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 HALIFAX 
 
 RAILWAY EXTENSION. 
 
 HE 
 
 \ • 
 
HALIFAX RAILWAY EXTENSION- 
 
 I 
 
 Statement of the joint Conunittee of the City Council 
 and Citizens, upon the e:(tensiQ^ of the lutercQ- 
 lonial Railway into the City. 
 
 PRELIMINARY AND HISTORICAL. 
 
 That the character and location of the Halifax Railway Terminus 
 are matters of great and general importance no one can deny. The 
 Intercolonial Railway, connecting Quebec with Halifax, haa al- 
 ready cost the Dominion of Canada over Twenty i^illions of 
 dollars and every Canadian tax-payer is pei-force interested in 
 the place ai^d manner of its termination at the Atlantic coast. 
 Besides the Intercolonial, not less than three important lines 
 converge and end at our city ; the European and North Aiqe- 
 ricj^n, leading frpm the United States and the Upper P^-ovinces 
 of the Dominiqii through Maine and New Brunswick ; the 
 Eastern ^^d, connecting us with Pictou^ Prince Ed^aipd island, 
 Cape Breton and other districts East; and the Windsor and 
 Annapolis, which by steamboat across the Bay of Fundy forms 
 au alternative route to Saint John and all points West, and by its 
 continuation under the name of the Western Counties Railway 
 will shortly link the floiirishing Town of Yfinnout^ with ^e 
 provincial capits^l. That Halifax h^s not as yet retyped the beine- 
 fits thsit might have been expected fro^ its apparently favored 
 position, imd th^t the traffic upon tl;^ various lines aboye-named 
 is comparatively trifling are both facts, and i^e both it is belieyed 
 in a gre^t degree owing tp the absence pf the tern^in^l facilities 
 which this city should eSev. To incro«|f|e 9.% the same tim^ the 
 prosperity of this pit^ a^^ Pro^^c^ aqd (^ the QoverQu^eiat |^1> 
 
HALIFAX RAILWAY EXTENSION. 
 
 roads is an object as worthy of the attention of a Canadian states- 
 man as of a citizen of Halifax. Looking at the matter from 
 another point of view : can the Government of Canada, which 
 in selecting the route of the Intercolonial, preferred the longer 
 and more expensive North Shore line to those known as the 
 Central and Frontier lines, almost exclusively upon military 
 grounds, be indifferent to the ease or difficulty of conveying men 
 and munitions of war to and from the only Imperial stronghold 
 in the Dominion ? 
 
 It seems to the Committee that, in dealing with a matter so 
 important as that under consideration, passion, party feeling, hasty 
 conclusions, and ideas — perhaps erroneous — of temporary economy 
 should give place to cool, unbiassed reflection, judicious liberality 
 and thorough acquaintance with the subject. To contribute in 
 some small degree to that desirable end, has been the object of 
 the Committee in preparing the present statement. 
 
 Having said so much by way of introduction, we naturally 
 turn to the history of the Halifax Terminus question. Rich- 
 mond has never been regarded as the proper place for a pas- 
 senger and local freight station. At the time of the first intro- 
 duction of railways into Nova Scotia it was selected as a deep- 
 water terminus for the loading and shipment of heavy ocean 
 borne freight ; while the very character of the buildings occupied 
 shows that its use for other purposes was intended to be only 
 temporary. ' '■ 
 
 Accordingly we find that in 1855, less than two years after 
 the first sod of the Nova Scotia railway had been turned, the 
 Government of this Province took important and decided action 
 in the matter of the Extension. In that year, the late Mr. Howe,, 
 who went to England as a delegate on business connected with 
 our railways, succeeded after some negotiation in obtaining, on 
 behalf of the Railway Commissioners, permission from the War 
 Department and the Lords of the Admiralty to carry the rail- 
 road through the Magazine and Naval Hospital grounds. Certain 
 conditions were attached to the granting of the right of way 
 
HALIFAX RAILWAY EXTENSION. 
 
 which, together with much other interesting information, will be 
 found in the correspondence printed in the Journals of the House 
 of Assembly for 1856, as an appendix. Some of the more im- 
 portant documents are reprinted in Appendix A to this Stat*jment. 
 
 The line selected at that time, following the route indicated 
 in the tracing referred to in the correspondence, was an excellent 
 one, running directly from the present depot at Eichmond to a 
 point on Water Street a short distance South of the Hospital gate, 
 and continuing thence along the street. It passed through the 
 Magazine and Hospital grounds at a low level, and with easy 
 grades. Unfortunately, the resources of the Province were being 
 taxed to their utmost at that time for the construction of railways 
 East and West ; and the Government of the day were unwillingly 
 compelled to defer to a later period the comparatively heavy 
 expenditure required for the Extension into the city. 
 
 That project, although not abandoned, was not brought promi- 
 nently before the public until the discussions which preceded the 
 Act of Union. The advocates of Confederation dilated eloquent- 
 ly upon the advantages that were to accrue to the two Lower 
 Provinces, and in an especial manner to Halifax, from the con- 
 struction of the latercolonial Railway. This city, it was confi- 
 dently asserted, was to become *' the wharf of British North 
 America," " the Liverpool of the Dominion," and the formidable 
 rival of New York. Seriously speaking, there can be no doubt 
 that the promise of the Intercolonial was one of the principal 
 influences that made Nova Scotia and New Brunswick members 
 of the Confederation, and that accounted for the strong feeling 
 manifested by the City of Halifax in favor of the Union. Of 
 course, it was always taken for granted that the terminal facili- 
 ties, the necessity for which every one admitted, but which had 
 called for the expenditure of a larger sum than was at the dis- 
 posal of the Provincial Government, would be at once provided 
 for out of the more capacious treasury of the Dominion. The Brit- 
 ish North America Act, 1867, after stating that the construction of 
 the Intercolonial was essential to the assent of Nova Scotia and 
 
6 RALT^AZ liAILWAt EkTeNSIOk. 
 
 New ftruhswick to the Uhion, declared it to be the duty of 
 Canada to promptly begin, and to complete as soon as practicable 
 " a railway Cohnecting the River St. Lawrence with the City of 
 Halifax in Nova Scotia.'* This language indicated clearly 
 enough that Halifax was to be the terminus or objective point 
 of the undertaking. Similar expressions arc used in the Canada 
 Railway Loan Act, 1867. Aftef the general elcctiohs of 1867, little 
 was heard of the Halifax Extension for some time ; the attention of 
 the public being directed more generally to the beginning of the 
 work on the Intercolohial, which was delayed far beyond the 
 date fixed by the British North America Act. When, however, 
 this had been once begun in such a way as to sh6w that the 
 Groverhment were thoroughly in earnest about it, the Extension 
 once more became a subject of discussion, and was placed before 
 the Cabinet for their consideration. In November, 1871, the 
 Chamber of Commerce pasised a resolution in favor of a terminUs 
 on the water side, near the centre of the city. — (See Appendix 
 B. 1.) In 1872 several surveys were made, and two plans were 
 brought prominently forward. One provided for a line diverging 
 from the main road about the Three-mile House and terminating 
 on the Common near the Horticultural Society's Gardens This 
 plan offered certain advantages for passenger traffic, but soon 
 received the general condemnation of the citizens, as not being 
 at all adapted for freight purposes. The other survey contem- 
 plated a line from Richmond, running close inside the Dockyard 
 wall, to a t«irminus at the Naval Reserve. The terminus was to 
 include, if procurable, a portion of the South end of the Dock- 
 yard, and if necesisary the West's Wharf property. This plan 
 was almost universally accepted with satisfaction. Owing, how- 
 ever, to the refusal of the Lords of the Admiralty to grant the 
 right ef wajr through the Dockyard, it was abandoned by the 
 Government. j ' i.j w 
 
