IMAGE EVALUATION TEST TARGET {MT-3) 1.0 I.I i'J 112 8 III 2^ ' m .;ao 1" |2,0 118 1.25 1.4 1.6 ^ 6" - ► <^ '^1 "W^ ^ /a -> ^l f which would be favorable as termini ; and, second- r, to observe whether or not any insuperable or ser- instructions. [ous obstacles interposed, on the direct line, between pch ports ; and lastly, if a railway were practicable, ^h^t its length and general direction would be. On Mr. Bellairs' arrival in Newfoundland, he ap- jaled to me for information regardina^ the interior of le island ; and I gladly gave him all that then lay my power, which will be found quoted in his re- )ort ; but as at that time my surveys had not extend- to the southern and eastern parts — that is, to the south-east of a line drawn from Codroy by the Grand 'ond diagonally across the island, the line he was lesired to obtain, being unexplored, I was unable to / RAILWAY SURVEY. II Mr. Bellairs' route. Di£ScuUie8. Initiation of a preliminary instrumeutul survey. CJorrespond- ence with Mr. Snnd- ford Flem- ing. describe with any degree of confidence. Thus he had to rely upon such information as could be derived from trappers and Indians, as he passed through the country, noting such observations as his time and very limited opportunities would admit. The route that was followed on Mr. Bellairs' ex- ploration was, for a great part of the distance, along or nearly parallel to the already existing telegraph line, until reaching Grandy's Brook, whence he struck into the heart of the country, and crossed over to St. George's Bay, following, in the latter part of his journey, the valley of Flat Bay Brook. His general summary of the character of the country through which he passed is : — After leaving the peninsula of Avalon until reaching Flat Bay Brook — that which all subsequent exploration has proved it to be — a dreary waste of alternating rocky hills and ridges, with wide- spread barrens and marshes, intersected by innumera^ ble foaming torrents, which, rushing through deep- cut, precipitous gorges, flow tumultuously into the many fiords and inlets which indent the southern shore. Nevertheless, Mr. Bellairs, while he anti- cipated difficulties, and the probable necessity of making many curves and deviations from a direct line, perceived nothing that could be deemed insu- perable ; stating, however^ that a preliminary in- strumental survey alone could determine the value of the physical difficulties to be encountered, the abso- lute mileage of the road, or the capabilities offered for construction. Early in the year 1875 the Government of New- foundland came to the conclusion that an instrumental preliminary survey should be immediately instituted, to determine, once for all, the capabilities of the country for railway construction, from the eastern to the western shores ; and an act was passed, during the legislative session of the same year, enabling the Government to proceed with the work. In the mean- time a correspondence was held with Sandford Fleming, Esq., C.E., Engineer-in-chief of the RAILWAY SURVEY. "bus he had be derived irough the le and very LLAiRs' ex- [ince, along ; telegraph !e he struck over to St. art of his lis general ry through eniusula of it which all 3 — a dreary with wide- innumera* 3ugh deep- ly into the e southern le he anti- eccssity of m a direct emed insu- iminary in- he value of , the abso- 3 ofl'ered for nt of New- istrumental instituted, ics of the e eastern to , during the labling the the mean- Sandford ef of the Canadian PriCific Railway, and he was invited to superintend the operation, and to appoint a corps of engineers, who should be instructed to make every effort to complete the survey within the year. Mr. Fleming, without hesitation, offered his gratuitous [assistance in furtherance of the object in view, all'nved Jhimself to be named consulting engineer, appointed a ^^btaff to perform the work, and expressed his intention, if possible, to inspect the initiation and completion of the survey. The latter part of the programme Mr. Fleming was unable personally to fulfil : his many engagements, in connection with the Canada Pacific md other important public works, absorbing all his ^ime and attention ; but he deputed as a substitute lLEXANder L. Light, 75sq., C.E., a well known and Mr.A.L.Ligbt. jBxperienced engineer, to act in his stead — one who las earned a most fa vo arable reputation, as being the jonstructor of a large portion of the Intercolonial Lailroad, which is generally acknowledged to be learly, or altogether, the most perfect road on the Continent of North America. As, during my geological investigations, between investigation le years 1868 and 1875, I had made many extensive °? ^^^f'^^oio- irveys oi the interior, by means ot following up the iat leading arteries and keeping up a system of rian^uiation from the most conspicuous heights, to larmonize and connect the whole work, I' was con- Mr. A. Mur- blted by the Government, and subsequently by Mr. '"^* LEMING, and asked to state my views regarding the general direction to be followed by the engineering )arties ; and also to describe, as far as my experience ^ould permit, the probable character of the country, ind the line I should suggest, would pass through, accordingly drew up a plan upon my small scale |3ological map, dividing the whole line into nine- teen sections or parts, with written memoranda of /each section, concluding with remarks regarding the jbringing forward of supplies. These data were imme- jdiately forwarded to Mr. Fleming ; and these with some modifications have been the basis on which the RAILWAY SURVEY. Appointment of a corps of •Dgineei's. '■ r reparations for the Bur- T«y. work proceeded and has since been accomplished. Mr. Light accordingly proceeded from Quebec, accompanied by a corps of engineers, early in May last ; but owing to the state of the Newfoundland coast — which was at that time so blocked up with ice that the Atlantic steamers were unable to reach St. John's — he was detained over a fortnight at Halifax, and did not reach this place until the 19th of that month. Immediately on landing, Mr. Light pro*- ceeded to this office, becoming a guest of my house ; and from the same date until the 7th of June we were both incessantly occupied in discussing the routes to be followed, the difficulties to be encountered, especially in the commissariat department; drawing out instructions, selecting men for the parties, equipping tents, testing instruments, &c. Arrange- ments completed, the last of the parties left this on the 7th of June. After due consideration, it was determined that the survey of the interior should be accomplished during the summer months, as the whole length of the line, from end to end, to be passed over was known to be an iminhabited wilderaess, and where there would obviously be many difficulties in bringing up supplies, reserving the survey of the Peninsula of Avalon for the operations of autumn, or even, if necessary, of the earlier winter months ; as in any portion of that country the parties would be comparatively near to settlements, and within reach of their base of supply. The extreme termini of the proposed survey were at St. John's harbor on the east, and at St. George's Bay, on the west coasts; and the primary operation resolved on was to run a connected line between Come- by-Chance, at the head of Placentia Bay, and the Seal Throe parties ^o^ks, at St. George's harbor. The corps of engineers of survoying was accordingly divided into three parties, which were respectively distinguished as sections or divisions A, B, C. In determining the routes to be taken by the different parties, Mr. Light modified the directions given in my plan, by connecting the extreme points The interior <»f the coun- try to be first ■urvoyed. The torinini. logineera. ». RAILWAY SURVEY. somplished. 1 Quebec, rly in May .vfoundlatid up with ice D reach St. at Halifax, 9th of that Light pro my house ; ne we were le routes to acountered, it; drawing lie parties. Arrange- left this on led that the shed during of the line, nown to be here would up supplies, Avalon for jsary, of the ion of that I'ely near to le of supply, survey were St. George's ry operation ween Come- md the Seal of engineers which were )r divisions be taken by le directions reme points upon the map by struij^lit lines, which were to be followed, jus near as circuinstiinccs would permit, by the survcyiiii? engineers. Tims section A was to run from the Seal Rocks, at St. Oeorge's harbour, to- I wards the entrance of St. (ieorge's Uiver, at the ex- Itreme head of St. Geoi-go'a Bay ; and thence, nearly |ona parallel of latitude, between 48" 31' and 48'* 32* inorth, to the extreme head of the Red Indian Lake. •Becticm B was to run from an established point where lilection A would terminate at the head of Red Indian Pjake, and to follow, nearly on tlie same parallel of lati- tude, to the Gander River. Section C was to commence it the most convenient place for entering into the isth- lus of the peninsula of Avalon, near the Come-by- Jhance river, and thence bear, as nearly as practicable, a straight line, for the point indicated on the Zander, as the eastern termination of sectitm B. The officers of the parties were thus subdivided; — Section A. Section B. Mr. W. A. Austin, Chief. " \Vm. Ql'inn, Tnindtman. " A. G. ftloHKisoN, Lfvdler, " J. J. Mojiuis, Asst. Transit. Section C. Mr. r. J. Lynch, Chief. " J. Cadman, TrannUmnn. " AV. C. MiTciii;i,L, Leveller. xhe distances to be traversed in an air line were early as follow: — M.C. On Section A, eay no.