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E. DESBARATS. 1868. TO THE READER. '/*■.■■' The following paper on the Intercolonial Railway Route was written some four or five months ago. Having been subsequently submitted to an esteemed friend for his opinion, in whose possession through inadvertence it remained until it was semi-officially announced, and universally be- lieved, that the Government had come to a final decision on the route of this great national undertaking ; and their selection agreeing wilh that advocated in this paper, the necessity for its publication no longer existed. It was accordingly consigned to the waste basket, from which, in all probability, it would never have been exhumed, but for the dictatorial tone and atfected superiority-ignorant as arrogant-of certain officious outsiders in the conduct of our internal affairs-an interference, which, whencesoever emanating, wo should, whatever may be our family dif- ferences, be united as one nv.n in resenting and condemning. THE WRITER. Ottawa, 26th October, 1868. ^5" THE INTERCOLONIAL RAILWAY ROUTE FROM AN UPPER CANADIAN ASPECT. Whilst the Confi'deri'tion of the iiritish American Provinces has placed iho construction of the Intercolonial Railway beyond pcradventure, the (|uestion of route — in itself of paramount importance — remaining yet unde- cided, is a legitimate subject for discussion. To connect the cities of (Quebec and Halifax has been the primary object of this gigantic enter- prise. In every stage of its progress, in (!very phase of its eventlul histt)ry, in all its viscissitudes, its promoters have steadily kept this .l^w before ihe public, adhering to it with a tenacity, zeal and perseverance, worthy of so successiful II finale. May we not find in this determination the true cause of the long delayed prosecution of this scheme, the irritation to which it gave rise, and the estrangement it occasioned amongst the Sister Provinces. The Canadian people were deterred from embarking in a work of such magnitude — in incurring an expenditure so vast, without a reasonable prospect of remuneration. And if they have acquiesced at last, it is from no vain delusion, no fallacious hope of realizing a profit on their investment. They have accepted it as the price of national unity — the additional weight to depress the balanci; in favor of colonial alliance — the pearl that attracted th«j coy and unwilling bride — daughter of Neptune — lo share our lot " for better, for W(irse." As a commercial investment it has few, if any, advocatc^s. Were this other- wise, English capital would have gladly sought it, backed as it has been by Imperial approbation. If the trallic from all sources be found adequate to the cost of maintenance — running expenses, management and repairs — the people of this country will not repine. The most sanguine expect little more ; and many believe that for years, if not for generations, it will be a constant drain on the public exchequer. Notwithstanding these fore- bodings, our jieople have uncomplainingly assumed the burdens it imposes. Hence, wo designate it a purely national work, imdertaken solely for national purposes, conceived in national ambition, dedicated to national greatness ; and without a llagrant violation of national faith, we are irre- vocably committed to the original project — connecting Quebec with Halifax. To an intelligent comprehension of, and impartial decision on, this momen- tous question, the foregoing considerations must be steadily kept in view. Nor can there be room for doubt, but the tax-payers of this country will exact from the managers of this trust a faithful stewardship. This manage- ment must embrace three essential conditions ; viz., thegr'.-:.; BAY CIIALEUK ROUTE. , V^^ >;. _ » ■ ■ ■ ■ ^ ■■■'■.■ ',. Major Robixson's Line (Mr. Fleming's No. 15). {Distances as estimated by Mr. Buck.) * From Riviere du Loup to Miles built. To build. Total. Intersection with Shediao II. W 371 371 Truro 480 480 Total distance from Riviere du Loup to Truro. Miles built. To build. Total. By frontier Route 147 380 527 By Central 59 469 528 By Bay Chalewr 480 480 C( »MrARLSON OF COST. The cost of Construction of each route as per Mr. Fleming's Report is as follows : Central. 469 miles @ 846,000 per mile 621,574,000 f Frontier, 380 miles to build. 51 miles built and owned by a ])rivate Company. 431 miles @, §46,000 per mile $19,826,000 Bay Chaleui. 480 miles @, 840,000 ( in round numbers ) per mile .... 6 19,200,000 FRONTIER ROUTE CONSIDERED. Mr. Buek describes this line ia^ follows : " The second and more direct line leaves River du Loup on a southerly course ; following the valley of River Verte, it crosses the Portage Road, and next the Cabineau River near the Falls ; thence to the head waters of River Aux Perches, and then by the valley of this stream to the Degele at the foot of the Temiscouata Lake ; thence along the valley of the Mada- waska River, crossing at Little Falls ; then entering tiie valley of the St. John River at Edmundston to the point of convergence with the Irotpois line ; and thence following the eastern bank of the River to the crossing above the Grand Falls, thence along tliR western bank to Woodstock, ^89 miles from River du Loup." * Captain Henderson makes the distance from Kiver du Loup to Truro only 472 miles, being S miles less than the estimatea distance in all the calculations nivl data of this paper, t It will be explained farther on why I adopted this estimate. By an inspection of llie map of New Brunswick, it will bo seen that from Edmundston, (77 m.iles from Riviere du Loup) to near Grand Falls, the River St. John forms the boundary berv»'^een New Brunswick and the Tnited States. For this distance (40 miles) the Railway hugs the American shore. From a little above Grand Falls, the River St. John for the remainder of its course flows through New Brunswick, leaving between it and the State of Maine a narrow strip in the form of an irregular right angled triangle, whose apex is above Grand Falls and base, Eel River. The perpendicular (boundary line) and base of this triangle are respectively 72 and C miles, containing an area of 216 square miles, or about the siz: of the three Townships, Nepean, Gloucester and Osgoode in this County (Carleton ;) and nearly equal to them in population — llie former, according to Mr. Buck, being 13,424, and the latter by census of 1861, 13,264. Above Grand Falls the proposed Railway crosses to \[m west side of the River St. John near the vertex of the triangle, and runs nearly centrally through tills narrow belt or triangle for its whole length ; (90 miles) and varying from the American boundary between one half and four miles. Average j)opulation i)er square mile of this triangle. ... 