 In April 1873, the City Council passed resolutions insisting 
 vfei7 strenuously on the immediate extension of the Railway from 
 Richmond, {See Appendix B. 2), and shortly afterwards the mat- 
 
HALIFAX BMLWAT flXTi 
 
 le duty of 
 )racticable 
 he City of 
 clearly 
 tive point 
 le Canada 
 867, little 
 ttention of 
 ing of the 
 syond the 
 however, 
 T that the 
 iSxtension 
 ed before 
 871, the 
 terminus 
 ppendix 
 lans were 
 diverging 
 •minating 
 18 This 
 but soon 
 lOt being 
 cont-^m- 
 )ockyard 
 IS was to 
 le Dock- 
 his plan 
 ig, how- 
 :rant the 
 I by the 
 
 insisting 
 '^ay from 
 the mat- 
 
 tor >VM brought before the Howe of Obmtnohi ; but se unpolt- 
 ant infoarmailr.n was elicited^ aer did the GoTernmetat of that day 
 intimate what coune they t>roposed adojlting. Meiuiwhile, there 
 was a very general feeling amongaC the citizete that) if the liAe 
 could not be broug4it South inside the Dockyard wall, there w«s 
 no eerious obstacle to iti coming down on the outside ; the only 
 substantial difibreace between the two routes being thftt the latter 
 would necessitate the purchase of some land on the West side of 
 Water Street, te Make up for the space taken up by the Railway 
 truck on the East In the same season the Government instructed 
 their Engineer to survey uid report upon a line terminating on 
 the South Common, and another ending at Dartmouth. He did so ; 
 but in addition surveyed a line running outside the Dockyard w(dl 
 along the East side of Water Street, and re^rted it as being pre- 
 ferable to ciitker of tiie former. This plan met the approval of 
 the public and the Govemnent. Working plans and specifica- 
 tions were prepared ; but no final, decisive action was tdien by 
 the Government until late in October^ 1878 — ^a few days before 
 the change in the administration-^when a Minute of Council w^ 
 passed ap^oving and adopting the Water Street line just 
 spoken of. 
 
 In June last the present Government, as it is understood, in- 
 structed Mr. Brydges to proceed to Halifax for the purpose of in- 
 forming himself upon the question of the Bailway Extension, 
 and reporting to them as to the best course to pursue. He spent 
 two days in the city on that occasion. In the afteiiioon of the 
 second day he attended a meeting of the Chamber of Commerce, 
 called specially with reference to the business which had brought 
 him here. At this meeting Mr. Brydges unfolded his scheme for 
 the Halifax terminus. His piioposid was to separate the fireight 
 from the passenger f^oific ; to loOote Uie passenger station betweto 
 Water and Lobkman Streets, adjominjg the Admiraity pt-o^rty, 
 and not to extend the freight line fuithei* Soidth than Bichmond. 
 In place of the extension for freight purposes^ he suggested the 
 e8tablisto«nt of a frviii^t depot «t l^e Quel's Wfaor^ which was^ 
 
 •.^.» 
 
8 
 
 RILIFAX BAILWAT EXTENSION. 
 
 to be connected with Richmond by steamboats constructed for 
 the carriage of goods. This proposed plan, if adopted by the 
 Chamber, could and would be in actual and complete operation 
 before the close of the season, or, as Mr. Brydges expressed it, 
 " before the snow flew." The Chamber of Commerce passed a 
 resolution approving of the scheme thus laid before them. Occn- 
 sion will hereafter be taken to discuss the value of that approval ; 
 but it may be stated here that Mr. Brydges declared the West's 
 Wharf scheme impracticable ; that he never intimated that the 
 North Street station was to be approached by a high level road, 
 but gave the Chamber to understand that his line could at any 
 time be easily extended further South. 
 
 A desire was expressed by a large number of the Aldermen 
 that Mr. Brydges should meet the City Council ; and it is to be 
 regretted that that gentleman's engagements elsewhere should 
 have been of so pressing a nature as not to enable him to spare a 
 few hours lor the purpose of laying his views before the Alder- 
 men, and of hearing theirs in return. 
 
 The plan of Mr. Brydges, endorsed as it was by the Chamber 
 of Commerce, was adopted by the Government ; and little or no 
 time was lost before taking steps towards carrying it into execu- 
 tion. Various difficulties however arose ; and the tenders for the 
 construction of the road to North Street were not opened until 
 about the middle of August ; meanwhile, it became apparent tha 
 this plan did not meet with general approval. It was rilmored — 
 as afterwards appeared not without foundation — that it was pro- 
 posed to locate the station nearly at the elevation of Lockman 
 Street, and to cross the Campbell Road at or about the street level. 
 This announcement was received with dissatisfaction. A very 
 moderate expression of the general sentiment was given to the 
 public in the Morning Chronicle of July 14th. {8ee Appen- 
 dix B, 8.) It was proposed to hold a public meeting to consi- 
 der the scheme of Mr. Brydges as a whole ; but the desii-e not 
 to interfere -with the Government, in their endeavors to carry out 
 the plan adopted by them in good faith, overruled a jealous re- 
 
 
HlLfFAZ BAILWAT EXTENSION. 
 
 nstructed for 
 opted by the 
 ete operation 
 expreesed it, 
 rce passed a 
 hem. Occn- 
 at approval ; 
 d the West's 
 ted that the 
 I level road, 
 ould at any 
 
 e Aldermen 
 
 it is to be 
 
 bere should 
 
 1 to spare a 
 
 the Alder- 
 
 le Chamber 
 I little or no 
 into execu- 
 den for the 
 pened until 
 pparent tha 
 rtimored — 
 it was pro- 
 •f Lockman 
 street level. 
 I. A very 
 ven to the 
 ee Appen- 
 g to consi- 
 desii'e not 
 o carry out 
 jealous re- 
 
 gard for the interests of the city. The project of holding a pub- 
 lic meeting was allowed to drop ; and no decided step was taken 
 in the matter of the Extension until January last. The time 
 fixed by Mr. Brydges for the completion of the road to North 
 Street, and of the various arrangements contemplated by his 
 scheme hud passed, and owing to various circumstances little pro- 
 gress had been made in the work. About New Year, it became 
 known that a difficulty had occurred in obtaining from the Admi- 
 ralty the small triangular lot of land at the junction of Water 
 and Lockman streets, now popuhrly known as the " Jib." At 
 the same time, an impression got abroad that the Queen's Wharf 
 could not be had. This being the position of things, the City 
 Council, at a merting held on the nineteenth of January, ap- 
 pointed a committee composed of one Alderman from each ward, 
 " to consider the question of the Extension of the Railway from 
 Richmond into the city proper, and to collect information rela- 
 tive thereto ;" the Committee to report to the Council at its next 
 meeting their opinion as to the best course to be adopted in the 
 matter. Aldermen Eraser, William Murray, L. G. Power, M. 
 J. Power, Thompson and Vaux were those sclented. 
 
 The Committee held two public meetings in the Council 
 Chamber, which were largely attended, and were characterized 
 by remarkable unanimity of sentiment in favor of what is known 
 as the West's Wharf plan, and against that of Mr. Brydges. On 
 the twenty-ninth of January, a public meeting, called by adver- 
 tisement, presided over by the Mayor, and attended — notwith- 
 standing the prevalence of a snow-storm — by about two thousand 
 citizens of all shades of politics, was held in Temperance Hall. 
 At this meeting, a series of resolutions on the subject of the 
 Extension was adopted with an unanimity unparalleled in the 
 experience of the Committee. Upon a show of hands being called 
 for, only two persons in the body of the Hall (that is, not on the 
 platform) held up their hands against the first resolution ; while 
 those which followed passed without any dissenting voice. (See 
 Appendix B, 4.) The six following gentlemen- — viz., Messrs. C. 
 
