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Un des symboles suh^ants apparattra sur la dernlAre image de cheque microfiche, selon le cas: le symbols —*> signifie "A SUIVRE", le symbols V signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in ore e.tposur6 are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent *tre filmte A des taux de rMuction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul cliche, il est film* A partir de Tangle sup^rieur gauche, de gauche h droite, et de haut en bas, en prenant le nombre d'images n^cessaire. Les diagrammes suivants iilustrent la mAthode. 1 2 3 1 2 3 4 5 6 '?? Lit:- ■■- i-r-^. i n /n^ ^^ REPORT On the Proposed Trunk Line of Railway from an East- ern Port in Nova Scotia, through New Brunswick, to Quebec. Halifax, Nova Scotia, August 31, 1848. Three principal lines or routes for a trunk line of railwaj present tlie«selws fi>r thiS;v^nTr*"."°f " Halifax and crossing the Province of Nova Scotia to a port ia the Bav of Fundj, from thence by a steamer to St. John, in New Brunswick andihS bj Freaencton along the St. John River, to the Grand ^'^j^;^^^ ^™°«^i<=*. »°»* *^ From the Grand Falls by r'.e best practicable route across to the mouth of the Ba- Quebec" "^' ''^ ' Lawrence, and by the right bank of the St. LawreTce^ The distance by this route would be as follows i Halifax to Windsor - . . . Windsor to Aiinapohs - . . _ Annapolis to entrance Bay of Fundy Across Bay of Fundy to St. John (by sea) - St. John to Fre iericton - - . . Fredericton to A'oodstock ... Woodstock to 1 ae Grand Falls The Grand Falls to the mouth of the Riviere du Loup Ri.iere du Lou p to Quebec -. - . Miles. 45 85 11 45 65 62 71 106 lie Total distance Halifax by the St. John River to Quebec 600 1 IMS line may be termed a Mixed ronte— by railway ani steamboskt. 2nd. Jommencing at Halifax and rui.ning to Truro at the head of the Bay of Fun- dy. thence over the Cumberland Mountains to Amherst, then along the coast from Bay i tf-° ^'^.''^'^''; t''-'^"'^'^ '^.y ^ north-westeriy course, crtwsiug the Rivers RicMbucto and Mxramichi Jx)ve the )jow of the tide, so as not to interfere with the navigation. !..,« i} ^ ^Y '''^^''^ of the North-wejrtem Miramichi to Bathurat, on fJi« 4y Cha- eurs along the coast of this Bay to the Restigouche River, and by k aad'^e vaUey of tS Qt^c '^ ' '"^ '* Lawrence, and bj the right bank «f the St UmLo 2. b'^y The distance by this route would be as follows : — Halifax to Truro . . . - Truro to Amherst and Bay Vertc Bay Verte to Shediac - . - - Shediac to Miramichi River . - - - Miramichi River to Bathurst . - - - Bathurst to the Eel River, near Oalhousie Dalhoiisie to the mouth of the Mctapedia River Metapedia River to the mouth of the Naget River, near the St. Lawrence . . . - - Along the St. Lawrence from this point to Quebec Total distance by this route - - - - Miles. 55 69 26 74 56 48 30 I 86 191 635 This, for the sake of reference, may be called the Halifax and Eastern or Bay Cha- leurs route, through New Brunswick to Quebec. 3rd. Commencing at tlie harbour of Whitehaven, near Canso, at the northeastern extremity of Nova Scotia, thence along the Atlantic coast to Country Harbour and valley of the River St. Mary, thence by or near to Pictou and along the northern shore to Bay Verte. From Bay Verte to or near to the Bend of Peticodiac, thence across to Boistown, and northerly to the Restigouche River, crossing it several miles to the east of the Grand Falls. From tiience by the most direct and practical course to the Trois Pistoles River, and along the right bank of the St. Lawrence to Quebec. The distance by this route would be nearly as follows : Whitehaven to Country Harbour - - - Country Harbour to St. Mary's Valley and Pictou Pictou and along the coast to Bav Verte Bay Verte to Bend of Petitcodiac - - , - Petitcodiac to Boistown . - - - Boistown to tlie crossing of the Restigouche River Restigouche River to Trois Pistoles, by the Kedgwick and Rimouski Vallies. . - . - Along the St. Lawrence to Quebec Miles. 40 64 77 40 80 116 I 105 131 652 Total distance from Whitehaven by Boistown to Quebec This may be termed the Direct route. 4th. Combining the Halifax route through Nova Scotia, and the Direct route through the centre of New Brunswick. The distances will be probably as under , — Miles. From Halifax by Truro and Amherst to Bay Verte, as per \ y)a\ ^" ^°^* TouteNo. 2. - - - - - S \ Scotia. Bay Verte tc the Bend of Petitcodiac, Boistown, Resti- ) 235 ^ '° ^^^ gouche River, as per route No. 3. - - ) t Brunswick. ir7'^ 75 ny the Kedgwick and Rimouski. to the mouth of the lorcadi - - . . *'^'"" Kivl> ^'"^ ^"''^''*^' ^" ^'"^ ""'"'"S «*" tho Tro'is Pistoll'cs Alon- the St. La\vrcnc.> River to Quebec - '. 13^ • In Canada. Toti.1 distance from Halifax to Quebec by this route 595 From Whitehaven by Pictou and the North Ccast to Bay /f'f \ I^ Nov. Verte, as in route No. 3. ^} 181 > '^ ^^^a ) ( -Scotia. From iiay Verte to the Bay Chaleurs, and mouth of the ) „,, C In New Mctapedia, as in route No. 2 - > 234 ) '" ^^^^ , - y I Brunswick. SG 191 692 |,„ Mouth of the Metapedia River to the moutli of the Na-et Along the St. Lawrence to Quebec - . . Total distance from Whitehaven to Quebec by this route Thus the distances will be as under : Ist. By the mixed route, Halifax to Annapolis, by the St. John to Quebec, the distance will be _ ' ' ^ ^ '='i- Jonn to ^'^.t ^-^^^'H^''^^^ ^"d F.stern, or Bay Chaleurs route/to Qu'ebcc Atb' n^ k' u\T 'T'' ^^ '"tehaven. Boistown, and Qi^ebec fl' n^ t' ill'-^^' ^'■■'•^' ^""^"''^ ^"d Boistown, to Quebec - 5th. By the Whitehaven, Bay Verte, and Bay Chaleurs, to Quel.ec Canada. Miles. 600 635 652 595 692 waT''vt^'* f "*" ^'"Jf '"•^^'^ '"^'' '''*^"''"' "'^j^^t contemplated bv the proposed rail- The intervention of the Bay of Fundy is fatal to this route. ^ with fh.!TnnV ^''^"'''''?™'"' of passer.gers and goods to and fro would be attended h wo.^M t '"^""^^-•'^"ce-loss of ume and additional expense ; whilst i'lZter t would be even still more m.onvenient, and liable to be -.nterrupted by storms S the floating masses of ice which then occur in the ba> '"erruptca by storms and PMsinHhr °l''i°""n »"'»», "I'J^c'i-ns to bo offered agains: it. ^S!^"VZ^S^i^:S^°:'±'f bankof .„. S. John River, a, i, fore and after lU, rJ \- .- • ' ^1 "'^' ^"'" * considerable distance, both be- Stotcs ^ '"^' ^•"'' '"" '''•""S ^"^ ^'°«« to tlie frontier of tile United or td^sfmSi"^^^^ '"r"""^' '''^"'fT^ ^^h- ^^der quarrels uersympatmcs are excited, this line, when most needed, would be the most sure ro fail, for no measures roiild be taken which wol.ld at all timca ciTectually guard it from an open oiicm)^ aiul from treacherous attacks. The passage across the Hay of Fimdy so close to the sliorcs of Maine, would invite aggression, and require a large naval force for its protection. The engineering difticulties as tlie line approaches the Cirand Falls from Woodstock would not be easily overcome. The space between the St. John River and the Boundary Line l)ccomes gradually contracted to a width of not more; than two to three miles, and tiu; country is broken and rough, whilst the banks of the St. John are rocky and precipitous for many miles below the Falls. From the Grand Falls to the St. liawrence, a distance of more than a himdred miles, the ;^()untry is so far known as to ma. ^ it certain that there is very difiieult and unfavourable ground to lie encountered, which would require careful explorations and extensive surveying. This intervention of the Bay of Fuut'y, therefore, and th*) proximity of this l>nc for a considerable distance, to the frontier of the United States, vv\iS so cbjociionable and fatal to this route, that the attention of the ofticers and the exploring parties was, after a slight examination ot the country betwfcen Halifax and Annapolis, directed in search of other and more favourable lines. To understand the comparative advantages possessed by the other routes, as well as to be able to weigh the objections which Hwy be raist ' against each, and afterwards determine from their relative merits, which is the best iVinciion for the propose (' line to take, it will be necessary, previously, to give st.me discriptici of the country through which the lines pass, the present amount and dijtril.iiticn of the popi:l?tioT, and the engineering difflculfics which were met with along the lines examined. As it will be seen -n the end, that only one of the lines, viz., the second, has been explored and carried out successfully iroxr, its terminus on the Atlantic quite tiirougn to Quebec, it may be perhaps considerBd superfluous to enter ufion thi discussron of rival lines, but the object to be gained by so doing, is to sIkjw that so much has be-^u done and is known of the country as to render further explorations for new lines unuecessary, because, if completed, thev would not be likely to be recommended in preference to the one which will ba proposed for adoption. The distance from the Atlantic coast of Nova Scotia o the bank of the St. Law- rence is about 360 miles in a straight line, inierseotiiig the country which must be traversed by any line of railway and crossing its course at right angles, are five great obstacles which have to be either surmounted or avoided. 1st is a bro;id range or belt of high and broken land which ruii-^ along the Atlantic shores of JNova Scotia, from Cape Canso to Cape Sable. The breadth varies from about twenty miles in its narrowest part up to fifty or sixty miles in other places. Its average heiglit may l>e about five hundred feet. The strata of which it is composed consist of granite, slate, and a variety of rocks, hard and difficult to cut through. The characteristic features of the service are rugged and uneven, and therefore very unlet. vourable for railway operations. No useful minerals of the metallic kind have been found in it, in (juantities sufficient to work to advantage. Valuable quarries of stone for building purposes are abundant, but these will be found everywhere nearly along the proposed line. This formation is estimated to cover nearly two-thirds of the surface of Nova Scotia. It is generally speaking unfavourable for agriculture ; the timber on it is stinted in growth, and it is an object of some importance to pass through it and leave it behind as soon as possible. If a line be drawn from the head of the estuary of the Avon, near Windsor, to the Great Shubenaciidie Lake, and then across the Steniacke River, along the upper parts of the streams in the County ofPictou, to the Gut of Canso, all the portion lying to the Ir7'^ south oi this line Ltlongs to lUis formaiion, and all to the north of it to the more favour- dl.IyaiKl hiiihlv xahial.lc lonuatiou of thr carlKmilerous svsi,-,,). hr narrowest and sh..rl.-st lin.- bv whi.h this ran:;., or Ih.Ii ,an hv crossod occurs at lal, a.v, and at the san.e tnne, ,min- to a favoural.h- break in ihr chain, at the lowest l.o.n in altitud,- ; the suinunl level thro..:,], it nut exeeedinti ninety feet. Iww'l/ :lu'' ■'?''' '^''■';\'^ '''■'' '•'''"' '"'■'"> '"'''•^- Ji'ti'nthesatnecan oon l.v i.e Wintehav, ,. and dir.ct line (route So. 3), it must follow the coast for 11 .^^ar(^ . , ihirt.v miles, as lar as Country Ifarhour, and then a further comm across it of another .h.r.y n.des : i.uohin:,^ in tin. distance Iwo if not three tmuieU, and must -surmoiiiii a Miminit levri of KM) ltt.t. 2 The second ureal obstacle is the Buy of Fundy. This, as stated, is fatal to the to llio nrst route, liy the other routes it c;.n be turni'd and ayoided. u Ihe th.rd cbstaeh" is the . ,1,^0 of Cobe(,uid Hills. These extend all alon- the orih >hor.- o( thr Jay of Mu.. ,nd vcn nearly across, but not .,.,it.., to the shore at the Stra.ts oi .\orthund..erland In b.e.tdth the ranf,'e pre.ery. s nearly an uniform uidth oi about 10 miles. In altitude the hills avera-e from «00 to lUOO feet. The owest point altera eareful sury.;y, ^yas found to beat tli,> Folly J.ake, (JOU feet ?bove ne sea. Ihis raniic .an be avoided and parsed by the Whitehavi'ii and direct route, but must be surniotinted and crossed over by the Halifax and eastern line (route No. 2 ) Ihe prevadmg rocks are panite, porphyry, and (lay sla»e, in the npper po'tions • alon- the shore oi the iJay of Minas and on the m.rthern side, the foraiation is of the red sandstone and the coal measures. Tnis range abounds with t.,' most valual)le minerals, of vvhich a large mass of spe- cular iron ore, ol unequalled richness, occurs elose to the line, ami only recmires facility ot carriage lor bruiiiing coals to the spot, to U; worked with profit. A large |)ortion of this tract still remains ungranted, and timber of excellent growth with abundance ol the Imest stone for building purjioses, are to be inc t with, and still belonging to the Crown, can be had ior the expense of labour oidy. I. The fourth obstr.cle is the broad and extensive range of highlands which occu- pies nearly the whole space in the centre of New Brunswick from the Miramichi River !Z!/! r" *" Kestigouche. Some of these mountains rise to an altitude exceeding ZUin) teet. ° The Tobi,|uc River runs through them, forming a deep valley or trough, which must be crossed by the Direct line, and increases greatly the difficulty of piLssing by them. Ihe lowest point of the ridge, overlooking the Tolmiue River, at which anv line of railway must pass is 1216 feet above the sea. Then follows a descent to the river of /yt) teet m 18 mdes, and the summit level on the opjiosite ridge or crest Iwtvveen the lobiqtie ai;u Hestigouche waters, is 920 feet alwve t^e sea, or a rise of 500 feet above the point o crossing the Tobique water. These great summit levels which must be surmounted fo.ni a serious objection to this route. The Eastern line by the coast avoid this chain altogether. The greatest summit evel along it will not be above 368 feet, while the distance by each from the province ine at Uay \ erte to the Restigouclie River (the northern limit of New Brunswick) will l>e as nearly as jiossiblc the same, there being only a dilfcrence of one mile in these two roiites througa this province. The rocks composing this chain of mountains are granite, various kinds of slates, grau- wacKe, hme stone, sandstone, &c. 5. The fifth and last obstacle to be overcome and which cannot be avoided by any ot tbe routes, is the mountain range running along the whole course of the River St. Lawrence in a very irregular line, but at an average distance from it ^f about twenty miles. It occupies with its spurs and branches a large portion of the space between the fet. l^awrcnce and the Restigouthe River. The rocks and strata composing the "2 range range are of the same character and kind as the Tohifpie range. The taps of the mountains are as ele ated in the one ranf^e as in the other. The explorinj; parties failed in findin(r a line throiieli this ranj.'e, to join onto the direct line thronj^h New Brnnsw iek, but succeeded in carrvintr on the Kastem or Hav C'haleurs route, owing to tlio fortunate intervention ot the valley of (he Meiapediae River. The linenhieh was tried and failed, w.is across from the Trois I'istohs Kiver itv the heads of Green River, and down the I'seudy, or some of the streams in that part running into the Hestigoiiclie River. A favoural)le line from the Trois Pistoh-s was ascertained alone the Eaiih; Lake and Torcadi River, as far as the Rimouski, and it is prohahle that liy ascending this river, and descending the Kedgwick River, this Hue, Route i^o. %, could l)e c(»m|)leted. But it is most improbable that it could compete in favourable grades with the Meta- pedia. It will be allowing it sufficient latitude to su])|x)se it will be erable summit levels to surmount. And the peculiar formation of the strata and general course of the vallies and streams renders it most improbable that any further explorations to improve this direct lino through New Brunswick would be attended with ranch success. Very fortunately for the Eastern line, one of the branches of the nortli-westei n Mira- michi presented itself as an exception to the general tendency, and enabled that line to reach the coast of the Bay Chaleurs. The distance across in a direct line from the coast of Nova Scotia to the St. Lawrence has been stated at about 360 ;xiiles, forming the difficult and unfTVOurable portion of the line. When the St. Lawrence mountains are passed, then the tendency of the strata and courses north-easterly and south-w esterly becomes as favourable for the remaining 200 miles along that river, as it was before adverse. The general character of the ground between the St. Lawrence River and the moun- tains, is that of irregular terraces or broad vallics rising one above another by steep short banks, having the appearance as if the river had at some former periods higher levels for its waters. The Irv^^S ' i Thp streams run alon-r these vallies parallel with the ronrse of the Sr I „vcr^. •. .'llicr resources w I (h arc i"♦' Tlw. „ I • I •'• \.l It.l-es, ,111(1 should he sy>Mi.A/ /„r ,y romiK'tin" liii..s unls^^p-^"-;:;^^:-!' -;■--:;■:;,;;;;;;:: .i,.^.J.j;^';;;:™„„. Jt3^:j:H^;rK-^— ;'^^;!izs^ ■ In th.8 re,,«.rt, therefore the Route No. 2 has a decided advantage 1 he greatest and most vah.ahle coal-field is thai of Picton " It IS situated on the south side of that harbour. The exact extent of th. h I • known, as if .., broken by a jreat r£reolot'i,..,n f-,„lf i \<» t <-Xtt nt of thi bed is nor many square miles. -.^^^''t (Uolo^iial) lault. J t occupies hoHever, an area of MtniVit'ale'tSvl'r' rf"^'/"!' ^'" ^•^'"^ "^-'^^ ""--^> ^^--kness. United Stlter^oTrislrnW ' "^' '"^" "^'""^ ''°'" U-m are made tothe 1 his IS an advantage in tavour o. the Whitehaven and direct route ancI'ToS rp^icri''""" '^ ''' ^"'"'^'^'^"^ «^'^' ^"^ '^ '^ ---d only :» imp.rt- .o^:.;: in«iSt;:;Sr;;Zi£a^^^" ^'^- --^ °^^'"'--' - - ^atma. ;^.ance, ae nofbein, deprived ^^oX^^.:::!^:::L:: ^^tj^ J^!: were .resented to the ^v y;^^ i^llSsSlL^-YS^J"^^^^^ ''The Ba! of r.'^"?'''": '"'^.^ V '/''" '■™'" " T'"^ Coniniissioiers Rerrrof 'l^^^^^^^^ '', most hnprovJdlS;."' Ke'elu^^''^ des Chalrurs, are susceS: of 'Jk, offers B«ch immeSrTiuJs of Hve^ £','"'"' f ^"^ S"*""*^ "« I'^^^ '" Canada is a fact worthy of noticTthTt n the trJo?.™'^^ ^' ?T'^ ^^""^ '''^ ^'«'^^"^^«- '^ were afflicted with a Sine fom he 5e r net o^ Tf'tTe t 'T[ 'T*^ ^' *'^ P^^'"^^ venience was experienced at Pasn."hh7 » ? the harvest by Irost, no such incon- aborcmentioiK-d" P ^'' "'""''** any other place within the lev.! tract The aA^ The tract alliid*>d to here is not lii.ariy \w (|uoiatu)ii, but it is sii|.j)<)scd ti> iiiiaii tin: whidi' rtant advania^r omt th»; one th^on^ll the (.cnial and nioro ele- ^atfu land ol' New IJninsw ick. As It' interior is aj)|>roa( lud, and llic disi;."'-; iVoMi, as well as iIh- rh-vation abovi'. till' sea incnasts, the dan^i r id croits from (old niehts and tarlv (rosts also incrtases. In the Madawaska Sttll» ( ounty uf Rosti^oiirlic " (lioucesit-r " Nortlnimtjcrl iiul - k.ut- " N'^cstmorrhind ;iii(l Alhcit " St. ./olin - " Qilcolls " Siiiiljtirj - - - « (I Vrrk - Carlcton Cliarlottt! 4.214 10,.}. n li»,W.i 9,7t)J) l!»,Jf!,-| i(),;»7tj 5,H80 17,}Ui Total 43,810 fifl,;ion 10.656 36,.'501 21.2,'37 208,012 Of tlieso. U.0 first tour an.ounfinK to 4;3,niO, are on the line of the ..roiKDscd Route \o 2, .nd „.ll Ik. entndy .hrou,, .„t l.y the adoption of the othrr Cainpbellton, Dalhousie, Rathursc, Chatham on the Minunichi, md Kichibucto- .ra-ports and shipp.n^ plac.s of consequence on the Gulf .hore ; a 1 of then suscep- tible of the frreatast dcvelop.n.ent, ^v,ll be left isolated and cut off. ^ llu.e ports arc- tce-lK)unddurin^^ the winter months ; and railway cominunicauon 'viil l>e to them of the greatest im|.ortancf. ^ "uuicauon ItwiHanect also sensibly th> receipts of the main trunk line. Alons the south bank of the 8t. Lawrenco, from Quebec to Metis, there arc set- iti^'th^UU::!::' ''''''"'' be compared to one contmuea . i-lagj for 200 m£ i{;mV'r''"^^i''''"',f l'«l'"'.',"'"" l>r<'l>aoIy 12,000 in number, residin- between the Imrbfadid "^ ''"""■' "'" '" ''■^-"^'"■'^ ^'^^" '^^"'^^'^ «'■»'-' R-'-^'^' if the Dircti .iin'!inisril!Me.Hnl!''f ';'.'" r^"''"f r'''rr' " '"^'' ^™"'^ »''"s be caused, this line would whicli IS the seat ol Government, and contains about 6000 inhabitants. The popnlnlion of Nova Scotia may l,e estimated to be about, viz. :— City of Halifax and County County of Cmnberland " Colchester " Pictou " Svdney and Guysborough Remainiuf!; Counties Total 40,000 10,600 14,900 30,300 23,200 111,260 230,200 The pppnlation of Cape Breton is estimated at 49,600. :,n?L^"V'''""'' '* •^'''^ ^^''''t''l'<^ven and .>irect romc be adopted, the city of Halifax and count V , amountmg to 40,000, will be excluded fr^m the benefit of the 1^ 3 1^ lO If the Halifax and Eastern line (route No. 2) be adopted, then the population of Sydney and Pictou, amounting to 53,500, will he excluded. To the population in the southern or remaining counties (111,200), the Halifax route will he of essential benefit. From the other route, they would derive no advantage whatever. It is now proposed to give an account of the explorations and thoir results. The dotted lines on the General Plan, No. ', show where these were made, and the courses taken. In the season of 181.6, the Cumberland Hills were very earcfuilv examined ; sections with the theodolite were made, and barometrical observations taken, to ascertain the lowest and most favoural'le point for crossing them. The liiK! which had been cut out and explored for the military road was followed from the Bend oi' IVtitcodiac to Boistown. From Boistown the general course was followed, and levelled as far as the Tobique River, but the country ^^. IS so unfavourable that new courses had to be constautiv sought out. A new line altoi;et!ier was tried from the Tobique, as far as the Wagan Porta'>-e. The results (b duccd from the observations and sections jjroved this Tine to be^iuitc impracticable for a railwav. VVhilstthe line was being tried, other parties explored from x\ewcastle on the Mira- michi River, over to Crystal Brook on the Nipisiguit, the vallies of the I'psalquitch and its tributaries, and as far as the Restisouche River. The country at the upper waters of the Nipisiguit, and the whole of the Cpsalquitch vallies, were found to be rouirh, broken, and totally impracticable. The result of this season's labours went to show, that the best, if not the only route that would be likely to be practicable, would be by the North-west Miramichi to Ba- thurst, and then along the Bay Chaleurs. Durmg the u inter, a small reconuoitering party (on snow shoes) was sent up the Me- •apediac V alley, as far as Metallis Brook, and thev made their way across the country fiom thence to the mouth of the Torcadi River on" tin Rimouski. Their report on this line was rather favourable, ..,..1 had there been any necessity for It, It would have been more fully ex])lored the next season (1847). As soon as this was sufficiently advanci 1 to admit of the parties entering the woods, the exi)lorations were resumed. A grade line was carried over the Ciunberland Hills. Jt was cut out through the woods, Irom the foot on one; side to tiie fooi of the slope on the other, a distance of ten miles, and carefully levelled with a theodolite. This proved it to be (luite luactic- able. '■ The exploration of the Eastern line was again taken up. It was commenced at the head of the tide, on the south-west Miramichi, and was earned up the »'alley of tlic North-west Miiamiclii over to and down the L'|)sal- quitch River to Bathurst, and alouir tiic shores of the Bay Chaleurs to the Rcstigouche, up the Metapediac to the Metis, and ahmg the bank of the St. Lawrence to the Rimous- ki and Trois Pistoles River. The result of this exploration was so satisfactory, that the part\ engaged upon it, turned by the same route, surveyed it, and took the levels .iloug it baek"'to the Mira- rc niichi U ver. An e> , .