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Les diagrammes suivants illustrent la m6thode. rata > elure. 3 32X 1 2 3 3 1 2 4 5 6 Si'^'i ^ 'f^'^ ■-*: ' 1 •■• - III ^■'\[ ^ K (4-, • *«,■; THE PROPOSED RAILWAY ACROSS NEWFOUNDLAND; JL I»E€TW DELIVERED IN THE NEW TEMPERANCE HALL, BT FATHER MORRISV FEBRUARY 9th, 1875, w,U ST. JOHN'S, N. F. : PWSTJSD XT THE '• rUBUC LEDQSB'' OtStCS* b • , ,« »"1 HIS EXCLLLENCY GOVEK.rOR OP NEWFOUNDLAND, THIS HUMBLE EFFORT TO PROMOTE THE FUTURE WELFARE OF NEWFOUNDLAND, IS IN- SCRIBED WITH SENTIMENTS OF RESPECT AND GRATEFUL RECOGNITION OF THE KINDLY INTEREST HIS EXCELLENCY WAS PLEASED TO TAKE IN THE SUCCESS OF A FEW LECTURES DELIVERED BY THE AUTHOR. .^4^ ■' a: .:> i.' \'"r ""'.' t)<- ',"*'«'*''../■• _. .i ; / t i . ; ■ . \i ' . s ' ' '. 1 "-.•'.i <^l .-15' t*.,^-*' .-- <«-»» -•- ; *'- I \% '» i4 ^■li'V'-i^y,,;/''.^-., !,;• ( i^tTiobtTcrTOX. ;m > ."'iiw »■ <^ €' Tho folloxving pages, at fivst, tdflk ltd fe11ftl)e of ft Lecture, read in the Now Temporance ITall of this city, on the 9th Fcbnmry, in aid of funds for the completion of my new Church at Oderin. Thoy are now given to the public substantially the same, and in their original form. Some few matters of statistical detail have been added, which the convelitional limits of a Lecture necessarily excluded. Some redundancies there are which might have been pruned away, but the reader, who unde^sta^ds the requirements and expectations of a modern audience, will admit that it not easy to avoid the temptation miscere utile dulce. The purpose of the Lecturer is pri- marily to instruct, but an important though secondary aim, is to please. I therefore have not thought it advisable to nsc '^e pruning knife to any extent ; and if, occasioni 'ly, my reader finds himself carried off on a Eailway excursion that he did not bargain for, he must keep in mind the reasons already assigned for such digression ; nor should he overlook the circumstance that there may be many, seated on the train, both before and behind him, who, while he is disgusted and dis- satisfied, are enjoying the unconsidered pleasures of the shifting and fugitive scenery around them. The reason for giving permanent form at all to ithis Lecture, is that every oi^e may have an op- » * llr ^ I ' portunity of readiug what comparatively few have heaid. To speak authoritatively, though not officially, on a-matter of ouch grave moment, is not to be considered lightly. Large interests are deeply concerned in Ma Eailway project. Im- portant consequences must flow from its develop- ment. Some of these may appear to us, even now, as problematical. I am satisfied Newfoundland must be a gainer to a great degree ; still do I affirm that if we are to stake our public credit, or involve ourselves in any way from which we could only recover by dishonorable sacrifice or conces- sion, let the project perish so far as we, in New- foundland, are concerned. How far these fears are reasonably grounded, will, I trust be seen by a candid perusal of the Lecture. •Father MoKiii-i, St. John's, > Feb. 16, i875. 5 SAILWAT iCROSS NEWFOTJNDLiND I * e*oe«a,(S¥^^*5K>^ Ladies aitd Gesttlbmbn,— The restless and inquisitive age, through which, for three generations, our fathers have passed and in which we now live, is pre-eminently* the age of material and economic progress. Phy- sical science, roused from a death sleep of centu- ries, and casting off her "-erements and grave clothes, has been toiling with sleepless eye and tireless step through all the dim mysteries and silent arcana of nature during the past century ; or to speak .with more accuracy, during the past century and a quarter. Her gleanings have un- doubtedly been rewarded with abundant sheaves. The period,*; to which I allude, has indeed wit- nessed the crowning triumphs of discovery, em- bodied in the Mechanical Arts. Whatever may be the value of such discovery to distant ages— whatever may be the ultimate effect of such dis- covery on the happiness of man and real human progress ; its footsteps, on the sands of time, will remain forever anobliterated an\ mefiaceable. In all that belongs to man's physical comlort, in everything that tends to promote his healtn or his happiness, the alleviation of pain, or the ward- ing off of disease, rapid locomotica or more rapid •ocial and intellectual iuter-communication, m •.V*', \ • I* .; ■ ^ . .■ - ■ 5 everytliing that ministers to man's animal of social necessities, science has accomplished mar-- vels. For proof of the scientific activity of this period, I need only refer to the magnificent re- sults of experimental science in heat, magnetism, optics, electricity, and finaHy astronomy — unfold- ing starry secrets to the telescopes of Herschel and Eosse. To this period also belongs the glory of the invention of the steam-engine by Watts, and its various applications to Commerce on land and sea ; completely verifying the prophecy of Darwin, the friend and associate of Watts : Soon shall thy arms, unoonqnered steam afar, Drag the slow barge, or drive the rapid car. Among all the achievements of Science, however, not even excepting the magic telegraph, whose pulses throb beneath the waters of the great seas, and whose life current i« sustained within the dark, unfathomed caves of ocean ; there is not one that has affected the onward march of civili- zation to so large an extent as the Eailwayi This great invention, considered not generally, but in its special application to Newfoundland, forms the subject matter of my discourse this evening. After a few preliminary and general remarks, I shall at once enter in medias res. Ladies and Gentlemen, — I think you will go along with me when I say that it would be idle to offer any apology for inviting you to the serious consideration of this grave and pregnant topic. The time has indeed come when it demands an alert attention from every thoughtful mind in Newfoundland ; and as ia Newfoundlander, I feel that I have a prescrip- tive right to speak out plainly on this momentous question, the decision of vt^hich will mould for good or evil the future of the land we live in, the land of my birth, the land I love so well, the v ■>■ anticipated scene of my future labours. There are many of my audience to whom the name, nature, and workings of a Eailway, are as well known as those of a buggy or barouche ; but there raay also be some to whom they are legen- dary and creatures of story. What then is a Eailway. Let Judge Haliburton, a great author- ity on this matter, come to the rescue. My ex- tract is taken from a work which in acknowledged to have given the first noticeable impetus to this great engine of civilization in Nova Scotia. Under a well-known nomme de phime, and speak- in cr through the mouth of a Yankee clock-maker, he lectures his countrymen in the following home- ly but terse and forcible manner : — " A bridge makes a town, a river makes a town, a canal makes a town, but a railroad is bridge, river, thoroughfare, canal, all in one. A Railroad will bring you customers if done right off, but wait till trade has made new channels and fairly gets settled in them, and you'll never divert it again to all eternity. When a fellow waits till a girl gets married, I guess it will be too late to pop the question then.' St. John miist go ahead at any rate : you may if you choose ; but you must exert yourself I tell you ; if a man has only one leg and wants to walk he must get an