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W FINAL KEPORT OF THE OFFICERS EMPLOYED ON TUG SURVEY OF THE LINE FOR TUG QUEBEC AND HALIFAX EAILWAY, WITH THE SUBSEQUENT CORRESPONDENCE THEREON ; AND ON PUBLIC WORICS IN CANADA. ^resenttti to bot^ %ous» of ^arlfnmtnt bs Commanti of f^er M&\tsVB, FEBRUARY 1849. LONDON : PRINTED BY WILLIAM CLOWES AND SONS, STAMFORD STREET. FOR HER MAJESTY'S STATIONERY OFFICE. 1849. A ' .^^ 1 ■',rvM. ■r% -. :it ,in(l D.ili' l)i-H]iat(-h. SI lUKCT. 184S. 2!i<)* Nov. 17 Kiiclri^ra I'lVAL lll'.l'OIir or M^FOIl UOniVSOV, R.i;., „„ I till' l)rll|ll^^t•ll Trunk Iiiii,' i>l' Rnilnuy fnim Nova Scutiu, tlii'(iiii;li I N<'w Itniiiswick to (jiiolxc ....... ' The Uc|iiiri itsill ......... : (MAI'ti) l;icc piij-o ;!l.) l«l!l. .■JIS .lull. 'JO Knclii.m'9 olisrrviilicins ut'tlii' Itailwiiy C'liiiiniissioiicrs nn Miijor Iluhiii- s Ill's l{i'|i()rt ......... .Tl'.l .Iiiii. 1^7 AckiiDwIeilms Receipt of Di«|mlcli, No. (i, nf Rh .Fanunrv, enclojiu); j Tiilmliir Stnlcmnit (if l'()l'tll.VrK)V and Aiiiount of Ratcalil'e I PROl'KRTY in Upper ("niiaila, fnmi 1S'>,') to IHH. fa'-,. DKSPATrUKS FROM TIIH UKJUT l!0\. TIIF KAIil- OF KLGIN AND KINCAnDIVE. ({OVKRXOR-r,F.\i;i{\T. «U' CANADA. 18-18. 1.50 Der. -it) FIX ANTE: Willi r'ii|iy iif Letter I'nini tlie li:-i;iietiir-'Ieiieral to Messrs. R iiiui; anil d'. mi Finaiieal urraiiL'eiiients .... l.ill- Dee. ^'0 With Mem". ,,r liispee!..r-(ieiieial un (,'{)1,()NI/.\TI()N, anil lircini.li.iii i.f PIRl.IC WORKS l.).! Dec. L'O In Reply i.i I, ml (Iiey's De^^pateh, N.i. L".l!l, triinsiiiiltin^ Mainr Ruliiiisoii'-. Report; sciiil» .Miinile nf Kveeiitive Coiimil hikI I Mem", (if tlic lii>pcetor-Gciieral on ineasiire.H foi coii.-trnclim,' I the Railway 1819. 1 Jan. 3 t; .Ian. -1 .■ifi .J8 In eunliiination of alime, semis eopy of Iiiftnielioiis iiildrei-seil to 'li ■ Iveiiteiiant-Ciovenior of Nova Scotia ami New Brunswick . (il I'OITLATION I ,.,. „ , f ,„„. . ,„,. „. DFSl'ATCHKS FROM .SIR E. IIKAD, LIEUTK.\ANT.(;()VER\OU OF XFW URUXSSVICK. I I o I 1S49. I 1 ,Ian. 1 Oliservaiioiis on Mijor Riliinson's liiial Uepori, siil. untied liy Mr. i Wi'kiiis"n of the Crown l/iiiil Odiee, New liriiiiswiek . . | (i!) 2 Jan. () ' Minute of Cm neil on reeeivini; the final Report of Major RoliiiiMiii ; I and ill cmnicxioii with the Iiislruclimis received from theGiiveriioi- ' General, liord F.lpin ........ "0 1.3 Feb. 2 HALUAX AXDQl F.IIKCRAMAVAY:— I With t'o|iy of Kes-ohitions of >teeting held at Dorchester on I !•' a DK.SPAT('II Irom Karl (iiiEV to GoverHor-Glciicral tlie Karl of Kl.GIN .AND KlNCAItDI.Ni:. My Loitp, Dowuiiif^strcet, Novoiiilu-r 17, 1818. 1. TiiK Conimissioiu IS apiJoiiiti-d liy llrr Majesty's (lovirnnifnt to t'Xj)lor(' ami siirvry tlic liiu' of t oiintry olVcriiif;- the };r('ati'st advaiitani's lor the Ibrmatioi! of a railway from llulilax, tlirouf;!! New IJriiuswiik to Quehce, Iiaviii!:; coiiiijieted tlie diitiis witli wliieli tlii'j were cliar^ed, I liave now the Iionoiir to transmit to your Lordsliip tlie fnial ie])ort of Major Kobiuson, addressed to t'le Inspectijr-CieiuTal of l''ortifi('ations. 2. 1 liave ])eruse(l tliis alile document w ith tlie interest and attention it so well merits, and I Iiave to convey to you tlie assurance of Iler Majesty's Cio- verniueiit that we fully a])])reciate tlu; importance of the proposed undertakiuj;, and entertain no doui)t of the {;reat advantages which would result, not only to the provinces interested in the work, imt to the empire at larji;e, from the con- struction of such a railway ; hut j^reat as thest' advantafjjes would lie, it is impos- sible not to he sensible that the obstacles to lie overcome in jirovidin^ for so lar!i;i! an exju'iiditure as would be thus incurred would be of a very formidable kind. Before, therefore, Jl(;r Majesty's Govermm-nt jiroceed to consider the ([uestion as to whether any stejis should be taken to carry this plan into effect, it is necessary that we should lie informed how the several jirovinces would \ic prepared to co-ojieratc in its execution. 3. It is obvious tliat the cost of the work would be too j;rcat as comjiared to the return to be anticipated from ilie probable traflic, to i^ive ri'asonable ho[)e of its lieint; undertaken by any C-omjiany as a private speculation. The ([uestion, tlierefore, arises whether it would be expedient that in some form jiublic assist- ance should Im> fjiven towards the accomplishment of an object in wliich the public is so much interested. 4. Tlie answer to this (juestion must, in a jjreat measure, depend upon tlu; degree of imiiortance which the provinces attach to the oiieuini; of this line of conimiinication, and upon the amount ol' exertion they would he jirepared to make ibr the iiurj)ose. I am, tlierefore, anxious tliat the subject sliould be broufiht under the early consideration of the resi)ective Lej^islatures, and that I should be jdacird in possession of their views with respect to it as soon as may be jiracticable. !'}. In forming p. judgment as to whether public assistance ouglit to lie given towards the execution of the work, it will be necessary to take into consideration the dilVerent ways in which this might be done. Various modes of proceeding have tieeii proposed : one is that of endeavouring to form a Comjiany, by guaranteeing to them a certtiin minimum inten^st on the capital, to be invested in the undertaking. This plan would, no doubt, possess some advantages, but on the other hand it would !)•; attended with the disadvantiigeof depriving the jiublic of the proper control over a great national work, and also of having a tendency to encourage inattention to economy both in the construction and subsequent working of the line. This last objection has been met by jiroposing that any Company formed * .Slinllar Dcsputches iiddressed to tlio Lieut.-Governors of Nova Scotia (No, 131 , Nov. 1 7) nnd New Bruns- wick (No. 7S, Nov. 1 7). B 2 lilUTISII NOiniJ A.MKllK .\. No. I. Autfust .il, 18-l«. <,' IlllITISH NORTH AMKliK 4 PAPERS RELATIVE 'fO TriE QUEBEC AND to coiiMtruct the line should receive uwistancc, not in the form of a guarantiee of ■ any (j;iven rate of interest, but of a flx«'d payment either of enpitnl towards the execution of the work, or of an annual sum of money in lulditiou to the receipts (U'rived from traffic when the line iu completed. G. Another plan which has been HUggesttnl is that the required capital should be raised liy loan by the Government, and contr nts entered into for the forma- tion of tlie line which, when fniished, could be worked either by the Govern- ment or l»y any C^ompnny formed for that purjwse, and to which Company the working of the line might I>e leased, under such conditions and for such a period as might be deemed advisable. The objections to this pro])08al are those usually raisi'fi against the undertaking of such a work by a (lovernmcnt, while on the otlicr hand it would be atten(le',\\ In New Hrun^wick. Miiiiili of tile Meta|ie(lia Hiver to the nioiilh of tlic Niiget AliiiitJ the St. Lmvrencu to Quebec 191 [■„ Caiiuda. Total (liHtniire from Whitehaven to Quebec by tluHl -(..^ route , . . . . . .1 Thus the distances will be a^ umler: — 1st. Hy the niixcil route, lluiifax lo Aiuia|iolia, by the St. John to (juelii'C, tlitMli>taiii i> uill bu 2nil. Hy till' llaiil'ax iiiiil Ka-lirii, or Hay I'lialeiiis route, to Quebec .'iril. Hy the ilirecl route, Wliiti liaveii, Hoistinvii, and Quebec . Itli. Hy the llalilax, Tniio, Ainherat, and Hoistowii, to Quebec 'jlli. Hy the \Miileliuveii, Hay Verle, and Hay C'haleurM, to QiielxH; 000 ,■)'.).') (W2 The fir>t line fails in the most ess-iiilial object contemplated by the proposed railway, vi/., a free and iininterriipti'd comniuiiicatioii at all times and seationB of the year from the port of arrival nn the .Aliaiitie terminus in Nova .'^eotia to Quebec. 'I'lio intervention of the Hay of Funily is fatal to this route. Ill summer the traiissiiipmeiit of jiasM'iipers and ((oods to and fro would be attended with the greatest inconvenicnee, loss of time and additioiial expense; whilst in winter it would be even still more incoinenieiit, and liable to be intcrriipled by slmiiis and the iloaliii); mashes of ice which then occur in the bay. In the case of the conveyance of troops, transport of artillery and munitions of war, the crossing the bay would at any time be most objertiunuble; and if suddenly reipiired in critical times, might be attended ivitii the worst consequences. Comniercially, too, it would destroy the fair prospect of the jiroposod lino from Qiicboc to Halifax, competing sueeussfully with the route by the Gulf of the St. Lawrence, and with rival lines in the neighboiiriri,' States. But there are also otiier serious objections to be offered against it. Passing through New Briinsnick, and on the right bank of the .St. John River, as it must necessarily do, to thu Grand P'alls, it would for a considerable distance, both before and after tlie reaching that point, run along and close to the frontier of thu United States. In case of war, therefore, or in times of internal connniotion, when I order quarrels or bonier sympathies are excited, this line, when most needed, would be tiie most sure to fail, for no mea- sures could be taken which would at all times effectually guard it from an open enemy, and from treacherous attacks. The passage across the Hay of Fundy so close to the shores of Maine, would invite ag- gression, and require a large naval force for its protection. The engineering difliculties as the line approaches the Grand Falls from Woodstock would not be easily overcome. The space between the St. John Hiver and the boundary line becomes gradually contracted to a width of not more than two to three miles, and the 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. Lawrence, a distance of more than a hundred miles, the country is so far known as to make it certain that there is very difficult and unfavourable ground to be encountered, which would require careful explorations and extensive surveying. This intervention of the Bay of Fundy, therefore, and the proximity of this line for a con J \ HALIFAX HAILWAY. AND I'lrHMC WORKS IN (JANAI)A. 7 Kidoriilili* iliHliiiici', III lliii rriinlicr of llii< Cnili'il S|utc'<. \Mi>i ni, oli|i)i'li(iiiiilili' mil I'lit.il to tliii route, lliul till' ikiti'iiliiiii of llli* iilDcrrt iiiiil llii-rsiilui iii^i |i,trlii'H wnt. iil'lrr ii vli^lil i<\miiiiiiilion of till' lint ry bt'lwi'i'ti ilulil'iix anil /\iinii|K)li'4, ilirucloil in wiirrli of iitliitr iiiiil iiiuru riivuiii'- llllll' lilll'N. 'I'll iimlt'rHtanil till) coiiipuriilivr iiilviiiiliiKiM pnnHPKai'il liy llii- I'llirr riiitrs iii uoll iii to lii> nlilf til wiii^li till' iiliji'rtiiiiiH tvliu'li iiiii^ Iii' I'lijiril ii|{,iiMNl I'licli, iiiiil nriDrwanli ili'lrrniiiii' IVorii llu'ir ri'lulivi* inrrit« uliicli Ih iIii' IiohI liiii'i'liiiii lor \\w |ii'ii|mi>ihI liiii' to tiikr, it will In' nri'i's- Hiiry, |)ri)tii>iiNly. In fliiratiiMis lor new liiirs iiniiiri'SHary, lierinmc, il'('liiiii. 'I'lie (lisliiliie rrniii llie Allaiilie cousl ol' Nova Hioli.i to llie liiiiik nl' ill.' .'^1. Limreiiee JH about 3(i(l miles in a strai|{lil line. Inlerieelin^ the eiiiiiilry wliicli miisl. be Iniv.Tsnl by any line of railiviiy, ami erossiiijr ii^ course at rijflit aii){les, iini five Kreut iibnliieli'n wliicli have to Iki el'lier snrniiainU'il or avniileil. 'llie th'st is a liioail range or belt of bigh uiiil broken biiiil wliiili runs iilini); llie Atlanlie shnris of Nova Seoliii, IVuni Cape {'aiisn to Cape Sable, 'llie breadlh varies from about iJO miles ill its narrowest pari up to ')0 or CiO miles in nlher plaies. Its uverane lieijjbt may bo aboul .')()U feet. The strata of wliieb il is eoiuposed <■^l|lsi^t of yraiiile, slale, anil a variety of roeks, b.ird and diflieiill to rut tbroiigb. The eliaraeleri^lii' lealiues of the siirfaco uie riii{j{ed and uiie\eii, and therefore very iiiifivoiirablo for liiihvav operalioiis. No usi'fid niiiierals of the melallic kind have been found in il, in ipnintities siillieieiit In work lo ailvaiitap'. Valuable (piarries of stone for building purposes are abundant, bill iheM' will be found every- wliure nearly along the proposed line. '1'lii.s foriiiutioii IS estimated In eover nearly two-liiirds of the siirfaeu of Nova Sootia. Il is, generally upeakin^, unfavourable for u^rieulture ; llie limber on it is stinled in growth, and it is an objeet of some iuipnrlanie In pass llnnueh it, and leave it beiiind as soon as possible. If a lino be diawii from the head of the esliiarv of the ,\von, near Windsor, to the (Jreat Shiibeimcudie Lake, and then across the ,'s^lewiacke Hivur, almig the upper parts of the slreamii in liie county of I'icloii, to the (iiil of Caiisn, all the pnilinii lyiiiy In llie south of this line bo- longs to lliis formalioii. and ail to ihe north of it lo the more favorable and highly valuable forniatioii of the earbonil'erous system. 'I'he narrowest and shortest line by which this rangu or lielt can becrossi'd occurs ul Ilalifa.x, and at thu Haiiii' time, owing lo a favourable break in the eliuin, at the Inwcst point in aitiliidu; the Kumniil level through it nut e.\ceeding '.10 feet. The Halifax line (route No. '!) is cleiir of it in 20 miles. Before thu same can be done by thu Wliituhuvuii and dircci line (loiile .\ii. ;!), il must follow the coast for upwards of 30 miles, as far as Country Harbour, and iheii a further course across it of another .'iO miles; involving in this distance two, if not three tunnels, and mu.st siirniount a summit level of 400 feet. 2. 'J'lio .second great obstacle is ihe Hay of Fiindy. This, as stated, is fatal lo the firat route. Hy tliu other routes it can be turned and avoided. \i. 'l"he third obstacle is the range of Cnbeipiid Hills. Tlieso extend all along the north Hhore of the Bay of Mi las, and very nearly across but not quite to thu shore at tllu Straits of Norlhuniborlaiid. In breailtb, the range preserves nearly an uniform width of aboul lOiiiilos, In altitude, the hills average from 800 to 10(!0 feel. The lowest point, after a careful biirvey, wa.s found to be at liie Knlly Lake, CiOO feet above the sea. This range can be avoided and iiassed by the Whitihavuii and direct route, but must be siirniounted alil crossed over by the lalifax and Eastern line (route No. 2). The prevailing rocks are granite, poriiliyry, and clay slate, in the upper portions; along the shore of the Hay of Miiias and on the northern side, the formation is of the red sandstonu and the coal measures. This range sdiounds with the most valuable minerals, of which a large mass of speeular iron ore, of uneijiialled richness, occurs close to the line, and only requires facility of carriage fpr bringing coals lo the spo', to be worked with jirofit. A large portion of this tract still remains ungranted, and timber of e.\cellunt growth, with abundance of the finest slone for building purposes, are lo be met with, and still belonging to the Crown, can bo had for the expense of labour only. 4. The fourth obstacle is the bi-oud and extensive range of the highlands which occupies nearly the whole space in the centre of New Brunswick from tlio Mirainichi River north to tho nestigoiiche. Some of these moutitains rise to an aliitude exceeding 200lT feet. The Tnbique River runs through them, forming a deep valley or trough, which must be crossed by the direct line, and increases greatly the difficulty of passing by lliem. The lowest point of tho ridge, overlooking the Tobique River, at which any line of railway must pass, is 1216 feet above the sea. Then follows a descent to the river of 70() feet in 18 miles, and the summit level on the ojiposite ridge or crest between the Tobique and Kustigouche waters, is 920 feet above tho sea, or a rise of 500 feet above the jioint of crossing at the Tobique water. These great summit levels which must be surmounted, form a serious objection to this rpute. The Eastern line, by the coast, avoids this chain altogether. The greatest summit level IIHITIHII NOIITH AMKIIICA. '^/H^ia^-Li 4*U. LSfa'i 7 nnmMi. NOHTH AMKHICA. li • PAPERS RKLATIV" TO THE QirKBKC AND rIoiih it will not liK h1k)V« r?«>H frot, wliili' ihr (liKliiiiro liv I'licli from lli« |iriiuiicvieU) will Iki ui;iiljir lin"", liiit in nn iivnrnjjf iliHtunri* from it of iiboiit 'iO iiiilfn. It ojM'iipicii, «ith ita »|Mir» ami liriinchco, ii lii.|{i> |iortioM ol' tlii> H|iiifc Ixilwci-n the Si. LuHrrtiMn raiiKc, I'hu topii of tliu inuiinlHiiiH urn u* pIcvatiHl in tlii> oii« run^< u» in thn oilier. Tlin itnp<<(l iiiul fiiilod wii» nrroHnfrom ihi' Troi* l'ittoli'» River, by llio heiuli of finvn KiviT, iiml down the I'neudy. or Honiii of the xtreamii in llint |mrl, running into tliu He^tiifniirlie Uiver. A favourable line from Ihe Troi« PiMole^ wan aarertuinnl along the Kugle Luke and I'orradi Kiver, an far nn the ninioimki, and it in probable that by a:la|M< allowinK it siilfieient latitude to Kup|Mme it will bu equal in enKii>eurin|{ (iieritK, and that if iicconipliHlied it will give |t'e roule No. 1 an apparent advantage of '10 inili-H in dintance. A very Mriking chnrnrterislie in the (feolo;iiriil fnimation of North Amerioa, and which haa been iiotieed in the wrilinif* of pernoiw who have de-< norlh-eimlerly a. id «oiiili-weNlerly. On refurriii); to the (ii'iieral Map No. I, and eoiifiniii); Ihe allention more narlieularly to that portion of country eanl and north of the St. John Hiver, tlirou{>h which any line inunt pom, thi" RenernI teiub-ney cannot fail to be remarked. The ri\er Si, Lawrence, the main l{eNti|; In Novn Srotiii, lliU riirnialiiii\ ncriipii't its ihirlhrrii •rrlioii, iinil iinioiinti In lu'iirly oiin- lliii'il III' iir whuitt HitMi. It thttit uxltM' Id nil uvi>r tlio loiillu'rii uiid ouiti-ni |iai'l^ »( New HriiiKHlrk. In I lilt riiii|MTt, tliorrlori', ihn roiili* No. '1 liiii ii ilt Miiitli miio uf lliiil liiirliiiiir. TIlo oxiirt I'Xiitiit nf tll>> liiid it mil kiinwn, lit it it briiki-n liy n K<'''»' CK**>'"Ki<'"') riinll. It nccii|iii*ii, hoivuvur, nii aruu ol' timiiy Hi|iiuro iiiilrx. 'I'lii- rnul in liitiiMiiiinii-), nf koikI i|iiitlily, iind llii* vrinn of iiidiiI iiiuixiiul lliicknunn. Miiii'ii ill it iii'p rxliMiHltidy worki'd, mid liirKo ux|iort) I'rorii iIikiii am iiiiiili' In tliii (hiitrd Sliilci, Irciii orr i< iiliuiidiiiil. 'riiii in nil Hdviiiilu| riiiixiiliTcd, from llial ciri'iim- xlalicii, ai iiol bi'inK (li'|)rivcil allogi-llipr of an ail\aiita|(r poom-Kxi'd liy tin* othi'r roiili-. Till* criMil a^riciiltiinil rapabililii'x of tb>< caNli'm coiintifx of Ni'» Hriiniwii'k havo bci-ii di'xoribt'd in tbo n-porlx of Mr. I'l-rli'V, thi' (Invornmi'iil KiiiiKralioii /\(»i'iil. which hitii pi'i-xMili'il to lh« Nriv liriinxwii'k l.i'i.'ixlaliirc in I'Vbniaiy, |H inimi iiiiporlani nbji'Cl lo hi- iitlair .1 b\ lh>> const rni'tioii of llic railroad is the xi'lllcmcnl of tho piililic land*, and tlin (Miconra^cincrt of i'iiii|;ratiiin from tlic iiiolhiM-iiMinlry. Ah licarinif very «ii'>ii({ly upon ihix poini. in the clioicc of the bent dircclioii for the line, I Hiibjoiii lint followiii); I'Mract taktii Iroiii HoiicIicIIi-'h Work on Caniidu, vol. i., pa^cM.'ll. It i^i a limitation made by him Iroiii " 'i'lie Conimi-isionerH' Ui-port of |N2I." " Tlie Hay of Gaxpe, and parliciihirly the lUtji iIi'a ('liiilriirn, are siiiccptilile of the iiio--t improved agriculture. |''or tlie exIabliNlitiienI of emiKniiitx no part in Caniiila (.tiers suih immediate reAouroex of livelihood an may bi> derived from thi' fixlierie". It i^ a fact uoitliv of iiiiliee. Iliut ill ibp ynr INIG, when tile loner parts of tile province were alHicted with a faiiiiiie fioni ihe destruction of tlio harvest by frost, no such incomenience was u.\|M)rieiu'i)d at I'aspii Iliac, nor at nnv otiipr place within the level trad above mentioned." The tr.ict nliiiiled to here in nut ricarlv deliiied by ibe ipiotalion, lint it is «up|Nised to me.in the svh'ile ilislriet aloiii; the sniilli shore of the liuy ('haleiiiH. Thix tends to rIiow tin' elTect inoduced by tint vii'inily uf the sea, in moderating the tiiiipera- tiire and Having; ibe crops from niitimely frosts. In this respect, Iherelhre, the hue No. 'J has nil iiiipoilant advanlage ovei the one Ihrongh ibo central mid more elevatciliiiiid of New Hriiti^wiek. Am I'le ititprior it appronrlipd, ii'ul the distancp from, as well as the elevation ubove, tlie sen increas' , the danger to crops fi\.m cold nights and early In, Ms also increases. Ill ''"e .Madawanka Si'ttlement, nnil on the Upper St. .(ohii Kiver, gr.'at I'ailiiies of crops have occnrreii from lliis cau«e, i.:!(! wheat and potatoes arc very liable to In- dcstrinej. From the Ucnd of I'etilcodiac to tho St. l,awreiK'e, a di--tnnce of '.'pwards of JlOl' miles, the direct line woiihl |ia»s ihruiigb a perfect wilderness, with not a single settler on l' whole line, except a few at or near lo lloistown. IiiMiving enginepring difliciilties for the moment nut of llio qiii'stion, the co->> of construction would be II n t materially the interests of the city of St. John, and the receipts upon their braiidi rail' It will atloct a .nost sensibly the rpci'ipfs of the main trunk line. Along tlip south Dank of the St. Lawrence, from Quebec to Metis, there are settled along it, in what can be only comp-ired to one continued village for 200 milos, 75,000 inhabitants. Of these also a laige po))ulation, probably 12,0(10 in number, -•'siding between tho Rimouski ami Metis Uiver, will be deprived of tho benefit of the railway if the direct line be adopted. To counterbalance the serious detriment which would thus bo caused, this line would diminisli the length of the branch line likely 'o be made to connect it with Predericton, which is the seat of Government, and contains about 6000 inhabitants. The population of Nova Scotia may be estimated to be about, viz. : — City of Halifax and County County of Cumberland „ Colches.er „ Pictou ,, Sydney and Guysborough Remaining Count ich Total 40.000 10,600 14.900 30.300 23,200 111,260 230,200 The population of Cape Breton is estimafi'd at 49,600. Of the above, if the Whitehaven and direct route be adopted, the city of Halifax and county, amounting to 40,000, will be excluded from the benefit of the lino. If the Halifax and Eastern line (route No. 2) bo adopted, then the population of Sydney and Pictou, amounting to ■'i3,500, will be excluded. To the ]iopidation in the southern or remaining cc unties (111,200), the Halifax route will oe of essential benefit. From the other route they would derive no advantage whatever. *i I It is now proposed to give an account of the explorations and their results. The dotted lines on the General Plan, No. 1, show where these were made, and the courses taken. In the season of 1846, tho Cumberland Hills were very carefully examined ; sections with the theodolite were made, and barometrical observations taken, to ascertain the lowest and most favourabl i point for crossing them. The line which had been cut ou*. and explored for the military road was followed from tho Bend of Petitcodiac to Boistown. From Boistown tile general course was followetl, and levelled as ^ ■ as the Tobique River, but the country was so unfavourable that new courses had to be constantly sought out. A new lire altogether was tried from the Tobique, as far as tho Wagan Portage. 7 HALIFAX RAILWAY, AND PUBLIC WOKKS IN CANADA. 11 Thu ri-NiillH ilrduced from tlio obiLTvatiuti!! and sections proved tliis linu to ho qnitu impiacti- ca))li> for II railway. WliiiNt till' line wm being tried, other parties explored I'roni Neweasllo nn the Miraniiehi Hiver. over to Crystal Hrook on the Nipisigiiit, the valleys ol' the Upsal(|Mil('h and its trib\i- taries, and as fur ax the liestigoucho Uiver. Tliti country at the upper Hatem of the Nipisigiiit, and the whole of the Upsalqiiiluh valleys, wcro fonnd to be rough, broken, and totally iinpraeticable. The result of this season's labours went to sluiw, that the best, if not thu only, route that would be likely to be praciicablu, would be by the North-west Miraniichi to lial hurst, and (hen along the Hay ('lialeurs. During the winter, a small n connoitriiig party (on snow shoes) was sent up the Metapediae Valley, as far as Mutallis Hrook, iuid they niaile their way across thu country, Ironi thence to the mouth of the 'I'orcadi Uiver on the Hiniouski. Their rofHirt on this lijie was rather Tavoiiralile, and had there been any necessity for it, it would have been more fully oxploiixl 'he next season (1847). Ah soon as this was sufficiently udvunced to admit of tliu parties entering the woods, the exploraliiiiis wore rosumed. A grade line was curried over the Cumberland Hills. It was cut out through the woods, from the foot on one side to the foot of tlie slope on llie other, n di>rniinus, the great emporium of trade for the British provinces and the Far West. Whitehaven has not the capacity for this, and in winter it is evidently dangerous for sailing- vessels ; and the selection of it as a terminus would be to exclude Halifax altogether, or to compel the formation of a branrli railway of 90 miles in length, in addition to 57 miles of trunk railway. It involves also the necessity of making expensive arrungenifuls ; lighthouses must bo built, depots for the supply of the steamers must be made, fortilications must be erected, and accommodation for a garrison provided. For the terminus of a great line of railway would need protection in time of war. At present there are only a few fishermen's huts. The probable saving of 10 hours of time in an ocean voyage which varies even with the Cunard steamers from 9 to 18 days, is not of such all-absorbing magnitude us to entail, by the choice of the terminus, such a fearful amo'Uit of extra expense and inconvenience to a whole province. At a more advanced period, perhaps, when the provinces have attained all the prosperity they have a right to expect from this and other great works which would follow as surely as effect follows cause, then it may bu time to consider the propriety of making a branch to Whitehaven. Its selection now as the terminus would most materially affect the receipts to be expected from the traffic. Whitehaven. *'iorcforo, with its longer and more expensive lino of railway, full of engineering difficulties, passing for miles through a district of country, rocky, barren, and unfavourable for agriculture, benefiting a comparatively small proportion of the inhabitants, to the exclusion of the capital and the greatest amount of the province ; or else involving the necessity of making a branch line of 90 miles in length, is decidedly recommended to be rejected. And the city and harbour of Halifax (one of the finest in the world) is recommended to be {■elected as the Atlantic terminus for the proposed line of railway. That part of the direct route (Nos. 3 and 4), viz., the line from the Bend of Petitcodiac by Boistown to the Restigouche and the St. Lawrence, crossing the range of New Brunswick moimtains, having to surmount two summit levels of 1216 and 920 feet, causing heavy grades, and increasing materially the cost of transport ; passing through a totally unsettled and wil- Herness country ; involving greater difficulties in the transport of the materials necessary for its construction, and supplying food to the labourers engaged in its formation ; excluding the towns and settlements on the Gulf shore, and so preventing the development of the vast resources of the country to be derived from the fisheries; and also inflicting a serious loss to the interests of the main line, and to the intended branch from the city of St. John in New Brunswick, is, notwithstanding its one great advantage of diminished distance, recommended most strongly .o be rejected. And the route No. '2, from Halifax to Truro, at the head of tiio Bay of Fundy, passing over the Cobequid Hills, and on or near to Amherst and Bay Verte, crossmg from thence over to the rivers Richibucto and Mirainichi above the flow of the tide, so as not to interfere with their navigation ; then by the valley of the north-west Miramichi and Nipisiguit River to Bathursti then along the shore of the Bay CImleurs to the Restigouche River; then by the valley of the Metapediac over to or near to the River St. Lawrence ; then by the route as shown in the General Plan N.J. I, along the banks of the St. Lawrence to Riviere du Loup, and from thence continued through either the second or third concessions along the river until it approaches Point Levi, is reconmicnded as the best direction for the proposed trunk line of railway from an eastern port in Nova Scotia through New Brunswick to Quebec. It combines in the greatest degree the following important points: — 1st. The immediate prospect of direct, as well as the greatest amount of remuneration for the expenditure to bo incurred ; the opening up a large field for provincial improvements for the settlement of emigrants, and by altbrdiiig the opportunity in addition to internal, of external communication, by means of the Gulf of St. t^wrence and the Bay Chaleurs, it will tend to develop in the highest degree the commerce and the fisheries of the Province of New Brunswick. IIKITISII NOinil .AMKIIICA. 14 PAPERS UELATIVK TO THE QUEBEC AND imiTisii NORTH AMKItICA 2iiil. I'iisHing ailing tint K.'ii-coast lor a i;roal di'-taiico, and capalilo of buiiig npiiroaclieil at ' several points liy bays or iiavifjalile rivers, it possesses the greatest facilities for construction, londiiig to rediu'u tlie expanse, and by its luoru fuvourublo gradea alio tlio cost of working and subse(|ueiil niainleuance, 3rd. Hy passing over a liw elevated country, and at the least dittunce from the sea, tliero will be loss iiiierruplinu to be apprehended from eliniate, wliilat the nion; fuvourublu grades will increase the elllcieney and rapulity of intercourse. 