Eel . . . . Jacquet Isle Verte Metapedia Millstream Metis . . . , McKinnon's Miramichi Missiguash North .... Nigadoo Nipissiguit . . , Red Pino Rostigouche 155 182 179 172 149 168 168 172 168 170 143 159 161 153 161 187 225 186 172 173 178 163 ^:f w m 262 INDKX. Rimouski , River du Loup St. Fabieu St. Pierre Tantramar Temiscouata Tete-h.-gauche Tubogote . 14S 143 . 149 155 . 224 1^ . 173 155 Trois Pistoles . . . 147 British North America Act, 75, 79, 101. Broun, Sir Richard, 41, 42, 49. Brydges, C. J., 94, 99, 100. Bucliingham, Duke of, 86. Buctouche, 106. Caissons, 188, 191, 196, 197, 202, 204, 211. Cameron, Force Pumps, 218. Campbell, Lieut. Gov. Sir A., 8. Campbtlton, Port, 169. Canadian Climate, Effects of, on Works, 108. Canada, New Brunswick and Nova Scotia Railway Loan, 63. Capital Account, 234. Carboniferous Basiu of New Bruns- wick, 176. Central Routes, 68, 69, 79, 81, 82. Chandler, Hon. E. B., 53, 94, 99. Chatham, 106, 184. Chaudiere River, 34. Chaudiere and River Du Loup, 36. Charlo River, 158. Chief Engineer appointed, 66. Chiputnaticook River. 22, 24, 27, 34, 39. Clarke Reeves & Co., 138. Clark Punchard & Co., 100, 101, 102, 105. Clay Cutting at Trois PistoloB, 1 15. Cobequid Mountains, 46, 68, 87, 88^ 94, 130, 221. Comn, W. F., 94. Colonization Company, 41. Clearing, 110. Combination Line, 93, 94. Commissioners of Treaty of 17.14, 21, 27, 29. Commissioners of Intercolonial Rail- way, 94, 96, 98, 99, 100, 101, 105, 107, 189, 222. Concrete, 151, 153, 188, 191 to 217. Concrete Wall, 131. Conditions proposed by Delegates, 60. Conditions proposed by Imperial Gov- ernment, 62. Confederation of Provinces, 72. Conference, Toronto, 52. Connecticut River, 27. Contracts, Bulk Sum, 95, 96, 97. Contract No. 1, 143. " " 2, 145. " " 3, 168. 4, 226. 5, 148. 6, 170. 7, 228. 8, 150. 9, 171. <' 10, 178. "11, 225. <' 12, 230. « 13, 152. " 14, 154. " 15, 172. « 16, 177. " 17, 158. " 18, 160. « 19, 162. " 20, 180. "2!, 182. " 22, 185. " 23, 186. n u « u (( il (C « « INDEX. 263 "Contractors, Division A, Geo. and Jas. Worth- ington, 143. Division B, Geo. and Jas. Worth- ington, 147. Division C, Edward Haycock, 150. Division D, Duncan McDonald, 151. Division E, W. E. McDonald & Co., 153. Division F, Neilson & McGaw, 155. Division G, S. P. Tuck, 159. Division H, R. H. McGreevy & Co., 161. Division I,Thos. Boggs & Co., 163. Division K, F. X. Berlinquet & Co., 169. Division L, F. X. Berlinquet & Co., 171. Division M, F. X. Berlinquet & Co., 172. Division N, J. B, Bertrand, 174. Division 0, King & Gough, 1 78. Division P, McBean & Robinson, D. McDonald, 179. Division Q,Brown, Brooks & Ryan, IHl. Division R, Patk. Purcell, 184. Division S, C. Cummings & Co., 185. Division T, Sutherland, Grant & Co., 186. Division W, Davis, Grant & Suth- erland, 225. Division X, Elliott, Grant & Whitehead, 227. Division Y, H. .T. Sutton & Co. 229. Division Z, Sumner & Somers, 231. Restigouche Bridge, Martin Murphy, 167. Conti-actors, Miramachi Bridges, Brown, Brooks & Ryan, 219. Conventional Boundary Line, 35. Convention at Charlottetx)wn, 73. Cost of Bridges, estimated, 100. " actual, 100. " Railway approximate, 72. " " actual, 234. " of Survey, 55. Culverts, general plan, 121. " box, 121, 122. " arch, 123. " open, 126. " pipe, 127. " inclined, 130. " covers, 122. Curves, 148, 149, 152, 158, 160, 163, 170, 172, 173, 177, 178, 180, 182, 185, 220, 222, 226, 229. Cuttings, 109, 111, 117, 119, 145, 160. Cribwork, 147, 169. Crib-wharfing, 159, 161, 170, 171. Cross-ties, 115, 116. Dalhousie, 157, 169. Dartmouth, 46. Derby, Earl of, 53. Devil's Elbow, 157. Dickey, Hon. R. B., 92. Diverted Streams, 128. Division A, 143. B, 145. C, 148. D, 150. E, 152. F, 154. G, 158. H, 160. I, 162. K, 168. i f » 1 264 INDEX. Division L, 170. M, 171. N, 172. O, 177. P, 178. Q, 180. R, 182. S, 185. T, 186. U, 222. V, 222. W, 225. X, 226. Y, 228. Z, 230. Divisions of Railway, 139, 140. Distances, 40, 78, 140. Districts, 140. District Engineers, 140. Ditches, 110, 119, 177. Dorchester, 101, 104. Drainage, 118. Dredges, 188, 195, 197. Dredge Pumps (Woodford's), 193, 195, 198, 207. Due North Line, 30, 36. Durham, Lord, 17. Eastern Extension Railway, 101, 103, 105, 222, 224. Elgin, Earl of, 52. Embankments, 109, 116, 117, 120, 136, 148, 151, 153, 173, 179, 186. Engineering Staff, 238, 251. Etchemin, River «& Lake, 13. Excavation and Masonry (averages). 144, 148, 150, 151, 154, 155, 159, 161, 170, 171, 172, 174, 178, 180, 181, 184, 186, 226, 227, 230, 231, 241, 242. European and North American Ry., 53. Fairbaim Engineering Company, of England, 138, 147. Fairbairn, Henry, 6. Fairfield, Governor, 37. Falkland, Lord, 44. Featherstonehaugh and Mudgo, 26, 36. Fish Joints, 115. Fisheries, 47, 83. Folly Lake, 46, 87, 88, 89, 92, 93, 228. Folly River, 88, 132, 230. Formation Level, 113, 117. Foundation of Arch Culverts, 126. " Piers, 192. Forsyth, Hon. John, 30. Frodericton, 17, 45, 80, 85. Freight, through, 70, 82. Frontier Routes, 68, 69, 79. Frost, action of, 109, 136. F. Line, 87, 88, 89, 90, 91, 92, 93. Frye, Samuel, 8. Geological Formations, 141, 221. Gladstone, Right Hon. Mr., 44. Glenelg, Lord, 11, 15. Grades, 144, 148, 149, 151, 158, 171, 172, 173, 177, 178, 180, 226, 230. Grand Falls, 40, 45, 85. Grand Lake, 176. Grand Trunk Railway, 55, 78, 81, 82 83, 135. Grant, C. H., agent, 101, 102, 105. Grant, Mr., 48. Great Village River, 87. Grey, Earl, 49, 52. " Sir George, 12, 15. Gwynne Pump, 218. Gzowski, C. S., 189. Halifax, 45, 78, 79, 85. Halifax and Pictou Ry., 231. « " Portland, 50, 51. " '« St. John, 5. ^■1 INDEX. ipany, of ;o, 26, 36. , 93, 228. 126. 2,93. 221. 4. 