II 
 
 HALIf AX ftAlLW*"^ sktfimtoii. 
 
 ■ ) 
 
 Thbmson, Win. Roche, Jr., William G. Silver, Willkm C5li8holtt> 
 Wm. F Neal and Dr. A. P. Reid^-were appoihted a Committee 
 for the puk-pose of Airth^ng the objects of the resolutions. 
 
 Beselutiotis of a similar character (see Appendix B^ 5), \rere 
 adopted by the City OouAeil on the nineteenth of February. The 
 first of these resolutions was carried by a tote of nine to three, 
 the others by a vote of tett to two-^-^^wme of the Aldermen being 
 absent. Fourteen out of the eighteen gentlemen who compose 
 the Gounfeil Were in favor of the resolutions. 
 
 The Joint Comiiiittee do not think it necessary to enter intso 
 any minute account of thieir proceedings under these resolutions; 
 Almost immediately after their passage an engineer was employed, 
 whose report is annexed. (See Appendix G.) ' 
 
 The Committee also forwarded a memorial to the Hon. the 
 Minister of Public Works^ requesting him to stay proceedings on 
 the Extension for a few days, until their statement could be laid 
 before him. A delegation from their body were also favorfed 
 wich an interview with His Excellency Lieutenant General Haley, 
 and treated by that distinguished officer with a courtesy and 
 kindness which call for a more suitable acknowledgment than a 
 mere mention. They further determined to send at once not less 
 than three delegiates to Ottawa, for the purpose of placing the 
 views of the committee and the citizens before the Government, 
 of using the most strenuous exertions to secure the desired modi- 
 fications in the scheme for the Extension adopted last year, and iof 
 defending and supplementing the declarations and arguments 
 contained in this statement. 
 
 It has been asbertained since the appointment of the committeie, 
 that the cession of the **Jil," although not refused, has been 
 hampered with very onerous conditions ; iand that the Queen*iB 
 Wharf will posititely ntt be granted. 
 
 THE MERITS OP CERTAIN SCHEMES FOR THE E±tENSl6iJ 
 
 DtSCtJSBED. 
 
 The choice of the mode of making the extfehslon of the Rail- 
 way into Halifax seems iat present to lie between : Ist The plan 
 
HALIFAX BilLWAT EtTKNSIONi 
 
 It 
 
 d a Oomimittee 
 olutioniB. 
 '* Bi 5), yre/re 
 'ebi-uiary. The 
 nine to three, 
 Idermen being 
 who compose 
 
 ' to ehtef into 
 86 fesoIutioniBi 
 was employed> 
 
 the Hon. the 
 >roeeeding8 oh 
 t could be laid 
 3 also favored 
 jreneral Haley, 
 
 courtesy and 
 gment than a 
 t once hot less 
 jf placing the 
 ! Government, 
 
 desired modi- 
 jt yeat, and of 
 hd arguments 
 
 he committeia, 
 
 Bed, has been 
 
 the Queeia*8 
 
 itENSIb]* ' '"'' 
 
 1 of the Rail- 
 l8t. The plan 
 
 I 
 
 I 
 
 proposed !>y Mr. Bryt^s, pirovidihg for a passenger station at 
 North Street, approached by a road on a very high level ; with 
 a depot for freight at the Queen's or some other central wharf, 
 connected with Richmond by steamboats. 2nd. A combined 
 freight and passenger station, on the water side, at or about 
 West's Wharf, approached by a low level road dowh the East 
 side of Water Street ; and, 3rd, A compromise line, with a 
 freight terminus at West's Wharf as in the second plan, and a 
 passenger station at North Street about the level of Wat^r Stieet 
 and approached by a road following the Government location 
 but at a considerably lower level. 
 
 I Freight. 
 
 m 
 As the question of the freight terminus is by far more urgent 
 
 and important than that of the passenger station^ it will be Well 
 
 to cohsider it first; ■ ... 
 
 That some change is necvjssary admits of no doubt. At pre- 
 sent the expense of conveying goods from the city to Richmond 
 is in some cases as great as the cost of transportation from that 
 point to the place of destiiiation in the interior, in othrars 
 amounts to twenty per cent on the freight from England, and in 
 still others is fifty per cent of the freight from points in the 
 United States and elsewhere. The same thing is true witii 
 regard to freight carried by rail from the interior and destined 
 for Halifax. 
 
 It needs but little commercial knowledge to see that, while 
 such is the case, the business done by the railroad must continue 
 small and the advantages arising from it to the city insignificant. 
 All other business centres are fully alive to the importance of 
 cheap transportation ; and the universal anxiety is to reduce die 
 cost of carriage to the lowest possible figure ; and, in the case 
 of a seaport, to do away v.-ith all unnecessary handling or shiftihg 
 of goods between the train and the ship, and if at all prac- 
 ticable to bring them together so that one can load ditectly frOih 
 the others If we look around us, we shall see Portland incurring 
 
12 
 
 HALIFAX RAILWAY EXTENSION. 
 
 f i I 
 
 I ! 
 
 a great expense t ; increase its shipping and railroad facilities, 
 Boston advocating an immense water terminus at an expenditure 
 of some eight millions of dollars. New York proposing to tunnel 
 the North River, and Montreal undertaking a second bridge 
 across the St. Lawrence. 
 
 Although Halifax can never compete successfully with Port- 
 land or Boston for the freight trade from the United States and 
 points in the Upper Provinces West of Montreal (including that 
 city) ; yet, if proper facilities are offered, a large portion of the 
 European freight for other portions of our own Province, for 
 New Brunswick, and, during a portion of the year, lor eastern 
 Quebec, will be forwarded through Halifax over the Government 
 railroads. A considerable quantity of light freight would natur- 
 ally follow the same course. Having said so much upon the 
 nature, as well as the desirability and indeed necessity of terminal 
 facilities for freight, we come naturally to the question ; *' Which 
 of the plans above mentioned offers those facilities in the high- 
 est degree ?" 
 
 The argument which has been most frequently and forcibly 
 urged on behalf of the plan of Mr. Brydges is that it was en- 
 doi'sed and approved of by the Chamber of Commerce in June 
 last. To judge correctly of the value of that approval and of 
 the weight to be attached to it, we must consider the circum- 
 stances under which it was given. Six years had passed since 
 the passage of the Act of Union ; the Intercolonial Railway Avas 
 nearly completed ; and connection had been made with the New 
 Brunswick roads ; but, although various plans for the Halifax 
 Extension had for years been dangled before the eyes of the 
 citizens, nothing of a practical, decided character had been done. 
 Hope deferred had sickened the hearts of our people ; and doubts 
 were generally entertained and expressed as to whether the 
 Extension would ever be made. Never were a body of men less 
 disposed to look a gift horse in the mouth than those before 
 whom Mr. Brydges placed his scheme with all the persuasiveness 
 for which that gentleman is remarkable. In addition to this, it 
 
HALIFAX RAILWAY EXTENSION. 
 