^o B, " 80.00 " " C, " 8f.()0 224.40 tr. Tnos. Ramsey, Chief. W. A. Uamsey, Transit man. '"^** la. N. LiUHT, Leveller. ,*' J. H. LoVELIi, 'Toj)Oijr:ij^)her. Jut following the actual courses run, these were much ncreased ; and probably, on the whole, the measured distances may be assumed, in round numbers, to iiamount to nearly 250 miles. The rate of grade given nn Mr. Light's instructions was, if practicable, to bQ Icoofined to 1 in 100. Distances through, thtt interior. II Ajipoiiitm'td. i II I Mr. Rmnsey's jmrty. roninioiicp- uumi of Sur- vey Division A. Survey of Di- vision A. i I 8 KAII.WAY SURVEY. Iv.icli j);irfy liad an appointed |L^{U)f( of from 25 to 30 men all told, consisting;;, besides the instrmnentulists, of a foreman, eliain Ix.arers, u few Indirni guides, and g(?nerul laborers, and provided with all the necessary stores re([uisite for a campaign of three months, to^'etlier with canoes and material for the construction of temporary boats, rafts, isLC. On the 'Jnd of June the party under Mr. Ramsey was despatched by the steamer llcrcides for St. (icor^'e's Hay, where it was safely landed on the Oth. The Itibors of the survey commenced rather inauspi- ciously on the same day — a boat containing their tents, provisions and otlier julicles, gettini? swamped at the entrance of "the Gut" (a very dan^(»rous place always), when some of the stores, but fortunately no lives, were lost. IMr. IIamhky tlien, after cursorily examining the ground, took his departure from the tide marks, near the outlet of St. Georgc^'s Uiver, leaving the interval between that point aiul the Seal Rocks — which was com parti tivcly eapy ground — to be surveyed on his return to the const. Tlis traverse then followed gen- erally up the valley of tlu* vSt. George's River until he reached the water-shed between it and some of thr minor tributaries of the Exploits, which, having crossed, he descended the .slope on the south-east side to the bed of tluit river, toueliing it at the base of the Red Indian TiOokout, between seven and eight miles above the westi?rn extreme of the Red Indian Iiake, He reached tlie hitter point about the middle of August, having successfully accomplislied his section, without having encoinitered any insuperable or indeed very serious ob .tjjcle throughout. The summit reduced level attained (m the culmination of the traverse was 1220 feet ; and the reduced level from the same data, at the part struck upon the Exploits River, was 550 feet — or 82 feet above the normal surface of Red Indian Iiake. The gorge of the river at this point is precipitous ; but a location line can be found on the left bank a little higher up. \ RAILWAY SURVEY. rom 25 to 30 rumcntiilists, [1 guidca, and liL' necessary liree months, i construction Mr. IlA^irsEY iiU'S for St. d on the 5th. ther inaiispi- iVjT their tents, aniped at the ig(»rous place urtunately no xamining the .c murks, near r the interval 9 — which was •veyed on his ibilowed gen- liver until he id some of the laving crossed, :st side to the se of the lied lit miles above in I-ake, He die of August, ction, without ir indeed very immit reduced le traverse was the same data, River, was 550 urface of Red at this point is c found on the Mr. Ramsey's staff at this time was weakened by ^i'"««" ^" "»• the loss of two of his officers, viz. : Mr. Lovell and Mr. 11. N. LiniiT, who were obliged to return to the coast in consequence of ill-health ; but their absence Iwas in some degree compensrvted by the activity and ^energy of his foreman, George LeM©l\e, and an ad- lirable gang of men, who worked well and steadily to he end, and returned to the coast in* the best of ealth and spirits. The steamer Tiger having been •ibrdered to pick up the party at St. George's Bay, they Iftrrived at Saint John's on October 2nd, when Mt. amsey and liis son immediately commenced to reor- anise for another expedition on the peninsuL of tm^valon, to be mentioned further on. Mr. Ramsey describes the country traversed by the descrivtion^of ne as being about equally divided into altc mating the Gantry. acts of forest ard marsh, until reaching the vvate' - thed, which is in great part a barren waste, spread )V( r y many nue sheets of water of large size. These lat- r were found of great servite in facilitating the ad- tance of the camp equipage and stores, which* were BDioved for long distances in boats, extemporised for ^e occiision, ingeniously constructed of a rough frame enclosed in the tarpaulin canvas ordinarily used r the protection of the goods from the weather. here are considerable intervals of good land near the a-board, between the Seal Rocks and Saint George's iver, and also in the valley of that stream itself, where e timber, pine, spruce and fir, in many casec reaches fair size and appears to be vigorous and healthy. he slope downwards to the Exploits is to a consi- erable extent barren country, with marshes and atches of wood scattered here and there ; but the wer grounds and banks of the main stream are gene- Iftlly densely covered by forest, amongst which there may frequently be seen pine and other timber of good qualit:. '' Section B, under Mr. AusTI^% left Saint John's on tiorTK" '^^" Tune 7 th, by the steamer Leopard ^ with instructions ko proceed up the Exploits River with all possible ^^ IQ RAILWAY SUIIVEY. PetentioQ of Mr. Austin's party. Survey com- meuced at Bed Indian Lake. Levels and distances. despatch to the head of the Red Indian Lake, where this survey was to commence, and where Section A was to terminate. In consequence of the state of the coast, which was at this time greatly encumbered with ice, the party did not reach Exploits Burnt Island until the 16th of June. It then proceeded by schooner to Upper Sandy Point and landed there on the 17th. At this place eight men were engaged for one week constructing two flats to supplement the canoes, which were found insufficient for the trans- port of the supplies, whilst the remainder of the party, accompanied by Indian canoe-men, at once proceeded up the river with the first instalment of stores. The moving of the commissariat was a tedious process and occupied no less than 28 days, the whole flotilla of panoes and boats being incapable of carrying more than one-third of the material at a trip involving three ascents and two de.scents of the whole length of the river, including the lake, a distance altogether of 500 miles. Within that time moreover two depots or caches were established, one^lG miles up the course of Noel Paul's Brook, the other about 7 miles up the Victoria River, to be conveniently near to the inter- section of the proposed line. In consequence of these delays and difficulties the survey was not fairly started until July 22nd. On that day Mr. Austin took up his starting point 1000 feet to the westward of the extreme head of Red Indian Lake^ and 25 feet above its average level, viz. ; 428 feet. This datum was taken from my estimate on the survey of the Exploits in 1871 ; but the reduced level brought up by Mr. Ramsey from St. George's Bay places the surface of the lake at 468 feet, consequently making a difference of 40 feet ii^ Mr. Austin's reduced level all along the line. Allow-' ing for this difference the altitude attained at 6 J miles would be 810 feet : eastward of which the traverse runs upon level ground, varying in height above the sea between 800 and 990 feet, till reaching 20 J miles, or about 5 miles eastward of the Victoria River, after RAILWAY SUUVEY. 