9. V'^o IMAGE EVALUATION TEST TARGET (MT-3) /. ^ ^\<^A^ Z z i z 1.0 I.I lAilM 12.5 1^ IJU |2.2 u IL25 III 1.4 I Hill) 2.0 1.6 <^ V] o / Photographic Sciences Corporation 23 WEST MAIN STRHT WIBSTER.N.Y. US80 (716) 872-4S03 Lfi CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian fnatituta for Historical I^Aicroreproductions / Institut Canadian de micrcreproductions hittoriquas T«chnical and Bibliographic Notas/Notai tachniqua* at bibliographiquaa Tha Instituta has anamptad to obtain tha bast original copy availabia for filming. Faaturas of this copy which may ba bibliographicaily uniqua, which may altar any of tha imagas in tha raproduction. or which may significantly changa tha usual mathod of filming, ara chaclcad balow. 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Th« pes oft ffllT Orij befl the sioi oth firs slot cr i Thi sha TIN whi Mai diff etitl beg rigl req( mei This item is filmed at the reduction ratio checked below/ Ce document est film* au taux de reduction indiqu* ci-dessous. inv 4^W «a«« ^^^ , 30X F"^™^ ^^^ :b<<^ mA 2eA y 12X 16X 20X 24X 28X ^■M^ 32X ■ils du djfier jne tags Th« copy filmed hmrm has b««n raproduead thanks to tha ganaroaity of: Naw Bruntwicfc Museum Saint John Tha imagaa appaaring hara ara tha baat quality poaaibia conaidaring tha condition and lagiblllty of tha original copy and in kaaping with tha filming contract spacifieationa. L'axampiaira filmi fut raproduit grica ^ la g4n4rositA da: New Bnintwick Museum Saint John Laa imagea auh^antaa ont 4t« raproduitaa avac la plua grand soln. compta tanu da la condition at da la nattat* da l'axampiaira film*, at an conformitA avac laa conditiona du eontrat da fllmaga. Original copkM In printad papar covars ara filmad baglnning with tha front covar and anding on tha iaat paga with a printad or llluatratad impraa- •ton, or tha back covar whan appropriate. All othar original copiaa ara filmad baglnning on tha first paga with a printad or llluatratad impras- s^on, and anding on tha iaat paga with a printad cr llluatratad Impraaaion. Tha Iaat racordad frama on aaeh microfleha •hail contain tha aymbol ^-^ (moaning "CON* TINUEO"), or tha symbol y (moaning "END"), whichavar appiiaa. Laa axampiairaa origlnaux dont la couvartura mx paplar aat imprimte sont fiimAs an commanpant par la pramiar pfat at an tarmlnant salt par la darnlAra paga qui comporta una amprainta dimpraaaion ou d'illuatration, soit par la saeond plat, salon la caa. Toua laa autraa axamplalraa origlnaux sont filmto an commandant par la pramlAra paga qui comporta una amprainta dimpraaaion ou dllluatration at an tarmlnant par la damiAra paga qui comporta una taila amprainta. Un daa symbolaa suh/anta apparaltra sur la damlAra imaga da cliaqua microfleha, salon la caa: la symbola -^ signifia "A 8UIVRE", la aymbola ▼ signifia "FIN". Mapa, piataa. charta, ate., may be filmad at different reduction ratioa. Thoae too large to be entirely included In one expoaura ara filmed beginning In the upper left hand comer, left to right and top to bottom, aa many framaa aa required. The following diagrama liiuatrata the method: Lee cartae, planchaa, tabiaaux. etc.. peuvent Atre filmAa i dee taux da rMuction diff Arenta. Loraqua la document aet trap grand pour Atra reproduit en un seul cliehA, II est fllmA i partir da I'angia supArieur gauche, de gauche A drolte, et de haut en beo, on prenant la nombre d'Imegee nAceaaaira. Laa diagrammea suivanta lllustrent la mAthode. sta liure, : 2X 1 ? 3 1 2 3 4 5 6 an \ PRELIMINARY REPORT ON THE PROPOSED LINE OF RAILWAY BETWEEN THE CITY OF SAINT JOHN AND THE HARBOUR OF SHEDIAO, BY J. WILKINSON, Esquir*- Laid be/ore the House of Jatembiy by command of His ExceUeney the Lieutenant Governor. • Onlered to be Printed, 13th March, 1849. V FREDERICTON: t» tiMHoii, rwomu to *■■ qduh'i mmt BxoBiii.niT iuimtt. ■" 4 *'iaH9. PRELIMINARY REPORT ON THE PROPOSED LINE OF RAILWAY BETWEEN THE CITY OF SAINT JOHN AND THE HARBOUR OF SHEDIAC. Fredericton 3d March, 1849. Sir,— Since the close of the Exploration and Survey of the proposed Line of Railway between Saint John and Shediac, the construction of the plana and sections in a manner to be practically available for definitely laying out the work, has been proceeding with all diligence, with a view to complete the same daring the present Session of the Legislature. But the extent of labour involved renders doubtful the possibility of accomplishing this object In the meantime it is less difficult to supply for the information of His ExceN lency the Lieutenant Governor, such general description of the character and merits of the Line as may be necessary to satisfy the immediate interest of the Legislature and the