artificial one. If you have no river make a Railroad and that will supply its place. But people say it will never pay in the world. Do they indeed ? Send them to me and I'll fit the handle on them in two two's. I say it will pay, and the best proof of it is our folks will take two-thirds of the stock. Did you ever hear any one else but your folks ask wliether a dose o( medicine would pay when it was given to »avo life ? When you go back take a piece of chalk and write on every door in Hali- fax in large letters— a Railroad— and if they do not know the meaning of it say you j's a Yankee word." ■ v , m m s Thus did this lively and jaunty writer incul> /eate to his countrymen, the necessity of taking time by the forelock ; and doing that, tor themr :fielves opportunely, which the demands of pror ^ess would soon force outsiders to take altoger ther out of their hands. The scope of this Lecture necessarily exr eludes anything of a merely constructive or techr nical character in connection with Railways, and is limited to the consideration of their social v'^ommercial and economic importance. B^ilway^ iu their crudest form date many centuries back ; jn their more developed and improved shape wo trace them to the beginning of this century. To the illustrious George Stephenson belongs the merit of having originated the whole system in Great Bri? tain, and also of having invented the locomotive steam engine which with some iii^material imr provements, is now used. The large contribur lions of Trevithick's inventive mind, to the perr fecting of the steam engine, are now almost forr gottep, and his fate furnis|hed a striking chapter to the sorrows of genius. He had vastly more than the genius of Stephenson without his indusr try or perseverance. Stephenson rests in West- minster Abbey, the silent abode of Britain's great Dead. Here, too, is his monument, but out amid the everlasting roar and bustle of Loudon — the Nation City, 91 momimentum quferis circumspice. And here now I recall the memory of that fading summer's evening, whep I loitered amid the soli- tudes cf the old Abbey, gazing on the memorial sacred to the great Railway King, I recall, too, the forcible contrast present in my mind between countries blessed by the labours of Stephenson and his compeers, and those to whom they were denied. No one, who has not travelled in coun- tries that participate in the benefit)^ of the Bailr way system, can have any adequate idea of ho^ u ^evt an engine of commerce and civilization we are still deprived ot in Newfoundland. It is not true that trade has called Bail ways into existence ; in most cases the converse is the truth. It is the presence and operation of the Bailway that have given birth to tr^de. Through countries, that a few years ago held out no inducement to the capitalist or the colonist, the Eailway, extending its vast arms, has gathered within its area all the elements of national prosperity, labour in its thousand appliances, with the material for labour ;to expend itself on, the work that generously re- pays the worker that is generously repaid. Let us now take a rapid survey of the Eail- •way system as developed J;i all civilized coun- tries. Setting out with Great Britain, the ac- knowledged leader of civilization and the piuueer ,ot iny option, how great is her in4ebtedne!L>c to this ,^on(?erfui exponent of mechanical power' There are few of my audience here to-night, I pre £ume, that have not some tiuie or other taken adr vantage of the profitable and ];apid locomotion of a Eailway Car in travelling through the old coun- tries. The whole British Empire is one vast iron net-work, along which Oars are passing and re- passing with swallow-like speed and at all possi- ble angles, hurrying goods, mails and passengers from circumference to centre, from centre to cir- cumference, 4}nickening the pulse of life, social, commercial, and political, and contributing to the general vortex, from which all civilized human ity is now endeavouring to draw for itself a solu- tion of the real or supposed problems of life. Leaving the white cliflfe of Dover behind^ after a brief but stormy passage across to the fihores of France, you are soon winding through published by him aftef- wards, and usually impended to popular hiatoriet of Newfoundland. • In 1868, Mr. Bellairs, deputed by Sandford f^lemming, the famous Engineer, crossed over the country, and the result of his labours are before us in the shape of a report, under the title of an "Atlantic Ferry Scheme." In this Mr. Bellairs has expressed a definite opinion, as to what he regards as the most eligible track for a line of Kailway. Last, but undoubtedly not least, in the labours of exploration, t mention Mr. Alexander Murray, whose name has now become a household word, and from whose pub - lished writings we gather the only definite and authentic knowledge we possess of the lumber- ing resources of the country. His presence here, this evening, I regard as another earnest of the unselfish and warm interest he takes in the ad<« vancement of the land of his adoption. There is yet another name whose deeds, unknown tiO his- tory, are assuredly chronicled in the Book of Life; I allude to f'ather Hearn, one of the earliest apostles of Newfoundland, whose labours found their appropriate outcome amid the rugged scenes of my missionary home. With the zeal of a Columbanus, he smiled at the obstacles of nature; and sustained by his abiding charity, found his way to the Children of the Forest, and taught the gospel of love and faith beneath the roof of the wigwam. More than filty years agoi with his gun slung on his shoulder to protect his life, and attended by a single Indian, like the Black Bobe Ohief in Hiawatha, he rejoicingly told his message to the people. With feelings of pleasure I learned from the lips of my very dear friends. Father Sears and Doctor M. Howley, whose names are associated with that portion of the country, that the mesi^age of the old apostl* has not been for/i^otten, and tliat his name still lingers fondly around the camp fires, as they sing of him as erst was sang of Hiawatha; he hag gone, (( In the glory of the snnset, In the purple mists of evening, To the regie . of tl* home- wind, Of the North-weRu v/ind Eeewayden ; To the Islands of the Blessed, To the kingdom of Ponemah, To the Land of the Hereafter." Whether History ever condescend to recount his deeds, or silence, continue to guard his fame it affords me an unwonted pleasure this evening to accord to him this niggardly tribute of long-defer- red justice. 