IMAGE EVALUATION TEST TARGET (MT-3) 41^2 1.0 I.I IM 12.5 m 1^ mi us 1st u 2.2 L£ 12.0 PI |||p5 III 1.4 III 1.6 ^ 6" ► <% ^"^ ^ Photographic Sdences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14S80 (716) 872-4503 \ iV SJ :\ \ [v q\ -^ '^"^.V^ . (moaning "CON- TINUED"), or tha symbol ▼ (moaning "END"), whichavar applias. Un daa symbolaa suivanta apparattra sur la darniAra imaga da chaqua microficha, salon la cas: la symbols -^ signifia "A SUiVRE", la symbols ▼ signifia "FIN". Mapa. plataa, charts, ate, may ba flimad at diffarant raduction ratioa. Thosa too larga to ba antiraiy inciudad in ona axpoaura ara flimad baginning in tha uppar laft hand cornar, laft to right and top to bottom, aa many framas as raquirad. Tha following diagrams iliustrata tha mathod: l.aa cartaa, pianchaa, tablaaux, ate, pauvant Atra fiimte i daa taux da rMuction diffirants. Lorsqua la documant aat trop grand pour Atra raproduit an un saul cliche, il aat fiimi A partir da I'angia sup4riaur gaucha, da gaucha i droita, at da haut an baa. an pranant la nombra d'imagaa n4cassaira. Laa diagrammaa suivants liiustrant la mAthoda. 32X 1 2 3 1 2 3 4 5 6 MEMORANDUM : RESPECTING THE PROPOSAL OF THE HON. MR. HINCKS, INSPECTOR GENERAL OF CANADA, ., TO THE IMPERIAL GOVERNMENT, 1 yl/ TO OBTAIN AID IN THE CONSTRUCTION OF THE SYSTEM OF RAILWAYS IN THE PROVINCES OF CANADA, I NEW BRUNSWICK AND NOVA SCOTIA; ^ AND REASONS AGAINST ITS ADOPTION BV THE BKITISH GOVERNMENT. HAMILTON, C. W.: PRINTED AT THE SPECTATOR OFFICE, COURT-HOUSE SQUARE. 1852. ^(@J^^4i3?'^Rpfeji^^MipJP"SS \ MEMORANDUM: Hespeotrng the Proposal of the Honourable Mr, Hinchs^ Inspector O&nercH of Canada^ to the Imperial Government, to obtain aid vn the construction of the proposed system of Hailways, in the Pravvnces of Canada, Nefw Brunswiclc amd Nova Seotia ; amd reasons against its adoption hj the British Goven'nment '„'.', . No. 4, Austin Friars, Zandon, 20th May, 1S52. To the HonoraMe Members of the Legislative Council and Legis- lative Assembly of the Province of CamMa : Gentlemen, As a native of the Province whose material interests are en- trusted to youi' guardianship, and having a considerable investment in real estate therein, and as the son of one of the pioneers of West- ern Canada — who devoted thii'ty yeai'S of his life to the public ser- vice, as a Member of one or other of the branches of the Legislature of that section of the Province, before the union — I have felt it to be my duty to counteract, by eveiy means in my power, the designs of certain individuals, whom circumstances have placed in situations of honour and trust, in reference to the construction of the Quebec and Halifax Rail- way. The reasons which have induced me to oppose this scheme are set forth at considerable length in the Memorandum and accompanying documents printed herewith. They were prepared shortly after the anival in Lon- don of the Provincial Agents sent out to solicit the aid of the Impe- rial Government, on behalf of the line of Railway in question, and were laid before the Right Hon- orable the Secretary for the Col- onies, whose acknowledgment is appended. I have also had aji opportunity afforded to commu- nicate my views on the subject freely, to leading members of the Imperial Parhament, and I be- lieve that the steps I have taken have not been without effect. It is well known to my friends and the public in Western Cana- da, that I have, for several yeai-s, taken a warm interest in the pro- motion of Railways in Canada. In 1816, whilst acting as the Agent of the Great Western Railway,.! wrote many articles in leading papers in Montreal, Kingston, and Hamilton, advocating a Trunk Line from Quebec to the Western '')>I'i,{..i. C t r^ . j^ontier opposite Detroit, and I strongly ui'ged upon the Legisla- ture the necessity of affording aid to such line, as calculated to bene- fit the entire Province, and at the same time affording abundant evidence of being a good mercan- tile enterprise. But I was always opposed to the Provincial Govern- ment taking upon itself any share of the burthen of constructing the line from Quebec to Halifax, which I have shown, in my re- marks on Major Kobinson's Re- port, must prove a most disastrous undeiiaking, except to the few jobbers who expect to become interested in the contracts. I have also felt it right to lay before you, fully and openly, the Proceedings I have taken here to efeat the attempt to obtain the Imperial guarantee. This course has become the more necessan?" since the discouragement which the application has received, in consequence of my having obtain- ed rehable information that Mr. Hincks goes out with estimates from certain Railway jobbers here, to construct both the Que- bec and Halifax, and the Quebec and Hamilton lines, upon the Provincial securities alone, — thus manifesting a determination to saddle the Province of Canada with a veiy large share of the cost of the former work, in which she has no interest worth naming. It 18 due to myself to inform yon that the course which I have adopted was the only one left open to me. When I heard of the arrival of Mr. Hincks in England, I determined to communicate with him on the subject of his mission, before he had finally made his proposition, in order, if possible to induce him to modify his views. I accordingly solicited an interview with him. After waiting two days without receiv- ing a reply, I called upon him, in company with another gentleman interested in the Great Western line, but found Mr. Hincks petu- lent, and disinclined to hear any explanation; I was therefore dri- ven to act in the manner I have done. I have now to state that I have reason to believe that an arrange- ment might have been effected, if not through the aid of the Im- perial Government, at any rat^ through the instrumentality of responsible peraons of the highest respectability, to construct the entire line from Quebec to Ham- ilton, on much more favourable terms than any I have yet heard of The last sale of Canada six per cent Debentures (£400,000) which was effected by Mr.Hincks, I am advised was made at par, less a considerable sum for com- mission. Had these Debentures been offered in the usual way that Government loans are, in this market, there is no doubt they would have netted a veiy consid- erable advance. Had they been only Five per cents, they would have commanded par, and these receiv- n, in ^mie Debentui*e9 aje now quoted at 113 to 113j.