11 Lake, where e Section A state of the encumbered )loits Burnt )rocecded by led there on engaged for plement the or the trans^ of the party, ze proceeded stores. The process and lefio^.illa of irrying more ip involving ale length of iltogether of two depots ip the course niles up the o the inter- ence of these "airly started tarting point head of Red erage level, ^n from my n 1871 ; but SEY from St. lake at 468 )f 40 feet ii;\ ne. AUow- i at 6J- miles the traverse ht above the g 20J miles. River, after Forest land*. ^hich it rises, and at 20 miles the height is 1076 feet. lAt 41 mile'H the maximum height was attained, 1229 [feet, near Noel Paul's Brook, beyond which the descent |was gradual to tlie Great Rattling Brook at fifty-one dies, where the reduced level was 1015 feet. The lesccnt then continues all the way to the Gander, 'Inch is readied at eighty-five and a half miles, with reduced level of 412.50 above the level of the sea. For about fifty miles, • or between the commence- ment of this section till reaching the proximity of ircat Rattling Brook, the country proved to be a con- tinuation of dense forest, with a few insignificant Interval;:! of swamp or niarsli, the course nmning i^early parallel, or slightly oblique, to the ridges, which, fn comm(m with the to]K)graphical features of the Country, generally run about north-east and south- v>ivest. Beyond the Great Rattling Brook the country i)pcns out into a succession of rolling barrens, with 'ibccasional scattered woods of stunted growth, the sur- ^ice of the ground strewed with innumerable boidders, lany of enormous size, beiug sometimes observed to jach upwards of forty feet in perpendicular height ; ers. ind this cbaractcr obtains to a greater or less degree the end of the section. The wooded country west of the Great Rattling rook contains a large amount of valuable timber, onsisting of pine, spruce, tamarack, yellow and white pircb. There are also, in smaller proportion and mailer size, cherry, mountain ash, maple, and a ariety (I believe) of sycamore, known on the con- inent as moose wood. The pine trees observed on this part of the lino, valuable tim- specially near the Victoria River and Noel Paul's i>tr. rook, are described a? frequently being very numer- ous, of good size and of vigorous growth. I am ^nformed by persons of experience who were on the xpedition that the pine over large areas would ive an average diameter of over two feet, and that e spruce, although generally inferior to the con- 12 RAILWAY SURVEY. Survey of sec- tiun C by l'\ J. Lynch. Choice lines. tinental spruce for sawing into boards, was of die very best quality fot shipbuilding purposes. Tam- aracks of the larger or higher qualities are not so plentiful ; but many sticks were seen of large size and of the best possible description, some reaching a thickness of upwards of two feet, while in some exceptional instances the diameters were found to be three feet. Section C, in charge of F. J. Lynch, Esq., C.E., left St. John's on the 7th June, by schooner Voiiarfci\ with a working party of about twenty-five men, for Heart's Content, Trinity Bay, where the officers of the staff, Messrs. Cad^iax and Mitchell, joined them, having been sent overland in advance by Harbor Grace. Thence they proceeded to Bay Bulls Arm, where they landed with all their stores and equipage on the 10th of June. Having finally made all necessary preparations for the ensuing campaign, the datum of levels was taken from H. W. M., Trinity Bay, and a traverse run across the isthmus to Come-by-Chance in Placentia Bay. On this traverse the height of land was found to be two hundred and fifty feet. In accordance with his previ- ously received instructions, Mr. Lynch chose a point of departure at one hundred and sixteen feet above H. W. M. in order to suit the southern section intended to enter the peninsula of Avalon. Had no such requirement been necessary, Mr. Lynch would have chosen a point loAver down in the valley of Comc-by- of Chance brook, as likely to give a better line. The banks of the Come-by-Chance were found to be suffi- ciently flat for the location of a railway ; and were traced upwards for about nine miles to a lake from three hundred to six hundred feet wide, and a mile long. The line of survey followed the watershed be- tween Trinity and Placentia Bays, to avoid the steep slopes of the hills, till obliged to descend and cross the Come-by-Chance brook at the foot of the rapids below the lake at a reduced level of one hundred and IIAILWAY SURVEY. IS was of ilie r)o?es. Tam- eventy-seven feet. The line then skirts the western hore of the lake for about a mile, rounding off to the s are not so »:'estward at the foot of the Powder Horn hills, till the ivide between the North Harbor and Come-by-Chance reached at station 500 ; reduced level two hundred nd thirty feet. Up to station 500 the line followed arge size and 3 reaching a bile in some ; found to be Isq., C.E., left Foi/ar/e)\ with a, for Heart's 3 of the staff, them, having irbor Grace. 1, where they ) on the 10 th parations for els was taken se run across tia Bay. On nd to be two ith his previ- hose a point 1 feet above ion intended ad no such would have of Come-by- line. The d to be suffi- ; and were a lake from and a mile watershed be- ad the steep ad and cross f the rapids hundred and r •early m tae direction indicated by Mr. Bellaies: but P®^ '***?." Ulr. Lyxcii, alter having made a detailed examination lairs'Uue. the Powder Horn, North Harbor, and Pipers' Hole mges of hills, found it necessary to de^^ate from [r. Bellairs' line of route, and to strike to the north- rard in order to attain the passes through the North [arbor and Clode Sound hills. The watershed of forth Harbor and Kandom was reached at station |40, fourteen miles from the commencement; reduced fevel four hundred and thirty feet, not more than four liles from t]ie south-west arm of Random. Here )mmences the ascent proper of the North Harbor ^ills, the summit being reached with grades chiefly of lie in a hundred at station 1050 ; reduced level seven Ifundred and ninety-five feet. The descent of the Improv-d line fest side was found objectionable, and an alternative id an improved line was found by falling back to totion 89 1, and rising the hills on the Random side of le divide, to reach the summit pass at station 1045 — iduced lev^d 735 feet — which effected a saving of over )ur miles in length and sixty feet of a ris.e ; but to do lis a grade of sixty feet to the mile was required iroughout. Mr. JjYXCII thinks it possible that a line rith easier grades may be found h-^^ croi^sing the ratershed at station 740, following the Random side ^y making a double or S curve, and joining the last ine described at station lOUO. Mr. Lynch describes the valley of the Come-by- Jhance and the slopes of the Powder Horn hills as c l&eing well wooded at many parts, the timber con- w.fiisting of spruce, tamarack and white birch ; and the Hiiis. same character applies to tlie country between the *owder Horn and Black River hills ; but towards the North Harbor hills the ground is hummocky, •* o\ Valley II m e- I) y - Clvicc.i ftnd Pdwdei" Hon i 14 RAILWAY SUKVEV, I>.£ ivy. evj conn- spread over by many ponds and marshes, with rocky poaka here and there V^reakinm- riio (h^^olate nionotony of the seen ; •. .a lauuy p::ris i;^ well -;h a very favorable country. The descent to the south-west branch of the C'locle Sound River, near station 1528 — reduced level 510 feet — is then made, with a grade of 1 in 100 for 2 A miles, on a spur of the main hills and through somewhat heavy woods, consisting of spruce, tamarack and birch. Both north and south of tlie summit pass, and to the north of Black Kiver Lake, the country is very rugged and precipitous, peaks to the north rising to a height of 1200 feet and forming a divide between the waters of Handom'in Trinitv Bav, Clode Sound in Btmavista Bay, and Black ^River in Placentia Bay. To the south the peaks rise to about 1000 icut, and at but a short distance tlie hills divide into the Xorth Harbor and Black River ranges. Tlie length of the measured line to station 1401 is about twenty-seven miles, though it is only eighteen miles on an air line. Sliortly before reaching station 1528 the hill country, through wliich the line hitherto passed, changes to the more uniform though by no means more lexel, rolling marslies ant] barrens of tJie interior. From stations 1508 to 1800 the line runs through a very level country, chiefly of inarshe3 and. barrens, with many small ponds and RAILWAY SURVEY. 16 with rocky O lUOTlOtOFiy srrs is v/ell is gouerally tat ions oOO siipportino,- of dwiu'tcd k. A little beds of tiio itli an easy )n the north feet. From ; and Tit, or le latter on >oimd Hills' d level G38 The descent ound Kiver, 'ct — is then :s, on a spnr eavy woods, Dotli north le north of rnp^ii^ed and a height of le waters of n Bonavistu l'o tlie south but a short Harbor and easured line IS, tliough it n'tly before •ougli wJiich jre uniform narslies and 30S to 1800 y', chiefly of ponds and {[patches of woods. At station 1800 the measured [distance on the line amounts to thirty-five miles, [which was reached on or about the 2nd of August, when the stock of provisions became so reduced that iit was estimated that they would not hold out beyond «the 24th of the same month, and, in consequence, Mr. |Lyncii had great difficulty in maintaining subordi- nation among his men. - From station 1800 the line was taken over a sharp- ^ish rise to station 2010 on the summit of the Bear tEidge, the water-shed between Clode Sound and itPipers' Hole, at a reduced level of seven hundred and ififty-four feet ; but a good section, with easy grades, is .to he found further to the south by a pass. From ptation 2010 to 2670 the section is easy to the Part- %idgeberry Hills; the reduced level of the latter sta- •ijtion being seven hundred and sixty-five feet ; and for- (Ward still to station 3800 gives a most favorable profile, ^germinating at reduced level seven hundred and thir- teen feet. The line at this latter part passes near the iigreat lake known to the Indians as Meelpe^h, and iiijpie waters of the Terranova Kiver, station 3760 — re- «uced level six hundred and sixty feet — reaches the ank of the south branch of the Terranova, the irgcst stream crossed on the section. The ascent of iha tccond Bear liidgc is then made to station 3930 — ^ff educed level eight hundred and sixty feet — the con- 'itinuation of the ridge to the northward being very ', rough and irregular. At station 4305 — reduced level ^>six hundred and seventy-two feet — the north branch of ^|the Terranova River was crossed, rising immediately riafterwards up tiie Middle Eidge, where the work was ^unavoidably stopped at station 4500, and at a reduced i^evel of nine hundred and ninety-four feet. The re- i||;ion towards the Gander River presented an improved fiiispect, more especially in the growth of timber and 'the absence of the innumerable ponds hitherto found \^on the line; those seen being of more extended areas. 