Public. Section 1 . Commencing at the head of the Mill Pond in the City of Saint John, the first portion of the Line, for a distance of upwards of 4 miles, presents no material obstacle. At Lawler's Lake, near the fifth mile, the route is crossed by a bar- rier of solid limestone of upwards of a mile in width. This may be surmounted by a rise eastward of 30 feet per mile for about U miles, and a fall of 20 feet per mile for about 2 miles. To attain these gradients a mean depth of 12 to 15 feet of rock cutting for a mile in extent will be necessary. The maximum depth will be about 35 feet for 7 or 8 chains only. § 2. From hence following the Shore of Kennebeocasis Bay, the chief obstacles are Davidson's, Henderson's, Harris', and Forrester's Coves, until we reach the head of the last, at a distance of 15 J miles from Saint John. The intersection of these in a favourable manner will require due consideration. The cost of this Sortion of the Line must necessarily exceed the average expense of the remain- er; but the result will be the attainment of gradients varying very slightly from a level. It was supposed that a shorter, less expensive, and sufficiently favourable route might be found through Lakefield, hy the Valley of Salmon Creek. But the result of a careful exploration and section proved that the sum- mit could not be overcome by a less favourable maximum gradient than 136 feet Ser mile, descending into the Valley of Hammond River. It is exceedingly oubtful that any other lescent into the Valley of this River would prove more f.;tTOurable. § 3. From the head of Forrester's Cove the Line will intersect Hammond River nearly a mile below the present Bridge, and continue by a straight line through the Marsh until it touches the south Shore of Darling's Lake. Following the latter by easy curves, and nearly on a level, until it intersects Groom's Cove ; it proceeds thence with slight deviation from a direct course, to the head of Aoi- caok Hanh, near Hampton Ferry, and at 23 miles 24 chains from Saiort Jojbn. (2) From thence it continues by a diract and level line along the Marsh, intarsect- inir the Kennebeccasis at a favourable point a little below Mr. Wnght a Farm ; and thence with a slight change of direction to the northern end of the old loll Bridge, at 28 miles from Saint John. § 4. From hence it was supposed that the Line might avoid the immediate bed of the Valley, by following a lateral valley running nearly parallel, and to the north westward of the Post Road. A comparative survey and section proved that there would be no saving in distance and most probably a heavier expense of construction, whilst the gradients, though very favourable, would be greatly inferior, involving for a mile and a half in distance a maximum of 2o feet per mile, against a nearly uniform level by the River route. §5. Following thelatter from the Toll Bridge, to theleftof Norton UpperChurch, by a direct Line crossing Hay's and Barbarie's Meadows, and the River to the foot of the high ground on the left or southern bank, nearly opposite to the Roman Catholic Chapel, and thence following this bank by a course nearly straight, the line recrosses the River nea» the Finger Board, at a distance of 34 miles from Saint John. § 6. From hence the Line will most favorably follow through the right or northerly bank of the River, varying from level to the maximum rise of seven feet per mile, until it approaches Studholm's Mill Stream at 42 miles 32 cnains frona Saint John. A little below this Stream it will again cross the main River, and thence keeping as close as practicable to the left or southerly shore, it will recross the River twice within the distance of half a mile, a little below the situation of Fox Hill, and will continue thence nearly straight, gradually leaving the River widely to the left and rising at nearly the uniform rate of seven feet per mile, to the Race Course, on the property of A. C. Evanson, Esquire, Sussex Vale, at the distance of 45 miles 61 chains from Saint John. On reaching this situation, the traveller is scarcely conscious that he has yet not attained so high an elevation above the level of the Sea as some parts of the City of Saint John. The following is the relative height of this point in Sussex Vale :— Above the highest Freshet level of Kennebeccasis Bay, ... 51 Feet. «* High water. Spring tides, at Saint John, 56 (I (i « at Bend of Petitcodiao, ... 