* The suggestions I had to make to Mr. Hincks em- braced a plan and proposal to raise the necessary sum of money to construct the last mentioned line of Koad at a lower rate of in- terest, — which would have ren- dered the Imperial guarantee wholly unnecessary. In connection with this subject, I avail myself of the opportunity to draw your attention to another subject of vital importance to the great and growing interests of Canada, — that is, the necessity of the Province being represented at London by a duly appointed and acknowledged Agent. Such Agent should be entrusted with the negociation of all matters of importance, either with the Go- vernment or with individuals, — if indeed it would not be desir- able to go a step fui"ther, and to obtain fromEngland the privilege ^ The Times of the 2'7th December lost, says in the money article : — " A further issue of Canada 6 per Cent. Deben- tures was made to-day to the extent of £400,000, at the price of 103, the whole of which were ta- ken up immediately by private capitalists. The dividends date from the 1st of March next, and the principal is redeemable at Baring's and Glyn's, in 1876. About twenty months back similar debentures, to the amount of £460,000, were ne- gotiated at par, the price of Consols being then ^6." It is probable that the public accounts will ehow that the Barings and Glyn's got these de- bentures at par, and thus make 8 per cent, on the whole lot, besides 7 or 8 per cent, on what- ever they may have taken on their own account. It matters not how the transaction was arranged, ibe result has been as stated, and the Province bu sustained on the last loan a loss of at least 1200,000. The pubUc must draw their own in« iireniBe of the iad)UMmi»a^ F^l^iob led fo 9^ch a enjoyed by every petty indepen- dent State, of having a duly con- stituted Charge d'Alfaii-es or Min- ister. In the latter case all the o^ ficial correspondence of theProvin- cialGovernraent might be transfer- red from the Colonial office to such Minister. It has ever been the com- plaint of the Colonies that their business has been neglected, or their interests sacrificed by the Colonial Minister. When it is considered that England has 44 Colonies to take care of, and all having more or less pressing af- fairs to be attended to by the chief of the Department for the Colonies, it is only surprising that there are so few evils existing in the present system. The mode of sending to this country, every year or two, an Agent, whose acts are always open to suspicion, from the fact that he is not the official medium of communication between the two Governments, is not calcula- ted to exalt the Province in the estimation eitl; '* of the Govern- ment or people of this country. The nomination and recognition of such a functionary, withhmited or extensive powers, as the case may be, would at once raise the Province to the dignity of an in- dependent country, without de- stroying those relations so highly cherished by a large number of the inhabitants of Canada. That such a concession would be made by this countiy there is no room for doubt, provided it "be respectfully but firmly solici- ted. There is no longer a desire on the paii; of British Statemen to exercise political sovereignty over the powerful Province of Canada. No strongerproof of this fact need be adduced than the proposal of EarlGrey to withdi'aw the Troops from the Province, and to entrust the military defences of the coun- try to the local authorities. This {)roposal ought to be immediate- y complied with. Canada re- quires no external defences, whilst Her independence is guarantaed by the wliole force of the British Empire. The establishment of such re- lations between Great Britain and Canada as those pomted out by Earl Grey, accomj^anied by the right of the latter country to ap- point a diplomatic agent to reside neai* the Court of St. James, would have a most beneficial effect upon the credit of the Provmce in the Honey Market of England. With a lai'ge sui-plus revenue. Provin- cial credit ought to stand on a much better footing than it does. Its credit at present is in a great measure fictitious — and in the management of a few great spec- ulators, into whose hands the chief &iancial officer of the Cana- dian Government can play as suits his pui'pose. This is no po- sition for a country possessing such resources as Canada to hold. • In conclusion, I earnestly ap- peal to my feUow-conntiymen, m both sections of the Province, to put an end to such an anomalous state of things. It now rests with you, gentlemen, as the Kepresen- tatives of the people of Canada, to say whether you will continue to go on, year after year, in the old l)eaten track of political dis- cord, or to take up, with the con- sent and approbation of the Im- perial Government, a position which will, at the same time, con- duce to the material interests of the Province, and give it a posi- tion and character amongst the independent nations of the earth, — a position which by doing away with all cause of complaint will knit together the two nations by the closest ties of loyalty, frater- nity and common interest, and add fresh gloiy to the Empire of Britain. I have the honour to be, }' Gentlemen, Your very obt. serv't, " H.B.WILLSON. ♦ ♦ ♦ 36 Bloomsbury Square, 28th April, 1852. To the Right Honorable Sir John Pahing- ton, Her Majesty's Chief Secretary of State for the Colonies, dc. <&c. Sir, — I beg most respectfully to submit, for the consideration of Her Majesty's Gov- ernment, the accompanying Memorandum, on the subject of the proposed iotercolonial Railway from Halifax to Quebec, and thence to the Western frontier of Canada, to construct which Imperial aid is being sought at the present time, by agents ft'oni the Provinces. ...',. ^ I believe that my views are perfectly in accordance with those of the great majority of the people of Westeni, and of a larga pe, to posi- b the I number of those ofEastern Canadp. In con- sequence of the necessity of plac ing these views in the hands of Her Majesty's Ministers before they should decide upon the expedi- ency of complying with the reouest ot the Colonial Agents, I have not had time to communicate with my friends in Canada, to obtain their co-operation. In order to supply this deficiency ,and to corroborate my statements, I have added, in the shape of appendices, several extracts from Canadian ncwspjipers and the resolu- tions of the Hon. Mr. Merritt, late President of the Canadian Government, and also, remarks on Major Robinson's Repoil, to which I beg respectfully to invite your ear- nest attention. -• iUi I have the honor to be, ••!'" ', ■ Your very obed't serv't, '"' '- H.B.WILLSON. -.1 ]. .,v: ..M..., .■„„,;.' [rbply.] Colonial Officb, 10th May, 1862. Sir, — I am directed by Secre- tai-y Sir John Pakington, to ac- knowledge the receipt of your let- ter of the 28th ultimo, with its accompanying Memorandum, re- lative to the proposed Halifax and Quebec Kailway ; and I am to express his thanks for the views on this subject, with which you have favored him. I am. Sir, . . Your most obed't serv't, DESART. H. B. WiLLSON, Esq., 36 Bloomsbury Square. •-) 'I'l I. li: -I MEMORANDUM : Mb. Hincks' scheme, as set forth in the published correspondence between the Com- missioners of the three Provinces, at their recent meetings at Halifax, and as explain- ed more at length in the resolutions and speech of Mr. Hincks in the Parliament of Canada, during its last session, embraces the following leading features : 1st. — A Main Trunk Line from Halifax to Quebec, by way of the Valley of the St. John's, to be constnicted and owned jointly by the three Provinces, on condition that the British Government guarantee the De- bentures of the said Provinces, which are to bear interest at the rate of 3^ per cent, and on cei*tain conditions set forth in a des- patch from Earl Grey to the Governor of Nova Scotia, on that subject, specifying that the entire line shall be within the British territory. , .'V ' : ' 2nd.