1 ^shall now proceed to point out from the charts the various tracks recommended for the proposed Railway, regarded as a link of steam- communication between the Atlantic and the Gulf of St. Lawrence. I shall first take that of Mr. Bellairs, and then that of Mr. Murray, and direct your attention to the relative merits of each. [Qere the Lecturer occupied some minutes in eonductinghis audience along the different routes referred to above, with the assistance of charts prepared for the occasion, and having the said routes indicated by conspicuous coloured lines* traced by Alexander Murray, Esq., of the Geolo- gical Survey.] And now,. Ladies and Gentlemen, having travelled twice across Newfoundland with Mr. Bellairs and Mr. Murray, and having got back safely, we shall repay them for the tavor of their guidance by summoning up the relative merits ot their rival suggestions. We may here pause for a moment to offc^r a passing tribute to the me- mory of Mr. Bellairs, by whose premature deceas« -r 11 \v H last year, the Intercolonial Civil Engineering Staff bas lost a tried and valuable member, and society an amiable citizen. Mr. Murray is pre- sent here this evening, and will be able to apre- ciateour judgment on his merits. Let our endea- vor be directed to an honest and impartial con- clusion. If shortness were the chief merit ot the pro- posed route, Mr. Bellairs would undoubtedly be entitled to the palm, but his survey appears to h9.ve been conducted with an eye altogether to the shortest possible track from Europe to America, iind with no advertence whatever, to the deep and important aim Of disclosing the hiddeu and various resources of the country. Mr. Mur- ray's suggestions involve a route that, if some- times circuitous, is also well adapted lor the line of Bailway in its engineering features ; besides combining the paramount advantages of passing through magnificent tinlber-lands, from which material, for the construction of the Bailway bed, can be gained with trifling expense. Starting from St. John's, as the termiti'us a quo, Mr. Bellairs and Mr. Murray differ very little in their adopted course through the peninsula of Avalon ; and it is only after leaving un-poetical Piper's Hole, and the shadow of Powder Horn Hills, that they agree to differ, and each doughty exploiter confident in the accuracy of his own, anticipationscoiiductus " thorough bush, thorough briar," by devious and discordant ways, to St. George's Bay, the termfni^s adquent' Mr. Bellairs will now undertake to pdint otit his own line of exploration aid liis final opinions thereon. * • The most t)racticable route for a line ot Railway from $i. John's tbWards Piper's Hole appears to be tnijorigh the centr^ of the country, the surface ^)eiiig hiore level atid ittiibu'oken, the valleys and gorges froni the many bays and inlets mostly 11 disappearing. The general elevation through this district may be estimated at from 350 to 500 feet above the sea. The distance by the most direct land route from 8t. John's to the Northern extremity of the Isthmus of Avalon, which is be- tween Bay Bulls' Arm, Trinity Bay, and Oome- by-Ohance, Placentia Bay, is seventy-nine miles; thence to Piper's Hole, fifteen miles ; making the total distance to Piper's Hole, ninety-four miles. Although the general route may be tolerably direct, this distance must necessarily be increased by keeping away from the heads of Trinity and Conception Bays, and in avoiding someof the hills and scarping some of the ridges and valleys, •which running in a north-east and souih-westerly direction, must of course be crossed by any lino having its direction from east to west. After passing through the Avalon peninsula, I fear that Mr. Bellairs' account of the interior for all Bail way purposes is both imperfect and fragmentary. He thus sums it up, *' It would be inadvisable to report on the elevations of various summits to be crossed, or give other than a gene- ral desoription of the country between Piper's Hole and St . George's Bay. It would, of course, be impossible to trace out an exact direction of a line, or show all the difficulties to be overcome without having followed all the sinuosities that would be necessarily entailed upon a route across the country from east to west. But from the general features of the country actually tra- velled over, and its appearance as seen from the different points of abservation from whic;h some of the views were very extended, there can be but little hesitation in assuming that there are not any insuperable obstacles existing, and that there is a fair chance of being able to select a tolerably direct and practicable route from Piper's Hole to St. George's Harbour." After a consid- erable amount of detail of little service for our li! IS present purpose he af^fnia resumes his general description. " From the west side of the Piper's Hole vallej', a direct line for St. George's Bay iJTould probably be maintained for some distance across the barrens, then by following the more level country towards the north of the barrens, and in the neighbourhood of the water shed, and perhaps skirting it, reach the valley and the south-western waters of the Exploits Kiver, then either by crossing the summit of the Long Range, or by Flat Bay Brook in St. George's River waters, descend to the sea level at St. George's Bay and Harbour. " There are,no doubt, considerable difficulties to be experienced in crossing some of the ridges and hills described as existing in the district of Avalon, and the main part of the Island, and in the approach and descent to St. George's Bay, but there seems to be no impracticability in over- coming obstacles. " The distance to Piper's Hole by the most direct land route from St. John's, has been ascer- tained to be about 94 miles, thence to St. George's Harbour, 197 miles, making the -total distance between St. John's and St. George's Harbour, about 291 statute miles. The route in general would be direct, but the fact that thej'grain of the country has to be crossed from first to last, will at once make it evident that there must be a considerable increase in distance over a perfectly direct line. It would, however, be difficult to form a correct estimate of the probable length of a line of Railway, connecting the two harbours referred to without an instrumental survey. Fur- ther examinations might prove it advantageous to cross even the southern water-shed of the Hum- ber River waters, and approach St. George's Har- bour from the north-eastward ; of this I am, how- ever, unable to speak." 18 »■ ' Here, then, Wo Rave a compendium of tlio la* bonrs of Mr. Bellaira in the service ot exploration ', cotnraittod to writing by biraselt* addressed to Mr. Sandford Flemmlng, and published by order of the Ottawa Government. We cannot reasonably complain of its very general and therefore unsa- tisfactory th.— Too probable political embroilments. I am not aware that anything worthy of no- tice not embraced in the above series, has as yet been advanced or is likely to see the light. Now with regard to the question,— how is the money .to be raised? A good deal of weight must be allowed, in limine, to the consideration that a Bail way prdposition will be received by capitalists to-day very differently from what would be the case twenty years ago. Then speculations of this , nature Were at best dubious and uninviting. The Railway System was then in its infancy and had not asserted its tindoubted claims to the reeogni- , tion of its splendid triumphs. What could at first ^ight appear more unpromising than the inception of the Canadian Grrand Trunk, the Pacific, the Argeiitinej or the Novara ? Yet, once perfected and put in operation, these splendid, though costly . and gigantic works, have brought wealth to the capitalist, labour to the workman, a,ud a long train ,of social and cominercial advantages to the eoun- , tries that rejoice in their possession. So true, it .is, that the touchstone of time demolishes the fictions of opinion and fancy; and confirms the decisions of nature and experience. The Tele- graph Monopoly in Newfoundland is n earing the end of its career. By the action of the Govern- ment of Oankda mainly, it will soon take it» place in the records of the past. From the competition of rival lines a new source of revenue will arise ; as it will be perfectly competent lor the Govern- nient' of NewfouudlMd to impose a tax on the gross proceeds from trans-Newfoimdlaud mes- li h 2a sages. I can scarcely thiuk that the resuU of sucb imposed tariff can fall far short of X80,000 per annum. I assume that with a reduction of the rates charged at present on oceanic messages to one half, the traffic would increase fourfold. At present, none but the wealthy avail themselves of this phannel of communication. Under altered conditions it would be open to the public, and the increase of patronage ^ould outstrip the most sanguine expectations. The final settlement of the French Shore question will add to the re- venue not less than .