 13 
 
 ilroad facilities, 
 
 an expenditure 
 
 )osing to tunnel 
 
 second bridge 
 
 ully with Port- 
 lited States and 
 (including that 
 portion of the 
 Province, for 
 ear, lor eastern 
 le Government 
 t would natur- 
 iiuch upon the 
 sity of terminal 
 tion; "Which 
 ?s in the high- 
 
 y and forcibly 
 liat it was en- 
 lerce in June 
 •proval and of 
 r the circum- 
 1 passed since 
 1 Railway was 
 with the New 
 : the Halifax 
 3 eyes of the 
 id been done. 
 ; and doubts 
 whether the 
 Y of men less 
 those before 
 ersuasiveness 
 )n to this, it 
 
 i 
 
 I 
 
 i\ 
 
 must be remembered that he spoke of the West's Wharf scheme 
 as being impracticable : that he never stated that the passenger 
 station was to be on a high level, but, on the contrary, by a 
 declaration that the line would be capable of further extension 
 from North Street, gave reason to suppose that it would be near 
 that of Water Street: that he proi sed the almost immediate 
 execution of the plan offered by him : that there was a dread 
 that unless the offer then made were accepted nothing could be 
 got ; and that the members of the Chamber were taken by sur- 
 prise, and had no time for the calm reflection which would have 
 been necessary to counteract the influence of the seductive elo- 
 quence of Mr. Brydges. It must be remembered, on the other 
 hand, that very many members of the Chamber — in fact, a 
 majority • of them — have since changed their minds upon the 
 subject, and openly declared the change; and that the scheme 
 has, after due consideration, been condemned by the City Council 
 and by a large public meeting. Under all ^^- ircumstances, 
 then, it is not unreasonable to assume that the scheme in question 
 shall be discussed on its merits ; and that the meeting of the 
 Chamber of Commerce shall not at the utmost do more than 
 counterbalance those of the Council and citizens. 
 
 The plan of Mr. Brydges would give a depot in a central situ- 
 ation, and increased accommodation to certain kinds of freight 
 under certain circumstances. It is open to the following objec- 
 tions : — 
 
 1. The Queen's Wharf cannot be had ; an objection which 
 is probably fatal to the whole scheme. • ■'■ "' >n 
 
 2. The Queen's Wharf or any other property in its imme- 
 diate neighborhood, would be practically as far as West's Wharf 
 from all points Nor^ii of the Ordnance ; with this difference, that, 
 when goods were at West's Wharf they could be loaded directly 
 upon freight cars without any further handling, delay, or ex- 
 pense ; while ....,..■:.., 
 
 3. Goods would have to be carted to the Queen's Wharf, un- 
 loaded there, loaded on board the steam lighters, and unloaded 
 
'■ 
 
 ^ 
 
 14 
 
 ]IAI4F^ imt^WAT Et]LI«If0ieiM. 
 
 again at BiQhm^Qd, thii9 ioyolviiag two more handlings than would 
 be required under the other plan. Irrespective altogether of the 
 damage inevitably done to most packages by fVequent handling, 
 it will be seen that the expense of transporting the goods will be 
 considerably increased. Tl^ two extra handlingfi would cost, at 
 the lowest estimate, fifteen cents a ton ; and although this would 
 not be paid directly by the shipper or consignee at Halifax, it 
 would be added to the freight or cost of transportation, and would 
 either render the article so much dearer at the point of de^very, 
 or leave the Government so much out of pocket. 
 
 4. Experience teaches that goods are frequently delayed in 
 depots ; and the shipper would never know exactly at what time 
 or in what condition his packages would reach the freight car at 
 Bichmond. The countryman, who parted with his produce at 
 Bickmond, would be in the same state of uncertainty as to his 
 
 . meeting it at the Queen's Wharf. 
 
 5. Not only would the benefits of the Queen's Wharf depot 
 be limited to certain portions of the city, but they would 
 also apply only to certain kinds of freight. Steamboats of the 
 character proposed by Mr. Brydges — not intended to take the 
 loaded cars bodily on board — would not carry coal, bricks, large 
 timber or lumber, or, without gjeat inconvenience, such vegeta- 
 bles as potatoes and turnips. In this v ay the depot would be 
 useless for a very large proportion of the local freight from the 
 interior. At the same time, in order to convey heavy freight into 
 the interior, Mr, Brydges was compelled either to make his steam- 
 ers call for freight at private wharves, or to resort to the rather 
 novel expedient— rspoken of by one of the few advocates of his 
 Mhemer-rof loading freight on board seows at those wharves, and 
 then having- them towed to Bichmond by ^ steamem. It may 
 be remarked that this expedient could be resorted to in the case 
 of the West's Wharf terminus, as well as of the Queen's or See- 
 ton's Wharf; and that a couple of small tugs would tow to that 
 point, at small expense, all the scowa or bai^fes that might be 
 loadee^ at the Y«riQU8 whuwea, 
 
HALIFAX i^AiLWM^ w^nmiov. 
 
 16 
 
 41ing8 ikm would 
 altogetHer of the 
 requent hjm^ling, 
 the goods will be 
 app would coat, at 
 »ough this would 
 ee at Halifax, it 
 rtation, and would 
 point of delivery, 
 t. 
 
 lently delayed in 
 ctly at what time 
 the freight car at 
 1 his produce at 
 certainty as to his 
 
 jn's Wharf depot 
 but they would 
 teamboats of the 
 ided to take the 
 oal, bricks, large 
 ace, such yegeta- 
 depot would be 
 freight from the 
 leavy freight into 
 
 make his steam- 
 wt to the rather 
 advocates of his 
 ose wharves, and 
 )amer9. It iQay 
 
 1 to in the case 
 Qu^n*8 or See- 
 uld tow to that 
 
 that might be 
 
 6. Itr wo)^)d iifford qo fac$Uitie9 whatever for^-r-'trhat thouU be 
 an eii^tensive ^d importAnt bu^ioesv in HAUfax-rTfrthe coaMag of 
 cice{m steaeierf. 
 
 7. The central freight depot would be something fixed and 
 immoveable, incapable of changing with the future alteratieo of 
 ^e trade centre, ox of being ei^tended in any direction to meet 
 the growing requirements of business. 
 
 8. The scheme of Mr. Brydges would involve a large continual 
 outlay beyond that required by the West's Wharf plan. The 
 annual cost of maintaining three separrte establishments, with 
 their accompanying staffs of employee, at Richmond, at North 
 Street, and at the city freight depot, would, to say nothing of 
 the expense of running two or three steamers, so far exceed 
 that of keeping up a single termin'jiS at West's Wharf, as to make 
 the latter much more economic, even though its first cost might 
 be somewhat greater. 
 
 9. The precedents and the experience of other places are all 
 against the ferry scheme. What is the lesson taught us — to cite 
 a few instances out of many — by the Victoria Bridge, and the 
 contemplated St. Helen's Bridge, at Montreal, the biidge across 
 the Hudson at Albany, the discontinuance of the East Boston 
 Ferry, the stupendous East River Bridge, and the proposed 
 tunnel under the Hudson from Jersey City to New York ? Cer- 
 tainly not one favorable to feriies. Nor do the Committee think 
 that any instance can be given of a freight ferry running as a 
 continuation of a railroad, where the road itself might have been 
 continued. •'■: <'',. ■ ■■•■• ■'■' ' •-' •'■ -■■'<"" ' ■^. ■ 
 
 10. Besides the large additional expense involved by the 
 separation of the frieight from tho passenger terminus, that 
 separation will, owing to the nature of the i«ilroad traific in our 
 Province, lead, as has been already intimated, to considerable 
 inconvenience. Most of the trains are mixed, or made up of 
 freight and passenger cars ; and farmers, drovers, and others 
 ftom the interior, who use these trains, are, under the present 
 system, enabled to watoh over the ft^ht which they bring with 
 
T 
 
 16 
 
 HALIFAX RAILWAY EXTENSION. 
 
 them to the city. The proposed separation of the goods from 
 passengers would cause all those people much additional inconve- 
 nience, expense, and worry. At the same time, it cannot be de- 
 nied that freight and passengers are, as a rule, separated at im- 
 portant railroad centres, and that the general travelling public 
 would be as well accommodated by a passenger station at North 
 
 Street. 
 
 11. The scheme in question would be of little or no value 
 
 for naval or military purposes. 
 