— A line from Quebec to the West- ern Township of Canada, passing through Montreal, Toronto and Hamilton, and all the intermediate Towns on or near the mar- gin of the St. Lawrence and the shore of Lake Ontario, to be undertaken and con- structed by the Province of Canada as a Provincial Work — ^with the like guarantee by the Imperial Government, if it can be obtained, — and without, if withheld. It is not yet made public whether the two propositions have been submitted for the consideration of the Imperial Govern- ment by Mr. Hincks, separately, or con- jointly as an entire plan, to be adopted or rejected by the Home Authorities. The inference to be drawn from the proceedings of the Joint Commission at Halifax, and the resolutions of the Canadian Legislature, strongly indicate that they are to be urged upon this GoveiTiment as separate measures. Assuming this to be the fact, and that the promise of Earl Grey, late Secretary of State for the Colonies, to recommend to Parliament a measure to afford the Impe- rial guarantee in the manner set forth in his despatch was made upon exparte representations, the following copsidemtion* 5wi J are renpectfully submitted as worthy the attention of Her Majesty's Government. It may here be noted, that the despatoh above referred to was subsequently explain- ed by another dated 9th January, 1852, limiting the promised guarantee to such line only as might be considered national in its character. 1. — The principle of undertaking the construction and management of Railways, as well as of many other public works, hy popular Oovemments, has been found in Canada, and in nearly all the adjoining States, to be open to the most serious ob- jections. Owing to the party character which all such governments almost neces- sarily assume, the outlay of large sums of money upon State or Provincial Works, is made the subject of bitter political strife and contention. In many of the States the tendency to abuse the discretionary power which the Executive must be allowed in the construction and management of Public Works, has been such, that very many of them have amended their Constitutions, or framed new ones, expressly to limit the power of their Legislatures to raise money on loan for such purposes. Even in the great State of New York, where the system of Canals has been a source of large profit, in consequence of that Staters being the great highway between the Atlantic Sea- board and the Western States and Canada, rather than owing to economy in their construction and management, such a clause was inserted in the new Constitution framed in 1848. The gross mismanagement of State Works in Mississippi, Arkansas, Mi- chigan and Indiana, on account of the strife of parties, has even been alleged to have been one of the fruitful causes of repudiation ; and in Pennsylvania and Maryland, for non-payment of the interest on their debts. 2. — In 1848 and 1849, Canada was only saved from being placed in the same dis- graceful position as Pennsylvania and Maryland, by the issue of neai'ly a million of dollars, in ten and twenty dollar promis- sory notes, bearing 6 per cent, interest, and payable one year after date. This arose nofm th» profl^te expenditure of sums be^ yond the resources of the Province at th« time, upon unproductive Public Works^ It is not a subject for discussion here, whe- ther these works have not been of substan- tial benefit to the Province, particularly the largo extent of Plank and Macadamized Roads, for which a part of the debt was in- curred. The question is, whether they could not have been constructed at a greatly reduced cost, by incorporated Companies, either with or without Government aid. 3. — The latter is now the only mode by which such roads are made in Canada, ex- cept in a few instance?, where the County Councils have lent their aid. But even here abuses are found to exist; and it may now be fairly assumed, that no Macadam- ized or Plank Roads are undertaken in that Province, except by Joint Stock Companies. These Companies are becoming very nu- merous, inconsequence of the passage of an Act, expressly to give them corporate pow- ers, and intended to relieve the Legislature from future applications to make such roads. 4. — The Public Roads constructed by the Government of Canada, cost nearly cent per cent more than similar roads made by companies, and the profits arising from tolls were proportionately less. So great a bur- then had these roads become to the Pro- vince, and so many and so pressing the de- mands upon the Treasury to keep them in repair, that the Inspector General, Mr. Hincks, obtained from Parliament, in 1860, an Act to authorise their sale. Under this Act, roads, bridges, and harbows, whicli cost the Province nearly two millions of dollars, were sold at auction at less than one-third their cost, and are now owned and managed by Joint Stock Companies. Most, if not all of these works, after a large addi- tional outlay by their new propnetors, to restore them from the dilapidated condition in which the Government Agents had left them, are now yielding a handsome profit. 5. — Another striking example to illus- trate the superior management of Com- panies over State, or Provincial Govern- ments, may be found in the caseof theCen- tral Michigan Railyiray. This tjrork was originally built by the St^t^ ^d alt|ipu^li the line of thi^ ro^ yras f i^oet iffiyoui;^ k onc^ and of great importance in shortening the distance between the States of Illinois, Wisconsin, and Indianu, and the Sea-board, by 600 miles, as compared with the onl^ other thoroughfare for travel, by Lakes Mi- chigan and Huron, it was found, under Government inanaKcment, not to ^)ay ex- Senses, and the road itself began to tall into isrepair. The Legislature at length re- solved to soil it, and passed a Bill fur that purpose. As in the case of tlio Rouda in Canada, sold by Mr. Hincks, under his Bill, the Michigan Hailroad was purcliased by a Company, and the same results followed the change of ownership in the one instance as in the other. The new Company entirely relaid the hne, with heavier and better iron, and under economical and judicious man- agement the road has, for several year8,paid large dividends. 6. — If the Public Works of Canada and the several States referred to, have been the subject of so much extravagance, and have proved so unprofitable in the hands of the respective Governments, when money was hard to be got, even at a high rate of inter- est — when their credit was pushed to the utmost — and whilst there was every incen- tive to economy — is it to be expected that a different system will prevail, if the British Government pour into the Provincial Ex- chequers eight millions sterling at the low rate of interest now ruling? 1. — The expenditure of such a sum by the Provincial Governments would, it is feared, become the subject of political strife — the gates of peculation and corruption would be thrown wide open — and the re- sults would, in all probability, prove most disastrous to the morals and interests of the commuuity. There is perhaps no country in America, where the elements of abuse of such a system of works exist in greater bundance than in the British Provinces, hey are comparatively poor, and are full f needy adventurei-s, who, when no better ccupation ofFei's, are sure to turn political agitators — and are by no means scrupulous how they rise to power and consideration in the State. The experience of the past leaves no room to hope, that the Govern- ments which would have the management of these ^eat lines oif Railway, would hdl be cotaaperienee^ )anada, ion and imment ** Lord Grey, directs me to add that no f)roposal for obtaining the assistance ofPar- iament towards the construction of the pro- posed Railway could be entertained by Her Ma]esty'sGovernment,unless it can be shown that it would establish a complete line wholly on British Territory." The question th(;n resolves itself into this. Of what value will such a road be, either to England or the Colonies, if it is incapable of competing with the numerous shorter lines of the United States which every where intersect the great line of commimication