{oratory line was then cut t!noui,di the greater portion of the flat and generally level country between this river and the j)roviiice liiu at Bay Verte. An examination of the country was made from the Trois' Pistoles River along the '' St. I mrr I I 11 St. Lawrenco to Quebec ; which, with what had been done in Nova Scotia, durinc tJus and th.. iornier season, completed the whole of one good and favourable line from xialitax to Queliec. The details .re ^ivcn in the accompanying Report, Appendix No. 1, General Plan i\o. 1, MfHlol Mapi\o. 2, a;id Book containing exploratory sheets, No. 16, containinL' ado ncli ''"'""""' "' ''" '"'"''' ''""' ^^""P"Sf^^ the line recommended to be Umvilling to abandon the direct route through the centre of New Brunswick, by ^yhlch, It a Imc ro.ild be successfully carried out, the distance would bq so materially shortened, as is apparent by the mileage given in route No. 4, it was determined to use every effort to decide either the practicability or the impractibility of s.ch a line 10 tins end lartre parties were employed the whole season. One party expluied, cut, and levelled a line the whole way b. twcen the Napadogan J^aKc and tlie hrstigouche River, a distance of ninetv-six miles. ' The line exj)lored was a very g-eat improvement upon the one of ) 816. It IS cunsidered to be so far satisfactory as to prove that a line for that distance ran t)c round which would bu wi in the limits of railway gradients. The details are given in the \^^istant Surveyor's Report, Appendix No. 2, with three exploratory sheets, ^os. 17, 18, 19, containing plans and sections of the ground pass- A large party was engaged in trying to lind u line from Trois Pistoles River on the St. La^yrence, through the Hiiihlands to the Restigouche River, for the purpose of connecting on to the Aew Brunswick party. The winter overtook them whilst still embarrassed in the ili-hlands at the head waters of the Green River The dotted lines on the General Plan, No. 1, will show their attempts. A line was tried up the valley, of the Abersquash, but ended in a ad-de-sar. There was no way out ot it. A second line was carried from Trois Pistoles over to Lac-des-lsles, Ea-lc Lake • ana by the Middle branch of the Tuiadi River, the north-west branch and head-waters ot ttie lireen River were gained. len^lh *'"' ^""'"^ ''^' """* ''''''''''''^ ''^''''^^ ^^' "" "''"''''' ''""''^' "' "'"'-*' °^ ^""' ™''^s •" A theodolite section was made of it, and it was found to involve a grad(> of <.t least one n. fortv-nme, and to attain that, heavy cuttings at one part and embankments at another would be necessary. Th(>re is no occasion at jiresent to enter upon the discussion ofuhether this should condemn a whole line, for having attained the fork. ; at the head of the main Green Kiver, no way was found cut of it and this explored line, like the first-mentioned, must be considered to have ended in a cul-de-sac also. Further d.'tails are -iven in the r.'port of Mr. Wilkinson, the surveyor entrusted with t.ie more immediate charge of this part of the line, in Appendix No 3, with sketcJies attached to it. 1 1 > It isjust probable tha^ a line might be found by way of the Ked-wick River and he R.mouski as far as the mouth of the Torcadi River. From which to the Trois 1 istoles, there was ascertained to be no difficulty. But as the advantaoes i„ evpiy way, except distance, are so much in favour of the . JlSi ■' 'I- V I ".' -ncurring delay and perhaps useless expense in further explorations of tins part of the country. In the nport (Ajipindix No. 3) there is a third route suggested for examination and trial ; viz., by one ot the lower branches of the Green River and the Squattock Lakes the UnitJd sT' ' °'' "''^' " "" ^""'''' ^"^ *'"' o^'J^'ction of approaching the frontier of There MiH iMMliiilHiii U Thrrc roniains to l)C noticed the exploration for a line of railway from Whitehaven on the eastern coast of Nova Sootia towards Pictou and Bav Verte. This .vas r.;ndered necessary in cens(>(|uence of the suggestion made by Captain ihvvA, 1{. J\., to make Whitehaven the Atlantic terminus of the railwav. The deta!'- of this exploration are given in the accompaning report, Appendix \o I, and exploratory sheets i\os. JO, 21,22, :ind 24. n ■ KngiiUMTiiig (iifhculties and expensive cuttings occur on this route. From the commencement in the Harbour of Whitehaven the line must pas« aion'^ i l)arren and rocky coast for upward of hirty miles to Country Harbour, before it raJi luniolt towards the interior. Ami it cannot do this and get clear of the sea-shore without the necessity of making a tunnel of about a mile in length throu'-h a rid-,- of whinstonc. '^ ^ Again, at the falls of the St. Mary River there will be required a tunnel of a quarter '>! a mile, and a viaduct across a valley, of alxiut 500 feet in length. The summit le\el occurs between Lake Eden and Beaver Lake, and is 400 feet above the sea. At Crant's Bridge, on the Kast River, for nearly three miles in length, there would necessarily be several ex])ensive cuttin-s through rocks of sandstone'^and limestone Ihe euiith ot this line from Whit(>haven to Bay Verte is estimated at 181 miles — Irom UnhUx to the same point is 124. L(-avin^ a difference of fifty-seven miles. 11 ihe Dii-ect route No. '.} could be established, it woidd add seventeen miles to the trunk I nc. ^ But as it is not t.. be supjiosed thai Halifax, the capital and irreater commercial city ' . die province, would in such a case allow itself to be excluded from the benefits o'f Ihe j)roposc(l railway, then it would involve, in addition to this seven'etn miles of imiik railway, a luancli line of probably 90 miles. Or if tin; Kastern Bay Chaleurs line' through Nr'W Brunswick he added on to it as ill Route No. .J, then it will involve no less than fifty-seven miles extia of trunk line and the same necessity lor the bvincli line of ninetv miles mentioned. ' To coiiipc-nsate for sucii disadvantages it must be shown that Whitehaven has the most j/ammoii.il claims to be selected as the Atlantic terminus in preference to Halifax. Ihe iKirljoiuof W hitchaM'ii is 120 miles nearer to England 1)\ sea than Halifax.-— Equivalent to, in ocean navii;ation by the steamers, ten hours. Ihis, It is readily conceded, is a very sreat advantage, and were there no drawbacks or otli(- considerations in the way, it would be (jiiite sufficient to i,nvc that port the })refeiei.''e. - ' It is a well kno^vn fact however, that there is a time and s.>ason in the year when the (. iiiiard steamers cannot keep their direct course to Halifax even, but are "compelled .ly fields oi ice, to k( ep to 'lie southward, and S( neti'.'es pass to the south of Sable Island. Di..ii!;i- this time, Avhicl. oeciiis in the sjiMUir of the year, and may last for two or three moiiths. tlicrc would hv som.' risk in their making direct for the more northern ]wt of Whitehaven. And if for these three months the stear ets v. ere oblv"-ed to make Halifax their jiort, then for that time the Whi'jhaven line \>ou!d be usele^'ss. In r> sjirci to ihe advantages v\liich it is said to possess, of remaining open all the vear loi.iid, it is not quite clear that it does so. Freai (MUjiiiiies made on the spot in the SMumer of 1847, Captain Henderson learnt t K th.' piccedin- ^^muy ihe harbour had been frozen over entirely, five to six inches thick,' and that it v\ as sometimes blockaded up and much incommoded by ice. Siilii (Mu\;tly,howe,er, and diiriiiir this winter when the objects of the enquiri<>s made tliere in the sunmimer became kiioxNu, and the ad\antage of" the Railway spoken of, a \ide 'j)pcn(lix N" j. Statement mmmmmmmmmmm i IS statement accompanied with affidavits was forwarded with a view to coimteract the .•H'oct of the information siven to Captiiin Henderson and the parties exploring there. Thev are ffiven in the Aj.peudix No. 5 to tiiis report. They tend to show that though the immediate entramc to the harbour may be, and iTLiierally is clear, yet that large quantities of floating ice find their way through the Ciiit of Canso, and by Cape Uretoii, which pass off in a southerly dlreetion, crossing I lie dir(;ct [)ath of steamers and vesst;Is from Europe. T!:c co.tstiiiir \t'.sscis keeping in shore arc not so liable to be molested liy it. The harbour is admitted to be a fine shc(!t of water, but it does not and cannot vie witii Halifax, t ithc r in appearanci; or capacity. Kcftrring to Lieutenant Shortland's report, Appendix No. 5, who made a survey of It HI obedience to the directions of Captain Owen, 1^ N., it appears that it is not frea from the objection w Inch is made against the Port of Halifax, and is its only draw- back, viz., the prevalence of fogs. Lieutenant Shortland says, " that in foggy ueathcr the harbour (Whitehavea; is difficult to aj)proach, especially to a stranger, as the soundings in shore are very irre- gular, and I have not been able to learn any good indications of its vicinity to be ga- ther' ^«"^^^ ''' -^'P- ^ '^ -- JAUeAawn, thererore, with its longer and more expensive line of raiivay, full of engmeermg difficulties, passmg for miles through a district of countrv, rocky, barren, habiu"; t'T ^h ^°^^^"^"'V"^;:' »^^"^fi"'»" ^ comparatively small profK;rtion of the b- .W ^ l' 1 '''''""°" ""^'J"' "''J"''"'' "*"' ""■ -••'^^••■■^t ^"^"""t of the province ,-<.r eSTv e^i"^ the necoss.ty of making a branch line of ninety miles in length is decid- ediy recommended to be rejected. t, " '" in t"!!*"". 'i'^ ^?K ^'f l'"'"'- "*' """'^'^ ^'^"■' "^ 'h'' fi"^-«^ •" the world) is recommended to be selected as the Atlantic terminus, for the proposed line of raih4v. rJif. J ^X / ^''V '■™^^(^°- ^ ^"d 'i), viz., the line from theTend of Petit- cod.dc oy Boistown to the Rest.gouche and the St. Lawrence, .rossuie the ran<^e of New Brunswick mountams having to surmount two summit levels of 1216 a,id^9^ feet, causing heavy grades, and in.reasing materially the cost of t/a sporf- passing through a totally unsettled and wild.mess r^untry; involvin-^ grS; m?nt?i,h r uT'^^^ "> "^ '"--ni^'tion : excluding the towns and settle- ments on the Gult shore and *o preventing the development of the vast resources of he countrv to be derived fron< the fisheries; and also inllicting a serious los to the mterests of the mam line, and to the intended branch from The citv of St. John in New Brunswick, is, notw.thstandin.. its one great advantage of diminished dista ice recommended most stronirlv to be rejected. '"imii-u uisidnc( , And the route No 2 from Halifax to Truro, at the head of the 1! iv of Fundv nas sing over the Cobequ.d Hills, and on or near to Amherst and Bay VerJe, crosS'fLm thence over to the Rivers R.chibucto and Mlramichi, above the Pow of the t de%o a not to interfero with t^ie.r navigation ; then bv the vallev of the North-Vest M^ra Hiuln and N.p.s,g.nt Rivers to Bathurst; then alon, the shore of the Bav CI a leu^ o the.les,goucheRuer; then bv the valley of tho Metepediac over to .^ near rtlc fhe back's of tVeT; " ^^' '''r-'"'' f t^''"^^'^^ i" the General Plan No. 1, along rithpr tit J A ffwrenc,. to R.viere du Loup, and from thence continued through either the sec-ond or third concessions along the river until it approaches Point Levi IS recommended as the 6..SY rf/,rc//o« for the proposed trunk liiii of raLa>iomIi eastern port m Nova Scotia through New Brunswick to Quebei! ^ it combines m the an atest de-ree the following importan^ p<,ints :— tiouLtt '"""!;"' I"-"^P',"-'" ''"■"'■'; ^'^ ^'■^" ^'^ »'"' greatest amount of remunera- tion for the expenditure to be incurred ; the opening up a lar-e lield fo- Drovincinl adEnT"'^ *" ;''e settlement of emigrants, 'and by Lrding the op^o unity i' rence and the Bay of Chaleurs, n will tend to develope in the highest decree the com- merce and the fisheries of the Province of New Brunswick. ^ ^nd. Passing along the sea-coast for a great distance, and capable of being annroarj,- cd a several points by bay. or navigable rivers, it possesses die greatest fticiH ies for h crof^worV"'""^^ T ",'"•" ^'" ^^P^"^^'' '-'"^ ^y '^ ">«- faiurable g ades a "o the cost of working and subsequent maintenance. ^ ^ta. By passing over a less elevated country, and at the least distance from the sea, there /?vF, =nrv '*• 15 ■ h. Passnm at the greatest possible distance from the United States it vosson^. ;^>::':;t2^^^z':^t;;il:r^'' tobcdeHved.o.t,.at n.u.sta^jx::^ h,. ^IhJTf 1j "T' V "■'"'"• '"'" /''" '''■"P"'"'^ ^'•""'^ ""^ of '•''i'vvay being admitted to .w/^1"^^ "^^''''^'•'''' situated on the western side of the harbour whilst the h^nt site for he termmns ,s on the opposite shore at Dartmouth. ' * "^ ^'' Ihe distance to Quebec from the latter will be four miles shorter thnn from tk* former ; and one .reat advantage is, that its shore line is as vx' comnar"ti Sv fr^ se s ir thT Ri'v r St the,r contents ,nto The boats if not into the holds of ves- ^hi^r^^t;:^;;; :»:;;;';-! ^;i:'^^^ «"^-^ '^^ --^'^es .« another set, i neavy.e;'ades ot 1 „, ,9 and I m 8^ ; but as these occur, the one asccndin- and the ^o^ ov''r"bv n'ff H- '^'^^"'"••"'^'' -d °"'y f- ten miles, the inconvenien e m be easUy got over by aftordmg an assistant engine for tl,e j,roods' trains at that ,.art No en^i ne nn^.Mim„.„lt,es are evpe-ted to occur fron. this up to the Rcstigonche ver ^ tisnecessary however to make some remark'in reference to the sections shown 1 tt ^;M' oratory, sheets 6 and 7, comprising that part of New Snswick T in-between Shediac and the North-west Miramichi nrunsvickjy- Ihe whole of this iK)riion of the country is believed to be generally low and flat uith (Kcasiona n.dulations. The section run through it in The previous sea on of 1 8-t6, towards Boistown, ccmfirmed this impression. ^ the rVdif rrS.M^^r"''';""' I'^^^'^'T' ^'^« ^^^^ '« ^^'« '««», and it was not until that t^e attZ^; n^^^^^ "''''''''' ''"j^ ''*:^" ^■^l''«^''"'^ ^"•J successfully g,>t over, iiitu me attentio.i of tiie parties was turned to it .^ & » c ut 6/rrinciple, a\ ith stone piers and abutments. On the Boston tmd All.any lines, and on many others in the New England States, the bridge generally used and approved of is known as " Howe's Patent Truss Bridge." The cost of this kind ol' bridge, as furnished by the parties win have purchased the patent is as follows : £ .s. d. 2 .3 10 Sterling 3 15 4 7 6 " 5 12 6 6 5 » Dollars. For spans of 60 feet, single track. 11 per foot. 100 feet " 18 " 140 feet " 21 '' 180 feet ■' 27 " 200 feet " 30 " The cost for double track would be al)out 55 per cent, additional. The j)riee includes the whole of the superstnicture ready for the rails, but not the piers and abutments. The bridge over the Connecticut River at Springfield, is built on this principle ; it has seven spins of 180 fiet each, and the sill of the bridge is 30 feet above low water. On other lines the same kind of bridge is used, but no ironwork is permitted (the un- eijual expansion and cjiitraction of this metal is objected to), and the addition of an arch is introduced. A bridge built on this principle on the Reading Railroad, 1800 feet long, cost 40,- 000 dollars, eqnivalent lo £8,330 sterling. Soon after passing the valley of the Mctapediac, the great obstacle of the St. Law- rcnice chain of mountains is got over, and the line may range away towards Quebec. Having, however, occasionally a ri\er or a i.aine to cross, whose passage requires con- siderati(ju. At Ir7^ i Thougli 170 Its cost 17 At tiu! 'i'rois Pistoles, the Team in the course of ages lias worn out a very awk- wanl and d.ep ravuie. Tlie bank on one side is generally steep and abrupt, whilst that on the opposite is low and sloping away back for a long distance, before it again irachi-^ the height ol the table land. ° The most favourable site for crossing it occurs at aliout eleven miles from the St. Laur.iuc, where the two banks become nearer to each other, and are more cnual in hciiiht. ' At this point the i)readth of the stream is 100 feet at liottom. The width between •he banks at top .jOO, and the depth is nearly 150 feet. The banks are rocky, tormidaiilf it is l)y no means impracticable. On the New York and Erie Railway there is a bridge whose roadway is .i'K)ve the l)ottom of the ravine, which it crosses by one span of 275 feet. ^\as €5,200. From Riviere duLou]) to Quebec, the railway might but for the snow, be carried almost at a surface level, . Through the whole of New Brunswick, for 234 miles, and through Lower Canada as far as Riviere du Loup, 167 miles, there >vill be found along the l:^e abundance of timber and stone (including limestone) of the best quality for building purposes.— 1 here will be found aL> in New Brunswick more especially, abundance of gravel for the superstructure. In Nova Scotia, the railway will have to pass with but little exception through land which has lH;en sold or granted away to individuals. The exception w ill be the other way m New Brunswick. It will be seen on reference to the Model Map, that it ap- proaches the settlements between Bay Verte and Shediac, and skirts along the Bav ( haleurs. In Canada from the mouth of the Metapediac to the Trois Pistoles, it runs through still ungranted land. But lor the last 110 miles between Riviere du Loup, it runs through a densely settled countrv. I'ntil the detailed surveys are made, and the precise location of the line marked on the ground, it will be iiripossible to state precisely tlie exact number of miles it will pass through Crown land. If the following estimate be taken, it will not be much out— In Nova Scotia New Brunswick Canada - Total 15 miles. 200 " 160 " 375 The follow ing synopsis will show approximately the quantities of ungranted land in the coyatics through which the line passes : — In A'ava Scotia. Halifax County Colchester - Cumberland Acres. 780,000 120,000 180,000 1,080,000 In New Bmnswick. Westmoreland County Kent Northumberland - 301,000 640,000 1,993,000 Gloucester 18 Glo'jcrstpr Restigouche Bonavpnfiirc Jiimouski Knmouraska L'Fslot - Bcllt'cli.isso 701,000 i,ion,()Oo 1,717,000 In Canada. 2,000,000 5,000,000 500.000 fiOO.OOO 500,000 (Icncral Total »,<500,000 li,l'i7,000 The land for tlu- railway will iiavc to Ik; piirchasrd iii Nova Scotia for noarly its wnolo course, and in Canada for the 110 miles mentioned. The latter, however, it is expected, will cost very little more than the expense which It w()iild he necessary to incnr in cleaning. G:<-ttin- out tlie stumps, and prepar- ing tlie wild lands tor the railroad. • i i No part of the line will ever be at auv ;:reat distance from Crown Lands; Init it will be a question ot detail for this part as well as for the Nova Scotia section, whether It will he more adrantaseous to cut and convey from them the timber and materials rcfiuired, or purchase them. The direction of the proposed line l»eine; determined 'ipon, the next points whieli ]>resent themselves for consideration are, the character of the road and method of construction. In the first instance it is considered that one line of rails will be sufficient, but in takinii -round for the railway and stations, and wherever the line passes, retiard should be paid always to the prospect of its Ijeins made at some future time a double tr-.ck. And m the anticipation of a heavy traffic, which there is a fair prospect of .soon passin- iilon.; it, and with a view to ultimate ecouomv, as well as the savin- of much iicoiu veniriice, it is r ■commended that the road fbein- int.'uded for the -nat trunk Vnv > should be constructed at once in a substantial and permanent mann.r, with a -..od fteaiv rail, capable ot beanni,^ hi^^h rates of speed for passen^-er tr.iiiis On all the principal lines of railuav i„ the Cnited States,°th.- Hat iron bar is everv- wiere beiiiii discarded, and the H ,„• T rail, i:,,„,r;,||v of 5Glbs to the yard, is bein- substituted (or it. " ^ ' -s On several of the lines also a double track is bein- made, and the works construct- P(l are ot a more permanent character than formerh. Much has been said in praise of the cheap metliod of makin- railways in America, and the a.hantages to oe deriv.'d from it in a new coiintrv. As anexatiiple ot this system audits practi d results, tif [ tiea and Svracusf. Rail- wa\^ may be here quoted. This road is oji miles in length and forms part of the Great Western Line, connect- n,^ .Mbany on the Hudson River, with Buffalo on Lake F.ric-one of the prin.ipal lines 111 tiic coiintr\. ' '■ In its construction more than a usual amount of timber was used. For a consider- able portKin of Its length f upwards of 10 n/iles) it passes throuirh a deep swamp.- I es were driven into this, to support a long continued trestle-bridge, over wlii.'h the Milway track was carried upon longitudi.-ial b(>arers. ■r 33 miles the grading was made in the usual manner by excavation.s and embankments : but the superstructure was ot wood. Ipoii pjoiRta 19 Ipon the irradinn; in tho direction of its length, a small t'onrh was excavated, and a sill of wtm\ was firmly bedded in it. Where the sills abutted tiid to end, thev were supported In a piece of wood, of the saiii(> s .led for the transiioriation of pas- sengers tor the last eight years. ' " The .()in[)any having determined to relay the road v\ ith an iron rail of the most im- proved Iro.,,. have .oioiac;d for a considerable portion of the iron mccssarv, and are proceedmo „,th the intention of laying a substantial structure adeiiuate to "the Diooer performanee of the business re(|iiired. Dollars 417,07.j 55 »0,000 00 337,075 .55 " The ])resent wood structure has cost the company " The iron now laid thereon is the flat b,ir and will be useless, and therefore will be sold. It is hoped that there . may l)e derived from the sale of it " Leaving the sum of which has been expended for the cost of the wood structure, which, in addition to a large annual an.ount tor repairs, will be practically, worn out, sunk, and 'one, when the new structure is laid and used. The new structure, it is supposed, will cost aUiut Srf;^'l'l^^"•'"'^'*''''''^' "■'''"''' " '" '•"F'^' t'''^ old iron will pay as alwve o0,00U dollars, leaving thi' sum ci about 300,000 dollars to be raised bv the eomiianv on Its credit. ■' ' -^ '• This will when paid, nnmburse the capital of the company for the eniiivalent amount, w Inch has been appropriated to the worn-out structure. In addition to the cost of the m-w structure, there will be r.