53 «( « " at Shediac, 76 § 7. From hence, passing a slight rise and again descending by a fall of 12 feet per mile into the Valley of Salmon River, (the principal branch of the Kennebec- casis,) the course of the Line will be nearly direct, with an uniform rise of seven feet per mile, to the mouth of Stone's Brook, distant 52 miles 28 chains from Saint John. § 8. From hence the choice of two routes is offered, of each of which a careful survey and section has been made. The first is by the Valley of Stone's Brook to the immediate source of the Annagance. The second continues by the Valley of the Salmon River to the « Portage," and thence, after twice intersect- ing the Post Road, descends and meets the former route at a lower point in the Valley of the Annagance. v ^ v xi. is i. xi. The distance by each route will be nearly the same ; but by the first the summit is crossed by a maximum rise of 22 feet per mile, and the same rate of fall for a short distance into the Valley of the Annagance. By the second an equally favourable rise can be obtained only by a heavier proportion of cutting and embankment, and it will not be easy to obtain a more favourable descent into the Valley of the Annagance than at the rate of 40 feet per mile. (3) As the intersection of tiiis summit will determine the maximum gwai")* eastward, between the Bend of Petitcodiao and Samt John, the route by Stone 8 Brook is therefore obviously to be preferred. ,„ . . , By this route the summit is passed at a distance of 56 miles 13 chains from Saint John, and at an elevation of 150 feet above high water. 6 9. For a short distance, as already observed, the descent is thence at the rate of 22 feet per mile, and afterwards at the uniform rate of 5 feet per mile, to opposite Hayward's Mills, distant 63 miles 56 chains from Saint John. Fron» thence by a nearly uniform descent of 6 feet per mile, the Line passes Steves Mill at 66 miles 62 chains, and Steves' Tavern at 69 miles from Samt John. 6 10. After first touching the Petitcodiac River, the course of the Line will require mature consideration, and will be governed by the result of the J^urvey of the River. It was a prevailing opinion amongst the more mtelhgent inhabitants, that the'lable LanJon the north side of the Petitcodiac T^^.^ld prove to be favourable. Its general appearance so far sustained this opmion that the fact could be determined only by actual examination. x * •*!. *u d^*;* The chief advantage of this route would be to avoid contact with the Petit- codiac River. A thorough exploration and section were therefore made, tne eeneral results of which are as follow. j. • r From Steves' the section presents a series of ascending and descending incli- nations, varying from 5 to 25 feet per mile to the Fredericton Road near Pitfield's, at the distance of 77 miles 21 chains from Samt John. From thence the inclinations vary from 12 to 78 feet per mile, to Hall's Stream, at the distance of 90 miles 22 chains from Saint John ; "^"^ froni thence by mci- nations varying from 4 feet to 53 feet per mile, to Milne's Point, Shediao Harbour, distant 105 miles 20 chains from Saint John. „„„„„„fAp These unfavourable gradients proved not only the necessity of a survey of the immediate Valley of the Petitcodiac River, but also of a thorough re-exploration of the ground between the Bend and Shediac. 8 1 1 . Two other variations of route between the latter were therefore surveyed and levelled ; and thus a comparison of three routes was obtained, «ach ter^ina^ ting near the mouth of Hall's Stream, at the Bend, and at M-^".8's Point at She- dial The courses of these routes will be more easily unde^. x-d by a glance at the Map than by much description. The following is a brief summary of their respective merits :— Diitance Maximum Gradient. * from Bend — Zr~^ . to Shediac. Eastward. Weitward. 1. Mill Stream and direct Route, 15m 30c. 38ft.perm. 53ft.perm. 2. BabineauMarshandScadouck Route, 16 miles. 86 ^ ^^ 3. MUl Stream and Scadouck Route, 16 m. 54 c. 23 J»i It is probable that a fourth route by way of the Valley of the Shediac River, with a still more favourable maximum gradient than the last, might be found, but only by materially increasing the distance, and with an unfavourable approach to the Harbour. 