 The advantages of the second scheme, providing for a combined 
 freight and passenger lerminus at West's Wharf, nave been almost 
 sufficiently exhibited in treating of the first plan. All the objec- 
 tionable characteristics of that plan are absent from the one now 
 under consideration. It may, however, be well to call special 
 attention to some of its recommendations. . . 
 
 1. It is capable of easy extension, either down Water Street, 
 or along the wharves, to any point whatever in the business por- 
 tion of the city ; and such extension might be made by private or 
 corporate enterprise if the Government did not care to make the 
 necessary outlay. The extension to West's Wharf is however of 
 such a character and its cost so great, as to take it out of the 
 scope of such enterprise, and to make it a matter to be dealt with 
 by the Government clone. 
 
 2. It would accommodate freight of every kind ; and would ena- 
 ble ocean steamers to land passengers, discharge Halifax freight, 
 and forward their other freight directly from the ships' tackles, and 
 at the same take on board from the railway carriages the necessary 
 supplies of coal, as well as lumber, produce or other outward 
 bound freight. On the goods landed in Halifax for points in the 
 interior, the saving thus effected would be in some cases one-fifth 
 of the entire freight from Liverpool ; while the saving on coal 
 supplied would be about sixty cents a ton. 
 
 3. The combined freight and passenger terminus would be 
 one-third of a mile further into the city than the North Street 
 passenger station ; and all the disadvantages of the high level 
 road, hereafter spoken of, would be avoided. 
 
HALIFAX RAILWAY EXTENSION. 
 
 n 
 
 ' the goods from 
 ditional inconve- 
 it cannot be de- 
 separated at im- 
 travelling public 
 station at North 
 
 ittle or no value 
 
 ig for a combined 
 nave been almost 
 . All the objec- 
 rom the one now 
 11 to call special 
 
 jvn Water Street, 
 the business por- 
 lade by private or 
 care to make the 
 irf is however ol 
 ike it out of the 
 r to be dealt with 
 
 ; and would ena- 
 
 Halifax freight, 
 
 hips' tackles, and 
 
 jes the necessary 
 
 ' other outward 
 
 for points in the 
 
 le cases one-fifth 
 
 i saving on coal 
 
 < .• ' > ■ . 
 ninus would be 
 he North Street 
 the high level 
 
 4. It would also require a considerably smaller staff of em- 
 ploi/es, and consequently less annual expenditure, than the other 
 plan, and would give greater accommodation to the mixed trains 
 eo generally employed on our roads. 
 
 5. Being situated almost directly opposite the Ferry Wharf 
 
 <n Dartmouth, and close by the North End Ferry Station in the 
 ity, it would prove of the greatest possible use and convenience 
 ^o the people of the thriving and enterprising town on the East 
 tide of our harbor. Dartmouth freight and passengers could be 
 landed and embarked at the terminus directly from and to the 
 ferry boats. 
 
 6. Once the terminus was completed there would be no further 
 expenditure beyond the ordinary railway expenses; and all the 
 cost and inconvenience certain to arise in connection with the 
 ferry steamers would be avoided. Halifax would then have ter- 
 minal facilities for freight purposes equalled by no city in America, 
 except perhaps Portland and Baltimore. 
 
 7. Looked nt from an Imperial' point of view, the West's 
 Wharf line on the low level would have much to recommend it. 
 Sidings could be easily laid down from Water Street into the 
 l)ockyard ; and hay, stra^v, cattle, bricks, lumber and provisions 
 gf all kinds could be brought from the interior and deposited at 
 liie jetty alongside ships of war, or at any other desired spot.. 
 If the line were continued between the stores and the harbor or 
 along Water Street, the same thing could be done at the Ord- 
 nance and other military properties on the water side. At all 
 events, in case of need, rails could without difficulty be laid along 
 tVater Street from West's Wharf to any of these properties. On 
 dfie other hand, if required, troops and military and naval stores- 
 cbuld be carried at once and without difficulty to places in the 
 Ulterior of the Dominion. At the time of the negotiations be- 
 t*v'een the Government of Nova Scotia and the War Department 
 and Admiralty, these and similar arguments were much in- 
 listed upon by Mr. Howe and other advocates of the Provincial 
 0iause, and doubtless had much to do with inducing the Imperial 
 
T~^ 
 
 18 
 
 HALIFAX RAILWAY EXTENSION. 
 
 authorities to yield the right of way for a low level roacf. 
 Whether the consent of the War Department can be had for a 
 high level line, not conferring any of the benefits recited and 
 otherwise objectionable, is at least doubtful. That of the Lords 
 of Admiralty has been given very grudgingly, and accompanied 
 by onerous conditions. 
 
 But it may be said, as it has been, that, admitting the com- 
 plete superiority of this plan, the cost of carrying it into execution 
 would be so great as to render it almost impracticable. No 
 doubt the cost would be considerable, but, as a very brief calcu- 
 lation will show, not more so than that involved by the combina- 
 tion scheme of Mr. Brydges. 
 
 The excess in cost of the construction of the low level road 
 to West's Wharf, according to the plan suggested by the Com- 
 mittee, over the high line to North Street, would be -about 
 eighteen thousand dollars; the cost of property on the West 
 side of Water Street from North Street to Gerrish Street and 
 constructing the new Water Street, say one hundred and seventy- 
 five thousand dollars, of Wharf property, say one hundred and 
 fifty thousand dollars; making altogether three hundred and 
 forty-three thousand dollars. From this should be deducted for 
 the re -sale of land at North Street rendered unnecessary by the 
 change, say seventy-five thousand dollars; which will leave 
 two hundred and sixty-eight thousand dollars as the whole 
 amount to be expended for right of way and additional road 
 construction. 
 
 On the other hand, the cost of the Queen's Wharf or of any 
 other property suitable for a central freight depot M'ould be not 
 less than one hundred thousand dollars, cost of two steamboats 
 «ay fifty thousand, and yearly expense of running the same say 
 twenty-five thousand dollars, representing, when capitalized at 
 five per cent, a present sum of a half million dollars. The total 
 would be six hundred and fifty thousand dollars, being three 
 liundred and eighty-two thousand dollars more than the cost of 
 the. former scheme, 
 follows : — 
 
 In figures the calculation would be as 
 
 :,i5t 
 
HALIFAX RAILWAY EXTENSION. 
 
 19 
 
 low level road. 
 ;an be had for a 
 nefits recited and 
 ?hat of the Lords 
 
 and accompanied 
 
 imitting the com- 
 j it into execution 
 ipracticable. No 
 , very brief calcu- 
 i by the combina- 
 
 e low level road 
 stcd by the Corn- 
 would be -about 
 irty on the West 
 errish Street and 
 idred and seventy- 
 one hundred and 
 ree hundred and 
 d be deducted for 
 nnecessary by the 
 vhich will leave 
 as the whole 
 additional road 
 
 The Brydges scheme: 
 
 The West's Wharf scheme 
 
 $ 100,000 
 
 50,000 
 
 500,000 
 
 $ 650,000 
 
 I 
 
 , ■ Less, 
 
 Balance against former, 
 
 $ 18,000 
 175,000 
 150,000 
 
 $343,000 
 75,000 
 
 $868,000 
 $382,000 
 
 rs 
 
 Wharf or of any 
 ot M'ould be not 
 f two steamboats 
 ing the same say 
 en capitalized at 
 )llars. The total 
 liars, being three 
 than the cost of 
 on would be as 
 
 If the vacant lot South of the Dockyard, known as the Naval 
 lleserve^ and a right of way through the corner of the Yai'd West 
 of the Spar Pond could be had, much less private property would 
 be required, and the sum necessary for land damages would pro- 
 bably not be greater than that named by the Engineer, whose 
 plan pre-supposes the grant from the Admiralty. This would 
 make the balance against the ferry system still greater. Nor is 
 there reason to believe that there would be much difficulty in 
 obtaining the Naval Reserve and South- West corner of the Dock- 
 yard, if application were made for them in the proper manner. 
 The Naval Reserve is a vacant lot of land fronting on a veiy 
 shallow water lot : the former being unnecessary, and the latter 
 useless for Imperial purposes. The whole property was oflfered 
 for sale by the Naval authorities some years ago. The granting 
 of a small corner of the Yard adjoining the Reserve and West of^ 
 'the Spar Pond would not in any way affect the utility of the 
 •Naval Yard, and would be much more than compensated for by 
 the advantages arising to that establishment from the railway. 
 
