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 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 <liit of Caiiso and tlie Atlantic coast of 
 >Jovi> Scotia ; also to iteriiiit of propellers, paddlt!-wlieel 
 steamers, and other vcsm^Is, hiiilt and adapted only for 
 inlan<l waters, to continue their course from the St. 
 Lawrence to St. John N.B., Portland and Boston — which 
 is now impossil)le. 
 
 TJie distance thus .saved would be not less than GOO miles 
 between St. John and the chief cities of Canada, over the 
 present rout(i l)y the (Jut of Canso. 
 
 The existing commerce between Canada and the United 
 States would not only be greatly accommodated by the 
 construction of this railway, but it would also bo immensely 
 
Ktiuiuliitetl ami lU'Vflopod. It would lead to a large trade 
 between the western lake ports, and those of the New England 
 States. A vessel loaded with grain may eoiiie diiect from 
 Chicago to Hosto!! without lireaking bidk when the Ship 
 Railway is open for tralhe. 
 
 The eounty of Cuud)erland, in Xova Scotia, abounds in 
 coal ; the counties in New IJrunswick, bordering on the 
 Head waters of the Day of Fundy, are famed for their 
 quarries of beautiful freestone, which adorns the leading 
 avenues of New York, Philadelphia, and Boston ; the 
 deposits of coal, gypsum, lime and bit'.imincms shales lie here 
 comj)aratively undeveloped, l)ecause under present con- 
 ditions, to reach a market in Quebec, Montreal, or Toronto, 
 these products would have to be either conveyeil by rail, or 
 by sea around the Atlantic coast of Nova Scotia, an extra 
 distance of 700 miles, the cost of either of which is 
 prohil)itory. 
 
 The output of coal in Nova Scotia, for 18S2, was 
 1,.M()5,811 tons, of which the mines at the head of the Hay 
 of Fundy furnished 2 1 8, ."549 tons. 
 
 T'he productions of Prince Kdwan! fsland Kml a ready 
 market in the New England cities, but they have at present 
 to be forwarded via Cape Canso, to St. John, Portland, and 
 Boston, a voyage which fretjuently ruins the cargoes of 
 potatoes which, with like perishable jiroducts, reipiire cpiick 
 transit at clieaj) rates. The value of the freight ex[ieeted 
 from Prince Edward Island may be estimated by the fact 
 that there is an ainuial surjjlus of two million bushels of 
 potatoes alone tobe sent abroad, besides other roots and cereals. 
 
 The north shore of New J^runswick and Nova Scotia 
 abounds in timber which, if manufactured, would find quick 
 sales in the United States, if only the ocean voyage could 
 be saved. This timber is now lying waste for want of less 
 expensive transit than now exists. 
 
 The tisheries of the (iult of St. Lawrence are most im- 
 portant, as may be judged by the fact that the United States 
 
 B 
 B 
 O 
 
 f 
 
•g« 
 
 tnitU' 
 
 loct from 
 the Shii) 
 
 )oun»ls in 
 ig on tlie 
 
 for their 
 u! leading 
 «tou ; the 
 es lie here 
 vseiit coii- 
 ,v Toronto, 
 
 liy rail, or 
 
 I, an extra 
 
 which is 
 
 1882, was 
 of the Bay 
 
 find a ready 
 re at |)resent 
 •ortlaud, and 
 - cargoes of 
 ■et^uire quick 
 it\it expected 
 l)y the fact 
 ion huKhels of 
 )tsand cereals. 
 
 Nova Scotia 
 uld find quick 
 
 voyage could 
 ,r want of less 
 
 (loverninent paid to Canada tiie sum of ■*."),.")( )U,OOU foi' tlio 
 riglit of tisliiu;^ in Canadian waters. 
 
 Tin- fishing fleet of the United States, consisting of ahout 
 GOO vessels, frequenting these waters, would be cnaWh'd to 
 make two tiips during the season (instead of one) hy the 
 Ship Railway. 
 
 Tiie tisiiing fleet of Canada consists of l.loO vessels ; the 
 average tonnage, 40,856 ; the average numher of boats. 
 20,100 ; and the average number of men employed, 
 00,589. 
 
 The trad(> 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 
 
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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<l,2:U 
 
 1,!I12 
 
 7.l:ti! 
 t7.!i2i» 
 SDl 212 l(i,22 
 .iri.iiCiM Its, 
 
 4 
 
 170 
 
 ■I 
 
 .'tl) 
 
 ^.) 
 
 lOu.lKf 
 
 n, I.Ti 
 !ll,s-<l 1 
 
 •"t.l'll 1 
 M.llll ! 
 'ilt.iilSl 
 «ls,(il7 I 
 ."■..■iior, 
 
 221) iHil 1.2st j 220.:i2() 
 
 * Si'i ,\]iliiinlix. 
 