62 "' " lineal " of Railway! 149 Hence along this portion of the Road the maximum population, that can be depended on fur L cal tralHc, has been attained in the Province without crossing the River St. Joiui— an almost insuperable barrier bolh to freight and passengers. Then it follows the St. Andrews Railroad to its intersection with the proposed Western Extension (33 miles ;) being at that point only 6 miles irom Maine. Thence by the latter in a circuitous southerly direction to the City of St. John. In determining the probable cost of this line, I have followed Mr. Flem- ing's estimate for the central route,, which appears to me very moderate for a Trunk Railway substantially built as this should be. I think Cana- dian experience of Railway construction would warrant a larger sum. Mr. Buck's estimate, which appears ridiculously low for his favorite portion, is as follows : From River du Loup to Woodstock, 189 miles at $33,400. . $6,312,600 " Moncton to Truro 115 " 46,000.. 5,290,000 Proposed purchase of Woodstock branch II " 176,000 " St. Andrews Raihvav 40 " 700,000 Repairs, &c., &c "". 100,000 ,->,,! Total $12,578,600 ',- '' i/' '•''■' -'.''<' He values the Roads built, the Woodstock branch at $16,000 per mile, and the St. Andrews at ^17,iy00 per mih;, and allows not a cent for the construction of the 82 miles of the WVstern extension to St. John. It can- not be believed that these Roads will be voluntarily relinquished by the present proprietary to the Government of the Dominion for these prices. Such a conclusion is at variance with Canadian practice. But if they do, wliich seems incredible, the present investments must have turned out pro- fitless to the stockholders, which implies scant traffic or bad construction, either of which hoists Mr. Buck" on his own petard. 10 I think it cannot be denied that the estimate 1 liave adopted is mncli more likely than Mr. Buck's; and if so, his ingenious argument on interest^ SfC, is aerial as the " baseless fabric of a vision." Mr. Jiuck may reply that his opj)ortunities for judging in this particular case are much !)etter than mine, but against this I have universal Railway experience on roy side. The argument founded on the time occupied in the construction of the various lines, and the dill'erence of interest thereby accruing on capital account, has not even the merit of skilfulness. By Mr. Buck's line there are 380 miles to build, 4G9 by central, and 480 by Bay Chaleur. With the capital provided, what is to prevent the construction of 480 miles in the same time as 380. Suppose the government let the 380 miles in 19 con- tracts of 20 miles each, can they not in the same way let the 480 miles in 24 contracts of 20 miles each } Is it unreasonable to expect that the 24 contracts would be completed as soon as the 19 .-* Nor can I see any difFi- culty in having either route fmished and open for travel within 3 years from the commencement of active operations, to which period contractors should be strictly limited. Against Mr. Buck's commercial and industrial statistics V have nothing to urge — they exhibit an amount of ])rosperity in that section truly grati- fying. Though I cannot help thinking that they are rather highly colored, particularly the following extract : " The traffic along the Portage Road is very great, and continues a steady stream day and night." It is amazing that capitalists have not hitherto found out this field for profitable investment for their surplus funds. The cause may be found in the exploded practice of Railway competition with navigable rivers, more particularly when the freight is lumber. Who, in his senses, would entertain a proposition for a railway from this city up along the Gatineau River to accommodate its extensive lumber trade, supposing that stream navigable for steamers. There is not a timber manufacturer in Canada who would transport his lumber by rail in preference to water. Yet this is the chief arcfument in favor of this route for local traffic. Canadians have lonr felt the mistake of locatinsf the Grand Trunk contiguous to our magnificent system of inland navigation, and its proximity to our frontier ; and it is hardly likely that they will be induced to repeat the folly. But our author with the greatest nonchalance treats the idea of future aggression as utterly chimerical. In support of his thesis he quotes, like a nameless individual does Scripture, an extract from the Queen's speech at the opening of the Imperial Parliament — this isnot the first time that the Sovereign's name has been invoked to prop a desperate cause — a quotation from an after-dinner speech of the American Minister, Mr. Adams, at a Liverpool banquet ; another from a speech of Mr. Bright's in the English House of Commons ; another from Earl Derby at the Lord Mayor's suji- per ; anil last, not least, a paragraph from a letter of Mr. Lawrence to the Minister of Public Works; and which for its naivcle alone is worth inser- tion. Says this new disciple of peac — -— r-r-~ " There are no grounds for alarm from our American neighbors. Their commercial and other interests are so much in common Avith ours, all on the side of peace^ that should any disturbing element arise, it will be dis- posed of in the future as in the past, by the pen^ and not the sicordy The international millenium inaugurated without Is not this consolinsr.