by the Lakes and the St. Lawrence, by which larger and better markets are reached ? All the provinces are earnestly seeking to obtain reciprocal Free Tradewith the UnitedStates. Numerous agent have from time to time been sent by the Provincial Governments to Washington — ^Mr. Hincks among the num- ber — to promote this object. This proves that what the Provinces most want is to ex- tend their commercial intercoui-se with that country, and not with each other. It is the great markets of the Union, with which they wish to have intercouree. Those markets also afford the best entrepots through Avhich to carry on a foreign and transatlantic trade. The trade between the Provinces themselves forms a very insignificant part of their entire commerce, as will appear by the following official statement of the Lnports and Exports of Canada for the year 1850 — given in Halifax Currency, equal to 16s. 8d. sterl- ing to the pound. IMPORTS. From Great Britain - - - £2,407,980 " The United States - 1,648,715 « All the rest of B. America, 00,464 « All other Countries, - - 92,358 Total - - £4,245,517 EXPORTS. To Great Britan, - - - - £1,200,849 «* The United States, - - 1,237,789 «' The other N. A . Provinces, 202,1 94 " All other Countries,- - - 29,166 Total - - £2,669,998 By the above tables it will be seen that th« United States are better customers to Canada for her productions by £37,000 than Great Britain, and by £1,035,000 than all the rest of British North America put together, — and this in the face of considerable Custom House restrictions. Any attempt to force a trade between the Colonies by Legislative restrictions, and high tarift's against other countries, would be contrary to the present policy of the Empire, and would, most cer- tainly, prove disastrous to the commerce and pros})erity of the Colonics. The results of such a policy it would be difficult to calcu- late. — A measure calculated to destroy half their commerce would probably not only prove the destruction of the Provincial Administration that attempted it, but might lead to a speedy severance of these colonies from British connexion. It is not reason- able to suppose that the great mass of the people of Canada, and especially of Upper Canada, who have all the energy and enter- prise of the Anglo-Saxon race, which only requires scope for developement^ to make them a great people, will quietly submit to be taxed, in order to favour any particular branch of industry or commerce, or one line of Railway or water communication, at the expense of any other which may present itself, whether it be British or foreign. APPENDIX No. in. Extracts from Canadian and New Brunswick papers. From the Toronto Globe, (Reform) for- merly the organ of Mr. Hincks' govern- ment (Aug. 28th, 1861) : The Trunk Railway. — We beg our readers to peruse the debate in another column on the Trunk Railway from Hali- fax to Quebec, and if they are not then sa- tisfied that Upper Canada interests are com- pletely sacrificed to the demands of the French Canadians, nothing will convince them. Mr. Hincks has absolutely induced the House of Assembly to authorize a debt of sixteen millions of dollars, to build a Rail- way for which at this moment not the slight- est necessity has been showni, nor one cal" 12 eulatkm exhibited of nuticipated traffic^ re- venue, or expenditure 1 Were a road built from Quebec to Detroit, the prospect of profitable traffic eastwaid from Quebec would even then be exceedingly doubtful for years to come, but without a road west from Quebec, it is difficult even to imagine, what business can be done upon it. Yet with this prospect Mr. Hineks pushes on the scheme, and sinks the millions ! And be- sides its unprofitable aspect, it is very clear that ere the road could bo built we shall have railway communication to Halifax by the Portland route, without paying a six- pence. So there is no justification for the thing, except that the French Canadians want it. "The debate brings out veiy clearly Bevei^al impoi-tant factvS. First, that Nova Scotia and New Brunswick are not only to have the Trunk Line through their country entirely built with the 3|- per cent, loan, to but are to have the surplus of the loan to build their road to Portland in the United States, in direct opposition to the Canadian line, and in direct frustration of the very object it was intended to accomplish, namely to turn the highway of the European passen- ger trade through the British Provinces. — How Mr. Hineks could have agreed to this we cannot imagine. Secondly, it is clear that the prospect held out of a surplus being received from the Imperial loan to build the Quebec and Hamilton route is a complete delusion. There will be no such surplus, and if there were, the Halifax and Portland Line would get it all, — and if it did not get it all, it would be four or five years before it could be known if there was to be anything over •—a period of time we could scarcely wait for— *and could we wait, and were there any over, Mr. Hineks admits there is no security for our getting it then. Thirdly, Mr. Hineks builds the Lower iCanada Railroad at the expense of the wiole Province, — ^the Upper Canada Rail- road he proposes to build half from our lo- cal funds and half from Provincial funds. The whole scheme is perfectly outrageous, and ought to have been kicked out without hesitation. A Trunk Road from Halifax to Detroit and Sarnia, with a British guar- antee for the whole, we could comprehend — but to sink sixteen millions on a road through a wilderness, which must be closed for a great part of the year, and leave to chance the road really needed — is a scheme, which none but the Hon. Francis Hineks dared to enunciate. The explanation of it is only too obvious — concessions must be made to preserve the Union ! — as well in Railways jis in Rectories. We ask Upper Canada Reformers to notice tlie wav in which Mr. Hineks has earned this scandalous bill : FOR IT. Upper Canadians, H Lower do 27 AGAINST IT. 20 3 S8 28 "The only Upper Canadians, not in the Go- vernment, Avho voted for the Bill, were Messrs. Bell, Fergusson, MoiTison, Prince, Richai'ds, Smith, of Durham, and Wilson — 7." From the Toronto Colonist, (Conserva- tive) July 11th, 1851: Our assent to the proposition for the con- struction of the Quebec and Hahfax Rail- way would be qualified most decidedly by the condition that the Imperial guarantee shall be extended to the whole line of road from Halifax to Hamilton (head of Lake Ontario). Without this it would, in our es- timation, be folly on the part of the Province of Canada, to involve herself for the con- struction of the Quebec and Halifax line. Let it be a Halifax, Quebec and Hamilton Une, and we will go for it most cordially." From the St. JohrHs (New Brunswick) Courier, February, 1862. * * * * " That a Railroad from Quebec to Hali- fax, especially as constructed and managed by Government, will not for the first twenty years pay half its working expenses, there not being at present, capable of travelling by it, over fifty thousand people on the whole seven hundred miles. That before the money can be got, there are various ques- 1 4 13 1 1 1 !l tions to be settled, such as the approval of the route, a provision for the troops station- ed in the Province, say some trifle of £30,- 000 a year — salaries of two or three thou- sand a year to the Imperial Commissioners, who are to take charge of our revenues, and various other such minor details." From the Hamilton Spectator (Conserva- tive), January 22nd, 1862. "The