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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure 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 dtre film6s & des taux de reduction diff6rents. Lorsque le document est trop grand pour dtre reproduit en un seul cliche, il est i\\m6 6 partir de Tangle sup6rieur gauche, de gauche 6 droite, et de haut en bas, en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 32X 1 2 3 4 5 6 c ( 1 1 A3 C|igMt0 ^arim iHransp^rt llailtoag. THE ISTHMIAN TRANSIT ^ BETWEEN THE BAT OF EUNDY AND THE GULF OF ST. LAWEENCE. WBitf) iHap. H. a C. KETCHUM, M. Inst. C.E. LONDON: Pbinted by Watbblow and Sons Limited, London Wali. 1884. ■^p^ww i dl 1 G / I ^^ignerftf Hiarine ©ransp^rt ^ailhjaj. THE ISTHMIAN TRANSIT BETWEEN THE BAY OF FUNDY AND THE GULF OF ST. LAWKENCF. WBiti) i)fln|). H. G. C. KETCUUM, .U. fust. C.E. LONDON: PUINTliD BV WATHBLOW AM> tsO.NS Llilli'ED. Lo^'DO.V WALL. 1884. T CONTExNTS. ISIaf Introduction Estimate of Traffic The Marine of Canada Description of the Whip Railway llEVENUE WoRKiNtJ Expenses ... Navigation in the Bay of Fi'ndv History of the projected Canal Advantages of the Ship Railway Appendix I Appendix U pare. Front inpifire 1 4 8 10 13 U 17 18 20 tl ill si ill )l UiC ^ ■I S Dominion ox (Taniiba. TlIK CIIRJXECTO MARINE TRANSPORT RAILWAY. This Railway is projected iiiul dosigiieil for tlio purpose of tniusportiug st(!fuiicrs iiml siiiling vessels, ladeu or other- wist', over the Isthniiis of C'hi',Mieeto, lictween the waters of the (!nlf of St. Lawrence iiiiil the Bay of Fundy— a distance of seventeen niihjs. The object Is to save the c-inniitous and (hingci-ous navigation of the Jovi> Scotia ; also to iteriiiit of propellers, paddlt!-wlieel steamers, and other vcsm^Is, hiiilt and adapted only for inlan of Canada with the West Indies, lirazil and South America, increased from .^0,207,195 in 1870, to .«9,517,7r)l in 18S2. The open winter port of St. John, X.B., woidil naturally become the deput of all tropical jjroducts which woidd be forwardtnl as returned cargoes in exchange for the manu- factures and jirodiictions of the Western Provinces of the Dominion. The following table, taken from othcial returns, shcwx llie trade of Canada with thtise countries for the year ending 30th June, 1882 :— Imports. lv\porls. British West Indies 81,848,721 si, 088,902 Spanish West Indies 2,130,108 1.07S,ii73 Brazil 1,008,870 493,,-.49 British Guiana 203,358 237.100 Other South American States ... 83,093 079,048 $5,340,819 .'.:;4, 170,932 Total imports and exports .*9, 517, 751 are most im- . United States I I T. 'A < O r/3 o ■^._ ■^ r; ~ . . u . ■-' = ~. J '-^ 5 ? 5 ^ o ©' «0 ^ - - « -^ t '^ ^j 5^ " M-i M '-" ^ ^ tz ^-T 'z: .z -^ ''■ .^ = -': i a. o o © I GQ H o o c a o a Ed O •< ca c a 0. JE O H o ■i 2 i -o rt" c 3 ^•^ C J rt s */- - ST tC 3 i X 4 C-3 r^- to 3S fa, = f I • r i j.if-3_<| I 1 C fa c CO u 5 H -J ■/. — T:r V^'Z.-/ " J •■:3 :.5 fc- o ~* C *• " - .s- ^ r: - — •/ — ■ tr >; s. ■-■ z •- it :h3 a a< o — ' S a . /^ *w M ■^ - zf -■ ''• i- 'S ??■ ^-? -' •_' — =:~- ^! <>', -^ ^ s — ■ ? ^ ^ "I Si. 2;-< ■— 1 o § § o o o o CS iO ,:-• u /r« -ft -s : .i = a u ■7- ■- ' "^ £5 1— < . y: — o •-_;>',?3 _ -3 . to — f' 1 - ' ■/ _.- 3 !^ > O ■- — I - u K. • f" 3 o -r ^ •^ "^ u ■^ •«^ — z, ^ ■*.* V "^ t! ^ -3 a a 4 v: _-: -^ i O = .- = 2 « 2 ^ '•^ u *- . >j S /• /.j; :.. 53 J3 I. S< _.. 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X r-; &^ t3 3 V ^ t. s •s •c « S o « :=n a o m 1 ^M H%1 a o u .C "^ct; ^ci-5 1=5 ;5 .