- u tliout •even the knowledge of the mighty ones of the eurlh, who were hitherto considered to exercise such potent influences over nnlions' quarrels ; and the announcement of the glad tidings reserved for an Eastern sage from the Gulf of St. liawnmce. Nearly 2,000 years ago the Greatest event of his- tory — the conquest of Satan — unostentatiously transpired in the East, and this — the conquest of Mars — is an epoch only second in importance to it. There is henceforth to be no more wai', because it is the interest of mankind to be at peace. Grand discovery ! how long thou has^t lain con- cealed in the womb of nature. What seas of blood and he- ps of treasure this knowledge would have saved the American people if discovered before the breaking out of their sanguinary struggle. The Monroe doctrine, — " manifest destiny," " universal absorption," — the day-dream of our cousins abandoned. The nineteenth century has witnessed much wonder- fulx^nd gratifying progress, many triumphs of human skill and industry, light gradually diffusing, brightening and warming every cavern and crevice of intellect ; and all tending to the amelioration of mankind, but before this last and greatest, the conquest of the electric spark, the domes- tication of the iron horse, the revelations of the glass, limited onlyxby the bounds of boundless space ; all pale like stars before a meridian sun. Thrice happy are we, who live to witness this happy era. Surely the dis- coverer has not failed to take out 2l patent- But, to be serious, there is no doubt but the influence and efforts of these high jicrsonages would do m.uch to diminish the risks of war — a consummation devoutly to be wished for. Yet, despite all their efforts war may come, and that at any moment. Let us concede that war is a thing of the past — the last surviving offspring of barbarism now happily extinct — and that rusty swords will henceforth be "transmografied" into glittering pens ; this concession, if it proves any thing, proves too much for the author of the " shortest route." With one fell swoop it sweeps away every necessity, it confounds every argument, it upsets every theory in favor of the Intercolonial Railway, and leaves its construction indefensible — a wanton increase of the people's burdens. For already we have a railroad — the Grand Trunk — to the seaboard more con- venient for nine-tenths of the Canadian people, than we can ever hope the Intercolonial to be. as is manifest from the following table of distances : T-, To Portland btj Grand To Halifax hii Inlercolonial ; ^^*^^' Trunk. {Frontier Route.) Montreal 297 miles. 899 miles. -Quebec .325 " 732 " Riviere du Loup 440 " 588 " r- Toronto t)30 " 1232 " Mr. Fleming referring to ti)is subject says : " It is evident, therefore, from the favorable position of New York and Portland, that they will continue to be the most convenient winter outlets ior Canadian freight, so long as the Government of the United States abstains from placing restrictions on Canadian Commerce.'' — A contin- gency, carrying freight in bond and passenger travel, highly improbable except in case of war. If the object of the promoters of the Frontier route is to connect St. John with the VVestern Provinces at any sacrifice and regardless of expense, it would be much more rational and economical for the Dominion Govern- 12 I I ment to subsidize ihn proposed lino from Bangor to St. John (Western Extension), which Mr. Buck says : " Is now under contract for the whole distance within the Province, 88 miles, and the works are going on briskly under a company of American capitalists, who arc also pushing the ioad ahead at the Bangor end in the State of Maine." By aiding this line, and to mjtintain faith with the Nova Scotians, constructing the link (109 miles) from Moncton to Traro, all tlie Provinces of the Dominion would be connected by rail at an expense of Moncton to Truro, 109 miles @, 846,000 per mile. . . 85,290,000 Subsidy to VVosiern Extension Raihvay (say). 1,000,000 . Total $6,290,000 By this means, and provided we are to have no more wars, an innnense fjum (over twelve million dollars) would be saved to the lieavily taxed rate-payers ; and if this sum must be expended, let it be devoted to enlarg. insr our canals and extendinEr our communication to the fertile North- West. The following Table shews the comparative distances by this route and the Intercolonial (Frontier route) to Halifax. ,^ From Halifax to By G. T. and Bangor, By Intercolonial, Montreal 846 miles. 899 miles. Richmond (Eastern Townships) 775 " 829 " ; ' Warwick, " " 799 " 804 " Toronto 1179 " 1232 '• Quebec 874 " 732 " Riviere du Loup 989 " ' o8S " From tiiis it will be observed that all parts of the Province of Quebec west of Montreal, and all stations on the Grand Trunk west of Warwick in the Eastern Townships, and the whole of the Province of Ontario are nearer Halifax by the Grand Trunk and Bangor and St. John lines than by the Intercolonial ; or, in other words, the whole population of Ontario, and 56 per cent of Quebec would be bolter accommodated by tlie Grand Trunk and Bangor to Halifax than by the Intercolonial ; and 80 per cent of the people of New Brunswick and the whole of Nova Scotia would be as well accommodated by it. This is an immense advantage in favour of Grand Trunk and Bangor lines: provided always that the era of war has ))assod away. None can be so stupid or blinded by self-interest as to maintain that in case of war a frontier route is at all tenable. If the American war has demonstrated one thing more clearly than another in modern warfare, it is the importance of Railways as strategic points, sand for the maintenance of speedy and uninterrupted communication with the bases of supplies. Mr. Buck treats as very insignificant — a mere baiet'pest grades on this line as per Mr. Fleming's report. 3 miles of 64 feet grade commencing at 47th. mile from Trois Pistoles. 3.2 70 i( 9.5 70 n 4.5 G5 t» 5.5 70 (( 8.0 GG Echo J^ake. 7th. " Green River Forks. 13th. " Ristigouehe. 11th. " Tobique. frorn Tobique 1o Keswick. COMPARISON OF CEXTIJAL WITH NORTH EASTERN. / ^ The most favorable section of the Central line from Trois Pi>loles to Apohaqui station (335.5 miles) is that from Keswick Summit to Little River (61 .6 miles.) By comparing this with the Matapedia section of the North Eastern (70 miles) resurveyed by Mr. Fleming, and rejwrted by Major Robinson as the most difficult of his whole line, we get the following results : Keswick Sitmmil to Little llinr. VJi av-iL-o from 20 to 36 eet Ullt -^ 1 . 'J: .... 9.1 iiii (( 30 to 40 (C .... 3.8 i( 40 to 60 cc .... 1.7 (I 50 to 52.8 (( .... 0.0 IC of 52.8 a .... 1.0 ('. " 60 a .... 0.0 (( " 66 u .... 8.0 Level . ... 16.6 slanc e • . « • ■ • < *••• M \J % \J Total dj ..... 61.6 '^iitapcdiu Sntitiii 18.6 miles. 13.6 it ,9.4 'i : ■: 4.4 44. 