158, 171, 180, 226, 3, 81, 82 !, 105. Halifax and Quebec Railway Routes, " " 37, 41, 45, 46, 48, 50, 53, 58 106. " " Truro, 36. Hatch, Harris, 8. Hatheway, E. R., 8. Harvey, Sir John, 16, 17, 45. Heavy Cuttings, 146, 152, 160, 173, 178, 182, 226, 228. Highlands of the Treaty, 20, 24, 27, 30, 34, 39. Hincks, Sir Francis, 53. Holloway, Colonel, R. E., 40. Howe, Hon. Joseph, 51, 53, 58, 60. Howe Truss Bridge, 144, 225. Howland, Hon. W. P., 60. Jack, Adam, 8. Jackson, President Andrew, 30, 33, 34, 35, 234. Jacquet River, 158. Ice, action of, 133, 16^. Imperial Guaraate'? 'il. '>o 75, Jervois, Colonel, -. Imperial Negotiatio^o on Canadian Matters, 235. " Railway, 50. Interior Line, 107. Invasion of Disputed Territory, 36. Irish Colonization Project, 49. Iron Bridges, 98, 100. " District of Nova Scotia, 87, 88. " Ore, 90. Isaac's Lake, 87. Isle Verte, 141. Keefer, Samuel, 189. Kempt, Sir James, 17, 18. Levis & Kennebec Ry., 13. Livesey, John, 86, 87, 88, 89, 90, 91. Livingstone, Hon. Ed., 23, 32. Local Traffic, 70, 84. Location of the Line, 77, 86. Londonderry Branch Line, 231. " Iron Mine, 86, 88, 93. Lumber P^stablishments, 80. Maccan River, 227. Macdonald, Sir John A., 96, 98, 99. McLane, M., 33, McLelan, Hon. A. W.,92, 95, 99. McMaster, J., 8. Madison Brook, 87. Magaguadavic River, 21. Mail Route, 48. Maine, State of, 14, 16, 17, 19, 36, 37, 50, 80. Malfait Lake, 154. Mars Hill, 8, 77. Masonry, 133, 173, 217, Metapedia Lake, 141, 154. " River, 157, 158. Valley, 47, 85, 156, 1.58, 160,162. Metis, 17, 36, 85, 141. Metjarraette Portage, 38, Middle Line, 106, 107. Military Road, 40, 45, 85. Minister of Public Works, 79, 89, 102, 107. Mitchell's Map, 29. Miramichi Bridges, 187, District, 175, River, 47, 100, 106, 173, 218. Moncton, 89, 101, 106, 176, 220, 223. " and Sackville Ry., 102, 103, 105. Montreal, 9, 78, 79. Morrison, Mr., 92. Morrissey's Rock, 168. Mudge, Colonel, 36. Natural Snow Fences, 110. Netherlands, King of, 29. New Brunswick and Canada Ry., 8, 19. I 26G INDEX. 1 New linuiHwick Routes, G8, 69, 79, 8"), 86, 94. Newcastle, Duke of, 66, 104. " linuich liiiilwiiy, 181, 187. Newfoundlaiul, 83. Railway, 71. New York, 14,38. Nipissiguit River, 158, 175, 218. " Valley, 47. Normauby, Lord, 17. Northern Route, 80. Northwest Bridsje, Miramichl, 200. Notre Dame Mountains, 68. Nova Scotia Boundary, 105, 224. Nova Scotia District, 220. " Railway, 67. " New Brunswick and Can- ada Railway, 51. Open Structures, 126. Opening of the Intercolonial, 233. Ottawa, 92, 104. Otter Brook Quarry, 158, 160. Otty Bay, 149. Painsec, 106, 222. Palmerston, Lord, 33. Parliament, Returns to, 96, 99, 104. Passenger Traffic, 70, 84. Penobscot River, 25, 34. " and St'. John, 36. Permanent way, 112, 113. Peto, Betts, .Jackson & Brassey Messrs. 