8 12. It remains only to compare the merits of the immediate VaUey of the Petitcodiac, and of the^Table Land northward, for the object of the RaUway. ThP lltSr route would present alternate rises and falls which at sonae points could be reduced to bare practicabUity.only by heavy cuttings ^nd embankmcntB i whilst the only advantage proposed wouli be to avoid contact with the tortuous channel, tides, floating ice, and soft banks of the Petitcodiac. itdoes not appear however that it is really necessary to come in contact with tiiei bany maK involving material diffiiulty ; whilst the working character of the Line, when constructed, would be of unsurpassed excellence. (4) From Steves' to Pitfield's the mean inclination woxM scarcely be 7 feet per mile, and from tbence the remaining distance to the Bend, about 14 miles, would be level. The increase in the whole distance from Saint John to Shediac by t\nn route will be about three miles, but with the advantage of touching the Harbsur at the Bend, which is not approached within two miles by the direct route. By adopting the immediate Valley of the Petitcodiac we have therefore a Line of Railway of 108 miles in extent : connecting three of the most important Harbours in the Province by a ruling gradient between level and 7 feet per mile, and two maximum gradients each of only 30 feet per mile. It is most probable that the latter, favourable as they are, may he still further reduced. § 13. It will be proper, for instance, that a thorough examination of the vicinity of Lawler's Lake and Portage Cove, near Saint John, should be made, in order to determine the practicability of preserving an uninterrupted level at that point within a warrantable limit of expense. It is scarcely doubtful that by a slight variation of the Line and some increase of expense, the rise of 30 feet per mile from Shediac, might also be reduced to the same limit as that at Stone's Brook, say 22 feet per mile, which would then become the heaviest gradient of the Line. This rise is very little greater than what is termed the angle of repose ; or that inslination upon whioh the friction of a Train of Carriages at rest is just sufficient to prevent their being set in motion by the force of gravity. § 14. A system of gradients so favourable, will place this Road in the first class of working Lines. It is true that advanced knowledge and experience have proved the practica- bility of ascending steeper inclinations than at an earlier period of Railway construction were deemed to be within the capacity of unassisted Locomotive Engines on smooth Rails, and that therefore, in a difficult country, the necessity of heavy cuttings and embankments is much diminished. But the economical value of easy gradients is not consequently reduced, where natural facilities admit, as in this instance, of their being obtained at a moderate first cost ; for, however adequate may be the mechanical skill necessery to meet the difficulty, the working expenses must be proportionally increased by the steepness of the inclinations to be overcome. A few words in explanation of this fact may not be misapplied. A difference of experimental results exists as to the force of traction necessary to set in motion a given load upon a level rail. They vary from seven to nine pounds per ton, giving a mean of about 8tt>s or 1 -280th part of the load. It IS known, therefore, that 1 in 280, or 19 feet nearly per mile, is that degree of inclination which has just been explained as the angle uf repose, and it the datum from which to compute the increase of force necessary to overcome any given increase of inclination. Hence tiie power which would be sufficient to draw upon a level, Would ascend an inclination of 19 feet with only «» «« 38 " " II K 57 II «« 76 " " «i «( 100 Tons 50 33 25 20 \ It is yet doubtful whether the effects of this law can be conveniently mitigated by mechanical skUl m the adaptation of Locomotive Engines. It is therefore of importance to devote due pains to the discovery of that line of ground between the extreme points to be connected, which will afford the most favourable mMummn gradient at the least warrantable expense. (5) This object will be more readily appreciated by a view of tbe working capacitiw of a few existing or projected Lines in America, the maximum gradients of whicli •re known as compared with the same capacity of a Line perfectly level. Max. Ortdient in ft. Y mile. ... 80 68 50 35 22 Load equal to tKe tiwtive force of 800 poanda. 18 5-10tb8 Tolts. 21 8-10tb8 27 5-l0th8 35 2-lOths 46 3-10th8 100 Western Rail Road, Massachusetts, New York and Erie Rail Road, Montreal and Portland, Saint Andrews and Woodstock, Saint John and Shediac, AlevelLine, ••• To the above may be added that portion of the projected Trunk Line of Rfcfl- way between Quebec and Halifax, which would intervene between Shediac arid the latter Port. The most favourable maximum gradient by which the (^OD«jaM Hills can be crossed, according to the Report of Major Robinson, is 1 in 79 or b6 feet per mile. The same tractive force, therefore, which would transport 46 tons to Saint John, would convey only 221 tons to Halifax. , , ^ .