9.0 ii. 0.0 ct 2.7 ii. __^ 0.0 it 12.3 l.t 70.0 c; By this table it will be observed that the maximum grade of the most unfavorable section of the Bai/ Chaleur route is 60 feet to the mile, whilst \he maximum on ihe most favorable section of the central is 66 feet. A further inspection shews that the Matapedia section of 70 miles has only 2.7 miles at 60 feet, whilst the other of 61.6 miles has 8 miles of 66 feet grade to the mile. 15 Again the quantities on these sections are as follows : Keswick Summit to Little Jiiccr. Matupalia Section. Earth Excavation 1,904,100 Cub. i'ds. 1,408,036 Cub. Yds. ilock 170,000 " 190,905 « Total Cutting 2,074,100 " 1,599,841 '* Culvert Masonry 14,931 " 20,317 "' Bridge " 3,410 " 4,535 " ^ " iron 320 tons. 350 tons. * ' I have no data for comparing the extent and character of the curves. If the central line is adopted, it appears to me that a branch to Father Point (say 50 miles) becomes a national and commercial necessity in con- nection with the trade of the St. Lawrence. For it cannot l)e entertained that the construction of the Intercolonial is going to supersede ocean steam- ship navigation on our majestic River, nor can we expect that these steamships during the summer will ever touch at Halifax. The branch to Father Point would involve an addliio:,^' $2,000,000 to the cost of the Central, making a total for that route of :^23, 4,000. But it may be argued that though the explored line has turned out the longest, five shorter lines have been projected. An infinite number of shorter lines can be imngined, but there are no reasonable grounds to hope that they w^ill turn out more favorably ; nay, from all that is known of that district, there is a strong presumption to the contrary. It is fair to conclude that Mr. Fleming before proceeding with his survey carefully examined. Major Robinson's Report, the Crown Land records of New Brunswick and such other data, public or private, as was procurable, to assist him in selecting that line which seemed most favorable for his finterprise ; and which I doubt not will eventually be found to turn out so. To suppose otherwise wouir' imply that Mr. Fleming was wholly unfit for the important and responsible duty to which he was assigned ; a conclu- sion which will not be concurred in by those w^ho know that gentleman's high professional acquirements^nd experience. But without a survey or recon- naissance en personne, an examen of the map of the Province of New Brunswick will shew this by the water courses- most careful scientific investigation. New Brunswick has for its substructure or foundation a spur or branch of the Nolre-Danie or Shickshock mountains, dispatched from the parent stem in the vicinity of the head waters of the River Rimouski. This spur has for its base on the west, the River St. John, and on the east, the Gulf of St. Lawrence. The line of greatest elevation of this mountain runs in a meandering parallelism with the lines of its bases, but approaching much nearer the River St. John than its eastern limit. Hence it requires no demonstration to shew that its western declivity is steeper than its eastern. From this curve spring branches or secondnry elevations at various angles, extending to its bases i and forming the heights of land between the principal rivers and their tributaries. It is well4jnown that such branches are loftiest in the neighbourhood of the trunk, gradually sinking towards its bases ; and the nearer the base the more abrupt the descent. A diagonal line thro' New Brunswick from its north-western to its south-eastern angles, such as the proposed central line of railway would -a test as unerrmg as the 16 ■ ..■,--v^-' •occupy, cuts this dromedary-backed ridge in numerous places, as well as all its principal secondaries. So that such a line occupies the worst conceivable position in New Brunswick for regularity of surface. Indeed the wonder IS that any one with a smfiltering knowledge of physical geography would ever dream of finding a comparatively easy route along it. OBJECTIONS TO THE CENTKAL ROUTE. The central route is objectionable — - \st. Because it is the longest line proposed. 2ndly. Because it is the most costly of construction, whether estimated as a whole or computed by average mileage. Srdly. Because it is the most costly of maintenance. 4thli/. Because it would not secure equal facilities for the developement of inter-provincial trade with other routes. 5f.h/ij. Because without a branch to Father Point it would inflict a serious blow on the commerce of the River St. Lawrence. Gtli/ij. Because for a considerable distance it traverses continuously an uninhabited wilderness, a portion of which belongs to land Companies — a circumstance always detrimental to settlement ; and would be found mate- rially to retard thai developement of the country, which otherwise would be sure to follow the construction of this road. . . NORTH-EASTERN EOUTE. • The North-Eastern or Bay Chaleur route, known as line No. 2 of Majo' Robinson's Report, and described therein as follows : " Commencing at Halifax and running to Truro at the head of the Bay of Fundy, thence over the Cumberland Mountains to Amherst, then along the coast from Bay Verte to Shediac, thence by a north-westerly course, cross- ing the Rivers Richibucto and Miramichi, above the flow of the tide, so as not to interfere with the navigation." " Then by the valley of the north-western Miramichi to Bathurst on the Bay Chaleurs, along the coast of this bay to the Rcstigouche River, and by it and the valley of the River Matapedia to the St. Lawrence, and by the right bank of the St. Lawrence to Quebec." " The distance by this route would be as follows : — Miles. " Halifax to Truro 55 Truro to Amherst and Bay Verte 69 Bay Verte to Shediac 26 Shediac to Miramichi River 74 Miramichi River to Bathurst 66 Bathurst to the Eel River rear Dalhousie 48 Dalhousie to the mouth of the Matapedia River 30 Matapedia River to the mouth of the Naget River near the St. _^ Lawrence 86 v Along the St. Lawrence from this point to Quebec 191 Total distance by this route 635-" By Major Robinson's Report it appears, such a survey of this line was made as to place its feasibility beyond all doubt. As has already been 17 remark. d, a portion at each extremity, common to the several lines, has been built, leaving 480 miles of this particular line unconstructed. We have shewn that this line is the shortest practicable route, being 47 miles less than the frontier, and 48 miles lesst han the central. It is also the cheapest of construction, whether as a whole or an average cost per mile. It is less than the central by ^2,374,000 ; and if the cost of the Branch to Father Point be added by $4,374,000. It is less than the frontier route by $626,000 ; and if the Branch to Father Point be added by $4,076,000. It is also much less costly of maintenance ; and by all odds the safest. It supplies a want long felt in the navigation of tlie Lower St. Law- rence — connecting Father Point by rail with Quebec. By causing it t'^ tap the Miramichi River at the head of steamship navigation, it affords facilities, unpossessed by neither ot its rivals, for the St. Lawrence Ocean Steamars of landing mails and passengers for the West without such deviation or delay as injuriously to affect their time. And without some such accommodation, it can hardly be expected that our steamers can compete with those touching at Halifax. This is the only point available for such a purpose on any of the proposed lines. This route connects by rail the western Provinces of the Dominion with all the centres of commerce and population intended to be touched by the eontral, except Fredericton. When the Western Extension, " now un- " der contract * * * and the works are going on briskly under a company of *' American capitalists," is completed, which will probably be in advance of the Intercolonial, those prominent places on the frontier line will have similar connections. Hence the north-eastern road has these advantages in common with the others, together with connecting Ontario and Quebec with all the Towns and Harbours on the Bay Chaleur and Gulf of St. Lawrence to Shediac, an advantage enjoyed by no other route. THE ROUTES LOCALLY CONSIDERED. [iles. )5 )9 5G 14 )6 18 JO i ras \een The present railway system of New Brunswick consists of the St Johns and Shediac, sometimes denominated the European and American, 105 miles long ; and the St. Andrews and PJchmond, otherwise known as the New Brunswick and Canada, with its branches, 90 miles long. Besides these there is a third called the Western Extension — a link of the European and American— extending from the State of Maine to St. Johns, 88 miles, with a branch, 22 miles, to Fredericton. These lines are exclusively confined to the south and west sides of the Province, and seem very ample for the present requirements of that portion ; whilst those inhabiting the North- Easter n border have not a single mile either constructed or projected. It is not our purpose to inquire into the cause of this singular and unequal dis- proportion ; and refer to it merely to point out how it strikes a stranger. Hence as a Provincial work, the claims of the North-eastern side are pre- eminently beyond all compare. By the adoption of this route the inhabitants of the South and West are not shut out from direct communication with Quebec or Montreal, Toronto or Ottawa ; and consequently derive the same advantages from this as from any of the others, minus a few miles of extra travelling. For this trifling inconvenience they will be more than recompensed by the con- sciousness of enduring whereby to benefit their countrymen of the Norlh- 2 -»^w»wtr 18 w east, and who, without which, would be oxchided from ail participation in the advantages of this road. We, the inhabitants of the Metropolis of this great Dominion, are content to reach Montreal — the great emporium of the St. Lawrence basin — by the base and side of an isosceles triangle. And a time there was (in the memory of the oldest inhabitant) when we were very thankful to reach it by Ogdensburgh, New York Northern Railroad, Rouse's Point, inc. ; and when the Intercolonial is built, we shall thank our stars that we can get to Halifax at all seasons of the year, though it should be by a very circuitous route. Had we — f he heart of the natioii — been imperious, we would insist on the shortest route to connect the seat of Empire in the East with that of the West. But no, we are willing to undergo fatigues and inconveniences, if necessary, to secure the well-being of the whole, and above all other things it is our wish to see the Intercolonial so located as to confer the greatest good on the greatest number. Our modesty, as befits our exalted position, contrasts favorably with the pretensions of the Provincial Capital. We would counsel our New Brunswick friends to a moderate exercise (practically) of the second great commandment. The certain result of rejecting this route will be a demand on the Dominion by the 60,000 souls inhabiting the North-eastern frontier to build a branch from Dalhousie to Shediac (180 miles) ,bv which to put that large and populous section in direct communication with Ontario and Quebec. Nor do we see how so just a claim can be refused. Hence a central or frontier route will entail an additional cost of 180 miles at $40,000 per mile, $7,200,000. This would make the aggregate cost of a central route as follows : — From Riviire du Loup to Truro $21,574,000 Branch from Trois Pistoles to Father Point 2,000,000 Do from Dalhousie to Shediac 7,200,000 Total $30,774,000 Those, who may sneer at this conjuncture, should not forget how the Grand Trunk had to yield to the demand of a small section to build the extension from Quebec to Riviere du Loup with a certainty that it would not pay running expenses, if so much can be forced from an English company, supposed independent of political influences here, what cannot be extorted by a ring of politicians from a Road company ^ whose existence is dependent on their votes, particularly when their demands are equitable. M :> CLAIMS OF QUEBEC. > , '; . :,, i ' I have avoided all reference to the special claims of Lower Canada in the choice of route, as I desired to discuss it on broad national grounds. Yet if this line is locally more advantageous to that Province than either the central or frontier^ without detracting from the general usefulness, it is a strong argument in its favour. FISHING TRADE. Neither have we alluded to the superior advantages of this route to the fishing trade of Bay Chaleurs and Gulf of St. Lawrence, because these It are anada )unds. either s, it is are so manifest that more than a passing allusion seems an unnecessary waste of time. IIE'JAPITULATION OF REASONS FOR SELECTING THE NORTIfEAOTERN ROUTE. Of the several lines Major Robinson's is preferable. ' ' ' ON GENERAL GROUNDS. ht. Because it is the safest. 2nffli/. Because it is the shortest (practicable.) 3rdly. Because it is the cheapest of construction. 4thli/. Because it is the cheapest of maintenance. ON LOCAL AND SPECIAL GROUNDS. \st. Because it is the only route that can form connection with the Ocean Steamships of the St. Lawrence. 