4lh. Passing at the greatest possible disluneo from the United Status, it fiossesses in tlie highest degree liie advantage to be derived I'iMm that circumstance of security from attack in case of liDstililies. The lu'>t gi'ueral direction lor the jiroposed trunk line of ra'hvay being admitted to be that of route \o. '2, viz., the Halifax and Eastern, or Bay ('haleurs route, some additional remarks may be made u])on its ]ieeidiar advantages, as well as upon thu few enginuering ditlicultius which occur and in explanation of the plans and sections forwarded. The details of tlie lino aA- given in the Appendix No. 1, The plans referred to are the General I'lan -No. 1, the Model Map No. '2 (which should he stretelied out on the floor to bo jiroperly viewed), and the book containing 1 .5 exjilorutory shouts of plans and sections, which relate exelu-ivi'ly to this lino. The c'ly of Ilalil'ax is situated on the western sidu of the harbour, whilst the best site for llio terminus is on tlie opposite shore at Darlnioulh. The ilistaiiee to Queljec from the latter will be four miles shorter than from the former; and one great advantage is, that its shore liui' is as yet comparatively free from wharves and com- mercial es'alilisiuuents, anil an extensive terminus can bo formed there at less expense and incon- vetiience than on the Halifax side, where the UnverniiuMit dockyard and private ustablishments wo dd interfere materially in the selection of a good site for it. At Dartmouth it is expected that vessels entering the harbour will be ublo to ludoad at the railway |)reuii the railway cars, whilst an equally good termiiuis is to bo had at Point Levi, opposite to tjiiebee. The s.mu- railway cars, loaels in the Iliver St. Lawrence. The same can of course be done from the Hiver St. Lawrence to llio vessels waiting in Haliliixliarbour. Such an uninterrupted length of railway, with such facilities at its termini, will be, it is believed, unequilled in the world. In the transuiission of goods and merchandize this will l>c a most favourable point in com- peting with rival lines, 'i'he American railways, especially along the A'llantic States, are consluntly interrupted, and ])assengers have to transfer themselves not oidy from cars to steam-biials. but sometimes from one set of carriage's to another set, in waiting for tliem on opposite baiik-i of a river. In Nova Scutia the ])assage over the Cobequid Hills cannot be effected without heavy grades of 1 in 7'-> and 1 in 8,); but as these occur, the one ascending and the other imme- diately descending, and oidy for 10 miles, the inconvenience can be easily got over by affording an assistant engine for the goods' trains at that part. No cngineiiring dilliculties are expected to occur from this up to the Re.-tigouche Iliver. It is nei'essary, how.^ver, to make some remark in reference to the sections shown in the Hook Exploratory, sheets 6 and 7, com])rising that part of New Brunswick lying between She- diac and the North-w>sl Mirainichi. The whole of this portion of the country is believed to bo generally low and flat, with occa- sional undulation-i. The section run through it in the previous season of 184G, towards Bois- town, confirmed this impression. Its exploration and examination, therefore, was left to the last, and it was nut until the really formidable looking obstacles had been explored and successfully got over, that the attention of the parlies was turned to it. As at this time thu season was rapidly closing, the exploring parties were directed to cut straight lines through it, as the best means of obtaining the general alliludus and a knowledge of till! country. No attempt was made to contour the hills. Thu sections, therefore, in these two sheets are not grades for the railway, but of the ground passed over by the straight lines. With the excei)tion of the immediate banks of the St. Lawrence, this is expected to prove one of the easiest portions of tiie line. Wli?n the line reaches the mouth of Eel River, it cannot proceed direct on to Dalhousie, but nnist turn off up thu valley of that river. Two courses are afterwards open to it, one to turn off through a valley, by which it can soon gain the Restigouche, the other to proceed on to the head waters of Eel River, and then turn down to that river. Which is the best of these two routes can be better determined when the detailed surveys of the route are made. Tht^ most formidable point of the line is next to be mentioned, this is the passage up the Metapediac valley. The hills on both sides are high and steep, and come down either on the one sidu or the other, pretty close to the river's bank, and involves the necessity (in order to avoid curves of very small radius) of changing frequently from one side to the other. The rock, too, is slaty and hard. From this cause, 20 milus of this valley will prove expensive, but tlie grades wdl be very easy. About 14 bridges, of an average length of 120 to LjO yards, will be required up this valley. There is also a bridge of 2000 feet long, muntionud in the detailed report as necessary to cross the Miramichi River. ^ HALIFAX RAILWAY. AND PUBLIC WORKS IN CANADA. 15 But bridging in tlii» roiintry U not the Ramo formidnlilo iifTiiir timt it is in Knglunil. Till? rivers aro nrnrly ulwiiys sluillow, anil the matrriuU, wood and sloiic, aru clost at liand. Tlip bridpi's in the United Stales, on llio boat linoii, aru built of wood on thii trn»s-Hork prineipii', wilb sioni" jiicrH and abutments. On the Boston and Albany lines, and on many olbors in the New Englniul Slates, the bridge generally used and apiiroved of is known as " Howe's I'atont Truss Bridge." The cost of this I'.ind of bridge, as furnished by the parties who have purchased thu patent, is as follows ; — ""I'""' i". .«. d. For sj)ans of 60 foot, single track, II per foot = 2 ;> 10 slerliiig 100 „ 18 „ 3 L-J „ 140 „ 21 „ 4 7 f. „ ISO „ 27 „ .") 12 r, „ 200 „ 30 „ (5 5 „ The cost for double track would be about ."SS per cent, additional. The price iiicludes the whole of the superstructure ready fur the rails, but not the piers and abuliiieuts. The bridge over the Connecticut River at Springfield is built on this principle; it has seven spans of 180 feet each, and the sill of the bridge is 30 feet above low wutei-. On other lines the same kiiul of bridge is used, but no iron- work is permitted (the uix-qiial expansion and contraction of this metal is objeclcd to), and the addition of an arch is introduced. A bridge built on this principle on the Heading Iluilrond, [800 feel long, cost 10,000 dollars, equivalent to 8330/. sterling. Soon after passing the valley of the Metaix>diac, the great obstacle of this St. Lawrence chain of mountains is got over, and the lino may rang'! away towards Quebec. Having, how- ever, occasionally a river or ravine to cross, whose passage requires con>iJiTatii(U. At the Trois Pistoles, tlu stream in the course of ages hiis worn out a very awkward and deep ravine. The bank on one side is generally steep and al)ru|)t, whilst tiial ou ihe opposite is low and sloping away back fur u long distance, before it again reaches the height of the table land. The most favourable site for crossing it occurs at about 1 1 miles from the St. Lawrence, where the two banks become nearer to each otiier, and are more equal in height. At this point the breadth of the stream is 100 feet at bottom. The width between the banks at top 500, and the depth is nearly I ")0 feet. The lianks are rocky. Thoiigli formid- able, it is by no means impracticable. On the New York and Erie Railway there is a bridge whose roadway is 170 feet above the bottom of the ravine, which it crosses by oTie span of 27.") feet. Its cost was ,j200/. From Rivitjre du Loup to Quebec, the railway iniglit, but for the snow, be carried almost at a surface level. Through the whole of New Brunswick, for 23 1 miles, and through Lower Canada as far as Riviere du Loup, 167 miles, there will be luund along the line abuiitlance of timber and stone (including limestone) of the beat quality for building purposes. There will be found also, 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 been sold or granted away to individuals. The e.xception will bo the other way in New Brunswick. It will be seen, on reference to the model map, that it approaches the settlements between Bay Verte and Shediac, and skirts along the Bay Ciialeurs. In Canada, from the mouth of the Metapediac to the Trois istoles, it rims through still ungranted land. But for the last 110 miles between Rivii^re du Loup, it runs through a densely settled country. Until the detailed surveys are made, and the precise location of the lino marked on the ground, it will be impossible to state precisely the exact number of miles it will pass through Crown lan. «5 '' Till) present wood ilriicliirn Iihh cost llu- rompiiny . " The iron ni)W liiid tliurodii is liiu flat bur hikI will bo usu- loan, uiid tburiToru will liu sold. It is liuped tliut tliero may bo derived from llic sulu of it 80,000 00 IIIIITISH XOUIII AMKHICA, " Leaviii); the sum of 337,075 55 whii'li l,».i been expended for tho ro^it o( (ho wood structure, which, in addition In n largo uniiiml nniount for repairs, will bo ])ructically worn out, sunk, and gone, when the new striiotiiro is Inid iind used. 'Ihu now striirtnru, it is supposed, will cost about tho same as thu I'onner, toniirds which, it is hoped, tho old iron will pay as above, 80,000 dollars, leaving the sum ol' about liOO.OOO dollars to bo raised by thj company on its credit. *' This will, when ])uid, rriniburso tho capital of tho company for tho equivalent anioiiiit, which has been appropriated to thu worn out structure. In addition to thu cost of the now structure, there will be required a tonsiderahlo sum for new engines, cors, &c. Tho (lenuiiid H))on the conipuny for the transportation of property at the close of the canal, has entirely exceeded its capacity to do this business. Property dustined for sale in the custern markets in largo quantities, was stopped at most points upon the line of railroad contiguous to thu canal. Being practically confined to the winter months in this branch of business, it cannot bo expected that tho company could provide a supply of cars for this sudden and extraordinary demand, when they must stand idle and go to waste during two-ihirds of the year. " When the road shall be relaid with tho proposed iron rail, the jniblic will require that the trains shall be run with increased speed. In relation to this subject, it is deemed proper to refer to tho following suggestions contained in thu report of this company made last year : — " Very great embarrassment is oxpericncetl from tho fact thot cattle are allowed to nin at large, and to impedu and so often delay trains as at present. It is a serious matter, and unless more caro shall be bestowed by the owners in restraining them, cither at their own suggestion or ill pursuanco of some projicr law to be passed, it will be found very difliciilt to make good time upon this line. A part of our business must be always donu in the night, and it is then we ex]H'rienco tliu great hazard. The (rains are friKpieiitly (brown oil' by (hem, and the danger to the persons in charge and to the passengers is imminent. The owners always insist upon pay for tlieir animals destroyed, without reflecting upon (ho great damage that they cause to the property of the company, and the more fearful injury that might ensue to passengers. If tho owners will not take care of jhem it is impossible (o keep (liem ofl". In Massachusetts much less difficulty in this respect is experienced, for their, it is believed, a penalty is incurred by thu owner of domestic animals that go upon the railroad. Our business is conducted with all possible care in this respect, and the enginunien suitably feel the risk of life or limb (which to tliem is almost as important) that they incur from the growing evil. " A very proper law in this State has guarded thu public and the company against direct wanton injury to the (rains by individuals. It is submitted (hat negligence in allowing animals to run upon the railroads should be prevented by some suitable restraints." Some of the inconvenicncies arising from a chea]) railway may bo learnt from this report. At this time tho total amount s|ient upon its construction appears from (he same report to have been 1,098,940 dollars, equivalent to 4520/. sterling per mile. The new superstructure, it Was supposed, would cost about the same as the former, viz., 417,075 dollars, or about 1610/. sterling additional, which will make the price of this railway when completed as intended, 5960/. per niilo. In other parts of the Slates where these trestle-bridge or skeleton railways have been made, instances have been known of the locomotive slipping down between the rails, which have warped outwards. With a view, therefore, to ultimate economy, and to save inconveniencu and interruption to the traffic whun once established, it is most strongly recommended that the lino whenever com- menced shall be at once properly and efficiently nuule. In determining the form of the road, it is necessary to bear in view that it will pass through a country everywhere liable to bo obstructed by heavy falls of snow. It does not appear, however, from the results of inquiries made in the United States, that anything beyond iiicon- Tenieiice, and some additional expense in the cost of working the lino, is to be approhendcd from this cause. The railway from Boston to Albany, which crosses (he range of mountains between the Connecticut and Hudson rivers, attaining upon them an elevation of upwardsof 1400 feet above the sea, to which it ascends by a grade of about 80 feet per mile for 13 miles. Traverses a country subjected to the same sort of winter as the Britisli North American Provinces. The average depth of snow in the woods is from 3 (o 4 fee(, which is not much less than it is in the woods of New Brunswick and Canada. In 1843, a year remarkable for the great number of snow storms which occurred, (hero was 63 falls of snow, but the traffic was not interrupted to any very serious extent, not more than two or three trips. To keep (he roads clear, (wo descriptions of snow-ploughs arc used, one for the double track and another for the single. In the former the share of the plough travels immediately over the inner rail, throwing tho snow outwards from the (rack. It is first used on one track, and then runs back upon the other. ...» g j* l - .1- ' ^ ,'' ■ ' ■ . ■ ysa^jy.-^-^ ir^ ■*!-?" 18 PAPERS RELATIVE TO THE QUEBEC AND lllilTlSH NORTH AMKIIK'A. of the oiiniiio, ' cou'-ncrii/wi In till' Hiii|;lt> liiu< tlio |iluii);li!tliiiro truvolH in the centro of (lie track, throwing tli« mow oft' ul oiiri' iijinn Ixiili lidcK. For till- (InubK; truck tlic Hnow-ploii(;li wciglia from 3 to G ton*, and coit about 1*25/. For llio fiini;ic track it in nnTnowhiil li|{liti>r. Tli<< pluii^li riH|uiri-« generally, wiion run without a train, two ongiuut of UU tons i^ch, or » ith II triiin thrcu cngiiu's, Wlii'ii tlif lull o( Miow (loM-.i not oxcikkI u low iiichi'*, the sinall ploiich, iilwiiyH fixud in front coiisi^itinu of an opi'n I'rainc-work projcrtin^ about Tj fovl in IVunI, anil culloil n in founu, when cuwil over, to ho HuHicirnt to clear the line. When the lull ii leeper, the |ilon};h is ii.ied iiuinediutely uher the miiow liux ceaved tu fall. It can he i)ro|)elleU by three 20-lon en)rineM through throe feut of newly fullen iinow iit lliu rutc of six niilt'8 un hourii. If the fall does not exceed two fcvt, it cnn travel at tlie rate of 15 miles an hour. 'J'lie dril'tH through which it \* projiellud ure soinetinieH 15 feel deep, and from 200 to 300 feet long, and at otheri* N or 10 fis'l deep, and from u quarter to half a mite in lungtli. The line of luihvuy i'l marked in diviiiionit of about eight miles, to uach of which eight or ten nuMi arc allotted, who iiukh along the line each day with nnndl huiid-plougliH, picks, &r,, clearing uwuy the snow unu icii whicli the truiiH collect und harden between the rails and the roadway. It is I'ound that the free/iiig of tho snow or rain upon the rails drnw not impede the heavy engines, us the weight of the forHurd whcuU is sullicient tu break it, and enable thu driving wheels to bitu. Whenever, from local ciuihcs, the snow is found to drift on the line of railway, snow funcpn ure erected, whicii arc found very ufii'ctual. They are bimplu board feiicus from 10 to 1.') feet lliyli, phu'ud from 10 to 'JO I'eel back from the roadway, 111 wet weather the rails liecouie very slippery ; but the difficulty is ovcrconu", and the wheels enabled to bile upon the sleep gradients by tin; use of sand-boxes, which are fixed in front of the engine and iumiediutely uver the rails. These can [tu u]H.'ncd ut pleasure by the engine- driver, and the sand is used wherever necessary. The means thui> successfully adopted to overcome the obstacles arising fnnn ice and snow are employed muih in the same way iijhxi all I he railways which ure ex])osed to them. In llie year IH17 the expense incurred under this heiul (removing ice und snow) iijioii the western ruilruad in Massachusetts, was, according to the ofliciul return, '27011 dollars, eipiivalent to .')"")/. sterling. Upon many of thu other lines ex|)etisoe undur the same head ure returned, but very much sniuiler in amount. In places where the rails are not raised above the genoi^l level of the country, much greater diHiculiy is experiencetl in keeping the lines clour of snow than in parts where there are embankments. From the foregoing it does not appear, therefore, that snow need be considered on insur- mountable obstacle tu the furiuatiun of a lim' of railway from Huhfax to Quebec. To obviate, as much as possible, the liability to interruption from this cause, it is recom- mended that in the construction of the line, it be adopted us a principle, that thu top of the iron rail be kept us high us the uverugc depth of snow in the country thrjugh which the line pusses. In Nova Scotia this will require probably an embankment of 2 feet high, gradually increasing us it proceeds northward to the St. Lawrence and along thu flat open country on its banks, to 5 or even G feet. The whole of that ])art of British North America through which this line is intended to be run, being as yot free from railways, the choice of gauge is clear and open. Without entering into and ciuoting the arguments which have been auduced in favour of the broad or narrow gauge of England, as it is more a question of detail tiian otherwise, it will be deemed sulliciunt for the present report to recommend an intermediate gauge. Probably 5 feet ti inches will be the most suitable, as combining the greatest amount of practical utility with the least amount of increased ex]Xinditure. With the object of proceeding on to the consideration of expense of construction, the pro- posed trunk line will bo supposed to have a single track with one-tenth additional for side lines and turn outs, to have a rail Go lbs. to the yard, 8np]x>rted upon longitudinal sleepers with cross-tics, similar to thu rail used upon the London and Croydon line ; thu wood to bo prepared according to Payne's process, to have a gau^ju of 5 feet 6 inches, and as a principle, the top of the rails to be kept abovu the level oi' thu surface of the ground, at a height equal tu the average depth of the snow. For the best information as to the cost of making such a railway, reference must lie made to the works of u similar character in the United States. At about the close of the year 1847, there were in that country nearly 5800 miles of railway completed or in progress. The average cost for those having a single track has been estimate1 m. Iln. It 43 2U 30 M 03 Illim. 4311m. \ rri. T 30 lU. II 30 Iba. H 301l«. 30^ to 70 MilM of Hinila Hail. None 08 32* 14 38 42 42 401 H :\ OIJ 41 19 99 Miln of Doolila Hail. 20 3 131 44i Noun Ki None 3J None 13 Nona li None Nona 19 DIvidtnd for 1847. 140) 7i 8 7 H lu ID 8 ('oat lirr Mile of Njnirle Trark, .Slarlinf. 7,830 8,009 8,310 7,383 0,399 N,.'09 3,312 8,833 7,093 3,822 4,tj00 0,725 7,749 4,894 10,017 7,«J0 lleniaiki. Including Urancliei. Uittu. Ditto. Ditto. Ditto. Ditto. Ditlv. Average for (ingle Track Iter Mile. Tliia tiiblo com|)ri8CH, witli the exception of about .''K) niileH, upon which there occiu' some doubts as to what the account precisely embraces, the whole of the railroads ul present coni- 1)leted in the State of Mngsachiiselts. Th« table shows GSJJ^ miles of railway, incIiKliiiir (ranches, whicli have cost in their coiMtruction and equipment 31,()75,'J46 ilullars, ur 6,599,155/. sterling. There are 146 miles of double track. They have been taken at so much additional single track, A double track would not cost exactly twice that of a single one in its construction ; but as these lines were made originally only with single tracks, and have been added tu from time to time as rircumstancos would admit, il must have tended to increase the cost, and in calcidating the average expense per mile, it is considered the result will not bo much in error. The cost per mile it appears then has been 7'.iMl. sterling. There is no other State in the Union which presents equally good data for making an approximate estimate. The climate and nature of the country bears also a strong resemblimce to that through which the Halifax and Quebec line will pass, and in this respect the analogy of the two cases is extremely favourable. The New York and Erie railroad, 450 miles in length, now in course of construction, will, it is supposed from the latest information, cost 6250/. per mile, exclusive of equipment. The estimate for the Hudson Kiver railroad from New York to Albany, now in progress, is for the single track 7440/. sterling per mile. The estimate for the Montreal and Portland line is about 5080/. sterling per mile. For the Great Western railroad in progress in Upper Canada, the estimate for tliat section of the lino which would most resemble the Halifax ai\d Quebec road, is 5638/. per mile. On referring to the table, it will be seen thot ivll the lines have either the H or Trail, gene- rally 56 lbs. to tile yard. The price of railroad iron in the States is very much greater than in England, or what it can be procured for in the British provinces. It pays a very high duty on importation into the Status. On some of the lines tipwards of 15/. per ton for rails have been paid. In England rails can now be bought for 8/. or 9/. per ton. The advantage which the Halifax and Quebec line will ix)sscss over the lines in the table ir: the respect of iron alone may bo estimated at .500/. per mile. When these lines were constructed, also, the demand for labour was extremely great, and wages much higher than in the preM.n)t day. The average (of 7950/.) derived from the table may therefore very fairly be reduced by several hundred pounds. Tlio Halifax and Quebec line will have also many advantages which the American lines had not. The land for the greater portion of the road will not have to be purchased. Tiiuber and stone will be had nearly along the whole line for tiie labour of cutting and quarrying. Judging then from the analogy aftbrded by similar, or nearly similar lines in the neighbouring States, giving duo weight to the consiidcrations which have a tendency to modify the cost in the D 2 tmifmimr 90 PAPERS RELATIVE TO THE QUEDRC AND nunisii NOHTH \MKIiir,\ 1i i pnrticiilor rnfi > of Itw Hnlirux nnd Qiidioc linr. nml foriiiinjf tho lout (••liniBtn to he ilcMivrj Irom tlii> iluiii i>l)taiiii>il ii|i(iti iJn- i'X|iI(inilory mirvry, wliicli iimlcr ilio rimiiiiHlniirfii of a pcr- [pctly lew roiiiilry, only ri'cc-ntly cxiilor.il, ami ■.till covcrnl willi a (Icjim,. fori-*!, is all that can ill till- fipM iimtiiiK'o III. iloiir, It in roimidoriil tlint il llir mini ol 7(MI/. xl«rliiiu |iiT mil • lii» BKiinipd HH til.- proliiililc c()«t of llii« pmiMnnl liiiiv il will luil Im« far fri> ii lliu corri-ft iimouiit. Tlip total distnn^p from llulifu.x to Qucboc nil! bo about Ollj milvi. fin.') milt'* at "OOO'. jicr mile mil lie Add uno-ti-iilli fur cuiitingi'iicie* . Or, ill pound mimberi, 5,0^0,0 )0/. . £. 4.ii:.,oc(> •144,.')00 £ 4,8hy,5<)() It i» CKliiiialt'd. liiorcforf, llial tiii- cost for (■nii'itriiction and I'nuipnifMit of I lie iirnpoo'il trunk line, fioiii Halifax, ihroiigli \i'w nriiiiiwick, to Qiu-boe, will niiiDiiiit to r>,0()l>,(M)O/, •itcrliii^. Tlio qiKMition whii-li prrscnts itKolf nrxt for roiiHidrration ii a very important oiio, nuiiirly, till' ppobiiblo pi'liirtH for midi an i-xponditiin'. 1 III' iiiliiiinatioii lo Ix' afTurdi'd on iIiIh bead can only Im* drrivcil in n very gi'iicrul way, from a ciiii''iilci'atii)ii of tlic prru'iit populaiion and rcwotircos of tlio ibrci' proviiirui. The direct coniiniiniration between the two termini, llalifiix anil (Quebec, iit of a very liniiteil nature. Bv bind, it ii conrinod alniixt (o tiie convryniioo of tlioniuiU. PustengerH proceed generully by Hay of llie United States. Hy »'a. in IH47, ibe commiinicntion won by 17 vomeU, wliich nrrivcid at Quebec, hnvin|;( n tonragi' of 1*257, nnd 18 departed from tbnt |N>rt for Halifax whose tonnage ainoiiiitetl lo li)86 ton'). Tliis amount of intercoiirso does not at tlie fipRt view appear encouraging to expected receipts, but wlien it is made to appear ibot ibis liinileil intercourse arises entirely from tbe want of ^ood means of inlercommiinication sucli as would be allbrded by the proposed railway, it bi'CDiiies a strong argument in favour of making tbo lino ratber than a^jaiiist it. The communication of tbo provinces with each other is cramped and rcHtricted beyond measure by tbe same want. IIv sea the amount of intercourse may be judged of by the return given in Apjiendix No. fi, fiiniislieil by the Quebec Uoaril of Trailo. The chief eluuieiits whicli enter into, unil upon which depends, the success of every railway enterprise, are population, agriculture, and commerce. At tbe extremities of tbe line, and for somu miles along the St. Lawrence, tliero is an abundant population. Kxlernal commerce there is in an eminent degree. In that of agricul- ture its deficiency is great at present, but as there are millions of acres of good productive land only waiting for the bands necessary to cii'jivate them, and the means of access to whicli will be afforded by the railway, this veiy circir.nstance may be made to conduce to the advan- laee of tbe line, and pay a large portion of \\'^ expense of its construction. The population of Halifax (the .Atlantic terminus) is estimated at '25,000 fowIb, It is the oapilal of the province — the seat of government, — and its commerce extensive. The value of its imports ami exports is estimated at 2,500,000/. The city of Quebec, the other terminus, according to the census of 1844, contained (including the county which is not given separately) 15,000 persons. Bui this ciiy derives additional importnnce from its being the one great shipping port and oiitlel for all Canada. Hy its port passes the whole trade of that province. It inoy lie regarded as the focus of coiimii'rco for a million and a half of souls. The value of the imports and exports together may be cstiinatud at 5,500,000/. sterling, giving employment to a very great amount of shipping. This immense trade is of necessity crowded into six months, the navigation of the St. Law- rence being closed for tbe remainder of tbe year. In addition to these two great termini there are lying on each side of tbo lino two most iuiportnnt tributaries, viz., the cily of St. .John and Prince Kdward Island. Tbe former with u iiopiibition ill cily ond county together of nearly 41,000 persons, with a commerce of the value of 1,800,000/. in exports and imports, giving employment also to a great amount of shipping. The latter with a jiopulaliou of .")0,000 engaged principally in agriculture and the fisheries. The ex]>orts and iniixirts of this island ore about 200,000/. onnually. Between the city of Quebec anil the River Metis there are, settled along t!ie south bai.k of tbe St. I^wrence, 75,00Ct inhabitants all engaged in agriculture. These people are French Canadians, and almost every family has a small farm and homestead. A striking peculiarity of these farms is their elongated shape.- 'b*.; length being generally 30 times that of the breadth, oftentimes a greater dispro])ortiun exists. The houses and furm- buildings are always built at one extremity, that whi':ii adjoins the road dividing one set of concessions from another. There are generally thrje or four lines of houses and roads running thus along the St. Lawrence. Tbe effect produced by this manner of parcelling out the land and building has been to form what can only be compared to one long and conti'iued village for '200 miles. For tbe fii-st 100 miles out of Quebec, as far nearly as the Riviere dii IjOiip, the proposed line of railway will run through the centre of this extended village, and with a train of moderate length, the last carriage will scarcely have cleared the door of one house before the engine will HALIFAX HAILW'AV. AND VV\llA( WiHiKS IN (J.ANADA. \>\ livixl |ipr- Jt cnti III ' )>•> liiil. b« oppoRitr nnnllit'r. For lliu nct-orul KKI riiili'H il will Icnvo llii>.«i rom-piininim niid furniH ii )illli> (III otif niilu, hut Hiill williiii rrucli. A iiiuri' ra\(iuiiilili' ill>i|iii'iilati(iii (i'iiiii> firiacd nl' Diiiull riiriiirr't) fur cniilribuliiiK lu the way liafllc or a railiiiail cuiiM acarcKly )iav« iiiMi ili'tiwil, III lliiM'oiintry lyliin lirlwiini till* HfxtiKnnrlio Rivrr ami Ilalilux, tlio iiiliiiliitaiilii wlm will III' near to l)i« ruilroiid will amiiiinl to alniut 1(10,1100; iiiukiiiK t!i>' poiiiilatiiui, I'ltlirr ii|iiiii or near to lli« linr, iiicliidiii); lint two tt'riiiiiii, 2,'iO,000 iirrnonii. Uiit il tlw total |mi|iuIiiIioii Imi taki'ii uitlilii tilt) nn-a, wliicli will Ix* liiMiolih'd liy and iiccoiiio colli riliiitori to lliu iiiip, tliru it lliiiy lie (■"tiiiiulcd at not Ioiik tllaii 'IO(),(l(K) voiiIn, III a rt'porl of tin' ilirirtofH, mudii iijioii llio N'l'w York and Kric railroad in IN'1'1, wlirii till- i|iie)ilion of |ii'orvi'diii|r with lliut line uai under ('onsidiTation, oiio u( ihi' data ii|Nin which itH riitiii'o rt>i'ui|ilii wH* ralnihili'd wax drrivril Iruin |in|iiihiiiiin and ri'lativii iliHlancf. And luinK thx data oliiairu«l I'roni till' workiiij; of oiii- |inrtioii nliicli hud lit'cii ruiii|ilctt'd and wax in P|H'ration, il wa* caloiihili'd that TiMLOOO iMTHonit mi a liii« ol '1'.>r> iiiili'x in li'ii;jih, woiiUI rrlnrn in net ciirningH to ihu railway l,.'l-l.'l,'jOU dnllarH, or 'J) ilollars iii'aily lur licad, rqnitu- lilM'n<'ll NORTH \MKIII(;A. lent to lOj, slcrlinj;. Ah thr railroad ii« nut yut coiiiplulcd, ihc true I'arly lui • rcHiilt cannot yet bu 'I he net carnin)!>i of ihi- raiiroadit in MaH-taclniHolli for tlio year 1817 wore 2,J'.)0,OflO dcillur*. 