„ a^ v/ If to this important advantage be added that of a saving of at least 4J mues in distance to the Port of Saint John, which is as open and accessible at all sea- sons of the year as Halifax, it may safely be inferred that the diversion of a»y portion of the trade which may fairly belong to this Province by the proposed route of the Trunk Line is exceedingly improbable. It may rather be anticipatjl with confidence that, in cases of emergen^-y excepted, nearly the whole of tWe import and export business that may be created by any such connection with theSaint Lawrence, will incline to the open Harbours of the Bay of Fundy. For these, besides the recommendation of much greater proximity to the SaiM Lawrence, have the natural advantage of a high flow of tide, favourable to m prompt examinaton, repair and equipment of the larger class of vessels, atttt which is not possessed by Halifax. 8 15. The curvature of the Saint John and Shediac Railway wUl on the whole be very favourable. In one or two instances only is it probable that curves of *> limited a radius as 2000 feet will be necessary. 6 16. With the exception of that at Lawler's Lake, the rock-cutting wiU be inrignificant. The earth-work generally wiU be light, of a quality suitable for a firm road-bed, and easy cS , ::ecution at common slopes. That between the Bend and Shediac will prol ibly be the heaviestin amount The largest amount of bridging will fall between Saint John and Hampton Ferry, but with mwiy facilities for its effective and economical construction. There will be no other expensive Bridges on the Line. The number or extent of these structures can- not at present be stated. fi 1 7. The foundation of more than one half of the Line may be constructed by ^ ^ pUing. a method which has been proved in the United States to be thoroughly V Effective in securingthe all important quality of a Railway, stability of foundation, especially where the ground is liable to be periodically overflowed, and where the trSisportation of any other material proper for the road-bed would be too expen- sive M well as more liable to disturbance and injury. This method is not more remarkable for its efficiency than for the lightness of the cost as compared with other methods, and has many advantages. The chief obJ««t;?^.t;;*«f,™Pl27 ^ ment is the perishable quality of the materiaL But if any effective and suffi^ \ Cientlv economical preservative process could be apphed, that objection would | vanisn. § 18. There is however an important difference between the durability of ttje w(K)d available in this Province, and of that which has chiefly been employed in the « (6) United States. In the latter Country a period of 10 or 12 years is counted upon •s the utmost limit, during which to rely upon the soundness of White Oak piles ; and in the Southern States Pine is found to decay in half that time. Tlie dura- bilit^rofthe Larch of this Province appears to be much greater. Fence-posts of this material have been credibly pointed out as having fulfilled their office for upwards of forty years, and which yet remain to all appearance sound and efficient. Assuming however that the ordinary duration of tliis wood, under the same circumstances, were only half that period, it is to be regretted that it should be destroyed or comparatively sacrificed as an article of export, whilst it is of 80 much importance to the internal economy of the Province. § 19. The present occasion does not permit of reference to the details of con- struction. It will be sufficient to say that local circumstances and facilities hold out the assurance that the road may be completed within the limit of the average cost of similar works in the State of New York ; to some of which it will have more resemblance than to those of New England. From authentic Tabular Statements which have been published, the average cost of some of the principal Lines of Railway in the States of New York and Massachusetts respectively, appears to be £5,649 currency per mile in the former, and £9,788 currency per mile in the latter, in each case for a single track.— (App. A and B.) The method of construction, and the conveniences to be provided, would require mature consideration. They ought to be as perfect as the circumstances and reasonable prospects of the Line will warrant. The daily accumulating knowledge and experience on the subject elsewhere, should be amply consulted, and above all, it is desirable that no expenditure should be commenced until the necessary means are secure for completing such ^ I divisions of the Line as may be profitably opened with the least possible delay ; Si nor until a system for the control and management of such expenditure shall be » so devised and arranged as may best ensure efficiency and a true economy. § 20. The division of this