>quired a considerable sum for new en-ines, (i time upon this line. A part of our husines.s musi always he (lone in the ni^hu anil it is then we (^vlleriene»• ilu- urr jiarts of the States where 'hese trestle bridiic or skeleton railways have i)een made, instances have Ixen kn(jun of the locomotive slipping down between the rails, which '-ave warped oiituarhs. With a view, therefore, to ultimate eeonomv, and to save inconvenience and inter- ruption to the trafliic when once esti'blished. it is most sirongly recommended that the line wh(Miever commenced shall he at once properly and eOicienlly made. In determining the form of the road it is necessary to bear in view that it will pass through n country everywhere liable to be obstruL'ted l)y hea\v falls of snow . It does not appear, however, from the results of incjuiries made in the I'nited States, that .inytliing beyond inconvenience, and some additional expense in the cost of workin" the line, is to be apprehended from this cause. ^ The railway from Boston to Albany, which crosses the ranae of mountr;ins between the Connecticut and Hudson Rivers, attaining upon them an' ele\atioii of iipwi.rds of 1400 feet abo'e the sea, to which it ascends by a ^rade of about eiirhtv feet per mile tor 1,; miles, traverses a country subjected to the san:c sort of winter as the British North American Provinces. The .-neraiic depth of snow in the woods is from ,3 to 4 feet, which is not much less than it is in the woods of New Brunswick and Canada. Ill \y>\3. a year reiriarkable (o- the great number of snow storms which occurred, there was sixty-three falls of snow, but th<> traffic was not interrupted to anv vcrv s( rioiis , \teiit, not more than two or tliree trips. 'lokerji the roads clear, two descrijitions of snow plong.hs are used, one for the Jdiible track and another for the single.* In the former the shurr of the pioui^li travels ■mniediat(-ly over the inner rail, throwinir the snow outwards from the tratk. It is '•iM usee on one track, and then runs l)ack upon the other. • Vide I'lan No. 30 and il In HT^T^ ■-njV 21 I'l ihr sinoif. ii,„> ,1,,. ploti^hshu" tr,iv0 tons ciifii. or w iih .1 tniiii tlin c ciiiiincs. Wll.'li thr fiill ,,f M,„u rln.s not ,\,v,d ;, f.vv i„( h.'s the si.l.,ll plou-h ilhvnv* fixed 111 linnl ol tlir .•iliiMlc. consiMill.: ol ,1,1 oprii iV.llnr Work lirojrctin" ;i?M,llt ,"/r.ft in imiil. iiiid vn\U'(\ ;, " ^ or- vor,///r;' is foniul. ul.ni c.is.H ovrr,' to he siimricnt to rl,.ar inr iiiir. Uiini ihr tail i> d.'.'p.r, ilic |il..ii-h is us.-d imm.diiiti'ly nf'ir the snow has rrascd to (;ill. It (Mil i),' |.io|).||rd hv thrr.' 'iO ton <-mmc«! throii-li 3 fcrt of ncwiv f.ilhm «inoHr at ihi- nilc o| (i inilis nii hour. Ilih. r.ill d.v s not .x.T.d 2 fret, it v.m iravrl at tlic .ate of 1.5 miles an hour. Ih. drills through whi.h it is |.r.,;). Il.d are sometimes 1,5 feet deep, and from ''00 lo :{('(» t,.,., I,,,,., ;,„,! ;„ ,„|„,rs H or 10 feet deep, and from a .iiiarter to half a mile in lelliitil. The line of railway is miirked in di\isi()iis of ahoiit )! miles, to each .if uhirh eifcht oi; ten men are allotted, V. ho [.ass alonj,' the line eaeh day with small hand plon-^hs pieks, ke.. elearini; away the snow and iee ^^ hieh the trains eolleet and harden hetwecn the rails and the loadw.iv. it is found that the freezing of the snow or rain tipnn the mils docs not impede the imavy engines, as the wei-ht of the forwanl wheels is suflirient to hrealc it and eiiahle the drivinir wheels to hite. ' U hen. Ner, from ioral causes, the snow is found to drift on tlie line of railway Miow-lenees are ere ted, whi, :• an lonnd vcrv cfleetiial. Thev are simple JKiard leiiees Irom K; to l.j le, . hiirh. iil.ieed from 10 to 20 fer't liaek from the roadway. In wet ueather tli< r.iiis heeoine \ery blipperv,.;.iit the diflienltv is overcome and the wheels eiialiied to hite ii[ion the sfep ijradients by the use of sand boxes, which are lived in In. lit ot the en^ii.e and iiiiaiediatelv over the rails. Tliese e.iii he opdH ,| at j.i.aviiie by tile tlie engine-driver, and the sand is used wherever iicec.ssarv . 'I'll-' means ihiis siiecessfiilly adopted to o,e:rome the obstacles arisin;! from ice an,l snow .lie emphned miirh in the same wa\ upon all the railways wliieir are exposed to tlu 111. ■ ' 111 ihi' y<'ar H'.'lT ilie i \peiise iiKiirred under this head (removing iee and snow) inioii ilie western railroad in .Massaeluisetts, was. .i, eordinino the oliicial return, 2,7G3 .ioihu^, e(|iii\aleiil to C")?.") sterliii;:. L poll iiiiiiN (.f ihe otJKr lines expenses under t'x- same head are returned, but very much smaller i'l aiiioiiiit. Ill places where the rails are ik.i r.iiscd above the 'general level of the country, imuh unater diniriilt\ is e\|ierieiiced in keepiii- the liaes clear of snow than in iiarls where ih( ic arc ciiibaiikinciils, Irniu ihe lorc-oiiiii it doo not .ippcar, therefore, that snow need be considered an iiisiiriii..initableol.v|acle to the formation of a line of railway from Halifax to Qiiehec. lo <,lniatc as luiicli as possilih', the liability to interruption from this cause, it is recomiih ndcd thai in the nai-tr:.. ,ion of th.- line, it be a.lopted as a jirincijil.'. that the top of the iron-rail be kept a- high as the avcrauc depth of snow in th.' country throiii;:' \\ liicli ih.' line passes. In Nova .Scotia this will r. .piirc proliablv an embankment of 2 feet hiudi. gradually iner. a^ai; as it procc.ds northward to the .St. Lawi.uce and aloni,r the ihit open counli\ (111 ii~ liaiiks, to .') or even (j feet. t> The 2-2 The whole of that part of Hrilish North Amrric a through which this line is intriid. d to Im- nm, liiiimas yit free from raiKv.ivs, th.- < hoiii- of i,'aiii,'r is clt ar and npi-n. Without < wIikIi ha\c Iw road or narrow i:ani:<' of Kn^l.uld, a-, il i> nmro a (|nestion of dnail llian otherwise, it will be deemed suffirient for I In- jiresenl report t.. recoimiiiiid an iiiter- niediale uani:'V rroliaiilv '■ leet tl inc lies will lie ilie iiio^t snilalile. as eiiinliinini: the {greatest amoiuu of jiraeiieal ulilitv wiih the lea-t amouiil •■( inereased expendi- ture. With the rthjeci of proce.dini; on to llie eonsideraliuii nt evpensc of construction, the proposed trunk line will he siipj.osed to have Vnii^le track with one-tenth ad- ditional for side lines and turn r)iiis, to have a rail tK', Ihs. to the i,ard, sni>poilrd n|Hin lon"itudinal sleepers with cross-ties, similar to the rail nst-d upon the London and Croydon line, the woofi to he pre|iirrd accordini: to Pavne's p-0( e>s, to have a ti.iii6 sterlin:,' per mile.— For the double track ;{2,0()0 dollars, or £t),Gt;G sterling' per mile. But the extreme diHerences which are to be observed in the 'ost of conslriiclion in the various St. cs are so ;j;reat, ran^iuir from JCHJOO up to C'i».,nnO jier mile, that no criterion can be established from averaijes obtained from such discordant dat.i. The state of Massachusetts affords the best materials for accurate information. All the railroad corjwrations are by law obliged to make annual returns to the h-f^is- lature, and very valuable statistical information is thereby obtained upon railw; y alTairs. From the official repons lor the year 1847, the following table has been comi-iled. Railroads I :^.cyA^ 23 s ■ft 5 91 •^1 /i tn »i 1 -4 == i 2 --^ 2 5 = s ^ ^ a ^ :! l,r^:3 2 '•> ^ ^S3 -t:-s - w . 61' • - 51 . .9 Oi X ii ^ ri 12 5.^1 g 'O 2? - H; ? "7 -r = ^ :^ "V O ^^ 'O, rV ^ ^t. ^, CO = » CO 1- i-_^ 00 CO Ol - ?>* A i; 1 - CC CC t-' •£ co~ •c lo" t^ CO •^ «o t-' 'to r-' -^ "^ ■:: •— t cc cr. 1^ CC \— 3C 1 -; - 00 1 j^ni,i|.!\i(l 1 P-» ^^ 1 '•|!'-M "V-w -n\ •J -*f ^ r>r U u •MM""(I '■^ '^ .-4. •4 5 ^ 5 t^ 5 -: 3 3 O —1 /^ '^ : if. i^ :l >-4^ -*-r -^i-<-f -*T -*« 0|rfllls^ y. CC CO ~l 'i' CC '.0 "1 ^ w »— c» '^ ^ CO JO ^ MIIV '■' ,-^- -^ -^^^.^^r^ --f ,-^-^-^*s '^ J ':x {^ i§ eg O !) jg ^ CO 55 25 i" X JO ^ «; o Cm lI *^ '■^ 3 J3 J3 £ ^ t- -3 .^ *- o 1^ w 3 = r t . -c< -5-r • 'f: *" --. to »o ■-* '■? ■o -^ -o 'i) to CO - 3 " ^ 3 — O « £ -* ,s; S 'O >^-^-»l '^0 l* 'C »o ,p> '0 'O '^^ r» ' , '-J 1-, O a: ^ u H Uh H :a « '0 •^ — .n TH (^ H ^^ r "^ •^-^^-^ >» O * 7; ;- iri ■^ CC .Pi^ ^ Ci *( t- t^ ^1 2 '-0 ot -" X !- JJ L^ • r* c^ »— .— • r— « .M« '^o ^4. ^ .^* 5 Ci 1^ ^ ^l CT O rfi c-^ •3 Xh l-^ ^. — ^ o r~i '-t — < u =-ii i-T ^ rT o" "T o" l-^ ?? co" r-^ GO C^" r-^ .^4. o »- i*.-\ »f^ jiL —l. 6't "^^ CO -1 >0 t>_ sis tA 2 CI »o o to g 2 iS CJ .^4* ct CO o --5 ':? b* 1^ ■—1 1^ •3 ^ ^1 S r- CO o £ c* ■£>^ CO 0|_ cr> _^ -a E. ^ •^ ^^ '5 CO 1^ t^ d" X — ' o" CO r^ CO CO oT lO ir^ rt j^ f— 4 -o ^.— ( r^ ^ C) c « C^ .r* CC r>. Q ^:. o^ o — ^ w* »x 't CI ^ ^ •— to 'f C-. CO. H-W r*^ cP »— t cf G-r cf ~ •-o" CO ,-«^-^»^ ^.■-*^'^-^ N ^-^-'^^ *\ r^-^f N/^^^^ ^^^.^ ■N ^^ -• u tc C 77: ^ CC -e>i -fM -4M-** W'l'-*!' c '^ s :::!: •r *i CC o ^) C^ ^ VD -t O — Ci l^ t~ t>- 05 CO CO CO o a- P - ^ 1 ■Si CO '^J .^ -^ P"N D o CO F« 1—4 00 -t to -J'o.S ^^ • ^^'^s-'^ ^ " .v^^ ^^ CO -i O 1 1 1 1 1 1 1 1 I 1 C O 1 1 1 1 1 1 1 TS . 1 c Cj ;-3 > o k« Oh -^ re Im . 1 1 • s 3 CO S ' 1 -2 § 1 U H rt "O 1 r? O o "3 1 T3 a 43 B en Im o a > 3 c 9 t 1 Ui ^1 c rt -E <2. 13 OJ o rt J3 3 -«j3 Z ' -a 1 s 3 s r2 H e § 3 2j o C CJ s 3 .l^i =q > o O 4-» V} O <-< 25 o s o :/i "rt 'h O rt & « TS =2 X cq n H o ;^ 1^ ^ J'^ Z 2: O cC^ r 24 This tal.lr .omFiMS, ^^itl. tl.c cxcei.tmn <.f ahoul Cftv miK;>. .i|-on uhirh tlu;rc <..- n,/:", doubts i to ^;l,at tlu- ac.ount pr.risdv embrace., t . ^v ol. •'.;---';;. aZsna romplrted in tlu' Statr of Massari.usetts. I bo tal)b: si.uus iu'^ mil .1 railwav incb.dinu b.aucbcs, ^^ birb bav.- -os, in their roMStruet.ou and e.in.pnKnt. il BTolUG dollars, or i:(;..'')r»:t,l.Jo storhnji. Tl c - m IKnuiLs of donhle track, -llu-y have been taken at so .,nd. add.t.on 1 single track. A dm.ble track would not cost exactly tw.ce that ot a s.nale one, ts nstr, tion ; butas these lines uere made uriginailv only with single tracks, and have ." n ulded to fron, time to tinu as .ircnn.s.anccs would adm.t, 'V''''-^''" Vwlc ed to increase the cost, and in calculating; ihe average expense per nule, .t >s co.o.deu. thc^"sult^^ill not be much in error. The cost per m.le .t appears then has been ^' 'There- ^sMolnlK-r State in tiie Tnion ^\hicb presents cpiallv good data ur makin:; an approximate estimate. 1 1 „ ,,> tint Thi climate and nature o*" the country bears also a strong rescn.blance to that ibro„i£h which the Halifax an.l (^.ebec line n dl pass, and m this respect the analog) of the tno eases is extremely favourable. _ r . ♦• „ The New York and l.rie railroad. \r>() miles in Icn'^tlu mow hi cours.- of coustiuction, will, it is .apposed from the latest information, cost M^oO per mde, exclusive ol ''^Tho'eslimate for tlu' Hudson irmr railroad from Tv^^w York to Albany, now in pro- •rrcss, is for the simple track £7,V'lO sterlinL^ per mile. „, ^„„ ,. •, T'lie estimate foi'the Montreal and Portland lin.- is about £5,080 sterlu.g ,>er mde For the Gr.at Western liailroad in pro^m-ss in Ipp.-r Canada the estmtatc tor that section of the line which would most rejcmble the llalilax and Quebec road, isi..),«jJB '"'On'refeirin- to the table, it \\ ill be seen that all the lines have either the 11 or T r:v' -enerallN 5G lbs. to the vard. , • r i j -., ri. .rice'of railr<.ad iron in the Stat.s is vcrv much -reater than ni En-land, or what It "can b..' procured for in th. liritisli I'rovinccs. It i-ays a very high duty .ni im- portation into the States. , , , ■ i i.. |'..,.1>.,H On some of the lines upwards of £1.-. pei ton lor r.uls has been paid. In hngland rails can now be bou-ht for £:! or £!» per ton. The advanta-e u hi,h the llalif.x and Quel^'c hue w.ll ; assess over the lines in the tabh' in tli rcsnect of iron alone, max be estimated at CjOO per mile. When these lii,.-s were construcK taiice>ofa perfe( ilv new .oiMitry, onl v recentK . \plored, and still covered v>itli a, d,•n^e loiW, is all that can in the first insi,.i..e be done . it is con- sidered that if the MMii ..f £7(KM1 stMlinii p. r mile be assumed as the probable .•osi ot the proposed line, ii will iioi be far iioni tlie correct nnoiinl. The =r^^ 25 The total distance from Halifax to Quebec will be about 635 miles. 635 miles at £7000 per mile will be Add oire-tcntli for eoiitingeucios - Or, in round numbers, five millions. .€ I,tl5,000 4-l»l.,500 £l.,«8y,.')00 It is estimated, therefore, that the cost f;>r e.n.stru.tion -^ jj-^li^^ ^^nH^ psed trunk line, from Halifax, throuiih New Brunswuk, to Quebec, will amount £5,000,000 ^terlins. Th. question which prc-sents itself next for consideration is a very important one, wav, fi^m a ;^nsidera,;ou of the present population and resources ot the three pro- '''rhe direct eonnnunication between the t^-o termini, Halifax and Quebec, is of a ''SvS'iris'l^-fined almost to the conveyance of the mails. Passengers proceed ^Tt 'V^^, t ^;:::^.n£uion w.. m seventeen , vessels, winch arrived ^ Q,^.bec h 1. . tmma.e of 1257, and eighteen departed Iron, that port tor Hahfax " '^yrimn i'r'l'e'^u' r -it the first view appear encouraging to expected I his '''";'»;";";' ^ , .,,, ^i^^^^ this limited intercourse arises entirely ixom Ih?;^ m o ' ."< n . ns"7in'Snnunication such as would be atjbrd; ,! by tl.e pro- ;l;,s;d ".Iwa^" it becomes a strong argument in favour of makmg the hue, rather than '^l^e\onmnmication of the provinces ^vith each other is cramped and restricted beyond ""7: se ''th:';;m:;;:u:?m;ercourse may be Judged of by the return given in Append.x \n V; fninished l)v the Quebec Boiird < t ] rade. Th; ehie. elements which enter into, and upon which depends, the success oi every railwav enterprise, are population, agriculture, and commerce At the cxtiemiMts of the line, and tor some m.les al.M.g the St. Law rent* , there is in .. 1 d nt ,K>,.ulati..n. Kxternal comn.erce there is in an , , , ,„.pessarv to cultivate them, and th.,- means !;rt:^:*;o w; :i: i b ' ai.':h' U.! :"; -ulwa v, th. very circumstance may be njade t condue! to the advantage of the line, and ,,ay a large po.liou ot the expense of its ^"mi::H-- -r Habtax (the Atlantic .erminus) i- -tim^Ued at .5^ sods It ,s the capital of Mu- province the seat ol uov, rnmen and ts co.nm. rce xtens.vt. and outlet furall Cana.la. By its port passesMhe whole trade of that F^v.nct.^^^ k mim A I 26 mav be regarded as tho tocus of commcrct 'or a niillio.. and a half of souls. The value of the imports and exports together may be stimated at £5,500,000 sterling, givui- employment to a very great amount (/shipping. _ _ Tliis innnense trade is of necessity cronded into six mcmths, the navigation ot the St. Lawrence lieing dosed fo- he remainder of the year. . , r , In addition to these two great termin. 'lere are lyin- on each side of the line two most important tributaries, viz., the city ol 6t. .John aii.i i'nnee l^dward s Island. 1 lie former .vit'i a population in city and counly a.iiother ot nearly li.,000 p^Tsons, witli a commerce of the value of £l,aOO,000 in exports and imports, giving ernployimnt also to a -rcat amount of shipping. The latter uith a pupulntion of oO,0(H) cngag.'d principally in agriculture and the fisheries. The exports and unports ol this island are about riO'J.OOO annuallv. , , , .. .i Betwee.. the citv of Quebec and the River .V l\nr.: are, settled along the south bank of tl'e St. LaViencc, 75,000 inhabitant, i .a^cd in auriculture. Ihcse peo- ple are French Canadians, and almost everv famny has a small farm and homestead. A strilvin- pec.iliaiitv of these farms is their eioiigatcd shape, the length b<>ing gene- rally thirtv times that of the breadth, oftentimes a lireater disproportion exists. lie houses and farm-buildings are alwavs built at one exir.nuty, that whuh adjoins tiie road dividiiiti on.' s.t of concessions from aiiutiur. '1 lici.; are gi aeially three or lour lines of houses and roads rin.nin^ thus alon- ih' St. Law rence. The .'ffect prodnc.'d bv this manner of ikut. llin- eat -In i, c.d and building has heen to form wh:'t can only be compared to ont^ long Mid eonlmued Milage lor 200 miles. For the fust 100 miles out of Quebec, as far nearly as the luvieredu Loup, the proposed line of railway will run througli the e.Miire of this extended village and witn a train of moderate len-ih, the last carriage will scarcely have ^ef ed j'le door of one house before t'.e engine will be opposite ..noiher. lor the second 100 miles it will leave these concessions and farms a little on one side, but slill .within reach. A more favourable disposition of a population (comprised vf small farmers) tor contributing to the way traffic of a railroad could scarcely ha\e been d.'vised. •.,-.. In the country Iving between the Resti-ouche iliver and Halitax, the inhabi ants who will be near lo the railroad will amount to .bout 100.000 : making the population cither upon or near to the line, including the uvo t.^mini, 250.000 persons. But it the total population be taken within the arei. -.vhieh will Ik- be.iefitted/>|/ and become conulbutirs to the bne, then it may be estim .led at nut less than W0,000 souls. 1,1 . reiiort of tin Directors, made upon tlu; New i ork and Kne Railroad in IBkJ, when the question of proceeding vitli that line was under consideration, one of the data upon whiJi its future receipts was calculated was d.;rived Iroiii populai.jn and relative distance. And usin- the data obtain.d from the working ot one portion which had been completed and was in operation, it was calculated that 51 1,000 If'-Jf ";'"",•';'"'= of 425 miles in lenmh, would return in net earniuL's to tiie railway l,.}4,5,oOU dollars, or2i dollars nearly per head, equivalent to lOs. i-lerling. As the railroad is not yet completed, the true n>snlt cannot yet be seen. Thenetearninssof the ailroads in ■Massachusetts for the year 1817 were 2,- 290 000 dollars. The population of that Slate, over whose area rauvvays are every- where extended, and the whole of which may therefore 1..; considere.l as tributary to them, being at the time about 800,000. This gives 2^ dollars pr head, equivalent to lis., or the same r( lilt nearly. ^. . ,. ■ -.i Applvinu^ the same ratio (of 10s. per nead) to the 4(K),000 .nhab.tants wlmare with- in the area and likely to liecome tributaries to the Quebec and Haiitax Railway, it would t;ive Jt;200,0tH) as its probable revenue. „ , ,. , ,v. The great staple of New Brunswick is its timber. For this all absorbing pursuit the " ' inhabitant* ^rv^-5 •27 inhabitants neslect ai^riculture, and instead of raising; their own supplies they import provisions iu lariio quantities Ironi Canada and tin; United States. In tho year 184«J. \c\v Ikunswick paid to the latter for provisions alone, £216,000 sterling, whilst, m return the I'uited States only took from them JCl 1,000 in coals and fish. ()t Nova Seo^ia th(> ^iteat staples arc timber and the products of the fisheries. The innabitants im|)ort provisi1 U517-8 the price of (lour at Halifax and St. John was at 40s. per barrel, and it was beinj^ imiH)rted from the chief ports in the United States, even from as f.r a>- New Orleans in the Gulf of Mexico. At the same time at Quebec the pru c of flour was only 2os. per barrel. A very great difference, which, had the railroad been in existence, would not have occurred. r i Auotiii r i;reat source of reveinie likely to be developed by the radway ts that ol conls. to be derived from the Great Cumberland Field. Quebec and the upper country would no doubt take large (piantities for thnr own consumption. Halifax the sanie for itself, and also for exp-jrtation to the I nited States. r -i Considerable i turns wou!! arise from the fisheries and from the products ot the forest lyiii^rcontiiiuous to the 'ine, which wou'd find their way by it to the shippinii JKjrtS. • ■ ir \ The country through w hich the road will pass [wssesses, therefore, m xtxelf, elements which, wlien full v developed, canii'L fail to realise large receipts. But there are," exclusive of these, other and highly important sources for productive revenue. Halilax may be considered to be the nearest great sea-port to Luropc. Passengers travelling between England and the Canadas v.-^uld adopt this railway, as tha shortest and best line u liich they could take. Emigrants would di> the same. The mails, troops, munitions of war, comn;issariat supplies, and all public stores would naturally pass bv it, as the safest, speediest, and cheapest means ol conveyance. If a straight line 1k3 drawn from CapeChari.i Ireland, to New York, it will cut through or jiass close to Halifax. The latter is therefore on the Direct route ; and as the sea voyage across tiic Atlan- tic to New York may be shortened bv three da\s nearly, in steamers, it is i,ot improba- iile that on that account, when the branch railroad to St. John is completed, and other lin«>s to .■onnecton with those in the Unit.-d States, the whole or the greatest portion of the passenger traffic betwe.-.i the Old and New World wculd pass through Ilaiitax, and over a great section of the proposed railroad. But the great object for the railway to attain, and which, if it should be able to ac- complish, its capaJMlitv to pav the interest of tin capital e\ ended would be undouiu- ed, is to supersede tho hmg" and dangerous passa-e to Quebec b\ the Cull ot St. Eawrence. i^ i i i- i To make tico voyages in a season vessels are obliged to leave England earlier, and encounter the dangers of the ice in \\\v. Gulf, much .soimer lliau it is safe or prudent {ox them to do. The loss of life and property which has occurred from this cause, and returning late iu the autumn has been enormous. It cannot be ascertained, but probaiily it would have more tli.m paid for the railw ay. , • , ■ An opinion r.ay, however, be formed of it from the rates of insurance, wliicii in the spring and autumn are as high as lU per cent. A much highei rate than to aay other part of the world. The navigation of the St. Lawrence is closed for about six months of every year. ^ Dmin- J ^ k 28 During the whole of this period all the. produce of the —ntry is locked up, and neces- sarilv Ties unproductive on the hands of the holders. The sur..!.'^ .-rie.iltu.al produce of th.- year eanuot Iw got re.