1'lie popiiliition of that Slate, over whimu area iiiiUvayH are everywhere extended, and tliu wliiile of which may therefore be cnn' llii'in, hviun at the tiiiianie time, at Quebec the price of Hour was only '2^)», ]icr barrel. A very great ditVereiice, which, had Ihe railroad been in existence, would nut huvo occurred. Another gront Houreo of rovnnuo likely to bo developed by the railway is that of coals, to be durived fnmi the Great Cumberland Field. (jiiebec and the upper country would no doubt take large qnuntilies for llnir own consump- tion. Halifax the sumo for ilsflf. and also for exporlaliuii to the United States. Considerable returns would arise from ibu fisheries and from the products of the forest lying contigiiouH to the line, which would find their way by it to the shipping ports. llie country through which the road will pa^s posscsscD, therefore, in itself, elements which, when fully developed, cannot fail to rualizo largo receipts. But there are, exclusive of these, other and highly important jources for jirodnctive reveiiuo. Halifax mny he considered to he the nearest great m'iqmrt to liiirope. Passengers travelling belwcen Kngland anil the Canadas wotild adopt this railway as liio shortest and best line which they coiiUI lake. F.niigrants would do the same. The mails, tHmjis, munitions of war, commissariat su]iplies, and all pulilic stores would naiiirally pass by it. as the safest, speediest, and cheapest means of conveyance. If a straight lino be drawn from Cape Clear, in Ireland, to New York, it will cut through or pass clo.sc to Halifax. "llie latter is thcrefonj on (ho direct route ; and as the sea voyage across the Atlantic to New York may be shortened by three days nearly, in steamer.s, it is not improbable liuil on that account, when the branch railroad to St. .lohn is coniplolud, and other lines to connect on with those in the United States, the whole or the great; st portion of the passenger tiaftic be- twifii the Old and New World would pass through Halifax, and over a great section of the jiroposed railroad. lint the great object for the railway to attain, and which, if it should bo able to acc'iniplish, iis cai)ability to iiay the interest of the capital exiiended would bo undoubted, is to snpersi'de the long and dangerous passage to Quebec by the (lulf of .St. Lawrence. To make two voyages in a season vessels are obliged to leave Englund earlier, and encounter tho dangers of the ice iii the Gulf, much sooner than it is safe or prudent for tliem to do. The loss of life and projierly wliicli has occurred from this cause, and returning late in the autumn, has been enormous. It cannot be uscertained, ' iit probably it would have more than ])aid for the railway. An opinion may, however, be formed of il from the rales of insurance, wliich in the spring and autumn are as high as 10 per cent. A much higher rule than to any othti- part of the world. The navigation of the St. Lawrence is closed for about six months of every year. During the whole of this period all the produce of the country is locked up, and necessarily lies unproductive on tho hands of the holders. V » miiTiNii NrillTH AMKHK PAi'Kllh ilELATIVK TO THE gUKHKC AND Till- «iir|>tii* ii);ririiltiiinl prmliiw nl' thi« ytrnr ntnnni h* mit rviiy I" b« fhippml in llw wii Hill iiroiliii'i'il. Ill tliu wiiilMr i>r 1^* Ul-7, it li>i< livnn •lulml on kimhI aiilliurity, that .'MNMX'*) lmrrpl« i tiin* whan UmiiM «■« rii|{inK in Ircliiiii' An •iK>ii Hi till' xiMi'mii ii|»'ni'il lliiir<< Wiix hihIi u ili-tiiiinil Inr «lii|i|iiii^ lu rnrrjr pro- vkiniiii, itwit llii» onliniii-y nmnm ofllh' linilmr liiicit' wn* iliM-iuiKml ()y il. All thi< woiilil hiivi* tHH-ii |inivmitrr tlicii tlif ^t (,ii»r«>ii<'« wniilil rriw* to h« a onrnpolitor with lb* niilwny, ittiil liirg*' iiiiiintitifo of nriiilnri' moiiIiI lie curtain to bt< forwiintml by it. |''or II tliiT * °ily 'I'* biilky mihI wi'i);lily aitlclr* of I'ouiniiTcr. iiirli at tli<' very ln-avy tinibrr aiul n fiiw utilt'r guoilN, will con- tinut' to III' '«<«iit riMind by thi' (tulf of St. I.awr»ni». If iiicli slioulil piovi' to bt' ilic ca*', tlmii tin* projHjwil ruilway would hnvn a* mueli or IM'rliapH more trnffii' than a i hinli on thin lint to admit of tho uIkivi' n" undi>rm)>ntiuner ton per mile. Tliii i^ supposed lo lio gros^ wi'ifrjit, inclniliii^ rarriagf*, &r. Oiii'-lilUi of a pi'iiny per niilc per ton uill be a libiTalalloivanoK for tho not weight. I'Vciin a very rari'l'iilly prepan'd dociiini'iil,* I'xtrarti'd from a Ri'poil of tlu' Conttnimionera appointi'd in iKlft by tin' I.i'uislaturc of llii' Slate of New York, to locate certiiin [Kirtiona of the New York and Krie liailroad, il a(i|)i'ar» that llie i'ohI of motive power on aornc of the principal railroads in tho I'nited Slates was 10 centH per train por mile, equivalent to \t. 8d. sterling. With ihu expected grades on tho Ilnlifux and QucIk'c line, it is cnlcnlutoil thnt an engine of yood power, having the assistance of an extra eii;;ine lor '2.') miles of the distance, will convey lUO Ions of goods 111 a niodernte spivd of H lo lU miles an hour over the whole line. Tliu total cost |wr train would then bu — £. >. d. fil,') miles, tit l.«. H,/. per mile . . . 5'iIS 4 '2^> miles, at U'. Bd. lor extra engine . '2 18 Total for 100 tons £.j5 Or 1 Iv. per ton for the whole distance. Equal to '"iOr drs, jier ton per mile, the same nearly us the average on the English railuays. At this rule the actual cost of currying u barrel of flour from Quebec to Hulifnx will be only l.r. If/. ; uiid if it be doubled, to pay interest on capital, then '2s. 'Id. might be the price charged for its conveyance. The Ih'ight of flour from Quebec to England may be taken at 5». per barrel; from Halifax, at ;)f. The difl'eipnce in freight would therefore poy its transit by railway, and the diflerenco in the rates of insurance woiikl be to the profit of tlie owner ; ond the voyage being shorter, there would be less risk of its arrival in the market in n houtcd or deteriorated condition. I'rovisions, und all other articles whose value is great in proportion to their bulk, would be us udvnntageoiisly forwarded by this route. It is fully expected, therefore, that the railway will be able to competo successfully with shipping in the St. Lawrence even during the summer season. but there is still another great and important source from which trafllc may bo expected, viz., — From lliose vast and extensive regions in tho fur west, round the Lakes Huron, Michigan, and Luke Superior. • Vido Apiiendit No. 7. IIAMI'AX KAIUVAY. AND IM'HMC W OIIKS IN CANADA a.l Uy ill* ri>nii>l<'iiiiii of tlin caniili «loii|t lli« |{i»rr Ml. Lnwrprici', tlii' |iriMlur«i uC iIm'oi' lake luiiililriaM mm lliiiln lU w»y to llii' iiiitrkrio iil' Mmilrritl •ml Quulm-. I.tir^i' r.iruiM-ii, ri>nii»tiii|{ of ii|iwiiriU oC '((MM) Imrrrlii of Hour niii now |ium from tli<i' witlioiil niiKH liri'itkiiiK liiilk. Alriiuily |inKliic« whirli fuiiiiil iu way i<> New Viirk Ity llir rirruilniu roiilr of llir MImw- iii|i|ii mid Nuw Orli'iiiiii liiiii Ufii ilitcrlrd to IIm* I'llitiiiiel ol'thc Hi. I,iiHri not |HMiiiiilili>-< III' iirmliiri' wlili'li rnriiiiMly liiiiiiil itn way In tli'' Xlluiilic Nr>w York uiiil litMliiii will lie ilivurliil to I lie Si. LuwriMini, Oflliv riiurntoiM eKpurta uf proviiioiiit I'ruiii tlip Uiiitnl 8tiit«<«, tlir fullowiiiK will |;ivi> iinnM< kUii ; — In \Hir, In \U7. Flour. UiTfU . . . 'i.^'.t. I7'i i,'iHJjw\ Wlifiii. IhkIikIh . . . |,Al;i,7U,') 'l..-)*.l<).>.).'il Corn. iHLhiU . . . . I.N'^.dlH l(l..'IJ('>,(>."iO Mwil. bitrrvl '2'Xi,7J() UIM.iNMl lllll'I'INII NUHTH .\MIIIIICA. IX no jHirlM ol' Till' sri'iilttHl piirlion, if not ik'iiriy ull lliii iiiiinrnoi- priHiiirr, of whirl) lin' iiliiivi- rnrmx only u I'kw iloiiin ill till- Kri'iil urroiinl, wii< ri'ctnviiil ul llu- Alliiiilir |KirH Irmn tin' l''iir Wiml. Anil it ia liir tiiit iiinil iiii|iiirliinl ainl Hiill inrriianiii); Iriiili' lliiil Muiilii'iil iiiiil (^iirlifc will now, liy nii'iiiix of llii> Si. l.uwniiirf niiinU, Imvi' tin- nioit luvoiintlili' cliiiiiot* ol a miciTKiriil L-oin|irliliiin Willi Now Vork unil llonuiii. Il liiiH lii'oii iMliMiliiii'il lli.il till' roil III' iranxiiiirl lor ii Imrnl ol' floiii' Iroiii iIk' Lak(>N in Ni'W York wui .'i*. I(/. Mi'rIiilK ; lo Uixlnll iLit., i'\rlii»ivi> ol rli.iri{r>< lor liaiiiiliipnli'nt. liy tint (jiinbrr iiiiil llHlil'ux liiii' il in i>->iiiiiiiii>il, now ili.il llif ninalH iiin oiini, n biirrel ol' flour iiiiiv bo ilt'livurt'd at (jiiulii'c I'nr '2*. Hl>'rlin((. anil '''irrii-il to llulilax I'ur '/r. Ud. ; total 4t. '2ii. Ily llio Moliln-iil iiml Porlliinil, ]«. Xil. Iium lu-in I'llimatril un llir priro |mt iIh- railway, lo whicli, il' '2». rnoif lio hiIiIimI an IVi"Kht lo .Mmilrral, ihr ]iiiri> liy thai lint- will proliulily bi> only :}jr. H(/, Klorliiit! pi'r liiirrrl. 'I'ln- Muntrral iiiiil I'urllaml will liavi>, tliiiri>roi'e, an ii)>|iarrnl iulvanla)>i' o\ur tin* (jiu'lii'f anil llalil'iix liiii'.iiri'-in;; rioiii iii iniicli ^liorli'r ilisliuii'i'. Kill llicru aru siiiiii' ilrawliarks atli'iiilin^ il, wliirli iiiiiy imii'i' iIii- pnil'iTiMici' tu bi* |{ivun to tliu InlliT not- williKlaiiiliii)r. Tlif lini' |mH«i"i lliroii^li llir (Jni'i'il SiatC'i. A IraiHil duly ol' '21) prr ccni. ad ni/nrrw lias lo Ihi li'vit-il upon all lorcign produor. and inlroiliii'i'H thr inconviHiimre ol'ruNloni-liiiiiM"* and ciniloni-houHi' nllii'iTii. 1'orlland is u l'ori-i)rii purl, and is |0U iiiilos liy si'ii I'arllii-r from Kii^laml lliiin Halifax. Il lias biHMi socii in ii foriin'r pari of lliis ri>piirl, wln'ii ii|M-ukiii^r of I'u' llic.i and .SyraiMisi- railroad, lioiv inadfipiair llial lim- wan li> lake .ill llirlrallic wliicli was roqiiiri'il lu bo furwariluj by il, al llu- lime tin- (<^rio ('anal is rlos4>d. Tlui growing popiilalion and pnidiiri' ul' llii> Wi'slt-rn SialoH ure so |;iirunlir, lliat it is pro- baltli- tliiTu will 1)1' morn than mitticii'iit lo t'ni]iloy I'lilly both tlu> Montreal and I'orlluuil iiiul llii> Qiiuboc and H ililnx railroiids. From thu li>rp){oiiig remarks il will appear, llii'ii. that althiiu|>li no vory «oo«l or precisi- isiliniali' of ihi" n-turns for lln- i-X|H('• to 3.^. per acre ; but -'••'" ' 'IX". ..11. .urn. 24 I'APERS RELATIVE TO THE QUEBEC AND IIUITISII NORTH .\MKltlC whpro public roailn are luadu tliruiigh IIipiii, the vuliic imntudiately iiicreuHP!i, and it will not bu • i-oiisiliTod iin oxiravagiiiii I'stimiiti- to Biipposu that thu lai)d aluiig it, or in tho inimediatu virinity ol'tlio railway, "ill ho worlli I/. ]wr acre. For tho conHlriictiiiii of tlio Groat St. LnwiPiico Cunnl, hy which Canada has now tho pros- port of roaping .■'uc-h iiiimonse ailvniilngoH from llio trade of tho wontorn country, tho Impprial Govonimuiit i;iiaraiilcod ihu intorost on a loan vfttvo millions storling and upwards, at four per cent. This loan was ca^iily raised, and u largo pruinium per cent, was recoivud in atldition for it, Thcru can be liltlu doubt that another loan of three mifons sterling at tho same rate of four per cent, iutoro.st, could he raisud upon the credit of ihu provincial revenues if guaranteed by tho mother-country. With this amount of capital and two millions of acres to bo reserved and sold from time to time, it is conceived the railway may bo made. Upon the strcMf^ih of these two millions of acres and the loan as a basis, a lari;o amount of notes might be issued in payment of the wages and salaries of the labourers and other per^ions 'employed on the works of tho railway. They should be made receivable for taxes and customs duties, Tho amount authorized to be issueil might be limited to tho extent of the acres, and as those were sold, an equal amount of the notes should bo cancelled. Tho issue of a tnmibor of notes which would pass current over the three provinces would bo conferring u great benelit upon the community at large. X^he currency is not the same througliout, and pei.-ions who travel from one province to another are now put to inconvenience, and have of\en to pay a discount upon exchanging the notes of one colonial bank for those of another. Advantage might be taken of the measure to assimilate the currency of tho colonies to each other, and make it " sterling," the same as in England. By a little arrangement also, these notes might bo made payable at the chief ports of emigra- tion in the United Kingdom ; and in that case a very great convenience would be aHbrded to a large class of persons en both, sides of the Atlantic. To remit small sums niiw requires the intervention of bankers or agents. This has tho eflect upon persons resilient in iiii- settlemciits (and no doubt also often in towns) of preventing their sending tho assistance which they otherwise would do to friends at home. Many a small note would be put up and sent in a letter, which now is never thought of for want of tho convenience. In remitting sums from Halifex to England, the banl's do not like to give bills at lesn than 60 days' sight. These notes would, therefore, become a groat public benefit, atid there would be no fear of their being kept in circulation almost to any amount. l^pon the loan of three millions, the interest at four per coat, would amount to 120,000/. per atmum. Of this sum it may be fa'riy assumed that for the conveyance of the mails between Halifax and Quebec, the Post Office department would be willing to p&y annually an equal amount to what is now paid for the same service. This has not been officially obtained, but there are good grounds for supposing that it is nearly '20,000/. Ill the case, then, that beyond this the railway only paid its own working expenses, the sum of 100,000/. would have to be made good out of the revenues of the provinces. 'I'ho proportion of this, or of whatever sum might be deficient to pay the interest on the loan, would have to be arranged ; and it may, for the sake of illustration, be suppc- xl to be us follows : — NovaScoiia . . . 20,000 New Brunswick . . 20,000 Canada .... 30,000 The In)|)erinl Government 30,000 Proportion •2 •2 •3 •3 Total £100,000 10 For the proportion guaranteed by the provinces, they woiiKl receive the benefits conferred by the railway in developing their resources, increasing the value of al'. property, promoting the sale and settlement of their wild lands, increased |)npulation, and i'lcreascu revenue. For tho pro|)ortion guaranteed by the Impi-rial Government, all Government officers, civil or military, troops, munitions of war, supplies, &e., for the public service, and emigrants should be transported over the line at the cost price. New ]3runsw'ick and Nova .*cotia it is understood are most willing to guarantee the interest to the extent of their means, and in a fair proportion. Canada having done so much already for the communications above Montreal, it is fully expected will not be backward in perfecting those below Quebec. In the extreme case supposed above, viz., of the railway yielding no returns beyond working expenses, it is not conceived that either one of tho provinces or »'ie empire would not receive on equivalent in some other form for its direct con'ribution to ma., j good the interest. An account in at present being taken of the existing way traffic between Halifax and Amherst, by the commissioner appointed by Nova Scotia to collect statistics for the railway. The same is being dune for that portion of the line along t.'::> banks of the St. Lawrence. There is some reason to believe that thr.u two portions of the line will be found to have sufficient traffic to pay, over and above working expenses, the moderate interest upon capital of 4 per cent. If such should prove to be correct, then the foregoing statement would be modified and staad thus — HALIFAX RAILWAY, AND PUBLIC WORKS IN CANADA. 25 it will notbti a immediatu 10W Iho pros- thc Imprrial s, at four per id in addition 10 rato of four tiiuraiilcod by > resLTvi'd aiiil rge iimoiiiit of olIiiT persons s and ciisioins the acres, and inces would brt not tlic same incoiiVfnii'nce, nk for ilioHi' of of the colonies orts of emi?ra- e afforded to a This has iho i) of prevent Inc Many a small 'or want of the ills at less than .nd there would o 120,000/. per ictwecn Halifax uqual amount to I, but there are ipensed, the sum e interest on the ippo- xl to be as fits conferrctl by ly, promoting the venue, nent officers, civil emigrants should anteo the interest ontrcal, it is fully IS beyond working uld not receive an rest, reen Halifax and ea for the railway. Lawrence. I be found to have est upon capital of modified and sUiul Total distance, Haalifx to Quebec Quebec to Riviere du Loup , Halifax to Amherst and Bay Verta no 125 635 235 IIUITIMH NOUTH AHKIilCA. Leaving unproductive still 400 miles. If the total line can 1n> done for 3,000,000/., then the proportion for the 400 miles would be 1,889,600/. or 2,000,000/. nearly. The interest ''it which would amoimt to 80,000/. Deducting 20,000/. for the conveyance of the mails, then the sum to be responsible for would be 60,000/., which divided proportionally as befon, would give for Nova Scotia . New Brunswick . Canada .... Great Britain 12,000/. proportion •2 12,000/. •2 18,000/. If •3 18,000/. u •3 Total . 60,000/. •10 Therefore, for the responsibility (pt^rhap for assuming it only) of 100,000/., or as the case may prove, 60,000/, the Quebec and Halifax Railway may be made. But to look at this great work only as a commercial speculation, and as yielding mere interest for the expenditure incurred, would be to take a very limited view of the objects it is capable of achieving. In the United States they are well aware of the increased value .rhich internal improvements and comiiuinications give to property of every kind. In those countries works liave been undertaken for that object alone, not for the more return which the work, whether railway, road, or canal, would make of itself. The indebtedness of the several Sla .'s has been incurred almost entirely in making great internal improvements. And in the boldness and unhesitating wny in which they have incurred debts and respon'j'bilities for the purpose of developing their resources may bo seen the secret of their unrivalled pros|ierity. The State is in debt, but its citizens have been enriched beyond all proportion. Most unfavourable comparisons are made by travellers who visit the British provinces and the United States. And nome have gone so far as to state, that travelling along where the boundary is a mere conve <(ional line, they could at once tell whether they were in the States or not. Oil the one side the State Governments become shareholders to a large amount in great public works, lead tlie way, and do not hesitate to incur debt, for making what has btten tcrnu-d " war upon the wilderness ;" employment is given, and by the time the improvement is com- pleted, property has been created, and the employed become proprietors. On the other side the provincial Governments do not take the initiative in the same manner, and hence in the settlements and in the provinces generally, may be seen this marked ditTerciice in. the progress of people who are identically the same in every res|)ect. Until the British provinces boldly imitate the policy of the States in this regard, and make war upon their " wilderness," their progress will continue to present the sai.ie unfavourable contrast. The creative or productive power of canals, railways, &c., may be traced in the history and progress of the State of New York. The Erie Canal was commenced in 1817, and completed in 1825, at a cost of 7.143,789 dollars, or 1,400,000/. sterling. In 1817 the value of real and personal property in the city of New York, was from official documents estimated at 16,436,000/. sterling. In 1825, it was estimated at 21,075,000/. sterling. In 1829. the population of the State was 1,372,000, and in 1830 the population of the State was 1,918,000. The canal was found so inadequate 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 city of New York — In 1817, the official value of real and personal property was 16,4.'^6,000/. 1835. „ • ,. • „ 45,567,000/. Being an increase of 2} times in 18 years. For the Slate of New York — In 1817, the official value of real and personal property was 63,368,000/. 1835. „ „ „ 110,120.000/. Or an increase of nearly 47,000,000/. sterling in the value of property attributed chiefly, if not entirely, to the formation of the canals. In 18.%, the amount conveyad to tide-water by the canal was 697,357 tons. And on the 1st of July of that year there had accumulated in the hands of the Commis- sioners an amount sufficient to exiinguisli the whole of the outstanding debt incurred in its con- struction. The net receipts from all the State canals, after deducting the expenses of collection and E V M ..; ! ':•: ' t 26 PAPERS RELATIVE TO THE QUEBEC AND BRITISH 8\iiiorintpndoiico, for llio year lH47>-wa> '119.270/. Villagee, towM, and cities have sprung up KORTHAMKRtCA ^| Hig lis course. The population of the Statu, which was — In 1810 . VV'iis in J 84 J 959.949 2,604,495 In 1846, the rnliie of real and pmoiMil property was eitimated at 128,500,000/. It will ho si'iMi fiotn tlio above, tlierel'ore, that in addition to the wealth created for indi- '.lihials, tlie canals prodiire n larire annual rpveniie to the Slate. The following extraetH from the financial atiuini and statistics of aomo of theStatM iBay be quotpti in illustration of this part uf the subject : — 1847. Mastachusetti. ' Total indebtcdiiP'S ol'the State 1st January, 1847 Credit of the State, lent to railroads Total liabilities of tho State Dotlan. 999,054 5,049,555 6,049,209 As security for the redemption of the srrip lent to railroads, tho Commonwealth holds a mortgage on all the roads, and also 3000 shnnis in the Norwich and Worcester, and 1000 in the Andover and Haverhill. Pcnnaijhania. DotUn. Public property, canals, and railroads, at original coat, 28,657,432 Maryland. Rpcuipls from B.iltimore and Ohio Railroad . . Ditto from Canal Companies . . . . North Carolina. Debt of the State, on account of Railroad Companies . Ohio. Debt contracted for the sole pur|x>se of the constniclion of Public Works within the Siato Canals, 820 miles in length, cost . . . . Net rcceiplB in 1846, alter paying repairs and expenses, In 1810 the population of this State was In 1820 In 1810 Dolhrs. 42.402 11,550 Dolltn. 1,110,000 DolUn. 19,246JOOO 15,122,.'J03 408,916 45,865 581.434 1.519,<.}7 in inw „ „ . . i,iiiv,t'j/ Or tripled nearly in 20 years, during the progress of iier caoals Michiffan. Debt on 30th Nm ember, 1845 .. . Total length of railroads finished and belonging to the State, 222 miles, Dollar*. 4,394.510 This State vas authorized to raise a loan of 5,000,000 dollars for internal improvements. For the same purpose. Congress granted to this State 500,000 acres of land. 212,267 304,278 Or an increase of 50 per cent, nearly in five years. In 1840 the population was In 1845 Indiana. 1st January, 1847, the public debt was Dollars. 14,394,940 By the terms of the Act adjusting (his debt, it is to be equally divided between the State and the Wabash and Erie Caniil. Of this canal, which is to be 458 miles long, 374 miles are in Indi .na ; 174 of this portion are finishe'l, and in operation. There remain 200 miles to be completed, upon which part about 1,200,000 dollars have been expended by the State. It is estimated to cost the farther sum of 2,000,000 dollars to complete the entire canal. To cover this amount, tlic State is to transfer to trustees %3,I26 acres of land adjoining to or in the neighbourhood of tlie canal. The population of this State in 181 1 was • 24,520 1830 was . 343,031 „ „ 1840 was . 685,086 Or doubled in 10 years. %] HALIFAX RAILWAY, AND PUBLIC WORKS IN CANADA. 27 Itlinou. 1847. — Total internal improvumpnt debt Total cuiiul debt DoUan. s.nirj.osi 6,0(;9,187 14,174.-2ti8 BRITISH NORTH AMBRICA. The population in 1830 was „ 18'1U 1VUH . . Or tripled iu 10 yoara. The tales of the public lands during one year (1845) in the United States uniountud to ... . 157,455 476,183 Acrea. 1,843,5-27 Dollani. 2,470,2y8 Producing ...... Or an average of 5«. Id. sterling pur acre. But to show the effect produci'd by a canal or railway passing through property, the following extract may be quoted from tlio Huport of a Board of Directors of the New York and Erie Railroad Conijjany in February, 1841 : — " The Board find that they nave omitted one description of property, which has heretofore been considered of great value, but the right to must of which has been lost to the company by failure to complete the road within a certain period ; tliu most valuable of which consisted of 50,000 acres of » iid land in Cattaruquas county, near Luke Erie, and one-fourth part of the village of Dunkirk. *' An offer in writing was made in 1837 by responsible parties to take these donations, and pay further the sum of 400,000 dollars, provided certain portions of the railroad were completed within a specified time " That is, about 8 dollars, or 33s. 4(/. sterling per acre. In Michige.n 461,000 acres were granted by Congress for the endowment of a university. These lands were selected in sections from the most ''aluablc of the .^tute The minimum price of these was at one time 20 dollars, or 4/. C».8 and the gulf of St. Lawrence, or down to St. John's in the Bay of Fundy. Its agriculturdl capabilities, its climate, Sec, are described in Bouchette'i works, in Martin's British Colonies, and other auJiorB. The country is by them, and most deservMlly so, highly praised. 'riiere may be mentioned, however, two drawbacks to if, and only two. Till" winter is Ion;,' and xeveic; and in simimer there is the plague of flies. 'I'lie latter yield and disappear a" the forest is cleared ; how far the former may be modified by it experience cmly can show. For any ^'reat plan of etnigrntion or colonization, there is not another British colony which presents such a favuural)le field for the trial as New Brunswick. To 17,000,(100 of productive acres there arc only -208,000 inhabitants. Of ttu-so 1 1,000,000 are still public property. On the surface is an abundant slock of the finest timber, which in the markets of England realise large sums annually, and afTord an unlimited supply of fuel to the settlers. If these slioiild ever b.-coiiie exhausted, there are the coal-fields underneath. The rivers, lakes, and sea-coasts abouml with fish. Airing the Bay Clialeurs it is so abundant that the laud smells of it ; it is used as manure ; and while the oll'aclory senses of tiie traveller are offended by it on the land, ho sees out at sea immense shoals daikeniiig the surface of the water. For about the same expense, five emigrants could be landed in New Brunswick for one in the Antipodes. Being within a fortnight by steam from London, any great plan of colonization could be directed and controlled by the Home Government. In case of distress or failure, it would lie long previously foreseen ; the remedy or assistance coiihl hi applii-d; or, if beyond these, there would be the upper country and the far west alHays(>|H!n, and ready to receive the colonists. The present limited population being so generally engaged in the pursuit of the timber trade and in the fisheries, there is the richest o|)ciiing lor agriculturists. New Brunswick annually pays to the United States upward of 200,000/. for provisions and other articles which she can raise upon her own soil. Nova Scotia does very nearly the same thing. Whilst within a few miles' reach of their own capitals, there is abundance of land for agri- cultural productions; these two provinces are dependent for large supplies of food upon the United States. Flour is imported from as far as New Orleans. Wheat grown in the valley of the Mississippi is shipped at St. Louis, and imported into New Brunswick. It is ground into flour at the mills of St. John, and furnishes a large share of the bread eaten by the labourers of that city. There exists, therefore, a good market already on the spot for agricultural produce; and it would be a strange anomaly, indeed, if a country situated within three or four weeks' sail of the markets of England, could not compete with the growers of produce in the valley of the Mississippi and the countries round the great lakes in the far west. One thing, however, is greatly to be deprecated ; that is, any sudden or large emigration without previous preparation. Before wheat or food of any kind can be grown, the forest has to be removed ; and that is a work of time and hard labour, during which those engaged in it must be fed from other sources. VN'ith some little previous detailed surveying, the p:oposed railway can be commenced both at the Quebec and Halifax ends as soon as decided upon, and carried on for miles. During which time the further detailed survey necessary for the remainder of the line, and jmrticularly the ])ortion through the wilderness might bo made, and the line actually marked and cut throughout. Ttiis line, when cut, would form a basis for laying out extensive blocks of land, and dividing them into allotments for settlers. It will be unnecessary in this Report to recapitulate all the good effects produced upon every country in which railways have been established ; but some may be mentioned. Ihey have become necessary to the age, and that country which has them not must fall behind in the onward inarch of improvement and in the development of its resources. And the longer it is siifi^ered to do so, the greater and more unfavourable will be the contrast which it will present to the worhl. Already in this respect the British provinces of Nova Scotia and New Brunswick are far behind their enterprizing neighbours. One of the immediate efl'ects of making this railway would be to place them in a position of equality. They are now dependent upon them for food. At the closing of tlie navigation of the St. Lawrence, if the United States were merely to HALIFAX RAILWAY. AND PUBLIC WORKS IN CANADA. 