telegraphic report Avhichwe pub- lished in our last, of the total failure of Mr. Howe's Railway scheme, turns out to have been correct. We are sure our readera in Upper Canada will rejoice at the failure of this most partial and iniquitous proposition to saddle them with a heavy debt for the construction of a road distant 250 miles from their boundary, and which could never have been of the slightest benefit to them. Judg- ing by the language of the Montreal press, we should think the good people of that city, who might have indirectly expected some advantages from the road, which we could never never hope for, are well pleased at the failure of the imdertaking, and the de- feat of the chief cliiseller in Nova Scotia. The Herald speaks as follows on the sub- ject: "This monstrous bubble threatens to " buret and overwhelm its great projector, " Mr. Howe, with deserved ridicule and ob- " loquy. It appears that this great specu- " later has ' entirely misunderstood' the Im- " perial Government on the subject of the " European line, and that he has also been " the means of misleading the Governments " of Canada and New Brunswick." From the Kingston JVetvs. "The Grand Trunk Railway. — It has been charged upon those whe " have object- ed to the arrangement entered into between Mr. Hincks and Mr. Howe, in relation to the 'GrandTrunkRailway' that their opposi- tion is based rather upon the ground of hos- tility to the Inspector General, and the ad - ministration of which he is a member, than upon any legitimate principle of public po- licy. The allegation is hardly worth a de- nial, ret we deny it most emphatically. — Belonging to the number of the opponents of the ministeritil scheme, we can at least say for ourselves that no such motive as that ascribed to us has influenced the publication of a single word of condemnation of that scheme in the columns of this journal, and we see nothing in the columns of our con- temporaries indicative of anything like a dis- position to sacrifice a great project of inter- nal improvement to personal or political hostility to the gentleman who happens to be charged with the chief direction of the aiTangement, so far as this Province is con- cerned. "All parties are united in a desire for the construction of a trunk line of railway, which shall connect Quebec and Hamilton, but they are not so united upon the expediency of connecting Quebec and Halifax. The country wants a very large portion of the foi-mer work for the facilitation of trade and travel — and the latter has chiefly local con- siderations to recommend it. It is there- fore not very diflBcult to determine which has the gi*eater hold upon the public mind, and is the object of its primary regard. One objection to the ministerial scheme is, that the work of primary importance is made to take a secondary position, and that which the people of this Province consider of com- paratively little value, is thrust upon them as one upon which they should concentrate their energies, even at the risk of exhaus- tion. * * * * * " It is really too much, however, to ask the Canadian people to consent to tax themselves for $16,000,000 additional debt, on the demand of Mr. Hincks, to accomplish an object, which not only can be productivd of no benefit to them, but which, if "attained, may, and doubtless will, effectually prevent the undertaking for years to come of that line of Hailwag communication throughout the Province, ivhich has long been to them an object of ambition. Our government may, with the aid of the Imperial guaitin- tee raise the four millions required for the Halifax and Quebec line, but they cannot, we feel persuaded, follow up that loan, and ' obtain the additional three or four millions necessary for the Quebec and Hamilton Railwav. If the sum necessary to constmct 14 the whole hne can be prociired under the Imperial guarantee, it would be well enough to enter upon the gigantic undeitaking; but it seems to us nothing short of madnt'ss to proceed in the reckless niannei' suggested bj'' Mr. Hincks, and sanctioned by a majority of the late Assembly. ' From the Cohourg Star. " Upper Canada plundered to benefit Lower Canada. — The independent portion of the press of Upper Canada, of all shades of politics, is out against the grant for the Halifax and Quebec Railroad. By the terms of Mr. iiincks' Act, Canada is pledg- ed to pay the interest on sixteen millions of dollars, and as Upper Canada pa}s four- fifths of the taxation, we shall be victimised to the extent of one dollar a head for every man, woman and child, for the next hundred years,* for interest, to say nothing of the tax for the principal. Should the road not pay expenses, and it will not, we shall have an additional tax for that. True, Mr. Hincks has provided in his act, that if there be any surplus, we should have it, as far as it will go, to build a road from Quebec to Hamil- ton. But no sane man expects that there will be a sui-plus, indeed if JNJr. Killally has the management of the Canada portion of the roadjWe fear seven millions will not build the road even to Quebec. The Quebec Chronicle has the impudence to tell us that ' a line of Railroad is not surely so much wanted between Hamilton and Quebec, there being now direct and speedy commu- nication by water.' The writer is evidently under the impression that our steamers run to Montreal the year through, and, we sup- pose, he will be much astonished to find that for six months we are as much ice-boimd as himself. But Mr. Hincks' Act not onlv compels Upper Canada to pay for a road which is of no more service to her tlian if built in the moon, but it actually prevents our municipalities going on with their own road. For, not only will the people not consent to pay a double tax, one for a road down there and another for a road here, but even supposing they were willing to do so, the money could not be obtained, for the sixteen million pledge will have exhausted our credit at home. A country, like an indi- vidual, has only a certain amount of credit, and a certain amount of name, and the mo- ment the one or the other reaches its ex- tent it is of no further use." From the same, March, 1852. " We may now cease to look for Govern- ment assistance to the front or rear line of Railway from Montreal west. In the above memorandum we find it clearly stated that 'Canada, in order to comi)lete itstrunk Hne, will hav e to construct either by private or public enterprsse, the line from Montreal to the Detroit River, a distance of 600 miles.' All our credit being absorbed in providing funds for the Halifax and Quebec road, our line must be built by ])rivate enteii^rise, or not at all. To sink all our resources for a scheme, that no man expects to be profitable, to the prejudice of railroads that would pay, and whose construction is of urgent neces- sity, must be highly injurious." .'i '■» APPENDIX No. IV. RemarTcs on Major Robinson^s Report. In drawing up the accompanying reasons against the proposal to construct the great Intercolonial Railway from Halifax to Que- bec, and thence to Hamilton, by the Pro- vincial Governments — instead of leavingthe project in its several parts to the enterprise of Joint Stock Companies aided by Govera- ment, — it was not considered necessary to enter into the voluminous details set forth by Major Robinson, and his associates, in their Report of the survey of the line be- tween Quebec and Halifax. The facts sta- ted in the Memorandum are sufficient to show, that Major Robinson has evidently allowed his enthusiasm, in making out a case for his favourite scheme, to get the bet- ter of his judgment. A few facts, connected witli the estimates of the Rei)ort, both as to the cost of construction and probable busi- ness of the Road, will serve to show, that Major Robinson's data are to be received with great caution. First, as to cost. — ^The estimates of pro- bable cost are based wholly upon similar undertakings in the United States, — and \ !i ^f 15 ^f 1 particularly of the Roads in Massachusetts, and the New York, and Erie, and Hudson River Railways in the State of New York. How far such data can be relied on, must be determined by the similarity, or dissimilari- ty, of the particular routes chosen. In Massachusetts the average cost ])er mile, of a single track, is put down at .