 Sclioniiors : 10,IU7 
 
 81oi)]is I 1,(110 
 
 Biiigi's, Ciuiiil limits, At'.' 1,:121 
 
 TdliiU'oustiug Vi'ssols ... ;i7,!i!t(l 7,"il.">,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,<ilO tons partieiilarly iM'longiiif,' to 
 tlio Maritime Provinces, iiichuling Quebec, New Brunswick, 
 Nova Scotia, and Princ*? Edward Island. 
 
 The estimate of 000,000 tons before given as the; probable 
 amount of trallic over this Railway is, therefore, less than 
 10 per cent, of the above tonnage. 
 
 The Board of Trade of St. John, New jlinnswick, pas.sed 
 the following resolutions on the 20th Oct )brr, 18S:} ,- — 
 
 " WlifrPdn, means of communication between the waters 
 of tiie Bay of Fundy and the Oulf of St, Lawre .ce, whereby 
 products of the several Provinces iMtidering thereon may be 
 intercliangod without encountering the dangerous navigation 
 of the Atlantic coast of Nova Scotia, whereby steamers and 
 sailing vess(>!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 !)<• <if yrcat coiivciiiciicf and licintil to uiir ti'ude 
 and coiiiuicire gont'ially. ' 
 
 Tlu' residents and fieeliolders of tlie County of C'uuiIkm' 
 land, tlironj^li wliiili the railway line runs, Imve, by instru- 
 ment, dated !)th October, If^SI?, guaranteed to ]»rovide all 
 the lands ret|nired for the railway and doeks, and proeure 
 the ne(■e^sary conveyanees for the same free of and from all 
 eliar;,'es ami expenses to the Com[)iiny. 
 
 The ( loverument of C^anada have provided a subsidy of 
 !i?ir)0,00() |iei' annum lor twenty-live years, to be granted the 
 ('onii)any durinj; the o]ieration of the railway. A further 
 grant in aid of the doeks, to tlie extent of an additional 
 !r!jr),000 a year, foi- the same period, is confidently expected 
 to U' given at tiie coming session of Parliament. 
 
 DKSCHll'TloX OF THE SHIP RAILWAY. 
 
 The line of Kail way is to t)e perfectly straight. 
 
 'i'he Gradients will be virtually level, none exceeding the 
 ratio of 1 in 2,000. 
 
 The length is to be seventeen mi'es. 
 
 There is to be a 1 >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 correspon<l in level and 
 coincide in line with the railway track on fi'rni, Jirina, the 
 gridinm will then be locked securely to this level, so that 
 by means of an accumulator and another hydraulic 
 appai-atus the cradle and ship together may then hi', haided 
 off the lift and thus transfeii-ed to the railway, where they 
 will Ije ready for transportation by means of locomotives. 
 
 The. princijile is simply a combination of the hydraulic 
 ship lift with a marine slip or railway extended, either of 
 which may be seen in this country in daily operation. 
 
 The operation of lifting vessels with cargo of much 
 greater registered tonnage than contemplated here has been 
 most successfully pei'formed at the Malta Hydraulic Dock 
 for many years without the slightest failure, although that 
 dock was not specially designed for lifting loaded vessels as 
 these will be on the Ship Railway. 
 
12 
 
 The work of hauling will bo done liy locoinotivcs 
 esjiodiilly constructed for tin- i»ur|ios<» instead of liy 
 ritationary cn<,'incs as on a n)ariii<' slip, thus doinf; away 
 with costly stationary cn^'inos, roiic-^ and ufviriiij,', licsi Ics 
 jH-rforniing the service in a much (piicker time. 
 
 Two locomotivoH will haid the largest vessel to ix- tians 
 ported (not to exceed 1,000 tons weight) at the rate of ten 
 miles an hour, or at greater speed, if necessary, for smaller 
 class vessels. 
 
 The locomotives and cradles will lie supplied with power- 
 ful bi'akes and appliances f(ji' l)(;th stopping and starting the 
 load whenever required. 
 
 When the vessel and cradle have anived at the other end 
 of th(( railway, the locomotive will Ix; passed into a siding, 
 and the vessel and cradle will lie pulled mi to the other 
 hydraulic lift in the same manner and liy the same a|i- 
 pliance that they wen^ first hauled on to the railway. They 
 will then be lowered and deposited into the water; and as 
 the gridiron sinks into the liottom of tlu; dnik, the vessel 
 floats herself olF and may then be pulled into the dock, or if 
 a steamer may steam away to her destination. 
 