£10,000 yearly ; a sum now lost to the colony altogether. The imported labour, necessary for the construction of the Bailroad,. involving larger consumption, and of duteable com-- modifies* would furnish another contingency of increase to the public funds ; so that whether the Government decide on subsidising an outside con^pany or in raising capital in the open market onl ts own credit,there will be sufficient independ- ent funds to furnish the subsidy in the one case or pay off the annual interest in the other. It wiU afford a relief to those to whom taxation is a ghou], that the proposed Hallway can be worked out, involving no additional taxation* nor any disturbance whatever of the existing tariff. But even w^re additional taxation necessary, to what better end could it be directed ? It would surely impose no sensible burden, if ten per cent, were placed on the whole existing revenue. The result would be, basing our calcu- lation on this year's return^, a sum of nearly jG21,000. This increase of taxation ;Would not affect the fishermen and laboring classes mater- ially, whilst^ the benefits and gain to them in the eveflt of the success of the Eaijlway project would be wIderSpread and substantive. Without taking too rpsy a view of the c^e, I think the fol' lowing figures will be fQun^ withiR.^he, pale of 2i demonstration. The last item I have only as- eiimed as tangiblein the improbable event of such snpplemeutary aid being required :— Probable proceeds of tax on telegraphic zaessages j£25,000 Duties, on. French Shore consumption, now in abey- ance 10,000 Duties on increased consumption by imported labour for Railway, say 6 per cent, advance on present revenue 10,400 £46,400 Assuming that it was found expedient to levy 10 per cent, on the present tariff of duties, the proceeds would be about 21,000 The total available means at the disposal of the colony and independent of the present yearly — — — revenue would be ^66,400 Setting out with the assumption that the money for the building of the Eailroad must be raised outside of Newfoundland, three distinct and feasible modes present themselves tc us : — 1st. — ^To raise the necessary capital on the credit of the colony and its property and • prospects in toreign markets, the Gov- ernment issuing debentures to the re- quired amount. 2nd. — To induce foreign capitalists to embark in the project by securing to them a char- tered monopoly, say for twenty years, the tariff of the line being subject to super- vision of the Newtoundlaud Government, and based on the general Railway rates in other countries, equatis equandis. 3rd. — To guarantee an annual subsidy say of £30,000 per annum to any company un- dertaking the work, with perhaps further inducements of grants of crown land for mining purposes solely. !SS Tbe last proposition is the one I think that will find favoar with the pradent financier. Tb» first sun^gestion would embody a bolder and more statesman-like proceeding; but it is doubtful it the sense of the country would not be antago- nistic to it. That the money could be raised on the mere credit of the country, without any foraigu guarantee, is more than probable ; but that would not be a sufficient reason to surround the Bailway project with conditions favorable to possible thougl> certainly not probable bankruptcy. I shall have need again to incidentally refer ta the various propositions tor raising capital tor the building of the proposed Railway. I now proceed to the question — What will be the probable ex- penditure on this Railway? After a careful study and collation of financial reports of Railways throughout the world ; and making due allowance for even hypothetical difficulties in Newfoundland, I set down the total extreme cost of the New- foundland Railway, including stations, fences, ballasting, snow-sheds, offices and other business appurtenances at X2, 000,000 stg. This I state as the extreme cost. That it would fall considerably below this estimate, I have some reason to think. But in making an estimate of a work over an imperfectly surveyed country, it must be difficult; to make an approximation to the exact figures. Taking the total length of the main line at 320 miles, which would give ample margin for detours ; since the air line does not exceed 275 miles, the average cost per mile would then be J&6250. I am of opinion that this is on excessive estimate. Based on the old and abolished system of broad guage, it would be deficient, but adopting the principle of the narrow guage, with its economy of rolling stock, &c., I am confident that the event will prove that our estimated cost of £6250 per mile will be reduced by at least one fourth. It Si 11 may not be out of place here to note that narrow guage liues can be built for at least three-fifths of the cost of lines constructed on the broad guage principle. They rcconunend themselves not only in the score of cheapness, but also because they have less deadweight to carry, and can surmount steeper ascents with less expenditure of power. Their superiority over the expensive broad guage is further evidenced in their twofold facility to describe short curves and round corners. I shall here bring forward an estimate of the cost of a Kailway recently submitted to the Indian Government by Mr. Fowler. The places to be connected are Kotree and Moultan, and their distance apart 480 miles. The estimated cost as will be seen is c€5,o01-4: per mile. I must draw attention to the exceptional circumstances affecting the cost of this ui lertaking ; I allude to the following items taken cumuli^tively— viz : sleepers, sidingS; bridges, and ballasting. In this estimate of .£5500, these items represent <£1C01, It would not be difficult to show that one third of this amount would meet the demands of the same items in Newfovndlaud. The one item of bridges viz : £729 per mile, is sufficient to ju'ove the excess. We 1 ?ve no Indus or Sutlej in New- foundland, ail J consequently will jiot have to bridge them. ftl aSTIEATED COST OP NARROW QUAOE BlILWAT ffBOlf Guaje, d/t. din.—Weij/ht of rail, 42 lb, KoTBKB Tc MouLTAN— 480 milos. (10 f t. 6 in. f ormaLiou) pormilo, £258 say...^- Permanent Way. 'i'Rails anil fastenings, 72 tons, at £14 Sleopors (G ft. a ii^. M 8 h 4), 2,009= 2,954 cnh'c f fc., at 8a, 4cl Ballast (1ft. deep) 42,000 cubic feet, at 1 n,q. per 100 M^ ••• 1,008 492 216 80 £ 123,800 945,120 350,000 75,200 288,000 £ -, Jjavlnt:, por milo Add 10 per cont. for sidinca 1,790 170 Por milo Bridges. £729 per milo 1,960 • • • • •• • •• • •« 1*1 • •• 160,000 240,000 Teleoeapus, CuoasiNos, and (par- tut.) FiiNCINO At j£157- „av Stations and WoRKsnops. £558 por milo 1,762,120 220.315 EaelnoorinB and a"eiicv .