2ndly. Because without such connection these steamers must compete on very unequal terms with those touching at Halifax — a circumstance which cannot but seriously affect the carrying trade of the St. Lawrence and Lakes. . . , 3rd/y. Because this line will bring a much greater proportion of the people of New Brunswick into direct communication with Ontario and Quebec than any of the proposed routes. 4thly. Because it equalizes the distribution of Railways in the settled districts of that Province. 5thli/. Because it communicates with several of the fishing stations of the Guff and Bay Chaleurs. Qthly. Because its rejection will in all probability involve the Dominion in the construction of a branch from Dalhousie to Shediac (180 miles) at an additional cost of seven millions two hundred thousand dollars. Ithly. Because its adoption is very beneficial to the trade and navigation of the lower St. Lawrence by extending our railway system to Father Point. 9)thly. Because the selection of either the central or frontier route would necessitate a branch to Father Point, involving an additional expenditure of $2,000,000 in the former, and $3,450,000 in the latter. 'dthly. Because it will accommodate a much larger population in the eastern section of the Province of Quebec, and traverse a greater extent of that territory than any other of the rival routes, and therefore exercise a powerful influence in the settlement and developement of the resources of that District. There is also an incidental saving on construction account in favor of this route, owing to its contiguity to the River and G'llf of St. Lawrence. All other things being equal, the facilities for the tranf.port of material and supplies will reduce its cost ten per cent below the central. This would be equal to a saving of $1,656,000 on the distance from River du Loup to Apohaqui station. In the final location of this line — for with so rruch to recommend it, its rejection is barely possible — it appears to us to be indispensable, \st To touch the River St. Lawrence at Father Point ; %ndly To tap the Bay Chaleur at the head of deep water navigation on the Ristigouche River ; and 3rdly. 2» • ... ■ II 20 To touch tin; Gulf of St. Lawrence' at iIk; head ofdccp water navii>ation oti llio River Mirainichi, wliieli we believe to f)e at tlu town of Neweuslle, MODIFICATION OF THE ROBINSON LINE. An inspection of the map of New Brunswick ."^uggcHts a slight modifi- cation of Major Robinson's line. Instead of following the coasts of Hay Chalcur from the Nepisiguit River to the mouth of the Matapedia, a line should be run on a generally direct course from the head of deep water navigation on the River Ristigouche to a similar point on the Miran^ichi. How far such a change is practicable it is impossible for me to say, having no personal knowledge of the country traversed. If practicable, it would materially shorten the distance, without injuriously aflecting any of the permanent advantages enumerated. Would it be worth an exploratory surv«*y ? It would not necessarily retard the construction of the road, for the route once selected, the other portions could be proceeded with. Previous to writing this paper the only docurients on the Intercolonial, which 1 have read, were Mr. Buck's pamphlet and Mr. Fleming's report ; and have been led to this attempt by a perusal of that remarkable pam- phlet. Its arguments, so labored and far fetched and so evidently devised to bolster a rotten project, aroused my suspicions of the general merits of the route, which previously I took for granted to be the most favorable ; and curiosity stimulated to this cursory examination. The extracts from Major Robinson's Report being given in Mr. Fleming's. Since writing the above, I have got hold of Major Robinsoii's Report with its appendices, and a pamphlet by an anonymous writer in review of Mr. Fleming's report, Mr. Buck's pamphlet and other writings pub- lished on this subject. These valuable documents fully corrobatc the above views. As might have been expected, Major Robinson and Captain Hender- son's reports bear the undoubted impress of strict impartiality. The author of the anonymous pamphlet, on the whole, ably and honestly written, seems to find special claims for a Northern central — a modification of the Robinson route — which, as regards distance, is objectionable. The evidence of Major Robinson and Captain Henderson in favor of the Bay Chaleur route are so conclusive, nay, overwhelming, that I have subjoined a few extracts from their reports : — * - ) i-1 ■t - Extracts from Major RobinsorCs Report. ^' As it wiU bo seen in the end, that only one of the lines, viz., the *' second, has been explored and carried out successfully from its terminus " on the Atlantic quite through to Quebec, it may be perhaps considered " superfluous to enter upon the discussion of rival lines, but the object to " be gained by so doing, is to show that so much has been done, and is " known of the country as to render further explorations for new lines " unnecessaiy, because, if completed, they would not be likely to be ^' recommended in preference to the one which will be proposed for '^ adoption," Speaking of the Central route, he says— " The fourth obstacle is the broad and extensive range of highlands '* which occupies nearly the whole space in thfi centre of New Brunswick, "from the Mirainlclii River, north to tho Restigouehe. Some of these " mountains r'se to an altitude cxeeeding 2,000 feet. " The Tobiqui! River runs through them, forming a deep valley or " trough, which must be crossed by the direct line, and increases greatly '* the uifHcuIly of passing by them. " The lowest point of the ridge overlooking the Tobique River, at '* which any line of railway must pas# is 1,216 feet above the sea. Then " follows a descent to the river of 796 feet in 18 miles, and the summit " level on the opposite ridge or crest between tne Tobiqve and Restigouche " waters, is 920 feet above the sea, or a rise of 600 feet above the point " of crossing at the Tobique water. These great summit levels, which " must be surmounted, form a serious objection to this route. '* The Eastern line, by the coast, avoids this chain altogether. The " greatest summit level along it will not be above 368 feet, while the " distance by each, from the Province line to Bay Verte to the Restigouche " River (the northern limit of New Brunswick) will be, as nearly as pos- " sible, the same, there