'f^ Had the line been continued one hundred feet further V jiown, a valley would have been crossed f-n i-hn contb Provisions run short. 16 SAILWAT SURVKf. Riclgos, tribu- taries of tho Gander River. Proposed di- vergence of line rua. Difficulties ia oarrj'ing the stores. of a large lake, the water from which flows into the Gander River. The next ridges in succession are the two Wigwams, with their intermediate valley, containing Great Gull Pond and river of the same name, which flows to the northwest, and also falls into the Gander: The westefrn- most of these ridges, at its northern extremity, joins with the Berry or Drogue Hills; thus forming a fork from which a stream flows to the south-west, and final- ly into the Gander. The line, had it been continued, would have run south of the Wigwam ridges and fol- lowed a south-westerly course along the stream last alluded to, and would finally have tapped the main Gander River. It appears to nte, and Mr. Lyxcii's experience seems to corroborate the same view, that the line should diverge to the northward after getting througl the Clode Sound Hills, where the ground seems to be in every respect more favorable, first, for construction, and, secondly, as regards the nature of the soil ; and thence to reach the head-waters of the Gambo and tributary streams of the Gander, thus avoiding the necessity of crossing ridges and saving the consequent local deviations which were found necessary on the air line; In the foregoing account I have gone into more minute detail in describing Mr. Lyncji's secticm C because, in reality, the district he had to encounter presented more formidable difficulties than any othei part of the Avhole lino. The chief of these difficulties, and indeed all the trouble and annoyance which fol- lowed, laid in the forwarding of the commissariat The total weight of the inertia at starting amounted to 15,000 lbs., all of which had to be earned on men's backs. Mr. Lynch was not supplied with canoes, and even if he had been, they would only have been an additional weight to carry over a great part of the route. Again, much of the route traversed a countn so covered by ponds and lakes that one-third of the whole area appeared to be of water, which necessarily RAILWAY SUIIVEY. It flows into tile two Wigwams, ng Great Gull ih. flows to the '. The western- ictremity, joins 'orming a forlc kvest, and final- een continued, ridges and fol- he stream last )ped the main [I's experience that the line etting througli id seems to be r construction. * the soil ; and ic Gambo and s avoiding the the consequen! 3cessary on the 3nc into more 'ii's section C d to encounter than any other lese difficulties, nee which fol- commissariat ;ing amounted imed on men's ith canoes, and have been an jat part of the 3rsed a counts le-third of the ich necessaril! Kid to be crossed or follo\A'ed around ; but the former )rocccding was impracticf.'.blo for want of material to "Construct rafts, while the latter alternativcj being iiuavoidabli?, entailed excessive labor. On an average ^''JJ*^"^^^^'? '" the lino work had to bo stopped for two days in each ward tiio sup- V'ook to allow all hands to l)o employed packing and i'''^'^- uinginii' forward the sup[)lios ; and the men, being maccustomod to tlie T^ork, gradually became ex- Jiaustcd, and many fell into the sick list, some of wliom, being too ill for service, had to bo sent out to ilio coast with an escort. Thus the services of from four to five men were lost altogether for several days \,t a time. I have already stated that provisions iJegan to fall short on the 'inc"" day of August, and 'ould probably not last beyond the 2'lth of that .onth. This danorer beins^ iniminent, the laborers iroke out into almost open mutiny, which was only Overcome by the personal presence of Mr. Lynch who, by patience and conciliatory measures, succeeded in restoring order. lie established small depots of provisions along the lino of march, to be ready in case a retrograde move- pout became absolutely necessary, and he sent an Indian out to the telegraph station at Black River jritli a message to head-quarters, to send on more sup- .?m)Iics. These supplies were at once forwarded ; but, |O^A'ing to some mistakes in the manner in which they ;--Wc're transported, and the inefficiency of the men em- k)loyed to carry them, they were of little avail, a great •fcortion of the much-needed supplement being con- sumed before reaching the camp. " As already hinted, some individual instances of Trouble witn ;urbulence and dissatisfaction occasionally manifested ^''° "''^"• themselves in Mr. Lyxcu's party, which also tended to retard tlie work ; but some allowance must be made f(n' the men being unused to such operations, so much so that they were at times on the point of breaking down altogether. During the whole time, and under many diflficulties .^^l•. LynchV and discomforts, the instrumental work was carried '^^■■^'^t''^"^''- i 18 RAILWAY SURVEV Mount vostro. Return to St. John's. Mr.J.P.IIow- ley'd survoy. on steadily and skilfidly by Mr. Lyncii's assistants. Messrs. Cadman and Mitch tiLL, whoso conduct throughout is most highly to be commended. Syi- On his homeward route, Mr. Lynch crossed over to Mount Sylvestre (of Cormack), which he ascended, and had a splendid view of the surrounding country from its summit. General char- The general character of the region he describes as actor of the consisting of immense tracts of marsh and barrens, interspersed by innumerable lakes and ponds, in all respects resembling the country traversed by the sur- veyed line. He reached Black River on the evening of the 14th of September, where he was rejoined by the remainder of his party on the following morning. They proceeded thence by boat to Great Placcntia, where they found conveyances to carry them to St. John's by road, arriving there on the 21st of September. Before reviewing the progress of the survey through the PcMiinsula of Avalon, I consider it necessary to give an outline of a survey made under my direction by my assistant, Mr. Howley, of the upper waters of the Exploits River, as bearing upon the facilities offered for railway construction towards the southern shores of the island. Mr. Howley was instructed to proceed with all possible despatch to the Exploits, to ascend that river to the Red Indian Lake, and then to take up certain points indicated where my survey terminated in 1871, and trace the upper waters as far as practicable ; to ascend all the most conspicuous heights and connect the surveys of former years by triangulation ; and, finally, to cross over the region which lies between the sources of the Great River and the southern coast to- wards Lapoile or some other favorable harbor. While Mr. Howley's survey was thus essentially in furtherance of the geological investigation ; he was enabled and instructed to render occasional aid to the railway engineers; and finally to observe and roughly to estimate the probable feasibility of carrying a lino t- RAILWAY SURVEY. 