^. • •• • •• • •• 400,000 60,000 Contingencies, 10 per cent 1,982,435 198,243 Total without rolling stock £4,543 per milo. Rolling Stock. 100 engines at £1.600 • 2,180,678 2.000 veliicles at £120 ••«. Agancy and contingencies, 15 por cont • • • • • • • ■ Total for rolling stock £938-33 per milo. Total cost H Kotree to Moultan (3 ft. 6 in. guage), H 480 miles at per mile £5,501-4. J • •• 460,000 2,640,678 *Mr. Fowler has omitted to credit the nai-row guage with the different in the weight of rail to carry the narrow guage stock compared with tho heavier broad guage stock of equal capacity, also in the saving in tho ■tock itself. : -S 28 ' Thla is but one inBtauoe of mauy that migh^ be cited to prove t?je vast difference between the cost of newly established Kail ways, especially la America, in Turkey, and in India, and that of the almost stereotyped and expensive construction of Western ikirope. Assuming that the (Government deemed it' leiBe to raise money on the credit of the country, the following tignres will show the extent of* the undertaking. It will.he uuderscood that I dissent pr^TSonally &om the wisdom of adopti-ng this plan: — Eatiiaatda(stg.) oosl of completed Railway...$2,000,000 Tins amoTcit mstribnted over six years likely' to be occupied ijx coustructiou 888,888 6 8 Inteftest on 1st year's expenditurei at 5 per cant 16,666 18 4 Interest on 2nd ye&x's expenditure, at 5 per cent '83,888 6 6 Interest on 8rd year's expenditure, at 5 per '' cent , 60,000 0* Interest on 4th year's expenditure, at 6 per cent •... 66,666 18 4 Internst on 5th year's expenditure, at 5 per cent 83,888 6 8 Interest on 6th year's expenditure, at 5 per cent ..,,...v .............:... 100,000 Total interest for six ye%rs.. ^£860,000 A-verage yearly interest £68,388 6 8 Thus we see that the country should be pre- pared to find annually about £58,000 to meet the interest on bonds issued to contractors dur- ing the course of construction. The first year's interest would be only to £16,000. The surplus ibohey voted or g:fanted should then be funded or placed at Intercast on the account of the colony ; which local int^^rest would dimini&h annually the gross foreign interest, as far at least as the fourth year, from which time out the specific interest on each year's expenditure would not only absorb the , ._, » aawnmed grant o! 158,000 each jear, Hiut draw oa tlie ftmded surplus ojt the previous tBree years ;, T^henasshowniupurtabularstatement, the required interest on the foreign loan would leave a largb surplus remaining from the said NewfountdHand grant. By reference fto the table we find that the laat years interest would be ^£100,000, or half the present revenue. This :of course wonld be the; maximum as it represents tbe^ interests on the total outlay. Gould Newfoundlandiaoe this foi*midable sumV I think not— > still we must not forget that J he Eailway would then be built, apd could scarcely fail to yield a handsome dividend. Let us suppose that only 5 per cent, were realized of net profit on the whole proceeds. Assume there to be ^800,000 a very sinlill sum Indeed if we succeed In attracting the mail and passenger traflfio of the Altanticj the yield to the revenue would be £40^000 annually. Crown rents, from mineral and agricultural lands, must be consider- able ; atid at any rate we might reasonably expect that more than half the yearly interest would be derived directly from the operation of the Bail- way ; whilst contingent receipts coiring indirectly would probably supply the residue. But I think it would be useless to discuss this proposition any further; it is not likely to be adopted, nor would it be well that it should, I have shown that it is practicable, I am free to express that it is far from being a prudent or advisable course. The proposal to giV3 a monopoly to a cour tracting company, with cprxelatLve advantages, I shall dismiss, as there is little in it to recommend it to consideration. I can hardly think it would be a popular mode to get the work done, remem- bering that we are now endeavoring to get rid of a monopoly that is as unbearable and oppressive to aU eoncorned, as the ** old man of the sea " was toSiimad. 30 %, i^t proposition then is the on^ I would re- tiommend rot adoption ? Unequivocally, the pay- ii\^, for a definite number of years, of a s.;m ■within the limits of £40,000 to any company, having a good guarantee of character and sol- vency, who would undertake to perform the work in the required time. This subsidy' is quite tvitli- in the resources of the colony, and as has been shown [el sew here, can be raised without infringing on the present revenue, or exacting any change in the existing rate of duties. So much for the financial diflBculty, whieh a little consideration must soon dismiss to the Valhalla of fancies, - What safeguard or guarantee would Kew» foundland have in the event of the insolvency of the contracting parties during the pro^^rcss of tho work ? Evidently this :— That as the subsidy would be advanced only on the completion of each in- stalment of the work; wo would always have pro- perty belonging to the company on the Island suflScient to quadruple the particular sum paid to the company. Howbeit, the financial objection, whatever it may bd worth, has already met with the easiest of nil solutions. I am creditably informed that pro- posals have aheady been made by Kail way Con- tractors to proceed with the work as soon as the Newfoundland Legislature has taken the initia- tive and cleared the ground for action. It is many years since this Eailwny project was regarded, by thinkers, as qaite within the pale of the feasible. The day of its maturity has at length arrived. It \7as in keeping with tho fitness of things, that the great and good Bishop Mullock, — the pioneer of almost every beneficial work accomplish- ed ioj* Newfoundland; noteably the coryphaeus of telegraphy and steam, should in 186 8, but one % n ;^ short year before his death, have thus character- istically spokea of the Kewfqiuii(Jland Eailway* :The letter is addressed to a distinguished /^entleiran. of this teity, to whose kindness I am indebted for being able to avail myself of it this evening. /;i,,M rpHE PALACE, Maxell 18tb, I8684. My I>BAE Sib,— I would gladly give the ten iciles of land on tho pro* posed line, with the minerals, timber, &c., &c., &o. I care not what company supplies the capital, or what profits they may make. If every square mile contains a gold mine, the labour must be supplied by ourselves or by emigrants tchich we require 80 mucli, and as we cannot or wiU not do anything onraelvea to develope tho great resources of this country, it is well that others should venture on it. In all countries foreign capital is welcomecl, and though some of our enlightened people here, may say that we should keep our wealth at home, still, tor the next thousand years, it would be as unavailable to us as it was to the Bed Indians. The enterprisors can only expect a large interest on thia outlay, / wish it was 90 per cent., for the bene- fit in every way will be to Newfoundland. I fear the thing is too good to le true. If, as I suspect, the 0*^01 ogicp.l Survey be the father of the Railway project, no money was ever so well spent. I find that the American Government glaiilj gives the same terms in their wild lands to Railway speculators. I remain, yours truly, J. T. MULLOGS. To Hon. . InTo storied urn or animated bust yet