- ^. . — - ^ i^ "'el c c 3 o _ o ^ o o o o c d o o o >o c o -r m c: o •J 1 ■s - i "2 n — .2 <5 S o c ^ ^■s a. c- cs ?:'■ c ~ 2 f- ? .5 I- pi ■S _ 1; iT K a. -— ■" «j:v: ^i-i 01 tj c **-i .i ^* ^ ■♦-• ^— ■•^ "*^ -** o no C 5 ~ a c x «^ i. X "- tf ^ i, _ '" a — U *=> ". 3 S~ -' S ^ 'O 5 z u ■ -; •/. * >~. tt ■ - t- ;; -^ C a *■« a O o J3 a p Cm 01 c ■^ ■+-" )^ •- w T o ^ o H «; 8 THE MAKINE OF CANADA. Canada ranks fourtli on tlie list of nations as to eoni- niercial marine, being only cxcccdctl l>y (Jrcat Britain, the United States and Norway.* The number of vessels in the legistei' of the Dominion at the end of the year 1SS2, was 7,'M'2, with a net tonnage of 1,200,777 tons; of these, 7815 weie steamers of UP,71(! tons legister ; '-'8S new vessels measuring GO, 113 tons, were added during the year, GG of which were steamers. The tonnage of the Dominion is divided as follows : — Nrw I'.runswiek ... l,0()r) vessels, 30S,98O tons. Ni)\!i Scotia . 3,020 )i r.K), 77S (.Quebec . ],7r)4 )) 21."),S()1 Ontario . 1.112 M 41,0S4 ( )(licr I'ntviuces .. ;;."..") ') U7,;-)31 lul.-ll 7,:U2 1,200, 1 1 1 Tlie foildwiiig Otiiiial Tabh; is found on page )r';)8 of the "Tables of Trade and Navigation of the Dominion of Canada foi' the KJNcal year ending 30tli June, 1882, com- ]iilcd from otlicial returns at Ottawa. STATKMKNT OP IIKITISK AND I'OHKKIX VKSSELS EMPLOVEl) IN THK COASTIN(; TRAIJK OK THK DOMIXIOX. DESCRIPTION OK VKS.SELS. I AKIIIVKI). IIKI'.UITED. TOTAl, ABKIVKI) X DKPAHTI Niiinlicr T'iiiiiUf,'c. Niiuilieri Tdiiimgo NiiiuIkT 'J'oilll.l;.' SrlUMFHS — ficvi'w i).12(! I,7Mt,t7!l '.'.IT't l,Mi«.(l!i,s riiiMlc it,(M t,:tl!i,iri '.l,l'i.'< l,ii7."),iPHi Storii Wheel I Sau,in<; Vkssi;i,s— I iStiips Hiiri|iins Il:irinit'ntiiit'» 1 Jfripr>* iiritrniitiiins 117 I H 27 •2-lH III.-, iii:t 147 :■..!' ri 7,l7(i 37,770 ! 7,275, r.KH j 75,70(1 14,7!il.' ls,2fl!) H,5M»,I7: I'.M.'lii N,:«tl,2i: 204 210, li> H s.ii:.' 207 Uix.ll- 17 :..!' 57 15.-.'.-. r,i:t iiii,.v .TJ,512 1.7.i.i,J: l,o!'5 iiii.i: 2.(Ki5 H(i..!'' 9 I IS :is to com- iciit livitiun, till' Dominion a net tonna^'c CVS of 99,7 1« \[:\ Ions, were lUU'VS. i t■ollo^vs : — <,f»80 tons. ),n^ ), ■),H()t „ 1,()S4 „ )0,777 ,t i.a<'e f:";38 of tlio lie Don)inion ot .Juno, 1882, com- !;SSE1-S KMIM.OYKl) i)OMlNlON- i TOTAU D. |AHKIVKI>&DEPARTn i)r),i.'>;> •j'.ii 21li,li" a,i:t:i '.M.NSi a.itii 1 s,im i ri('>,("'>i , StS.lll" 1 r..-,,it>'> 22i»,:t20 2'.»7 J" .-1.1" r.7 r.i:i .•1-.'..')12 1 ,SI'.'.') 1 •■..-'■ 1.7:!.i,J. a,''"""' nil.:" ,27.5,r.HH I 7r>,7(lti 14,7'.>I,' Of tilts total touna<,'<- indicatcil \>y the entries and clear- auce.s, there were (),;521,!s, adapted as well for inland as for ocean navi- gation, may lie safely conveyed across the Isthmus of Chig- necto, without tlH> cost and delay of transhipment or break- ing bulk and whereby the sailing distau'i' between this port and all ports north and west of said Isthmus may lie reduced aitout 000 miles — would matei-ially increase; the volume of trade and l)enetit the shipping interests of this jtort and other jtorts in the Bay of Fundy and Oulfof St. Lawrence; and " Wh'reiw, by means of a ship railway across said Isthmus, the objects aforesaid may be accomplished and thus stimulate the devolojtment of the agricultural, mining, lumbering and fi.shing resources of the district contiguous to the aforesaid ports ; and " Whrfffd^, a company has been formed for the construction and operation of a ship railway with commodious docks and hydraulic lifts for raising and traiisj)orting over its line laden vessels of 1,OUO ton displacement ; therefore " y/o-o/tvY/, That this Board is of opinion tli.at the under- taking of said company would greatly facilitate trade and commerce between the eastern and western provinces ; and flirt her i 10 ^' Jii'nolvcd, Tlml lliis JJouid cordiully ajijdoves tliu i»iojoc't for biiildiug the saiil slii[> lailway, belifviiig tliat this is ii movemont wliicli will ((iiiinicnd itself t(i all cliisso.s, and i)rov(! to !)