Line most obviously indicated as the portion which may first be constructed and opened with the surest prospect of an immediate return, is that connecting the Harbour of the Bend with the terminus at Shediac. By means of this work alone the Summer trade of the Gulf and River Saint Law- rence would be accessible from the Bay of Fundy, and the shipping of the Pro- vince would be relieved from much of its dependence on Foreign Ports, into which it must necessarily be admitted only on disadvantageons terms. All that is required through the Atlantic Ports of the United States, must reach the lower Provinces encumbered with the tolls and charges of Canals and Railways of great length, whilst an uninterrupted navigation between the same sources of production and our own Ports, oJBfers a much cheaper means of transit, which only awaits a moderate degree of enterprise to become fully available. § 21 . The convenience and sufficiency of Shediac as an entrepot for the object in view is not questioned. It is within 60 hours communication by steam from Quebec. It nearly equally divides the great arch of coast which forms the wes- tern boundary of the Gulf of Saint Lawrence, extending from Cape North to Cape Ga8p6, a distance of about 450 miles, embracing in that extent a soil of acknowledged excellence; and fisheries, the ultimate commercial value of which, to these Provinces, would ptrhaps be dearly exchanged for the more dazzling treasures of other coast«= The fertile Island of Prince Edw,ird lies almost in view of the Harbour, and the coal mines of Pictou within a few hours sail. In- dications of coal also every where surround this important locality ; and from Saint John to Shediac, in addition to lumber and most descriptions of farm produce, limestone, freestone, gypsum, salt, and iron, in abundance, will eventually become tributary to the traffic of the line. ( 7 ) Independently of these considerations, the intrinsic importance of the Harbour of Shediac to Shipping frequenting the Galf, is thus stated by Captain Bayfield— " Shediac Harbour is the easiest of access and egress on this part of tho Coast, being the only one which a vessel in distress can safely run for as a Harbour of Refuge. The space in which shipping may be moored, in from 12 to 17 feet at low water, is three quarters of a mile long* and from 1 70 to 300 fathoms wide. The depth tliat can be carried in by a good Pilot is 14 feet at low water, and 18 feet at high water in ordinary Spring Tides ; and the bottom of the channel is of mud, as is also the Harbour within. Although a slight swell may be felt in this Harbour at high water, in a north east gale, yet it is never sufficient to endanger in tiie slightest degree a vessel with good anchors an-l cables ; even in the Bay outside the Bar, a vessel would ride safely in any gaie not unusually strong for the Summer months." § 22. The extent of navigation which would be saved by this communication between the Ports of Saint John and Quebec, would generally be from 500 to 600 nautical miles. § 23. It has been a cherished scheme almost coeval with the first settlement of the Province, to intersect the Isthmus separating the Bay of Fimdy and the Gulf of Saint Lawrence, by a Canal. The absence of such an advantage has dor v-lesa been very unfavourable to Inter-Colonial intercourse. But now that this enter- prise remains in abeyance, it may be no cause of regret that the desired com- munication is not dependent upon a work of questionable expediency, as well as very doubtful practicability. Besides being more costly and liable to damage, a Canal sealed up for several months in the year, could not be equal in commercial value to a Railway. § 24. In touching upon the question of the probable cost of this Railway, it seems proper to remark, that in the cost of those to which reference has been made, an expenditure equal to about £2,000 currency per mile is included for the heavy iron Rail and its necessary appurtenances and fastenings. The Plate Rail now generally abandoned as insufficient, might probably cost half that sum. It is true that iron Rails could be procured by this Province from England at a lower rate than they can be obtained in the United States ; but it is doubtful that the difference would exceed about £500 per mile in our favour, even at the present low rate of the material. By the adoption of an efficient iron Rail, a charge of about £1,500 currency per mile would therefore be necessary, amounting upon the whole Line, for a single track only, to the large sum of £162,000, of which £24,000 would fall upon the Bend and Shediac Division. Now if by any method of construction all the essential