29 prohibit the exports of provitionn from thoir own hnrbourn, the consa<]iienc«s. would bu m^rious to thtm«> two proviiicuH. Cnnuthi coiilil nut thru supply thum. In May, 18'I7, when the uxploralory jmrtics wore being formrd nt PrcKlerictoii, and pro- visioHH were being forwnrded tn the wo(hU I'or thoir use, then) wax a '^ciircity of (luur at St. John. It was Haid that Buffiriont fur uiily two or three days' coitsumption reuiainud in that eily. The ))riceH rose coiisidenibly, and this Ho.ircity was only averted by the arrival of some cargooH from lliu United Status intended fur Kiislport. The railway, had it b«un established, would have prevented such a state of things, and may save it for the future. For the want of surh a rcmmuiiicatinn, Nova Scotia nniv hnds it easier and more advan- tageous, notwithsluiuling a lieiivy duty of '20 per cent, agiiiimt iu>r, to export her great staple of Itsh to tiie States than tn Cuiiada ; wlierens, if the radway wero made, it would puss un to the latter, wliore there would Iw an extonsivo market fur it, and flour would be received in return. Halifax woidd become the grand emporiinn of trade for the nritish provinces. Willi the assistance of the electric telegraph, an order from QuoIh-c could bo received in a few minutes, and the articles wanted could be sent oil' by ihu next train. As the vessels now arrive in fleets in the spring, and again in tile autumn, it is a matter of forethought and consideration to the merchant of Canada to know what lie sliall provide himsor man his labour is liis capital, and he must transfer himself to tho place where emiiloyment is to be found. The proposed railway would be such a work as would engage thousands in its immediate coiiBlruction. While the stinndus and new spirit it would iiil'use into the whole community, now cribbed and confined as it were to their own locations, would give rise to branches and other works which would employ addilional thousands. It has been feen that the population of some ot the Western States have doubled and even tripled themselves in the course of 10 years. 'I'he population of New Brunswick is now only 208,000. Her revenue in 1847 was 106,000/. sterling, or 10*. per head. There is no apparent reason whv, if the same facilities of employment and land for settle- ment wore aft'orded, that her progress should not be also very great. b^very emigrant, induced to settle and remain in the country, may be calculated as producing 10«. annual revenue to the province. If the formation of tho railway increased the population of New Brunswick by 40,000 persons only, then her proportion of the guaranteed interest would be covered from that cause alone. I'he same might occur also to Nova Scotia and Lower Canada. It may be asked what is to become of the labourers employed upon the railway during the winter. This is the season when lumbering or cutting of timber commences. They might engage in it also. But with the wages earned in the summer they should be incited to purchase small lots cf ground of about ,50 acres each. The labours of the season over, or suspended upon the railway, they could most advantageously employ themselves in clearing, logging, and improving their own lots. This they could do to such an extent that in the spring the women and older children could burn the logs off* and put in some sort of crops for food, such as potatoes, Indian corn, &c. Mechanics might cither do the same, if railway work could not be found for them, or find employment in the towns. Another great et!ecl of the railway would be to cidiance almost immediately the value of all real and personal property. The efl'ecls produced by the Erie Canal in doubling and nearly tripling that of the City of Now York has been stated. Villages and towns would, no doubt, spring up in its course the saire as on the canal. The railway would give them birth. Agriculture and external commerce would support and enrich them. But if, by its means, the navigation of the Gulf of St, Lawrence is spared, what an amount of human suffering and loss of life will it not save. The losses from shipwreck have been great, but not equal to that arising from protracted voyages and crowded emigrant ships. In 1847. 89,738 persons emigrated to the British provinces, of whom 5293 persons perishe roaiU or meiins of (fetting nwny from the place. My the |K«rson«l exertions of one of the otlicers, who made his way through ihf wihk1< on inuiv-'ihof!* I" thi- iionrest settlements, and theno:? to (jui liec, information was jfivfn of thu wreck, and a iloamer sent down to take them olf. But I'.ir this, the conse- quoiicL-i inoM* have Locn liiat the n-ginii'iit would have had to wiuti-r tli. re iu tie be^t manner tney coiiM. !■'"•* ..,',xinjr niid disenibarkini; at Halifax, nil danger and ineonvenionee from the Oulf ii.i\igali(iiMvould he avoidml. Time and ex|)eiue would be saved, and th« leason mi)(ht ba disregardc'd. 'I'lie mails to and from Canaila could ))iv^i over British territory exclusively, and they would be received at Qiiebee before the steamer reached lioston, ami at Montreal about the same time as it arrived at Ih it port. In a jiolilical and mllilury point of view, the proposed railwny must be regarded oi becoming a work of necessity. The increa'-ing poptdation and wnullli of th« United States, and the difTuiion of railway! over their territory, eipccially in the direclion of the Canadian frontier, renders it absolutely necessary to counierbalanre, by some cnrrespondiu)^ meaiM, their otherwise praponderating jiower. Their railway communications will ennlile them to select tlieir own time and their own ])()inis of attack, and will inipos^t upon the Uritish the naceaslty of being prujmred at all points to meet them. It is most eMential, therefore, that the mother eo./■. i i fl ! «l I '/^ rr6. *^ -/-^ ;£.i^^ ^S» // >r.f.^ n ro V.I Ix-'Hir i:.r/'io,r,l inr fri^wsnl Trntih l.mr ,>l Hmliuiv I'ri'lit ll.ilihi.r l,> (>,irh,-r. Col,,,,,;;! /(,'.! ,. i'l'h/ /.III,.- I',iiii,ill\ ,:c,iii,iin,l !)■• I >nni,ii S,-.,lr Ml l.l,."|ls(, .\hlf lb ,m 17 4 1 --v ' ♦ ' 'T ■■'■■V.., /^/> (•,:) (;'.'> i,: Cm S,.. o \* r-'-\- i>''.(" VV,,-J SN !M- V/- . ; 7 J ,.^ "■■ V "'-■■■■''■' V I. -, "■" /<:. 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A N I) r::A Uay Veil.- V "V>^ {m>^" s ,. ■'">.. I ' .V tf^tiyc IWl //...../ \o \ ■i--rJ,--<^ s'J/ / llM'V ^ 'J STm-ov'-.-s U III If Li>iiijy H t V' l'.< 1 •P 'i -f \ \ \ . O <>- /■ /I/.', L-^v.^ /\i / ^/.^> 14 , \- V A /,•,.-,„.„./ N V> y)H \f Ul'iibiiii \ f^e,. ('.Siiblf. (>li) (>; (')(. .•/.!/'« 11,11 I iUfhUt h 1/ InlilnUlhflK-i*!,' <' «'/lM//l<<'4l»( ■Vfll*""' I >' '(Bin \| i III s I'l.l S I II 4 i 'n V I V' "'//, V s. /-'"./' .Mii..-s « \'"*' .!>' > UJiiilsiir ■j\ X I ^ ,■-',/ Aiiiuiiiiilis //:/■■ % -^ >, llwMff [' \ rx' I, ^n- .' y s V> v.. , ■■■? c "^^ l.uiiniluiii) ig [Aflf ;> J. :/, -■) 1/ ''■ ^9 l„r,y7!^J>^ i. ..i Yiilliiriith]^ ^ 'W ,' "', t.„:v'^' < "f. ">, %W' ■■■ J ('■S.ihir <; i'. (\(^ (;.' (>4 f ( ,„:,,hl n I r^'-' •■■-ff ^- ^ >'i. .A"'' \V ..$:; /; ^ ,- I U- liii.liii.ui II »\ .Vii»7/i I ,4 ( A |» K 'V 1; I. r ON) IS I. A N l» /■ / r- w .7- y^' ^/:i*^ M \\jinlsiir ^. V' "< ;.\^" r !• '^< '^.-v. ^ \.,.s'^' V "'■',< (■rtiiiil •^4' i'ioj «.<.■ \ ... \ /{•^-.v J .^-^^:' !\5 a)' "/■„ /v ^/'^^' iV../k /, iitiriiliiiiil ig ) -% :^^- '<: '5; XV '<• ''"'-, I'.xploird Koiilr Jor Inr in'oposctl lUlXK LINK OF HAIIAVAV trcih -^.KiA^AJi 'I'o iro'iB':^ c . \ (';<|>t" |{(>l)ins«>ii ) ( K- Ciipt" lliMidcrHdii K'.Kuj;':* •'\ M Auq'l'ol'o (iV (V3 (ii'i r.i tiO i I I I HALII'A.V KAIIiU'AV. AN?) I'l'MMC VVOHKM IN CANADV, .11 LUT u( iMd.lWtlHI'l III Majur Kuhiniiim'* lUfONT of Augiitt •')!, |N|H.* RRITtWI tfott on ikr |irii|iiitr\\.) Itpiirl (til anil Df$rri/ition of t/u' pro/iiiiffl Tniiili Line nf Railii'iiij from llalifat thnmgh New nruiiMWir/i lit (^iirliiT. 'Hf i'X|tli>nitiiry mirvr^-H whirti Ii.ivk Imii'ii nirrirtl on iliirliiK tdr \ri%rt (HICi 7, for llic |iiirp(>flc irnii'i'i'liiiniiig tlip |ii'Hrliriiliilily nl' rxliililiHiiini; ii Iiiik of riiilwuy rriiiii llii* .\lliiiilii' <ri"< of 'lom Scolin, lliroiiKli tlii' |(riiviiici» of Ni'W Hriiiinwiik to llii- city of (jiidImt, on llu< Hi»cr .S(. (•wriMire, liiiviiiK n'milli'il •iiccixwriilly, I liiitt* llii> limioiir lo liiriimli yon willi a i'i'|iiirl iijiori ir liiii- wtiicli U^^ Iiitii foiniil |irurticiilil>', iiiul ivliirli li.m liillrn iiiidi'i' my iiiori< iniiniiliulo ulMH'rviiiion Hixl iliriM'lion. 'riif |Hirl of llalil'iix, in Nnvii ^otiii, lirin); M-lcrlml itN llin Atliiiitii' t<'rniiiin« nl'llii' riiilwiiy, tlix rliirf ilDTiriiliiHK III In* nurnionoli-il ln-iwi'i'ii lliiil p irl iinil llii> St. |,iiivri'iii'i> liiivi' lii'cii ii^crr' tiiiiiril to III' lliv niiiKK of liiKliliin.l in Novu Kroini, known n^ ilir ('iilii>i|iiiil llilli, iiu'rii)(in2 from HI.O III |()(Kl fiTl in lii'iKlit ; Hnil two riiii)(rH of lii;{lilanili, onr of wliii-h rroMHiinj ilu' pro- vinrii of Nrw llriiiKivirk from lln- UiviT St. Joliii. Im-Iow tin- Oniiiil FuIIh in tin- norili-iMHtiTly (lli'i'i'tion, riKON to n rniwiiii'rHlili' I'li'valion iit llii> lirail wntorii ol' tin- Kivi'm Toliiiini', Mir.iniii'lii, anil N'i'pi'('i>nilH ^>railiiiillv li> tin* Kliinfii of tin- II. ly f'liali-iir*. 'I'ho otiii-r ruiiKo lying I "'•■n llii- Uiti-ri* Ui'^ti^joiii-lii' inul Hi. l.iiwriiMCf, and nearly |iurailrl ) fhi'ir KiMii-ral cniirHH, is v.rv liroki'ii mid lolly, noiiii' of tlm inountniii riingui uttuiiiing un Irvalioii of !U)(H) I'l'i-t aliiivr lliii >i'a. Anollii'r iiIihIucIi' of n Keniral natiiro rxi^tii. hihI uliirli inrri'iiHril llic ilinfiriilty of uwi-rlaining pracliiMlili' lini- tliriiii)r|i .Now Hriiimxii-k, inaxiiiiirli u* llu> rnnrHi- of tin* lini' of railway i« at .ighl anuliiH III till' (ji'imral ooiirM' of tin- iiiinirriiUH rivum wliioli inli'iHi'ct that provini'i-. '1 lir propriird liiii' iiasHi'M till' fir«t of tlicti' oli«ini|i'ii, tim ( 'olM'i|iii(l Hilln in Nova Srolia, ■bent 0.) iiiili'1 from llulifnx, liy lIli* valii'y of tlii' KoHv Hivi'r, in tlir lowiiHliip of l.oniliin- diTiy, atlainiii); itn miminit li'vitl (ilKI I'i'i't aliovi- lii^'li uator al Halifax, al lliii laki' fnitn wliii'li tliat riv'i'r lliiMrK, heMg tlie Iowi'mI |ioiiit on tlii> liilU lo wliicli iIiitp Ih a favourable apiiroacli, uliicli lias licpii niii'«*rlaini'd. I'lit' lint' avoidi llio Imiknn iind lofty I'liain of liiiililaniU in \r\v HriinHwick, liy followini^ till' liivrl Kliori's ,of lliH Bay ('lialniM, and it aiici'niU llii' raii^n of lii|{lilaniU iiorlli of tliu Kt'xli)>r>iiclii', by llie valU-y of lbi> Mi'tii|H'diai' Itivcr, and llio laki'H at ilR bead wat«rN, by raiiy gradfs, HllHiiiin^ itx Hiiinmit W\A 7(iO frwl above lii^jli water at a point about hix iiiiliti norlli of till' (irrat Motapi'diac Iiakt", frnni wbicli il tbi'ii di'icrndH n\o<\ft tin' valliim of i''rti'ri'iil Iribii- taricH of till' St. Iiawrmici' to tbe Mi'Uh Kivur, Hbiidi it orossi'H about lU iniliiM abuvc itn nioiilb, anil in tlifii cli-ar of tlii- liieldands. 'I'liu ilistunci! from Halifux to Qiioboc by tlii' propoHpd linn oi railway, will lie about 63:) mile*. or those 1*24 mili't are in tlie province of Nova Scotia, 1 '2'M mill's ill New Hnmswick, ami I '177 iiiiU's in Canada, > Coinmrnciiig al Halifax, tlii' romparalivn advantages of liaviii); the teriiiinu^ in the city ' which is sitiiati'd on the western slioio ofllie liarlioiir, or in the village of Dartmouth, which is on the eastern side, uiid inimediutely op|Misite llie city, buconies u mailer of detail for future consideration. From Uurtmouth thu line passes through the broken chniii of land which runs parallel with the HOiilh-east couhIh of Nova Scotia, by the valley formed by the chain of lakes which extend from Dartmoiilh to the Great SImbenacadie Lake, a di^tanco of about '20 miles. The highlands come in pretty close to the lakes on bolh sidd, leaving here iiiid there narrow flats along their borders, 'I'he rock is chiefly slate, and along the bottom of the valley are large quantities of loo.so fragments of rock friuii tlieailjaeent hills, bo ildeis, gravel, &c. The gradients on this portion of the line wliicli has been calculated chiefly from the sections made for the Sliubenacadio Canal, which was intended to follow this chain of lakes, will be favourable, ihoiigh from the rocky and broken character of the ground, it will be pro- bably expensive. For the first nine miles the line follows the western shores of the lakes. The hills are a short distance back, leaving a stripe of irregular low ground indented with bays, the waters in which is shallow. Tlie summit level is at the south end of Lake Charles, from which the water flows into the * The Plans and Maps encloteil in Major Roliinion'a Re|iiirt, being on a very large icale, are not printed but the annsxed general Map has been prepared in lieu thereof. /^ r^6. ^/ ^-/c 9^a^.t. (^cyU ^ixid. \ \. fJlrJ ■ ( 1 < 1. /^ PVcc- w 33 PAPERS RELATIVE TO THE QUEBEC AND nuiTlSH • Shubenacadie. The rartniomh Lakes, the first of the chain, empty themselves into Halirax NORTH AM PRICA. harbonr, being f)5 feet above hijjli water, tlie rise from them to the simimit level Lake Charles is only 25 feet, the distance being one mile. Afkor reaching the northern extremity of Lake William, nine miles from Dartmouth, the line rrosses to the eastern slinres uf Lnko Thomas, the next in the chain, and thence by the eastern shores of Lake Fletcher to the Grand Lake. T\\e western shores cf these two lakes are bohl and rocky, with deep water. The eastern are easy as resi)ects curvatures, and the water is shallow, should it be necessary to build into tJiem. The railway will, however, probably iiite.-fere with the present line of road. Should the terminus bo in the city of Hidifax, the line thence would join one coming from Dartmouth at the northern exlrtmity of Fletcher's Luke, 15 miles from Dartmouth, and 19 from Halifax. The hitter would be consequently the longest by four miles. The summit level in the line from Halifax, between the waters flowing into Halifax Harbour and those falling into the Shubenacadie, is 2.32 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 of th? Bedford Basin, a porliou of Halifax Harbour, which are broken and rocky. To obtain curves of half a mile radius, lieavv embankments will be necessary across the deep bays ; for the remainder the expense and difficulties will be about the same with the liiK' following the lakes. After leavini! Bedford Basin, the line ascends the valley of the Sackville River for about three miles. Un the east side of this valley is the ridge of land separating the HaUfax and Shubeiiaciulie waters. Tlie most favourable point ascertained for crossing this is about ;")} ni:!cs from the head of the ba^in, ami is 232 feet above its waters. The heaviest grade involved to reach thi.s will be 43 feet per luile for three miles. It will also involve a heavy embankment, about 700 feet Jong, between the summit level and the sliores of the Long Lake, from which it will descend to the north enti of Lake Fletcher, by tlie valley of the Kawdon River, where it joins the line from Dartmouth. Between the 'lortli end of Fletcher's Lake and the point where 'lie line will strike the Grand SliubiMuicailie Lake are three ridges ))rojiTling into the lake, which wl '. require to be cut through; the two next the Granii Lake being about 30 feet deep, 'i'hence it follows the shore of the (jrauk Lake for about three-quarters of a mile. The high land comes out close on the bike, but the water is shallow. Leaving the hike shore at the 17^ mile it crosses to the west shore of the Gasperean Lake. There is a low ridge between the two which will require cutting. ;t will be necessary to carry the lino along the shallow water on the west shore cf the Gasperean Luke, leaving whicli it again strikes the sliorcs of the Grand Lake at Sandy Cove, and Ibllows it for half a mile to the outlet of the Sliubenacadie River, wliich flows into the Bay of Fundy. After leaving the Grand Lake, the line for 19 miles follows the general course of the valley of the Shubenacadie River, as far as the mouth of tlie Stewiacke River. .About two miles from the Grand Lake, it crosses the Shubenacadie River, and then follows the western side of the valley, which conies in with an easy slope to the river, and otters no obstruction. .>\n ctiibanknient of some 8 or 10 feet high will be required across the valley of the Nine-mile River, from which to Baiuey's Brook, at the 27th mile, the valley is broad and open, and nearly flat, and thence for a mile it will be on the level margin of the river. At this place, Black-rock Point, the land runs out high uikju the river on both sides. A culling will be nw.vssary on the ea.stern side, about 30 feet deep, and a quarter of a mile long. The rock being plaster of I'aris, with a covering of clay, it will be easily quarried, 'ilie line then crosses the river, the valley of which is crooked below this point, und passes through the highland on the western side by a grade of about 30 feet per mile, for less than a mile, and theiic'o de.e miles northwardly from the lake ; thence the valley is broad and flat. The hills on the eastern side rise very abruptly, those on the western side having a gentler slope towards the valley afl'ord the most favourable ground for the location of the railway. The actual section line, which has been run at a gradient of 70 feet per mile, may he improved upon by keeping a higher level, and the descent may lie overcome by a gradient of about GO I'eet per mile for 4\ mili-s along I lie W(!stern side of the valley. Here the hills I urn abruptly to the westward, and on reaching the foot of this descent, at the 7yth mile, some cutting will be necessary to carry the line with a radius of half a mile for one mile, round the shoulder of the hills. A lesser range of hills lies north of the C'ol)e(|ui(l range, which, at this point, is separated from them by the valley of one branch of the Wallace River, which the line ascends for ti^ miles, at a grade of 85 feet per mile, and thence passes through this lesser range by the valley of the west branch of the Wallace River. Then crossing the valley of the Little V>allace River it falls at a grade of 85 feet per mile to the valley watered by Tulloap's Creek, jy which it descends at easy grades for about seven miles to the '.(5tii mile, where it turns the shoulder of the ridge of land lying east of the River Pliili]) by a curve of three-quarters of a mile radius, involving some cutting, hut to no great depth. From theiiee it descends at a grade of 'JO d-pl per mile for four miles along the fertile valley of the river Philip, which it will cross at a short distance below the conlluencc of the Ulack River, and ascend for live miles by the valley of the Little River by a very easy grade. From this to IJay Vertetlie country presents a very level appearance, and the line will jiro- bably deviate but little i'rom a direct line. The grailienis will be most favourable, and none, it is expected, will exceed 15 feet per mile. At the ISOtli mile the line- crosses the Tidnish River abi^ut a mile above its mouth, and thence follows the level shores of the Bay Verte, at a distaiuv of from one to half a mile. It leaves the province of Nov.i Scotia I "it miles from Halifax Harbour. The section of country traversed by the line, frcm the Cobeqnid Hills to Bay Verte, is generally speaking through light soil of good quality. There is little or no i-ock. Should any be met with it will be sandstone, furnishing excellent building material. Much of this portion of Nova Scotia is well cultivateil and po])nlous. The line from Bay Verte enters the province of New Bruiiswitk, and as far as the crossing of the Miramichi River at the '2'23rd mile, although running nearly at right angles to the course of the rivers flowing into the Gulf of St. La.vrciice, will deviate but little from a general straight course and from the level nature oi' the country ; although it will have to cross the swells of land lying between the dilTerent rivers, it may be expected confidently that the heaviest gra- dients will not exceed -10 feet per mile, the generality being very favourable. As far as the Cocagne River the country traversed by the line is very level. The section line, which was run along the head waters of the rivers flowing into the Gulf of St. Lawrence, ghon-s that the highest point is litlio more than '200 feet. By following the general direction laid down on the plan, dependent, of course, upon the bridge sites which shall be selected on the dilTerent rivers, no difliculties of a serious nature will be encountered. Should any cuttings bo necessary, they will not be expensive as no rock is likely to be met with. The section of country which will be opened up between Bay Verte and the Richibucio River oilers much e.xcellent luiul lor settlement. From thence towards the head waters of the F 'w'w;!r''!?S»w»r?nf«»w*fww^WWi»^ S4 PAPERS RELATIVE TO THE QUEBEC AND BRITISH RoiicliiboueiiHc aru vxteiiiiive fliit harrcnfi, iiiui ihu countrv between lliat ami the M rr i'ei't Incli. There are heavy freshols in this river, but no damaije need lie apprehended to a well-conslnu'ted bridge either from ice or fr("^liets. Hetweeii this and the north-west Miramiehi Kiver a detour will l)e neceauiry to the west- ward, to avdid the swell of latid lyinj; between these two rivers, and whiell nms to ati elevation of almiit ."iOO teet. The line erossiii>» the Miramiehi opposite to the month of the Indian Town Brook, will ascend by the valley of that brook, and then diverge to the westward, through u flat cedar rountry, to the north-west Miramiehi Hiver, which it crosses at the 2,'5lth mile by a hriilije, which will require to bo 'JOOO feet loiijx and .'!() I'ei" high, the river here being very wide and shallow. A site rc(piiring a bridge of less length nniy prul)ably be selected on further examination. From this the line follows the broad valley watered by the north-west Miramiehi, as far as the ■JCiOlh mile, at gradients vaiyin;^ l)ut sligiitly from a level, evcepting the first live miles, which will require gradients of about '2') feet ])er mile. The land betwe*>n the north-west Miramiehi watei-s and the Nipisiguit Uiver traversed by the line is almost a dead level, and it descends to that river by a grade of 'J,') feet |)er mih^ fcir three miles. It is proposed to cross the Nipisiguit River near the I'abineau Falls, and after following the valley of the Nipisiguit a short distance it continues as far as the 3'2.'>th mile to follow tim general direction of the shores of the Bay Chaleurs, passing within a short distance of the town of Balhui>t. The jiiecise 'lircclion of the liiH' will, of course, depend upon the bridge sites selected on the several streams and rivers tlowing into the Bay Chalcurs. As liir as the liO.'ilh mile the land is very level and the streams small. The Jaquet River lies in a large dee)) valley, but it is believed may be approached and crossed about four miles from its mouth without any great difficulty. The iiradients on this portion of the line will bo found very favourable, and will not, it is calculated, exceed 1/ leet ])er mile, the greater portion being very much less. The shores of the Bay Chalcurs are thicklv populated. The iidiabitants near Bathurst arc chiefly Canadian- Kretich. Towards the Kestigonche the inhabitants are principally Scotch, many of them having excellent farms. After reaching the valley watered by the Eel Hiver the line may appr.iach the Kestigouche River, either by following the \ alley of the Eel Kiver to its source, and tlii'nce by the vallies of several small streams, and reach that river either at the mouth of Christopher's Brook, seven miles above Camphellton, or at a point live miles above that. The summit level at the head waters of the Eel Hiier has bwii calculated at ,'3G8 feet, flhich will probably be found too high. This would involve a grade of about 18 feel jwr mile for Ifi miles. It will perhaps be better to avoid this gradient and the curves which will bo necessary in descending the vallies of the small streams flowing into the Kestigonche, to cross the Kel Kiver, and ))as.s through the rangp of hills lying south of ti.e river Kesligouche, about five miles from the town of Dalhousie. The hill which rises immediately ii\ the rear of that town here falls away almost to the level of the countrv about Eel Kiver, and from thence the line would follow the bank of the Kesligouche, passing through the village of Camphellton, and continuing between the present roa|)cr cnrvi'", it crosses to the ]H)iMt opposite, and then recrosses im- mediately aliove, to the more fnKJUiahle ground on the east bank. Helween this and llie mouth of llie Apenn lth mile, the valley becomes more favourable. The hilU on eillnr side are not >o lofly. and recede further from the river. The line crosses the river twice lieiween the ,'iH.')lh and .'I'.IOih mile, to avoid a rocky precipice on the left bank ; and again al.oiil one mile below the Forks, uiakiiii; in the first ;iS miles nj) the valley of the Me'apediac, \,> liridyes in all. These bridges will average from I'JO to l.'M) yards long. From the liy.'jtii mile to the Metapediac I,ake, the line continues on the eastern side of the valley ; the ground is stony and uneven. The gradients will be very favourable, and, wllli tlie exception of" The (Jiave," at the lO'Hli mile, where there is a rocky spur running out on the river, there are no very serious diflicolties. The line again crosses the river at the lO'.tdi mile, and from thence follows the easlerii side of the .Melapediac Lake to the I'iOth mile. The mountain ranges to the wi'stward are veiv lofty. There are two spurs running out on the lake, at the southern end, which the hue turns at easy curves close to the shore; beyond this it ])asses tliiough a cedar swam]) into more favourable ground at Broel ers. clearing at the north end of the lake; from this it ascends to the summit-level 7''i.'i feet above tide-w.iler at the 42r)ih mile. 'J'his is the water shed bolw, en the Hestigonche and St. Lawrence waters. Between this and the St. Lawrence the country is intersected and crossed by a consiant suc- cession of ridges, rising to a considerable elevation between the difl'ereiit small tributaries of the 'J'artigau and Metis Hivers. The line descends at easy grades by the valley ol the former to the l.'i'iiid mile, where it turns to the weslHard. and ascends to the -I3.jlh mile, by the valley of one of its small tributaries. The water shed hero between the waters of the Metis and Tar- tigau is about 7.'J() feet, and the descent from this to the Metis, by the valley of Fachet's Urook, is rapid, and h U involve a graih if ;').j feet per mile, for eight miles, which will carry the line clear of the hiylilaiids. Further explorations may iirobably suggest im))rovemeiits ujjun this line through the high- laiida, which, Iiowever, as far as reaards gradients and curves, is as favourable as can be exjjected. A party was sent to explore for a line from the Mela])ediac River, westward, following the valley of one of its tributaries, and thence across lo the Umioiiski Uiver; and, from the reports I received from them, it a)ipears probable that a jiracticalile line may be obtained following the valley of Metallics Urook, live miles below the forks of the Metapediac. and along a suc- cession of lakes to the Kiiuouski, and llienci' by the valley of the 'I'orcadiu River to the Aber- squasli. and by its valley to the point where the proposed line crosses it. It would reiiuire i whole season to explore this section of country. The proposed line, after descending the valley of I'acbet's Brook and the valley of the River Metis, crossi's the river at Ihe I Ijlh mile, abmit 10 miles above its month, and ascends by the valley of the Uiver Ilaget.oiu! of its tributaries, almost on a level to the water-shed at the ■15'Jth mile between ihe Metis and Uinuaiski waters, and descends to that river at the 46yih mile at a grade of 11 leet per mile lor live miles. The liimouski J{iver lies in a deep valley, and the line descends to it at this grade by the valley of the " Uosseaii Bois Brule," lo gain the op|H)sile valley of the Uigamard stream, by which it is ]iroposcd to ascend to the table land lying between it and the Trois Pistoles Uiver. A bridge ")()() i'eel long and ID feet high, will be required across the Rimoiiski, as il is neces- sary lo jiass it opposite the moulh of the Rigainard. The hills on either side for the first two or three miles ol this vallev are slee]) ; above that it widens, and the line reaches the table-laud which extends to the Trois" Pistoles River, at a grade which it is calculated will not be more than 20 feet per mile lor six miles. An improvement on this line may, perhaps, be made by descending the valley of the River Bois Brule, and ascending bv the valley of the stream of the little Rimuiiski. The line proceeds at almost nominal grades to the Abawisquash River, which it crosses at the 500th mile. Four miles further the table-land is intersected by tlu deep ravine formed by the stream of the Trois Pistoles Uiver. F 2 nniTMH NORTH AMKRICA. 36 PAPERS RELATIVE TO THE QUEBEC AND nniTisH NOUTH AMKRICA Tliin will rpqiiiro ii henvy IjriildP. Tlic wullli botwfcn tlip banks iit top U 300 fool, lllo stroani nt tho holtom i^ 100 fivt wide; the ravino Ihmiie I,')0 Ibel ilivp, il will l)i- necossiiry to havi! the coiitrc s])aii us large as jiossiblo, to diiniiiiHli the (jreal lieijilit required for the piers. The line from ihisoontiniies at very favoiirablo grades, crossing the Kiviere ihi Loup at tho Wrili mile, iilioul Hve miles above iis mouth, and theneo (either in the seeond or third con- cession) for 100 miles through a donsely-jiopulated country of the most favciurable description, to the lloyer River at the fi'iOlh mile, from which it rises to Beaumont Church, 'J7H feet ahovo tide water, and descends at a moderuto grade for about nine miles, to Point Levi, opposite tho ciiy of Quobeo. (Signed) G. W. W. IIendehsox, Alajor W. Robinson, R.E., ("aptain Royal KngineerB. ' &c. &c. &c. Tahi.e of probable Gradients on propost'd Halifax and Quebec Hiiilwa; ■• Cuimda. New nniniwick. NoviiSri,; ■ Prerailiiij Gradi«nt(. giiel>«^ In ItenliKollrlir River llav Vette Total. ItMti^ttuclie Uiver. to IJjiy of X'erti'. to llulirax Harbour, MilM. Milei. Mile.. Milei. Level till) under 20 feet per m le 2iZ l.)! C(i 4.-)S> ■>n to 10 feet , , i-2 71 37 150 40 to .>() feet , , 5 8 10 23 50 to 60 feet , , s 4» 7 19 60 to 70 lect , , Total . . None None 4 4 • 277 234 124 635 * Tliig gradient will Ua avoiing tiiliiilarics nf tlui Tobiipiu, and tint lino altuins it.4 »uniinit lovcl l'JI(> Art above tlio hiui, at IIk; small luku wliidi is llir HOiircp of tlio Otellu, at tliu .'{1st niiln. A Hiiiall ridgu diudi'4 this laki; i'loni thu waturs of tho Boavcr Brook, which tvoiild havu to be cut tliroii(;li. From this point commcnous tlu> descent into the valley of the Tobiqiio. 