<• ock at each end of the line, where vessels will be received in (juiet water previously to trans|iortation. In each of these (huks there will be erected an Hydraulic &^hip Lift, somewhat similar in construction to those in operation at the N'ictoria Docks on the Thames and at Malta. These Lifts will be especially designed to raise loaded vessels with absolute safety. A Ship Carriage or Cradle resting on wheels and provided with keel blocks and bilge guards will be fust ]ilaced on the rails %\liicli rest on the gridiron of it fi 11 le project this i« IV sscH, ami HI I- trmle l,y iiistru- (lovult* all 1,1 jtrocure 1,1 from all siiWuly of (fjantod tl»e A fuither n adclitioiuil itly L'xpectetl ,t. T LAV AY. ight. i> exceeiUng tbe le, where vessels tvansvortation. ;ea an Hydraulic u,a to those in Thames ami at •aise loaded vessels Cradle vesting on 1 hilge guards wiU ,n the gridiron of tiie lift. Tliis gridiron, wliich i^^ aetiially a |)ortiou of llii! railway, is lowered with the cradle upon it and immersed iii the water to the bottom of the doek. The vesHt'l which it is proposed to transport will then be guided to and lloatcd e.xaetly over the eradle — the kwil and bottom of tlie vcsst'l corresponding with tin- lint; of blocks and cushions previonsly arranged to receive her. The arrange- ment of the liiocks and cushions will vaiy according to the lines of the various crafts to be transported. Once in the proper position the gridiron will be raised to the level of the keel, and then the blocks will be hauled in while under water, close to the vessels bilges and sides. A I'ack with palls at the back of the l)locks ])revt'nts any movement. The oi>eration of raising the wiiolc mass then begins by means of the hydraulic pres.ses ranged on lioth si(h's of tiie gridiron. The length of stroke is forty feel in each lift. The engines and presses are calculat(;d to raise the maximum sized vessel, with eaigo, to the level of the railway in the sj)ace of ten minutes. When the lifting process is finished the rails on the gridinm will corresponrnincnt requirement, 1,000 tons deail weight, oi- a vessel of oOO tons register laden. The line of railway itself will be of the most substantial character. It has already lieen set out and levelled. The most ample borings have been taken and test pits dug wi iis ail 13 ■(iinntivcs i of l.v iiiii nway \ ballast of the railway will be composed of broken mncadaniize(l stone to the depth of l.'t inches under the sleeper. The roadway will thus secure immunity from damage by frost and possible upheaval. The sleepers will be 9 x 12, of southern i)itcli pine, and Avill at intervals extend the whole width of the track. The fastenings will be of .special im^jroved pattern. The lish plates being arranged so as to be secured to both rail and sleepei's. R E V E N U E. It is agreed that the (iovonnnent of Canada will not interfere with the tolls to be charged until a dividend of 14 10 per contiitn hIiuH liavc bucn jiaid un the Sliurc Capital of tliu Company. AsHuiiiiiif^ the estimate of trafTic iM'foro ^'ivcii to 1m; ooiTOft, ami that (100,000 toiiH of mcrchaiwli/o will aimually j)Hss over thf line, it will rcMpiiro an (-([ual amount of register tonnage of hulls to eai ry that amount. The revenue greatly depeiuls on the manner of regulating the to'ls, but the following general principles will be observed : — • 1. To encourngo and develop non-oxistent trade by low rates at lirst until the railway is worked up to its full capacity. 