qualities of a good Rail- way can be obtained, without at least the immediate necessity of this heavy charge, it will be agreed that in the present circumstances of the Province, it is desirable that such method should be fairly tried. The saving in the item of iron alone would go a great way towards constructing a branch extension of this Railway through the most populous and fertile part of the Province to Fredericton, within a distance of 5i> miles. If on the assumed dispensability of the Iron Rail, we therefore deduct the sum of £1,000 from the average cost of Railways in the State of New York, (the light Plate Rail only until recently having been used on these Roads,) we have the probable sum of £4,650, as the extreme cost per mile. This, taking into con- sideration the difference in value of Timber in favour of this Province, may be regarded as a safe limit for present guidance. It is in fact, exclusive of the iron, equal to the cost of some of the best Lines of Railway in Massachussets, not perhaps more easy of construction than the greater part of that between Saint John and Shediac. (8) § 25. Upon this baas the coat of the division between the Bend and Shediac, for the distance of 16J miles nearly, would be £T4,400. The successful opening of this portion of the Line would be a sure augnry of the rapid construction of the remainder to Saint John. It is perhaps the shortest and most desirable experimental Line that could be constructed in the Proyince, and holds out the best assurance of success. § 26. Upon this point we are not left altogether to conjecture. By direction of the Government, during the past Autumn, the travelling at six different stations in the Province, was registered during three months by persons appointed for that purpose. An abstract of the result in a tabular form is annexed, (App. C.) with a computation of the number of travellers at the same rate for a whole jear. The Autumn, however, is considered the least favourable season during which to form an estimate of the aggregate of the year, as the rural population are then more restricted to the business of their flirms. At other periods the highways frequently exhibit long unbroken line" of vehicles, demonstrating b;)r the numbers, circumstances, and travelling disposition of the people, that the period has arrived for the iatroductioa of the rail. Even under the unfavourable circumstances adverted to, the lowest number of passengers at any station exceeds the number conveyed over some of the existing Railways in the United States, according to late Official Reports. A statement of a few of these is annexed, (App. D) ; but the number at the principal station, Jhe Bend, exceeds the estimated number of at least one English Railway prior to its construction— the Great North of England. The estimated number for this Line was 75,158. The number at the Bend, as derived from the registration, is 87,700. Referring to other statistical statements (Notes a. and b, App. F.) we find the last number exceeds even the realisrd traffic on at least two English Railways, and that the traffic of one of these fells short of the common Road traffic at three of the registered stations in New Brunswick. § 27. But in almost every instance the immediate consequence of the onening of a Railway is a vast increase of the number of travellers, varying from 100 to even 1 ,400 per cent. The annexed tabular statements will illustrate this fact. (App. E' *na F.) . .^ « ., u Assuming, therefore, on the evidence of experience wherever Railways have been established, that the increase of the ordinary travelling on the Saint John and Shediac Line will not fall short of at least 100 per cent, over that already in existence, and omitting that portion of the travelling at the Bend which inclines towards Dorchester, as not forming a part of that which would belong to the division between the Bend and Shediac, we have (21,925— 5, 946X8)= 1 27,832, as the lowest number of passengers which may be counted upon during the lirst year's operation of the Railway. Estimating the gross revenue to be derived from these at 1 id. each per mile, or 2s. for the fare through, the amount would be £12,783 Add for freight of merchandise and goods of all kinds at the assumed equivalent of 200,000 barrels at 6d., ... 