'J"he direct descent by the valley of tho Otella, &c., had been found impracticable, the full beinv far too rapid. Tlio most favourable gradient wliieh can be maintained is one of .58 feet per milo, for nine miles, by keeping; alon(f tlio side of the hills as far as the; River du Chute, crossing several Btreams, one of which, tliat of Beaver Brook, will rei|iiire heavy bridginp;. Afler crossiiijr the Uiver du Cliiito, wiiieh will also require a heavy bridge, tho lino descends ut a gradient of 1.5 feel per mile for three miles. Here it has to cross llie valley of the Uiver Wiipsky, about two miles wide, which will involve an ascending and descending grade of Oti feet per mile, each one mile, and a bridge 40 feet high across tho Htreani. This j)oint (C 2 on the plan) is the water-shed between tho Wapsky and the Little (Sulquao, and tho lino di-scends at a gradient of 18 feet per mile for fivir and a-half miles to tho Kivor Tobiquo by the valley of Uio Little (iulquac. The Tobiqiie, which the line crosses al tiie ,50th mile, will require a heavy bridge, .50 or GO feet high; the river is about 2'12 feet wide: oti the south side the bank is bold, and favour- able for bridging; on the north is an interval flat, which will increase tiie length of the bridge or viaduct to about feet. After crossing the Tobique, the line, keeping to tho westward of that actually explored, ascends for the first five miles at a gradient of about 20 feet to the mile, through a dry level tract of country. From this the grade increases to 44 feet per mile for three miles to the point E, from which tho lino ascends by the valley of the west branch of the stream, called the Two Brooks, for four miles, at a grade of about 4,'5 feet per mile. It continues so ascend at this grade for four miles (to tho point (a)), the water-shed between the Tobique and Salmon Rivers, being 12 miles south of tho former, and 418 feet above it. Thence the lino keeps westward of the exploratory line, avoiding the high ground crossed by it, following the vallies of the Salmon and Grand Uivers. The first of these, it is calculated, will involve an ascending and dtscending grade of 20 foot per mile, each four miles. The line will ascend to the water-slird between the Grand River and Beaver Brook, a tributary of the Restigouclio River, about 'J20 feet above tlie sea, by an easy grade of about eight feet jx-r mile. From this point at the 78^ milo (b on plan), it descends to the Restigoucho River by tho valley of Beaver Brook. It is calculated that the first 4J miles w ill re(|uiro a grade of 45 feet to the mile, and thenco one of about 24 feet to tho Uestigouche River, about 11 miles. The whole distance being about 94 miles from the Miraniiehi Lake. Other valleys also exist by which it is believed the Restigouche may be reached, after leaving the Tobiquo valley, and by aboiil the same grades. The valley of Boston Rrook would bring the line to the Restigouche more to tho westward; that of Jardine's Brook wouhl carry it more to the eastward and nearer to the valley of the Kedgwick River, which is tho only Iribntaiy of the Restigouche, liy which it is believed a practicable route can bo obtained thrunjjii tho highlands between the Restigouche and St. Lawrence Rivers on this general direction. The tract of country which this line pastes through, and would open \ip north of the River Tobique, is very excellent soil, and otters fine land for settlements. (Signed) G. \V. \V. Hk.ndeuson, Major W. Robinson, R.E. Captain, Royal Engineers. ; &c. &c. nniTisH NOUTII AMKUICA, Al'PKMlIX No. 3. (Sketches attached.) Report of Mr. H'ilhinson. Sir, Frcdoricton, December 31, 1847. I liAVK. the honour to state to you the general results of the exploratory survey in which I have been engaged, under your direction, during the past summer and autumn, with the view to the discovery in part of a lino favourable for a railway between Quebec and Halifax. In doing so, I wdl as much as possible observe the brevity which yo\i desire me to regard as sufficient. Passing by the subject of preliminary arrangements, and the circumstances which controlled he selection of the lines exaniinod, it will be sutlicienl to say, that tho general object waste ' 88 PAPERS RELATIVE TO THE QUEBEC AND nRITISH discover ii fiivoiiriibli> roiilo between tlie viiUcy of tlu> AI)»wiAqiiasli, a brnncli of lliii Troi« WORTH AMB ItlCA. |>|s(„l,.s, and u jioiiil on (lie Ki'Hlij;(iuclio KiviT, favoiiralilo fur union wilb anollicr iliviHioii of the (jt-neral line, in progregs of exiiloriition by Cor]ioral Dumble, from the valh'y of llic Tobi(iiie Kiver. 'I'he line linit uxnmincd I will doitcribe as lioute No, 1, so diatingnittheil in the sketch hereto annexed. Uelwren the head of Lne des lies, discharging itself into the Tolidi, and the Abawisquash Hiver is a low depression in the auinniil-level, or height of land, I'avonrabli', os I believe, for onr object. From this |H)iiit the groinid apjicars generally ])racticable, lollouini; the margin of i.ac des Ill's, and thence the eourge of its discharge towards the outlet of Kagle Lake, a distance by estimation of about nine miles. I'Vom I'.agle Lake it is very jirobable that a rom- nuniicatioii with the Kimouski woidd be round by following the valley of the left-hand branch of the Toledi to its source, uiul thence descending the valley of the 'I'oiirndi. Hut the more direct course by |{oute No. 1 was e\|ierimcnlally continued, lletween Kayle Lake and the miildle branch of tlie Toiedi is a coiiiinuoiis ridge of ;UM1 or 400 fi-et average elevation above the former. Like other ridges in the neieh\)ourhood, it consists of much good land for settle- ment, but upjiarentiv affords no jiii'^s suitable for our object within an extent of six or seven miles. On exploring from the middli' branch westerly to the head of the lake, however, the descent a|)|X'ared to excei-d the ascent as much as l,")() or '200 feet. A very direct conununica- tion would therefore be iiielii;ible. The course to bo i-ecommendcd passes by an easy curve southward of the lake and the southern extremity of the ridgi> in the manner indicatef the Toiedi under examination. No exjiloralion has, however, been made in order lo discovei facilities, the existence of which 1 am not prepared to doubt, of improving or Jivoiding this acclivity. Much lateral exploration must at some j)oints be expected. We could scarcely hope that vve should succeed at the first attempt, wilhout map or guide, in ])assing through a wide extent of primeval and almost unknown forest, over a line in no respect objectionable. Passing the summit-level at the source of the middle branch south, the route diwcends by the valley of the north-west branch of (ireen Hiver. For the first five miles the rale of inclina- tion is very moderate, deviating but little from a level; two lakes and much small water being included in that distance. From thence to the conlluence of the east branch of (Jreeii Kiver, a less regular and often more rapid descent is indicated. In the judicious dislribulion of the irregularities over a contiinioiis descent in actual construction, however, I am not prepared to say, that an inclination exceitling 150 or 3,'j feet per mile would anywhere be necessary. De^cending the last nine miles of the north-west branch, the valley becomtw more con- tracted, the Hat margin generally narrower, the banks steeper and higher, and the turns more abrupt. liut these characterislics do not Ix-come so remarkable as apparently to affect the I)racticiibility of this jKjriion of the route until we approach to within about three miles of the ciinflux of the two branches, or upper fork of the main (ireen Uiver; nor do they continue of the same kiwi beyond about two miles along the eastern branch. This part of the lino having come under your personal observation in order to ascertain its practicability, by curves of admissible radius, a more particular survey of the apparent obstacles, and a rough plot of the same, were made for your satisfaction. For more leady illustration, I avail myself of a trace from the original. No. 2, hereunto annexed, to which I beg leave to refer. From A to I, being a distance of four miles and about 30 chains, are introduced six curves. ii',!mimm^s^''»<^mmmu «?::■ HALIFAX RAILWAY, AND PUHLIC WORKS IN CANADA. 39 of of one milu nuliiis vncli, arriingod in » manner tlio ufTcl of wliicli would bn a» l'ollo\v» : from iikitiSH A to C lliu ciitliiig would b« insiirnificaiit. At H, alioiit Ti or Ti diains in ttxlont, partly of MOUTH AMKRICA. clay, ulale may ofciir. At tlio point I), prrliaps lor an I'xti'iil of 10 chaiiiM in o.icli iliri'ciioii, "~~ dt'op cultin^H may lie nurcs-iary, hut no Miilllrii'iit I'xaiiiiriatiori has liccn i\ia(lt! lodclfrniiiii' llua fact; or wlicllicr, to §onir oxlmit, a ({iip or di^prt'^nioii nniy not exist, as at the point (i. I''nini K to I, the rnttiii); would apparently he li)>ht, ihe^e |i(ilnls hein^r nearly on the same eominun level with the inlervenin(; point (I, or say Md or 10 lei t aliove the snrliiei' of the water at the cnnflneiicc of the two branches. In urder that in this part of the valluy the roadw.iy may he riear of water, Know, ice, and dril'twood, at all limes, perhupn a lefeel would bn necessary in order to obtain curves of one mile radms; on ihat cntlini; approachiiij; to 'Jo leet in depth, would occur to an ai;j;re|jate extent excecdiiijf ,")lT or (')() chains aloni; the portion of the line shown on the sketch. Were it a dcsideratntn lo pass this, apparently the most ordined and crooked portion of the route, without cutliii};, it woidd a|ipcar tinit curves of from '20 lo 80 chains ladius woidd aceompiish our object. Pursuing I ho route along the east branch by an ascent ajijiarentlv not exceeding ,10 I'ei^t per mile, another branch occurs on tin- left, distinguished on the skeicii as "Diter Branch." On opening here lo the easlward was noted for further exploration. In tlie meanlimo, following the main stream about due south for ihree nules, another opening claims alt< ntioii, It was at first tieenied probid)le that this would lead to the source of the main liesligonche. It may, indeed, lead to a l'av(niralile c, and passing over a high ridge, we descend suddenly 700 or (SOO feet into the valley of Ihe object of our search, the Goiniamitz, ii principal branch of the Uesl-'ouche. Il was deemed probable that the sonreo of the east branch of fireen liiver ami that <'' he (lounamitz might prove lo be continuous and nearly on the same level ; but it was now manifest that the source of the former was in a high group of hills, bounding not the siance but the nniin valley of the (j(MUiamitz, where this stream is still <'(nnparalivcly large, say 10 feet wide, with a brisk and copious current. ,'>'atisfied of the unfavourable prospect of a commumeation at this jioint with the valley of the lleslieouche, i relumed to the opening by way of the \alley of the Otter Uranch. Circumstances prevented my personal examinalion of the ground in this direction ; but Mr Hamsay, to whom 1 coiilided that service, reports that the source of the Otter Hrancli is surrounded by high groiuid without an opening; but that about t«o miles from the nuiulh of the stream, on its right or northern hank. Ls a low depression. alVording a favourable com- munication with the valley of a stream tlowing northwardly and eastwardly, ami no doubt a tributary of the Hesligo\iche. It is most probably the undn branch of the south branch of the Quatawamkedgwick. He followed this newly-discovered stn-am downwards to where it receives a branch from the south, and then traceil this branch upwanls nearly to its soiuce. By climbing, he had a good view southerly beyond the souice, and down the valley of the Goinmmitz, but was prevented by mifavourable weather, and other hinihances, from com- ])leting all I had directed him to perform, lb- does not doubt, however, the existence of a ])racticable communication between the east branch of (ireen Kiver ami the valley of the (jounamilz by the route he examined ; but there will be about t«e lo thiee miles of rough ground and .sleei) banks. Whether these nniy occasion any real dilliculties ai\ instrmnenlal examinalion here, as well as at other points which have been noticed, will be necessary to tleler- mine. The general fact of practicability or otherwise, was, under the circumstances, all that we could hope to ascertain. A route has now been traced from the valley of .Abawiscpiash to the valley of the fiounaniitz, which, with such corrections as might hi- expected would be necessary on a first examination, I believe to be practicable. 1 hiue also m) reason lo doubt, hut many to induce nu' to confide in the practicaliilitv of the valley of the (iounamitz down lo the Nesiigouche. with a general inclination, varying from 30 to 50 feet per mile. From its mouth is a favourable communi- cation down the left hank of the Hestigouche, to a point opposite the enhance of Heaver or Bostin Brook, the termination of Corpoial Uundile's route from the 1 ohicpu' before-men- tioned. A bridge of 100 or I'iO feet span at this part of the UeHtigouche would be lU'cessary, an ra)iidly-advaitciii); Hcasoii, in ordiT ti> asriTtaiii, by caiioo, tint cliaractcr ol' itiicli oiIiit roiitivs ci.s tlio couiilry iiii);lit alVurd rroiii till- lu'sii^rimclic iiorlh-wostwanlly. Tlio ronton I had in viuw are disiin)>iii!ilit'd on tho dkrlcli as Nil. 2 and No. M. Oniitlinj; the ciiTunislantiid niiittcrs of the oxploralion, I will coniiucnrr my diisoriplioii at tile Waijaii Stroain, tin- most sonlliiTly branch of ihi' Itcsii^jiniclic. I'Voin bi'iici-, at an asi-or- tnincdi'li'vation ofabont ")50 feet abovo tin- li'vcl ortbosi'a, appisirsto bi> a I'avouralili' ran|;t> of comparatively Hat country, as obsi'rve viillny of thin rivur. Diit IIH it wim rquully probable thiil lii' might liiid himself duAcciiding a bniiirh of Grucii Uiver, in ordor in thi« cniic to cut liim olF, my own undertaking was at tliu same time to survey from the main (irron River enslwardly by its lateral valleys, towards the mimn |)oint on the Resti- Soucbe. Mr. Hnni«ay's course proved to be down the branch of (ireun River distinguiiiliud in lu sketch aa GriN-u Rivur Koal, and ho opiwrtunely intenectod my uxplorution a few hours after I had paasod, The connection with tho Realigoiiciie was shortly afterwards made, and the party returnud with the view to explore iiorth-weslwardly for a favourable communieiitioM with the Squaliirk, Some progress was made in tlio latter object, when iinother fall of mow an 1 the incre.ising (cvurity of the weiitlier rendered it unavoidable further to prosecute thu survey beyond the reach of our canoea, which were loll at the main (ireun Rivur, and on which we chiefly depended for our retreat. It remains only to slate tho imjierrect knowledge which an unfavourable opportunity enabled nie to acipiirc of Route No. '\. I have already icmarkiMl iliat indications existed of a favour- able communication between the lieail of the Restigouche and the east branrli of Green River, if such an object were desirable, eilhi^ as an improvement or variation of Route No 1. I bavo also stated that Route No. 3 is favourable as far as it adheres to the valley of the ({esligoueho. From ihenco to the valley of the S(piatuck, are suvural lateral valleys and openings, which reouiro more or less pains for due examination. The only object which a cursory exploration could accomplish, was tlio discovery of which of these valleys and openings iniglit appear most entitled to a particular survey. I have reason to believe, tliat practiealile lines, approximating to thoso indicated in the sketch, would be found. My opinion is, that the difliculties of this route are contined lo an aggregate distance of perhaps nve or six miles on each side of the valley of Green River, aiul that they are not of great magnilude. I have not |H'rsonally examined, and have only partially seen, the valley of the Squatuck, but it is generally better known than any part of the ground included in this survey, and is reported to be, as I believe it is, generally flat and favourable for a line of railway. From thence up the valley of the left-hand branch of 'I'oledi to the intersection of Route No. I, the ground is Hat with a very moderate ascent. In the absence of baiomel<'ra, by which to obtain an approximate section of the routes, as far as traced, the a|)pareiit!y ditUcult inciinations were occasionally tested by angles of elevation and depression ; and from these, checked by the approximately known height of several points in the country examined, the assumed rates of inclination have bin-n inferred. They would in most instances, I believe, prove to exceed what in actual construction would be necessary. I may remark with regani lo the habitable character of the routes, as far as examined, that No. 3 would be the most favourable for continuous settlement from the valley of the Tobique to thu valley of the St. Lawrence. Probably one-third, consisting of the more elevated parts of Route No. 1, would be tmfa- vourabh- for settlement. Route No 2, as fur as examined, would not be suitable for cultiva- tion immediately along the line, except at a few detached points, on account of tho very broken and precipitous character of the banks of the Quaiawamkedgwick. 1 belic\e that each of these routes described, necessarily in very general terms, is practicable, as far as I have examined the same. Of tiie degree of practicablilitv, or of the probable expense of construction, I conceive that no safe opinion could be formed without an approxi- mate location. To discover what route or routes may be most eligible for preliminary survey, I deem to be the object of tho ex|)loration. A judgment upon this ])oiiit with regard to any subdivision, must of course be materially governed by its relationsliip to the whole line. As far, therefore, as it may be either my duly or privilege, lo offer any opinion, i' "s, upon its special merits, in favour of Route No. 3; and more (,enerally because upon both national and colonial grounds, it ajijiears most desirable lo avoid any unnecessary deviation from the most direct line between the Rend of Petitcodiac and the Riviere du Loup, which the natural facilities of the country will permit. I have, &c., (Signed) J. Wilkinson. Major W. Robinson, R.E., Commissioner of tlio Quebec and Halifax Railway Exploratory Survey, &c., &c. IIIIIIISII NOiiTii ,\mkiiu;a. of the iig tho of tho ivo the o F 49 llltlTISH NOKTII AMKHICA. rAPEHS REI,ATIVK TO THE gUEUlT AND Al'I'CNDIX N(t, i. Ornrral ik"X|ilor«» himI rt'pnrt ii|k>ii iIih ('a|Mliilily of iIh' coiintry for II liiii' iirr,illri»i(l iVmu Whili'havoii In Aiiilit^rHt, wo have ulltfnilKil lu tlmt duty, iiiid Wg Ipiivi' III lay lM>l'or<> you llii- rollowiiig Hi'|iorl. Till* ijuncriil t'oi'iiiiilioii nl' ilii> coiiiitry conHixlN ol' loiip; rontiii'ntiiM rlilgKM, with viilloyi lii'lnctill lliiMii, ill III! I'iiMiTii mill wcstiTii iliri'i'tiiiii. Om- of ilicxi' ri(lgi>«, I'oniiiiiMii'i'^ iit ('ii|)i' Cuiito, |iiiH«i"< (^llllllry lliii'lidiir, riini wi-^li-rly on tin- Niiiilh ofllio wi<«l liritiirli uf thu H{. Mury Ki\i>r, iiml ('iiiilitiiii"* iniw.iriU III tlio tvi<,ili it hIii|ii"4 oi-iilly to tln' siMi-coimt ; till' hcij^hl u iihoiil (\(M) or 7(10 f«'i"l. It iH cut tlirnii|>li liy thi> viilli-yi of Coiiiilry lliirlioiir Itiver and of tlii> St Mary. 'I'Ihtk lir«' sovi-ral iiulciilalioiiH arnmi il bi'iwiM-n Couiilry Harlioiir and Caiwo; vi»., from .Ni-w llar- lioiir III Saliiioii Ki\i>r, uliinit 10 mill's aliovn iu inniilli; I'riiiii Torliay, by lii{{i>riiol Krtls l.akf, to .ShImioii HiviT, iii'ar ili inniilh ; from Wliili'liavi'ii to Crow Ifarlmiir; itiid from Whito I'oiiii III l''ux liilanluiii>l|; to .Anliifoniiili, liy (^olli'^'i> I.ako; from (iloiii'l;; to MiTigomiili, liy the ra^l braiii'li of llir St. .Mmy anil tlii' Fri'iirli llivi-r. and hy way of tin- Kant Uivi-r to I'icloii ; bIho from I'lipor Sicwiack to I'lrloii. liy llii- Miililli' Hivor ; iirsiiloH acvi-ral minor iiulvntationii, 'i'liii riil^t* iH of about tin' hhiiii' gi'iieiul lii'i)>lil as the formi'r. Hi'iwi'iMi thoi,' riiljji's is a vallry rmiiiinj; I'rom Clirilalmeto B41V, on tin- phM, to the Hnsin of Mini's, on till' woil. Il is iiiti'rrii|iioil by noiiio bills .it ilii> liead of the Siowiack, but it jfonornlly |)rcs«>rvi>s tin- characliT of a cuiilinuoiis valley- I'lie lii;ilii>Mt parts of the bottom of this valli'V. more imuieilialelv connei'leil willi the pre-erit Mirvev, is bi'tweeii Giiyslioroui;li and Country Harbour, about the huud of Sulinuii River, and Imtween Country HarlKiiir anil tlio St. Mary at (ilenelir. The latter of ihisie in fuunil, by bnrometrirnl mea.«ircment, at the place whii;h we cro^Reii wiih the line, lo be 'I'lft feel above the sea ; the former appears to be alioul llin sami- height. Tlie rook fonnalion of the soiilhiTii riil);e is yenerally granite and varioim kinds of trap ; that of the northern, roarse slates and shales, variously inclined to ihe hori/iin, but moRtly vertical, with some jiatclies of trap. The valley is soft fiHiKlfttone and slate in layers, hori'/ontal, or but slightly inclined. The I'oasI of llie Allanlic ami of Cheilabnclo Hay are, ro far as wo coiilil observe, composwl of slate and shales of various kinds; tho traii-roeks being confined to the high grounds. The general ilireclion of the strata of thesi" rocks is S. flO K. by N. f'lO W. Our first care was to make in(|uiry of surveyors and otiiers acquainted with the peninsula oil which Whileliavcn stiiiiiN, a-* to ils general features; and .ve were informeil that tile coast was rugged, but that in the iiilerior there were extensive elevated flats, VN'bich. once gained, but lillle difllciilly would be ex|ierienciHl in piocei-ding. We accordingly adopted that coiirsi!, and found a barren, rocky country, with elevated grounds, intersected wi'li Jeep hollows, running across the course of the line. We pursued this line an far as Ingei'sol ItiMis Lake, and then abandoned il. It was now seltled thai we must either find a passage along the const to Country Harbour, or got through lo the northern side of iho ridge, and follow the vahey of the Salmon Kiver; but as this was known lo be rough and diiTieiill, and withal circuitous, we resolved lo make the first trial upon tho coast. Commencing at Whitehaven, at A, near Haiilover Cove, the line may be carried across a level neck of land to .Molasses Harbour, and tin nee along the shore of that harbour to B. at its bead. Thence about three-eighths of a mile up a pretty dee[) valley, brings us lo the Water- shed C, belween Molasses Harbour and an extensive bay on a pretty large stream which flows into Cole Harbour at D. This water-shed is only about 20 feet above the high-tide murk, giving a passage as easy as can be desired. The length of this section .\ to D, is about eight miles. From I) to E, four miles, the line is along llie shore, passing through low points of ground and shallow bays. Oil this section ciitlings and enibankmeiits of about 20 feet at greatest, will produce undid aions within 40 feet to the mile. From E to F, at the head of Torliay, six miles, there is a belt of flat ground between the high lands and the sea-coast, upon which the road can be carried so level as to reipiiir no particular remark. From V to G, across tho peninsula, .'3J miles. Tiie highest part of this section is within 30 chains of F, and about 54 feet above the sea ; iheiice it is nearl\ level to within half a mile of the coast, where it is .50 feet in height ; from which place it may descend with a uniform grade of 40 feet to the mile to (i. From G to the head of New Harbour at I, about two miles, there are several blutt's of slate rock, one of which will requiro a deep cut, or possibly a tunnel of about 300 yards in length. Or, by passing over a ridge of about 100 feet in height at K, which may be done at grades of about 50 feet per mile, a mile and three-quarters would be saved in distance between Torbay HALIFAX HAIfAVAY. AND PUIU.H: WOUKS IN (JAX ADA. hi mid N<-w il.irlxiiir ; ilin i>x|N>iiMt not Kn-ati'r ihun hy iliv tliori'. 'I'liii will prulNiltly Im' (oiiiiiI lo lit' llii' iiiiioi I'liifilili' ruiitp, l'V"iii Now lliirliiiiir to ]i, ('(mIiIIpn linrliour, I'iMir Miili« For th* (Iriil two tniliit nl' thifi M*rliutrH-lii\i'l Ix'twi'i'ii llinii. 'I'lif ilinTiioii of till' itiHtii l< H, rtO I'] liy N. H(» W. 'I'lioy Inivc nut Ih-cii rxuniiiifd, Imt it ik iHiiliiilili' tliiil Miini' III' tlii'lii will liiiM' III lie nil lliriiii){li. Vriiiii (hkIiIIi'h ll<, llirrp it Iml lilllir iliHiciilty ill Kt'lliiiK .iliiii)( llii> mIiiiii'. rMiijit iiliiiiil ii iiMltuiiiil ii liiiH'iit ('mlilli'i lliirlMiiir, wji^'i'i' tlii'i'i- '\n -iOiiK' liriiki'ii ^riiiinil lliiil liim nut liini |uirtii'iiliiily cxiiiiiIiiimI, Iml ivi' ilo iml h|>|ii'i'Iii>ii(I lillirll ilillinilty »illi tliat |iai'l. 'I'lii' ri'iiiiiiiiili'r nl' llii' Hliiirn ii siiHicirlitly Mill, It is ..>ii|)|iiivil timl II nlnii^lit liiii' I III lii> ruiiml IrKiii I. In M, Imt iIiih liaii mil ln'oii I'^iiiiiiin'il. Ili'lvvnii I«narH II iriiimr ami ('uiiiilry Ijarlioiir, lliirn mili'H, in a riil){i' iil' |H| Irnl in lu'ijjiil at N, ivliirli it II-. liiHul pull. ( )ii llif (mimIi'iii Miilf of this riil^''', IViiiii .\l to .\, tin- ti-«' in I ill •'5-' ; on till' ivi'.li'iii •.iilr, liinii N In <), tlii- ilc-i riil may lir liiniiylit tn SO Hi'l In lli" niilu. It M |i>MHibl)i tliitt a la'tlrr imaH.iur liiiiy lir I'imiiiiI iiIhiiiI n lliili> in lliit tinrlliniiiil ; it lias lint buen cxaiiiliu'cl, Iml IVum llio (jciicriil t'oriiiaiion nl' ihr coiinlry. iIhm*' st'nins Imi Iml.' Iiii|ii"< nl' micruKii. It is prnliMlili' lliiil ill.' Hilly alU'riiaiivK ill itoo'.Iii^' this riil^i', will l.n llii> i'iii|ilnynii'iit nf ululiuii.iiy piiHiT, or >lii' liii'iiclliM^' oralioiil a iiiilu m Inixtli tliiiuigli wliiii roc'k. I''i'uiii () In I', alioiit si'x, II mill',, ilii'i'i' is liciwi'.ii i|h' lulls uliicli bnmiil lli'' valloy ami the wati'r, a laiii^v ol Invv ^rniiii.l Willi all irrc^iiliir smlaco, iipnii which a liiii' tiiiiv hi) I'lirricil, m aH III pinilmi' in'iiily a i 'H 1 liy ciiltiiiK ami ciiiliaiikiinis ol'2() li'ot at llii' iii.ixiiiiiiiii. 'riiiiiiii({ nil" at I'. »!' piiM .'I'll up till' 1 .illry of West Hronk, a small stn-aiii whii'li Mows aloii){ the linrtlicrn liasr ol tliu soiilliL'i'ii liil^.' Ill lulls rnriiuily iiiriilinmsl. Near lllii lirail nl' this Hlri'iiiii at It, thcrins II natiT-shi'il, Ir wliiili wai.-rs llnw in tlii> Si. Mary liy McKi'iiirii lirook. 'I III' iliilatici' rrnni tile iiiniilh III' tho \Vi"-t liinnk lo K, is I'diir lilih'i*, anil hri^lit. hy h.iiDiiU'lcr, VJ'JI) Icct i nniiij; an a'-ccnl nt' .'■iCi I'l'd | ir unli', 'I'lii' chraprst roiile is ainiit} \\'u*t lirook, ihr Viilli'y of uhicli iippiars oprti aiiil snuiolli ; Imt if it lii> rt'ipiircil tn n'lli Ilir trriiilL', tin- asci'iil iiiay roiiinii'iii'i' niif III- Iwo mill's Inrllur dnwii ("oniitry llarlionr HiMT, ki'i'pinjf iiloiij; till' I'.ict. of till' liigli lands, as slmwii liy llic liiif on the plan. 'Ihr fai'i* nl llii' lii|{li lands alnii^ till' ritrr is sloi'p and lirnki'ii, and u mild prnliiilily rt'ijiiiii' a liriuy rxpcnsr, Imt along Wi'iit Hrook it appears pivtty rvni, Hy rariyiim the line to llm riviT oiu' mil.' Iii'low the iiioiilh of Wost Urook. ilin (jra.li' would ho icdiK'nd to l.'i fi'iit pi'i' mill'. I''iniii It Id S, two iiiili'H, there an' s.'vcrid "iiiall lakus with Imv ridges of (jroiiml hotwi'un, which Hi' did tint parlicnliirly vxamini', Imt as sen frinii iho road, wo coni'lndud it will hi' ipiitu praclic.ihli' to liiul .i lolciahly fair lino Ih'Ihcch the lakes; the aveiaije descent will he aliout I.") feet |H'r mile, Tlleiicti to T, al the S|. Mary, IIJ miles, there is the valley of .Mi'KeeiiV Urook, which, n* ajipenrs, is smoolh and ojion ; liie descent is aliout 10 feet per mile. I'rniii '1' lo Mr. .'MeNaiidir Siitlnrl.md's, ihe liij;he~l sillli iiient on ihu cast hrancli of ihu St. Ma y, 13 miles, the valley (^ with few e.xeeplioiis pretty hinad, with iiiterMils nloiijr the river, and will present no ohsiacli's, excep I'mni fieshels. We could mil ascertain the depth of ihi! freslieM very correctly, hut from inforiiiation, and from ici'-imirks on trees, we comliide It will not exceed lour feet. I'he liver may have lo he crossed vveral limes. The scetional area of water-way ri'ipiired, will I e from .'MH) lo 50(1 sipiuro fii«l, accoiiliiij; as the liridgi' may he hi>;her or lower mi the stream, 'Ihu heii^ht of Ihe riier inierv. lie al Sutherland's i..., hy a mean of live ohservaliniig, I'JI feel alinve the sea ; and hy a niiaii nf two nli^ervaiions on ililTcrenl diivs, the hei^lll of Tat McKoen's Urook is .'rl feel, uiMiig a rise of I III feel i lo mile^, ahoiit II feet per mile. At ahniit a mile ahovo .Mr. .SntherlanJ' is the loot of the falls, where (he river discends in a I'oi'ky erooked channel, hetween dills uf trap rock, '.10 feet in aliniil a mile. This is . for- inidabiri ohsiiii'le ; the river is too crooked lo admit of a line in llie cliasni tliriiii);h wliiili it Hows, and the hills mi the western '>ide are hiyh and steeji : it will iher'fnie h,' necessary lo cut across the point .m the I'ustern side. On this side we have, at the head ol die falls, a narrow idgc of traprock, of (id feel in height, jutting upon the river from the eastward; and at the loot of the fall!", a deep valley, in which llnws C^.mphel^s Urook, coming in al-o from the east; both "f which must he crnssed. The vall.'y will renuire a hridjjo or embankment of ."lOO I'eel in length and 30 or 10 feit in height, and the rid;;e. .i tunnel of about a ipiarter of a mile in length. Hy thesu ineuiis a grade of GO feet In the mile may be oblaiiiud, us shown hy llie section. Southwards of OamphBll's Hrnok there does not appear to beany obitrnclioii lo a ilesceiiding grade of 40 feet [ler mile, along the riv.-r hills tlown strenm to the level of the river. From the falU to Lake Kdeii, about twii miles, there are no difficulties; the hanks in some places are near the river, and the Hat ground lielweuii them of moderate breadth; but there appears to be sullici.'iil room for fair curvatures, though it may bo necessary to cross the river two or three times. The rise in these two mihis is about IT) feet. From Lake Eden to Ueaver Lake, alinut four miles, the line may pass dose along Ihe southern shore of Luke Eden, under a high raii;;e of hills, about a mile, to the entraneo of .i range of ponds and low ground two miles in length, leading westward to Beaver Lake.thehead of the East Kiver of Fictou. The height of Lake Eden above the level of high tide at I'ictou is, by a mean of nine barometrical observations taken on three successive days, 381 feet; Beuver L.ike is, by a mean of live observations taken on two ililVerent days, 3U8 feet above the same datum, and 17 d'ot above Lake Eden. G 2 im.iisii .suit III .XMKII.C Nl w llnr! iiiir tn Inniu's ll.iilidur. Niiiii's Iliirliiiur III C'liuiiiry ilurhiinr. ('iiiintry lliiiluiiu' III (ilini'lk'. lit SI. Maiv s l{iv«r. Eust lii'Hii'di of Si. Mar) s Rivf r. Hei^lils of Kilcn and Deaver Lakes. 