memo- rializes the life-history of the great man who penpod the above letter; but assuredly as long ai^ an Atlantic Cable beors men's thoughts as OA wings — as long as the bopn conterred on New- foundland by steam is recognized— as long as me- mory loves to linger over the deeds of the good» tho generous, and the great — so long will the illustrious old Bishop have a. moniunent in jpen's hearts, more enduring tlvaa brass, and proof agamst tha demolitions of time. JLrtii a4vum impl4t non jfgnibH$ fmnU. 82 The 2nd objection takes ns to task anent the prevalence of ice on our coast, and the impedi- ments ot snow in the interior. lo answer to this, it wiU be snl^cient to say, that an ample margin' is iillowed for such natural difficulties as cannot be subdued or controlled. While frost maintains her empire in the norch ; and winds continue to be "•nchained. and let loose from their rocky ^^olian *i ^ ;— so lorg yrill ice continue to blockade our Bk^ and Harbours and interrupt for a seasononr navigation. But this only happens at a time; when passenger traffic is small, alid 'ber to a very great, extent there is a falling off m the inter- change of merchandise between Europe and America. At any rate, those who travel ever the ]iigh road of tbe Atlantic elect more congenial' seasons than winter, whether in pursuit of busi- ness ( >r of pleasure. To argue against the wisdom of building a Bailroad across Kewfoundlaud, because it is not likely to be employed to any great extent through the months of February, March and April, would be equally as sound as to inveigh against our coastal steam system, beriuse but one or two passengers are found on the list, each trip during the same three months ; whereas through the rest of the year, the accom- modation falls far short of the public requirements. Kor do I think, since it is lawful to be merry, and at the same time, tell the truth, that my young lady friends present here this evening, would condemn the Victoria and Avalon Biuqnes as commGi'cial enterprises because they cannot skate over them in dog-days; nor tb- votaries of a "Bonspiel" because they cannot "soopbimup" on the anniversary of the battle of Bauuockburn. The month of January, in nine cases out of ten, finds the Harbour of St. John's accessible. The case of the Allan Steamship " Nova Scotian,*' the other day, ii quite exceptional. We have, all »» S3 known cases when the Sfc. Lawrence was net approacfaable on the 1st December beyond Qnebec. So tar as the difficnlty of snow is conoerced, the advancbd guard of the Railway Oar, the uncotn* promising plough, soon finds an easy track. Oar snows and frost, compared with those of Canada, are proverbially light; even taking our experience of this exceptionally severe winter as represen tative. Taking my principle from an observation ot nearly twedty years, I affirm that the Harbour of St. John'a par excellence, is the navigable Harbour on the eastern coast of Newfoundland during tho year, making exception for the three winter months already mentioned. Finally to sum up all in a few words the Railway projectors leave out from their calculations thase months of the year, when our navigation is likely to be ob- str ucted. In the 3rd objection, it is affirmed that the presence of fog on the western coast must always place a great difficulty in the way of a safe tr^^nsit across the Gulf. Perhaps the best way to answer this objection is to imitate Von Troil, in his famous chapter, " concerning the snakes of Ice- land": " Of snakes in Iceland there is not one;" of fpg on the western coast of this Island there is none or next to none ; in witness of this I quote the authority of my friends, Captains Oleary, Cummins, Jackman, and Hallerau, from whoso decision on this matter, I think, there can be no appeal. Father Sears, an unbiassed authority, in his published writings, speaking from the authori- tative position ot many years' residence at St. George's Bay, strongly confirQis this opinion. This being the case, the apprehension of collision in the Guif vanishes, or cannot exist to a greater degree than would apply to any other part of tho world where commerce is moving about at all possible angles. The objection ot fog would in- :1 34 , deed apply notably to the English Channel in many seasons of ilie year, yet it has placed no restraint on the continuous plying of steam-boats between Dover a.nd Calais. Is it not also true that all Atlantic steamers have to cross the fog- banks off' the coast of Newfoundland, and run ail the risks of collision ? There, as a lively old Cun- ard Captain once expressed it to me, *• you n^ay find the fog so dense that you could open it with au oyster knite, or lean ycur back against it as against a chair" ; and by the way, as we are in the anecdote line, I remember hearing somewhere of another old Cunarder, who being asked by a passenger, '• it the fog were always in the banks," genially replied that, "he did not know, for ho didn't live there," which certainly was a fair reason enough for the absence ot his knowledge. The 4th objection denies any saving of time commensurate with the loss in trans-shipment. Mr. Sandford Fleming has demonstrated, that across Newfoundland lies the course of the quick- est and satest communication between the old and tho new world. St. John's, the nearest seaport to Europe, is distant 1640 miles from Valentia, which in turn is distant from London about 15 hours travel by train. A railroad from St. John's to Port-au-Basque, allowing for the utmost cir- cuitousness, would not be longer than 320 miles, occupying 12 hours in the transit. Between Port- aux-Basquo and Shippigan harbour, the distance would be got over by a i)owerlul steam ferry in 13 hours, lauding passengers on the Branch In- tercolonial Kail way, by which they would at oueo proceed to Canada or any portion of the United iStales. The i\tlanlic passage could be accom- plished, by j)owerfnl steamers built expressly lor the conveyance of mails and i)assengcrs, of which speed and comfort would be the shie qua non qualities, in 100 hours. Passengers following out 85 the route here indicated could be conveyed from London to New York in about 7^ days, being a clear saving of time over the average ot 246 ocean passages of not less than 3J days. From Apendix F. to Mr. Sandford Fleming's " Eeport of the Intercolonial Kailway Survey," I quote the following confirmatory statements. " A glance at the Chart of the Atlantic "will show that be- tween Ireland and Newfoundland the Ocean can be spanned by the shortest line. " From St. John's across Newfoundland to the Gulf of St. Lawrence the distance is about 250 miles. On the St. Lawrence coast of tho Island, the Chart tiiowe two Harbours, either of which may be found available as points of tranship- ment ; the one St. Georges Bay, the other, Port au Port ; they are situated near each other, and both are equally in a direct line from St. Johns westerly to the main land. "From St. George's Bay to Shipplgan, the distance is from 240 to 250 miles. Siuppigan may be connected by means of the contemj)1ated Intercolonial Kail way with Canada rnd tho United States. "Although a very little only is known of the physical fea- tures of Newfoundland, from 'that Uttle we are justified in as- Bilming that the construction of a Railway accrosa it from east to west is not impracticable. " It is quite obvious therefore that a Steamship cou- structed specially to run between St. John's and Valentia, and for the purpose of carrying only Passengers and Mails, with such light Express matter as usually goes by passenger trains, would attain a much higher rate of speed than ex- isting Ocean steamers. " A rato of 16Jmile3 per hocr is thought to be quite possi- ble : the distance between Valentia and St. John's is 1610 miles. At this assumed rate therefore the Ocean might bo accomplished in 100 hours. '* Having fixed upon a practicable rate of speed by land and v/atoj;, the time necessary for the conveyance of the Maila from London to New York, by the projected raute, may now bo ascertained : From London to Volonti* at present rate of speed in England . . 