-lv to be siupped ut ,|„. scason'it i> i.roduc.d. In the winter of Isafi-T it has been stated on -ood autho- rity that 500,000 barrels of Hour were detained ti, Montreal at the time ^^\^v^^ lanuue was ra-MU- i„ Ireland. As so..n as the season open- 1, there was a demand lor ship- ping to'' cam l-rovisl-ns, that the ordinary course o( he timber trade was deranged '^All this would have been pr( vented had the railway been then in existence. For siv montl.s in the vear ihea, the St. F.awrer -e would cease to be a competitor with the railway, and large .p.antitijs ot produ. Id bo certan. to be forwarded ^'"'For theothe six months ..f the vear it would nave also the following strong claims to prcfercce :— rapiditv ol transport : the savin- of heavy insurance ; cheaper rate ot freight'from Halifax ; vessel,^ e.igagedin the Canadian trade could made three voyages to Halifax {ox two to Quebec. . • „„, „f The trad, wliich is now crowded into six months, to the great inconveniei^ee ot everyone concerned, rendering K.rge stocks necessary to l>c kept on hand, would tie dilTused emnulv over the -,\liole vear. i i i n It is most pn)l);.ble that theseadvantages will be found so great, that only the bu ky and weiglity articl. s of commerce, such as th- very heavy timber, and a lew otiier Toods wTll continue to be sent round bv the Gulf ol St. Lawrence. " If such should pi'jve to be the case, then th- proposed railway would have as much or perhrps more traffic than a sin-le track < ,ul J accommodate. The cost of transportation, it is calculated, will not be too hi-h on this line to admit of the aljove results bein- realised, and in that ease, more espcc: ly it the capital can be raised at a iiuulerate raie ot in'orest, it Is considered hij^hly probable that it will i^ven in a comrucrcial point of view be a prolitable undertaking. From evidence given to the Guage Commissioners in Encland. it appears chat the rost of transport for gc-ds on the undermentioned lines of railway was as follows :— Great Wes'ern Grand 7 Miction Birm ngham and Gloucester South VVcstern L(-"don md Birmingham •06 of a penny per ton per mile. •13 •09 " " 10 • 12 " " '))^.50 •10 Avcr-Pire per ton per mile. This is suppcsed to be cross weight, incleding carriages &:c. , • v, O le-lifth a penuv per lail p.T ton will be a liberal allov nc ■ for the net weight. From vet careful! vVq-ared ^.cument*. extracted bom a UeiK>rt of the Coimms- s.one. appointed in liJU! i.v the Legislature of the Slate ol ^^ew\ork. to locate cer- i porti^^ . ■ tlu: Neu York a-al Erie Rail.o.d, it appears that the > o.t of mot-;, 'oner on so, , of ti.c principal railroads in the Inited States wa^ -lO cents per train ler mile em .va'.'nt to Is. i^d. sterliiii;. . j i . With the expect.d urad.-s on the Halifax and Quebec line, it >s calculatcui that an en^^iue of -ood power, having tlic assl.tur- an extra engine tor -o miles ot the ' distance, mrv^"5 M i m m.mm ' m v,«^ ? 3 99 .iistance, will convey 100 tons of j^oods at a moderate speed ot 8 to ton miles an hour over tlic whole line.-. Tiie total cost por tra'-i would then U' — Goo miles, at l.s. Bf^ per mile 2.3 miles, at l.v. »(/. lor extra (^nsinc Total fur 100 tons £ ,s. d. 62 lii 4 2 1 a iUl'i U Or 1 Is. per ton for the whole distan.c. Kqual to -207 drs. per tun per mile, the s'ame u ul\ IS the i\era"e on the F.niilisli rail\\avs. \t"this rati", ihi^arlmtl cost of carrsin- a barrel of flour from Quebec to Halifax will l,e\.nlv Is. ] price (hariied for its conveyance. . i i r The freight of Hour from Quebev to Lngland may be, taken at oe. per barrel ; !ro Halifax at '3s. . . . i -i i .i vtr , The difference in frei-ht would therelore vay its transit by railway, and the differ- ence in Ihc rates of insurance would be to ihe profit of the owner; and the voyage bein- shorter, there would be less risk of its arrival in the market in a heated or de- tirioiated eoudiliun. . . ■ i • Provisions and all other artichs whose value is great m proportion to their would be as ad\antatreously forwarded by this route. It is fully expected, therefore, tiiat the railway v. ill be able to compete success with shipping in the St. Lawr-nce even during the; summer season. But there is still another great and im])ortant source from winch trafhc may be ex- pected, viz.,— From those vast and extensive regions in the far west, round the Lakes Huron,' Michigan, and Lake Superior. ., i f.l,.c Bv the completion of the canals along the River St. Lawrence, the produce of these lake' countries now finds its wav to the markets of Montreal and Quebec. Largetargoes, consisting of upwards of 3000 barrels of flour can now pass from their iiorts down to Quebee w ithcut once breaking bulk. Alreadv produce which found its wav to New \ork by the circuitous route Mississippi and New Orleans has been diverted to the channel of the St. Lawi of the rence. The extent to which this will take place it is not possible yet to calculate ; but thcrp is no doubt that large quantities of produce which formerly found its w.-y to the Atlantic ports of New \ ork and Boston, will be diverted to the St. Lavvrence. Of the enormous exjwrts of provisions from the United States, the foUowmg will give some idea. . , ,„,„ In 1846. In 1847. rionr— barrels . 2, of a successful competition with New York and Boston. It has been c; icuiated that the cost of trans{)ort for a barrel of flour from the Lakes to New \(irk wa- 5a. Id. sterling ; to Boston 6s., exclusive of charges tor tranship- ment. Bv the Quebec and Hali.ax line it is estimated, now that the canals are open, a bar- 8 'el ft 30 ral of flour may h^ de'.ivered at Quebec for 2«. sterling, and carried to Halifax for 2s. '^^Bv^'hc Montrt'al and Portland, UM. lias been ostimat-'d as the price per tbe rail- wav; to which if 2.9. more be added as freight to Montreal, the price In that line will urobablv be onlv S.s. 8d. sterliii- per barrel. The IMontreul and Portl.uul will have, therefore, an apparent advanta-e over the (^-lelnc and Halitax Hne, arisui- Irom Us much shorter distance. But there are som.- drawbacks atteuduii: it, which may cause the preference to be i.nven to the latter notwithstanding. 1 h.' line passes throu-li the United States. . . . , n r • a A transit dutv of 2J per cent, ad valorem, has to be I-'vicd upon all foreign produce, and introduces the inconvenience of custom-houses and custom-house oflicers. Portland is a foreign port, and is AQO miles by sea fartl.er from Lr.-land than Hali- ''^h has been seen in a former part of this report, ....en speaking of the Utica and Syracuse Railroad, how inadequate that line was to take all the trafiic winch was required to be forwarded by it, at the time that the Krie canal was closed. The growing population and produce of the Western States are so gigantic, t.iat it is probable there will bi more than sufficient to employ fully, both the Montreal and Portland and the Quebec and Halifax Railroads. From the foregoing remarks, it will appear then, that althcigh no very good or pre- cise estimate of vhe returus for the expenditure of Hv.) millions sterling can >J« given, yet that there arc very goud general trrounds upon which to lorm an opinion, that ulti- mately, if not at once, the line will, in a commercial point of view, be a very produt- '"'rhe Montreal and Portland, which will be the great competitor with that of the Quebec and H.Uifax line, is an entcrpr.>e of a purely commercial and local "fture.— As such, it is not likely sh:.reholders will be contented, unless they receive what the^ have every right to expect— a hi-h rate of interest for the expenditure they have incur- red and the nsk they have en'"juntered in the undertaking. . ■ r , But with the Queliee and Halifax it is very difterent. The enterprise is of s^eneral interesl. h contains the prosperity and welfare of each ol tiie three I'rov'uces, and the ••.onour as well as the interests of the whole British hlmpire may be aHected by . It is the one great means by whieh alone the power ol the modier counuy can b brought to bear on this side of die Atlantic, and restore tiie l)alance ol poweneht ol the raUway, of a portion of the wild lands along the line, and in the ■;"'"-l-t« com. try which it would be the measr, of opening to settlement and cultivation, then it is highly probable that it woiUd be constructed for three millions stcr.uig. irv^'S i .— -» -tKl. MlW**IW**«*»%.- ai In a former part of this report it has Ixsen estimated th.t thoro are in the couutio.^ .hioLsh nTicL Uns line will fass, fourteen millions of acres of land yet unerauted, and ilicreron' rr.naiuin- at the (lisjxjsal of the Provincial Covornment. Tl ordi arv price of an aire of wild or mcle-r.-d land, .. .l«ut 2.. brf to ^s. per ,cre But where uul.lie roads are .nade through t.-eu, the value .mmed.atelv ...creases, '.Mid it will not he considered an extravagant estimate, to suppose thai the la..d alone; it, or in the iunnediate vicinity of the railway, will be worth LI per acre. For .he eons.r..ctiun of the CJreat St. Lawrence Ca.al, !,v wh.eh ( ana.la has ,.ow the p.ospeet of reapi..e such i.n.nense advantages tro... , he trade o. the ^v.'^t.T,. - o .- V \h- l.nper., I Ci(.vern.nent t,maranteed the interest on a lua.. o* nvom.lhons sterhn^ Ind !.pwa"ds, at 4 per cent. This loan was easily ra.sed, and a lan^e prem.um per rent was received i. addition for it. There e.n he little doubt that another loan of three m.ll.o..s sterling at the sam- rat.> of 4 per cent, interest, could he raised upon the cr.dit oi .he prov.ne.al ,;evenues ; .ntara, -eed bv the mother country. With this a.nount ot eap.tal and Wo m.lhons ot aca's to lK> reseVved, and sold from time to time, it is conceived the radway may be "'"^ition the strength of these two millions of acres and the loan as a ba.is a large ainoimtol .or.v niight be isstied in paym at of the wages and salaries of the labourers id ther persons employed on the works nf the railway They should Inyn^l";. re- eiv "l le foV taxes and customs duties. The amo.mt a.uhor.zed to be issued might be limited to the extent of the acres, and as tb"se were sold an equal a.nount of the not. s '''Tht'Tssm"*^f?^ number of notes which would pa-^s current over the three provinces would be eo.if.-rr.ng a gr-.-at b. uef.t upon the co.;^ni,.iiity at large. The currency .s not the same throughout, and persons wh.-> travel from one prov.nce to another are l.o^^ nut to inconvenience and have often to pay a discount upon exchanging the notes ot one colonial bank for those of another. Advanta.^e might !>e ta.en of uie measure-. rssLuiiate the currc.cy of the colonies to each other, a.id ..take it " sterling," the same "^Bv a'lfttlc arrangement also, these notes might be made payable at the chief port< of e.nigratio.i in the United Kingdom ; and in that case a very great .convenience would be afi'onled to a large class of persons on both sides the Atlantic. T.. remit small sums now, requires ttie intervention of bankers or agents. IJiis has tl. elfect upon persons resident in the settlements (and no doubt often also in th.^ towns), of preventing th.'ir sending the assistance which they .nhcrw.se would -h. ... h.ends at home. Manv a small note w.juld be put up, and sen' u. a letter, which now is never thought of, for want of tl..' convenience. ,■, . • in-.., Inirmittingsums from Halifax to Engla..d, the banks do not l.ke tog.vebilsa. less than sixty days' sight. These notes would, therefor.; b.;coi..e a gr. a^ publ.c bce- lit a..d th.-r.^ would be no fear of their being kept in circulation alnwst to any am..u.i.. Uponth.". loan of three millions, the interest at 4 per cent, would a.nount to £120,000 per an.ium. . , •. i * „ Of this sum it may be fiirlv assumed that for theonv. vance of the mails betwc. ii Halifax and Quebec, the Post Office dopartmeut would U williug to pay annually an e.,ual amount to what is now paid for the same service. This has not been ofl.c.all v obtained, but there are good grounds for sup; )sing that it is nearly A.^U,WO. In -he case, then, that beyond this the railway only pa.d its own working expenses, the sum of £100,009 would have to be made good .)Ut of the revenues ot the provinces. The Hi: » I'hc ,,rop<.ition of this, or of whatover sum might he defkient to pay the intorestoii ■ ■ ■ ' • - ind it may, for the s;»kf of illustration be suj»- tht! loan, would have to b« arranged l)()><(d to l)e i!s follow : — Nova Scotia 2(),(K>0 N fully expected w ill not be backward in })erfectins those Iwlow Quebec. In the extreme case supposed alwve, viz., of the railway yiddi-.-.g no reti:rns beyond workinii cxpcnces, it is m.t conceived that either one of the provinces or the empire would not receive an e.,uivalent in some other form for its direct contnbuuou to make "ood the interest. . . ,, ,.. An account is at present being taken of the exisung way traffic bet\vc-en Halifax and x\mhcrst, by the commissioner appointed by Nova Scotia to collect statistics lor the railway. The same is being done for that prtion of the line along the banks ot the St. Lawrence. . ^ , ,. -n i r i . There is some reason to believe that these two portions of the buc will be lound to have sufficient traffic to pay, over and alw.e working expences, the moderate interest iii»on capital of 1 per cent. m i ac a If .uch should prove to be correct, then the foregoin„ stp^emont would be modified and stand thus — Total distance from Halifax to Quebec Quebec to River du Loup Ilalifeix to Amherst and Cay Verte 635 110 125 -235 I Leaving unproductive still miles 400 If the total line can be done for £3,000,000 then the proportion for the 400 miles uould be £1,889,600, cr 2,000,000 nearly. The interest for which would amount to £80,000. Deducting' £20,000 for the conveyance of the mails, then the sum to be responsible for would be £60,0(X), which divided proportionally as before, would give for Nova Scotia 1'2,0(X) proportion -2 New Brunswick 12,000 " '2 Canada 18,000 " '3 Great Britain 18,000 " "3 Total £60,000 •10 Therefore >/?» .^^■^'^mis^mmmi M 33 Tlitrclon', lorthr rrsjK.iisil»iliiv (|i«rlia|)s l\tr u.i.sumi)tj( il only) of £100,000, or a:» the cast; may |.r<)>i , itlO.IMH), (li ■ gii(l«:<- and lldliJaxUailuav may l)c made. J{iit to look .a tliis jraat \' ork oiiIn ,l^ a coimntri iai sixciilution and as yitlding mer* iiiiit for tlic i'.\|Mii(litiin; incurred would hv to tako a very limittd view of tho ob- jcct^ it \H capalilc of atliic vin '. Ill ilic liiiti (I Slates th. V ari' U( II awarr of tlir incrcaw-d value which interna' im- l>rouiii(nts and roiiiiniinic.itioiis i;i\c to |)i(i|i(rlv oftvtrv kind. Ill tho^c countries works lia\e Ikhii undertaken for that ohjeet alone, not for the mf r« r. turn wliiili the work, whether railway, road, or eaiial, would make of its<-lf. 'i'hc iiidehtediK'ssof the several .States has been iiirurred alirost entirely in making j^rent internal iiniiro\eiiients. And in the liohincss and unhesitating way in which thoy have ii^eurred debts and responsihilities for the pur|K).se of dcvclopin;^" their re- hoiirers may he seen the secret of tlieir unri\alh d prosperity. riie State is in deht, hut i'.s( itizens h.ive been enriched beyond all proportion. Most unfavourable comparisons are made by travellers who visit tl;e British Provinces and the I nited States. And some liave .^nne so far as to state, that travellini,' along where (h /loiindary is a mere conyenlional line, they could at once tell whether thev vv(>re ill the States or not. On the out side the St;;tes Governments become shareholders to a larjre amount in l^eat public works, Ifud the yvay and do not hesitate to incur debt, for makii.-i what has been tc. nied " \\ar upon the wilderness ;'' employment is piven, and Ly the time the tniprovcmcnt is completed pro])erry has been created ano" vlio nupUrucd beeomo proj)rietors. (Jn the other side the Provincial Governments de, not t. kc th(> initiative in the same manner, and hence in ihe settlements and in the provinces ^r,.,n.rally, may be seen this marked difiercnee in the pro-rress of peojile who are identieallv the same in every respect. Until the British Provinces boldly imitate the polic> of the States in this rcj^ard and make war upon their " w ilderness," their progress will continue to present the same unla vourable contrast. The er( ative or productive power of canals, railways, &e., may be traced in the history and |)rocress of the State of New York. The Krie Canal was commenced in 1017, and eomjileted in 1P.2.J, ata cost of 7,143 - 789 dollars or £1,100,000 sterlin-. [n 1H17 the yalue of real and p.-rsonal property in the city of IS'ew York, was from oflicial documents estimated at £16,4^6,000 ster- hng. in 1825, it was estimated at £21,075,000 sterlinfr. in 1829, the jiopulatior. of the State was l.J72,000 and in 18;10 the population of the State was 1,918,000. The canal was found so inade(|uate to the traffic, that between the years 1825 and 1835, a farther sum of £2,700,000 was expended in enlarging it. Making the total cost to that date, 4,100,000/. sterling. It has been seen that in the ( itv of New York — In 1817, the ollicial vaiuL, of rial and personal propcrtv was 18;35 " ' » * ^ -^ Being an increase of 2.^ times in eighteen years. £16,436,000 £46,567,000 £63,368,000 £110,120,000 For the State of New York — In 1817, the oflicial value of real and personal property was 1835, " " Or an increase of nearly £47,000,000 sterling in the value of property attributed ch fly, if not entirely, to the formation of the canals. u 1836, the amount conveyed to tide-water by the canal was 697,357 tons. ^ And " m I f 'Earned ia i» co..struct.on .^,„,,,, ,,„or cM.k:!!..;,' ,hr .xi.-n-- .'I n.ll.Tt.on TlK net receipts from all tl.r ^'"^^^ ' ,1"''' . ' eU;i,i7(». Vitln-^o., t.m ns. an.l . -f.- ,,ursuiuTi.Uen(ia.ice, tor tl.r N.ar l.U/,ua>.L^ have s|.rui.- up alon- its cHirsc TUc p«.|.ulation of the Staio, which was- lu IB1<» - - - ' . was in \^\"> 2,(30 V,V'-'.'' was in lof-' t!Pi! "iOOdOU. j;.:^::i^:\i::sf£^i»-s^^^^^^^ r s, ltU7. Massarhusctts. Total indehtedness of tlu.Suue,lsUanuary,l»n Credit or the Sw.c, lent to iia.lroad.. Total liabilities ot the State Dollars. ,otan.aun.ue.. ^..^^ ^^^.^^^^^^^^^^ ,,. Co.nnu.nvealth As securUy Ibr ,hc redeu^pUc. ^J^^^,, ,,,,,, „. u.e Norwich and NV orcestcr, holds a mortgage on aU ll.c ^ '''''.„ and lUUO in the Audcv r and Havcilull. Pcnnsijlvctiiia. Public property, canals and railroad., at origin.! cost Manjland. Receipts from BaUimorc and Ohio Railroad - - Ditto from Canal Companies - North Carolina. I.ebt of the State, on acconnt of Railn.ad Companies Ohio. Dollars. 2!i,G57,13i Dollars. 12,102 11,560 Dollars. 1,110,000 Dollars. Debt contracted for the sole purpose of the coustructioii c,f ^^^^^^^. ^^^^^ Public Works within the State - _ _ 10.122,aO.i t^ 1, on milt's in lentrth cost - .tOi'i 'U(> Canals, 820 miles m i ^ .^^^^ expenses wu.. Net receipts in l»ib, alter pajin, j i ^^^^ In 1810 the population of this State was - " r^^i^in In 1820 ;; .' ..V . - 1,019, W7 In 1810 " ^..rincT the nro^rcss of Iwr canals or tripled nearly in twenty years, during the pro^res 1 iMichitii ^r^fmrnMSSKKKUI^m^ ^V - Sta"f« :i1 Muhiaait. l)(>ILirH. 1 . I.t (111 .;()tli Novtinlur, IllV.) 4,.i;il,.>l(» Total Icnj^ili of IJ.iilroiuls liiiistud .iiul luliingviq to the Siatf 222 niilos. intiUs. riiis State was aiillii>ri/iMl t(» raise a luaii of f).(HK),()00 dollars lor inlnnni intpmi't- / 1 ft .1 > Tof llir saiMc jiiii|i(»si' Coii'jnss ^nintfil lo tins Statr ") "-..-. Ill .III iiicnasi; of T/t jicr tint, injaily 'ii\ Jin vcars. lllllid/IIKI. 'i2.i»;7 ijoV,'J7i; Dollal-s. I si Jaiiiiaiv, loiT, llic Public Dclil was IJv till' t( rills of till' Act adjiisiiiii^ tliis dciit, it is to ln' (•i|iiall\ di\idi'd lntwciii tin: ^tatc and the Wabasii and Urie (J.iiial. Of this caii.il, wliicii is to lui luil iiiili s ioiiu. iTl- miles arc in Indiana; 17i. of this iiortion arc finished, and in o|iciati(in. Thcri: leinain J'K) miles to lie conipletcd, upon v liicli jiart about .S-,-00,(HIO h.ixe In i iie\[M n- ded by the State. It is estimated to cost the farther sum ol i.OOO.OOO dollars to coin- jileie the entire canal. To cover this aiuoiiiit, tiit State is to translci- to iinstees !'ti.!.- I it) acres ot land adiohiiiiL; to or in the ne■^lll»ourhood of the canal. The jio|inlaiion of this State in loll was .... ■' " |r,.{0 " ... - " " ii;k) " - - - or doubled in ten years. 24, .',20 ;5'|.;.()J1 Jll. IJ10IS\ 11)17. Total Internal Imprnveu'eiit debt Total Canal debt - - . The i)opulation in ISSO was n " W.U) or tripled in ten years. Tiie sales of the Public, Lands during' aiie v%'ir ( lfU.'31 in the l-iiited .States arp'Huued to • - - - - Producing; or .111 ; • crage of os. Id. sterling per acre. IJollars. (;,()0'.t.ifi7 ll,I7l,2G}{ 107,-l.i>.> MG,2V,C, Acres. l.!!l;{..5J7 Dollars. 2.1-7n.i;)r. Michifiau I5ni to show iht! vtV- . produced by a canal or railway passing through projicnvv ihe following oxtr;-- .nay be quoted from the Report of a IJaard of Directors ol ilir \ew York and Railroad Company in February 181-1. : I' The lioaru rind that they have omitted one description of property which has herc- tolbre been considered of great value, but the rijiht to most of which lias been lost lo the company by failure to complete the road within a certain period : the most \ahi- able of which consisted of .50,000 acres of wild land in Cattaraquas Countv. ncir f-ak.' Krie, and one-fourth part of the village of Dunkirk. ii 36 i n- r in wri'.ii" "..- n.a.lr ill \''-r, l.y t |K..»il.l.' l-.m.. > tn t..k. .he r.M.l\».nMom,.I.<..luill«'">.' ^iMVil . .1 im..;. -^:-;;;:l;.l;^;x:t;;;i::•^^ Arrrs i A.r.s I Aires Culiivatcil. i Uncultivat.ci. L nprcHtable. I In Kn gland Wales - - Scotland Ireland 2.'),o.V2,0()0 ;3,1K,0(»0 r).20 ;;,2oG,100 l,105,0(H> 2,416,Gt>i 3i 1 V V 600,000 I ir., 100,000 I - 000,000 Ponulalion of EnM.pulation of 20!3,000 persons. , .,^...,io„ i,, „aded whkl. remain ir'the land vet uncleared and fit for '•;;"" Injundary of Ne« Br tlura section of Nova Scot.a, ^'"''^'f;;" 1^' , 1 ^^ would he a .,uant ,hc KiverSt Lawrence to the east ot ^^^•;;*:^' ^^ „,- .^00,000 s.,nls. . t.iki lliOt: tloii;(- |i(irlitiii nf «!»'■ rail- hIowiii. nt I'f a iii>i- ii.il.l.- of the St.nt . 7. ■,!( iliiiu I tr iurr, III .iUili N(i\Liuln-r, uilili incss." till >iir\< vor-CIt n- ilMMit t;,(MKi,(l(H» iiFi' niidt r w.iti r ; If.iv- iicris t 1.111*1 led as l)ciii|4 nclually 13 are — Total ,ble. Acres. VOO .32,.^V2,00O 0(W» 1,752,000 ,r»;50 i in,7;}8,(»0(> ,G6-l I 19,14t,l)U I ,000 I '20,000,000 K905,50fi in 1.321 {,2().'),;5»2 joy ,000 00 acns of (ironnd fit Itivati', and it has only ich ninains in the nor- ,f New Brunswick and Ik; a (juantil) '>f nearly 000 souls. nd\ and the St. Law- rence, m r.n.c, in .1..- conntrs to U- traversed !.v the proposed radvvav. 'l.ere m abundant room for di the surplus iKipulation of the iimther countr\. .... ... ^ Of ihr .lii.Vae, sod. and.apahd.tus of Nru Hn.nswi.k, it is iinfH.ssihle to spfak "Vhnr i> not a counirv ui tii.' «orld so l.cautifully wooded and watere..H.k up ... the uav.^al.le river wo th.rds ol ..s U..m- darv are waslu-d l.v the s. a ; the .e...a...d.r is .■u.l.race.i l.v the larj-.' ..vers— the St. .I(i|.i. a. id |{<'sr.i^oiit'l.e. r... I,e..ulv an.l r..l..iess of s.e.icrv this latter river and .ishranel.es a.e uoi ^urfMSS- ed !.\ aiiMhin^' iii(ireaf Hr.i.iu.. . , , I,, lak.s ar.' n...uero..s. and .....M iHai.tilui ; its surface ,s ..ndulal.ni:. h.ll a ,d dal , v.OM...' ..|> to niountain a.id valley. It is everywhere, .-xcept a few peaks ot the luiili- e.i .M.H...iaii.s, covered will, a de..s<. forest ol the finest -rowth. riie (oui.irv ca.i evervwheie he penetrated l.v its streams. In some parts of the int.rior, fur a |H.rtai;e of three or fo.ir miles a canoe can float .may eul.er loth. Ha. Chaleurs an.l the (iulfof S(. Lawrence, or down to St. John s, in the I5a\ of I'undv. . ... , , ,»- ■ Its a..ri.i.lt..ralc,.pal.ililies. its climaie, .Vc, ar.' .;escr.l...l in IJouchett s Works, m Maitin's Hri.ish Coh.nies, ami other auth,.rs. The country is hy then., and iii-jsl de- >ervedl\ so, l.ii:l.lv jiraised. TIk re i.iav lie uiei.tio.ie.i, how.'ver, tw o drawliacks to it, and oulv tao. The winter is loni; an.i severe ; and in summer there is ;he plague of flics. 