£7,050 ster- ling, but owing to the cheaper r:\te at which iron can be supplied to the British Provin- ces, the cost of the Quebec and Halifax line is set down at £7000, to which 10 per cent, is added for contingencies, making in all £7700 per mile. The entire line is there- fore estimated to cost £5,000,000 sterling. But the Commissioners have failed to take into account the important fact, that in Massachusetts the Railways almost invari- ably follow the more level courses of the numerous rivei-s and streams, and rarely cross the mountain ridges. This Jilmost uniform principle observed in selecting the lines of Road in New England, possessed, in addition to' the advantages of avoiding engineering difficulties, the great desidera- tum of traversing the most densely settled parts of the country. It is an indisputable fact, that the valleys of the streams, being the most fertile, were the first settled, — and at the commencement of the grand system of Railways in New England, were thickly peopled with an enterprising, industrious population, engaged in agriculture and manufactures. Every stream had already been turned to some account, and New England had become famous for its numer- ous and beautiful towns and village''. On the other hand, by Major Robinson's own showing, (page 8 of his Report) the greater portion of the Quebec and Halifax Railway will not only pass through a perfect wilderness, but will run at right angles to the general courees of the streams and river's, and, consequently, to the mountain ranges. But it Avill be more conclusive to give the words of the Report itself : — "It will be evident, therefore," (says the Report) " that any line, from the coast of Nova Scotia to the St. Lawrence, has a general direction to follow, which is the most unfavourable that could have occurred for it, having to cross all those mountain ranges, streams and valleys at right angles nearly to their courses." This comparison must prove conclusively that the Roads of Massachusetts cannot be assumed as correct data, or data at all, for the basis of an estimate for the Quebec and Halifax Line. The nigged, broken country travei-seil by the New York and Erie Rail- way, 450 miles in length, is undoubtedly more characteristic of the line recommended by Ma,jor Robinson, or " any line from the coast of Nova Scotia to the St. Lawrence." At page 19 the Report gives the estimates for this New York Road, then making — (August, 1848) at "£6250 per mile, exclu- sive of equipment." This is an excellent exami)le of what value is to be attached to the generality of Reports, got up to make out a favourable ca=;e. The writer of this paper was one of the invited guests of the New York and Erie Railroad Company, to the grand fete given in May, 1851, to celebrate its completion — and heard the detailed history of the work over and over again from the mouths of the President and otiier officers. The entire cost of the Road at that time, with only thirty miles of double track, was stated by all the speakers at $25,000,000, or more than £5,000,000 steriing. To this must be added another million of dollars (£200,000 sterling) for subsequent equipment. This will give, in round numbere, about £11,500 sterling per mile, or £5,250 more than the estimate put down by Major Robinson. The Hudson River Railroad is set down in the Report at £7440 per mile. Upon its completion, in October last, it was found to have cost over £12,000 steriing per mile. The latter road follows the river its whole length, — and the New York and Erie, the valleys of the Delaware, Susquehanna, Che- mung, Gennesee, and Alleghany Rivers and their tributaries, for at least three-fourths of the way. The inference, therefore, is that they have cost less per mile than a road run- ning across " mountain ranges," streams and valleys at right angles." It will not be assuming too much to place this disadvantage as a sett off against the additional cost of iron in the States. But the New York and Erie Railway, by *- 16 fbllowiog the courseu of the rivers, also fol- lowed the lines of Hettlements, where men, horses, and provisions for both, could be had for a moderate price on the spot — whilst all these would have to be transported, at enor- mous cost, through hundreds of miles of wilderness, if the work is to be completed within any reasonable time, for the Halifax route But supposing, with all these drawbacks, that the Halifax road can be constructed as cheaply as the New York and Erie — which is assuming more than the circumstances warrant — it will cost £11,600 per mile, — or for the whole length (635 miles) £7,302,- 600— which is £2,302,500 more than Ma- jor Robinson's estimate. Even this sum is regarded by experienced American En- gineers as far too low for completing and equipping a road,running 600 miles through a wild mountainous country, covered for six months every year with snow (stated by Ma- jor Robinson himself to be not less on an average than from three to four feet,) a country entirely deficient in men, horses and food — ^in fact in every pre-requisite for cheap construction, excepting only, timber and stone, which in America are everywhere cheap. Another thing must not be lost sight of in taking the American Roade^. mentioned by Major Robinson, as data for estimating the probable cost of the Halifax Railway. — That is, the fact that the former are owned by companies, which all experience goes to prove to be more economical, by far, than Governments, — whom most of the world seem to regard as legitimate objects for plunder — whilst it is proposed to construct the latter as a Provincial work, through the medium of Government agents. It must also be borne in mind, that a work of such magnitude will require some double track, in order to its being worked in safety ; this Major Robinson has not estimated for. ]ts entire cost and equipment, cannot therefore, under all the circumstances, be honestly es- timated at less than from eight to ten millions sterling. It is not intended to apply any of these arguments against the proposed line from Quebec to Hamilton, or to the Great Wes- tern, now in a forward state of construction. The coimtiy here is of an entirely opposite character. It is almost a level plain all the way, having nearly as regidar a grade as the great River and Lake themselves, whose beautiful, fertile and well settled banks it will follow for its whole length, and from which there is a fair promise of a paying business. Secondly, as to the estimated business resources : — If Major Robinson has been wide of his mark in his estimate of the cost of his road, ho has certainly taken a higher flight into the regions of fancy, in search of data to supply it with traffic. A few facts, to which the four years that have