55. Pictou Branch Line, 221. Piers, 134, 191, 192, 224. Pier A, (Miramichi,) 216. Pier B, 214. " C, 212. " D, 211. « E, 193, 217. " F, 194. " G, 619. Pier II, " 197. " I, '* 19». " X, '" 205. Pine Brook, 89. Pipon. Captain R. E., 45, 46. Point Levis, 17. Pohenagainook Lake, 37. Portland, 78. Prince Edward Island, 83. Principles of Bridge Building, 133. " " proposed Settlement with U. S., 33, 34. Provincial Boundaries, 139. Purdy, Mr., 92. Quebec Conference, 59. Quantities, Tables of, 241, 242. Quebec, 9, 17, 78, 79. Quebec Convention on Confederation, 74. Rails, 113, 114. Rail Joints, 114. Rail System, 113. Railways in British America, in 1862, 64. " Previous to Confederation, 79. " Subsidies, 49. Rait, James, 8. Reciprocity Treaty, 83. Restigouche Bridge, 163. Restigouche District, 156. « River, 17, 18, 38, 46, 158, 168. *' Valley, 158. Restook River, 13. Richibucto, 106, 176. Rimouski, 141, 142. River du Loup, 40, 45, 67, 68, 79, 81, 100, 106, 141, 232. Robinson, Major, R. E., 46, 47, 52, 79, 81, 85, 87, 106. Road-bed, 1 10, 111, 118, 147. INDEX. 267 , 133. ueut with [2. [cderation, a, in 18G2, eration, 79. 18, 46, 158, 68, 79, 81, :, 47, 52, 79, 17. Rock Cuttings, 118, 149, 152, 160, 162, 171. Routes projected to St. Lawrence, 42. " through Nova Scotia, 87. Royal Engineer's Survey, 44, 40, 47. Rules for crossing Riveis and Streams, 111. Sandstones of Bay of Fuudy, 129. Sayabec River, 154. Scabl)ard rail joints, 115. Schedule price system, 97. Schoodic River, 21. Segmental arch, 183. Shediac, 79, 87, 106. Shik-Shok Mountains, 68, 157, Shippegan Island, 173, 174. Ships Knees as angle pieces, 224. Shore Line, 106, 107. Short Ocean Passage, 243. Sicotte, Hon. J. B., 60. Side hill pipe Culverts, 128, 161, 168. " Slopes, 111, 118. Skew bridges, 144, 159. Smith, Geo. H., 8. Smyth, Major Carmichael, 50. Snow, 108, 111, 118. Snow fences, 110. " plow, 119. South West Bridge (Miramichi), 190, 217. Spans of bridges, lengths of, 132. Springhill Coal Field, 78, 87, 90, 91, 221, 228. Steel Company of Canada, 221. " Rails, 111, 114. Stirling, Earl of, 25. Stockton and Darlington, Ry., 5, 6. St. Andrews, 7, 12, 13, 43, 78. " and Quebec, Ry. 11, 35, 41, 42, 53, 77. " and Woodstock, Ry,, 43. St. Croix River, 20, 21, 24, 25, 26, 28, 37. St. Fabien, 141. St. Flavie, 141. St. Francis River, 37. St. John, 10,42, 45,78, 79, 85, 86, 95. '> River, 9, 13, 19, 45. V and Shediac Ry., 56, 67, 177, 220, 222. " District, 139. St. Luce, 141. St. Simon, 141, 145. Sub-soil drainage, 110. Substructure, 116, 117, 118. Superstructure, 113, 115. Summits of ranges, 141, 154. Surveys, 36, 40, 65, 79, 87, 102, 103, 106. Structures for passage of Water, 120, 122. Table of distances, 68. '' " quantities, 233, 241, 240. Temiscouata Lake, 40, 46, 85. " Road, 143. Tilley, Hon. S. L., 58, 60. Tenders, 94, 97. Tobique River, 46, 47. " Range, 68. Tortigoux River, 152. Test Pits, 91. '' of Bridge Foundations, 209. Tete-iVgauche River, 158. Tunnels, 128, 153, 172, 183, 280. Tunnel at Morrissey's Rock, 168. Transatlantic route, 84. Traveller, 204, 206. Treaty of Paris of 1783.