16 honm. " Valentia to St. John's, 1640 mileB st 16i miles per hour. . KK> " " St. Johu'.s to St, George's, '230 miles at 30 miles per hoar Hi " " St. Goorges to Sbippigan, '250 miles at 16i miles per hour l.^i '* " Bhippigtui to New York, 906 milas at SO miles per hour .'Jl " TotAl,..,,,,,,, ,,,...,, lTlboure u poor exchange to consign oneself to tho joltings and vibrations of a rail-car. People who speak in this way are decidedly lagging behind their age; and would appear never to have heard of the luxury of a Pullman car, with its drawing room, sleeping rooms, luxurious couches, smoking apart- inentsand almost every device of modern ingenuity in its coiitribntions to human ease and comfort. Again, thty say, people Avill not travel by your proposed rout«- lov the difficulties of tranship- ment of freioiit and luggage can not be overcome* I confess I cannot here see the slightest difficulty. All these matters will be attended to by the Company's servants, and I warrant you before you hr.TC taken youi- bicaktast or refreshed yourself after your passage with a walk, all the difficulties will have vanished. I know that, at the mention of transhipments, visions of lost luggage will rise before us ; but now-a-days this is little more than a mere myth. The American style of Eailway arrangenicnl.:; ivud cheque system is extending over the world, and tho loss of luggage will con- tinue to be a matter only of tradition. Many a time have I strolled along a Railway Station in the old countries, and felt the bliss of being an unattaclied bachelor, with no luggnge to look after save the unembariassing knapsack. It was a rare and enjoyable G'.Jioto wilness pateifamilias and manji.ias rusliing about after lost band- boxes amid the pealing of bells ; the puffiing and snorting of the Railway; the shrill whistle of the porters and guards; and the shriller cries of the news-boy. But to tho A^merican traveller the English and general continental arraiige. m f 40 I menta tot lag^rage are Lis ^reat crux. He Las been accustomed in Lis own country to a system, fanltlesSr comprehousivO; and subject to no accidental disturbances. To return to New- loundland ; wLen once tbe ocean traveller has set foot on our shore, how different will be his expep- ience. Instead of lazily rounding fog capped head- lands away to the south and west, and rolling in the seething trough where Gulf meets ocean, he is wafted across a beautiful and romantic country with naught to disturb or repel, but everything fitted to attract, to interest, and to be admired. Clear, bright skies, invigorating breezes waft- ed from our virgin forests, lakes, and rivers ; the ohirpof the blackbird ; the cackle of the ptarm ' in.; — the rustling flight of the timid caraboo he glory of vesper sunsets diffused over our aixv^icut Crests, majestic in their towering height and fruitful expansiveness, — the appealing beauty of moonlight reflected from our splendid lakes — are accidental circumstances falling in with the sub- stantial inducements held out by Newfoundland to the patrons of the proposed route. In the 6th and last objection it is contended that one of the first consequences of the construc- tion of the Bailroad, would be the involving of the country in debt, and therefore in political con- sequences, out of which we could not emerge except in union with the confederated- provinces of the Dominion. It has even been afSrmed that the Railway is primarily intended to carry us into Confederation. Such a view as this must appear to every reflective mind as unfounded and vision- ary. It may serve very well as a bugbear, but must always fail as an argument. In tbe first place it is admitted that the work must be accomplished by foreign capital or in other words, by some outside Joint Stock Company. It mat- ters very little from what source the money comeS; 41 whether from Pekin or Grand Cairo, from Vienna or from Loudon, from New Yoric or from Ottawa. This much is certain that the country will see with its eyes open, what legislation shall be eflfected, what relations will be formed, and what guarantee will bo given la the matter by the Newfoundland Oovernment to any Railway Contractors. A self-* sustaining work can never accomplish ruin for a country; and if ever a work gave promise ot suc- cess and self-sustontation that work is the pro- posed Railway across Newfoundland. To put the ^ argument in answer to this objection that I am now considering in a terse and effective form, I would say — in proportion as Newfoundland be- comes wealthy and prosperous, is she removed from the necessity of politic. Jnion with Canada. The Railroad, as already demonstrated, is a source of wealth and prosperity — therefore the Railroad presents the most effective means, and in fact, the only means to multiply the wealth and prosperity ot our people, and to preserve intact their political independence. Why, let it be asked, should tha capital come exclusively from Canada or with Canadian guarantees ? In a speculation of such large promise doubtless Canadian capitalists may be induced to contribute a contingency ; and, I also trust, that Newfoundland may represent no insignificant quota in any incorporated com- pany. At any rate whoever comes, must come with singleness of purpose or not come at all ; but should Canadians come to the front we shall be glad to receive them, but we shall receive them with the prudent suspicion that has all along guided us, and keep in mind the reject- ed motto of the Trojan Mentor : " Timeo Donaoa et dona ferentes.^* I cannot think for a moment that my countrymen will ever be compelled to for many political union, hostile to their dearest in- terests, and most cherished ideas ; and I am satis- fied that the spirit that battled against Confedera- :-■* % 42 tion in 1869 is still living, and ready to resist any encroachment whatever on their political privileges. I must here be understood to express no opinion definite or implied on the merits or demerits of Confederation with Canada. A great commercial and social project to the exclusion of all politics is €ingaging our attention here this evening. Having now disposed of the objections urgjed, or likely to be urged against the Newfoundland Railway and Atlantic Ferry Scheme, I shall af; one?