elapsed since his Report was got up have given birth, will serve to bring the subject within the com- prehension of ordinary and less excitable minds. ^ At page 21 the Report assumes the pop- ulation " within the area which will be be- nefitted by and become contributors to the line" at 400,000. This includes the two tenniui. It is then taken for granted, that each inhabitant will contribute eleven shil- lings per annum in the shape of business, towards supporting the line, — this being the amount ]xn' head in Massachusetts. Now it is not to be taken for granted, that a popu- lation chiefly engaged in lumbering and fishing — and so poor that a St. John's pa- per published a statement in 1849, to show that about 10,000 persons left New Bruns- wick every year for the States — would af- ford the same support for a Railway, as the wealthier and far more energetic inhabitants of one of the most impoi-tant States in the Union. Besides, it must first be proved, that the people of Quebec, numbering 50,- 000 — and about an equal number in its vi- cinity, taken into Major Robinson's calcula- tions, will not prefer the shoi-ter way to the sea, at Portland or Boston. Taking these circumstances into account, this item of the estimate may be fairly shorn of three-fourths of its proportion, — in other words, the gross sum of £200,000 must be cut down to £75,000, as the probable result. Before going further, it may be as wdJ to ictio&. posite ill the de as whose nks it from jaying 17 have some criterion by which to estnnate the probable cost of operating, and keoi)inj^ the line in repair. The Eilitor of the Ameri- can Railroad Journal last suninu!!-, havinjr access to the most reliable information, siits down the cost for operating, and road re- pairs and renewals, for the Now York and Erie line— 450 miles— at fi<2,500,000, say £500,000 sterling ])cr annum. Taking into account the additional length of the HaUfax Road of 185 miles, that line could not, at the same rate, be o}x*ratod and main- tained at less than £700,000 sterling i)er annum. It may be argued that the ])usiness of the Halifax lino could not bo exi)ected to be equal to the New York and Erie, and that, coasequently these expenses would Im less. The answer to this is obvious*. If the business does not exceed that of the Erie, then the road will indeed be a hard bargain for the Provinces. The larger the traffic of a Railway, so that it be within its capacity, the less will be the cost of opemting, compar- ed with its businesss. If this be tme, and it is, laid down as so established, a road must have a certain amount of traffic before it will pay for operating and maintenance of way, after which a certain portion of the re- ceipts, to be ascertained by experience, will be profit, and the other portion go to defray the increase of expenditure. Now, the re- ceipts of the New York and Erie, as taken from the company's own statements, are put down for last year at |3,000,000, or £600,- 000 sterling, leaving for profit on an invest- ment of £5,000,000 the sum of £100,000, or 2 per cent. tf, therefore, the Halifax line should only cost at the same rate per mile as the Erie, (£11,500) or £7,300,000 for the whole, and its business should be equal to the latter — a supposition too improbable to be entertain- ed — ^there would be an annual loss of £ 1 00,- 000, in addition to the interest to be paid on its cost. Taking the interest, under the Imperial guarantee to be 3^ per cent, it would amount to £226,500, or including Ibss on running and maintenance £335,500, to be provided for out of the Provincial leveniies. But from the facts adduced in the aeeompanying Memorandum, — supported by Mr. Merritt's Resolutions, establishing the improvident and extravagant manage- ment of Public Works by the Provincial Government of Canada — even this estimate f»f losson operating and maintenance of way will be found too low, and it will probably not be too much to put down in round numbera $2,000,000 or £400,00 sterling, as the sum that will have to be provided for every year by the Provinces. This estimate, it must however be recol- lected, is based upon the supposition that the traffic will equal that of the Erie line. Should it fail in doing so— and no man knowing any thing of the subject will be found hardy enough to assert that any other result will follow — then the loss to the Pro- vinces w ill increase in nearly the same ratio that the business decreases. Or, to make it more clear, if the receipts amounted to only one-half, or £300,000, then the ex- pense of operating and maintaining would probably amount to only £600,000 — ^the same amoimt as in the case of the Erie, which would cause a loss of £200,000 in- stead of £100,000 to be added to the inter- est The sum to be provided every year by the Provinces would then amount to two and a half millions of dollars, or £600,- 000 sterhng. Bad as this case may appear for the Ha- lifax line, it is by no means the worst view of the enteiprise. It now remains to be shown, that nearly all the other estimates of traffic are wholly fallacious and improfa'ar ble, — except that which would grow out of the comparatively small business of trans- porting supplies of provisions for the local residents, until the products of the countiy would equal the deficit already existing, or which would be created by a sudden i^ux of population. This latter source of busi-* ness cannot be insisted upon as likely to be of any considerable importance short of 20 yeai-s. At pages 22 and 23 of the Report, it is attempted to be shown,that not only ttie suP' plus productions of Western Canada, which are sent to England and other transatlan- tic (Countries for a market> but also a laiga quantity of thoee of the Westeili fitotei^ 1:8 wotUd find their way to tho port of Halifax for shipment. At the time the Report was delivered to the Secretary of State for tho Colonies (August, 1848), the system adopted by tho American Government, of admitting the transit of Canadian produce, and merchan- dise, through its tenitories for exportation, free in bond, was only in its infancy. There was but one lino of Railway through tho State of New York, that touched tho navi- f'able waters of Lake Ontario, — and that inewas not pennitted to compete with tho Erie Canal,during the se.Tson of navigation, and could not cuiry freight, even in winter, when the canal was closed, except by pay- ment of *• Canal dues," as they wore called. Since that time thero have been opened several new lines of Railway between tho ports of New York and Boston, and various points along the Canadian Frontier, and there will shortly be several more. These various roads tap the Province line, or ter- minate at harbours on the Lakes at the fol- lowing points, namely : — at Dunkirk, and Buffalo, on Lake Erie, and tho Niagara River at the Falls, which is to bo crossed by a substantial Railway Bridge, to cany over heavy trains; at Rochester, Oswego, Sack- ett's Harbour and Kingston, on Lake Onta- rio, and Ogdensburg on the St. Lawrence — a road already doing an immense Cana- dian traffic — and at Montreal, where there are two lines now open, leading, the one to New York and the other to Boston, and a third, the St. Lawrence and Atlantic, nearly completed, leading to Portland. Recently a law has been passed in New York to al- low all the roads in that State to carry freight and compete with tho Canal, free of dues. There has also been a reduction of forty per cent, upon the tolls of the Erie Canal. The effect of the competition of the Rail- ways has not yet been felt in reducing the cost of transpoi-t, except in the case of the Ogdensburg line, but the general ten- dency of these measures has already been to divert one half of the traffic from the St. Xiawrence. The following statements of the trade of Canada will show how the case nlood at the doso o( 1 850 :•— TABLES. No. 1. Exhibiting the comparative valve of all articles the Produce and Manufacture of Canada {excepting the products of the Forest) exported into the United States and (rreat Britain respectively^ in the years folloioing : 1849. 