 ' ' w ■ Passenger Traffic. - = ^ ; . . i 
 
 From the nature of the case, in dealing with the question of 
 
 . the freight terminus, it has been necessary to say something at the 
 
 same time as to the passenger station. It may, however, be advi- 
 
 i 
 
20 
 
 HAUFAX RAILWAY EXTENSION. 
 
 sable to treat the latter subject by itself, although not at great 
 length. Supposing that the Government do not now adopt the 
 popular view as to the proper location of the freight terminus, and 
 are determined to locate the passenger station on the ground 
 recently purchased at North Street, still it would, in the opinion 
 of the Committee, be infinitely better to bring the line in, and 
 build the station on a low level, than to construct both at the 
 greater elevation contemplated by the scheme of last year. To 
 that scheme there are the following, amongst other objections : 
 
 1. The ascending grade from Richmond to the proposed sta- 
 tion at North Street is very steep, being seventy-two feet to the 
 mile. Instances of steeper grades are very rare, and, it is thought^ 
 are not to be found under similar circumstances. The circum- 
 stances which render this case exceptional are, that the ascent con- 
 tinues right to the station, and that, coming around the sharp 
 curve North of Richmond, and through that place, trains will 
 have no opportunity to put on the speed and acquire the mo- 
 mentum necessary to surmount the obstacle — the engine will not 
 have a chance to run at the hill. The general objections to heavy 
 gradients are familiar to all who have to do with railroads. 
 
 2. The high line completely closes up Young Street — crossing 
 it about ten feet above the street level — and cuts off access 
 from above to about half a mile of the best water frontage in the 
 city, — that lying between the present terminus and the Magazine 
 grounds, — and to the Magazine Wharf as well. This certainly is 
 not bringing the road in on commercial principles. , . 
 
 3. It involves a crossing on the Campbell Road at the street 
 level, and not at right angles, but at a very acute angle. It would 
 be only a waste of time to enumerate the objections to such a 
 crossing on a thoroughfare like the Campbell Road. They are 
 universally recognized, are referred to in the Engineer's report, 
 and are dealt with at some length in the annexed extract from the 
 Morning Chronicle. (See Appendix B, 3.) They are in- 
 creased in the present case by the fact that the steepness of the 
 incline makes it more difficult to control an engine, particularly 
 when descending. 
 
)ugh not at great 
 )t now adopt the 
 ght terminus, and 
 a on the ground 
 Id, in the opinion 
 the line in, and 
 ruct both at the 
 )f last year. To 
 er objections : 
 he proposed sta- 
 l^-two feet to the 
 and, it is thought^ 
 s. The circum- 
 at the ascent con- 
 round the sharp 
 ilace, trains will 
 acquire the mo- 
 e engine will not 
 jjections to heavy 
 railroads. 
 [ Street — crossing 
 . cuts off access 
 ir frontage in the 
 nd the Magazine 
 This certainly is 
 s. . . 
 
 >ad at the street 
 angle. It would 
 Jtions ta such a 
 load. They are 
 ttgineer's report, 
 extract from the 
 ( They are in- 
 steepness of the 
 ine, particularly 
 
 HALIFAX RAILWAY EXTENSION. 
 
 ^ 
 
 4. Tlio plan has already led to difficulties with the Admi- 
 ralty, and will probably lead to difficulties with the War 
 Department, which would have been avoided had a low level 
 line been chosen. The high' level involves a risk to the build- 
 ings in the naval grounds from fire which could not have 
 iirisen from a road passing through a tunnel or cutting. This 
 Visk is increased by the fact that engines, driven as they must 
 bo to surmount the steep ascent to Norlli Street, will throw 
 out more and l&rgor sparks and cinders, and to a greater dis- 
 tance, than if the station were approaclied easily and undef 
 low pressure of steam. To this is probably owing tlio stipula- 
 tion for the insurance of the Admiralty bnildings. which is 
 paid to have been recently made. With a low level road 
 fcrorising through the Admiralty ground by a cutting -or tunnel, 
 the bridge which is also said to have been insisted on would 
 have been unnecessary. The same cause — the high elevation 
 of the road — will also increase the danger to the Magazines 
 nnd other buildings on the military property from fire, and 
 will make it almost, it not altogether, impossible to provide a 
 i'oad from the Wellington Barracks to the Gun Wharf, either 
 bver or under (not on) the railway track, a thing which is 
 absolutely necessary, and was expressly stipulated for in the 
 hegotiations of 1855. The result will bo that the right of 
 way through the Magazine ground, if granted at all, will be 
 l^ranted on conditions involving not a little expense and incon- 
 venience to the Dominion Government. 
 
 It must be remembered that the concessions made in 1855 
 ivere for a low level line, and would not be regarded as in anv 
 manner controlling the Imperial authorities in their action as 
 i^egards that projected in 1874, especially as the latter 
 [possesses none of the advantages offered to the Naval and 
 Military services by the former. 
 
 5. The scheme of 1874 would, on account of its great 
 elevation, be practically incapable of any extension South of 
 ITorth Street. The descent to any point on the water-side 
 'lorth of Cunard's wharf would be too abrupt; and the cost 
 
22 
 
 BALTFAZ RAILWAY EXTENSION. 
 
 i 
 
 n 
 
 of tlie right of way to any point South of that enormous. It 
 would be fixed and finnl. 
 
 6. It is extremely unpopular; and, although thiA argument 
 is not perhaps strictly logical, it is one which, aside altogether 
 from political considerations, should carry considerable 
 weight. Where popular sentiment upon any question ol 
 public importance is harmonious and almost unanimous — as on 
 this— it is generally right. 
 
 Turning to the plan for a station located at North Street, 
 about the elevation of Water Street — which also forms the 
 passenger branch of the compromise scheme roentioneu in an 
 earlier part of this Statement — it will be found free from all 
 the defects of that last spoken of. 
 
 It would be capable of extension along Water Street, either 
 at once, or in the future, to West's Wharf, or any other point 
 on the water-side. 
 
 Its adoption of the low level would render the station easily 
 accessible, and make the passage of the track through the 
 Magazine and Hospital grounds unobjectionable ; and there is 
 reason to believe that no serious objections would be raised to 
 it, at any rate by the military authorities, who have, of late 
 years, manifested a desire to gratify all reasonable wishes of 
 the citizens, and to meet the local authorities half-way where 
 Imperial interests do not suffer. 
 
 The cost of constructing the road would be, according to 
 the Engineer's report, about twelve thousand dollars more than 
 that of the high line. This trifling difference would be far 
 more than made up for by the sale of the upper portion of the 
 property at North Street recently acquired by the Govern- 
 ment; and, even apart from that, being built and located in 
 accordance with sound engineering principles, the road would 
 be really cheaper. 
 
 It may be objected that, while the low level line, of which 
 BO much has been said, would, if in operation, be much supe- 
 rior to that contemplated by the Government plan of 1874, it 
 is impracticable, and there are insuperable engineering diffi- 
 
►N. 
 