'I'he latter yield and disapp.ar as il'c forest is cleared ; how far the former may be moilitied b\ it' exi.erienct; onlv can show. ,, • • i Tor anv'^reat pla.. of emii.M;.tioi. or coU.ni/ation. there is not another bn'isti colonv \\l.icl. presnits such a lav.iural.le field for the trial as New Ikunswiek. To l7.(l(K),(H)0of productive acres there are only 2('r.,0U(t ii.halMt.tnts. Of these I l,00O,0UO are still p..hlic property. On the Mufac is an al.ui.d..ui si..ck of the hii. st timber, which m th markeis ol Lniiland realise lar-e sums annuallv, and aflur.l an unliu.ilcd Mipply ol fuel to th.- settlers. ,,.11 I 1 If these should ever become exhausted, there are the coal-fields underneatU. Tin; rmis. lakes, and sea-coasts alMMiiid w ith fish. \lon" the 15a\ Chaleurs it is so al.iiiida.it that the land sm.'Us ot it ; it .s u.ied as manure" indMliile the oHactory senses of the traveller are olhiided by n m ti:e land, be seesoiii ai :-.a in.men- shoals darkening the surface of the water. lorabor.! the same exp.nse five emi-rants could h.- landed ii. New Brunswick for on.- i.. ihc Aiiiipodcs. Ib-in- w iih.u a l.lfof St. Lawrence .s spared, wha, an amount of human suffering and loss ot lite will it not sa^-. The losses from shii.wreck have been great, but not e.p.al to that aiis.n, 1 tracted voyages and crowded emigrant ships. , ,t, > ,. !u 1847, 89,738 persons emigrated to t^e Briush Prmuices of horn o..9.> pe, wons perished at sea,' and 10,000 are said to have died alter their arrnal. This t 40 This was a most iiniisuai vcar, and it is to he liopcd In wvry ciid of liimiai i(\, that anv thinu; like it will iiev r occur a^ain. NO hiiinaii moans could lia\c saved ail tliis los> of life, hut there is no douht, a less juotracted vova^re and a more fa\nural)le time than the spring of the year in the St. l.awrcHce Hoiild have prevented some of the fatal results. Tiie railway established, the ]iassa2:c may l)e shortened, and the tinip (jf emigration may l)e selected at choice. Troops are anuuailj moved to an• ill impose upon the JJritish the necessity of bein^ prepared at nil jioints to meet them. It is most essential, therefore, that tlu' n-'ither-eountry should lie al)le to kecj) up her comiiiunicatioiis witii tiie Can.idas at all times and seasons. However powerfi;! I'.ntlland may i»e at sea, no nav\ cm sa\(! Canaila fn^'a aland tone. Its conc^uest and annexation are freelv sjidkeii of in the I nited .States, even on tin- tl(X)rs of Coniiress. ll'takniss iitrilcs (/i^urcssion, ;uid a> the railway would be a lev( r of power by which (I'reat J^ritaiu coii'd briiii; licr strenirlh to bear in the conti'st. it is not impro- bailie tliat its eonstiu'tion woidd be the means < t prcventiiii; a A\ar ai some no dis- tant period. riie expenses ol oni' \ ear's war would pa\ lor a rail\>av two or tliree times ovir. The follow mii extract from tli^ report of Lcrd Durham, Iler Majesty's Higl Com- missiiuiir and Goxeruor-Cii iierai of IJiitisli Aortli Ameriia in 1!'..>!>. is so apposite and just, ,iiid iiears so sironi;lv u|iou tiie suliject under (oiisldi'ration. that it is concei\cd no lii'ticr coiiciusion can lie made to tliis Hejioit ilian to insert it. •• Ihcse interests are. inderd, of i;r( at magnitude ; an(' on tiie (oiirsc \\iii(ii vour Majesty and your Parliament may adopt wiili r'sjict i to tiie .Nortii American < olonies, will dej)eiid the fuiurt' destinies, not ii\ of tiie mil mhi and a lialf of U)iu- Majesty's suliji ( ts who at i)res(>in inliabit those provinces, Imt of liiat \ast jiopulation A\hich those ampli and fertile territories are fit and destined hereai'ter to support. No jKirtion of I I irv'^'fj I 41 ,„ ,„„ .„„.,„„ ,„„u.,™. i»-f- =j--r;:;l,wr™:.",^t rS-'^' ''^f rfniaius imscttKd. and ina\ nt Amor ca, and of extensive The wealth ..f n.exln.ust. . '"5''^'^/^ , ';;;';^ ,;" ^ eu sJarcelv torched. Alons the, ro.noMS of the most finable n.Mu.al> luu as et he. n ^c ^^^ ^^ ^^^ ^^^^^^^ ^^^^ vsl.oh. line of sea-cuast, around each >^ *^^^^^;"^ ' ;;^' ^j ,„j the most abundant ■rrratest and richest f.shmes ui thr \N..rld. ihc l.cst i^' '^"" , ^^..^ uater-iKmer ar.. availahh. for the coarser '''^'"•'*--;''^:;V ^ou I V S>e S^^^^ of a ,.,rke/ will be foun.l. 'rrade w.th othe- con .nen ts .s h voun d b^ U e l^^ ^^^^ iar.e nun.ber of safe and s^acons l-^^^];^^;^^^:^^, suucmre of the eoun- vast inland seas, sj.,.,.lv the '"«ans o eas ntcrcoum, -^^^-^^^ , ,,„d.- try uenendly affords tin. ,Un.o_.^^^^^^^ ["„ nn^ial, and manufacvu.mg industry are InlKUinded materials ol aiincidtural eommerci. -j n.„i,iat,ie to determine ,,.,.,, It depends u,.on the present J---" ^ ^^ 1^ ^ ountrv which has founded for whose benefit they are to l,e ^■^^"' ^'^^^;^^; 'f„\ ^loo -.id treasure, may justly ex- and maintained these eolon.es at a vast ^"^f "^^ "^ ^^^7,° ,,,,„,ees to th. account of its this siJeol-.l,. Atlantic, .„. 1"'"«' "'"'"'»' ^^^^u'rt'.Zl State, of A.t.crica. ""Slat Zt::TS SSt:ri U.lL„p,.. ..-. U the c„„.™ctio„ of the Halifax and Quebec Railway. (Signed) WM. ROBINSON Cajmin, Royal Engineers, Brevtl-Major. August 31, \U8. Maior-General Sir John F. Runroyne, K. C. B., Inspector-General ot lortilicalions., &c. i^c. l^c, /.■.s7 of Inrlosurcs to Major Bohinson^s Report of August 31, 1848 an Eastern Port in Nova :ndi es. " Uotti..lB"..kc.,,,tami..i;,.xtt:... f.M|l"»»0 ^^^^^^ iwtlottof Louct Canada, j;";;r!,f.':';:i:,tt^ »,,r :i,;M.;:;^ri;:^i Li.to d- uautvav .o,., «.,.. ,o Quebi ' . Model Map. S''4^:^^;:;iat„ ,., *,. Hj-f-^-y-^s^-i^^t, 29, 30. a„d 3,, „f ai,nc Plans P^os. u, i)n(lnnderrv, altainin-; its summit level COO i'eet above higli water at Ha- lifax, at th. lake from \vhich that river tlews, being the lowest point on the lulls to which there is a favourable approach which has bt>en ascertained. The line avoids the broken and loftv chain of hi-hlands in New Brunswick, l)y lol- lowin- th level shores of the Bav Chaleurs, anil it ascends ilie ran-e ol highlands north'of the Re-tiirofche by the valley of the Metapcdiac Rive, and the lakes at its head waters, by easy grade's, attaining its summit level 7r)0 above high water at .i point about six miles north of the great Metapcdiac Lal--e, trem which it then descends aloii"- the vallies of dilVerent tributaries of tin; St. Lawrence to th.; M^tis River, whiclr it crosses about ten miles above its mouth, and is then clear ot the highlands. The distance from Halifax to Quebec by the proposed line of railway will be alKiut 635 miles. c. • Of these 124 miles are in the Province of Nova Scotia, 23\ miles in New Brunswick, and 277 miles in Canada. Commencing at Halifax the comparati\e advantai;es of having the terminus in the city which is situated on the western shore of the harbour, or in the village of Dart- mouth, whirn is on the eastern side, and immediately opiW)site the city, becomes a matter of letail for future consideration. I"r-.ra Dartmoutii the line passes throimh the broken chain of land which runs par- allel witli the south-east coasts of Nova Scolia by the valley tormed by the chain of lakes irT^ 43 lakos w liicli extend ironi D;irtnioutli to tho Groat Shnl)cnacadie Lake, a distance of about IU( iitv miles. riic hiiililaiids loinc in pretty close to the l^ikes on liotli sides, leaving here and there )iarrm\ Hits aloiij, their Ijorders. Tlie roi k i., cirK lly slate, and alonij the hottoin ol" the vallev are Iar:^e qnantities of loose frai^nients of rm^k fntm the adjacint hills, boulders, ie miles from Dartmouth, the line crosses "to the eastern shores of Lake Thomas, the next in the chain, and hence bv the shores of Lake Fletcher to the Grand Lake. The western shores of these two lakes are bold and rocky, with deep water. Ihe eastern are easy as respect curvatures, and the water is shallow, should it be necessary to build into them. !• r j The railway, will, howeyer, probably interfere with the present line of road. Should the terminus be ia the city of Halifax, the line thence would Join om^ coni- in" from Dartmoutli at the northern extremity of Fletcher",^ Lake, fifteen miles trom Dartmouth, and ninetiieu from Halifax. The latter would 1^^ consequently tlR> longest by four niik". n • ■ li r " The summit level in the line from Halifax, between the waters flowing into Hali- fox Harbour and those falling into the Shnbenacadie, is '1S2 feet above tide-water in the former. The gradients will be consequently more severe. For the first seven miles after leaving Halifax, the line follows the shores ot the Bedford Uasin, a portion of Halifax Harbour, which are broken and rocky. To ob- tain curves of lialf a mile radius, iieavy embankments w ill be necessary across the deej) bavs ; for the remainder the e\j)ense and difficulties will be about the same with a line following the Lakes. .^. After leaving Bedford Basin, the line ascends the valley of the Saekville Uiver lor aliout three miles. On the east side of this valley is the ridge of land separating the Halifax and .Shnbenacadie waters. ■■ r The most 1'avotualile point ascertained for crossing this is "about 5^ miles from the head of the Basin, and is 23 feet above its waters. The heaviest grade in- volved Ml reach this will be forty-three feet per mile for three miles. It will also involve a heavy embankment, alx^ur, 700 feet long, between .he summit level and tlu; shores of the Long Lake, from wlacii it will desceiul to the north end ot Lake 1 leteher. I)v tlie valley of the Rawdon River, where n joins t'.c line from Dartmouth. ■ Betw.cn "the north end of Fletcher's Lake and the jioint where the line will strike the Grand Shubenacadie Lake, are three rid-es projecting into the Lake, which will retjuire to be cut throtmli ; the two next the Grand Lake being about thirty teet deep. Thence it follows the shore of the Jrand Lake for about three quarters ol a mile. J lie high land comes out close on the Lake, but the water is shallow. Leaving the Lake shore at the 17.V mile it crosses to the west sliore of the Gaspe- reau Lake. There is a low ridge between the two w liich will require cutting. ^ It ^SIlect No. ','. ,#**^ 110mm mmi m i irti^W!| Buok Sheet No Uitul I'lsn, 44 It will he necessary toearrv tl.c line alon- tl..' shallow water on the west shore of the Ci- St, a 1 ak.., leavini: u huh it al,^-.in ^tnk. s th.r shores ol thr Cirand Lake at Landv ( 'ii;! , amlltllovvs it for half a mile" to the ..utlet of the Shwl,..na.ad.e K.v.r, ahah Hows into the Bay of Fundv. ^ ,, , i mZ leaving the Grand I.nkr. .h. lin.' fnr nineteen n.iles folh.vs th.- ,en. nd emtrse ,.f the valley oi the Shnl.ena.adie Kiv.r. as far as th. month of the Strwiaeke K. er. About two miles from the Grand Lake, it erosses .he Shnornacad.c Kiver, ainl tlu n foliovvs the western side of the valh>v, which eomrs in with an easy slop, to the riv.r and oflors no obstruction. An ..ndu.nkment ol so,n.= e,.ht or teit teet w.ll be n..,n,r.-. across the vallev of the Nine Mile River, fr.un which, n. Barn.) s Br<..>k, at t k -/th mile, the valey'is broad and open, and nearl.v Hat, and thence lor a mile it will h- on the l.vel maririn of the river. . , , \tthis i.lace, Black Hock I'omt, tlu> land inns out high upon the river on lu.th sides. A cutting yyiU be necessary on the eastern side, about thirty leet deep and a ouarter of a mile long. .,, , ., • , The rock being IMaister-of-Paris, with a covering of tlay. ,i will be easily .piarried^ The line then erosses tlie river, the vallev of which is crook.d below this point, and passes through the highland on the western sid.' by a grad.- ot about thirty teet per mile, for less than a mile, and thence descend> into a broad flat. B.au.'enthi^ and the mouth of the Stewiacke River, it crosses the Shubenacadie twice: the mound offer> no obstructions, except an embankm.'iit vvhich will be re- .mired at the 31sl mile, about 6 feet high, for one mil.', wher.' the line crosses ttie broad marshes of the Shubenacadie, wliich are llo.Kletl by liiuh lr.;sliets. Bctwe.n the crossing of the Stewiacke River, about 38 miles Irom Dart .louth, and the head of Truro mill-stream at the 5UtIi mil.-, which is the water-shed ot the Iruro and Shubenacadie waters (145 feet ab..v.; high-wat.r at Halifax), there yviU be scye- lal cuttinirsof from 15 to 20 f. et deep, so that none ot the gradients may exceed W fc'-t in the mile, and tii.se v\ ill be short. . , r^ •,, . . .„, From the oUth mile ti.e line descends by tli.' valley oi the Truro inill-str.;am. by an easy -rade of about 17 f.-et p.r mile, to th.> ^illage of Truro, at the ..c.th inile. which i't wil? pass about a nuarter of a mile to the westward, and cross the head ot the t obe- ouid B n by a bridge vvhi.h will r.^iuire t.. be about 500 ie-et lonjz. From then.e . 'omn.'nce;the ascent of th. .ange of hills known as the C..bequid 11.11s, which rnr nor!h-east and south-west, nearly parallel witii the bay, and directly across the line ot '''l^i^'S fV.rmation thron.h which the hr- portion of the line psses, ceases at the Grand Lake : from thenc; to Truro, the country, ir.'iieral v speakiiiir, is ot a fcrtik description, tlu. hills being compos.-d of a strong clav yvith here an.l tlier.. .'"~^ and i-ypsum rock^. Tlu- M.il of th.- fertile valley in which Iruro is situated, as well as the sliores of the Cobe.ini.l Bav. is red sandstone. \fter crossing the liea the foot of the ase.-nt of the C>6xh mil.-. In this distance it will hZ to cross th.- Chi.anois and D.- Bmt Rivers, and the -dl ot lard ym. be wxen th.-m tlu- hi-'lust elevaii..n bein- b.-tween those rivers about 1 ,0 feet above high wa- ter : but lume of the gra.lients, it is ealeulat.-l, will excee.l -tO l.et I j^' '_';'';;■ The summit-level which the line has t., attain is by actual m -^^ 'on deteimn d to be oOU f...., ab.>v.- hi.h-water. being at the lake from yyhu:h the l^'".v.Hiyer Ln s^ ■riu. se.ti.m, which has b.-.n accurately ,.slKmsa P'd';'"^"''''^.'^^ *;'';; or ab..ut Gi leet p.r mile, tor fy\ mil.s : but by k.nping a higher evel. the ascent to the lak,- may b.- .,v.-rcome bv a grad.- of 57 leet per mile, for bh mil.-. In this .lisuince there are eight ravines to he crossed, t.nir of which will require li.-avy bridges. 'pjjp 4^ Vhv ^ illo\ of til.' I'liiLbrook uill rc(|iiirc a lioaw tinl.aiikment, matorial for whicli will I.C Aii.iiliiMl U a (Inp .utiin- n.'.fvsury at the cio.^ii.- ol the mad beyond. Tlu- imp r porti...! ..f tl.r ascent, Un lui.r imN-s inlou ll.c lake, is composed of hard, i,ne»'us illks, uui. a .ov...inu ul ...il. ia .u«..t j.laees, I.ul tl.c roek will probably be met uitli it" ciittiiiL^s to aii\ d( ptii Imicii.i meessary. ., . r» .1 \t about four mil. . o>, the s...nh >i,l.' oi the lake M'venty-one miles from Dartinm.tli, there is a breadth v.( about h.-lf a mile of eouklomerates, shale and sandstone, m ^vbR•ll a valuable dep..>it of siu^culalive i.ou uie has been dis.a.M'red ; it is ot very neh qiia- litx, and operations have l'-'.;u eunuu. ne.d by a eompany to work it. ,.,,., •'■he helvN .-lad.' .eaMS at the saw mill half a mile below the lake, in vvluch dist- ance tlier.> a^re^hiec! small ridiie,, to eul lluou^li, whieh will furni.h material lur eross- ■r.h' slu.il..w arn. c.f the Lake ; th.nee the western shore is . uly straight, with slnllow wat.r, a-lmillin- of a le\. 1 lii.e, vsilh easy curvatures al.Mij; its mar;;in. Atthe-J.^thmilea small lid-e at the north cud of the lake separates Us waters from those of the Wallace Ui\i 1. 1 1 .1 . • n,- The descent from ih.' lake is very rapid into the valley fitercd bv that river, bv actual measureme-it it has been aseertaim d that the uround lalls .Job lee in be hr thr.e miles northwardlv from the lake ; theiiee the valley is broad and Hat. Ihc nils on the eastern side rise very abruptly , those on the west.'rn s.de hav.n- a fientU'r slope towards the vallev alli.id the most favourable K"'tind tor the UK'.it.on ot a railway. The actual section line, which has be. n run at a gradient ot /Uteet per mile, may be improved upon by keeping a higher level, and the descent may oe overcome oy a ..radlent of about (JG leei per mile for \\ miks along the western side ot the valU). " Here the hills turn abruptK to th.; westward, and on rcehmg the toot ot this ilcscen , at the T'Jth mil.-, some cutting will be necessar.v to carry the hue witli the radius ot tialt a mile lor one mile, round the shoulder ol tlnj lulls. ,•,.,• • » • . \ lesser ranije of hills lies north of the Cobe.pud Ran-e, which, at tins pt)mt is sc- narated from then, by the valley of one branch ..f the Wallace Uiver, which the line iscends for 2K miles, at a grade of 3o feet per Uiile, and then.te passes through this Ite .^..' ''e bv the valley oi the west branch of the Wallace Riv^r. Then crossing the valley^f t'he l/itth: Wallece lliver it falls at a grade of i35 teet per inile to the vallev watered by Tulloap-s Creek, by which it descends at easy grades lor about seven miles to the I'-Jth mile, vvhere it turns the shoidder of the ridge ot land lying east ot the Uiver IMiillip by a curve of three .piarters of a mile radius, inyolving some cutting, '"' Klom"tlu .ice h.iev'ends at a siade of 20 feet per mile for 4 miles along the fertile vallev of the Uiver Philip, which it will cross at a short distance be h.w the conlliience of the Black River, and ascend, tor 3 mdes, by the valley ot the Little Riser by a '''Vr(mMhis''to' Hav Verte the country presents a very level appearance, and the line will pn.bably de\iate but litde from a direct line, 1 1 - r ^» The gra.lients will be mo^t favourable, and none, it is expected, wdl exceed lo teet ''*^^ Vt'the 120th mile the line crosses the Tidnish River about a mile auovc its mouth, and th.nce f.-ll.ms the level shores of the Bay Verte, at a distance ot from one to half '' Tt h'aves the Province of Nova Scotia 121 miles from Halifax H^rliour. The section of country traversed by the line, from the Cobcquid Hills to Bay V »-rte, is generally speaking through light soil of gcuxl quality. There is little or no rock. Should -uy be met with, it will be sandstone, furnishing excellent building material. Much of this ijortion of i\.)va Scotia is well cultivated and populous. The line from Bay Verte enters the Province of New Brunswick, and as far as the Book. Sijcet No. 4 Book. Shtet Ho t. 12 crossing Book. Slieet No 6 Book Sheet No Book. Sheet No. ^. Uook. Hlie«l Nti. ;i. lio>k eUift No. lu 46 crossinjL' of the Miramichi Hiv.T, at the 223rd mil.-, althnunh rui ail small, and no heavy lirid-in^ will, it is exjiect.d b(> re(|uired. It is proi)osed to cro-^s the soiith-westbranch of the .Miramichi IJiver lu'ar the head of the tide, opposite to the mouth of Indian Town Hrook. It will reipiire a brid^'c about .000 feet Ions; and 30 feet liiLdi. There are heavy hvshets in this river, but no damaiie need bi- apprehended to .i Wfll constructed brid-e either from ice or freshets. JJeuveen this and the uorth-we>t Miramichi Iliver a detom- will be necci.saiy t(. the westward, to avoid the swell of laml \\\ivj: between thesi' two rivers, r nd which runs to an elevation of about ;500 feet. The line eros^iu- the .Miramichi ojiposite to the moutii of the ln'lth mile, by .i biid-e. which will reipiiie to be 2000 feet k)n:r and .'50 feet liiirh, the river here ix'iiio: very w Ide and shallow. A site r(-(|uir- in'-^ a Wid'rc of 'ess leimth may jirobablv be selected on further examination. ~From thTs the line follows tlie broad valley watered bv the n.aih-wr >liiamiclii, as far as the 2t30tli mile, at irradients yar\in- but sli-htly fiom a level, e\( . jitintr the lirst live miles, which will re.piire -radients of about J.j feet p( : mile. 'I'he land between the north-west Miramichi waters and the .Nipisi-uit Hiver traversed bv the line is al- most a dead level, and it .lesceiids lo that riui' by a made ot 2.J o-et perinile for tliree mile s. h is proposed to cross the Nipisi-uit River near the Pabinran lalls, and alter lol- lowin-r the valley of the Xipisiuuit a short distance it cfmtiuues as far as the 32.)^h mile to follow tl.^ general direction of the shores of the 15 ly Clialeurs, passing within ,1 short distance of the tow n of BaUiurst. The precise direction of the line w ill of course depend iipon the bridge sites seh'cted on the several str ams and rivers flowing into the Bay Chaleurs. As far as the .JO.'jth mile the laii.l is verv level and the streams small. I lie Jaipiet Uivcr lies in a larae deep valley, but it is believtul may b,' approach.-d and cross.'d about four miles from its mouth without anv great difliculty. Tlie 'rradieiits on this pt)rtion of tin; line will be found very lavourable, and will not, it is calailated. exceed seventeen feet per mile, the greater portion being very much less. TIk^ shores of the Bav Chaleurs are thickly populated. The inhabitants near Batli- iirst are chiefly Canadian-Fn-nch. Towards llu- Restigouche the inhabitants arc priii- cipallv Scotch, many of them having excellent farms. ^ , „ \fter rcachin" the vallev watered by the Kel River, the line may approach the Kes- ♦•TQUche River, either by following the'vallcy of the Eel River to its source and thence 47 *l,v tl.r Millies of sovrral sm ill strra.ns, nnd rcacli that river tilh.T at the month uf IJhiistoi.lu-r's Drook, se>i«n miles aln.vf Can.plHllton, or at a |K.nU hvi« luilus alK.vc ' 'tIu- sMmn.it I. v.l at the lu-ad «at. is of tli.' K.l Hivcr j.as Lcn lalrulatr.l at .S(W iVot, uirKl. ulll proluMv l.r foimd too l.l^li. Tl.isuoiiitl iavolvr a -ratio o» alnnit lb r.'ct IKT liiiii! lor Hi miles. It will p.rl,.,j.s he Letter to ^^oid ti.is gradient and tin- e.irves wiiieli uilM.e neees- sarv in drseeiHliiez tlu; ^ allies of ti.e small streams llowiMt; into tlu' Uest.-.mrI.e, to cross the Eel liiver, and ..ass tlnouul. the r, n-e ol hills Ivini; sontl. ot the ll.ver Kest.^ro.iehe. al.,nt live .nil. s fnnn the tt.wn <.t Da.honsie. The hilU>hieh rises nnmed.a.elv -a the rear of that town here tails auav almost to the h.^e! ol .1.^ euiiniry ab.mt Ke! Kiver ami ,,o,„ ,!„■.,(.• the line uonld folloNV the hank of the Ue.li^onel.e passn^ t lu-oui;!. the vill;.-.,. „f Camulullton. an.l eontiiminii between the |.res,M.t road ami the shore .is tar .,s t."' mouth of Christopher's Brook. The irradimts on this portion uould he verv '''oppo>ite to and above the mouth of Christopher's Bn.ok the Restiuonehe is fnll of islands: the mountains, espe.iallv on the south slio.v, come down boh iv to the river, and it is proposed to take advanfa^e of these islands to eross the broad ehaiinel ot the river to the more favourable i^round on the north shore. There is m. aeeniate survey of these .^.lands, but th.-y are so mmierons that the expense of l/.iduin- will not be -reater than if the lin.' w.re to cross above, uli.'n it would reiieire a brid-e of at least 1800 feet Ion- and a heavy embanknuMit on th. north shore The dan-er from the rush of the iee freshets, wlueli sometim.s incur in the s,.riMi:..f the year in this river, will be less, if the bridge ':o earned over amonj.^ ^ 'Tftereiolinir the Restitrouche River, the lino will follow the nc h bank as far as ihe mouth of the .M.tapediae 'River, at the 3."'>9th mile. , ,, . n' • The section <.f eonntrv hiii- U-tween the Resti-oi.chc and St. Lawrence Rivers ,s a vast tract of hi-h lan.r, intersected in every direction by deep ^ allies r.iid vast ravines, thron-h Axhich the rivers llowing to the St. Lawrence and Restitrouche wind their "^"tIu" height of land from which these rivers (low respoctivelv north and south, is fnll of lakes, and aloii- them the mountain raniios rise to a -real ehnation. The avera'M' distance lietween these two rivers is about 1(K) mi.es. " The oniv .'