44 PAPKIH HKLATIVK TO TIIK gUKHKIJ AND MRITIflll NOUIH AMKIIKM K«<| Kivitr of I'lvlou. Kn»l llivpr to West Uivir I'ictou. Wi'.t Ifivor I'ictou lo IlivtT Juhii. River John tu Tatamau'ouchc Ulack Hiver. Till- wiiior-^lii'il hi'iwfi-n l.nl><- K>l<'ii nnil Mciit. r l.iiki', iit U, ia witliiii IihIT 14 iiiiU uf lh« IllttlT, lllllllll |)> llllllMI l,.lk(< I'llll'll, iIihI J'I i|I|II«I> Hi'iIMT l.ilkl'. 'I'lii'n- III. I) III' 11 iiiiirnnii iirmlt' rniiii I.Akii I'.ilcii in I', hmiI Irom V, tiy lhi> rii •iilr iif liiiiwr I, like, I'lir uliiiiit 11 iiiil« iiikI 11 litiU', t(i«iiiu Cur lln' fmiiicr IW) iiml liir llu* IuIIit 1(1 iVi'l tu till' mill'. l-'i'iiiii till' fiiol III' II riin|{i< n( fl il« roniircliMl witli Humvit l.iikf, the F.Hal Hiver uf I'ictou, wliirli i* liiTu iif II •mull tixr, lH'){iii« in ili')(XI U'tt. 'I'll!' f1owii|{i' nf tiiii iiilpr\HU ilouH nut t'Xc'i'ud tlirri* fiiit 'I'liii iiv'friiK" ilcuci'iit will III', lor tlie flrii tliri<« niilei, alMnit I.\ •nil Tor (lir ri'niHiiiilvr X\ feet )u'r niilo. From llii< St. Mary'n Hoiid to (iriint'n Hriili;!', Mvi-n niilfii. Tlic viillry ih lironil anil ciiiiliiinii liirci' inlt'rMiU. Tlic lini', liy ciiltlti); lliruii|>ii xoiiiii low ii|iluiul |Kiiiitit, iiiuy liti rurrivtl |irutly ■trui){lii. Tliu uvi>ni|ji< il rnt iiiHboiil ID IVi't |M ; llir > raaily qiiairiuil, anil tvill corim in lor ilraiim, liallii^t, &■■., oil till' roHil, itH cht>n|i, (iroliulily, ua nialcriali wuiilil rroiii any other aourri>. Il will alio o|ii>n Hoiiii' cupiliil liiiiralono qiiiirrii'», anil it ia not iiii|irolialilc ihnt biiililinv atoim woiilil lir iiict with, though wo illd not uliacrvn any ai'ania ortho Nanilaloni' aiitHcii'nlly thick lor that |)ur|iiH>r, 'Hit' avfrauti ilcactMit of lliia acction la uhoiil 10 iVi't per Unix. From till' foot of the Rapids to the Fiah PooIh, three inilt'Ri tlitt liiiu miiat keep along ilm river. Therit will lio little ciiltiiiK through |)oiiili, hut it ia likely thrru will boioine brid|{iiiK- '^'l><' ({Tiule will 1)0 about 10 fool to llie niilo. From (■ rant's Hriil|;e, iiientioiiod above, to the Fi-h I'oola, there will be aoveral bridgi'ti. It ia iinpoHsilile, by a niero paasiii); ^luiiie ut the river, to even ^iiuaa very correetly at lliu inuiib.'r ; lull il is not iinlikoly ihiil lliore will Im not leas than five or aix. 'i'lle aputi may bo iiboiit (50 foot, till wo L'ut below the wist brani'li, when it may be enlar|;o diately above the sleep banks of the river. From V III Middle Hiver at W, three milea, there ii a dip of 40 feet into the valley of M'Cul!"> li's Brook, and ihen a swell of ground betwuen this valley and Middle Hiver. Thi« iwoll t. 'I be crossed at grades of about ')() fuel to the mile. From \\ to X, two miles, the ground rispa about 70 feel, lioiiig an average of n,'* feel to the mile. It will be necessary to cross the Middlu Hiver at the bi'ight of 10 or M feet, in order to gel upon a Hut tublu of ground on its western aide. From X to tho West Hiver at \, four miles, there is a descent of I7"2 feet. Tho ground will admit of a nearly uniform grade, averaging about 43 feel per mile. From Y to Z, 1 J mile, there is a rise of nearly 80 feel, giving an average of .'i.'l feet per mile. Tim ground, though aomewliat rough in aume plocea, does nut a|)poar to contain any very formidable obstructions to a regular grade. 'I'lic point Z is on a flat table-land, from which the lino runs olf to iho westward. From Z to A', 2^ miles, the line pusses over some iiiidiilntions into the valley of the Saw Mill Brook, thence up that stream in a broad valley, which, continuing westerly, becomes the bod of Black Hiver, a branch of tho River John. The height of the water-shed b«'tween Saw Mill Brook and Black River, at A', i» 227 feet above tide-water, and the height at Z % feet above the same datum; the difl'eretico ia 131 feet and distance 2^ miles, giving an average of ,'j8 feet per mile. It is likely that a uniform grade can only be obtained on this section by means of a good deal of earth-work. By embanking 16 feet at Y, and cutting 29 feet ut A', the grade from Y to A may be brought to 47 feet per mile ; and from the peculiar form of the ground, it does not seem likely that there would be much additional expense. From A' to the mouth of Black River, 8J miles, the valley is nearly half n mile broad, the stream meandering through flut lands with a sluggish current, showing the fall lo be very trifling. The height at the mouth of Black River is not measured, but may be supposed about 100 feet, and tho descent along the valley 14 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 flows in a deep narrow valley, which would have to be crossctl. Above this place iIm bunks arc low, and moroovorj udvanlago may el C( bi si ru IIAI.IFAX RAILWAY. AND VVIMAC WOKKS IN CANADA. »S Imi liikrii of ltii> vnllry of Nulii>ciiiii|) lirnflk to olilitiii iin i-iiiy riu lo llio tabli'lmiil on lliti WMt of lliii rivi ri'Kioii iiliinu Uliirk Uifi'r, — a Hal ciiiinlry Willi aliiiiKiih •Irriiiiia ilowiriK lliriiii^li il, ami iini'riii)( im niali'rial iiliiit, wo ran miv I'Ut lillli'i liiit Iroiii lliti iili^'lil iiliwii'\iiliiiiis ihal He »i'ro ttnaliiiHl in niakv, w lliiiik lliiirc Mill hi> noni' III' U'M railiiiK llnin liall' a niilt'. 'I'liii ijiiiiunri'it an' a* roll(i».i;— . Ulloi. Kroiii VVIiilrliiivrii III Cull' llarlHiiir . . H Coll' llarlioiir til 'I'lirliay ...... H 'riirliay In Nuw ilarbiiiir 'tk Ni-w llurbiiiir lo liiuim Ilarlioiir .... V2\ Imiar* llarlioiir lo Coiinlry Mr. Archilialirn ■ l|{ 111^ (fli'iii'lK III llii> Hiiiniiiil of llio lii|{lilaii(lH two iiiiluK wc-i ol Lake Ivli-n .... _^,^'^)^__ Suiniiiil of liiglilaiiilH lo Albion Mini' ''^/Iftf^iyr ' •* — 5li Albion Mini's to WcMt Ulvvr 10 WohI Kivi'r to Itivrr .lobn l'2\ — '■^'^^ llivor John lo 'raliiinuvroiiclio M 'ralania){nui'lii> lo W'alTacu 1'2 Waliaci' lo till- Proving' Aguiu at Oltpr Crisrk, ',\H — B» Total from VVIiitrliavi'ii to tliu WoAturn Bonn- — • diiry of till' Province IHl nii!< i. lli'Hpocling till) ico at WliilcliaviMi, llli' rt'^uit of « (,'ood di-al of iiKjiiiry ainoniJNl llin inliabil- unl-4, and of Hlii|iniaAli>rH nccuHloiiii'd lo llir iiati^iilion of llu' co.isl, is as I'olioHit: Tlial tlui harbour in I'lnzi'n rcf^iilarly in winti-r as f^ir down an l''i»lu>riiian's Island. Ilaiilovur Cuvu in iiIho rt'Kularly fro/on Hcyond llii" fixi'd u))on ibi' |)(iint A for llio li'riiiiiius of llui lint'. Tin* ground will iidniit of a brani'li to tin- iipprr pari of thi> liarbmir. which \v'i> havi- shown upon lhi> plan. The Ki-a ico bri-aks up in inarcli, and tloals to llio soiilhward ; thai wliicli pasnua tiirough tho fiiit of Canso is in no ^roat i|uantily, and in ordinaiy wt'iitlirr is sot oiV by the curri'iit of Chodabiiclo Day towards Sable Island. 'I'lie main body of iru mot with in that sen, pussoH fustwardlv of Cape Ihelon, and with northerly and westerly winds is earriod out to si-a ; but uu«lurly weather brinns il on to the eoast of Nova .''icntia. We could not loam that While- haven had ever been eoiiiplelely closed with this ice, but it has nl'ien been in such quantity as to make navigation in the night dangerous, and Miiiietiines, at disliint intervals of limo, it hue beun in such (piantily as to make the approach in daylight very diineult. On the whoir, it noiild appear that belweun tho last of February ami luiit of April, it may liu accoinili'd dangerous for a steamer to run in the night near Capo Urulon, and diroci from tiiencn tu Whitehaven; as thoro would be almost a certainly of having to cross a stream of floating icu some |iart of this sea, though it but Heklom hup|X!na tlmt it uppruuches Whitehaven. All which is resjxjctfully BubniiiteJ b_y \ our, &c., (Signed) George Wioiitman. A. Caldbr, Serjeant, Royal Sappers and Minors. Major W. Kobinaon, H.E., &.C. &c. &c. Mill I mil NUIIIII \.>IKItlC-A. DUitnptt. lea ut Wlutvlmvsn. Appendix No. 5. BemarhM on tlie Inner Part oj' tlui Entrance of Ifhitehaven. Columbia, Halifax, N. S., Sir, August 27, 1816. In pursuance of your orders, I have made a rough skelcii of liio inner part of tho entrance of Whitehaven, which, with the accompanying remarks, I beg to submit for your consideration. Intini clear we ulhor, and by daylight, the approach to Wintehavon is easy, tho shores being bold, and no out-lying dangers, if we except two rocks nearly a mile distant from the shore of White Island, one lo tho south-west, and the other to the south-east, These gene- rally break, and so show tltemselves. w 40 PAl'KHS HKLATIVK Tl) THK (jlEllKC AND imiTisii NOHTH AMKUK Wliiic [ilaml loriin ilii- l\iinii>!; point ofllic sliorc of Ncivii Scotia, a* it lU'llocts lowiinls tli« iiiMlliwai'il Id Can-iMii. Tlic wliili- locks, and ilH rlitaliiiii of I 10 loci, iiiako il statui out pro- riiiniiilly. ami t-aiiiv di'iliMjjiii'li 't. 'i'licn- ari' si-vcral clianiicln ii Wliil«lmviMi. Tlinv ran lir iiscil liy atoaiiuTS of any niie. Till' iiiiildir. nliich is lii'tivciMi V. Iiiti' Itlaiid and tlio lo.ltros to its wontward, »p|Mmr» to Im' lit'sl, is aOdiil ::''!) lallionis Imiail in il narrow t-sl pari, and carrii's bold water on Ixitli -tidt'n, and is licsidi's liii- sliorti st and ino«t diri-rt, not cNrofdini; liall'a indc in Irnytli. ICowfvrr, as llii- iliriTlions of llic <'lianni'|s ditVcr. and all radiali" nearly I'roin tin- same point, a Hailiiij;-ves»«| can nse ilie niosi lavciinalile willi ii-.piel lo llie winds. The wisleni is also a very j;oml c'lianiiel, and is preferidile for vessels going or e(nniiii.' from that direetion. 'I'lie soundings wiiluiul this harbour are (near the shore) very irrejjidar, es|H>eiallv in the approaeh lo the eastern ehaiiiii'l, Hhich is e.lso nijured for vessels oi larj;e drandht of water, by a rocky iiulcll with I!) or I I feet tvaler. Il is situated near the enlranee, and rallxM' more that) one-third across rhamii'l, from ihe small island ((irassy I'ateli) ulV Whili- Island, \Vhen i'l-ide the harbour, care must lie lakeii. as there are several shoal rockv pali'hes (-oii plan), which render the naviealioa dillicult lo sir.ingers, and recpiire to be well detirmiiu'd and biioyi d, should llie li.irbour be used for eomiucreial purposes. Theie is an abnnilance of safe anchorage, with <;ood holding enniiid, black muildy botloin, laml-lockcd, and pcrleclly sni.ioih. In 'Ofigy (leather this harbour is ditlieult of ap|iroacl!, I'specially to a stranger, as llie sound- ings in-ihore are mmv irregular; iind I li.ivo not i)ef-n able lo learn any good indicatiiuis of iu vicinity lo be g.ilbered from ihe li'iul, so as lo reiuler its approach by that means ccr:ain ; and Torbay, ils immediate aeigbbour to the weslward, is a dangero\is place lo gel i?ilo. Krom the lisliernien and small coaslers, 1 undersland the currents round iho ]M)iuls are un- cerlain. and ijenerally depend on the wind, llioueh the pievailiii;j eurrcnl is lo westward. I expcrienii-d the cnrreni in a boat when I visited the (ailer break; il was then selling lo ihe wc-lward. at ihe rate of one mile and a half per hour al least. 1 also perceived vessels in the oiling -elling rajndly in the same direclioii ; the bre-'ze «as from ihe easlwaril anil light, lliouj;h il bad previously blown hard from ihe same pre hjm .lanuary II, 1848. t Four ofBduvits, Uecvuiber 'ii ; one affidavit, January 12. HALIFAX UAIIAVAY. AND PUIUJC WORKS IN CANADA 47 CopirH of till' uffiduvitH i-prerrpd to in tlie hI)Ovi> cominiiiiicHtion. I. Williain SjicarH, orWIiitflmvt'ii, in tlir rniiiit^ of Giiy»l)nr()iij;li, fiNliiTinan, niakotli oiitli iinil unilli, — Tliiit 111' liatli ri'sidi'il at Wliilclicaii iiriiivsaid lor 'JS yi-iirs, and is well ncqiiaiiitiil with the harbour of Wliitrlioad al'ori'said, and aNowilli tlio drift ico wliicli passi-s rronitlic casHvanl, also I'rom tlin Giil of Caiwo lo tin- wcslnard, in tin; spriiiK of tlio ji'ar; that the ice srlddin conuth and staith, — That he hath resided at Whitehead aforesaid for '2S years; lliiit he i ,v ,' •■ uainled with th- harbour of Whitehead, and also with the action of the ice wliich o -imoii '11 comes throu^ii the (Jul of Canso, and also romid the Island of Cape Hrelon, |)a'si../ on to I'le west- ward, ill the spriii}; of the year ; that the ice very nddom comes into the said ha-. , .11 lar(;e bodies, and very seldom remains therein lonj; ei ouyh lo prevent vessels eiitennt; tiie said liarlioiir at any tiiiio of the year, it lieiiij; carried away by the winds and currents, and dis- jiersed over the ocean, ;;enprally in a south-westerly direclioii; that durini; this de]ioncnrs residence at the said harbour, he never knew the ice to come into the said haiS. i;r in a lari;e quantity but oll^«^ mid that was in tlip year I8'2S, and then not lo prevent vessels to enter said harbour, the harbour beiiij; perfectly safe and accessible at all seasons of the yi-ar. (Signi'd) KullKUT .Sl'KAKS. Sworii before me, at W'hitolicad, this 'Jjth day of Ppcember, 18I7- (Signed) Daviii LXijisoN, J. P. 3. John Mmirow, of Whitehead, in the pounty of (luysboroiigh, fishprnmn, mnketli oath and saith. — That he hath resided at Whitehead .'U) years; that he is well apipiaiiiteil wilh llie harbour of Whitehead, and also wilh the iiaviyatioii of the said harbour, from tlio eniranco to the extremity ; that he is aecpiainlcd with the action of ihe ice, which occasionallv makes its appearance olV tho said harbour, passing on in a south-weslerly diivctioii ; that it seldom coiiics in in lari;e bodies, and very rarely n-niains ihcrein lonj; enou<;h to prevent vessels con- vciiii'iitly entering the said harlmnr at any time of the year, it beini; jjenerally carried away by the winds and currents, ami dis|ierscd over the ocean in a soulh-wi sterly direclion ; that duriiijj this deponent's re-'ideiice at the said harliour, he has never known a day on which vessels of ihe largest class would be prevented enleriiig thcrpin by ice, the said harbour being jierlectly safe and accessible at all seasons of llio year. hii (Signeil) John x Munkow. mark. Sworn belbro nie, at Whitphend, this "iSfh day of Deeendier. IS-C (Signed) Daviii Douson, J. I'. 4. John reltmale, of Whitehead, in the county ot (Juysborough. lishcrman, maketh oath, and saith. — That he hath resided at Whitehead aforesaid for 12 years; lliat lip is apcpiainted wilh the action of the ipe, whipli occasionally comes throii£;li thoGul of Canso and round the Island of Cajie Ureton, and which passes Ca])e Canso lo the westward in the spring of the yeai ; that the ice very seldom comes into the harbour of Whitehead aforesaid in large boilies, and never remains there long enough to preveiil vessels entering the said harbour at any time of the year, it being carrieil uway by the winds and currents, and dispersed over the ocean, generally in a south-westerly direption ; that during this dpponent's residenee at the said harbour, he has but once only known a lew dumpils of ice lo come into the said harbour, which went out the next day ; and has not known a day during the above period on whieh v ssels of the largest size would be prevented piitering thorein by ice, the said harbour being perfectly free and accessible at all seasons of the year. (Signed) Sworn bofore me, at Half Island Cove, in ilui said county, this 1847. (Sigiwd) John Fkltmatk. 25tli day of Decembur, David Douson. a. Thomas Monro, of Whitehead, in the pounty of Ouyshorough, mariner, maketh oath and iiaith, — That he hath resided at Whitehead aforesaid about 28 years, and during greater part 48 PAPERS RELATIVE TO THE QUEBEC AND IIUITISII NOIITH A.MKllIfA. of the yours afort'siiul owned ii vpssol niid snili'd licr as masl-r ; tlint ho is well iicqiiniiitcd with tlio iiolion of tho ico wliich occn.sioiially n])))enr» olT Whitohmd, iiiissins; on in an ol)liqiio diroc- tion IVoiu tho shore to tho soiith-wost; that iho ico novor, duriug his rcsidciico at said harbour, came in in largo bodies but once, and romainud but a short time ; with this one exception, depoiienl don't remember one cbiy that vessels of tlie largest class wonld be jirevenlod entering said harbour, it being perrecllv safe and accessible at all seasons of the year; deponent further saith, that he hath been coasting to Halifax, and all along the siiores of Nova Scotia, at all seasons of the year, and has never on his return or outset, been prevonlod going or entering tho aforesaid harbour during the time of his residing as aforosaid. (.Signed) Thomas Monro. Sworn btifore me, nt VVhilehead, this 12th day of January, A.D., 1818. (Signed) Davih Doiison, J. P. 6. Abraham Whiteman, of Canso, in the comity of Guysborough, makelh oalli and saith, — Thai he is now in the 87th year of his age, and that he was a coasting trader on the coast of Nova Scotia for more than half a century, and was in .-.iwl about VVhilehead, on the coast of said province, at all limes of the year, and always found tho harbour there accessible and per- fectly safe at all times. (Signml) AuHAiiM. Whitkman. Sworn before me, at Canso, January II, 1848. (Signed) Adraum. N. Whiteman. Heads of Information obtained hi/ Captain Henderson, Boi/ai Enifineers, at Whitehaven, in Ocl„h,r, 1817. The ice from the Gulf of St. Lawrence, &c , comes round Capo Breton and through the Gut of Canso, in the spring of the year, and is brought by the easterly wind off tlie iiorlh-east coast of Nova Scotia, and if the wind chops round to the southward, it drives ihis ice into White- haven, Torbay, S;c. The harbour had been blockadetl nine or ten times in the recollection of my informant, who had lived on that coast for nearly 10 years. Four years ago t!ie harbour of Whitehaven was blockaded up with drift ice for about 10 days. Generally speaking, it is more or less incommoded by drift ice every two or three years. It was frozen over in the winter of 18 10-47, live or six inches thick all the way down to Big Island, at the mouth of the harbour. This was considered unusual, as it requires the weather to be cold and very calm to freeze so much of the harbour. It freezes, however, every winter as far dowji iis the long point opposite l''ishermun's Island. (Signed) E. W. IIen»eiison, Captain, Royal Engineers. Appendix No. 6. Report of the Siih- Committer, to n-hom teas referred the communication from Lieutenant E. If'akott Henderson, Royal Engineers. Council-room of the Quebec Hoard of Trade. Quebec, May 12, 1847. The .Sub-Committee, to whom was referred the comniunication from Lieutenant v.. Walcott Henderson, Royal Engineers, have to report, that owing to the manner the accoimts are kept at the Custom-house, and tile nature of llie trade with the lower ports, the value of the imports and exports cannot with any degree of accuracy bo ascertained, and more especially to that portion of our trade with Oaspe, as, being in the province, a mere matter of form of clearance and entry imvards is observed. Your Committee beg to hand at foot a stalement of the number of clearances and arrivals to ami from the various ports named in Lieutenant E. Walcott Henderson's letter, for which they are indebted to the collector of the customs, and although tlicy abstain from givin"; the nature of the cargoes, owing to the causes above stated, they would remark, that, with tho exception of but one vessel which cleared in ballast, llie remainder had cargoes ; those from Halifax, in general with valuable cargoes of West India produce, and from the other ports, fish and oils. The outward cargoes consisted almost exclusively of flour, provisions, &c. With respect to the eastern ports of New Brunsvvick, your Committee are not of opinion that the trade between that [lortion of the above province and Canada has materially increased within the las' few years ; and with respect to the trade with ports in the Bay of Fuiidy, regret to say tuat it has all but ceased, which your Committee attribute to the changes in the Imi>erial laws, more especially the Act passed in 1812, generally called Gladstone's Act ; before the passing of which all American provisions, by jiassing through the Canadas, were allowed to take the privileges and character of Canada product; and imported into our sister colonies as such, but with that change all induci'inents to receive their su[)plies from this ceased, as the proximity of those ports lo Boston and New York, and the cheapness of bread- stuffs and provisions in those markets, otl'ered superior advantages ; and the result has been as HALIFAX RAILWAY, AND rUULIC WOUKS IN CANADA. 49 stiitpd. Tlio saiiU' ri'iiiiirks apiily, '" "unic fxlciit, lo llnlifiix iiiul oiIkt liorts in Ncnii Sculiii, IIHITISH' wluTf nierclmnts, from llieir liir;;i' iiicriNislii"; tra, to /ovate certain Portions of the New York and Eric Railroad made to the Leffinlatnre, Januanj 14, 1847. Cost of Motivb Power on IUilroadh, per Train, per Mile. let. Kngiiic-mcn, Fire-men, nnd Station-men : — Ci-nli. Hnltimnre nnil Ohio Railroad 5 I'tirn and Schenectady „ 8 Reading „ 4'5S Boston nnd Worcester „ 5'50 Fitchburgli , I'OO 300.'>-^5= 001 New York and Erie „ 'J-485 2nd. Fuel:— Dolls. Rending Railroad. VVood . . .'J'.50 23'70 Biistcin and Worcester „ „ . . 4-90 22-20 Fitchhurgh „ „ . . 4-25 1417 ' Baltimore and Ohio „ Cool . . 2-00 8-00 68-07 T- 4 = n-02 New York and Erie „ 1809 3rd. Repairs of Engines nnd Tenders : — Reading Railroad 4-90 Boston and Worcester „ 9-0.5 Utica nnd Sclienectady „ 7-93 Fitchhurgh „ 5-20 Western (Mass.) „ 6 50 Baltimore and Ohio „ 900 43-58 -T- 6= 7 09 New York and Erie „ 8-75 4th. Oil and Cotton waste:— Rending Railroad 1*74 Roslon niid WorccBtcr „ 1-24 Fitihburgli 1-30 Baltimore and Ohio „ 146 574-7-4= 1-43 New York nnd Erie „ 2-94 5th. Interest on cost of Engines : — Baltimore and Ohio Railroad 3'01 = 3-01 Glh. Conductors and Brakemen : — Rending Railroad . . ....... 4-11 Fitchhurgh „ 6-20 10-31 -i- 2= 515 Tnkc 63 per cent, for brakemnn (which is the ratio on Riadiiig road), as conductors should not be included, and the expense for brakenuin is . . . 5-15 X '63 = 3-14 Do. Hiiltimorc nnd Ohio Railroad, as per estimate for coal trade =: 2-40 5-54 -i- 2= 2-77 New York and Erie Railroad = 6-52 7th. Repairs of Railroad, chargeable to Locomo- tive nnd Tender : — Ist. Ordinary repairs ; of these one-fifth it re- garded as chargeable to motive power : — Rending Railroad 13-66 Boston and Worcester „ 18-00 Bojton nnd Lowell „ 13'50 AVestcrn (Mass.) , 1375 Baltimore and Ohio „ 18-30 77-21 -^5 = 1544 and 15 44-4- 5 = 3-09 2n(l. Deteriorution of iron, not yet settled by ex- perience. Half of this wear is believed to be charge- able to locomotives nnd tenders, on account of their greater weight. Suppose mil cost 7000 dollars per mile, and will bear transport of 20,000,000 tons on a level road, average (say) 250 tons freight per train, equal to 80,000 trains. The cost per train will be 8-75 dollars; and half of this ii 4'37 7-46 HALIFAX RAILWAY. AND I'lUJLlC WOKKS IN CANADA. 61 rNew f £rio The weight of engineii in the catva aliuvc (Ictallcd ia nut known, hut i» •u|i|)(i>uil tu averiigc U'na than 15 tuna fur an engine of io ton ; and 1 am tu inform you that the Commissiojiers have carefully considered tiie sulijects referrt'il to thcni, and have directed me to make the following observations for the consideration of Lord Grey, which are chietly founded on the facts contained in the report, as they have hut little other data on which to rest their opinion. Willi res])ect to the estimate given by Mijor Hol)inson of the cost of the proposed works. they consider that where so long a line is concerned, ilie average, which he has taken IVom tlio actual cost of other lines as nearly similar as possible in their character, affords good data for an estimate; and they therefore concur in the conclusion he lias drawn from the average cost of the completed railways in Massachiiselts, ond believe that, with prudent management, a single line of raibvay between Halifax Harbour and the St. Lawrence, opjiosite Quebec, if gradually constructed from each end, might be properly coiiipleletl and supplied with a moderate plant for 5,0()0,0(X)/, ; but they I'ear that this sum would not be I'ouiid sullicient if it be endeavoured, by locating large working parlies on difl'ereni parts of the projTOsed line, to ex|)e- dite its construction, for the expen;-es attenilant on forming the necessary establishments for the labourers, on forwarding them thereto, and on providing for them during the season when their labour could not be fully employed on the line, would probably be very great, and any expen- diture which may iw thus incurred can hardly be considered as provided lor in the above estimati. With respect to the probable return upon this capital. Major Robinson, it appears, considers that " there are very good general grounds upon which to Ibrm an opinion that ultimately, if not at once, the line will, in a commercial ])oint of view, be a very productive one;" but after giving this question the fullest consideration, so far as they possess the mcaiiR to do so, the Commissioners are disposed to think that, ahliough in a military and political point of view the completion of a railway between Halifax and Quebec may bo of great importance, that as a commercial undertaking it is very doubtful whelher it can, at least for a long time to come, prore profitable. * Similar Despatches addressed to the Lieut.-Governors of New Brunswick (No. 105) and'Nova Scotia (No. 138), .January 24. H 2 Enel. in No. 2. IW 52 PAPERS RELATIVE TO THE QUEHEC AND nRiTifiii NORTH AMKRICA. Tlio Commisxioiiorn nuror willi Mnjor RoliinKon in not uttacliiii); miicli iniportnncc Id ilic ilireel iiilcrrour"!' bclwm'ii lliilil'ax uml (JiicIh'c; tlic |)iissfiii;iT IniHic lioinri'M twociliiH, Imvini; rowju'ctivoly 'irj.OOO uml 'J.'),!'!)!) inliabiliiiilM, and siliialcd at llio I'Klirinilif* of a railway Ci.'l,") inilos in liMijjili, would b,- (inilc in>ij;niricant, ami llii'ic an- im Iohiis oC any "iw Ix'iwi'cn l!ii! termini. Tin" iirodiicliom also of llm scvoral i)nivini't'H of Miitldi Aniniica aio not of ii natiii'o to iiircr a |ir(>H|iivt of any iin|iorlant intt'icliunjjo of coniiiio|iari'nlly, lliat tlii> principal iiiinirdiatc rcviMiuf woidd be derived from tlio trniiiporl of (lie ajjrienlliiral jjrodueeof lluMve^lorn pari of Upper Canada and nl I lie pari h adjacent thereio of the I'liited Stales, to Halifax for exportation ; lliut the ron«triielion of the railway would lead to the rapid settloment of the ])ro\ince iif New Hiiinawiek, and iho development of il!« aj^riciilliiral anil other resources ; lliat the Ciiiiiberlaial conl Held, which is crossed bv iho line, woidd occasion a corisiderahle tialVic ; and lliat the increased value likely to accriK! lolho unj;ranled hinds adjacent to the railway would be ecpiivalont to a coiisidorahlc^ diiniinitioii in tlir cost of its formal ion. iiiil il is dilliciilt to belie\e that thu a|:;riciilliiral produce from tlu* sottlenienis on the lakes of U]>per Canada, when either the lateness uf the season or the rale of freight at Montreal j)re\enis its Bhipmeiit at llial port, will be lorwarded by the circuilons route of the St. Lawrence to (Quebec, and llionce by railway to Halifax, in-tead of by the iiioro direct existing comniuiiications through New York and Doston, or by that which the Montreal and Portland Uailway, now construL-tiiig, will alliird, especially when the (hlVerential duly which at present lavoiirs the exportation from u Hritish rolonial port has ceased ; the early closing and the late op<>iiiiig of thu navigation between I'pper Canada and (Quebec, on which tho projiosed railway would be deiKMident for its conned i(ni with the west, would also induce the iiierclmnts in this country tu send their orders in ihe spring uiid uiitumn us wuU as in the winter, to Now York, Hoston, or Portland, instead of to Halifax. It is easy to understand that Montreal may be an important dcpiit for llic eommerce of the districl round the woslorn lakes, and be able to share it wilti those ports of the Uniti-d States upon the lakes which have communication by railways or inland navigution with the Atlantic; but it a]ipi!ars improbable that Quebec sluaild obtain an ini|K>rtanl share of this trade. Produce nt Montreal will be ready to bo forwarded by the St. Lawrence when freights are low, or to Portland by a railway, one-half the length of that proposed liotween Qiiebuc und Halifax ; and the difl'erenco in freight and insurancu at Halifax and Portland could not compensate for the additional water carriage of \Hi) miles between Montreal and Qiioboc, and the transjiort over 300 additional mile.4 of railway. That the construction of tho proposed line would lend to oxpwlite the settlement of Now Hrunswick then; can be no doubt, but tho Commissioners fear that a long time would ehipsu before this cfl'eet couUl bo produced to a sullicient extent to make the railway protilable, or even to affect materially the value of the land. Although the provinces of British America have had for a long time a considerable advantage with respect to the duties on which their produce was admitted into this coentry, ai.d although a le»v yours ago the produce of the iJnited States was entirely excluded from our West Imlia colonies, it nevertheless appears that neither Now Brunswick nor Nova Scotia can at present feed their own small population, and that the price, which in the principal towns of those jjrovinces affords a prolit to the distant agrirullurist of the United Slates, is not sutlicient to attract capital to agriculture along tho river St. John. Of the ti'aiTir which the Cumberland coal-iield might occasion, it is of course impossible to judge ; within the province, while it remains thickly wooded, it is not hkely that the coal would olilain a profitable sale at any great distance from the pits; but if il be of such quality as would command a good price in the ports of the United States, it might prove remimerativo to connect ,thl» coul-tield by railway with one of the ports of Nova Scotia, it would not, however, be pnident, until this is ascertained, to calculate on any inijiortant return from this source. The successful result which has attended the construction of railways in the United States affords no grounds for anticipating similar results ut presi'iit in British America. Before any railway in Massacliussetts was commenced, that Stale contained a tolerable population per s<|uare mile : the city of Roslon had nuarly as many inhabitants as Quebec and Halifax united have at present, and a considerable commerce must have traversitl the State and pas.sed tlirough its port. But New Brunswick has barely a population of five to the square mile, and Halifax, notwithstanding its beautiful harbour, is more important as a iiuval and military station, than as a trading port. To return 3J per cent, on an expenditure of ."),000,000/., a not receipt of 17.J,000/. will bo required, and as the fixed charges contingent on the maintenance of G'X) miles of railway, with the necessary buildings and staff, ought not to be estimated at loss than 75,000/. per unmini, a recei])t exceeding ihe carrying charges by 250,000/. jier annum, or 4808/. per week, should be ubtainud to yiold 3i per cent. u|)on the expenditiin?; and if it be supposed that two trains passed over the line in each direction daily, or 28 trains per week, the gross weekly receipt to make this return ought to be about G500/., or rather more than 10/. per mile. On looking through some of the recently printedlislsof the receipts on the difleront railways in England and Ireland, it will be found that on tho East Anglian Railway, connecting the town and port of Lynn, and also several minor towns, and a considerable agricultural district and population, with the railway system of this country, the weekly receipta have generally been less than 10/. per mile, and that this has also been the case on the Belfast and Ballymena and on the Londonderry and Enniskillen Railways, tho last being open between Londonderry and Strabane. If this can be the result upon arailvay connecting any district of England and Ireland with tlie port, on which it depends, there is, it is feared, but little probability that a railway between rablu (juubec sihI the to tliu iiaviil HALIFAX RAILWAY. AND PUBLIC WOUKS IN CANADA. 