2. To di.scriminato as to nature of cargo, its destination and distance tiavelled. 3. To compete with freights around Nova Scotia. 4. To make a charge on the hull as well as on the cargo, f). To regulate the charges on the cargoes by weight, measurement or cajjacity. 0. To make sjjecial rates for i-egular ninning lines of steamers. A fair general average rate would be fifty cents per ton on the cargo and ten cents per ton on the hull. The revenue at this rate wotdd be — 000,000 tons at GO cents ... $.S()0,000. Fl: Std AVOHKING EXPENHKS. It is obvious that on the foregoing valuation and con- ditions of tolls being upon both hull and cargo, the whole load transported is a [laying one, excepting the cradle. That is to say if 1,000 tons weight be carried on a cradle weighing but 250 tons, as estimated, the paying load bears to the dead weight the projiortion of four to one. dot pai an loc far pei sell ii ir, ivtn to 1m! all iinmuilly it of rcgiHter )f ri>t,Miliit'mj,' lies will Ij« trade lerienoe of working the Inter-Colonial Railway of Canada in the Province of New Brunswick, the result as to tho cost of locomotive power, is as follows : — Per ton ])or mile of gross weight hanled. Wages ... Drivers, Stokers, Cleaners... .0032 of one cent. Coal, in the locality 0597 Oil, Tallow, Waste 0160 Engine.s, Cars, &c 0908 Tanks, Pumping, itc 0124 Miscellaneous 0079 Fuel Materials. Repairs .. Water .. Stores . . Total per ton per mile .lif) of one cent. Assuming the gross weight on the ship railway to be double the paying freight; which is an unfavorable com- parison, as before shewn, — the foregoing result of working an ordinary railway in the country shows that it costs for locomotive power one-half cent per ton per mile, or, one farthing, English money — which is equal to 8^ cents or 4d. per ton for the whole transportation of seventeen miles. In addition to this, the cost of lifting and depositing ves- sels on and off the railway is estimated as follows : — (5 Suppowiiit; the ('iii,'iiips \v'orkin<» tlio presses nil dny loii.!^ : ex|)ens(! of t'licl, "J.', ll(s. coal pfi- lioi'se ])o\ver per hour for ten hours, workiiii,' up (')()() h.p. iiidiciitod — Seven tons of coal at !?2 per ton ... ... !?H.OO \Vat,'es : Hni^'ineor, foreman and ail hands ... •_'().()() -i.OO Working at doeks For one lift 36.00 For hoth lifts ... .--.T-J.OO 3,000 tons per diem lit't(>(l and deposited, costing 87- is eipi,".l to ■_'.', cents per ton or ecpial to 1 jd. Maintenance of rail'vay and including all otlloe and other expen.ses, s-l") per diem (hut excluding administration of Company, provided for oth(>r\vise). This on ,'?,0()0 tons per diem during season of ojien navigation would equal 1 .', oent.s per ton additional. Result of ahove estimate is as follows : — Cost oi locomotive power ... ... S}, cents. Cost of working lifts ... ... ... 'J.', ,, Cost of maintenance ... ... ... 1.^ ,, Total 1-2?, c.mts. Total for seventeoh miles, Gd. per ton, which is exactly twenty-live per cent, of the receipts on the cargoes. tol R K G A V \ T IT L A T I O N. (Jrorss Efirnings. On Cargoes, ()()0,000 tons at 50 cents = .f30(),000 G0,00(» On Hulls, (iOO,OOOtons register at 10 cents Working Expenses, 25% ^;U)0,00() .S;90,000 Net Earnings $270,000 I day l'>"P; • 101" ho\u- for •20.00 li.OO NAVIGATION IN THE BAY OF FUNDY. lostmi' !