\ailable vallev which niv knowled-e of the country, or the explorations we have carried on enable'me to report np„n. liy which a line of rail.vay can be carried thron-h this mass of hi-hlands, is that of the Metapediac River. ^. . . ,. Tlds ^ alley extends from the Resti-ouchc to the Great Metapediac Lake a cis- tance of hetvVeeu tiO and 10 miles, i-.nd as the summit level to be attained in that dis- tance is only 7 MMx mile, the line continues upon the cast bank. Above this, at the mouth ot Clarke's brook, the rocky bank ot the river Uetail flail. SliFPi No 'i't „■■■> N.I Bonk SiiP'-ls No .-. 1-' I)i l!i;lcil Plans. Hh.-el No. Sh-M-I .N.. a 'JT. Slice- N". i;; \>cIm] Plana. Sh.>et No i*. 48 in vorv tinfavoiiralilr, .ind to (.litiiin proprr nirvi-s it crosses to thr point opposite , iinl tlii'ii rrcrosscs imiiudi.itolv ;iIk>\c, to the initri' l.ivoiir.ililt; eroiiiul on tli. »a>i liani*. Mctuirii this .111(1 till' nioiilli of the .\ninMlssiiii.i:;,iii Uivir, the liiir, to iilil.iiii nood ciirMs iinil ;ivoi(l tliox; places wlicri- llio liills conir out lioM .iiid roi k\, rrosst-s tla- ritiT four tiniis. rill' position of till' liiH' fur tliri'c mill s .iIkim .hkI Ih Inn tin- Aninirlsv(|iiai.Mii IVivcr, wliiTC the hills iirc sitrp and rotks close on the ri.er, will he the most expensive |)ari ot the line. Ahine this the line follows the eastern hank to the .577tli mile. The hills on either side are \erv hi'_'h. hut the easti rn hank is pretty faMHir.ihle. IS« iweeii the .{71tth and JJiOlh mile, the river turns twice almost at ri'^ht angles, shut in on the south l>v a r(K'kv precipice IM feet liiuh. It will Ik; nei essarv lo cross tlie river three times here, 'riie cenfe lirid^e will Ik; a heavy one, hut lliere is an island in the ellmw, which will serve ;: a natural jiier. — .\l)o\e this from the .'ilUhh luih to the I'orks (ilii month <'i' the ( 'asii|isi'iil I»i\er) at llu; ^9.")th mile, the valley htcomes more f.ivoiir;il>le The hills on cither side ire not so loftv, and recede further from the river. i'lie I. crostii's the river twice hetween the .'3!i.jth and oiK)!!i mile, to a\()id a rocky |>ri'cipiciM)ii llu' left Link; and a^^aiu aliont one mile iul'.w the I'orks, makin:: in the lip t oV> miles up the v.illey ol the Mv- tajjediac. twelve hrid;res in all. These hrid- is will aver.i^e from IJU to l-JO yards lon^. From the 39otli milt; to the Metapediac I-ake, the line eontinneson the eastern side of the valley ; the iironiid is stony and ime\( n. The i;radienls w ill he very t'avourahle, and, with the exception of " The Grave,' at the 4U.nh mile, where there is a rocky sjHir rim'iiiii; out on tiie river, there are no \iry serious dilficidties. The line a'lain crosses the riNir at he -Ktiltli nnle, and from thence follows the eastern side of the AIeta|icdia(' Lake tc the VJOlh mile. I'he nioiintai- ranges to the westward are very lofty. There are two ; purs running out on the lake, at the southern end, which the line turns at easy curves close to the shore, oevond tiiis it passes through a cedar swainp into more favoiirahle i;roiiud at I{roclier"s clearinj^ at the north end of tin lake, t'rom this it ascends to the summit levi'l TG.'J feet nbove tide-wati-r at the 'liCth mile. This is the water shed between the ]Ustii;oiiclie and St. Law n hce watt s. Jietween this and the St. Laurence the country is intersetK'd and crossed hy a con- stant succession of ridiics, risiiiii to a considerahle elevation hetween the ditVerent small trihufariis of tlie x'artii^au and IVIetis r«i\ers. 'I'lie line descends at easy {iradt-'s^ hy the valley of the former to the 4.3Jnd mile, where it turns to the westward, and as- (•ends to the iJoth mile, hy the valley of one of its small tributaries. 'I'he water shed here between the waters of the Metis and Tartiiiau is alwiit 750 feet, and the descent from this to the Metis, by the valley of I'achet's J5rook, is rap^d, and will involve a i^rade of .55 feet \wr mile", for i! miles, which will ca.ry the line clear of the highlands. Further exjilorations may probably suL'irest im|irovements uj;'>n this line through the hii;hlands, which, however, as far as reg.irds -iradients and curvis, is as favourable as can be exjjectcd. A party was sent to exjjlore for a line from the Metapediac Hiver, westward, fol- lowinji the valley of one of its tributaries, and thence across to the Uimouski lliver, and, from the reports I n cei\t'd from them, it appears jirobable that a practicable line may he obtained followini; the valley of Mcta'lics Biook, 5 miles Inflow the forks of the Metapediac, and aloni^ a succession of lake's to the Kimouski, and thence by the valley of the Torcadie Hixer to the Abersquash, and by its valley to, the pint where the proposed line crosses it. It would rerjuire a whole season to explore this section of country. The Wrv^ ,|M m M . , .rnU.s ,1... river a, th. VVo.h .nil.., al...... 10 nnl.s a >ov,- Us r„m> I. a .. H . t ... vall.v uf ,1:.. Hiv.r Ifa^.t, on.- ..f it> t.U...t,.r..s, almost ..n a Um'\ I ; \ ; .. -ll ..1 ol .!..■ l.V.),l> n,il.. 1....;.... .In. Mc... and Hunou.k. water>, and .. ';:„ds ,o that riv.-r at ,1... WMh nnl. at a .rad. ol -^ V •- .. per ,,ule f^. n m. .> Tlu. Iti.nouski ir.N.r li.s „. a d. .•,. ^all.■.v. and iW \na: d. m ; n.l. to .t - t ^. le l,v ,lu. vall.v o. the .. Uuss. ,M IJo.s Hrul..." to .ain .1.. oi-posUj. vall.y o t R.^a- n.ard stream, l.v uln.l. .. .s ,,ro,..Md ... ascnd .n ''''V^' ^ '^':;' ^'''' •;,' u. •' ,1 " across .h. llin.onsk., as i, is n.c.ssary to ,.ass ,t 'MM^^'''' 'l;;^^/''''" '';;'' •'^•i^'X,'; T'l.- l.ills .,n cithrr -id.' r..r tl... first t«.. or thr.'.' md.'s -I tins vail, y ■ m- st. t p , -.Ihim^ , , ' M . u tlu. line reaches tl... tal.U-land v^nch c.xten.is to tl... '1 ro.s Pistol-s Hn..;! ^a^rad" vvhich .t is calculated .ill no. he .nor. than ^0 t.et pr tnde tor f. "An improvetnen. on .his line ..ay, perhaps, hem.!.. ^- ^^-^^^'l^^ ^';'^flg;;^ U.ver bI Brule, and as.en.hn;: l.y .he valle> ot the strean. f ' "' ^\^^, ""^^J^!; The line proce.-ds at aln.obl nominal grades to the Al,crs.,uash River, which it crosses at .he 500. h mile. , , i i r „.. ,1 .>v tlip Four miles further tlu- table-land is intersected U the deep ravine formal b) the str.;am of the Trois Pistoles Riv.r. , , k ... .^,. ;. ^nn f.-Pt This will req. .re a heavy brid, . The width Intsveen the banks at top is .00 Icet, ,h. ."ea a tlu- bottom is 100 feet wide ; the ravine bem. 1.0 deep, it will h. ne- cessary to have the centre span as larj^e as possible, to dimn.ish the {^rcat height re- ''"ti;!: t.- t/n'^^is continues at very favourable grades crossing the Riviere du Loup at the 527.1. mile, alu.ut 5 miles above its mouth, and thence (either m the second o 1 ird'con cssion;f.>r a liundr.il mil.s through a d.nsely populated country of he most oura lie desc ipti..n, to the Bover River at the 62Gth mile, from which it rises to Beaumont Church, 270 feet above tide water, and descends at a moderate grade for aboui !» miles, to Point Levi, opposite the city of Q^\(^^\[: (ijigncO) Major \V. Roliinson, R. K. ite. kc. &:^^ G. VV. W. HENDERSON, Capiui)!, Hoyal Engineers. Dook PhMt No. \\\ Unok Stcfl .No. U Bonk Sheet No. !•' Book. Sheet No. l(i 13 Tabee 50 T.iBi.f; «>r proliahlf (Iradionts on proposed Halifax and Qiiol)cr Hallway. Provnilin;,' OraJienW Ciui.iila. iN^'lV BlIlllHMirk. NiiMl ScnUll. Level anil under H) t'ocl por inilo •H)io 1(1 to(.t " 10 to 50 foci 50 to <'0 ffi-t (iO to 70 fitt " Tulal (iiH'hoc to Ursii- H.stigoi.clif Rivor. iJay \ orte to lliilil'^ix jfouclic KivtT. to flay of Vort. I llarliour Ml 108. '■f-fi 49 5 6 None '277 Milt'd. Milo* 151 06 71 37 8 10 4» 7 Noiic 4 •m 194 Total. Milt'u. '430 ISO 33 VJ t Tliid 1,'radiciK will bo avoided liy I'oUowiiil,' lli«; Kl'sIi;,'ouc1io iii.stoud of tlio Kul tlivcr. (Si-ncd) G. W. VV. IIKNDKHSON, Captiiin, Ruijal Knmnfers. I'lan N'jlr Ai>i'r,M)ix No. 2. (IMaii^ referred 10 : — Xo«i. 17, 1". in.) Report on the £r -jrations :om tin Mintmirhl Lab . arms. ,hr rallnj nf ih, Toh„iUc to thi' Jiistli^oiiikilliid. THEovploratiouscarriedoi. dmin- the aiitiMMi. of lUii; iKiviiii: sliowi. ;' -t the chief diffiet.ities to he on...muered hv any In.e of railway |M>s,nu .hr..,u,. the erntral portion of New Bn.nsuiek was the lariro valley watered hv the Kt.er oh..,ne, which runnin- dircctiv ;..r.Ks the -,,„eral dilution ol the lin..' mnst he .ro.^ed l.y it : and that the height of land on the so.tthern side was of ureal elevation. he evplorat.ons were dh-ected in the followin^^ vear (Ui't?) loase Mia.n the inacticahil.tv ot a.cendm:^ t<. this hci-ht of land from the tal.ie-land hetxNeen the uaters ol the M.ra.nuh. and Nashwaak Rivers to the wes.w, r.l of iJoistown, and to wh,e , there .. easy approach from the level cotnttry to the sonthward : and h ..int: ^anied ,hai he.ii.u ot land south of the Tohiqi.e River, to ascertain the praciical)iliiy ol crossu^ its valley at the must '■^ This'vaS'is'lhani 30 miles wide. The highlands bonndin;^ it on tae sonth side are very loftv. The lowest p:.ini at which i\uy nn he passed, as ascertained l.y our exploraUons," l,cin^^ at a paint ahant 1!» miles soath ol the river ; 121b toet alnne xh. "'i " ^H;t::t-|amlo;' water ^hed on the n ,r,h s,de of the valley is about 1 I miles from the river, and iloteet abave it, !!3!Jleel al):)ye the sea. , , ,,. ■• The exlivti'm w .. com.n..nced b..tween .he Naj.ado-nin Lake and the Miram.ch. Lakcabiui 2') miles north of the parta;^o road from lioistown to h redencton. ^^^^ ^_ ^-.Jl.„„_.. ^_ 51 'Ww linr -.liich has hrcii rtporttd ii|kiii .is |ira((ic.il>l(' involves, as will Ik; scni, vtn iif.n V ^r.ulis. . , * From thr iHiiiif otstiirtm^ iIm' iim- tl.r .M.raih.rhi l...kr : ili. ii.c ii liasM'S thnm-ili a spni' «• .■...mtry tn tli.-soiiili-vv.>totIMiraioi.lii KiNd, u lii.li it uaclu-s at til- .Otii mil.'; tron. this il fol- lows tlp' vail. V oflhat nwr for scvni mil.s, ai v.rv M> thr vv.si hr in. h, ..ml as. .nils l.\ tla- valhv <•! th.' north i.ran.h. as shown i.v th.' hla.k lin.' on lli.^ Plan t.. th.' point D, at lh.> ilA nnh-, at .msv f:r.uh .>, sh.wa h\ ill.' r.(Hin..>n ih. >.. ii.ii ; n..n. .x. .•.■•iin;: 16 ''ft p.'r mil.-. rh.i. it in. .IS ,1 ri.l-.' of land uhi.li v .,i cans.' it to .liv r;r<' to tlu- castwanl, am involv a srad.' of alHUit .■,(> f...t p.-r mil.- f..r'i inil.'S ; ..nd th.i..v t.)ll.ms tli.' vall.'v of llu' norili hrau.hof th.' Miranmhi, at a sitad'. nt of U l..t per mil.'. 1 if vallov fur, is vorv na^rov^ and l.rok.n, th.' hiuhi.mds .-omin- it ios.' on .ith.T sidf. Ti.rlin.' hav.', th.; valhv ofth.' I!i..r Mirainirhi at th.- Jtlth mil.-, an.l folhms th.: vall.y of o„,- of its tril.utariVs, .alh'd -h.' D.'a.l Water Urook, ..t th.' ^ai..,' L'r...h' of l-t foct per mil.' to tho JKih niilo, at the l^int K. I'roni this it •■.•ntiniir- alon- th.- same x.ilhv, Imt at an ea.su().\ niih-. , , , ■ i . The Od.li and H.'aver IJrooks tak.> th.ir ris.' on tiiis ii.i-ht of land, lu'in- tril)iitan. s of til. 'I'ol.i.jiie, and the l.n.' attains its si.mmil lev.'! 12:o feet alM)\o the sea, .tt the small lake uiiieh i> t!i.' sotiice of til.' Odell, at tlie .Um mil.;. A small r-d^.' divid.s this lake fn.rn tlie waters of tiie lieaver Hrook, uhieii wotihl have to l)e cut tlwotiiili. • I'rom tiiis p.iint .■..mm.'iie.^ th.- deseeiit into tlie v.dlev of tl.e lolmine. Th.; dir..t(l.M-,nt l.y th.' v.dl..') .;f the O.hll, o.c., ii.id l.eeii found impiM.'tirahj.', the fall h.inii fir too r.i|)i(l. ... , The mo,t ta\oiir.il.le -radi. nt, which can I"' maintained, is on.' .-I n'n feet p.r mile, for nine mih's, hv k.epin- al.-nir th.' side of the hills as fir a. th.' IJiv.'r dii ( Inn.', rrossin- several streams, one of which, th.it .)f iJeaver IJrook, - " -.•.imn' li-avy hridiiin^. , . , . AfterVrossinti th.- Kiver dii Clint.', wlii.ii wil also rcrpiir.' i h.'avv iiru z.;. tlie Im-- di'seeiids a! a madieiit of \') fet;i jur lie tor •; mil.s. Here it li.is t.. .r.-ss th.' \all.v of tlie iiiver Wajiskv. alM.iit i mil.s wi.l.-. u :i u ill involve an as.'em'iiiii .ind .h-cendin- grade of (JGl.'ei per mil.', .a.ii one mile, ami a hrid'H' 'K) feit lli^ll .i.ross the str.'.im. ,, , i i i i Tills p..int (C 2 .m the plan) is tli.' watei-sii.'d luiv m th.' Wapskv an.l the Litih' Giihpiae, amltiie lin.' .h'sc.ndsata -radi.'nt of 4H f.et per mile f..r nh miles t.. th.' Uiver Tohi.pi.' I)> the vall.v of the Little Ciihiua.'. Tin; Tolii.nie, wliich the line crosses at the .3Utii mil.-, will rcpiire a heavy iMui-e. .^UortiOfeet hi-h; the river is about 2 ^.i feet wid.- : on the south si.ic th.- oank is liold and favoiirahle f.)r bridiiiiii:, on liie north is an int-rval flat, which will imrease th(; leni;thof the inidixe or viaduct to alxiiit feet. \ft.r cross-in" the 'J'ohi.pie, th.' line, k.'.'pini: to the westward of tliut .actuallv . \- plored, ascends for t lie first .■) miles at a gradient of alwut 20 feet to tiie mile, throii^l. a dry level tract of country. • l- * F'rom this the crad.- increases to U feet per mil.; tor 3 miles to tiie point t.. mm. whicii the line .isceiids l.y tiu- valley of tin- west braii.'h of tlie stream, called the I ^^ > Brooks, for 4 miles, at a urade of .ihout k> feet per mile. It . tinues to asc.-nd o .!■> iirade t.)r \ :.iiles (to the point (a)), the water-siied he- tween ^ Tobique ai.'.l Salmon Hivers, bein- 12 miles south of the former and VI>. feet -bv it. ,,,, Plan .N . IT I'laii .Nol- a Plan N') 0-2 .Signed, G. VV. W. HENDERSON, Captain, Royal Lngiiieas. Major \\ . Hohinson, R. E. ■ is:c. &:*■. ^^c. Appi-NPix No i3. . (Sketches attached.) Riliorl (if Mr. Wilkinson. Fredericton, Decemher ^\. 1B47. ,„ „,,,■„,, I |,a„ I,..,, n,,J...I. ."«;',;«';^ ffal lal.!' for a railway iKawco,,' ;^;:i;: ';::,;; na;:;.:"''^;':s;;r»;;v": ml;',,..!. »s ,.o»...io oi.»rv. ,1. .,rc,„y :,:--,tat.::r i;;;::;tf;^:t,:;,j:;:n,r ::;;;^=;r;':.;..."o.. „ ..,.», '''';t!'i,;;:'";i;!n:i!:s,;ln°v!i;ts;*'"-R.....e no ^.^^.^^^^^ ... ■- »krti'h lientu aiuie\t'd. lU'tweeii 53 Between the Lead of Lar des lies, dischariiinK its.lf into tl... Tolcdi, and the Abawis- nuash River is a low depression in the summit level, or l.e.ght ot land, favourable as 1 bel ev.., for our ohjeet. From this point the ground appears generally pract.eable M- lowing the margin of Lae des lies, and thenee the course of Us d.seharge towards the outlet of Eajile Lak,-, a distanee by estimation of alxnit nine mdes ^/""^ f-'S'*, |^^;« ] s very probable that a .■ommunieation with th.- Uimousk. would be found by follow- in- the valley of the left hand braneh of the Toledi to its souree, and thence desecnd- r. t vallej of the Touradi, But the ..ore dir..t course^ by Route ^"■ ^ -as cx,.er.- mentallv continued. Between Eajrie Lake and the middle branch ot the lol^d. . a .ontinuous ridjze of 300 or -*00 feet average elevation above the frr^^^^^ but™ rid-es in the nei"hlK,urhood, it consists of much good land tor se tlement, but appar .,lv afl^. ds no pass suitable' for our object, within an extent o s.x or seven rn. es - On -Lploring from the middle branch westerly to the head -' [f'^. 'f ^'|'-^^;^^^>, descent api eared to exceed the ascent as much as loO or 200 teet. A very direct communication would therefore be ineligible The course to be recommended ,.asse bv an easv curve southward of the lake and the southern ,^^^;*:""^;, , /'^ fj\\^ddi', manner indicated in liie sketch : thenee north-easterly by lie alley of the . lidd e brai"h TlK-re th(. line would . uter this valley the general inclination is apparentb a rt 25 oi 30 i^el per mile, until approaching within about three miles c. the last of four successive rapids .r falls. It is proluibi. that the inclination ^^^T^^^^Z Mid- (iO feet ner mile, until we reach the dead or smooth water. Ihe banks ot t ic iviia die b aiS. a o d only a small extent of Hat ground, say from one to thr. , chains in widtl oneaeh side alternatelv, seldom on both sides at once ; but the slope of the in.' -Zindis commonlv moderate, and without abrupt angles or turns, with the cxceptrrof the thne miles just mentioned. Here some de-ree of difheulty might occn e er mii.'^ the best site for the line. A small extent ot rock cutting at one o o .o t would probabh be necessary. Time did not permit an instrumental X- mh. itH.u of the -round, but nothinu like imj-raeticability is indica ed. "si he fI: he vallev of Middle branch s.a.th is level tor a distanee o abou seveiies ilia direct line south-westerh. including:, in that distance, a lake o about vo nX n exte . The bed of the Valley consists of an alluvial deposit of great ^pthtoud'vh^b the stream has a very tortuous channel, -^%^f^^\^l^ ,,e .e mible, fie,,uentl'. very deep, and always r.markably clear. 1 he next hvt miles f 1 i'v 11 . a eendscmewhat rapidlv, say at the rate of 40 to 50 feet per mile. Fron i-^.ant but commanding point of view. 1 .jud.ed that the remaining rise mi^l t not be less favourable : but upon examination of the last four miles, the rate t U po d to l,e much more .iieetionabU.. The result, l"-ever, o a ^eries o c ev.tions and denressions takni bv vour direction, over this portion ot the loute, and ? o' , r' hel^ of 1 in 37 on the Birmmgl.am and oi^'estel l^ul^av, and another of 1 in 34, -hich I undei.taiid jo ... o. J^ M nticuoo! and SKr^klon. The sketch hereto annexed (No. 1 ex.':. bits witn r. ^ar !"l r . o portion of the more hnourable ae.livity, bv vvhu h ,t appears pae icaWe ..K rn 1 he valhv o( the bnmeh of the Toledi under exan..nat.on. PSo explo- it ^ Is h;:".:. been made m order to discover ^^f-^^-^^}^^^^^^^ ^ .^^ ^ ex am no, prepared ,o .loubt c.. improving -,;l-''^;;;f ^ ;;;,-;; '^: j^^' a ' "lo^l nloraliou must at some p.mit. be expected. Ue eouUl s^'"^ '• ;, -j ,^^ succeed at ilu' fnst attemiu, uitho.it map or i:uide, m passing tmouiih a vviUi extti.i ::; i;;.;;;.;! Ill almo>t unLumn lorest. over a hue i. no respect "'y-tionable^^^^^.^^^^ m'iPi''mm 54 Passing the summit level at the source of the middle branch south, the rout., dc icends by the valley of the north-west branch of (ireen Hivcr. For the llist live miles the rate of inclmatiou is very moderate, deviatin- but litth. bom a lev,! txvo lakes and much small water bcin-,^ included in that distance. IVom thence to the . on- fluence of the east branch of Green River, a less n-nlar and often n.ore rapid descent is indicated. In the judicious distribution of the irn;-ularities over a contiiinons de- scent in actual construction however, I am not nrepare.l to say, that an inclination exceedinj? 30 or 3a feet per mile would anvwhere l)» iic-essarv. Descending the last nine miles of the north-west branch, the valley becomes more contracted, the flat mar-in Generally narrower, the banks s(e, per and" hijiher, and the turns more abrupt. But these characteristics do not become so remarkable as ap,,a- rentlv to aftect the practicability of this portion of the route, until we approach t<. within al)out three miles of the conllux of the two branches, or upi.rr ti'rk of th.' main Green River • nor do they continue of the same kind beyond about two miles alons the eastern branch. This part of the line having come under vour personal observation in order to ascr- tain its practicability, by curves of admissible radius, a more particular survev of the apparent obstacles, and a rough plot of the same, were mad,; Ibr vour satisfaction J^or more ready illustration, I avail myself of a trace from the ori-inal. No. > h.-r.-- unto annexed, to which I beg leave t< '"refer. > From A to I, bein-ly down a narrow and deep ravnie. Crossing the head of this ravine, and passing over a hii^h ridge, we descend suddenly 700 or 800fei t into the vallev of the object of our search, the G' imamitz, a prmcipal l)ranch of the lle>ti-ou(hc. It was deeined probable that the source of the east branch of Green Uiver, and that of the Guunamitz, might prove to i)e continuous and nearh on the sani>' level. But it was now manifest, that the source of the former was m a liigh group of hills, boimding not the source, but the main valley ot the Gounainitz. where this stream is" still comparativelv large, say i-0 feel wide, with a brisk and co- pious cm-'Mit. Satisfied of the unfavourable i)rospect.of a eonuuunicati'J!i at this point, with the y.illev of tin; llestigouche, I rcturni'd to the opening by way of the valley ot the Otter Branch. Circumstances prevented my personal examination of the ground in this direction; b(1t .Mr. liamsay, to whom I confided that service, reports that the source of the Otter Branch is surrounded by hi^li ground w ithoiit an opening ; but that about two miJ.s from the mouth of the stream, on its rigiit or northern bank, is a low dej)iession, aMording a favourable communicalion with the vallev of a stream flowing northward! V and eastward! v, and no doubt a tri' utary of the Ilestigouelic. It is most i.robablv tlie main branch of the south branch of the Quatawanikedgwick.— ile followed this newly discovered stream downwards, to where it receives a branch from the soutji, and thin traced this branch njjuards nearly to its source. By climbing he had a good view southerly bcvimd tnc source, and down the valley of the Gouna- niitz, but" was prevented by untavonrable weather, and other hindrances, from com- pleting all I had directed him to perform. He does not doubt, however, the existence of a practicable communication between the east branch of Green River, and the val- ley of the Gounamitz bv the route he examined ; but there will be about two to three miles of rougii ground and steep banks. Whether these may occasion any real difti- cultv, an ins'trumental examination here, as well as at other points which have been noticed, will be necessary to determine. The -eneral fact of practicability or other- wise, was, under the circumstances, all that we could hope to asiertain. A route has no^v been traced from the valley of the Abawisiiuash, to the vallev ot the Goiinamitz. which, with such corre :tions as might he expected would be necessary on a first (;xamination, I believe tol)e practicable. 1 have also no reason to doubt, but manv to induce me to confide in the pract- 'ability of the valley of the Gounamitz, down to tlie Restigouche, with a general inclination, varying from 30 to 50 feet per mile.— Trom its mouth is a favourable communication down the left bank of the Restigouche, ?o a |M)int opposite the entrance of Beaver or Bostin Brook, the termination of Corpo- ral Dunible's route from the Tobicpie before mentioned. A bridge ot 100 or 120 ftiet si)an at this part of the Restigouche would be necessu^y, and would probably lie the .)nlv one of so large a span from hence to the St. Lawrence. In that distance nume- rous l)ri(lges will be required ; but thev will be generally small, and neither their num- ber or their several sites could be determined without an instrumental demarkation ot the line. In order to explain the further cause of the exploration, it is necessary to say, that, after tracing the east branch of Green River to its source, and being yet uncertain ot any favourable descent into the valley of the Restigouche, whilst that into the vallev of the Toledi also r.Miiaiiis unimproved, it seemed probable that the abandonment ot the valley of Green River might eventually be necessary. The hope o1 avmdmg this aliernitiVe seeinc-d t.. rest upon the success of three lateral .