5,000 Total gross revenue, £17,783 If we take the working expenses of the Line at the average of 38 per cent, of ^1 -»:_4_ _^<.».j:n» tn a»na»ii>n/ nf MAwr Vork. thea— From the gross revenue of £17,783 Deducting 38 per cent., 6,758 The net revenue will be « • £11,025 Or, 14 8-lOths per cent, net return upon the whole oott of £74,400 for th« first year, and which, as in other instances, may be expected steadily to augment in r (, (9) succeeding years. But of this say three per cent, should, with a view to 8afe\ management, be carried to a reserve fund against depreciation and renewals, leaving a clear dividend of 1 1 8-lOths per cent. If to the first cost be added £24,000 for the supply of Iron Rails sufficient for heavy traffic, then upon the total cost of £98,400, the net return would be only 1 1 2-10th8 per cent., from which deducting a reserve of three per cent, as before, a clear dividend of 8 2-lOths per cent, would remain. § 28. It may not be deemed altogether a departure from the proper object of this Report if a suggestion be offered as to the financial means of carrying the project into effect. „ i . j j • j- It is submitted, with deference, that the property of a well designed and judi- ciously managed Railway is not inferior to the best security which forms the basis of the present circulating medium of the Country'. It is therefore suggested, that upon the engagement of an association, formed for the construction and management of the Railway, to invest in the work a bona fide expenditure of '>ne fourth of the whole estimated cost; such association might with due security to the public, b^ endowed, under proper restraints, with the Banking privilege of issuing Notes, in pay it of the remaining cost, in sums at no time exceeding the amount actually due and payable for work executed, and necessary charges and expenses incurred. Such Notes would not less clearly be evidence of value than those which at present circulate as money. They would represent a property affording to every eye evidence of its capacity of redeeming and extinguishing such Notes within a limited period by either of two methods. First— By setting apart annually from the gross revenue of the Railway, six per cent, upon the whole amount of such notes in circulation, for their progres- sive redemption and extinction within seventeen years. Second— By receiving such Notes in payment for Shares in the Stock of the Association, upon a footing of equality with the original Shareholders. It may be objected that such Notes in the meantime could not be readily con- verted into specie or bills of exchange for mercantile purposes. It may be answered that they would be at least as readily accepted as other Notes in exchange for any of the staple products of the country, required for ex- portation, and therefore would not be less conducive to internal industry and domestic advancement. If the capital necessary to the construction of the work were borrowed from non-residents, it would most probably become the medium of an undue importation of merchandise tending to repress rather than to promote domestic industry. The measure proposed would be to borrow the resident skill and labour of the country in the form of a reproductive investment under competent and responsi- ble direction, and in a manner adapted to inspire the energies of the whole community with a healthy and permanent activity, move independent than here- tofore upon external vicissitudes. This measure would also leave wholly unencumbered the available resources of thu Province, so far as it might be deemed expedient to apply the same to the con- struction of the Trunk Line of Railway between Quebec and Halifax. Should the proposed Financial experiment, under proper guards and chpcks, Bubiect to which only it should be tried, fail of success, the inconvenience would be iimiten. But should it be successful, it is submitted, that the lesson would be an important one to the future advancement of the Province. 1 have the honor to be, Sir, your most obedient servant, J. WILKINSON. To thf Hononible John R. 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From Baron Charles Supin's Report on the Paris and Orleans Railway. *' Experience has proved both in France and abroad, that in a short ppace of time the facility, expedition and economy afforded by Railways, more than doubles the number of passengers and the quantity of merchandise. " In order to support such statements, we will quote the following facts relative to the Railways of Belgium, England and Scotland, in positions of ex- treme difference, and giving rise to a variation in the returns which far exceeded all anticipation. Comparison of the number of travellers conveyed daily throughout the whole or a portion of the Line : — Railways. Manchester and Liverpool, Stockton and Darlington, Newcastle and Carlisle, Arbroath and Forfar, Brussels and Antwerp, No. of rassengere before the establishment. 400 130 90 20 200 No. of Passengert after the establishment. 1,620 630 500 200 3,000 (I