53 (jiit'Lcc mid Iliilifux coiilil lii) prDntublc uh u comniercial iiiidortukiiig for niuiiy yuurN to COIIU'. It must, liowover, bo iib'torvcd, lliiit Major IfobiiHon only cotisidiTs it iiocossaiy for tli(- rcci'i| Im to be siifliciont to return an iiitiTcsl upon .'),0()(),()(I0/., asliu proiioso.i that tin- ivniaiiiiii;; (■\]i(>iulituri> sliall bo met by an issiio of notes. Hut ihn CoiiiinifsionurM luidurttaiid thai jiapur in at prtvifiit cxIiMisively usi'd hi llir ciirri'iicy of tho tliivt- provnaM's, and thuy considi!!' that any ailvaiita<;(>>i wliicli can bo dorivod I'roiii an altoratuiii in lh» ]ii'incipl<-s ou nhich it is issiuul, may bo obtained iiidopciidi'iilly of the- cun^truclion oi'tlio railway, and ihal if it bo possible for suoli altrration to bo acrompaniod by an iiiori'aso in tho pecuniary rosourc.'s ol tho liiiou (jovorn- nioiits, tho ruturii!) to bo oxpoclod fioiii any proposod application of tiioso additional resources hlioiild he n» carofnlly cuiisidurcd n* the return from tiio umploymoiit of capit.d under any other circiimstaiireji. I relnrii, herewith, Ihu maps and plans which nccoin|ianiod your communication, and remain, &c. (Signed) H. D. IIaunkss, 11. Meriviilo, Es(j., Captain, Royal Engineeri. &c. &c. HltlTISII NOIITH AMKIIICA. (No. 319.) No. 3. No. 3. Coi'Y of a DESPATCH Irom Earl Ghey to Govornor-Gem-fal the Earl of Elgin and Kincahdine- My Lord, Dowiiiiig-btiTi't, January 27, 1849. I IIAVK th(! liouour to aoknowli'dgi" tlu- rcceiiit of your Despatcli No. G* • Pago «i. of the 4tli of January last, omlosiuj; a talmlar statomt-nt of tho pojiulation and annual amount of ratoalilo jirojirrty in Ui)i)i'r Ctinada, from tho year 1825 to 1817 inclusive!; and I bog to assuro your liordsliij) tliat I have jierusod this document with great interest, as containing nuich valuable information. I liave, &r The Right Hon. Earl of Elgin and Kincardine, &c. &c. &c. (Signed) GREY. d with Btween ^mipr 64 PAPERS RELATIVE TO THE QUEBEC AND ■ I: HALIFAX RAILWAY AND PTTBLIC WORKS. 55 Despatches from the Right Hon. the Earl of Elgin and Kincardine, Governor-General of Canada. :ivumm- wv-mmitmnfi^mi^mimmiggimiwiir firt PAPERS UELATIVK TO THE QlKlilX' AND tllllTIHH NORTH AMKKIOA. No. I. (No. I ,-)().) No, I. (-'(•I'Y of II DMSPATC'II from fJoviTnor-Cininal flir Kml of Ki.(iin and KlNCAKDlNK to Klirl (illKV. (lovci'iimcnt Hoiist', Mdiitrt'nl, Dcc.miiIm, _.., IHIH. INfv liOim, (LWilnil ./iiiiwtn/ 10, IslD.) I iiWT. flic liDiKiur to tiiuisniit iwrrwitli tin- ((ipy of a letter uliieli liiw been mldressed this day to Men '■;. Uariiif; ami Co., of London, liy llie !iis|ieetor- (teneral of fliis proviiue, and w I ieli, I think, your Lordship will porusf with iiiti'rest and 'alislaction. I have. Sn., (Sii;ned) VAAil\ AXl) KINCAMDINK. The Riirht Hon. Earl (trev, End. in No- »• Eiirlosure in No. 1 , Innjwi'i.ir-fiontTnrx OHicp, Montrpiil, riinnda, GKNTt.KMEN, OiTcniluT L'O, |SIS. I AM tills day I ivoiii'od with your Iclti'r iif tijc l>t iii-itiiiil, in uliich ymi iiilunii iiii' tli.it yoii will pnividr fnr llic .l.iiiiiapy tliv iiliMuli nii liu- riiiiiiilii IIdiuU, piiMiliJc .it yoiii ntfici-, in |lii< n>isiiriiii''' "I'yoiir lii'iiijf ii'|iaiil llic iiiK;ii;d' 1h-1i)|c IsI .\|iril n.Nt. 1 can .i>.sMri> you tliat the Cmail ioviTniiii'iit fi'cl ii(.'i'|ilv imlrlili'il fm- tlii-;' ■■'li luool' of ji>nr anxit'ty to sutlnin the ciiN ,pf the |)i()viMPi'. I lime liy this tnail in- 1 mli'ii Mcnms. rJlyn, lliiiiil'ax. AlilU and r<., ■,, tian*fiT to yi)veriinient tn pay whatever rate of iiiliTest may he reipiireii to coniinand money lliaii to incre.ise the (lulil liy making loan iiiuler par. Althdogh, therelore, 1 liavi- (hrecleil that a portiipn of onr (h'tientures ••liould he placed in your hamls, I rely th.il, uiiluss it he nnavoidaMe. you will not sell the per rents, umlei |ir, and that you will advise me whether par can hi- (il)tainod fur deheiitnres hearing a higher i.ite of interest, »ilh a provision LMiahllni; the Canadian fjovernment to pav 'hem oll'hy giviu;; ri'usonahle notice. I think the presoiit a favoiualile oppoinmity of eoftitininic.iting to ymi the views ot" thi.H rildxernmenl mi the suhjeet of our (isrid aiTairs generally. 1 gather IVcoii your letter that thu Canadian ( iovernment declined in ISIJ/to eonstitute \our hoiisethu sole agi'Uts forthe provinci-, and that, since that time. \ on have considered Messrs. (ilyii and Co. tn hold that position, it would, of coui-se, he iinpi illialile to enter at ]iresent into any discu-sion viiih n'gard to tlio conduct «\' the fioverniiu .il of Upjier Can.ida at the time referred to; hut I have to repeat, that mv own conviction has heeii, since I have taken a jiart in puhlic atVairs, uhicli has heeu since the union of tin- jirovinces, that \iiur house ai 1 that of Messrs. Cilyii and Co. occupied precisely the same relative jidsition towards lh<' fiovernmeiii. and I therefore conceive that at a time of ti'inporny emharrassinent we wcro jn tified in in.ikiiig a similar application to both houses. Your letter has conlirmed im- in un (i]iini n. formed very snon aHer my a(ceptan<'<' of office at the heginiung of the present year, which i~, that it is indispensiihly neeessirv that the (iroMnce of Canada should secure, without loss of tirjn', the services of an eminent house in Loudon, which should he its sole agent, and at «liose oftice all its dividuiuls should he payable. I'\)r such services the province of Canada is ahle and willing to jiay, and they must In- secured without loss of time. IJefori' asking from you any pioi)o~ 'ion on the subject, it is lecessarv that I should notice s(mie remarks in your letter now helore me. \'ou state that the bonds of Canada an- looked on " much in the same light as the bonds of separate stales of the United .States of America;" that "the slock of the federal (iovernment ol' llie United Stales is certainly more valued, and finds "-eadily purchasers on both sides tin' Atlantic ; " and, after slating that "credit is only pern.. uienlly inainlaiiieil bv the public knowledge of ample powers and constant regnl.uily in meeting all money engagements." you le' I, •■ In- debt of a colony .dways labours iimler some disadvaiilage in this respect.'' I desire to oti. i a few remarks on these passages in your letter. When your house negotiated a loan for Upper Canada some years ago at .") per cent., that ))rovinci' wa- in a [position precisely aiialogous to one of the separate stales of the Union: it ha 1 no mean^ of colh'cling a r venue from rusioins, the ppMis of entry being in Lower Canaila ; and in the event of the wnrks, forthe eonsUiiction of which the loan was raised, proving unproductive, there were no nieansof paying the dividends IIALIIWK HAM, V'AV. AN1> ITIJLIC WOHKS \S CANADA, rt? iiiili<«« hy II r>'*'iitiiin, — hi>r iiicmiKiil I \iii({ Ihi' inft-n'st of Imr ilolit mi' ino«l iiiii|ili', iiiiil ire (|;iit(. |rro^|ii'i-ilvi' 'lit i< iitmnl I7(I,(KH)/, iU iimti- tiitiiiiit ainiip me lu'iirly HO,(HKI/ niii.Micy |iit itMiiiiiu. ('iumdn tlit-ii liiK " aiii|ili« niivtor*! " of iiifi'lii, ' lii-r i'n^iii;i'iiUMif« ; in i\ir\ iircrini'ly \\u> rnlly, which .ii'i' iiiiw, "iiy "JO |ii'r ri-iit. Ihhit tlmn (In- Aim'i'irmi iivi'rii(;e. HkI I iidiiiit thiit. hcniilrii powiT, tlich' inii-l 111' till' will Id |iiiy tin* oiii,' I'^i ui'iit ol' ii (ioM'rnnipiit Ilatt llir • iiiiiulinn (iiiM Uniiili was to riiiilili' tin- |iiovin(v to lili'i'l ilH liahilitii's ; iiiM'oI'lhr Hrst arlK iil ihi' l'niti'\ iilrm " of tlio will to iiii'i't our cii^a^diici 'n j and IohIiii'Ii I may siatn, iiiid I do hi tilth |iiiili'iiiid satisfai'tion, that, iiiiiid all our |>olili('ul disliiili'K. ivhicll have orcasioiially run liii;li, \s thry »iiiiii'liiiios do in Kimland, tljc iin'iiihi'rs of onr l.i'i of all (lartii's liavo viril i\ iili one anolhi'i' in iillinniiig llin lU'Ct'sitity of main- taiiiiiii; till' |iii\ili(' rri'iiit at all ha/nrds, 'I'hi' puwiM' and till' will tu m,-, I mir rnffasonii'iiti t'\ist ; and, siiir<> lh« Fiiioii, ynu imist iidniii. lliat our " n-julariiv in nii'i't'ii!.' all iii-y i'ii)rai{<'t>ii'nts" .iinuul he compluiiii'd of. Till' iiiilioiindi'd iTili* of ill ■ Hiitisli ( i'lM'riiMi.iit ari-i'< rrmii tln' lU'li'i iiiinatiiiK always luiicud liy Parliaiiirnt to iiu-i'l iln onr.igi'inrnls. 'Ihi' (iropl. of t'aiiada an' Mrilish siili|ci'ls as wril ns ihi' pi'o)di> of {''.Holland : llii'v liavi> tlii' sarr.ii powi'i and llii> saiiic will to iiioi'l tlicir I'li^a};!'- mi'iils ; and if ihi'v iire oirr in ihllirnllv, it arisi's I'mni thi' fart that IJrilisii capitalists do not rhnosc to plan' the simii' ronliilcncc in their honour thai tiny do in ili.it of the |)cop|c of tlio I'nili'il Slates, wliiis'' liiiiiiU arc salcalili' without dinii'iiliv. allhon^li, iiltr ' pi'riisiii)r thrxi) rciiiarkn. I coiifidciillv aniicip.ili' that you tull .idmit that our means of iiicctinj; ciigaucnicnts nrc i'(pinllv C""d with theirs. 'I'lic fact is. ilni our Imiids arc not recinniiiciided as ait iiivost- ineiit. while those of ilie Cnileil Males ap- ; indeed I have felt imirtilii'l to find that the price of Piiiiaila Hoiids is la'ver ipintcd in the list of Slocks, althoujjh those nl each of the United Stale-., as well as of all oth.'r l'oreii;ii (ioverniiieiits, are kc)it couslanllv hel'iire the laihlic. I must now slate very hrielly the immsc of our [iri'sont dilliciillies. Within the last ihrco or four years there has heea a aiirpin^ of reteuui' oier e\peiidiliiri' of 'lOO.tMId/ , which, instead of heinj; ap]ilii'd to the icdiiinptio'i i>f our il.-hl. has heen invested in new works, on the succosg (if whiili. as a source of imiiieii'i' r.'veiiiic, we have every confidence: every ell'orl .lud sacrifice must he niade to I'oniplcle the- works. Since the creation of our .Sinking' Kuiiil wo have >>n\ 'd from actual smpliis of revirue lialfa iiiillion cnrieiicy, or onc-eijjhih of . air hIkiIc debt. Hut iinlil our great line of ship canils. unsiupasMed prohahly hy any unrks of the kind in the world, all' ipiite coiinileled «e shall lie hanipcn I, unless wo can eo into the iiioney-luarket like other fiiiVeinnients and ohiaiii loan*. Hot iii addilnm to the cause of rnibarrassnient I hinc referred In, \m' have had this yciir a ver\ ileliciunt revenue, oiir iinpiits bciii); not luoro than two-thirds of the averaee. In l''.n";liiiid ih licii iicies of revenue often oc. ir, and would Im) iiisl us eniliarrassiiiiT as onrn aie lint for the lacilil\ of rai«niii imuiey by an issue of Kxcheoiier Mills. I have staled the cause of our cnibarrui'snicnts ; and I trust I liiive shown yon that, allhnnirh not the sryhtcst i;iiiiind exists lor uneasiness, alllioiiyh our revenue is most ample to I roviile for all our "ants and fur the cMincliiai of our diht at no di-laiit period, we are sufTeri'ig vcverelv from that want of credit in Kiielaiid uhich you have di'scrilicil. Our want is now, and has been all aloiit.'. an active aijent of lii_li standing, able to maintain our securities in that credit to which ihi'v are entitled. A dividiil ai;eiie\ is not wurlli the attention of either your house or Messrs. CJImi's. Perhaps you would eonsiilir it equally unworthy if undivided ; but one thing is to my niind clear, and I shall repeat it : the Canadian noveviiment must obtain the sei vices of an eminent lioiise in Loiidnn, and for thuse m'rvici - it is able and iiilliiig to pay. I must slate, in conclusion, that as I do not bcl ■ve any house would be so likn. lo advance our interests as yours, 1 slidiild be glad to be fa\. ircd ivith your \ iews on the subject as early IIS possible. I have no iliinlit that our mutual friend Mr. Dunn, to whom I shall write by this mail, will be able to give you any furlher information you may require. With regard to Messrs (ilvn and Co.. whose services In the Canadian Government it will always be ready to acknowledge, I need only sav. that the o)iiiiion as lo the v\\ edieney of having bui one agent arises fii.iii i;o ilissatisiiictiim with them, but from a conviction thai a small atcount is not worth di»idiii«, and that our interesls will be promoted by such an arrangement us the oiiu proposed, I have, &c., Messrs. Baring, llif.tliers, : nd Co., (Signed) J. IIincks, Inspector-General, iiankei's, IiO'idoil. HKITi!4ll NOIITII .\MKIIICA. :<8 IVU'KHS UKI.ATlVi: TO Tlli: (^n'UKC AM) NOHTH AMKHIC'A. V^' ' ' "v Nil. ^. Hi ('iii'\ itl' a DMSP ATCri IVitiii f Jn\iTintr-(iriirr,(l llii' I! irl iiC I'.k.iv »vn KiMMiniNK U) Marl (iiiM, lUlol (iiivi'iiiiiu'iit lliiusr, Montrtul, Divt'inlHT 'JO. |H|H, (/,',,: In, I .l.niwini III. |MH».) (Kll^ll>^illt; Iti'|ii>rt Itl' liiN|ii'< li)r-(iriirnil mi Colniii/iilioii ami l'iil>lic Wiirki: uill In' lounil |iriiitri| nl |>'ir,ir,:l Jiiiiihii'/ 10, 1HII>.) In i»iirsiiaiicr of vmir l.nnUliip's inslnirliimM I liavr liriMi:,'lil tin* Hiilij«'rt of the \cn\Micnts, the mn-ssary im-an-i for i-arryini; out this im|i(irtanl national nnilntakinn; may, it is hrlii-vi'il, \tv |)ro- vidcd. It is |ii'<)|)()s('d that the work shall lii'csccntcd liy ;es which will be conferred on the mother country an to observe tliat one of the main obstacles to the rajiid and successful eoloni/ation of British North America consists in the circimistance that there is little or no demand for labour on the sea-board. A destitute immii^rant landini; at New A'ork finds himself at once in a busy scene w lu're there is a fair chance of his obtaininij; employment until he has earned the means of fransportini^ himself to the interior. Hut, f^enerally speakiu'^:, he must proceed to \\'estern (,'anada bidorc; lie nu-ets with any constant or certain market for his labour if he resort to liritish North America. Hence the necessity for a larjie expenditure for the conveyance of destitute persons from (Quebec to the lakes, and the manifolil charf^es connected therew ilh ; such as the provision of hospitals at various points for the treatment IIAMKAX ll.MLW \V. AND ITIU.U; WOKKS IN CANADA. W NOIlltl AMKHICA. >rth |((i on vast |ltial)le ; and .only iison, how- |U'^.i|•(', lirthcr Inic of forth labour lirllat nn-nt Hut, with forth Iff of li'ctfd tnieiit ol' tho Milk: ('har^^i's «liirh swell •.iinnthni^. Ion Inrniiilalili iiin, ami which miiu'ii" Villi niii-ril liuni the Intlir wiiiri'c it isijiirii'iilt to k(-r|i it witliiii naMinalilc iHiiimlii ; and il Ironi the lornicr, it huN II dirrt't tt'hdt'iicy to cliiik tho immigration uhicli it is moHt I'or thu inttTi'M of till* |iro\infi's to nn oniiiL;r, inii>nui<'h uh the Iii.iIiIin indu>lriiniH HcttliT who has nionry to pay his way. is tavrd lor tlir Ik hour ol tlir ijcxliliitr, the sickly, or the indolent, who cast thiMnschrs on ilir linini'naiinn Depart- nicnl at the sea-ports, It cannot, however, 1 think, he doiiKtitl, that the undertaking of this ^q-eat national work under the authority ol' the Imperial (iovernment, and in eoiine\ion w ith nuiHures of systematic coloni/.ation on the line, woulil p> lar louaids the removal ol' this impediment to the i;enei'.d Nettleliieiil ol llnlish North America The immiu'l'ailts who li;i(t iiidllceliieiits to seek the West, and money to pav their piissa^e, wtmid .till proceed thither, while those who wirr lither nnwillin;; to j;o lurther, or without the means to do so, wmild imniediittely on landiii;; seek emploMiient on the railwav or in wime one ol' the various uiidei'lakin;;s lo w liich, when once fairly commenced, it would inlallililv );ive hirth, mid thev would eventually either hecome selijersoii the lands in the vi( inily ol the line or move on to the west, leav ini; their places vacant lor new lomers, I am disposed to think that hy thus renu)viiiy; the main ohsta< le to the rapiil colonization ol' the vast Ihilish territory heyond it, this work will do lar more lor the interests of einii;r.ilioii I'roin the nnither (duntrv than will ever he eU'ecleil hy tlie employmenl and settlement ol the lai'K'e numher of immi^'rants who are likely to he immediatel> en-ai;<'d upon it. .'). As re^jards the prohahility of the work proviiu; ultimately remunerative, I cannot hut express my heliel', that under the arran^'cment sii<;>;ested hy the Canadian (Government, its cost to the Kritish (Government will he louiid to fall within .Miyor Kohinson's estimate, lie has hasecl his (ahulations, if would tippear, on file e\pense of railwavs constructed in the State ol' Massaidnisetts, will re lar^;e prices are I'reipicntly |iaid I'(M' land, and where the cost of the prin- cipal materials emploved is enhanced hy the operation id' a hi};hly prot;reat en^ineeriui; dillictdties, into districts whose |)resent resourtM's and population would not appear to justify the outlay or warrant the expectation of a return on the capital e\peiiondeiuy into wliii h rei'ent ehani;es in the eoni- iTHTcial policy of the empire has plunijed them ; to unite the iiroviiices to on • another and to the mother country ; to inspire them with that consciousness of their own stn-ie^th and of the value of tiie connexion with (Great Hritain, which is their hest si-eurity against aggression; that I would not hesitate to recommeinl that an immediate and eonsiihTahle reduction should take; place in the I'orce Htjitioned in Canada in the event ol" the execution of the (^uehec and Halifax Railway being determined on. The Itight Hon. Earl (irey, (Signed) I have, &c., ELGIN AND KINCARDINE. &c. &c I 2 I,tl II HPIMM4P+'#J.'V'^'*>"- ',"cj^f ifini««i.jifiw,"!jvfm*Mii*w ""s? nniTisH NORTH AMKKICA. End. 1 in t.'o. 3. 60 PAPERS RELATIVE TO THE QUEBEC AND Enclogiiro 1 in No. ']. Mk.morandi'M on tln> prdicctoil Haliliix iiiiil Quebec Hailroail. Tin: siil)ji'Cl of llu- pioji'Clc'il rililroail belwccn Qiii'hfc and llalilnx, has I'ur B'nic limo jiasl oii;;ai;i'(l llie coiisiili'ratinn ol llit' iiii'mliors of llui ]ii(iviiii'ial adiiiinislraUuii, and liaviiin liucii nilrii-tt'd I'V mv ilfa;;iu's willi llie )ir(|Miiali()ii ol' a Mi'inoraiidiiiii I'Xiilanalory ol tla-i" vii'ws and lor llii" ('(insiiliTalioii of ins ExtTllcncy tlio fiovi'mor-Cifni'ial, I shall (Mah-avour to the lii'st of inv Ininihlo ahililv lo jifi'fonii llic duly assijitird to inc. In a icicnl l)<'M|ialcli IVmim lilt' No. 'J99, pByo 3. Right Iloii(Miral)K' I'^ail (ircy. Hit Maji'sty's l'riiu'i]ial Sccrrtary of Slate lor thi! Colonics,* to iii^ Kxci Ih'ncy llii' (iovrnKir-(it'ni'ral, his l,ordi.hi|i iiivilcs tin- altrnlion of llio Canadian j^o- vcrnint'iit to a lt('|)ort fmni Major liobinson of tho Koyal KMjiiiii'cr.s on tin- iiroposiil Irnnk iiiu' of railway IVoni lialilax. Nova Scotia, to (iiifhcc. This interesting and able Re|iort has been read »itli that attention which its iinpuriame demands, and it is most ^ratilyiii;; to learn that a work, the ronstnielion of which wciuld be so dc.-irable in a national jioint of view, is deennd by that otlicer to be not oiilv praclicable, but likely to ])rove remunerative. The members of the Canadian (iovernment have been most reliictanl lo presH the subject of llii- railroad on the eoiisideralion of Her Majesty's (■overiiiiieiit, and would jirobably have linr- bonie lo do so still lon<;er. but for the invitation contained in Marl (irey's IJcspalch. 'Ihey feel strongly that should the work be iinderlakeii and coiiipleled, and afterwards prove iiiipro- dnclive, the loss mnst fall priiicijially on the mother connlry, and they have been uiivvilliiif;, under such circumstances, to incur the responsibility of urging the Imperial (iovernment on the subject. Major llobiiison has eiitereil very fidly into the reasons which may iialnce the Iniju-rial (iovernment lo embark in this great national work, one of llie principal of which is that it will open a lield for successful coloni/alioii. 1 shall not venture to enforce the argn- nicpls of M.ijor IJobinson, being fully convinced that they will have their just weight with Her Majesty's (Government. I cannot however concur in oiniiion with Major Kobiiison, that the best mode of undertaking this work, would be by making it a sort of partnership concern between the mother country and the provinces of Canada, Nova Scotia, and New I!riniswick. The money can only be {jot through the instriinieiitality of the Imperial Government, and it would be highly desirable that the work shotild be executed by the olliccrs of that Goveniment, and that ii should be entirely under lm|icrial conliol. If the anticipations of Miipir Hobinsoii should be realized, and the work should prove remu- nerative, no difliculty could arise. The Im|)erial (jiovcrnment could, I sliouid siippo?e, raise a loan with great ease for the retpiired amount at 3^ per cent., and the railway dividends on this continent generally, vary from 7 to ID per cent. Hut it may be said that Major liobinson is too sang..ine, that loss may be incurred, and that the provinces being deeply interested in the construction of the work, ought to bear their fair share of such loss. As no one I presuim- could recommend the construction of such a work as a mere mercan- tile speculation, its total mipiwhictiveiiess ought lo be provided for. The queslion then for considefation is how aid can be alVorded by the colony. The province of Canada has already contracted a large debt for thi construction of public works, which has seriously impaired its ability to assume additional charges en its revenue. When the great line c/ ship canals, by which the navigable waters of the St. Lawrence are connected with the lakes «.ia undertaken, the protective system was in full oiKTation in England, and it was justly oelieved that under the operation of that system, the products of the Western States of t'le American Union, as well as of Canada, would pass through those canals ant' the St. Lawrence, to England. Unfortunately, for Canada, the change which has taken place in the commercial policy of the empire has bad a ruinous effect upon her commerce, and a wide-spread belief prevails among the Canadian people that unless the Brii'.-li Navigation Laws be speedily repcale I'lxi'i'oliw CoinicilliiiM' liad iniili-r ronsidcialion a MomoraiKliiin on tlic sul)i('ct of llif Halifax and (ini'lu'c i!ailii:hs uei ativk to tiik quebec and llltlTISII NOKTH A.MKllICA ri. As rpjjards thill iiorlioii v( lln' iilnii siibmittod whicli invnUc-i ,\ luirlial siinciuliT of tlu' jirtiti'clion iit prfwiil oiijoyi'il In ci'lipiniil linilii'i- in llir markfts of (insit Hriliiiii, 1 simll mid iiolliiii^ Ic) till' siliili'ini'iils cDiilaitic'd in llic ininiiti'. I'liillicr lluiU to rriiiaiK. llmt I fiiliicly concur ill llio 0| iiiioii, llial il would lu' iiii|irndi'iil lo calciduli' on llic prmiani'iu'c of siirli |ir(ili'iliim ill till' liU'c of till" clian;.'!' whicli is lakini.' ))laco ill llic ycncial iviiiiiurciul policy of llic ciiiiiirc, iind 1)1' tlic ronlciiiplalcd iiinilili atioii ol the Na> ii;iiliiiii Laws. I. I have no anlhoiily lo -lalc thai I In- Miijoty's iidvis.Ms will dciiu it CdiisistiMU with their dmv lo a|i]iiy to I'arliaiiiiiil lor the lu'ccssaiy jimcr lo enable tliciii lo midcrlake ihis jrrciit work iiiiiler the |)ro| osed arraiiyciiu'iit, but I am so ihoiou^lily (oiiviiicod ol' their desire to jiroii cite the Wfll'are of llie-e \aliiable deiicmaiicics of the Croivn, and lo relieve them I'roni the (Irjiu'ssion under which they now labour, ihal 1 am coiij'.ilenl a Mi;;f>eslion ol' this nature, siiji- jHirli'd liv the cnnciirrent recomiiK'u.' ilion of the |ii'o\incial (iovcriimeiils will coiiin.iiu'. their iiiuiiediale and mo'*! ravouiable consideration. 1 have. S.C , (Signed) KluIN and KlNt .KDINt. Sir Edmund Mead, Bail., and Sir John II.ir\ey. K.C.IV, &c. &c. k"v:c. No. Aiiswirod Jan. No. ;ji!>, ■,),.(!,■ , (So. 6.) No. .'). L'oi'V ol' ;i DJ'^Sl'ATCII IVom- (ioviM-iior-CJeiu'ral llu! KiNCAHDiNK to Karl («ni:v. Karl ol' Eloin and (lOMiiiiiK'nt Tlousf, Montri-al, My Loup, .lanuary I, ISI'.). I iiAVK tlu'loiionr to transmit licrcwitli. tlircf )iriiitc(l copies of a tabular slatiTicnt, jiropan-d witli minli can- I'roiu olVicial records, sliowinj; tlu- jiopula- tioii and aiimial amount of all property in I'pper Canada, rateahle iiiulcr assessment laws Tor imijui^is ol'ta^iation. Ifom the years Isii.") to 1SJ7 inclusive. 'I'lie evidtnce whicli ihi- docdiiient allbrds ol the sti'ady yet rapid increase whicli is takino; jilace in tlu: ::'.\\.a' ol' property in tiiis section of the jinnince, raniiot fail to h- l'>i;!ily interestiiii; to your Lordshij), and is \vell worthy tlu; •ittentio'i ol' capitalists i-. Great Britain. 1 liave, itc. (Si-^ncd) KlXilN AND KINCARDINE. The Right Hon. Earl (irev, &c. "v.. &c." IIArJFAX RAILAVAV, AND PITHLIC WORKS IN CANADA. H.l d t£ 3 NN CO e S- I I- 3 w ■^ •S 3 S-5 — .. .a -3 m B U c o ill r !? 3 •,' >; if' >. o) ~ > * 'J ? 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CI ♦ 1-- in to t- 3 in -1 to CI • t- ■ t-c X • • • „ I — CI CI CO eo ■»< V •* i- i in to r- X 3; — CI eo -1- in to 1' X 31 — ' CI CO -f in 'O 1-* X >• ClCIC^clCI^oen^teocteoe'*eoco:o-T-1•-r — -r-ti-r-t-r f/, X xj X X X X X / t; X /. X X x X X X X X i- r. X X j2 niimsii ^ N'oiirii A.MKmr.'A. 3 — Kiiel. in No. I, = S i 3 i s _ CI i SB 1 "^ 5. o 0-3 fe S H S, ^2 64 PAPERS KELATIVE TO THE Ql^EHEC AND HALIFAX RAILWAY. AND PUBLIC WORKS IN CANADA, fir, Desnatches from Sir E. Head, Lieut.-Governor of NEW BRUNSWICK. 1 66 PAPERS RELATIVE TO THE QUEBEC AND * Seo pngc .'17 1 this Papfr. nniTisH NOmil AMKUICA. No.l. (No. 10 Cdi'vola DK.SPATCh No. 1. ■om Liout.-Govcrnor Sir Edmimi Mf.ai) to Karl Ghky. novernmciit House, rrcdfriftoii, January 1, IHIO My Lonn, {R^'irtvid Jmuiari^ 2',i, IMIO.) I II AVK the lionour to enclose a copy of certain ol)servations on the ]{c|)(ii1s of Major l^oMnson and ('a])lain Henderson, witli rei'orence to tlie ])ro- liosfd railway throuijli this province. Tiicsc oliservations liave l)een placed in my hands hy Mr. Wilkinson, tiie fienflcnian wlio is tlie author ol' the He|)ort, No. .'5, printed at paj;e K! of the Apiicmiix to Major I{oliinson's Report.* lie is «'m|)loyed in the ("rowii Land Olllf' here, and is a person of Lcreat experience in surveying;. He possesses, nioreover. considcral)le knowleds^e of this country, and is, 1 helieve, perl'ectly trustworthy. At the same lime I wisli your Lordship to hear in minil that I did not call on Mr. Wilkinson i'or any ohservations on the re])ort in question, nor do I now express or iin])ly any opinion as to the justness of his views. It is so material, however, that Her Majesty's (iovernment should he in |)os- sessjou ol' all thr information which can lie ol)taine(l on this dillicult and most important siihjcct. that I sliouhl not led justilied in withholding; from your Ijordship remarks on Major Rohinson's Report, thus placed in my hands in an oHicial f( rm. hy a person like Mr. Wilkinson. 1 have, &c. Tin i{i-ht Hon. Earl Grey, (.Signed) KDINH^ND HEAD. .Vc. &c &c. Enci- in N[iri('tv ol any olhi'r course api^'ars to be prec Inchil. 'J'lie Il"port is pereni|)lory in the r. ronuuemlation of a ])articular route, and that the iiiosl circuitous one. It is equally peremptory in tlie eouiipnination of any more (iircel or central route. We ol' course look I'or reasons of M(l<'fpiate l'orc(? and validity lo coiiiniaiid u concurrence in a decision so uiKjnaiined. Tlie proposed observations on the insiilTiciitiev olthi' reasons adcbiced, will be contincd to the route as I'ar as it talis within the hiiiits of .N'.w IJriinswiek and part of Canada. Thi- Report artirms thi-sujK riorilv of the direct or central mule, if pr.icti<-alile, in these words, " Unwillinp; to abandon the direct route through the centre of New Hru:'swick, by which, if a line could be successfully carried out. the disliuicc would be so materially shortened, as is appa- rent by the mileage givi^n in route \o. I, it Win determined to use evi'ry ell'ort to decide either the practieabibty or iinpraelic.ibihty of such a line. The efforts made are then di.-lailed. In the.sc iletails I am unatile lo discover, even all approach to the adequacy of effort which could warrant an uiupialified. much less a peremptory opinion. To follow luinulely the Report ig \mnecessary, one cflTort only to discover u favourable lino betw.'en noistowii and the l^'stiwouclie, is detailed, 7'his, it is incidentally mentioned, was a s;reat im|irovemenl u]H)n a previous one. Why tlieii did this great improvement rather dis- courage than encourage fmlher effortsV Was every elVorl already exhausted by the peculiar etHcieney of this second .illein]it ! A simiile inspeeliou of the map of the couiilry, i- jireviously known, will show that there was only a taint probability of the success of eiilier of these attempts, w hicli were by way of the exlrcnie sources of the si,ulh-w.st branch of the Miramiihi. 