19 ['s assistants, [)se conduct detl. osscd over to lie ascended, iding country 3 describes as and barrens, ponds, in all d by the sur- i the evening 3 rejoined by ing morning. it Placcntia, them to St. 3f September. irvey through necessary to my direction >er waters of the facilities the southern eed with all ad that river up certain ted in 1871, cticable ; to and connect lation; and, between the em coast to- rbor. ssentially in on ; he was il aid to the and roughly rving a lino I road to a seaport which might be made available II the year round. lie found the continuation of the river above Red dian Lake to consist of two main branches, running early parallel to one ano*:her — the Exploits proper d the Victoria branch — which pointing remarkably raight in a south-westerly direction, finally termi- tiato in a labyrinth of interlocking waters which flow to the south and to the west. From the water-shed, the sources of the Great Codroy and the streams of St. George^ Bay were descried on the one hand, while the waters of the Lapoile, the Great Bear Bay and Griindy's Brook were respectively observed on the Qther. At the end of sixteen miles from Red Indian luake the Exploits proper expands into Lloyd's Pond, hich is six miles long by an average of three- [tinrters of a mile broad, and again into George 4th 's ond (of Cormack), at forty miles above the same \ The Victoria branch, which enters the Red ia lian Lake about four miles above the outlet, expands at the end of forty-eight miles info Victoria Lake, a splendid sheet of water, above which the river con- pbiues for a vast distance, and finally terminates, iStcrlockcd with the south falling streams. The height of Lloyd's Pond was found by aneroid toi bo G20 i'eet above H. W. M. The height of King George 4th's Pond was 1237 feet, and that of Victoria Lake 11 GO feet above the sea. The summt level attained on the traverse of the water-shed was, by the same means, found to be about 2000 feet. From a little distance above the point where Mr. Ramsey's section A struck the Exploits to King George 4th's Pond, Mr. Howley represents the left bank of the tivor to be generally level, tolerably well wooded and ravorable for railway construction ; and he is of opinion that although there are some obstacles to be encoun- tered in getting around some of the hills surrounding "the said lake, that these are not by any means insu- rable, and that after having crossed over to the stern side of the main river a tolerably level plateau Two great bnuiclioa of ll)e Exi>loiU Rivor. Lloyd's pond. George ith'a Pond. Victoria Lake. Level coun- try. 20 ilAlMAAY SinVEV. will 1)0 found in the region of the ciisturii sources of the L;i[)oile, from wlicucr jin ciisy section, probably uot over one in one hundred, can be carried do\vn-^:,iJ] Thft liijjjliway K v a t by .0] 09 tl m ft o< hi cc ie Ml wards to the iiortli-east arm of the LipDilo Bay or Inlet. The distance followed on Mr. IIowley's traverse from the main Exj)loits — twenty-two mile^. above Kinu^ Georp^e -pith's Lake — to the northeri; extreme head of Lapoile Inlet, is twenty-five and ;, half miles ; but on an air line it does not excccil twenty and a half miles. My own observations, to- iVr/ vaifoy of gctlicr with tlic resnlts of the survey, of whicli tin Exploits. above is only an imperfect sketch, convinces me that the great highway to the western regions of New- foundland is to be found by the valley of the Exploits, and that connection, by railway or otlier roads, i« only really practicable or expedient by that route, whether the terniinns may be at St. George's Bay, oi. the southern coast, or at both. With tlie exception ^ of a portion of Mr. Lyxcji's section C, which is sus ^ ceptible of considerable modification and improvement the whole line passss over, or very close to, availabL land capable of supporting a large population and con- taining many wide tracts of fine timber. It crosses. moreover, a considerable area which, there is ever reason to believe, will prove to be of mineral value and, by terminating at St. George's Bay, it leads t a place which might and ought to be the nucleus c a large settlement. SURVEY OF THE PEXIXSULA OF AVALOX. jMr.Lif^tii pre- 111 consequouce of certain changes in conncctio:, •veuted from ^yith railway matters in the iJominion of Canada inspoct "the Mr. LiGiiT w^as prevented from fulfilling his intentio' wuiK. of revisiting Newfoundland in autumn, for the pur pose of reorganizing the parties for the survey of tli Peninsula of Avalon, and of personally inspectir the surveys accomplished in the interior. I therefoi' was requested by Mr. Fleming to assume the teiri porary superintendence of the survey operations, an to report progress. Accordingly, on my return from ; t «? IIAIUVAY SURTKY. M ciii sources of ;tioii, probably carried down- ji[);)ilo Bay or Mv. IIOWLEV',? Mity-two miles the northern eiity-tivc and ii es not exceed (servations, to- of which tlu t^inces nie that g^ions of New- )f the Exploits, )tlier roads, is by that route, L'orge's Bay, on L the exception which is SU& 1 improvement, •se to, availabli laticm and Con- or. It crosses, there is even mineral value ay, it leads tc the nucleus c AVALOX. in connection on of Canada, Lg his intentior 1, for the pur- 3 survey of thi ally inspecting r. I therefon umic the tenv )perations, an. V return fron^. ; )e('lal mission with which I was entrusted by tlu* fovernment to Notre Dame Bay, I made arrau;!^e- lents for the return of the parties from the ulterior, id then reorganised for an autumnal campaign. Mr. Lyncit, with the C division, arrived at St. John's J!.^;^gif f;!"; I the 21st of September ; the men were paid off, and p.xrty — Divi- le reformation of a new party immediately com- '''""^'' mcnced, many of the original members volunteering fdjr another term of service. Some uni' voidable delay occurred in renewing camp equipage generally, which hjBid suffered much from the rough usuge of the pre- 'wous three months, and the work was not fairly commenced till the 29th of September. The same 4jeiits and other equipments were again used, and every dievice of economy was strictly applied. Previous to te last-mentioned date, I accompanied Mr. Lynch in sually examining the contour of the ground imme- diately in the vicinity of St. John's, in order to tjtermine approximately the most favorable position r a terminus and the location of a line. INIr. Lynch is of opinion that three distinct align- i|ieuts are practicable at this termhius,in which grades of. one in one hundred would not be exceeded. They «Bpc, tirst, to start at II. W. M., liiverhead, and follow |||e north branch of the Kiverhead Brook as far as r||:acticable, with grades of one per one hundred"; vn, crossing over, to run around the point of land tween the two branches of the same stream, thus ining considerable in length, and, finally, running ■Up the south branch and joining the line now sur- iffevcd at the heiijrb'- of land. Second, to start from a ioiut on the north side of the river sufficiently .evated to enable the height of land on present line be reached with moderate grades. Third, to art from II. W. M., near the Gal way or Shea's wharf, running through a low neck into the valley ,Qf Quidividi, thence behind the city, and, finally, loining the surveyed line at or bevond the height ^f land. Thrco aHgtt- luents practi- cable. s& UAILAVAY SUUVEV. Ruuto of Bur- Xhc final yelcctiDii from tlu^sp throi) lines of route ^°^' was left for further c:)nsiderati()u ; hut, in order to avoid interference with the more valuable property oi; the north side of the harbor, Mr. Lyxch ran the pre- late liminary line on the south side, followiu*^ the south cou branch of the Riverhead Brook to the height of a^c land. The datum started from was II. W. M. at thi W « lion^ Bridjife at Riverhead, and the height of laud was reached at the end of six and a half miles, with a at I reduced level of five hundred feet, showing this, tlu dea most direct route, to be only possible with grades 'o^ ranging from 1.10 to 1.60 per one hundred, or from ^'^^ fifty-eight to eighty-four feet in the mile. * From this point to Manuel's Brook, station 750, tp® an easy section with good grades was obtained, fol *aa^ lowed immediately by a grade of 1.20 per one *5^ hundred for one mile and a half ; but this could bi \^ reduced by keeping further to the north. ^^ Wa*cr-shcd. At station 1138 a divide is crossed at an elevation ^^^ of seven hundred and sixty-three feet, and shortly ''^^J after, at station 1205, the water-shed of Conception * and Witless Bays is crossed at a reduced level of seven ■"'^ hundred and twenty-five feet, a favorable section and^'\ good grades being obtained. ^" At station 1340 another summit is reached at anr*^^^ elevation of eight hundred and sixteen feet. Frorn^JJ ' this point the country gradually assumes a monjr^ \Vatcr-8hociat broken and rugged aspect as the Hawk Hills art*®®* Mio Hawk approached and rounded, and the water-shed of thr°^ Ililld. ,avoi smei Holyrood streams reached at statitm 1740. Thcsi Hawk Hills are an isolated range about one thousand feet high, with three peaks rising to about elevei hundred feet and extending about six miles in length. , The country beyond this last point was found to be ® the most difficult in the district, but several routes . appear to be available, the special merits of each oi ,^ which can only be ascertained by actual survey of each. The line actually run descends rapidly on the^ western slope of the Hawk Hills, chiefly on stee^r bad i was sideling ground, and with a grade of sixty feet to the°?f * ■ ! ^ RAILWAY SURVEY. 