1850. Into United States, £051,803 £1,022,511 " Great Britain, 338,755 229,474 In favour of U. S. £313,048 £ 793,037 No. 2. Shoiving the comparative qtiantity of flour and wheat, the latter being reduced to barrels, exported into the United States and Great Britain, and all other coun- tries, by the St. Lawrence, for theyears following — in barrels: 1848. 1849. 1850. Into U. States, 362,294 400,928 673,030 Into Gt. Britain and other coun- viaSt.Lawrence422,105 339,871 301,163 No. 3. Shoioing comparative export of wheat m bushels of 60 lbs. 1847. 1848. 1849. 1850. ToU.S. No ret 297,011 928,980 1,213,078 Gt.B. 628,091 238,051 72,289 81,951 favor of U. S. 58,960 856,691 1,131,127 For total of imports and exports including timber d'c. see tables in Appendix No. 2. The official Returns for 1851, have not yet been filed at the Colonial Office. They will doubtless exhibit a still more striking result in favour of the American routes of traffic to the seaboard. The causes of this rapid divei-sion of trade from the St. Lawrence to the American channels of traffic, are wholly owing to the lower rates of freight and insurance by the latter. It is evident that inland freight* have not yet reached their minimum under the competition of the several Unes of Rail- 19 )3,037 way, and the removal of the 2^ per cent, ad valorem duty nntil lately c-lmrged by the American Government n)>on all goods pjus- sing tlirongh in bond. Within two vcnrrt the enlargemont of the Erio Canal will bo completed between Albany and Oswego. Vessels of 250 to 300 tons Imithon can thon fo from Lake Ontario, and all tlio u]i|»{'r lakes, with cargoes all the way to New York, without breaking bulk. It is estina- ted that flour can then be carried from Lake Ontario to New York for 26 cents., or Is. sterling, per barrel. Major Robinson gives the following as the rates for transporting flour in 1848, namely : — From Upper Canada to Quebec, - - 2s. Quebec to Livei-pool by the liiver, 5s. Total Ts. He says, at page 23, "it has been calculated that the cost of transport for a barrel of flour from the Lakes to New York was 5s. Id. sterling; to Boston 6s., exclusive of charges for transhipment." The freight from New York and Boston to Europe is not stated, but could not bo put at less than is estimated from Halifax, namely, 3s. This would make the cost for sending a barrel of flour from the Lakes to Liverpool via New York 88. Id., and via Boston 9s. sterling. The estimate for transport by his Halifax line is as follows: jr. d. '' Upper Canada to Quebec - 2 Quebec by Rail to Halifax - 2 2 Halifax to Liverpool - - - 3 Total ... 7 2 According to these data, the cost by the Halifax route would be 2d. per barrel more than by the River. But this it is argued would be far more than counterbalanced by saving in time, avoiding the risks of a dan- gerous navigation, and ability to reach a seaport after the St. Lawrence is closed in winter. There would be, as compared with New York, a saving of lid. and with Bos- ton of Is. lOd. These facts are stated in order to contrast them with the present rates of charges. During the month of October last, th« freight on flour from Now York to Liver- pool nded at about 7-J^d, and was at one time as low as Od. per barrel. At the pro- sent time it is quoted at Is. V^d. to Is. 9d. sterling. The average rate would probably bo \\\n\ov Is. Gd. From Lake Ontario to New York the average may be correctly stated at the same sum — making 3s. from Canadian Ports on the Lake to England, as the average cost, by the United States. I'he otl'oct of this competition has been to bring down the freights by the St. Law- renoo. In a little work, containing infor- mation respecting the trade with Canada, r<^cently publisluid by I.Iessrs. Henry Chap- man i'(»xiiiiation (<» tho actual co.it of trans(K»i'L on American Kail- roads over iiublifreciati<>n of engines, ma- chinery, and freiglit and pasisenger cars.] cts. Albany and Schenectady, - 4 Hudson and Berkshire, - 2,3 Hudson River Railroad, - 4 Northern Railroad - - 4,3 Oswego and Syracuse, - 2,4 Rochester and Syracuse, - 1,0 Utica and Schenectady, - 1>8 New York and New Haven, 3,1." These tables show amaxinmmof 4 cents and 3 tenths a ton per mile, and u mini- mum of 1 cent. 501 thousandths, Avhieh may be called 1^ cents. In order to extract from the above table anything like reliable data, to form an esti- mate of the actual cost of traasporting freight on the proposed Quebec and Hali- fax Railway, it would be necesvsary to select some line of road bearing tlie nenrest re- semblance to it in its gradients, liut giv- ing . to the Halifax line the benefit of the lowest estimate, namely upon the Wes- tern road from Boston to Albany, and also the advantage of the fraction of sixty-one thousandths of a cent thrown off t<» make tlm estinnito an even cent and a half |)er ton, j>er njilo the result would be us tbi- Iow8 : Cast f»er ton over tho Halifax road, at 1^- cents pi-r mile |0;i5j 9 dollars 62^ ei'iits., i<|iial to aluiut. 40s. sterling, instead t»flls, a.x^unied by ilajor Robinson upon Ills «'iToni'ous data. At this rate, allowing lU barrels to the ton [in America the ton in all estimatv's is takt-n at 2000 lbs.] tho cost for traii.spoi'tin'i,- Hour from (iuebec to Halifax would In; 4s. sterling jnir barrel. Add to this tho very inoderate sum set down in tho Report "to j^ay interest on eapital," of Is. Id. — tlie charge for trans- [lortiug a barrel will be As. Id. But unless there was a very largo freight traffic, tho ex)-M'ns<> to the road would be greater, as previously ])oint('d out. Enough however has Ikhmi shown, upon Major Ro- binson's own figures, to prove that a Rail- way from Halifax to Quebec, if it should now be constructt'd, cannot compete either with the St. Lawrence or any of the Ame- I'icnn routes, for the Canaditm transatlantic business. If any more conclusive evidence in sup- port of this deduction is required, it Avill be found in the fact, that the American routes, by being so much slioiler, would command the business, if tho Governments of tlie Provinces should be so liberal as to cany freight over the Halifax lino for nothing, and pay all ex])enses — a piece of liberality, which even Major Robinson has not thought it commendable for them to undertake. If the minimum cost of transport on the American Roads be admitted as tho basis for estimating for the Halifax line, it does more than overthrow tlie assumption, that this road would command any share of the Canada transatlantic trade. It establishes, by equally conclusive evidence, that the su])plies of Western Canada produce, re- quired for home consumption in New Brunswick and Nova Scotia, can be trans- ported cheaper both by the St. Lawrence and the American ports. If flour can be carried [as it is regularly done at present] from Lake Ontario to Liverpool at from 3s. to 38. ed. per barrel [the latter may be ta- 21 a hult' c m Ibl- road, at rs 62 i- iiustoad )ii u|)un 1 lowing tlio ton Iw.] tlio