— 19, 26, 31, 33, 36. Treaty of 1794.— 21, 25, .^7, 77. Treaty of Ghent, 1814.— 27. Ashburton, 37, 77, 78, 235. Reciprocity, 82. 26S JUDEX. V. i 1^ /! \ ■i ?l . i I ,! ! I'll tIJ: i ' Trenches, 118. Trent AfTair, 59. Trois ristolos, 141, 145. Truro, 67, 79, 87, 89, 100, 104, 106, 220. Tyler Captain, 90. Under drains, 118, 147. United States Opposition, 15, 17. Upsulquitch River, 47. Valentine and Collins, survey, 88. Vankoughnet, Hon. P. M., 58. Vaughau, Sir C. R., 32, 33. Vermont Boundary, 38. Viaducts, 132. Walsh, Aquila, 94, 99,191. Warren Bridge Pattern, 224. Water Jets, 162. Water Sheds, 152, 154, 175, 177, 179. " of Treaty, 35. Webster, Daniel, 19, 37, 235. Wellington, Duke of, 30, 34. Wilkinson Mr., 48. Wilson, John, 8. Winged Abutments, 136. Wooden bridges, 98, 99. , " on Intercolonial, 144, 225. Woodford Dredge Pumps, 193, 195, 198, 204, 209, 211, 213, 218. Woodstock, 8. Wyer Thomas, 8. Yule, Captain, R. E., 9, 10, 12, 13, 14, 16, 19, 39, 77. APPENDIX. 257 177, 179. 144, 225. 93, 195, 218. 2, 13, 14, Staff on Const ruot ion. 1H72. Chief Uiiifinecr's OJlce. W. J. FouRKST, Assistiint. T. U. IIuuim;, Secretary. DiStriiU Enylncvrs. A. L. Light, l. G. Bkll, Samuel ILvzlevvood, C. S ?b^ pb^ ? L^ iV 258 APPENDIX. Staff on Construction. 1873. Chief Kngijieer's Office. W. .7. FoRRKST, As»iRtaiit. T. R. Ruupe, Socrotary. District Engineers. Samuel Uazlkwood, C. ScnREIRKU. Engineers in Charge. J. K. McDONKLL, W. G. Bkllaiks, C. OUELL, W. B. Smellie, L. G. Bell, A. L. Light. H. J. Camhie, John Lindsay, Peter Grant, W. J. Fitzgerald, W. M. Buck, H. A. F. MacLeod, F. J. Lynch, W. J. Croasdale, C. Blackwell. Assistant Engineers. J. J. McGee, "W. McCarthy, L. B. Hamlin, J. B. Hegan, H. Donkin, Wm. Gossip, Jr., G. H. MiDDLETON, E. A. WiLMOT, James Cadman, G. W. McCready, T. D. Taylor, H. N. Ruttan, C. Morse, R. C. Harris, H. Donkin, J. Jellett, G. R. Fellowes, G. n. Garden -U4-_; API'KNIUX. 209 C. SciIItEIlJEK, L. G. Bell, H. J. Cambie, Peter Grant, W. 13. Smellie, W. M. Ruck, H. A. F. MacLeod, StAKF 0>f ('ONSTRUOTION. 1874. District Mngineers. S. Hazlewood, A. L. Light. Engineers in Charge. J. R. McDONELL, W. J. Fitzgerald, F. J. Lynch, C. Blackwell, C. Odell. Assistant Engineers. T. D. Taylor, H. S. Langton, W. McCarthy, L. B. HA5ILIN, James Cadman, G. H. Middleton, G. R. Fellowes, H. N. RUTTAN, G. H. Garden, C. Morse, P. S. Archibald. Peter Grant, C. Blackwell, P. S. Archibald, A. Sinclair, Staff on Construction. 1875. Superintending Engineer. C. SCHREIHER. Resident Engineers. W. H. Smellie, J. R. McDonell, W. McCarthy, W. Mann. •260 appendix. Staff on Construction. 1876. Superintending Engineer. C. SCIIKKIBER. Resident Engineers. Petek Grant, C. Blackwell, P. S. AUCIIIBALU, A. SlNCLAIB, W. B. Smellie, J. R. MCDONELL, W. McCauthy, W. Mann. Z'? a3