23 lines ofroiiU ty in ordor to ie property on I ran the pre- ing the south the heij^ht of , W. M. at tlic eit'ht of land e — it heinpf nec(;ssary in foUowin*; this route to ,ke a complete sweep at a certain point where a ral ranu^e (^ccurs — to fijain the natural slope of the ntry. This fj^rade of sixty feet to tlie mile is of ut two mil(!S extent, easier grades heing adopted oon as the slope of the Hawk Hill is left. JAt station 1070 the Big Holyrocxl River is crossed t' miles with a atftn elevation of three liundred and seventy feet, a wing this thi descent of three liundred feet heing made in ahout 3 with grades ^^^ '^^^^ '^ ^^^^^ miles, and the most difficult part of dred, or from thg li"^' is past. ^j ' ]pey(md this the chief obstacles to the survey were station 750, t^i® ''^'^'^^'-"^^^^s ponds, many of large size and of con- ' obtained fol- sidj^TJible depth. The profile, now in many cases [.20 per one l^^f^y ^^ ^^^^^ neighborhood, can no doubt be materially this could bt ^'wlp^^^''^*^^^ by judicious location, though at the cost of J its length. The Holyrood and Salmonier road is t an elevation croised near the eighth mile post at station 2220 and t and shorth 'educed level four hundred and ninety feet, of Conrcption ?r^^"i this point to the place of junction with Mr. I level of seven Rajisi:y's survey, at station 260G, the numerous ridges »le section and^^"**^*' nearly right angles to the line, which, together witi|i the many lakes, gives a heavy broken profile, reached at an^^^^e''^^ favorable for construction, the breaks being n feet Froni^'^ ®'^^ cases short. On the present .alignment two nes * a more ^^^^ tunnels would be necessary, one of six hundred 'k Ilills arc^®®^> ^^^^ other two thousand feet in length ; but the shed of thc^°^^^ °^ these could be much reduced in length, or 1740 Tlicsc^^^*^^'^ altogether, by a detour to the north. r^,.,. 4V,.M,onn,i ^^ I'ock of the country is either slate, granite or one inousanu . iii.i ^ n iboiit eleven?^®*^^' ^ gravel can be abundantly procured irom nio«^ in Icn^j-th ^^ "^ Holyrood to the termination of the line, at f nn I to* i)e^^?!i^"^^^^°^ ^^ division A with Mr. Ramsey. ril routes ^^^^ ^^^ tracts of good land throughout, except in ., , /• V jthe jaeighborhood and east of Cochrane's pond, (where f »nch ''^® country is burned) and adjacent to the high land • ,| ^ n the^^ *^^ Witless Bay line. The best quality of timber ^fl . PT)"^ observed to be through a tract, about ten miles /. V . . ^^ ong, westward from the west side of Cochrane's pond, ' '^ which is there interrupted by the barrens of the Hawk umes Hw er 1' one Rip Holyrood River. Obataclos. Salraonior road. Junction with Jfr. Rainsoy — A section. The Gjod land. :^tlii 24 RAILWAY SUliVEY. \' ■; 1 I N unicrons i 'il'l'l Hills, but improves again after passing that raiigv and is particularly good on the west side of the Sal monier Pond. On Manuel's brook fine intervals exis; composed of a rich dark soil, now covered with a \m uriant growth of weeds. Mr. Lyxcti remarks, that "the nmnerous ponds offi no serious obstruction to tlie building of a railway, a they are so situated in the majority of cases as to ad mit either of draining wholly or partially at a vcr small expense. Moreover, tlie streams eonncctiii them are usually of the smallest dimensions ; a. where lakes would be crossed by cmbjinkment, a c\\. ^•ert of small size at one side would suifice. No e: pensive structure would be required on this divisioi the largest stream to be bridged over being Manuel brook, for which sixty feet would be ample ; TI River and Colinette lliver being crossed high up tlii. coures, smaller structures still would be necessary. The junction with jMr. IIa:\iSFA''.s survey was effect mg tho pro- qj^ j-]^^ 3^.^ gf December ; and during nearly the who. time, from the day of commencement (20th Septemb;: till that date, tlie party were exposed to most unfair able weather for their operations. IIea^y rains ai. gales of whid continued in rapid succession, till n placed by sleet and snow ; fogs were constant and thie and much interfered with the exploration. Fortun;il ly severe frost set in during the latter half of Xoveif her, closing the ponds and greatly assisting the worl and when the junction was affected with section .' there was from eighteen inches to two feet of sik upon tliegvound, travelling tlirough which was excec ingly laborious. .A[cp?r.=. Cod- Mr. Lyxcii concludcs his report to me in the higl iiia-i :\iii(^]io]i est terms of approbation of the conduct of his two n: sistants, Messrs. Cad:.: vN and Mitchell, who, he s:;} witli untiring zeal and unflinching pei*sistence, usi every effort for the speedy completion of tlie work w. (ler great climatic disadvantages. Of Mr. Lovf^ll a1^ as topographer, ^.Ir. LvxcFf speaks most favourably; every rcsjiect. Weatlur (liiv- in, per suTvev ■W&^ ItAILWAY SURVEY. 25 ssing that range t side of the Sal le intervals cxis: vcrcd with a \m icrous ponds offi < of a railway, ii of cases as to at; irtially at a vci cams conncctii! :limcnsions ; a. bankment, a ci:' suffice. No e: on this divisioi ■c being ^^lanuc! be ample ; 11 sed hig'h up tin be necessary, irvey was effect nearly the who. 29th Septemb;: to most unfavp Flea^T rains ai iccession, till w nstant and thicl ;ion. Foriuntii' half of Xovei! is ting tlie worf with section J wo feet of sn( lich was exccc ne in the hiij!: ct of his two n L, who, he s;i} )ei-sistence, nsi of tlie work ii: Mr. TjOvell nb ' st favonral)lv i ment of sur- vey in Avalou. Section A, under the control of Thomas Ramsey, Arrival of spc- ^sq., C. E., arrived at St. John's on October 2nd, as }^°,;'^,^ '^'^^^Jj already stated in a previous part of this report. The reconmn nce- jparty Avere quickly reorganised and ready to com- 'mence their ^' bors about the 7th of the same month. jConformably with some suggestions made to me by Mr. FLE.MING, I directed Mr. Raj^isey to explore the middle section of the Peninsula of Avalon, com- Ifaencing a few miles inland from Chapel Arm, Trinity Jay, and thence to run northerly towards the La- [anche mine, where some difficult country was iinticipated. lie was then directed to retrace his Steps to the place of commencement, and to work foutherly, rounding the conspicuous hill known as Dpi cad Eagle Peak; and finally to shape his course towards tlie forks of the Rocky River, near which river, I anticipated, sections A and C would join. The party accordingly vras despatched to Brigus and Bay Roberts, by road to Portugal Cove, and thence by the ialteaincr Lizzie across Conception Bay. Carts having been procured at Bay Roberts, the party, with all the idiecessary equipments, were taken across to New Har- jbor in Trinity I3ay, and thence to the telegraph station at Ciiapcl Arm in boats; a canoe and a dej)6t of pro- Visions liaving been deposited in the meantime at rigus, as contingent against requirements as the work approached completion. This programme was carried out in its entirety, excepting that, after Crossing the Dildo River of Trinity Bay on his southern line, Mr. Rams::? found it expedient to make a some- what easterly detour, and to move through the Hodge- water country, and to the northward of Ocean or Big Barren Pond. Tlie parties A and C met, a" has already been stated, on the 3rd of December, liaving thus completed the appointed sections very satis- factorily. The party arrived at St. John's on December 5th, and the remainder of the time, until the announce- ment of tlie arrival of the mail steamer Caspian — by which the engineers were to return to the Dominion — was so fully occupied in arranging with the men and Eeturn of sec- tion A. f 20 RAILWAY SURVKV. River. making geneml settlements, that I had little oppor- tunity of examining the details of the section, further than by cursorily glancing over the field notes and drawings. From what I could gatluu* in conversation with Mr. Ramsey on the subject, no serious obstacles were encountered anywhere, and a great part of the line, especially between the valley of the Dildo River and the Ilodgewater, passes over a level country, in many parts heavily timbered, and generally of a fairly productive soil. There are extensive marshes between the Bildo River and the waters of Chapel Arm. ; but these might, in many parts, be utilized and portions effectually drained and made available as grazing grounds. Provisions Sectiox B. About fifteen miles of the latter part and iustnic- of section C having been unavoidably left incomplete tiie"^ Gander ^s it approached the Gander River — as has already been stated — and a connected survey was in all respects most desirable, I suggested that a store of provisions should be sent, by way of Fogo, to be forwarded up tlrnt stream to meet Mr. Austin, with a letter of instructions to that gentleman to cross to the eastern bank of that river after he had reached his terminat- ing point, tand to continue liis line until he joined the place on the Partridgeberry Hills where Mr. Lynch was forced to retrograde. This was done accordingly, and the goods, together with my letter of instructions, w^ere sent on by the steamer Leopard to J. Fitzgerald, Esq., J. P., of Fogo, on 20th September. Mr. Fitzgerald most promptly used every effort to accomplish the desired object by at once engaging men and boats to ascend the Gander, intrusting the letter of instructions to an Indian, who was to ascend the river after having stored the supplies, and, if possible, meet Mr. Austin's party before it reached the point indicated for its termination. This expedi- tion failed in its object almost entirely from the inclemency of the wx^ather, which prevented the possibility of the goods being taken to their destin- ation in Gander Bay, thence to proceed up Uie river KAILWAV SURVEY. 