 HALIFAX nAILWAY EXTENSION. 
 
 ^at enormous. It 
 
 ugh tliiA argument 
 li, aside altogether 
 n'ry conaiderablo 
 any question of 
 unanimous — as on 
 
 at North Street, 
 h also forms tlie 
 J raentioneu in an 
 und free from all 
 
 ater Street, either 
 r any other point 
 
 the station easily 
 •ack through the 
 ible ; and there id 
 ivould be raised to 
 ho have, of late 
 louable wishes of 
 i half-way where 
 
 be, according to 
 dollars more than 
 ce would be far 
 )er portion of the 
 by the Govern- 
 t and located in 
 I, the road would 
 
 1 line, of which 
 , be much supe- 
 plan of 1874, it 
 sngineering diffi- , 
 
 cnlties in the construction of such aline either to North Street 
 or West's Wharf. The Committee might rest satisfied with 
 referring upon this point to the annexed report of the Engi- 
 neer employed by them. (See Appendix C.J They can, how- 
 ever, cite further authority. Various surveys of a low level 
 line to the neighborhood of West's Wharf have been made ; by 
 jMr. Forman, the Provincial Engineer, twenty years ago, who 
 reported " no engineering difficulties''; by Mr. Light in 1860; 
 and by others at different times, down to Mr. Macnab in 1873, 
 None of the Engineers engaged in the service, so far as the 
 Committee are aware, has ever spoken of the line as imprac- 
 ticable, or even very difficult of construction. The line, col- 
 ored blue on the plan, to North Street and West's Wharf, re- 
 commended by the Committee as a compromise, in case the 
 West's Wharf scheme pure and simple, should not be adopted # 
 has been declared not only feasible, but easily constructed, by 
 the Engineer, as may be seen on reference to his plan and ""- 
 port. 
 
 For the information of those who have not sten the plan in 
 question, or even of persons who may not have examined it 
 very carefully, the Committee think it as well to give a brief 
 description of the line propowed by them. It would be 
 located identically with the Government line of 1874, from 
 Richmond to the point of intersection with the Campbell 
 Road or tliereabout, and would run thence by a curve, 
 covering a very small portion of the "Jib," into Water Street, 
 or, if the right of way tlirough the Hospital ground East of the 
 street has been obtained, by an almost straight line, requiring 
 none of the *' Jib,'' to the passenger station, if any, at North 
 Street. Prom a point on Water Street a short distance North 
 of the Station, the freight road would run down the East side- 
 of the Street to the terminus at the water-side South of the 
 Dockyard; the Naval Reserve being utilized, if procurable^ 
 and if not, private property alone being occupied. 
 
 The gradients on the Northern portion of the line would, 
 however, be very different from those contemplated by the 
 
 f 
 
I ; 
 1 i 
 
 i ! 
 
 i i 
 1 I 
 
 f:i 
 
 24 
 
 HALIFAX RAILWAY EXTENgiON. 
 
 plan of 1874. The aacent from Richmond to the Campbell 
 Road, instead of being at the rate of seventy-two feet to the 
 mile, would be only abont forty. Rising with this compara- 
 tively easy grade from Richmond, it would cross Young 
 Street on the street level, instead of ten feet above it as the 
 line of 1874 does. This would give — by means of gates — 
 access to Renforth Street and the water frontage North of the 
 Magazine ground denied by the Brydgos plan. From Young 
 Street the road would rise at the same easy grade to the 
 point where it quits the Government location, at or clo^e by 
 the Campbell Road. It nmy here be explained that the Engi- 
 neer's plan, instead of showing the line as recommended by 
 the Committee, ascends to Y)ung Street by Mie steep grade 
 of the line of 1874, and proceeds thence almost on a dead level 
 to the passenger station close by Water Street. The road 
 recommended by the Committee would render unnecessary 
 most of the heavy filling in the valley South of Young Street 
 and would pass througii the military property, and, if obtain- 
 able, the westerji corner of the Hospital ground to the 
 Campbell Road or Water Street by a tunnel or a deep cutting 
 easily bridged or covered, and would tluis give easy access 
 to the Gun Wharf, Magazines and Naval !Iospital, and avoid 
 risk from fire ajid all the other disadvantages of the high 
 level line. The passenger line would then enter the pas- 
 senger station at North Street, if one was erected there ; 
 while the freight line, or, if both stations were located at the 
 water side, the combined freight and passenger line, would 
 descend by an easy grade to the Naval Reserve or West's 
 Wharf. If the passenger station were placed at North Street, 
 a new street should be built from the intersection of North 
 and Water Streets, runniiig West of the station to Lockman 
 Street. In this case none of the " Jib'' would be required. 
 If both stations were at the water-side, all the North Street 
 property, except so much as would be required to widen 
 Water Street, could be sold. In either case, the material 
 excavated from the cutting or tunnel could be used for filling 
 at the water terminus or elsewhere. 
 
K. 
 
 Halifax railway extension. 
 
 25 
 
 to the Campbell 
 ty-two feet to the 
 th this com para- 
 llel cro88 Young 
 et above it as the 
 neans of gates — 
 'age North of the 
 in. From Young 
 jasy grade to the 
 n, at or olo^e by 
 ed that the Engi- 
 recommendod by 
 
 fhe steep grade 
 st on a dead level 
 treet. The road 
 der unnecessary 
 
 of Young Street 
 
 y, and, if obtain- 
 
 ground to the 
 
 ^r a deep cutting 
 
 give easy access 
 
 pital, and avoid 
 ?es of the high 
 enter the pas- 
 erected there ; 
 
 located at the 
 nger line, would 
 
 serve or West's 
 
 at North Street, 
 section of North 
 
 ion to Lock man 
 Id be required, 
 le North Street 
 
 uired to widen 
 
 e, the material 
 
 used for filling 
 
 In the improbable case of a complete failure to obtain a 
 right of way through the military property, the lino could be 
 carried under the Campbell Road by a tunnel, as shown by 
 the Engineer's plan and report. 
 
 • ii 
 
 ■ t I ri' >!! 
 
 CONCLUSION. 
 
 In concluding this Statement, the Coma ;tee beg to say 
 that, while tliey have ventured to suggest a f)lan for the 
 extension of the Railway into Halifax, which would, in their 
 opinion, bo easy of execution and most beneficial and satis- 
 factory in its results, they do not wish to be understood as 
 presuming to attempt to dictate to the Dominion (jovernment 
 the adoption of that or any other particular scheme. The 
 selection of the best route is a m^ttter for the Government and 
 their engineers. The Committee have endeavored to make 
 clear the justice and necessity of the early prosecution of the 
 work of Extension, and the great importance — not merely to 
 the City of Halifax and the Province of Nova Scotia, but to 
 the Militarv and Naval authorities, and to the travelling and 
 commercial public of the whole Dominion — of having the best 
 p'^ssiMo terminus, especiall;. for freight purposes, to the Inter- 
 colonial and the other raibvays which '^•onverge at this city. 
 They triist that they have made it apparent that the choice 
 between a high and a low level for the short section of road 
 to be constructed, although seemingly a question of small 
 moment, is really one of the greatest consequence. They 
 believe, and it will hardly be said without reason, that if the 
 plan proposed by Mr. Brydges is carried out it will be final, 
 and incapable of future extension ; that the freight traffic will 
 continue in its present unsatisfactory condition, or in one but 
 little better, and that a feeling of discontent — arising from a 
 sense of being unjustly treated — will become chronic amongst 
 our citizens. On the other hand, if the low level is adopted, 
 the road will be, if not at once, certainly at no very distant 
 da}'^, extended to West's Wharf, or further along the water- 
 side. Halifax wi'l then afford terminal facilities to the Inter- 
 
26 
 
 HALIFAX RAILWAY EXTENSION. 
 