 The empty cradle is then again raised to the level of the 
 railway, rolled on to a ti'averser platform where it w.ll bo 
 shunted to one side, thus h'aving the line clear for a 
 succeeiling vessel to undergo the same operation. 
 
 It will thus be seen that the whole operation is simple, 
 rajiitl, and economical, scarcely any expense besi<les that of 
 the lifting, hauling, and depositing being necessary. 
 
 The weight of the vessel and cargo as shewn by her di.s- 
 piacement is not to exceed, according to the r{ov(>rnincnt 
 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 
 \<t, Ix'si Ics 
 
 ) l)c trnns 
 •ate of ten 
 )!• similler 
 
 itli jiowcr- 
 itiirtiiifi tl"' 
 
 I- otlici- end 
 o ii siilini^, 
 
 tlie otlicr 
 e siinie iip- 
 Wiiy. Tliey 
 icr ; iind iis 
 k, the vi'ssel 
 [' (lock, or if 
 
 level of the 
 re it w.ll bo 
 
 e!ei\r for a 
 1. 
 
 in is siniph', 
 •sides tliat of 
 iiiry. 
 
 1 by her dis- 
 Oovernnunt 
 
 el of r)00 tf.us 
 
 Ht substantial 
 evellcd. Thi- 
 [♦■st ]Mts dug 
 
 (o test the nature of the foundations and the (|uality of the 
 material. The result has shewn u bed of ruek extending 
 over the entire distance. 
 
 Tiiere will be foni- lines of steel rails of 90 lbs. weijjht 
 per lineal yard. Thc! cradle for the largest \es.sel will bo 
 su|i|)orted on bogie trucks so tint the weight, evenly dis- 
 triliuted, would not exeeiMl 5 tons on each wheel. To 
 |)rovide for any une(jual distril)Ution the wheels and axles 
 will be designed to bear more than dou))le that weight. 
 
 " The Lon(h)n and South Western express engines have 
 9 tons on u wIkm'I, and the rails weigh S'2 llw per yard. 
 The t}reat Northern engines have about the s.uue weight on 
 their express heaviest loaded wheels. On the (Jreat Northern 
 the unnoui" ]ilated trucks have 8-1 tons on a wheel, and the 
 latter are spread ") feet G inches apart, therefore load eipuils 3 
 tons jK'r foot of line. Their heaviest tank engines weigh 
 r)5 tons on 1'2 feet 10 inches ))ase, and the ecpiivalent load 
 is also ."{ tons pei- foot as the wheels are spread 4 feet 9 inches 
 apart. The (Jreat Northern rail is 8'J lbs. The above loads 
 ti'a\erse at high speed not occui'i'ing on shi] railways so 
 heavier loads juight be put on that rail.' 
 
 Tlu> 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 l<y low 
 p to itH full 
 
 ts (Icstiimtion 
 
 cotia. 
 
 on the cargo. 
 
 PS by weight, 
 
 ining lines of 
 
 cents per ton 
 1. 
 
 K)0,000. 
 
 'i. 
 
 nation and con- 
 cargo, the whole 
 ting the cradle, 
 lied on a cradle 
 •aying load bears 
 bo one. 
 
 It i.s tlu'rtifore a freight line wholly. 
 The speed slow. 
 The line level and straight. 
 No station expenses. 
 The freight loads and unloads itself. 
 Works so snlistantially built that repairs and mainten- 
 ance will bo light. 
 The cost, theretort', of working will bo but little more 
 than ine.xpensive maintenance and locomotive power, added 
 to the cost of lifting and depositing vessels from and to tho 
 dock.s. 
 
 Tho proportionate cost of locomotive power to gross 
 earnings in p]nglish railways is 17^ per cent. 
 
 From tcni years' oxi>erienoe 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 
 au<l may be 
 
 •eater width 
 \ed for. 
 at an earlier 
 )e, and could 
 
 nore quickly 
 
 one-third the 
 
 )ni one-fourth 
 e sized vessels. 
 
 arc less ex- 
 be in keeping 
 frost and ice. 
 
 winds prevail 
 hen be almost 
 from the Gulf 
 task of towing 
 ya. by rail, 
 kewise be more 
 merce, whether 
 hem. 
 
 APPENDIX I. 
 
 Exiract from " KupouT OF Marine and Fishekiks, lf<sl, 
 
 Statement showing the Sea-going Tonnage, and Tonnage of Steaniei-s 
 over 100 tons register, of each of th(,' ]Maritini(: States of tlie 
 world, taken from the " Ilepertoii-e Ueneral" foi- iSSOand lf<Sl. 
 