being only a difterence of one mile in these two " routes through this Province. '* The rocks composing this chain of mountains are granite, various " kinds of slates, grauwacke, limestone, sandstone, &c. Extracts from Captain Henderson* s Report. the minus dered ect to and is lines to be ed for " The line from Bay Verte enters the Province of New Brunswick, " and as far as the crossing of the Miramichi River, at the 223rd mile, " although running nearly at right angles to the course of the rivers flowing " into t! B Gulf of St. Lawrence, will deviate but little from a general " straight course and iVom the level nature of the country, although it will " have to cross the swells of land lying between the diflerent rivers, it " may be expected confidently that the heaviest gradients will not exceed *' 40 f^et per mile, the generality being very favorable. " As far as the Cocayne River the country traversed by the line is " very level. The section line, which was run along the head waters of " the rivers flowing into the Gulf of St. Lawrence, shows that the highest " point is little more than 200 feet. " The section of country which will be opened up between Bay Verte " and the Richibucto River, offers much excellent land for settlement. " From thence towards the head waters of the Rouchibouguac are extensive flat barrens, and the country between that and Miramichi is very level. " The rivers are all small ; and no heavy bridging will, it is expected, be required. " From this line follows the broad valley watered by the north-v/est " Miramichi, as far as the 260th mile, at gradients varying but slightly from " a level, excepting the first five miles, which will require gradients of about " 25 feet per mile. The land between the north-west Miramichi waters '* and the Nipisiguit River traversed by the line is almost a dead level ; " and it descends to that river by a grade of 25 feet per mile for three " miles. " It is proposed to cross the Nipisiguit River near the Pabineau Falls, " and after following the valley of the Nipisiguit a short distance it conti- " nues as far as the 325th mile to follow the general direction of the " shores of the Bay Chaleurs, passing withip a short distance of the town ^* ofBathurst. . (( (( mp 22 'hi !i t (( (( (( (i (( (( H n u (( (( (( (( i " The precise direction of tne line will of course depend upon the bridge sites selected on the several streams and rivers flowing into the Bay Chaleurs. ^ " As far as the 305th mile, the land is very level, and the streams small. The Jaquet River lies in a large deep valley, but it is beUeved may be a aroached and crossed about four miles from its mouth without any great difficulty. • " The gradients on this portion of the line will be found very favorable, and will not, it is calculated, exceed seventeen feet per mile, the greater portion being very much less. " The summit level at the head waters of the Eel River has been calculated at 368 feet, which will probably be found too high. This would involve a grade of about 18 feet oer mile for 16 miles. " It will perhaps be better to avoid this gradient and the curves which will be necessary in descending the valleys of the small streams llowing 'nto the Restigouche, to cross the Eel River and pass through the range of hills lying south of the River Restigouche, about five miles from the Town of Dalhousie. The hill which rises immediately in the rear of that town here falls away almost to llie level of the country about Eel River, and from thence the line would foilow ihe bank of the Restigouche, passing through the Village of Carapbeliton, and continuing between the present road and the shore as far as the mouth of Christophei's Brook. The gradients on this portion would be very slight. " After crossing the Restigouche Rivei, the line will follow the north bank as far as the mouth of the Metapediac River, at the 350th mile. " The section of country lying between the Restigouche and St. Lawrence Rivers is a vast tract of high land, intersected in every direction by deep valleys and vast ravines, through which the rivers flowing to the St. Lawrence and Restigouche wind their course. " The height of land from which these rivers flow respectively north and south, is full of lakes, and along them the mountain ranges rise to a great elevation. " The average distance between these two rivers is about 100 miles. " The only available valley which my knowledge of the country, or the explorations we have carried on, enable me to report upon, by which a line of railway can be carried through this mass of highlands, is that of the Metapediac River." ' 1 COMPARISON OF GRADIENTS. t- ,- ;> By Major Robinson's report I have been enabled to compile the follow- ing Comparative Statement of the grades on the North Shore and Central routes in the Province of New Brunswick, as given by Captain Henderson and Mr. Fleming.* * This Table includes that portion of the Central line from Green River Forks to Apohaqui Station (252.8 miles). Tliere are nearly 18 miles more to the Lower Canada boundary. These 18 miles comprise part of the Trots Pistoles section, and promiscuously included in the gradients of that section, 23 Grades. Level and under 20 feet to the mile, 20 to 40 " " 40 to 60 " '* 60 to 60 *' « 60 to 70 " u Totallengths 252. b Central. 100.4 miles, 47.7 " 14.4 " N-mh Shoro 151 miles, 71 " 8 " 43. 9 i(. 4 " 46. 4 (.i None. (( 234 (( Then by proportioning the lengths of tb.^ grades to the total distances (t. e.) when on 234 miles (the length of the Bay Chal^ur route in the Province of New Brunswick,) there are 151 miles of level and under 20 feet grades to he mile, m 252.8 miles there would be 163.2 miles of like grade. By this computation we have— Grades. ,, , Difference in ; , V, ( entral. North Shore, iavor of North Level and under|Oft.o, he mile, t00.4miK ISS.amiK It'-ZL, -JUto40 ' 47.7 u ^(.