'I'here iln^ land was already well known to be very high, and it is obvious that the descent into the valley of the Tobiquc from .iUKi'vg HALIFAX UAIIAVAY. AND PirMLIC WORKS IN CANADA. 67 lilt NOUTH ) to •Ifficton, ;j, IHI!).) oil flu; flic |)|'()- iiM)n, flic '! Ol' fill! II Land osscsscs, this siliiiilinti, would 1)C lln- sli.irlcsl hikI tnosl siiiMimi lliiil could be sch-ctcd. A diroct iiiid ('(lUiihli- drsci'iit, iiroM'd, lis wif* very likrly.lo lie iiii|ioMsil)lc, and any ollii'r iiiii.tt iiri'iwsaiily bo very bad. 'I'lir ilct.iiU in .Aiiiicndix No. 2, of llii> Krport coiiCirm lliis. Tlic Urporl says iliat " the lowiwt point ol' the ridcri. ovi'rlookiiij; iIik 'rubiijuo River, at uliicli nny iinr i.l' railway must pass, is |-il() (W-t above tho si-u." Tint litis groat xutntnit level " most be surniounted." Niiw Ibis uii(|iialiMiMl allirnialioii ioiplics tbat llie elevalioii of every gap or depressiou in a dividiiii; ridije, (^Mendiotr in a slraijjlit line norlb-easl and soutb-west, about 70 miles, anil pro- bably |(l() miles by its eireuitouseonrKe, lias been accurately ascerlaiiii'd. Yet no details are fur- liisbcd in tbe Ui'porl to sbow tbat any kiiowledge ol Ibis kind exists beyond tbe vicinity of tbe sinijlc point at wliicb tbe ridtji! was intersi-cled as described by (Captain Henderson, in Appendix No. 'J. lie says, "'rbe liiijhlands boundin;; it, (tbe v.ilby of tbe Tobicpie,) on tbe soiilli side, nre very lol>y. I be lowest point at wliieb ibev cm be passed, as ascertained by our explora- tions, lii'in({ at a point about I'.t miles soulli of llie river, is 121') feel above the sea, or H91 feet above the river." 'I'bis stalenient is salisfaclory. Il is all tbat could be said with safely. Mot it does not carry us either way alorij,' the rid(,'e beyond the \iiiuily oltlie point oxaniiued. An exauiiiiatinn of the whole ridje, bowiu u-, does not rven rceivi- aiKeriance in the Ueporl. Yet without such evamination, and a conclusive res dt derivi-d from I he same, how can tho Hc'port plead an unwillingness to abaiiilou the direct route, or allirm that the lowest point in the ridge iu (pu'slion, is \2\l'> feet above the sea. .An exploration by way of the right band branch of tbe 'I'obiipie, towards Hoislown, was suggested ill the commencement of the season of IS 17. It might not have proved successful, but it olVcred tbe greatest probability of success. It is obvious, at least, that the suggestion could proceed only from the aniicipaled failure of the route adopted. 'I"he proposed is ad- verted to ill App.'udi.x .'), at page 4'.), ;")(). of the Report, hut not noticed in the Report itself. My remarks would extend to lediousness in miinilely following the Report. Tln-ir tendency woidd he of the saiin' kind, with regard lo the rest of the line of country from the 'I'obiipie onwards lo tln^ St. |,awreiie,>. I could not conscii'iiliously concur in the njiinioii that the couiitiy is barely within the limits of practicability. Iimcb less that il is impr.ictic.ihle, ,iiiil that further altem))ts tu discover a favour.ihle route aie useless, .Mv persoiial knmileilgi' of the face of the country, and my views of ihr impoiiaiice of the central line, eij i.illv luiiipel me to say, that no suHicieul ell'orts ||IM' J'l Ij^'i'i' made to ivarraiit a peremplury opinion, or any siife iipinioii. I must also add that no admissible data whatever lire suppli.^d by tbe Report for a salis- faclory compiii~on of the cireiiitous and central mutes. In seeking liir such means of comparison, we are foiled .il ihr (irsi alteinpl. 'I'hi' Report says, at page 1-1, that the section of country lielween .Shediae, (.more |)ro|ierly jierh.ip^ tbe Hi'ud of Petiticodiac) and Boistown, »as pnniMl in ISlCi tn he generally low and flat, with occasional uiidulalions. This of coursi; i^ part of the direct or icnlral line. In order, however, lo make the correspdnding division of the circuitous line, running 'JO or ;J0 mill's further lo the eastwiiid, pa«s review, it is put forward, not upon its dwn but upon tbe borrowed iiierils of tile cjalial line. The sections as sutiruilted are acknowledged to he inad- missible. They " are not grades for the railway." Wliat then.' '• With the exception," says the Reporl, " of tbe immediate b.mksof the St. I,awivnee, this is expected lo pne e one of the easiest ]iiMiions of the line." Why is it so expected i* .No reason is eiven, except lli.il " the whole of this portion of the country is believed to be generally low and II il," like lliai hi'lween .Shediae and Hoislown. W'liy is it so believed, whilst the seel ions submitted show tliat the whole of the country is not so, and that restricting our judgment to what is known by these sections '■ they are not grades for the railway." Thus nearly 100 miles of tin- circuitous line, so conridently and peremptorily recommended for Its su|M!riority, is not, as far as known, entitled to he reconimeuded at all, and the fad of lis eligibility yet remains to be discovered, whilst tho ea.sy practicability ol the corresponduig |)orliiui of the ceiiiral line has been proved. This crilicisin would not have bc-en submitted, if an exact local knowledge recently obtained of a portion of tbe ground in nui^-tion did not forbid the least concurrence in the gratuitous ex|«'Ctalion held out in tbe Report, that " with the exception of the imiiiediatc banks of the St. Lawrence ihis is expected to prove one of ibo easiesi portions of the line. By inspection of the map of the country as already known, it will be seen tbat there will be at fewest about eight principal summits or watersheds to cross at right angles by ibis portion of the ciivuitous line, and that at every interval the level of llie tide must be quite or nearly regained. It will bi- fortunate if these summits can be easily surimarnted ,il a less average elevation than '200 feet. Assume that by deep cuttings and high bridging they may be reduced to an e(|uivalent of l.")t) feel, we have at once by this favnurable supposition an aggregate elevation of 120t) fei-t to cross, or as high as the trial summit of the Tobiipie riilge ; bul ibis is without making allow.inci' fur all the subordinate or s condary summits, which will be nume- rous. The ilirtieulties, therefore, cannot be even guessed at wilhuiil a careful survey. The Report pi: '.'es much reliarict' upon the greater seeurily wliieli the iiier.' reinotoiiess of tbe cireiiitous line from the fronlier of the I iiiled Slates will alVorel incase of war. " Passing," it is said, " at the ^-ivate-i possible distance from the United Slates, il possesses |{cn-irt, r in the highest degree llu- advantage lo be derived from that circumslariee of security from attack ill case of hostilities." In one ignoranl of military matters, il may be presumptuous to be incredulous on ibis point; bul in seeking lo run wide of one danger il would appear thai the line reconimeuded runs side irisii AMKHIi;.\. i:j. BBITISII NOIITH AMKKIC'A Report, p. IJ, Report, p. 2C. hiiiil 68 PAPERS HKI.ATIVE TO TIIK QUmEC AND l)y -iili- wllli II iliiiiir<'r "till cii'iitiT. It wiMilil riiii Cor ^i'ummI litiiidred inili'i I'low ii|>i>ii the lii):li\viiv not (iiilv of till' ( iiiti il Siiiti-H bill III' hII iiiiiiiiiis. A^siiiiir lliiil till' I'liili'il Kiii:;(lnm wiMO iloiililiitu t'( ii niilvviiy. aiiil llml it win |iiii|iii'-ril to <'<)ii«tnicl oiii' tiir llii' »i'c'iirily iil' itiiliniry Cdtiimiinii'iilii.ii iiml (•uiiiiiifrri.il Inifllr, wmild it Ih- rcciiiiiiiii-iulnl tliiil il sliiiiilil I'ulliiw till' iiiiini'diatr ciiii'ats iil' llif iMJaiid*. or llml it hIioiiIiI, iih inucli »• pcissilpli', mil cc'iiliiiHv lliiuii(;li iViim imrtli lo -niulli uitli liriiiiclu'H to nilliiT mist ! Till' <'ii>i> |HM|'iisrd ill Ni'W HiiiiMnick is iKit I'ssi'iiiiallv dilVrri'iil, ('\(-r|il lli>il tlic iiili rrniilliT irill ill' li'ss i'X|>iii>i'il lo claiidi'ililii' iittiick tliiiii tlir rii.'iniilt> and riiii'ii lor an inland atliirk williinil ■xiiiic uiirnini; ; not so on ilii' «ru-i'oiuit, Il lias lii'i'ii iitlii'iiii'd liv liii;li aiitliniity. that I'vrn in Kii|;laiid iIhti' woiiIiI Ini iiii dilliinlly in llli' )Hi'nl stiiii' iil'uli'atii navi>;atiiiii, in landiiiK Hilhoiil any avtulaldi' iiolicf n will ii|>|ioiiili>(l ii'riiiy on llic soiilli coaHl, wliirll roiild iiiaii'll iino]i)iost'(l to l.oiiilon in Itvo days How in«i(jin(iraiit tlirn «oiild In- I ho ordinary means ol' o|i|H>sition on tlif rasi mi coast oC Now Uri ins- nick, not even till' ^liolil oh.laclo ol' a l.iiiiliii); could o|i|>om> tlii> claMili'sliiic attack and iiitiT- ruplion of till' pioj'OM'd liin' o*' raihvaV' It would |iai'iisi'. It is not certain wiilioiil survey that tins coli- striiclion of this part of the line would evceed the average cost. If not, then nearly a tenth of the whole exjH'iise would he saved. Il wiiiild cost iiolhinj; alolij; the line (or deleiisive work.s, that would nol he equally iieies^arv if the railw.iv did not evist. On the other hand, no limit could he assieiu'd lo the expense of cHicieiitly (jiiardinj; the sea-coasl. Tile centrnl line would also he a coiiiiiion hond of iiiiiiiii on a |irliicipl" of uipiity to all local interests ill New Brunswick; its hranches would hind those interests as one. A one-sided line, with the inlluence of (ioveiiimeiit in ils j.ivour. would lend lo the obvious aiila){onism of pri\ale enterprise. The He|iort enters upon llie (jiieslioii of the probable leM'iiue from l'reij{lil Irailsmilled bel ween Quebec and Halifax. 'I'liere can be bill I'.iiht jirospect of heavy frei^'hl fiiiilini; ils way aloiij; the whole line I'or shipment it llalif.ix for Eiiro|H". or ilie reverse, diiriuj; the season of na\i({alioii, except where expeiliiion is i.f mure iiiiporlance than cost, or in case of smldeii I'liier^jency like thai which occurred in IS Id 7. Diiniiij the wiuler season heavy articles renuired either way will natu- rally take the shoriesi line of railway, which may connect the open luiMyalioii ol the se.i with the nearest harbour of tlu' St Lawrence. The shortc-l line of railway of this de^criplion that can be eoiisiriicled within Briti-h terrilorv. or |»M'haps elsewhere, is thai now in progress from the I'ori of .' s <) 37.") ' •> Ii III PcrUurrrl. Kr. Diatuiice it! .Mil.<, A mnunt. II 11 H IVr Tun, Her IterrsI, ;r.':> ./. ' if. -/, :) :> 7 (i 1 ir> 3 (i 1 13 I 3 4 '1 In- e-liiiiate is )ireilie,ileil oil the lowest rale of freight ,it present eliaiei'd 0:1 the western railroad 111 Massachiiselts, Tlii- is a liiii' eoiiipelinir with the navieatioii of the lIiiiUoil, and all'orils a fair guide in the case under cmi-id 'ration. 'Ihe report in (pieslion, however, estimate- ihe whole cost of Iraibporlation from (iuebee to Halil.ix al I l.v. only per ton, or about oni'-seveiith of a remunerative freight, a mistake arising aiipareiitly fioin the suppo-ition that the cost of motive power is the whole cost, whereas it is only a small fractional pari. The oversight is the more inconvenient, as it destroys the specu- lation- founded upon it. '('here is no hope that a line terminating at Halifax can systematically HALIFAX UAir.WAY, AND VIUUAC ^'OKKS IN CANADA (iO i|"m llic ilil il ho 'loiild, lilt i.lHl ! ' iiiliiiid ' clitlijn 'u-riiiiiit, iiiilly ill ilioiiiliil Mow V Uniiis. lllllT- <<>li;il(>ly ili'tlllllCB 'Ml iiH a MIK lll(> ImrlcHt ol'liiu I Ni'w lortiiiit H cou- Ic'tltll (if • ivurks, |ii<> limit ninipi'lf I'illicr with till- iinvi)riiiii,n ol' till- Ml l.iiun-ni'i', or with HhorliT riiilri)iiilt tcrmiiiiiiiiiif IIHITrsH ill thi- Hiiv ol' Fiindy. lor hi-iivy IrriKht. 'I'Iuti- i< not ihii hiM ih)iibt, hdivi-viT, that ihii wuy Noirni^UIKlllCA. rri-i|{hi nhirh il will roiniii.iiiil iiit a lino ur. 8cc. (Sigiii'd) J. Wii.KrNsoN. DrcniihiT •-'>*, IHN. It limy Ix' proper to ri'for nioro p.irlinilnrlv to ilu- ^roiiiKU oroliji'dioii to ii iiidilary lino ofriiilway, iiiiniiMliiiloly uloiijj any roiisidiTahlf part ol'llu) L-uutt of tlii! (i nil' uiiil Uivnr St. liHWiviirc, Il il lo ho homo in iiiind llial not only l''raiioit, but tlio (Jnjtod StittVH, liav» inipnrtani rijjIitN in till- (iiilf of St. I.nw ri'iiii', nialcriaily inviilviti;; tlii'ir rcspoclivo pliiiis of tiiaritiiiiii advaiiuo- liloiit, and whirli rontiiiUidly oiciipy tlioir ji'.ihio-> allontiuii. Hy a Hiiccfusion of ticatiis, ■.inrc lliM of Ulnrhl, llio l''ri'iii;li liavo a rii'Ul to H~h not only on tho coa'il' of Nowl'ounillaiiil, lint al'o mi thi' (iolf of St. I.awronco, ivilhiii t'lirco |i'ai>uo» of ■II the roast* h('loiii;iii(; lo (iroai Urilain, aM will an within 1.') Ii'ai;iii's of tlio Allanlic coa^lH of Capo nroloii and Novii Scotia Tlio i-.laii(lH of St. Piimto and MiipioiMii, in.Tloukin^' tlio main rntraiico of Iho (iiilfof St. I.iwm'iii'o, aro codrd in full riylit to I''imii('c', iIio iiniiii|i(irlaiil rij^lil of forlil\iiii; o\coplcd. Thoio ii|.iiid< aro in'lil and ooviMiu'd as o\clii>i\olv l''ii'n(h. It is ovidoiil that this cossinn was iiiado (in llio part of (iroal lliilaui, and roi-uJM'd on tlio part of Kiaiico, with a nnilually doop coii-cionsno-s that it tvonjil always iinoUi^ ooinidiTalions oi'danjTor lo tlio jiimco oflmth oiMintrion. Tlio loic;;oin(; and mhor rights woro ('(inlh'mod to Kranoo hv tln' Iroaty of I'.iris in 1*^11. Noithor till' past histoiy ! iiiidor notice. The author of '• 'I'lio I'ast and Kiitnio of the Hrili^h Navy " does indeed ascnhc the chief jirospcclivo dangi'r lo the sii'ep|e-s jealousy of Kimiico alone, r 'ijarilin;; il as the cliorished ambition of that nation lo strike a sudden and decisive blow at uiir ciiiiiiiii'rcial -uireiu.icv. 'J'he blow iiiiirht possililv, however, lose nothing in either snddiMino-n or di cision in beiu^ dealt by a combined, rather than by a ■-inulo a'tii. Il i" furthorlo be borne in mind ilial, liesiih's a resident iiMrilinie populalion. iickiiowledyiii;; tlio pirisdictioii of I'Vance alone, and the in'imate knowledj^e of extensive portions uf iliese coasts, maiiitainod liyllio animal visis of many tlnnisaniU of tlio lisliermi'ii ol that coiiiiirv, counted upon at all times as an available iiiariiinie force ; the Hrilisli coast, the proposiil >iiij of the railway, is aUo linod with a |iopulation of I'V 'ncli ori^'in, leiaiiiliit; ihe l.ineiiaeo, habits, uiid predilections of their r.ice. and remaining,' under ihi' sjuiilaiice of .1 luiriijn priesihood. (1. tlierehire, ill' ceiitiiil lino ol r.iilway, the line oipiallv remote liolli from the Inland and the m.iritime Ironlii'i, iiiiisl iiocessanl\. pass llii'oii:.li vaCiint roiiiilry. the consideralioii m.iy not be alto^elhor without value that the Id, ink iii.iy lie filled up w-illi exdusividy lirilish attach- ments and prefeiinici-s. h.ibils and itisliliitioiis. Mm these remarks aro madi', much loss under any serious anticipations of the ,,'Veiitual itilporliinco of avoiding, very widely, either llu' inland frontier o;i the one hand, or the sea coast on llie other, than under 11 |oiisc of Ihi' lii^ii import, nice of coii>ti ii.liii^ a tiiiiik line of railway wliii h shall, as much as pos~ibl< . bind loe;etlier liolli colonial and nalional inlercsis ; and by its intrinsic adapluti .; to the purpose, nidependontly of any adventitious aid from GovcriimonI, preclndo, for all lime, a reasoimblo niolive for the piojecl of a compi'liiie line. Tlio results nf railway exporieiice );enorallv, and the opinions of dislinenishod oneineers, both in I'airopo and .Vinorica, appi-ar now very decdodly to ri'ciimmpml llie syslcin ol central trunk lines with branrhoit to rrinole points, ratiier ili.tii indepcnil'iu bii s of eomniiinicition botwiM'ii the latter. 'Ihero are portions of tln' Uoport under consideration, roialivt! to tlio use of wood in the Uipiirt, p. 11. constniction of railw.iys, which do not deaily liarmoni/e. The I 1 bridee- in Jl) miles, up tin; rocky chasm of the .Melapediac, of the a^'L'ienate leii;;lli of nearly (jDOO foot, ami .motlior bridf,'e of •2(1110 fcl, nece».iry to cross the Miramichi. are repixsonted as not formidable at all, becauso wood may be used for llioir con-tniclioii ; and that bridges in the I'niled Slalo, •' on the host lines,'' ari' built of this m.ileri.il. Hnl inimedialely fiirtaer on tlie liberal use of lle;ioii, |ip. Id, In. wood is dispanieed as iho "cheap method of iiiakilijf railways;" and a (piolalion Iroiii a report relative lo the SyiMCiise and l^tica Hailroad is given lo show " some of the consei[iieiices arising from a clic.ip railway. ' Bill ih.' stalemeiu ipioled seems less to disp.ii-aee than commend the advant.iges of a wooden -Iniclure, at least in the lirst insl.uii'e. The llisl (ost, iiKdiidine eipiipmenl, was lililKV, per luiie. l"or diis small laitlay. the advantages of a railway are obtained for eight years. After thi- a more perleclly re-conslrncted line will enhance the whole co^l lo hable, as well as ,1 ilur.ible, m.itcrial may be badly omployeil. A li.comolive may drop lliidngh a trestle-bridge or may rnii oil' an embankment vvilhoiit eilhor wood or stone being really responsible fir ihe ilisastiT. Kver since I,ord Stanli'y was pleased, imniediaiely afler the grout tire in Quebec, lo commu- nicate, I'l.r the inliirmalion and beiielit of the Norlli .\merioan colo.ies, the results of several cxperimonis, under the iiiisplc 's nf (rovernment, iii.ide vviih wood reml.'red incombustible, ami, L 2 1 I 70 PAl'KHS IU:LATIVK to THK gUKBKt; AND ■III IT NH SOlllH AMKKICA. nR iiIkii mippo'iHl, itiip, liy u new iiiiil »ini|)li' chi'tnicul |>r>i('i"<'<, ilu- value ol'a ilinrnvpry M) ini|i()ilHiii li.M not cruM'il lo )»' it milijrct of ili'o|i irilcrt'M, iIioukIi iio uttriii|it liim )it bcHil iiiuil<- III CDiivurt it tu iirarlii'iil utcouiit. 'I 111- Kr-Mi miviii); of (intt cohI in ilii' conntrticlicih of riiilwuyii liy lli" um- ofuooil hii* b»»en atiiiiuliiiiU| |>riivr(i. 'I'Ik' iiniiiTlrdioii of ilii> nu'tliuil iinddiililrdlv liri in tlip |H-ri«linlilt' irntun* ol tlir nmtcrinl ; Im' lliiK )iuh Ikhmi urrnlU iiKKriiVBti'd li\ lliu itliglit aiul iiit'flirieiit rliii riirtcr of llio firHt iitni>'tiiii-<< I.' tills kiii(l in IJii' I'liiiT rii^iiiii-r'N ri'i'ni'i nl' tlir K.illiniiirc iiiiiiil, I'nr ilii' \riir IHi?. Tlic afl'Mii^ oftiiix riiiiil lire iiikIit tin- |iri"<'ili'iic'y ol'tlii' lloiun.ilili' l.i'wnt Mcl.uin', lute ininl'tiT tu (irrut Hrilain. Iliix Imic in considcrcil In liavr a nrart-r ri"<<'iiililiini'i' tn tlir \V> s|i>rn Uailroad in Ma««ii('lin!>i'ltH, than tn any ntlicr in tin- Uiiili'il Statt-N, and Imtli niiiy bt> roii-^ul'inl tu liavc mill li ri"-rnililanri' In llii> |>iiiji'('t('(J line from llic Atlantic to (jnt-lit'o. Tlli< rullotvni(( i* :in «'Xtrac'l from tlio Hqiort rclcrriil lo. ' Thf liriilgtt. " Tliio lirad of cxpi'iuliinri' liiii slinmi a lar^fo and iniportant oiic fur tlir hiHt ilir>-<' ytan, prinrijially on iKconnl ul \\w n''ii'Hvily of rcbnildiin; niont of llir nian\ nootlm \iadii(i» npon tlic line, or tlii'M' niinii'roim and rxteiiHivf "trnrliircH ilir ag^rc^.ilo Ini^lli in '11 lr> l>'i>l in splint varyiiii; from -tO lo iriOfctt, lii'sidon Ki.Cl fwt of tri'ktlr-lindjiinc at llarpur'^t Ki-rry, niiikini; tlic wliol«' li'iintli of timlaT liridKiiif; T)/ IH fn't, or I "(I't iiiili'". Iliey carry tin- road airiiH< 11 liirgo rivrrs, and tlirro Kniiillcr stri'anm, intrr^'cli'd liy tin- route. •• 'I'lii y wort) liiiili ori|{inallv willi a vifw to nuicli lighter locoinotivi'!' and IriiiiiM than ;li(m' hIiu'c iraviTsinf; the road, Tlii'y were aUo Innli of matcriaU, tin- liol lo lie hail at tin- iiino hut not iitlvriiif; llie clioirr in i|iialily vvliicli is now opt'ii, und put into thu work with lint little ieasoiiiii(;. Dvcay ron->i'qui'ntly soon comiiit'iirrd, whilu tlic iin'roii!li aonic ol tin- viadiirts liavi- mili'i'rrd iimkIi mnru than olIuM'M, yrt 'hat an t'litirr ru ('onis tliorou);li n-novalion, nliirli would havu htirn li>ss safo, and in iho end morr rxprnsivf. In this, no pains and rxpi'iisc havi' horn spari'd lo rrndfr them capahlr of pi'iloriiiinn tho si'vcrist duty tlial can I'Vi'r hr rccpiin-il "''thoni, and rntiro xnccrss has hern Ihf ri'sult. All thu new work ha- stmid lIu- li'st of its -ireiiglh coniplcti'ly ; and ihr moKt diftirnit and i-xlensive slnictiiri' of tin' wlioli , tin- wiilr iirch at flarpi'r's Kerry, hai» now horiii' th(> traili'of thi> road nndi'r the most trying ciri'iiiiistiinri's lor I wo yours, without i-xliihiting thf smallL-st wi'aknrss in any of its parts. A very important part of tho iin|)rovonit'nts ap)ilii)d to till' iiru Ntriirturi's, ronsists in covorin); thorn frnni tliu tvoatlior, and pro^illin^ fortliosoasiiiiiug of tho timlior moro porfvotly than In'Ioio ; and tiiis jirotoction, it is liolioiod, is now mi oHocIiiuI, as lo SOI ure thom against all llio iisiiul rausos of duray, and to rondor thoni as duruhlo as if built of sinne or iron. 'J'ho a^uiit of destrnotion rcniuining to bo gnuidcd against is firo, and this danger can only ho avortod by a vigilant watoh, tho oniploynu-nt of which will always bo indis] (Misablo, but tho oxponsos of whicli will not incrua»e with thoox|MMiso of the road, and will thus be a diniinishing tax upon it. " Ui'lori' leaving this »nl)|oct it is right to state that tho oxporienco of all other roads of lieavy trade in the I'liitod .'>tate>i, is, in regard lo th-nr wooden-bridges, llio same. They wero built too slightly in the firxl place, and nave re(piiroil to be ro-construciod or stiongthoned in such a way as to amonni to ro-cnnnt. notion ; and I may add that all the px|ierienee of thosu companies, as well ns that of this, lias goii<- to ilemonstrate the Koiindnetis of the principles upon which the Kaltimuro and Ohio Hailroad are liiiilt." It may bo remarked that no water crossings of great magnitude are likely to nociir on the central line through New Brunswick. The gigantic, and necessarily hazaidons, sirucliiros which cannot be avoided on the circuitous line, would, under any eireum»lancos, lie objection- able ; but long briiltfos ininiediately on tho tideway of the (inlf of St. Lawrence do not appear to give lo this lino the sniiorlalivo ijualily insisted upon in tho roporl that. " passing at the greatest possible distance from tlie United States, it possesses in the highest degree the advan- tage to be derived from that circumstance, of security from attark in case of hostilities." (Signed) J. Wilkinson. No... (^°-^-) No. 2. Copy of a DESPATCH fiom Lieut.-Governor Sir Edmunu Head to Earl GnEV. Government House, Fr<: 1 ricton, January 6, 1849 My Lord, {litcfived Jmmary 2'.\ )84i).) O.v the 2nd of January I received from his Excellency tlie Governor (Jeiieral a letter on tlu; subject of the proposed railway between Halifax and (Quebec, together with coj)ies ol a memorainlum froni the Inspector-General of Accounts in Canada, and of a minute of the Executive Council of tLat province on the same subject. Unfortunately the heavy drifts of snow, in the province have prevented the ■ HALIFAX KAILWAV, AND VVBhW WORKS IN CANADA. 71 full mrrtiiif; ol my Fxi-ciitivi' t oiiiicil. whii li oimht to hftVf tnkni plncr on W liH'wliiy, ;»ril iiiNliiiit. Mr (;imii(llir l< l\ ImtiM' lor tlir |)iir|)()s«- of coming up liut wan vhVif^t'd to ri-tuni ; lioiii Mr. Mill, I liiivc not luiirrl. TliU nuiminn, howc-viT, Mr. Ilazjinirrivt-*! uitli miiiii- dinUulty li-Din St. Jolin'H, iiinl a (pionim ol' tin- ( ouiuil has thus asscmhli-tl. I hiivr liiid hcfor*' tlic Council, uithout il. lay, th«' liocuniciitH nlafinn '<» *'"' Iui'lHiMtl railroad, .ind I have now ijic honour to cnrloscaniiiv ola Minutr which mn l)fni this day unaninioiislv ado|tfcd hy the ('ouiwil Th. nxH-tin^' of the i ouncil ist Mot, as I have olisi r d, a lull one, hut I havo no riason to sujiimjso, that thJH lad has made any ilillcrciKc in the views exprcHsed hy its w iiherH. or that the resolution luiw Ibrwarded wouM he disapproved ot hy tli.i who are nhsent. With these views, I sljouid luld, that I, niynell', most entirely ooncu\ . I liave, Sic, TheHiKht Hon. KurHirey, (Signed) ED.VIUND UKAl). &C, &C. 5C(. i^ncloaiiro in No. 2. Ill Council. Janiiury 6, INtU. / 'eteiU ■• — His Kxoi'lK'iicy the Lieut Oovkiinor, Th,. Hon. R. L. Ha/kn. ,, J. U. I'ahth.ow, „ C. KlHIIKH, Thp 'Ion. L. A. WiLMoT, VV. U. KiNNKAH. TiiK. Lieut. -fiovcriior laid borun? the Houril tlic fullnwing jiapori ; — 1. Despatch of Kiirl (Jn-y, ilulrtl Novenibrr ITih, 18-1^, rfiutiiig to tho |iro|NMe(l ruilwnv Irom HahCux to (Jurlu-c 2. I'rintisl U(!|H)r'l ufthf Coiimi'ssioiuTH with loli-ronce to the urorfsaiU niilw«\. ;i. Lctlrr and I'lirlosiirti from hi^ Mxccllriicy lli. I,ii'iit.-(joviTiiiiiiiiM expres.sed by Major Uohinson in his very alilc report, that whili' the projected railway will Ije of (jreat a(lvanlH};e to jiriniiicial interests, il is, al llie same time, a work of inipcr.itive necessity, i'. t national point of \ icw, for the preHervation and integrity of his portion of Her Majesty s '. mi'iioiis. I'.irticipatin^' in this conviction, ilu^ Hoard anxiraisly de»ire to co>o|H>rate with the adjoining colonies in any |irarticable scheme for the coni|iU"H.ii of so iniporlaiit an iinderlakiiig. Were the av.tilalile resources of the province e(p ,i, to our di'siivs for the |H'rinanency of our connexion will; thu empire and the stability of British instilutious on this continent, we wonM at once take upon ourselves onr jirnportion of this great work, asking aid from no quarter ; but as we, in ('oiiimoii with our Canadian lirelhren, are now suBering from the recent chanj;es in I lie commercial policy of the Inijiurial (lovcmmeiit, wu aiv loft without the means of doing us we would. Concurring in the views of the Inspector-Gener.il of Canada its to the cuiiliiiuance of the prese tliu boiit whicli can bo dit- corered, but if a more ctMitral one can be tbimd butwcuu Shediac and the St. Lawrence, it would l:e more generally advantageous to the provinclid public, and wo entertain every con- fidonco that Her Majesty's Govornment will take caru to adopt such lino as will be best suited for all purposes national and provincial. Extract from the Minutes, R. FtM.TOl». (No. 13.) No. 3. Copy ol' a DESPATCH from Lii'Ut.-Governor Sir Edmund Head to Earl Gkey. Government House, Fredcricton, Ff.'bruary 2, 1819, My Lord, (Received Fvhmary 20, 1849.) I HAVE the honour to transmit, for your Lonlsliip's information, fhe en- closed copy of tlie resolutions passed at a meeting held at Dorcliester, in tlie county of Westmoreland, on the subject ol" tlie Halifax and Quebec Railroad. I have, &e.. The Right Hon. Earl Grey, (Signed) EDMUND HEAD. &c. &c. &c. Enclo9un< 1 in NO. 3. Sir, Mount Whatlcy, Westinorelnnd, (Near Aniherd), January 19, 1849. In pursuance of tlio directions of the meeting of the freeholders and inhabitants of this county yesterday, helil at Dorcliester, I beg leave to transmit you a copy of the resolutions passed at such meeting, on tiie subject of the proposed Halifax and Quebec Kailuay, and I nave to re<)uest the favour of your laying them before his Excellency tile Lieutenant- Governor. I have, &c., (Signed) William Hknky BucKERriKLo, The Hon. John R. Partelow, .Secretary to tlie Meeting. &c. &c. &c. Enclosure 2 in No. 3. At a Meeting of the Freeholders and Inhabitants of the County of Westmoreland, held at the Court-house in Dorcecster, on the 18lh day of January, 1849. The Hon. William Ckanu was called to the Chair. Mr. W. H. BucKKRFiELD was appointetl Secretary to the Meeting. The following resolutions were proposed by the Hon. A. E. Uotsford, seconded hy the Hon. Edward B. Chandler, and carried imanimously. 1st. Resolved unanimouortance to the British North American Provinces, that the future destiny of these valuable possessions depends upon the early construction of this grand national work, and that it is a duty eipiully imperative upon Her Majesty's Government, the Colonial Legislatures, and upon every individual claiming the privilege of a British subject, to aftbrd every aid and assistance to the promoting this truly patriotic undertakijig, upon the success of which, unquestionably depends the future relations and prosperity as well of the mother-country as of these her colonies. 2nd. Resolved unanimously as the opinion of this meeting (deeply impressed with the vital imiwrtance of the subject), that the Legislature of this province should at the approaching session pledge the faith ol the province for the payment of such pro|K)rtion of the interest of the capital required to construct the railroad as may bo deemed fair and rt-asonable, having re^ird to the relative position and ca])abilities of this province, as compared with those of our sis'jjr colonies of Canada and Nova Scotia, and should also empower the Executive of this province to make free grants of a breadth of way, and at least one half of all Crown lands over which the railroad may pass, or which may be in the vicinity thereof. 3rd. Resolved unanimously, that next to and intimately blended with the profitable opera- tion of the great trunk line stands the contemplated branch railway from St. John to Shediac, connecting as it will the commercial emporia of the three provinces, Quebec, St. John, and Halifax, and securing, as it undoubtedly will, the general line of communication by steam fur travellers to and from £uro|ie and America, as well to Canada as to the United Stales, HALIFAX RAILWAY. AND PUBLIC WORKS IN CANADA. 73 mooting (len.amls north SlCA. the Hon. through (his proviiico, that coiiscquonlly this branrii in tlio opinion of tlii tlie wiirmuHt encouragement and sii|)port of the Lcgialaliiro and puople of this ])roviricc. 4th. Resolved unanimoiislv, that this nicetinj; will atVoril cvt-ry facility and aid in proniotin;; tlioso great public works, ana as a substantial evidence of tlie sincerity of its opinions we will individually pledge ourselves to make a free grant of whatever cultivated lands may ho required for a breadth of way over which llie said railroad may puss, belonging to us respec- tively, as also a free grant of any wilderness lands liiat may he recpiired for a similar piupose, together with one half of the quantity nf such wilderness lands so belonging to us, in addition to such part as may be required for a width of way. 5th. Kesolved unanimously, that a written agreeiiu'ut bi- immediately prepared, embodying the above views, and be svibniilled for signature. 6th. Resolved unanimously, that the Hon. ICdward B. Chandler and Mr. VV. II. Bucker- field be a eonnnittee to prepare a draft of such agreeiiuMit. 7th. Resolved unanimously, llmt it is the opinion of this meeting that judging from the effects already produce