-xplorations. The hrst rha; bv way of the Otter Bran( !i. the success of which has already lioen mentioned. 1 he mmmmm mmm 56 'I'ho second, tliat bv way of tlin southerly openiiiir, towards tlie supposed head of tlie Kestiijouehe. 'i'lie tliird witli a view '.o tlic^ discovery of a more favourable descent from die north-west branch of Green River, into one of the more northerly valleys ot tb«! Toledi, or, if neeessarv, into the valley of the Rimouski. Leavini; JMr. Ranisav with directions to make these three explorations, as far as practicable, I proceeded to employ as much as mii;ht bo available of the rapidly-ad- vancinj? season, in order '.j ascertain, by canoe, the character of such other routes, as the country mit;ht afliird from the Resti^ouche northwestwardly. The routes ! had ui view arc distinLMiishi'd on the Sketch as No. 2 and No. 3. Omitting the circumstantial matters of the e\])loration, I will commence my descrip- tion at the Wa-an Stream, the most southerly branch of the Restisouche. From hence, at an ascertained elevation of about .550 feet above the level of the sea, appears to be a favourable raiiire of eomiKuatively flat coimtry. as observed from several coni- mandinir points of view, and as described by those who have i)assed over it towards the Siss'^tn Branch, a favourr,l)le stream of moderate current, throuiih a Hat valley, and joiniuir the main Tol)i(pie River, where the elevation has als^> been approximately as- certained at about tJOO feet above the sea. The explorat' .i of this extension of our route continued by way of the riiiht-hand branch of the 'iol)ique towards Boistown, would ])rol)ai)ly have occupied the remaining portion of the season, had circumstances permitted me to leave the countiV behind me with satisfaction. This route, as mark- ed by the dotted line in the sketch, is not nuich less favourable for communication with Route No 1 than with No o; but natur.d obstacles would render it apparently more difllcult for continuatiim north-westward bv Route \o. 2. I ma\ indeed here remark, tliat natural ob-tacles seem *a magnify both to the north and south of the Restiiiouche, as we advance eastward. Above the conlluence ot the Wagan, the banks of the Rcstii:ouche are comparatively favourable all the way up the stream as far as explored or observed. Descending the same stream below the Wagan, the banks become more abrupt and steep, but are neither so close or ansular, but that much cuttinL^ in ly be avoided by occasional bridging, and the inclin.ition of the valley is verv favourable. The mean rate of descent from the Wagan to the sea cannot exceed seven feet per mile bv the course of the rivc-r, but the much cr-ater part of the a estimated at a less mean rate than ten to fifteen feet per mile. But diver-iing from the valley of the Res-iijouche by Route No. 1, we (ind the banks of the Gounamitz hiijher and steeper than ThoM of the head of the Rcsti-ouche, bv Route No 3, and a-{ain we find the banks of the (^uatawamked-wick by Route No. 2, still hii;her and steeper t.ian either, rising in fact iOftO or 1200 feet verv abruptly above the bed of the river. Whh regard to the last mentioned route, it was at first my desiL^ to explore; the Quaiawamkedgwick bv canoe to its extreme nortlierlv sonrce, to have found the most favourable coimnunication thence to the \ alley of the Rimouski. and to have explored the latter as far as practicable. But insiifticient opportuiiiiv of piciiaratioii. the ad- vanced state of the season, and nnforsccn causes of delay, obliged iik to abandon the more difficult part of the undertakiiiir, and I diseontiiuied my ascent of the (v>uata- wamkedcnick about a mile up the north or mam branch, rctiirirmg thence, ami ascen- diiii; bv the south branch, less for the purpose of ex[)loration than lor a inor(> direct re- turn to the partv 1 had left at Green River. As far as I am able to speak from jicrson- al observation oY Route No. 2, the rate of inclination of the valley of the (juata\\am- kediiwick is no (hnibt favourable, say not exceeding 16 to .'50 feet jier mile up to the south branch. Above this point, the inclination of both the north an([ south branches appears to be steeper ♦ least for some distance, say not less than .iij tcct per mile ; but 1 have reason to bci.^ve that towards the head of each of these branches, but es- peciallv *7 iHcially till; iiortli lirancli, tlicro is much flat gmiind. But to render these inclinations available, howeviM', it is most prohahlu that the amount ot" hriil^ini,' and cuttinj^ would luuve to l)e heavy, ouinf^ to tlie very limited portion of Hat marj^in, and the abruptly steep, and generally rocky character of the banks. An exact survey might prove these obstacles to be more avoidable than tiiey appear to be ; but without such survey, no kale oj)inion could be formed. These remarks will be understood to ajjply only to the main QuatawamkedgAvick, The valley of the south l)ranch is at several points wholly unfavourable for a railway. l)Ut it adfmls lat(!rn! openings which might be available. Upon returning to Green River l)y way of the portage from the south branch, I found that the party 1 left there, having exjjlored the (Jtter branch route, and cut out ami surveyed the portage, had proceeded on their way to explore from the north-west- eru branch of Green River, with the view already exiilained ; but having met you on the wav, received your directions to return, and to cxjilore more minutely the appar- entlv objectionable part of the valley of Green River, before described and shown in sketch No. 2, until I should rejoin them. Iliis eircumstance fortunately coincided with directions which in the mciuitime 1 had found it necessary to send them, to return and meet me at the jiortage ; forsieiag in consequence of unexpectc.. casualities and dclavs, that it would be impracticable to rejoiu them cither in the valley of the Rimous- ki, or of the Toledi, as at first intended. W'c had already been warned by snow and severe frost that only a small portion of the season remained. It ajjpeari'd most desircabie that this should be employed iu tracing the supposed communication southerly from the east branch of Green River to the head of the Restigouche, and to join the' survey to the end of my exploration by canoe, a littlt; above the brancii disiiii-iiished as •• Return 15ranch" in the sketch, and also to examine, as far as posciljle, ihe hatures of Route ISu.J, l>etween the valley ot the Restigouche and the valley of the ^J()ualuck, with the \iew to the connection oi th(;sc bv means of the lateral valleys of Green River. I therefore directed Mr. Ramsa\ to i)roi('ed Ijy the east branch, and to survey, by way ^ " the southerly opening refencd to, until he U.mid the termination of my canoe exploration on the Restigouche, if it siiould prove tliai the opcniuu led directly to the valley of this river. Rut as it was eijually probabh- that lie lui-lit find himself descen- ding'a branch of Green River, in order in'thiscase to cut him off, m;, own undertaking was at the same time to survey from tiie main Cireeii River eastw; rdly by its lateral valleys, towards the same point on ihe Restiuoiiche. Mr. Ramsay's course proml to be down the l)ianch of Green River disiiii-uishcd iu tin sketcli as (n-ecn River East, and he opportunely intersictcd m\ e\ploratic;ii a 1( w iieuis alter 1 had passed. 'J^he connection' with the Resiliiouciie yvas sliorliy afierwards made, and the party returned witii the \'nw to explcae north-weslwardly for a favourable communi- cation with th(- ^(piatuck. Some ]ir(.:;rcss was made in the latter object, when another fall of snow and the increasing severity of tiie weatlier rendered it un- avoidable fiirther to prosecute the -urvey beyond the reach of our canoes, which were left at the main Green iriver, and on which" we chiefly depended for our retreat. It remains onlv to state the imperfect knowledge wJ-ich an unfavourable opportunity enabled me to anpiire of l^oiite No J. I have already rt marked that indications exist- ed of a favourable communication be i ween the head of the Resiigouche and the east branch of Green River, if such an ■ l)|( ct were desireable, c iiiier as an improveim-nt or variation of Route No. 1. 1 have aix) siatt d that Rioute JNo .i is lavourable as far as it adheres to the valley of the Resti-ouehe. [■roiii theiuv to the valley of the yqiiatuck, are several lateral valleys and openings, which rciuire more or less i)ains tor due tx- aininatlon. The only object wluch a cursory exploration could accomplish, was the discoverjj - ' 15 oi ma 1^ 58 of which of these valleysand openings mi-ht appear most entitled to a particular siir- V ; have reason to believe/that practicable lines, approxm.atm, to those .n, at She sketch, would be found. My opi..ion ,s, that ,h. d.ltKnlties o. - " ; ' confined to a^ a-regate distance of perhaps fve or s,. nuK . on ca.h Mdc ot th. ^al li.v ..f (Jreen Riverr and thcv arc not ot LMcat maiinitiulo. ,- i ^ Vl .u not ,u-rsonallv exanVmcd, and have onl>.par.ialiy seen, the xallev o the -s.,, a- tuck 1 at t is "nerally better known than anv p..rt of the .nMU.! ,nc luded .n th. unTV nd i renorted to be, as 1 believe it is, sen. raliv tlat and .uonrable or a Ime r:ih;" From tlencc up the valh. of the h.ft-hand branch o. Tolcd. to the uuer- section of route No 1, the -round is Hat with a very inod.'rate ascent. iHr- .1 ence of barometers, by which to obtain an approxnnate sec .on of th, Jut for as traced, the apparc.ly .lifticult i"f -'^ions ^..e (.casjonal^s e^^ andes of elevation and depression; and from these, checked In ''^^ ' ^'^ 1',^ > known height of several points in ,he country exanm.ed, the -^^^ ^^ ^ ^ !' , ation have been inferred. Tluy would ui most uistauces, 1 belio\e, prove to cxct what in actual construction would be necessary. I nviV emi k with re-ard to the hai,itable, character of routes, as tar as examu e.l. that N? 3 wo,dd be the tite n,ost favourable for continuous settlement from the v.iley nf the T(,bi(iue to the valley of the St. Lawrence. °'prob bh L'u.-third, consfstin, of the n>ore elevated parts of I^-'^'^, N"- ^J -ouh i nnf-,vnnrable for settlement. Rout.- No. 2 as tar as .■xamme.l, would not be suitat)!. of the verv broken and precipitous charact.-r of the banks ot the (2i>^tcnvamk( tl^uK K. be He e U at each <.f the routes descriln:d, necessarily in verv general terms is prac- ticalfe .s a as 1 have examine.l the same. Of th.> degree of pra,.t.cah,hty, or o he pro'l^.lc expense of .y^nstrnction, I conceive that u.. sate opuuon could be tor.n. d withC an approxin^ate location. To discover what route or routes may be most 1 Se for ,.r(l minarv survev, I deem to be the ..bje.^t ot the exploration. A jud^- me^t u^^^^^^ •"-')• -division, must of course be mate.-Kjl y "ov^rnid bv its relationship to the whole line. As far, therefore, as U may be e. he mvdutvorprivileoe, to ofTer anv opinion.it is upon its special merits, m favour ot Soute No 3 and more generafU, Vecause upon both national and ^'ol-n-al groun s it anuears most desirable to avoid any unnecessary deviation from the most di ect hnc betweou tirBend of i'etitcodiac and the River du Loup, which the natural tacditics of the country will permit. ■' I have, &:c. (Signed) J. WILKINSON. Major W. Robinson, R. E., Commissioner of the Quebec and Halifax Railway, Exploratory Survey, ^^i- tv:c. Appendix No. 4. (Plans referred to :— Nos. 20, 21, 22, and 23.) Reyrt on a Lint of Kailimy from Whiieliaven to Anilmsl. Halifax, March 14, 1S4B. SlR,- HAVING been directed by vnu to explore and rei>ort 4HDn the capability of the country 'or a line of Railroad from Whitehaven to Amherst, we have attended to that duty, and beg leave .o lay before you the following Report. ,^^^ \ni^5 nl th** * 'niirtrr 59 The i;,.„,.ra| formation of the couijtn consists of ion^ continuous ritl-es, with vallevs g."'"! i^"cnp., I)ctu..(.„ tfunn, ,.. an eastern and western direetion. One ' tl.rse ri ' ^'^''^'' ^"^ ^''^^'"" ' '''''° *™'" '-'I'J"'" ^"-" iack.; to Pictou, hv the -VJiddl.! River ; besides several minor indentations. This rid-e is of about tliesame general lieiiihi as the former. Between these ridges is n vrdley runninj; from Cliedabucio Bay on the east to the Rasin ot Minas on the west. It is interrupted by some hills at the head of the Stew- lacke, but it generally preserves the character of a continuous valley. The hi-hest parts ot the bottom of this valley, more immediately connected with the present surve^ IS bitueen Guysborough and Country Harbour, alwut the head of Salmon River and between Country Harljour and the St. Mar\ at Glenelir. ' The latter of these is found, by barometrical measurement, at the i)lace which we crossed with the line, to be 2'26 feet above the sea ; the former ai)pears to be about th.> same heii^ht. The rock formation of the southern ridge is n;enerally iiranite and various kinds of trap; that of the northern, coarse slates and shales, varioiish incli»ed to the horizon, l)uf mostly vertical, with some patches of trap. The valley is soft sandstone and slate in layers, horizontal, or but slightly inclined. The coasts of the Atlantic and of Cliedabucto Bay are, so far as we^ could observe, composed of slate and shales of various kinds; the 'trap-rock being confined to the hiiih grounds. The general direction of the strata of these rocks is S. 60 E. by N. t>0 \\ . Our first care was to make in(|uirv of surveyo'-s and others acquainted with the peninsula on which Whit.'haven stands, as to its -eneral features and we were informed that the coast was ru2:ged, but that in the interior there were extensive elevated flats \vhicli once gamed, imt little difficulty would he (-xpericnced in proceeding. We accordingly adopted that course, and found a barren rockv country, with (>leva- ted giounds, intersected with deep hollows, running across the course, of the line We pursu.'d this line as far as Ingersol Rett's Ln'.e, and then abandoned it. It was now settled that wc; must either find a passage alona the coast to Country Harbour, or "-ei through to the northern side of the ridge, and follow the valley of the Salm.m Riv?r • but as this was known to be rough and difficult, and withal circuitous, we resolved to makt; tin; first trial upon the coast. Commencing at Whitehaven, at i, near Haulover Cove, the line may b.; carried across a level neck of land to Molasses Harbour, nd thence along the shore of that harbour to B, at its head. Thence alwut three-eighths of a mile up a pr.tty deep valley, brings us to the Water shed C, between Molasses Harbour and an extensive bay on a pretty large stream which flows into Calc Harbor at i). This water-shed is only Wliiitliavon !.i III- ^'ors'.l Boll's l.akn. Wlnlo' fiO Coli> llarl'Oiir, .^L'W llarbriur I- lajnrs llartmiir ...^cs Uiilu.ur t- r"unlrv 11-vrbr.uT . uurtry Harbuut (llcni'li, at St. Murv b lliVLT only alK)iit JO kci ahitvc ilif liitili-tKic mark, -rivinir a passa-^u as easy as can It (lt!>iiT'l. "riic kn<;tli (il tliis section A to 1), is about V, miles. I'roni J) to K, \ miles, the line is aloni,' the shore, passin;: fiirou::h low points of LMOiuui and shallow l)a\s. On thi^ section cuttings and emltanknients ol alnjut M teet at ;:reatest, will products iintkilalioiis within U) feet lo the mile. •■lom K to F, at the head of Torhay, 6 miles, there is a belt of flat ground Ix-tween the hiiih lands and the sea-enas!, upon wiiicii the load can U' carried so level as to level as to reiiuiie no i)aitlcular remark. From F to o, across the I'eninsul.i, •)\ miles. The highest part of this section is within JO chains of F, aiid ilioiit .'>) I'eet ali.)\e the sea : thence it is nearly level to within half a mile of the co.i-i. win re il is .00 feet in heitjht ; from whicii place it ma\ descend with a unilorm i^iaile of 1(1 feel to the mile to (j. From (J to the head of New ilaiLourat I. about I miles, there arj sever;' nils ()»■ slate rock, one of which will r( i|Uii( a (ktp cut, or jiossibly a tunnel c .lH)Ut MU yards in leniitli. (Jr, by passin- o\er a bridge of akuit 100 fei t in height at K, which may bi" li,vvcsl pail. On the eastern side of this ridge, from M to N, the'ri-.e is 1 in .ii ; m; ihr wisii ru ;ide, iVoiu .\ to O, the descent may be brought to oO led 1., I'lie l.llic. it is pos>ible liiai a bitter passage ma\ be found alx)Ut a mile to the northyvard ; it hab not Ik lai examined, Imt. fniiii the licueral lormation of the country there seems but littli; hopes of success. It is pi(n)ab!c that iluoniy alternative in crossing this ridiic, will be the employment of si;.ti(inar\ joy.er. or ti)<' uuuieliuii of about a mile in leni;th through yvhin-rock. li> ai O to I', about 7 miles, tin re is between the hills which bound the valley and the Water, a r.rUK, of low ground with an irregidar surface, upon which a line may bec:urie(i, so as to prodiice nearh a level i)y cuttings and embankings ol 20 teet at the iiiiixiu.Uiii. Turnmg iA'i' at J', we proceed up the valley of West Brook, a small stream which ilows alcnu the northern base of the soiithi ru ri(l;:e of liills formerly menticned. Near the licad of this streaui at H, t,.ere is a waler-shcd, from which waters flow to the St. Maiy bv .Alck; .'uMjiook. Tlie distance from tin; mouth of the West Brook to K, is 4 miles, and heigiit, by barometer, 22ti feet ; giving an ascent of 5G feet per mile. — The cheapest route is along West IJrook, the valley of which appears open and smooth ; but if il Ih; required to reduce tiie grade, the ascent may cuuuueucu one or tyvo miles further 61 iurtlur own Ctmntrv Harl)oiir Hivcr, kecpiiii; aloiij; the face of the high lands, as sliown li\ tlu- line on the plan. 'I'lic face of tin lii-li lands alontr the rjver is steep and broken, and would prohably re(|uire a heavy ixionse, but along West Brook it appears pretttv even. » i i liv carrvinii the line to the river, 1 mile below the mouth of West Brook, the !?;rade would b(! redued to U> feet per mile. From R to S, 2 miles,— there are several small lakes, « ith low ridfjes of cround iM'tween, whieh we did not particularly examine, but as seen from the road, wc eon- eluded it will be (jnite praclieablc to iind a tolerably fair line iKJtween the hikes; the average descent will be abdUt lo feet !)er mile. Thence to T at tlu^ St. iNlary, iih miles, there is the valley of M'Keen"s brook, which, as appears, is smooth and open ; the descent is about iO f Eden, and 23 alHue Beaver Lake. There -'v be a uniform grade from Lake Eden to U, and from U, by the southern ■' 16 '>'"* EMt River oiPictou Eist River to West KlVtT I'lClOU West llivtr, PiCiOU, to River John 62 side of Heaver Lake, foraliouta mile and a half; j^ivinj? for the former iJO, and for the latter 16 feet to the mile. From the foot of a ranj^e of flats connected with Heaver Lake; the Kast Hiver of Pietou, which is here of a small size, he^jins to descciul lietutcii iiiirli banks to the bridge on St. Mary's Road, t> miles. On this section the line must loUow the river flats, which ap|)ear sullliciently wide to admit of f.iir curvatures, except a distance alxjut threii-ei^hths of a mile above tin; brid're, wiien it will be necessary to nm throuf^h a valley on the southern .iih-, to '.void a I'lnow crooktd channel throut,'h which the river flows between limestone rocks. On this section the river will have to be crossed several times. The sertioii of water-way of the bridi;r<, ma\ be fn>m K^ square feet near Heaver Laki-, increaNiui; is we descend, lo 'MU feet. The flowa^c of the int(>rvals dt)es not excec-d three feet. The average descent will be, for the first three miles, about 1.3, and for the remain- der, 3.J feet per mile. From the St. Marv's R(.ad to Grant's Hridire, 7 miles, th(! valley is broad and con- tains large intervals. The line, by cuilinj; through some low upland |)oints, may l)e carried pretty slraiiiht. The average descent is about 10 feet ])er mile. From (irant's Hridijc to the foor of the Rapids, lu^ar .'5 miles, the river is crooked pnd confmcd l)etwe<;n hi^h lands of .stratified sandstone and limestone, se\ eral points of which would have to be cut through. This will be an expensive section. There is one circumstance, however, that would tend virtually to reduce the expense ; the stone, owing to its structure and dip, which is alMiut .jO degrees witli the horizon, will l)e easily (piarried, and will come in lor drains, ballast, iLc, on the road, as clieup, probably, as materials would from any other source. It will also open some ca|)ital limestone (piarries, and it is not impro- bab e, that building stone would be met with, tlioui{h we did not observe anv seams of the sandstone sufficiently thick for that purpose The average descent of this section is about 40 feet per mile. From the foot of the rapids to the Fish Pools, 3 miles, the line must keep along the river. There will be little cutting through points, but it is likely tlicrc will be some bridg- ing. The grade will be about 10 feet to the mile. From Grant's Bridge, mertioned al>ove, to the Fish Pools, there will be several bridges. It is impossible by a mere passing glance; at the river, lo even guess very correctly at the num!)er, but it is not unliktly that there will be not less than five or six. The span may be alMiut GO feet till we get below the west branch, when it may be enlar'^ed to 80 feet. Thr bottom is of rock, and it is not unlikely that stone for the abutments will be found in tlie excavations for the road. From the Fish Pools to the heiglit of land between tin; Albion Mines and iMcCuI- loch's Hrook, at V, alwut J miles, tiiure is a rise of 1.3.5 feet. The ground will admit of a uniform grade, being about 41 feet per mile. At the Fish Pools it will be necessary to cross the river upon a bridge 30 feet in luight, in order to get upon a range of toler- ably level ground iminediately above the steep banks of the river. From V to Middle River at W, three miles, thc^re is a dip of 40 feet into the valley of McCuUoch's Hrook, and then a swell of ground between this valley and Midille River. This swc'.l may be crossed at grades of about 50 feet to the mile. From W to X, 2 miles, the ground rises about 70 feet, being an average of 35 feet to the mile. It will be necessary to cross tin; Middle River at the height of U) or 50 feet, in order to get upon a flat table of ground on its western side. From X to the West River at Y, four miles, there is a descent of 172 feet. The ground will admit of a nearly uniform grade, averaging about 4.'3 feet per mile. From Y to Z, Li miles, there is a rise of nearly BO feet, giving an average of 53 feet per pj .jR.^ pfT mik'. riir ::r(iimii, th<)iii;Ii somowlial ron^li in somr places, dors not ap[»ear to coii- tuiii any vcrv (oniiidaljle ohstruclioiis to a rr^iilar Kf;iL) feet ahove the same d.itnin ; the dif- feronce is 1.51 teet, and distance 2^ miles, ;;ivinn an average of .08 feet per mile. It is likely that a nnitorni i;rade i:\n only !"