^ a +29 " 40 to 50" u ,4,4 ,, ,^ +;J-0 ^^ 60 to 60 « " 43.9 " 4.3 « -40 5 - 60 to 70" » 46.4 « None." _45;5 " 252.8 " 252.8 " ^ By the above, it will be observed, that all the easy grades Drenonderate largely m favor of the Bay Chaleurs line, whilst thelvere Swits a e m excess on the Central Captain Hende;son has no grades^from 60 o 70 feet to the mile, and only 4 miles from 50 to 60 feet, and this grade he says m a foot note, can be avoided. ^ ' In strong contrast ^o this, we find the Central has 43.9 miles from 50 to 60 feet to the mile and 46.4 miles from 60 to 70 feet to the mile. Speaking of grades, Mr. Gillespie says : " The question of the steepest grade admissible on a railroad is not one of practicability, as is often sup posea, but only one of comparative economy. LocomoUve engines ci^ be made to ascend grades of almost unlimited steepness, by a porportional increase of their power and adhesion, but their ascent' becor^esS and less^useful in proportion as their grades become more and more steep. Ihe cost of draught in a railroad is nearly as the power employed so that It will cost nearly twice as much to carry a load on a railroad of 24 feet to the mile, as to carry it on a level route » Lest us now test the economy of the two routes by this standard : and in so doing, we will average the above grades, as follows : , , Level and under 20 feet to the mile, average 10 feet 20 to 40 " " '* 30 ' 40 to 60 " «« « 45 60 to 60 " " « 55 60 to 70 " (both exclusive) " 66 a 70 (( to the mile 70 wmmsst 24 Of these average grades there are as above — Avenge grades. On Central. On North Shore. 10 feet to the mile, 100.4 miles, 163.2 miles. 30 " '* 47.7 " 76.7 (( 45 u :.-^- «. ;:.:■;,■. 14.4 " 8.6 (( 55 u , . ■ M ■ 43.9 " 4.3 " Qb " •'**^ ■;■■.:=; 28.5 " None 70 " ''■.:■'*«'■'■■■' 17.9 " None •■■"."■'.. 252.8 (( 252.8 (( Now, the maximum tractive power of a locomotive engine of 30 tons weight, on 6 driving wheels coupled, 5 tons on each driving wheel, wnh tender 15 tons, at a speed of 12 miles an hour, on the above ave 'age grades, on the most favorable roadway, is as follows : Average grade. 10 feet to the mile, 30 " " 45 " ,':' " 65 " " 65 " " 70 " " Maximum load in tons. 882 tons,* ■ ■ 477 "■ ' ' „^.K.; 351 " t 297 " ^ 256 " '■ ^--V' 234 " ill! ■:i i Oil the Central line 100.4 (miles of 10 foet to the mile average grade) x 882 tons (max. load) 47.7 ( '* 30 " ** " )x477 '* ( " ) ■% M A ^ It A r* It It 1 1 v__niri i! £ It V 14.4 ( 43.9 ( 28.5 ( 17.9 ( 45 55 65 70 ) x351 )x297 )x256 )x234 ii i( u tons (max. 88552.8 22572.9 5044.4 13038.3 7296.0 4188.6 140703.0 143942.4 S6585.9 3018.6 1277.1 184824.0 That is, 67 is to 88 as the tractive power of the Central is to that of the North Shore, or in other words, 88 tons can be carried on the North Shore Route with the same power and at the same cost as 67 tons on the Central Route. To illustrate this more clearly, let the reader conceive the two roads with their respective grades completed, and side by aide, then two Loco- On the North Shore Route — 163.2 (miles of 10 feet to the mile average grade) x 882 76.7 ( " 30 " " '^ )x477 " ( " 8.6 ( '' 45 " *' " )x351 " ( 4.3 ( " 55 '' " ♦' )x297 " ( it load) ) ) ) • Tli'^se results have been computed by Mr. D. K. Clark's formula, T = r? — A E ;- j .00268 ( i + tYjo } + * j ' whi -o E denotes the weight of the engine ; q 1', the par^. that rests on the driving wheels ; T, the gross weight of the train and tender ; V, the speed in miles per hour ; and i, the sine of the gradient whose inclination is as 1 in }. I bave given the data to enable those, who wish, to test the accuracy of the calculations. 25 motive engines of the same power and making equal time (as above) with a train of loaded cars, when the weight of the train on the North Shore Route will be 264 tons, that on the Central would be only 201 tons ; and estimating the paying lo?.d one half the gross load, on the former there would be 132 tons paying load, and on the latter 100. Suppose that on this line there were to be removed 66,000 tons of freigh annually, (being about one-tenth of the through freight traffic on the New York Central Railroad for the year ending 30th September, 1865; and less than one-twentieth of the total freight for the same year,) with such loco- motives and at such speed as indicated above, 1o transport this would take 660 trips on the Central line and only 5U0 on the North Shore line. In the above year ihe average annual cost per mile of freight on all the Railroads of the State of New York was $1 .90, being equal .o about ^1 .40 of our money. FINANCIAL ASPECT. Now 660 (trips) x 252.8 (miles) x (^) 1.40 (per mile) = $233,587.20 500 ( " ) X 252.8 ( " ) X (") 1 .40 ( " ) = 176,960.00 $56,627.20 Being an annual saving in favor of the North Shore Route over the Central in the transport of 66,000 tons a distance of 252.8 miles ; and amounting for 335.5 miles, the distance from Trois Pistoles to Apohaqui station, to » $75,152 .00 And a similar gain on the passenger traffic 75, 1 52 . 00 Annual saving in favor of North shore gradients = 0150,304.00 Again the North Shore Route has been shewn to be 48 miles shorter than the Central ; and the average working expenses per mile for all Canadian Railways for the year 1866 was $3233 .46, which for 48 miles amounts to 155,206.08 Making a total annual saving in favor of North Shore Route of $305,510.08 And this sum capitalized at 5 per cent per annum amounts to over six millions of dollars $6,1 10,201 .60 If to this be added the incidental gain in favor of cons- truction from the facilities of transport of supplies and materials which we have shewn to be 1 ,656,000 . 00 And the difference in favor of total construction as per mile estimate as follows:-— 469 miles Central at $46,000 per mile = $21,574,000 480 " N. Shore at $40,000 " =$19,200,000 2,374,000.00 Direct and actual saving by North Shore Route = $10,140,201.60 If to this we add the cost of the Branch to Father Point, a certain consequence of selecting the Central.. 2,000,000,00 And the further cost of the Branch from Dallousie to Shediac , 7,200,000.00 Total aggregate gain of selecting the North Shore Route of $19,340,201 .60 lii Hence it is seen that by the adoption of this route the Government of this country will save to the Dominion Treasury no less a sum than over nineteen and a quarter millions of dollars ; and woe be to them when the day of reckoning comes, no excuses will save ihem, if they turn aside from this plain and simple path of duty. Their condemnation will be ** written on the wall." In conclusion 1 may remark that I approached this subject with all prejudices arrayed against the Bay Chaleurs route. I viewed its adoption as a piece of indefensible jobbery, eclipsing in its magnitude the worst of the reputed " corruptions " of the past ; and Lothing short of the most incontrovertible proofs could alter my predilections. Respectfully submitted, J. O'HANLY, P. L. S. & C. E. Ottawa, June, 1868. <\ of ver the ide be all ion orst lost (1