27 before the 27tli of September. In the meantime another expedition was attempted to intercept Mr. AusTix, by sending Mr. Costigan with a very trust- .^*'"- f'^'stigan worthy Indirai, Joiix Barrixgtox, to go back upon intercept m^ Mr. Lyxcii's line, and beyond, until they struck the Austiu. intersection of the Gander ; at the same time sending on a store of supplies to Black River Telegraph Station, to be in readiness to meet the party as it emerged from the interior. This expedition was taken, round to l^lacentia Bay by the surveying steamer Gubiare, and was safely landed at Black Hiver on the 2ord of September, when Mr. Costigax and his com- panion at once started on their errand. They succeeded in coming upon the party on the 2nd of October, but too late for the accomplishment of the object in view, as Mr. Austin was then in full retreat to the coast by way of Bay D'Espoir, his men being shoeless and almost destitute of clothing, with but a limited supply of provisions left. A telegram from Conne Iliver, dated. Octob(3r 6th, announced the arrival of the party at Bay D'Espoir. The steamer Cabot was immediately engaged to proceed to Gaultois, where Mr. Austin was instructed to meet her and at once return to St. John's. The Cabot left on October st'r. Cabot. 7th, but from stress of weather, or some other cause, she only arrived at Harbor Briton on the 14th of that month, where, however, she was met by the party, it having come round from Gaultois by a sailing vessel. On the 15 th the Cabot arrived at St. John's and the party was landed. A reorganization was at once Reorganiza- commenced. From the last-mentioned date until the \'"" . *?^ ^**- r» o 1 <• i-v 1 -» r * T 1 • • Austin 8 TJai'T ^bth 01 October, Mr. Austin and his assistants were ty. busily engaged in making up their field work, plans and sections, and in settling with the men for theii; first instalment of services. On that date the B division, being fully equipped and reorganized, were despatclied by tlie steamer Walrus for Bay Bulls Ann, Trinity B;iy, where the survey was to com- mence and wlicre the party was landed on the 30th of October. i ^1 28 RAILAVAY SURVEY. Mr. Austin's Rottiru to St. Jolin's. il Mr. Austin's instructions were to take up Mr. sLcUon Hsur- Lyxcii's original starting point at the commencement vuyofAvaion -^^ ggction C at Come-by-Chance, and thence to run into the isthmus of the peninsula of Avalon in the di- rection of Bourdeaux Head, keeping near to the Pla- centia Bay side, until nearing Great Southern Harbor, whence he would have to bear more inland, and find for himself a practicable line through the hills of La- manche and Rantam. Once a passage was found through these hills, where, I anticipated, there would be considerable difficulty, Mr. Austin was directed to run his line to connect with the northern extreme of Mr. Eamsey's survey on section A. The party ar- rived at Heart's Content, Trinity Bay, on the 1st of December, having accomplished the survey most satis- factorily ; proceeding on the following day to Harbor Grace, where meeting the steamer Cabot on the 4th, it was conveyed to Saint John's on the same day. As Mr. Austin's time was almost entirely occupied on the 5th and 7th in finally arranging with the Government and paying off" his men, and it was necessary that he should be prepared to leave Saint John's for Canada by the 8th, I had no opportunity of examining the details of his survey, or of getting more than a few particulars from himself; but I was both pleased and somewhat astonished to find that the country where I had all along anticipated the greatest difficulty would be encountered had been completely overcome, and a good section run without the necessity of constructing a tunnel at any part of the line. The maximum re- duced level was four hundred and seventy-nine feet ; and the place of junction with section A was, in mea- sured distance, twenty-one and one-eighth miles from Come-by-Chance, and the reduced level three hundred and fifty feet. The mail steamer Caspian arrived at Saint John's early on the morning of the 8th of December, and two out of the three parties, viz. : Messrs. Ramsay's and Austin's, with the assistants, took passage by her to Halifax, on their way to head-quarters at Ottawa ; Departure from New- foundland. RAILWAY SURVEY. 29 two and II to iwa ; while Mr. Lynch and his assistants, with Mr. Flem- ing's consent, remained here to finish their plans and sections, and report to nie the various details of their explorations. GENERAL REMAEKS. Thus terminated the preliminary survey for a rail- road across the Island of Newfoundland, which has for over set at rest all further questioning as to the prac- ticability of such an undertaking. With the excep- tion of the small hiatus of fifteen miles on the east side of the Gander, the whole island is connected from shore to shore by actual measurement and level ; while the results of Mr. Howley's investigation in connection with former work of the Geological Survey have brought all the leading geographical features into one compact whole, which, in due time, will be accurately drawn out upon a map. An immense amount of most interesting topographical detail was also effected by the engineers, which, when reduced to scale, shall be entered on the map I am now prepar- ing; upon the surface of which any one, so inclined, may with ease and confidence find all the physical characteristics delineated, and a means of acquiring a just estimate of the country's natuial resources. Questions have arisen from time to time, in St. John's and elsewhere, and occasionally found expres- sion through the press, as to, first, the practicability of a railroad being constructed at all, and, secondly, if such is to be constructed, the advisability of follow- ing the line now surveyed, rather than a direct line by the southern shore, to terminate at Port-aux-Basques or Cape Ray, and, thirdly, whether local lines of road from bay to bay were not preferable to any direct line of any kind whatever. As I have had more experience than most people, and have made a study of the geography of this island, and whereas it so happens that many or most of the critics who have expressed very confident opinions on the subject have seldom or never been three miles from the coast line, 30 RAILWAY SURVP:V. perhaps a few remarks from one who knows, or ought to know, the facts regarding such matters, may not be considered presumptuous or misplaced. First of all, then, I desire to shew that the directions indicated for local lines of road are geographically objectionable, and, secondly, that the so-called direct line by the southern shores is a fallacy, both in point of construction and even of actual length, and for the following reasons : — Every one who has passed along the coast of New- foundland must have observed the bold, high and rugged nature of the cliffs which present themselves at all parts, but on the southern shores in particular. The exceptions to this character are only to be found on the main leading hydrographical features, such as particularly the Exploits, the Gander and the Humber lUvers, with their estuaries. These and other streams, Avith their valley:, conform with the general topo- graphical character, as presented by the ranges of hills and the greater indentations of the eastern and western sea-coasts, and they flow over immense dis- tances as they proceed from the general level of the great interior plains. The rivers on the southern shore, on the otlier hand, which take their origin on the same level as the Exploits, fall within a very limited distance in a succession of foaming cataracts and tur- bulent torrents into the deeply-cut inlets of the sea, shewing tliat tlie rise on the land must be always abrupt and often inaccessible. Now, it requires but very slight engineering knowledge to perceive that, by keeping near to the sliores of the great bays, the line of 1,^" 1 must, in all cases, cross the ridges at right r- .•. r ditJi^onallv, while to cross the streams and ; ur^i' . je yery maxininm of bridge and viaduct con- ,':r' • rinst be required. iii iJ.r ,'Tifinner, the so-called direct lino, parallel to the soutlu'in ^liore, would be found, if duly fol- lowed, to be a succession of precipitous rises and ffdls for lU'firly th(^ whole distance, around which curv(^s would be re.piired so constantly as probably to nearly \ RAILWAY SURVEY. 