/ enter upon the tar more pleasing tasL- of enumerating the patent and indisputable benefits flowing from such an enterprise. No sooner has it become a fait acconi'pKj than a new life would be infused into commerce and a soul created under the dry ribs ot the several industries of Newfound- land. When we consider the advantages derived by all classes of our people from the rare visits of the Allan Steamers and from the present imperfect Coastal Steam service ; we can form some idea of the stimulus to trade resulting from the daily visits of Ocean Steamers with their burden of frieight, of mails and of passengers, and the con- sequent necessary development in the coastal service. As a natural result St. John's would steadily grow into a great centre of traffic, mills and manufactoiies would rise up on every side. Property in land and buildings would increase in value. The course of the Railway paasing in close p.jximlty to all the Bays of the Island, would afford an easy conveyance for the produce of the land or the loom, the farm-yard or the fishery. The labourer wovild no longer stand idle in the market place, but could easily find remuneration for the work of willing hands j and St. John's leaving her old time ruck would soon be able to boast herself a rivcil of any of the cities of the St. Lawrence. But emphatically it is the Ef^iiway speeding through the couutry that would dra\7 out its inter- 43 na! wealth. It would furnish material for another lecture to enter into details of the vast extent diversity and value of our timber lands, and the immense xevenue that would be derived from their utilization. Wo have ail read with feelings of surprise Mr. Murray's reliable accoimt of the splendid forest timber along the shores of the Gander Lake. We coul*^ easily understand such an account if given of another countiy. But that there should be a branch of industry independent of the fisheries in this country, sounds to the ears of a Newfoundlander very like a fiction. I have been told by Oapt. Arthur Jackman, who visited the Humber River last summer, that he had seen trees cut down in that region measur- ing eighteen feet in girth, and, as the American market tescilies, of a very superior quality. It is not a little surprising how sceptical most people are of the value of our timber resources. Some even afiirm that Mr. Murray, in his Reports, has indulged iu flights of imagination ; 1 think he has not even touched the full extent of our luui- beriug capabilities. However, liliely it is, that Newfoundlanders should give glowing descrip^ tions of tbeir country's advantage, NovaScotian lumberers are not likely to exaggerate. In 1871, two gentlemen, Messrs. Laurence and McOullum, visited the region of the Gander Lake, aud so more than satisfied were they oi the e"tent, vr iet> and value of the timber, that they made a special application to His Excellency the Governor for tijo grant of a timber limit. This was refused on the ground of the existence of some obstructive law that Still disfigures our statute book and too suc- cessfully impedes progress. These meo, as an inducement to the Government, proposed to spend $20,000 in deepening the Gander Riveras a neces- sary preliminary to begin work. Is stronger evi- dence required of the enormous ^"mber wealth of this country ? ft it 11 < \h. 44 Add to this that the proposed line of Railway ■will pass over mineral lodes and coal beds of un- doubted promise, and it is not too much to affirm that destitute of such a Kail way, these untold sources ol wealth must remain for ever in abey- ance. The next consideration, practical and in- stant, is the extensive herring fishery of St. George's Bay, Bonne Bay, and Bay of Islands. This fishery begins when our codflshery ends, and our people are entering on a season cf enforced idleness. A Railway would enable them to take advantage of this profitable industry. A few hours would bring them to the Bay of Islands, and during the months of November, December and January, they could find profitable employment. There is no reason why the herring fishery on our. western coast should not be as remunerative as that of Norway. We read in a recent number of the Toronto *' Nation," that there are in Norway not less than 150,000 persons directly or indirectly interested in the herring fishery; and the number of fishermen engaged in it at one time not less than 60,000. Here then may be seen a direct and tangible benefit for our fishermen. To utilize this jsreat branch of industry; to find a ready conveyance tor its products to the market of St. John's or else- where ; to colonize the rich agricultural districts of the interior ; to turn to account the idle growths of the forest; to unfold our mineral possessions — to enable the people of our northern and western Bays to have ready access to the capital with the f niits of their labour, to afford a transit and mar- ket for the unrequited labour of the herdsmen and farmer and fishermen of the western shore— to terminate for ever our isolation, and promote centralization— to abolish monopoly and diffuse the blessings of free and unfettered trade — these are the oflshoots of the proposed liailwa^ and alone in its gift. 45 A collateral advantage would also arise in the necessary construction of a line of Telegraph along the track of Eailway. Station bouses would rise at various distances ; each forming the nucleus of a thriving hamlet j the infancy of populous towns in years fai off. In each of these Station houses would be found employment for the intelligent young men of our community, who are now rele- gated to toreign lands ; and the tide of emigration hurying off the worker, whether of brains or of hands would be arrested, and the strong sinews and the undoubted intelligence of the Sons of Newfoundland, enlisted in the noble and patriotic mission of exalting and regenerating their native country. And now, ladies and gentlemen, I fear I have over-drawn my account with time and shall hurry to a conclusion. Much more T had intended to say, and might have said, but n lo'jgh I have not exhausted my subject, I h"- o rua the risk of ex- hausting your patience, recurring for a- mo- ment to the famous maxim of a great French fin«,/ .:ler. *' If the thing is only difucult it is al- ica'iy done:" — " it it is impossible it mi t l>e don .'* The proposed Eailroad through Newloundland is invested neither with difllculty nor imposibility, therefore it can be done, and must be done. The demands of European and American pr gross clamour for it ; the general needs of this age of advancement imperatively call for it, and the still only suggested capabilities and aflauei*^ "'5- sources of Newfoundland invite a revebi uu, whilst her position as sentinel of the water-gate of the Gulf of St, Lawrence forbids all hope of successful competition. In the inauguration of enterprises of great pith and moment it is well that a wholesome pru- dence should be exercised. In many cases the wisdom of a policy of delay may be evinced. 46 ' The Railway project cannot afford to be delayed or postponed. Either now or never for Newfound- laud is the motto of the day. If we do not come to the trout some of our neighbors will; and we settle down only deeper into our well-worn grooves. No idle superlatives can exaggerate the demonstrable good that Newfoundland would in- herit from the accompUbhmoiil of the great work. All merely political issues must merge in one great and united effort to place the country on the highway ot civilization. All feuds of party and petty vestry grudgiugs must disappear in the ge- neral combination for a long pull, a strong pull, and a pull altogether. In such concentrated jic- tion behold the secret of success — the potent talis- man that will lead our common country to her ap- propriate place in the course of empire that west- ward takes its way ! »>c. ^2*QXS¥S^£>'^>*"*^