 Nutionality. 
 
 Steamers. 
 
 ■ Gross 
 ToiiiiiiKO of 
 Stoiiuicrs. 
 
 Net 
 
 Toiiiiiipo of 
 
 Stcimicrs. 
 
 Vessi'l.s. 
 
 British (inchuling 
 CHn:i(l;i ami the 
 Col' lilies 
 
 American 
 
 Nonvcuian 
 
 Canadian* 
 
 German 
 
 ItaliHn 
 
 French 
 
 KusBian 
 
 Swedish 
 
 Spanisli 
 
 Dutch 
 
 Greek 
 
 Austrian 
 
 Danish 
 
 Portugiu'so .... 
 South American 
 
 Turkish 
 
 Central American 
 
 Belgian 
 
 Asiatic 
 
 Egyptian .... 
 Roumanian. . . . 
 
 Tunisian 
 
 Liberian 
 
 Syrian 
 
 Unknown .... 
 
 Totals 
 
 3,787 
 
 548 
 
 M8 
 
 918 
 
 277 
 
 103 
 
 3;i5 
 
 IGG 
 
 2;J8 
 
 226 
 
 111 
 
 20 
 
 82 
 
 10!» 
 
 17 
 
 37 
 
 10 
 
 10 
 
 40 
 
 33 
 
 18 
 
 1 
 
 1 
 
 6,392 
 
 4,205,019 
 
 634.292 
 
 67,036 
 
 19i),l.')9 
 
 289,429 
 
 107,070 
 
 423,787 
 
 128,729 
 
 98,969 
 
 205,498 
 
 118,260 
 
 14,237 
 
 93,142 
 
 74,987 
 
 16,253 
 
 61,198 
 
 8,866 
 
 4,572 
 
 64, 773 
 
 38,984 
 
 18,212 
 
 166 
 
 1,067 
 
 9,552 
 
 2,773,082 
 
 389,937 
 
 49,067 
 
 120,141 
 
 203.322 
 
 72,813 
 
 277,781 
 
 82,843 
 
 09,292 
 
 135,814 
 
 80,632 
 
 9,526 
 
 62,114 
 
 47,844 
 
 10,946 
 
 40,401 
 
 5,579 
 
 2,803 
 
 44,747 
 
 24,210 
 
 11,859 
 
 111 
 
 726 
 
 18,352 
 
 0,958 
 
 4,160 
 
 6,459 
 
 3,113 
 
 2,931) 
 
 2,772 
 
 1,875 
 
 1,979 
 
 1,578 
 
 1,112 
 
 1,672 
 
 699 
 
 1,172 
 
 424 
 
 254 
 
 374 
 
 144 
 
 29 
 
 54 
 
 Net 
 
 Toiiniipp 
 
 of Siiiliiif^ 
 
 Vessels. 
 
 6,302 
 
 20 
 2 
 2 
 1 
 2 
 
 6,745,198 4,401,751 , 48,584 
 
 5,486,666 
 
 2,()4S 975 
 
 1,371.721 
 
 1,191,077 
 
 953,856 
 
 913,782 
 
 541.853 
 
 426,226 
 
 399,237 
 
 325,036 
 
 332,750 
 
 321,777 
 
 237,790 
 
 177,839 
 
 99,572 
 
 86,400 
 
 61,738 
 
 47,702 
 
 13,067 
 
 21,593 
 
 3,443 
 188 
 317 
 293 
 
 1,159 
 
 13,872,980 
 
 Totnl 
 
 Net 
 
 Tomiiigo. 
 
 8,259,748 
 
 2,4 38,9:2 
 
 1,420.788 
 
 1,311,218 
 
 1,157,178 
 
 986,595 
 
 819,634 
 
 509,069 
 
 46H,529 
 
 460,850 
 
 413,382 
 
 331.303 
 
 299,904 
 
 225,683 
 
 110,518 
 
 126,801 
 
 67,317 
 
 50,505 
 
 57,814 
 
 45,803 
 
 11,859 
 
 3,554 
 
 914 
 
 317 
 
 293 
 
 7,461 
 
 18,274,731 
 
 * The figures for Canada are not added in the column.s, as Canada's tonnage 
 is included in the tonnage ot Great Britain. 
 
 I have the honor to be, Sir, 
 
 Your most obedient Servant, 
 
 Wm. SIMITH, 
 
 Drpufi/ ^fini.<!tn^ (f Marine anil /7.vA<'>v>.<. 
 
 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