31 right Uel to Ly fol- kl fulls jcurvos Incnrly double the represented distance in an air line, while the innumerable streams to be crossed would involve as great an expense in structural work as would suffice to cover the cost of building the whole road along a valley or upon a height of land. On the other hand, by following the line of a valley or of a water-shed (in other words, keeping off from the coast as much as possible), the higher tracts are reached with easy grades, and the very minimum of construction is requisite. Further, I have it in my power to shew, and will be glad of an opportunity of explaining, to any one curi- ous in the geography of the country, that the only really practicable route to get to the southern sea- board must be found hij the valley of the Exploits ; and the terminus there, as I have already stated, will probably be neither at Port-aux-Basques nor Cape Ray, but at Lapoile. But there are other reasons for not ignoring St. George's Bay as on« of the termini under any circumstances — one very important reason being that the harbor there is the most convenient and central of a mineral region. That coal exists in that region is certain, and that it may to some extent be made available, I see no manner of reason to doubt ; that the geological character of the country over a vast area, extending to the northward of Bonne Bay, gives promise of the presence of metallic ores, seems well assured ; that the Humber Valley contains marbles of nearly every shade of color — some of the saccharine variety vieing in purity with the far-famed statuary of Carrara — is well known ; and, finally, that there is nothing less than one thousand square miles of country — including the Humber Valley — scattered over the region, in every respect worthy of being reclaimed, I re-assert with confidence, many opinions to the contrary notwithstanding. Mr. Lyncii's section C certainly passes through a desolate country, chiefly consisting of marshes and barrens for nearly the whole distance, until approach- 32 RAILWAY SURVEY. ing the valley of the Gander, where it was intended it should join with Mr. Austin's section B. This will be found indicated, to some extent, in my "Report of Progress" for 1869-70. But were this section to be somewhat modified in its course after leaving .he Clode Sound Hills — through which a good line has been established — and made to bear in a northerly direction and to cross the Terranova River at an inconsiderable distance above the Terranova Lake, and thence still north into the level country drained by the Gambo and the Gander Rivers, a nearly straight line on a parallel of latitude would thus be followed to St. George's Bay, with a moderate grade throughout, which would either pass through, or skirt close by, a series of fine, heavily-timbered and fertile tracts of country, until tapping the Upper Exploits above the Red Indian Lake. Mr. Ramsey's section A goes through more or less of a rugged coimtry between the Red Indian Lake and the head of St. George's Bay ; but it is by far the shortest as well as easiest route across the long range of Laurentian Hills, and it terminates finally at an excellent harbor and at a place capable of being the nucleus of an extensive settlement. In Mr. Austin's section B, I have that gentleman's authority for stating that nearly the whole distance from Red Indian Lake to the Gander River is so densely wooded that his party rarely encountered an opening of a mile or even less in extent; and Mr. Costigan, who is an experienced woodman and lumberer, and who travelled over a great part of this central region, states that the pine trees, over extensive areas, are of good size and quality, while the spruce, although inferior in some respects to the continental spruce, is of the very best quality for shipbuilding purposes. Section B also crosses over, or passes directly north of, a country which, judging from its geological character, is likely to prove of importance as a mineral region. -Sec huj Beport for 1871, pp. 15-18, and also my i'Vort for 1870, v. 33. Hi port f\ HAILWAT SURVKT. 33 ■)X less Lake ar the range at an the stin's ;y for ndian that lile or is an ivelled ,t the le and some best also iimtry ler, is Dgion. 50 my As regards climate and the possibilities of agricul- ture being properly pursued, Newfoundland is not, by any means, so bad as has often been represented. True indeed it is that the eastern seaboard and this (St. John's) immediate part of it, in particular, suffer much from the effects of the cold arctic currents which, ice-laden, pass along their shores ; but even here in St. John's the drawbacks of a late spring are greatly compensated by the usually long continuance of fine weather in the fall,' which allows barley and oats to ripen well as late as the middle or end of October ; and if we may be allowed to judge from the experi- ence of those who have spent much time in the interior (among whom I am one), the rigors of the coast are to a great extent modified there, and fog8 are exceedingly rare. Mr. McLeod, in his recent report of the timber lands, quotes statistics to shew that the climate of St. George's Bay ranks before that of Nova Scotia, the Province of Quebec or Manitoba, and is second only to that of Ontario, the finest part of the British North American dominions. Every one, now-a-days, appears ready to admit that the Bay of Notre Dame is destined to develope itself into a great mining region. Supposing, then, that there were some half a dozen such establishments as Tilt Cove and Betts Cove in Notre Dame Bay, the mining population alone would amount to many thousands of souls, to say nothing of horses, cattle and the like. Now, I would ask, is it reasonable or desirable that all this vast accumulation of living beings should be dependant for their supplies, or the very means of existence, upon another country, while most of the essential necessaries might be grown at their own doors 1 There are, beyond all doubt, many places bordering on the great Bay of Notre Dame where oats and barley, turnips and potatoes can be cultivated as well as in any part of Nova Scotia, and grass crops can be raised as well, if not better, as in the most favored regions of the Dominion. 34 lAILWAT SURVKT. When those regions are more fully developed, con- " nection with St. John's will become an absolute necessity, as may be recognised at this very moment, when communication by sea is utterly impossible. This is evidenced by the recent return of the steamer Hercules^ in a disabled state, from an encounter with the ice near Cape Frecls. She was laden with hay to supply the horses at Betts Cove, and her failure in reaching her destination, in all probability, will involve the destruction of many noble and valuable animals. I can hardly conceive a more bitter reflection upon the present helpless state of the country than this very instance of a great and important industry being almost paralysed for \vant of a material which might be raised in unlimited abundance at nearly all parts of the same bay. The extension of a local line of road from Norris's Arm, in Exploits Bay, to tap the rail- way line near the Gander River, would greatly alleviate, if not absolutely cure, all this ; as it would not only give direct means of communication through the island, but would be a strong incentive to emi- grants to settle upon and clear up the land. Finally, were a railroad or indeed any road, once established as a connecting link between the capital and the western shores of the island, and means taken to encourage settlement legally and syrjtematically, those regions which are now only a prey to fire and pillage, and the resort of lawless marauders and smugglers who owe no allegiance nor contribute any revenue to any nation or colony, and whose tradcy whatever it may be, passes over to the Dominion of Canada or to the United States of America, would at once become in realit)^ and not merely in name, an integral part of the colony of Newfoundland, to which nature has evidently designed it should belong. The arguments which have so often and fatally been used against the possibility of anything good coming out of Newfoundland are no longer tenable. The island is no longer a terra incognita. It has been explored more or less throughout its entire length and breadth, BAtLWAT SURVIT. t^ , an hich The used ; out dand ored dth, and the summing up of all the evidence tends to shew, what I have long endeavored to prove, that its capa- bilities, in many respects, are of a very high order, and all that is required to put it on a footing with the other colonies is, first, roads, then legitimate — in contradistinction to illegitimate — settlement. The diligence, courage and zeal displayed by the chiefs and assistant -engineers in carrying out their instructions, and, finally, in completing a survey through a totally uninhabited wilderness of nearly three hundred and fifty miles on an air line, and that accomplished within about six months, cannot be too highly commended. Tlie plana and profiles drawn by the respective sur- veying engineers will be submitted to Mr. Fleming for approval, who, as consulting engineer-in-chief, may perceive some modifications to be recommendable. When these have been duly examined and approved, Mr. Fleming will, no doubt, be prepared to give an estimate of the probable cost of construction. The general direction of the line may be followed upon the small-scale map which accompanies this report. Alexander Mureat. ^^hfc EHBATA. ^^?.^' l^~P""frT? ^T from bottom, for "summt," read summit. " 91 -^r IV 1" ® H"^"^ ^°P' f^^' " ^^^^^ Bear," raad White Bear. " o}~vtut^\u''v ""T '^oi^ooi. for " considerable," read considerably. -4-Lighteenth line from top, for " coures," read courses. Y