^< •&■:•'> IS fice ami other nnistriitiou of ;^,000 tons per equal 1 \ cents 8.'; cents. •21, „ U „ 1-2?, eonts. ,-hioU is exactly ^arj'oes. .,it, = $:?oo,ooo :cnts ^ 00,000 "$mooo i-;90,000 Till' following,' is an l<>xtraet from the Report of Sanuu'l Keeft'r, C.Vj. : — " Tlio Bay of I'^uudy is reiuarkahle for tlie extraordinary rani^e of its tides. It is one of the wonders of the world, jiiid the wonihM- is, that sueli a pi-odi«,'ioiis vohnuo of water iis enters and h-aves it twice a (hiy (hies not jirodiice a <'reatei- eoniiiiotion. On tlii^ dii'ect coarse up tlu- I'.ay to t'mnlierhiud U.isiii, and in the hasin itself, there is no hore ; tlie water lieini,' too deep and the course too direct to admit of such a phenomenon. Ilavinj,' oltserved the operation of the tides, lioth at Laphr-che aiul An Lac, I was surja-ised to see with what ea.se and re,t,'ularity it was done. The surface of th(> great llasjo rises and falls almost imper- ccptihiy, all tlie while presiMviny, in the ab.senco of any wind, tlie placid ajipearance of a lake. " The range of the tid(> at Ht. John is 27 feet for springs and '2'y for neaps, while according to the departmental survey, it is 48 feet for springs and .'IS for neaps at the head of Cumberland Basin. " Mere tli(>n, according to moon's position, and the other causes which inlluence the tides, the water rises from 19 to 21 fe<'t above th(! mean level of the sea, and falls from 10 to 2 I feet below the same level, twice in every 21 hours. At one time the water is ])iled up to a height of 21 feet above the average l(>vel of the sea, and at another, just so nnich is taken out of the bay below that level. Like the oscillations (if a pendtduui, or the arms of a balance, these vast bodies of water viltrate about the netitral axis, rejjre- Bcnted !>v the average levid of the sea ; and furnish a striking exaiiijile of the stuiiemhuis forces tliat govern the motion of the tides -yet so gradual an; the changes that, with caro and .skill, this bay can be navigated, except in b:id weather, with ))i>rfeet safety.'' IS The Iusuraiic(^ ou vessels will Ije from I t(} I A per cent, less bv Bay <>f Ftiudv thnn bv Gut of Canso. HISTORY OF THP: PROJECTED CANAL. This Paper would bo inconi])lote without some reference being made to the long projected Bale N'erte Canal, in place of which this Ship Railway has been substituted, and the reasons for the substitution. The history of the Canal ))roject will demonstrate the importance of an Isthmian transit of some kind. The dirticulties attending the construction of a canal arose out of the constantly increasing demands of commerce since its first inception, as will be seen by the following facts. In 1822, a survey was made by New Brunswick Government for a canal to be fed by fresh water with a depth oifoiir feet. In 182"), another survey was made by Francis Hall, C.E., for a canal having a depth on the lock cills of eA(jht feet. In 182G, Sir Thomas Telford reported on the survey of Mr. Hall, recommending larger dimensions and a depth of thirteen feet. In 1843, Captain Crawley, Royal Engineers, after making a survey at joint expense of New Brunswick, Canada and Prince Edward Island, pronounced canal of even nine feet depth impracticable on account of deficiency of fresh water supj)ly ; and he objected to using Bay of Fundy tidal water to su^jplement the deficiency, on account or its turbid nature and great quantity of mud held in suspension in that water. In 1869, John Page, Chief Engineer, Public Works of