• ohtaiiiee very trifling. The height at the mouth of Black River, is not measured, but ni.iy be siippoL about 100 feet, and thiMlescent along the valley 1 1 feet per mile. It will not be expedient to cross the River John below the mouth of Black River, because, though the general surface of the country is level, the river flowr in a deep, narrow valley, which would have to be crossed. Abo"e this j)lace the banks are low, and moreover advantage may be takiMi of the valley of Nabiscump Brook, to ol'tain an easy rise to the table land on tin; west of the river. From the Forks of River John, mouth of BlacE River, wc did not travel throu^in the country, but ascertained it to be ot the same character as the regior along Black River, — a flat country with sluggish streams flowing through it, and ofl'ering no maie- ri;il obstruction to the formation of a Railroad. From Waugh River, Tatamagouche, towards Amherst, wc made no observations relative to this line, but the country is known to be so level, that there would be little or no difficulty in getting a good railroad line across it. With regard to curvatures, from our limited means of making up a judgment, wc can say but little, but from the slight observations that we were enabled to make, we think there will be none of less radius than half a mile. The distances are as follows : Kiver Julin lo Tita- inaj^uclio lllack K.v.r. From Whitehaven to Cole Harlxjur Colt; Harbour to Torbay, Torbay to New Harbour, New Harlxjur to Isaacs Harbour, . Isaacs Ilaibour to Country Mr. Archibald's Country Harbour to Glenelg Glenelg to the summit of the highlands, two miles west of Lake Eden, Summit of I ighlauds to Albion Mines Albion Mines to West River West River to River John River Jolm to Tatamagouche Miles. 8 8 54 6 — 'W 13i 20 21 Oisuncri 14 54i 10 12J — 22i Tatamagouche •■-^ u 04 Tatiimajrouclic to \Vallaiir.— h was in conseimence of this information ;iial we lixed upon th<' point A lor the ter- minus of the liiK-. The ground will admit of a hraneh to th. upper part ol the h ir- hour, which we have sliosMi iijioii the jdan. The sea iee breaks up in March, .iiid floats to th- southward; that which passes ihrou'di the Gut of Canso is in no great fpiantiiv, and in "rdinary weather is set oil hv the current of Chcdahncto Bay towards Sahh: Inland. The main IkmIv ol i''- niet with in that sea, passes eastwardly of Cape Breton, and widi .iortlierly and wes- terly winds is carried out to sea ; but east( ily weather brinjis it cm to the crust of Nova Scotia. We could not learn that Whitihaven had cMr been completely elose(. with this ice, but it has often been in such (luantily a^^ j make nayigation m the .iiKht daii'^croiis, and souk times, at distant intervals of time, it has been in such (|nantity as to nnike the aiiproach in d..y lif^ht,' very difllcnlt. On the whole it would appear that between the last of February and last of A|)ril, it may In- accounted dangerous lor a steamer to run in the nij;ht near Cape Breton, and direct from thence to Whitehaven ; as there would be almost a certainty of havin;: to cross a stream ol floating ice a some part of this sea, though it but seldom happens that it approaches Whitehaven. All will h i> r' spectfuUy submitted by Vours, iiLC. GEORiiE WIGHTMAN. A. CALDEll, Strgcaiif lioi/al Sappers and Miners. Major W. Robinsor.; R. E. See. kc. &ic. Al'PKNDIX No o. Rtmirks on (lu inner pari of the entrance of IMutehai-en. J5,n _ Colnmhia, Halifax, N. S., August 27, 1846. LN pursuance of your orders, I have mad.' a rough sketch of the inner part of the entrance of Whiielunen, which, with the accompanying remarks, I beg to submit lor your consideration. .,, . , • ,i ■ In fme clea. neaiher, and by daylight, the approach to W hitcliaven is easy, he shores bclnu bold, ami no out-lving dangers, if we except two rocks nearly a mile dis- tant from the sliores of White i^lainl, one to the soutli-v est, and the other to the south- east These "cncrally break and so sliovy themselves. W^hitc Maud Inrnis'thc turning point of the shore of Nova Scotia, as it dellects to- wards the uortliw :,rd to Canseau. The white rocks, and its elevation ot MO leel make il stand 'HlI prominently and easily distiniiuish it. There are several chann.-ls in Whitehaven. Three can be used by steamers of any si^e. TI.e m.ddle. which is l)etween White Mand and '•'« l^^ls«'=^ to \t^ " V'"l''.^!i appears to 1 ■,est, is about 'i.'^0 fathoms broad in its narrowest part, and carries boia water on ho . sides, and is besides the shortest and most direct, not exceeding haU a ; t»/."»j^»^ "^^^wm*"-' 65 mil*' in Icnath. IIf,"v<'vrr, as the dinTtions of tho rhanncis ■ ifCcr, and all nidU's nearly from tin- sanit; |K)iiit, a saiiinfif-vcssci can use the most favor.iMf with respect to tiir winds. Tilt: western is als<» a very mKxi channel, ar-l is prcft-rahle for vessels •oniini; or coin!: from iliat direction. Ihe soimdin^^s willioiit this harUtr are (near the shore) very irremilar, especially in the approach t(» the Eastern channel, which is alsti injured for vessels of lart;- dra^l^ht of water, hy a rocky patch with Uiirieen or four- teen feet water. it is situated near tin- entrance, and rather more than one-third across the < lia,.nel, Ikuii the Mnall isi.ind ((Jrassy Patch) oft White island. When inside the li.irlMnir, care must he taken, as there are several . hoal rocky. ■ cheg (see Plan), whieh render the n.iviiratinn diftii iilt to stran"ers. and refjuire r.i Aell determined and l)Uo»<'d, should the harbour he used for commercial pi:r|)oses. Ihere is an aliimd.ince (if s.ife aiK horai^e. with good holding groui. I. h' ^ muddy bottom, land-loeked, and jMrfeclly smooth. Ill foiruv weatht r this harhoiir is difficult of apjiroaeli, especiallv to . stranger, at the souiidiiiu:s" ill-shore are vcrv irrei;ular ; and i lia\e not Ik cu .liio lo learn any t,o> a indie. iiions of ;inity to he iiathered from liie h :i(i, hO s Jo render its appro..' : by that means ccr.ain ; and Torbay, its immediati iieiuli uir to ih' ■ c^ waid in a u-;i- gcroiis place to i,'et into. l-'iom hermen and small coasters I niid'Tstae.:! tli. ci-rei.ts round the point are uncertain, and generally dejieiid on the wind, tlinut;li the ; vailini; current is to west- ward. i \p( riented the currei I in a boat when I visited liie outer break ; it was then set- ting to the westward, at (1 rate nl' oue mile .iiid a half per imiir .it least. 1 also per- ceived ves^i Is in the oflii tting rapidly in the same d lectioii: the breeze was from the eastward and light, though it had previously bl' \mi liard !iom the same point. — We also, in our passa ,e from Il.difax to Canso, durinu i fi>g, with the wind from the Hotifliwt St, e\|ierienccd an easterly current ; but the laiul once made the laud is easily attained, espe( idly by a steamer. A judicious arrangement of fo:;-signals and li;iht-l usesvvith .tuoyr on the principal dangers, and a g(M)d sur\ey, with the sea-soundings welMaid down, wouli! my the ajjproach in the iiiglii or during fogs attended with sma'l danger to a care Ad s.....nan. Latitude of observation. Rock VVhitehaven 15 ~ II O N. Loiitjitude of observ .- tioii, Rock Whit<;haven, (JI = 11 IW. Variational = 42 20 W. Rise of tide from three to six feet. High water at the change of the moon 7h. 40m. • ''•(■ Admiralty plan of this place, tlu general t'eatures and soundings appear cor- we except some of the inner dangers, which are not noticed; but the scale is .pant. Ihave, &c. (Signed) r. FRED. SHORTLAND, LieuUnant and Commander. The Hon. W. F. W. Owen, Captain, R. N. Lc :c. Sic. (Received from Mr. Desliarrc, Solicitor-General, May 2, 1848.) To the Board of Directors of the I'ro-ected Railroad from Nova Scotia to Quebec. Gentlemen, — WP:, the undersigned magistrates :' the County of Guysborough, in the Province of Nova Scotia, hereby beg to state, t' ..t believing a report to have been uiaiie lo th". surveying party engaged if the survey of the contemplated railroad from this prov.ncc to Quebec, and that such report has been made by certain inhabitants in the Settle- ment of Torb.iy, near V\ h'tehcad, who uj)posed'('in ignorance of the nature of such lines of communication), that the present lacilitiivs vi' intercourse with the interior ot the country for purposes of orocuring fuel from the woodlands, &., would be entirely 17 broken. ■ >/r" CW->i*.». brokpn up in 66 the event of the railroad terminus being at Whitehaven, and therefore r" t r.A to the surveyiug party ou the Whitehead route, that the "winter navi- the'capbUitic, „fWhi,cl,..ad H-'"""' ^P'l'J^jn £' ■", of Gu,slK.r.,u,h, „^jL^l\?L;S ^:>.i:.::i!>:^£::s.;= - --»•« <" ^^^ -' •-- dated at Cause, Nova Scotia, January 1B48. (Signed) P. ROBERT HARTSHORNE, J. P R. M. CI ri.EU, J. P. WENTVVOR rH TAYLOR, J. E. H. WAl CHEVILLE, J. P. ABR. N. WlilTEMAN, J. P.* W. J. BEVLOL,J. P. DAVID DO ^ON, T. P.t E. J. CT N^^ GUAM. J. P. WILLIAM '.ART, J. P. FRANCIS COOK, J. P. R. V. ui:i.Fi::iEN, J P. •1 affidavit flworn beforo 'lim J.imiary II, '"4f. f, af.iaaviu December ','.k 1 alhJavit January \2. Copies of the affidavits rclcned to in the a^ovc communication. L «r-u- c:n.=,r« of \' hitehaven in the County of Guysborou-h, fisherman, mak»;th ^^'"Titt ^Diat ho 1 th ^^^^^ at Whitdu-ad aforesaid for twent-e^.ht years, oath and ^^'t'''" ^^'.'^^V'^ ,,„hou- of Wh.u'hoad aforesaid, and also w.th the and IS well acquamtcd wit t' ■™'- , ,^^„, ^j,.- (iut of Canso to the westward, drift-ice which pa^es '^'"^/^f^' ^^^ '^ ^^r^" . ',. i.uo the said harln^ur in larg. in the spnng oi ^^-^^J^ r' In. .enough to prevent vessels entering the sa,d bodies, and very seldom rnams lur ...av by the winds and currents, and fectly accessible at all seasons nt ^''e >.ai. December, A. D. 1817. Swora to before me, at VViutehead,^thjs^2oth day of ^';^^;i^^;^^uy(3pj^ j p. 2. « , c f VVJ,-,t..hfi.i in the Count*^' of Guysborough, fisherman, maketh oath Robert Spears of ^J^ '''hca 1 "^ ^ ' -; , ,,Um's^\d for twenty-eight y. .rs ; that and salth,~That he hath res.d d at ^^'"/{^^^ ' , . ^^,,„ ^-.{h tl^^ acti.m of Uie he is well acquainted with the harbour ot J^ ' ' ''p''^;;'"^,,^ f";,^ r,,„d the Island of ice which occasionally comes through the ^; ' ^^--^ '^ '^^'^ ^^^^ ^,,, • ,, ,, Cape Breton, passing on to the westward, ' \".'^^^P[ "^^ "/ J'^:^^;^ remains therein long sekom comes into the sa d harlnnn '" '^^'"-^ «;' ^ ' =^ ''.;,^, ^; ^^ year, it being enough to prevent vessels entering the ^^'^ j''' '^ ^''/'"/^/^^^lean, generally in a carried awiv by ti-.e wiuds and currents, and dispersed over the ^^'^»' J; j^.^./^^^.^,^. ' \rv fi«R. ,},,,^^im&mi 67 soutli-wcsterly direction ; that during' this deponent's rcs.de ^e at the said harbour, 1h^ rvi k. ev the ice to come into the JTud hailn^ur in a large .,uantuy but once, and t ha was h "hi year 182B, and then not to prevent vessels to enter the said harlniur, ti.e. harbour being l>erlectly saf^ and -^^^ -" — ^ "' ^'SkRT 6PEAUS. Sworn before me, at Whitehead, u|^25th day of Dcccmbor,^18n^^^^^^ ^_ ^ John Murrow of Whitehead in the' Count> of Guysborough fisherman, "i^»^eth oath and s "th -'iTiat he hath resided at Whitehead thirty years ; that 1'V^''''^'•T1 /wr "i Se'hatlZ of Whitehead, and al^ -'^»-he iian^tioii c. t^ -^^ ,- I „. tiw^ ovtrpinitv • that he 1^ acuuaiiited vviiii tlie action or luc iti,, SSh oc ""i;:;X «ia£3 ^ap^aran^e off the iaid harbour, passing on in a south- V ettcrh di c" 01- tluU it seldom comes in in large bodies, and very seldom remains and accessible at all seasons ol tne year. ^^^^ (Signed) JOHN ;^, MUxNROW. *• ^ ^ mark. Sworn before me; at Whitehead, this|tli^day of Deceniber,^ia V7^^^^^^ ^ ^ TohnFeltmate of Whitehead, in the County of Guysborough, f.shciman, makcthoath and salt! ,-^ at he hath resided at Whitehead aforesaii for twelve years ; "that he is acLS with the action of the ice, which occasional y comes ^^^^fJ^^^ cLo and round the i^'^';5;;^^^ape^ Brc^n and v^i.h^^^^ r^ule"; liXllfin' '^- ^X;,^ n::.e;^em;L there long enough to preveiU jL^e Is enteit ! th^^ harfKiur at a^y time of the year, it being carr.ed away by the '£\;'i"br;ro v^n.cd .„,c,k» ■U',c„, „y ice ,l,c »id ^'-•^^'^^y^^:^t ap,l accssilib av all seasons „f III.- year. (S'sncd) ■■ ?',VV,h, j ,' o f Dec m- S»„n, Wforo „>e, a. llaUIslaud Cove, ,a •l-'-f -■".'. "S.vtlD'oOBSON bcr, 1817. V" ° ' Thomas Monro, of Whitehead in the .-ounty of Guysborough, mariner, makcth oath -ind S-Tlat !.. hath resided at WhilJiead aforesaiu about twenty-eight years. '^d dur iV 1 1 gr ater part of tl.r years afor.-said owned a vessel and sailed her as Ulster hit le is well icmiainted with the action of the ice which occasionally ap Tatoff V dch ad passing on in an obli.-ue direction from the shore to the south- S?- hat e n'eler during Ms residence at said harbour came ui in lar;^o bodies oat ouce, and remained but a%hort tune ; with this one exception, deponcMU on "■^MKx^^'ViMMMM 68 remember one day that vessels of the largest class would be prevented entering said harbour it being perfectly safe and accessible at ail seasons of tiie year ; deponent fur- tlu-r saith. that he hath been coasting to Halifax, and all along the r;hores ol IVova Scoiia, at all seasons of the Mar, and has never on his return or outset, been prevented ooing or entering the aforesaid harbour during the time of »"« residing as aroresaid = ^ "^ (Signed) THOMAS MLNKO. Sworn before me, at Whitehead, this 12th day of January ;\- \>- JJ^J^- (JSi,;n''d) DAV iU DUuoUxN, J. i . 6. Al)raham Wl.itcman, of Canso, in the County of Guysborough makrth oath and saith,— That he is now in the eightv-seventh year of his age, ami that he was a coast- in- trader on the coast of Nova Sc-otia for more than ha'.f a century, and was in and al^ut Whitehead, on the coast of said Province, at all times ot the year, and always found the harbour there accessible and perfectly safe ^t ;>>j t"";;'' ,vfiri^r'\i ax' (Signed) ABRAIIM. WFlllLMAIV. Sworn before me, at Canso. January 11, IMP,. .vnrrrATW (Signed) ABI^A IU\. N. W fill LiMAN. Heads of Infurmnlion abUunrd bij Captain Henderson, Royal Engineers. (It U'hilehann. in October 1847. The iee from the Gulf of St. [.awrenee, Lc, comes rcind Cape Breton and through the Ciut of Canso, in the sprin;: of the year, and is biou^Mi. by the easterly u lud olTthc north-east coast of Nova Scoti,-, and if the «ind ch')ps round to liie southward, it drix's this iee into Whitehaven, Torbay, i^c. „ ■ r ■ c The harb(,ur ha.l been blockaded nine or ten times in the recollection of my intorm- ant, ^^ho had lived on that coast for nearly furtv >ears. F..ur years ago the harbour ot Wh'iteluneu was blockaded up with drift iee lor about ten days. General! v spcakin-, it is more or less incommoded by drift ice, every two or three years. Il was fro/en ovcr^in tin; winter of 18'lG-n, five or six inches thick all the way down to Bin Island, at the mouth of tlie harbour. This ^^a' considered unusual, as it r.'.juires the weather to be cold and very calm to freeze so much of the harbour. Il freezes, however, erery ^^^^iJ^J^!;'^^' '^"^ lung poii-t opposite Fishermans Island. ,..,ned) ^^.t^^f^^^U^neers. yXi'i'i.NDix i\o. G. nemrt of the Sub-CoMmittec, tu irlum uas referred the rommunication frum Li, utenant E.n\dleoti Henderson, Roijal Enginurs. Council Roo'U of the (^h( bee Board oj 1 rude, Quebec, May 12, IV>M. THE Sub-Commiifer, to nliom was referred th.' .■om.nunieatioii from Lieutenant L. Wa leo,. Hender-en, l^.^al r...ineers, haNe t.. report that <.wmg to '"''. "'^'•'"^■■; ^j'^' e unts are kept at the eu.unn house, and th- natur.- ot tlu' trade with the l.mer i.r tie al.e'nf .he imports and exports .annot XMtl. any degree of ac.uracy be L- r'tained. and huhc especially to that portion of our trade with (.asp- , as being in the ...wine, a nviv matt.r of for. J clea.an.e and entry inuards .s .,b.er>. d. ''\i;;;;Connnineebe:Mo ha,.d .t loot a statement of the mm.n;r..d^^^^^ arrivals to a.^l iV.mo the vari.n.s ports nam.'.! ... Lieutenant T.. ^^ ■''''•'' /•'^"\\'Xv letter, lor uhieh .l.ev a.-e indebted to ,l.e c.-Uector ol the c.st.m.s. ;- ' -f abstam from .iviMii li.e ..ature of .he .-argoes, ow.ng t.. the ea..ses •''''^i; ; ,'' ^' > would r.nunk that, uith the exceptinn of Imt ,...e vessel wh.e.i chared .n 1- '; ; ^ r^.***'^ 69 rcmaiiidcr had car^oos : tliosc from flalit'ax in ^(Micral with valuable carijoes of West India prodiK:^, and from the other |)orts, lish and oils. The outward cargoc consisted almost exclusively of flour, provisions. &c. With rcs])cct to the eastern ports of \ew Hrunswick, your Committee are not of opinion that the trade i)etween that portion of the above Province and Canada has ni iterially increased within the last few yeais; and w ith icspcci to the trade w illi ports in the Bav of Fiuidv, reiriet to sav that it all but ceased, which your committee attrilmte to tlie chani^es in the lmj)erial laws, more especially the Act passed in lJil'2, ircnerally called Ciladstone's Act : before the jiassin^of which all American provisions, by passing throutih the Canadas, were allowed to take the pri\iieiies and v^haracter of Canada ])roduce, and imported into our sister-colonies as such, l)Ut with that change all induce- ments to receive tiieir suj)plii's from t'li- ceased, as the proximity of tlicce ports to Uoston and New York, and the cheapness of breadstuffs and provisions in those mar- kets, oflered superior advantages ; and the result has been as stated ; the same remarks ap[)lv, to some extent, to Halifax, and other ports in Nova Scotia, where merchants, from their lariie increasing trade with Boston, by shipments of coals, plaister, Sec., are enabled to take advantage by the return vessels of \ cry moderate rates -^f freights, and a selection from a comparative cheap market. With tiasjie the trade has been gradually increasing, and your Committee confidently look forward to be able to report the same with respect to our sister colonies, as our unrivalled canals are now beinii brou^lit to a completion, and the spring of l!i4!{ will sec a fresh trade with the west brought into existence, and craft containing three to five thousand barrels of flour loading in Lakes Erie, JMichigan, and Ontario, brought to our doors. With this a reduction in tVeights must folli>w: and your Committee do not see whv a barrel ol flour or pork cannot be sold as cheap in Quebec and Montreal as it can in New Vork or J5oston : and if one of the inducements to purchase in the Ame- rican markets is removed, the other, viz. : the ])roximity, Avill vanish with a railroad connnunication with Halifax, foi we do not entertain any doubt but that St. .John's will connect herself w ith the trunk line by a branch. Among the almost numberless advantages that would follow the building of a rail- road, both politically and connnercially, your Committee would point out the jcrtainty of a transportation to a sea-port in either New Brmisw ick or Nova Scotia, during the period our navigatioii is impeded w ith ice, of a lar<:e portion of bread-stufls which everv winter is loek'-d u|) in Quebec and ^Montreal, to the ^reat injury of the province at ]i\vj:v, to which ma\ l)e added the ad\anta::e that would follow by the transmission of the mails b\ the ro.id. for which the Cloverument now pay so lar^e a sum for the transmission tinoui;h the I nited States, wiiich, for many weighty reasons, is objection- ai)le, and. we mav add, oflensive to the teelings of a lar^e portion of the inhabitants of both {'anada Kast and Canada \\v>x. The Connnittee do not coneeivc tliey are called ou to go into an\ lenutlt on the \ast benefits that might lollow by the line of rail- road that is now iiiuaiiinir the attention of (iovernment. to w hicli the attention of this |)n)\ince as well as thai of Niw Brunsw ick and Nova Scotia is so earnestly draw n, and in closini; liii> report the ( ommittee would in (he most nriicut manner briuii the attention of the Imperial Covernment, throuiih the |)resent channel ol Communication, lo the absolute necessitx of tVeeiuu the inland na\ii;ation of the St. Lawrence from all ol)stnietions that now exist, and \\liich prexcnt American vcseis from bringing tiieir produce (^ tor vour Commiitee w oiild not recomiiuiid their lieiiii; allowed to cany any other tiian their ow n ) din'ct to (^»iicbcc. or should the\ w isii it. to use our canals to take their produi'c to ,ui\ market lhe\ ililuk pro|ie!-. \\ itlioul breakinii l)ulk ; ihis course \\c (liink hiuhU desiralije. as well as the e(|ually desirableness ol' all our lolls lieiiii; redu- ced to till' lo\\(si practicable scale, \\hicli. if followed up. must diaw the \ast jiroduce of the West down our noble river, and for which traile there ari' now so maiiv rivals in I he held. li; Arri\ fM^ 70 Arrivals from — Vessels. Tons. Men. etc o Gaspe 69 on 2o\5 796 4,~i 71 New Carlisle 16 972 .n9 Antii^onish ^ 14 792 O.T Arichat " 1 41. .> Bathiirst ■ 7 24.5 20 Caraquctte ' 1 31 .5 Dalhousie 4 205 15 Guysborough " " 17 1257 71 Halifax " 3 400 30 Miramichi " " (> 79 6 Pictoii ■ 7 250 23 Richil)UCto 3 nG3 27 Clearances for — AricKeit Bathurst Canso Caraquctte Cocaync Dalhousie Guysborough Halifax JNIiramichi Pictou Richibuctn Restigouche Shippigan Sydney Shelburne CJaspe Carleton New Carlisle Appendix ^f'of.P) '¥-■ ,.fc-. 71 Appexdix No. 7. Extract from tlu Report of the Commissioners appointed by the Legislature of the State of Aew Yor/c—b;/ the Act of Mai, 11, \ni6~to locate certain Portions of tin New York and Erie Railroad made to the Legislature, Janunrij \\, 1847. Cost or Motive Power on IUilroads, per Train, per Mm.e. lat. Engine-incn, Firc-m«i, and Station men :— cents Baltimore and Oliio Railroad (Jtirn nnd .Schenectady " Reading " Ronton and Worcester " Fitchbur;:!! " New York and Erie " '^nd. Fuel :— Roadinj^ Railroad. Wood Boston and Worcester "' " Fitchbnrgli "' "' Baltimore and Ohio "' Coal 8 4.rM 5.50 7.00 7.4d5 30.05 X 5 = i').0| gfl..-rf) iil.TO •J.!K) '>».•>() 4i'5 lt.l7 a.00 f.Ofl New York and Erie " 3rd. Repairs of Enrjines and Tenders : Reading Railroad . . Boston and Worcester " Utica and Schenectady " Fitchburgh " Western (Mass.) " Baltimore and Ohio " New York and Erie ie.t)i) i.rK) !t.05 7.1 •;! 5.ao (■>..w ii.oo Crtr.07 y. A =z J7.02 4th. Oil and Cotton waste ; Reading Railr-'ul boston and Worcester Fitchburgli " Baltimore and Ohio " New York and Erie "' 5th. Interest on cost of Engines: — raltimorc and Ohio Railroad Otli. Conductors and Brakomen ;— Readin;^ Railroad Fitchburgh " 8.75 1.74 1.24 l.:tO l,4ii !^U4 3.01 42.58 X (i = 7.0!) 5.74 >: 1 = 1.13 ■■ 3.01 4.11 (>.20 Take fit per cent for brakemon (which is the ratio on Reading road), as conductors should not bo includ- ed, and the expense for brakemen is .5.15 m Ci.\ = ,'!.U Do. Baltimore and (Jhio Railroad, as per estimate for coal trade = 2.40 10.31 ;< a = 5.15 New York and Eric Railroad 0.52 5.54 X 3 = 3.77 7th. Repairs of Railroad, chargeable to Loco- motive and Tender : — 1st. Ordinary repairs, of tliese one-fifth is regarded as chargeable to motive jiowcr : — Reading Railroad 13.«5 Boston and Worcester " laOO Boston and Lowell " 13.50 Wesicrii (Mass.) " ia75 Baitmiore mid Ohio " lti.30 and 13.44 x 5 77.21 X 5 = 15.44 = a.o*.) Carried forward 37.:j:J f