Canada, is of opinion that by adopting a lower level an abund- ant supply of fresh water may be obtained, and that the Bay of Fundy water should bo proven tnd from entering (he canal. si| fj til 19 . n<»v cent. \NAL. le reference nal, in place ted, antl the lonstrate tlie km.l. The iial arose ont lerce since its ; facts. ^v Brunswick water with a iicis Hall, C.E., )f eight feet, i the survey of and a depth of jlngineers, after few Brunswick, ounced canal of lunt of dcticiency to using Bay of iency, on account of mud held in Public Works of oer level an abund- , and that the Bay entering the canal. la It^TlI, Mr. JjMillarge riMtoniinended water supply to Ik) taken from Bay of Fundy, by using one or two rivers as ri'serviiirs and settling ponds, and a navigable draft of ^fi/'teen feet. In 1872 Messrs. Keefer and (Izowski recouimeud a half- tide canal, twenty miles and a half long, at a cost of 85, ;U 7,000. In 1871, Mr. Baillairge estimates a canal ba.sed on Mr. Keefers project for 12 hours 8'i,6.5O,000 And based on his own project for 16 liours 8,217,849 Also cost of a whole-tide canal ... ... 8,.'i92,849 Total length of canal, nineteen and a ipiarter miles. In 1873, Mr. Pag? condemns Mr. Reefer's pi'oject and approves INfr. Baillairgo's, and submits estimates of cost as follows : — For a half-tide canal $7,700,000 Tlnee-(puirter-tide canal 8,100,000 Full-tide canal 8,.100.000 He reports " that the construction of a navigable channel between the Bay of Fundy and the (iulf of 8t. Lawrence, on any line that can he selected, will he an undertaking atteiKh'd with unusual ditHculty, not only from the nature of the work to be done, but from the great difference in the elevation of the respective tides. The locks were to have a width (jf 40 fe(!t, and the canal a navigable draft of sixteen feet. The canal would take eight years to complete, consetpiently the cost of interest during construction would add to the estimate above mentioned, and bring it uj) to Jj?! 2,000,000 for a full-tide canal. The width of the locks was not sulKcient to admit paddle-wheel steamers, which must be the chief means of transport for general merchandise, being .specially Buitctl for the shallow harbours of the Uulf of cft. Lawrence. To widen the locks and to protect the sides of a Canal from the wash caused by steamers would greatly increase this estimate. . The importance of this omission to j>ro\ ide fur tlie transfer 20 I fiuiu Criilf to Bay of the moMt nuiiierous toiiudge of tlus inland coasting trada of Canada may be illustrated by the fact that ill 1882, out of 14 million tons of entries and clearances not less than 8,394,000 tons consisted of paddle wheelers ; and out of all these steamers now plying in the Bay of Fundy and inilf of St. Lawrence not one could have passed through the canal. ADVANTAGES OF A SHIP RAILWAY. The advantages that a Ship Railway would possess in this locality over any canal, were fully demonstrated to the (Government of Canada before the subsidy was granted l)y that (lovernmeut ; they are in fact seif 'evident, and may be enumerated as follows : — The Shij) Railway can transpoit vessels of greater widtii and draught than the proj)osed Canal was tlesigned for. It would be open for Jie transport of vessels at an earlier date in the season than a canal could possibly be, and could be "isod when the Gut of Canso is closed by ice. The transportation of vessels would be more quickly performed. The execution of the work would take but one-third the time. Its cost is more accurately estimated and is Viut one-fourth that of a canal that would accommodate the same sized vessels. The maintenance, repairs, and operating are less ex- pensive owing to the difficulty there would be in keeping the works of a canal fn^e from injury by frost and ice. Owing to the fact that in sunmier, southerly winds prevail with the regularity of trade winds, it would then be almost impossible to sail a vessel through the caiial from the Gulf of St. Lawrence to the Bay of Fundy ; the task of towing .would be nearly as expensive as transportation l)y rail. The capacity of the Ship Railway can likewise be more easily increased to meet the demands of commeice, whether as to size of vessels, or as to Hic nuinbci' -if them. II. (;. {'. Kr/niiL'.M. Tota is incluJ DePai M jre of tlui ed by the itries and of paddle 'ing ill tlio one could VAY. possess in •ated to the granted by auv>.<. Department of Marine and Fisuehies, Ottawa, June, 1881. viTCUlM- 'I V APPENDIX II. 15 VJ (TO R I A CHAP 0'). C:^ Pieairlilo. All Act to provide for the granting of u Siib-icly to the (Miignecto Mai'iiie 'i'ranspoit llailway Com- pany Liiiiiteil. Conditions on whifU a sul)sicly niii.v lie ))ai(l to the sniii t'ompiiny (liirinj; twenty-fivn years. If the works are in ^ooii order. ^AHScnii-d In \~lh Mn,j^ 1S82.] In coiisideriition of tlic nivat mlvaiitagcs wliicli would accruo to the ^laritiiiic Provinces uiul the interrolonial trade of Canada generally from the construetioii of a Hhii) Kaihvay across the Isthiiuis of Ciiigneeto from Tignisli, on Li TJaie Verte, in the (Julf of St. Ijawrenee, vo a point at the moutii of the llivei- La IMancli'', on the Jiay of Fiindy, and of the ))roj)Osal made l)y Mr. H. (J. C Ketchum, on hehalf of a Company formed and to be incorporated as "The Chignivtu JMarine Transport IJaihvay Company, Limited,"' ami a])])roved l)y the (Jovernor in Council on the rej)ort of tiie Mini.ster of IJaiKvays and Canals, after consultation with the Chief Engineers of the l»epartnient ; Her Majesty, hv and with the advice and consent of tiie Senate and Jliju.se of Commons of (Amada, enacts as follows : — 1. If the .said Comj)any do, within se\(>n yrars from the tir.st day of July now next, construct sucli ship railwav, according to the terms of their said propos;i,l, and of an agreement and contract in that behalf wiiich the Coverii- nieut of Canada may, if they see lit, make with the said Company, in a sulistantiai niannci' and fully e(piij)ped for the services therein to l)e stipulated, to the satisfaction of and subject to the approval of the said (Government; then during a term of twenty-fiv<' years from the date of sucli apja-oval, j)rovided the said siiip railway is kept in thorough )c- pairandsatisfactorily pei'formsthe services aforesaid, a suhsidv at the rate of one hundre(l and lifty thousand dollars a wwx shall be paid to the said Coaipany out of the Consolidated llevenup Fund of Canada, such subsidy not being ]iavalili for any period during the said twenty-live vears diniii;' which the conditions al)ove mentioned sliail not I.e. com plied with. ilway Com- onial trade of Ship KaiUvay ;!,, on La Ba^' t at the u»outh ulv, and (.f tlio oulH>lml£otu ■The Cln^uoctu | Limitea,' aiul ,e report of the >iisviltatiou witli tier Majesty, I'y ,te and House ot .u vars from tlu- ,eh" sirij. railw'^X' ,,K,sal, and of an hich tUe Oovern- ,ke Nvith tl>o saul \dlv e.iuipi'ed i'>; h,/ satisfaction ot, -overnmont; tluu the date of su.l. l,eptintborou;^hrj^l ,Jovesaid.asuUsuU ,saud dollars a yeav ,f the Oonsolulat.l , not bein.; payal'i' -v-flve years duv:u^ I- shall not be, ecu