 I 
 
 i 
 
 I 
 
 : 
 
 colonial and its feeders not inferior to those offered by Port- 
 land to the Grand Trunk, and by Baltimore to the Baltimore 
 and Ohio Railroad ; and the almost universal wish of the citi- 
 zens will be satisfied. 
 
 Under all the circumstances, the Committee do not think 
 that the Government should have much diflSculty in deciding 
 upon the course to be pursued. Looking at the enormous 
 sums cheerfully appropriated to furnish the best means of con- 
 veying freight and passengers to and from places that, within 
 the present decade, were only petty settlements in the midst 
 of an almost trackless wilderness, the Committee are also 
 strengthened in the hope that no such consideration as the 
 mere temporary saving ol a few thousand dollars will lead the 
 Government to delay or refuse to carry into execution on be- 
 half of this ancient capital a work projected and determined 
 on by our Provincial Administration of twenty years ago. 
 
 All of which is respectfully submitted. 
 
 * L. G. POWER. 
 
 Chairman of Joint Committee. 
 
 Halifax, N. S., 8th March, 1875. 
 
 Jiill 
 
I 
 
 offered by Port- 
 o the Baltimore 
 wisli of the citi- 
 
 3e do not think 
 ulty in deciding 
 t the enormous 
 est means of con- 
 aces that, within 
 nts in the midst 
 imittee are also 
 }ideration as tlie 
 hirs will load the 
 jxecution on be- 
 and determined 
 y years ago. 
 
 bWER. 
 
 )int Committee. 
 
 APPENDIX A. 
 
 Extract from Report of Attorney General of Nova Scotia to 
 Lieutenant Governors dated Qth JunCj 1855. 
 
 Journals of House of Assembly for 1856, Appendix 4; Part IT. p. 50. 
 
 \ As respects the Admiralty grounds no intrusion or action un- 
 ' der the law has yet been attempted. The railway depot has been 
 formed, and the landing wharf built outside the Naval Yard. 
 It is true that the Mayor and City Council of Halifax have ur- 
 ^ gently pressed the Railway Board to advance the station into the 
 heart of the city, and place it nearly opposite the wharf at which 
 all passengers from Europe and the United States, that come 
 in the mail steamers, must land. There is no doubt that this 
 change would be of vast utility to the Government and to the 
 community, and it cannot be effected without some encroachment 
 upon Government land. No part of the Dockyard establishment is 
 required, and the line would occupy less than two acres of land 
 belonging to the Board of Admiralty, and necessitate the remo- 
 val of a guard house and of one of the powder magazines, for 
 which payment of course would be made. The injury done 
 would be much more than compensated by the facilities afforded 
 in the deposit, at the very gate of the Naval Yard, of timber, 
 plank, and supplies of all kinds, brought on the railway from the 
 interior. But the extension of the railway into the city is so in- 
 dispensable, and so obvious an improvement, that I am persuaded 
 no objection to it would be raised by so public-spirited and intel- 
 ligent an officer as Admiral Fanshawe, or by any other of the 
 principal officers of* Her Majesty's Government acquainted with 
 the ground. 
 
 I have the honor to be, Sir, ? i--.r 
 
 Your most obedient servant, v »'> 
 
 . ' - ;. (Signed) W.YOUNG, 
 
 Attorney General. 
 To His Excellency Sir J. G. LeMarchant, &c., &c. 
 
i 
 
 •. I 
 
 i i 
 
 II. 
 
 APPENDIX A. 
 
 Letter from Mr Howe to Provincial Secretary. 
 
 Journals, Appendix 4, p. 51. 
 
 No. 8, Leicester Place, London, 
 -Iv J.l ' ■ August 15, 1855. 
 
 Sir, — 
 
 I have the honor to acquaint you, for the informatian of 
 the Lieutenant-Governor, that on the 6th of August I Mas favored 
 with an interview, in which I discussed with Mr. IMerivale, and 
 Mr. Eliott, of the Ordnance, the grounds upon which we rest 
 our claims to pass through the Ordnance and Admiralty property 
 on the railway line. 
 
 Both gentlemen were disposed to view the question in a broad 
 and liberal spirit, and at their suggestion I drew up, and sent in 
 on the following day, two letters addressed to Mr. Merivale, in 
 order that the subject might be brought formally before the two 
 Boards, with a view, if possible, to a satisfactory adjustment. 
 
 I offered, on the part of the Railway Commissioners, that they 
 would remove the magazines to any site selected by the Board ot 
 Ordnance ; leave their wharf undisturbed, and keep open a road 
 between the wharf and the barracks ; that they would take the 
 whole lot, or so much of it as was indispensable, and give as 
 much vacant land in any other convenient place. 
 
 As respected the Naval Yard, I shewed that it would be left 
 undisturbed : that ttie main Hospital had been burnt down many 
 years ago ; and that the line would not touch its site if it was 
 ever designed to rebuild it. That there was ground enough on 
 which to remove the few wooden buildings that might stand in 
 the way : that the Commissioners would do this at the expense 
 of the Provincial Government, making all walls and enclosures 
 good ; that if the Admiralty would prefer to exchange the Hos- 
 pital ground for a quiet site on the Dartmouth side, we would 
 purchase one, clear and plant it, and erect buildings equal to 
 those now used. 
 
 The argument about the sick being disturbed by the trains I 
 combatted, by shewing that all the trains approaching London 
 run for miles over the very tops of houses, in which the sick lie 
 every day. 
 
 I yesterday received from J. Ball, Esquire, Under Secretary, 
 the letter of which a copy is enclosed. From this His Excellency 
 will perceive that the matter is in a fair train, and that all that I 
 
APPENDIX Ak 
 
 nb 
 
 Secretary. 
 
 <:, London, 
 »ust 15, 1855. 
 
 le informatian of 
 ust I M'as favored 
 r. Merivale, and 
 L which we rest 
 mirahy property 
 
 estion in a broad 
 lip, and sent in 
 Mr. Merivale, in 
 ' before the two 
 adjustment, 
 ioners, that thev 
 by the Board of 
 :cep open a road 
 would take the 
 blc, and give as 
 
 it would be left 
 irnt down many 
 ts site if it was 
 3und enough on 
 
 might stand in 
 3 at the expense 
 
 and enclosures 
 hango the Hos- 
 side, we would 
 [dings equal to 
 
 by the trains I 
 jching London 
 eh the sick lie 
 
 nder Secretary, 
 
 His Excellency 
 
 that all that I 
 
 could do, up to the present time, to accomplish the object desired, 
 has been done. Regarding the success of this application, as the 
 Provincial Government and the Commissioners justly regard it a» 
 of the highest importance, I will, should anything more be 
 required of me, endeavor to supply it, and bring the negocia- 
 tions to a satisfactory issue before I leave England. 
 
 I have &c. 
 
 '(Signed) JOSEPH HOWE. 
 
 The Honorable L. M. Wilkins. 
 
 Letler Jrom Colonial Secretary. 
 Journals, Appendix, p. 52. 
 
 SlR,- 
 
 DowNiNG Street, 
 
 Sept. 2, 1855. 
 
 I tranpmit to you herewith, lor your information, 
 copy of a letter from Air. Howe, datod 7th August, on the 
 subject oi' the approfjriation of certain Ordnance hinds in 
 Halifax to Railway purposes. I also enclose tl»e copy of a 
 letter, with one enclosure, from the War Department, on tho 
 same subject, from wliich you will learn tbat, subject to the 
 further stipulations suggested by Mr. Eliott, Lord Panmure 
 sees no objection to tlie adoption of the proposals made by 
 Mr. Howe. 
 
 I have the honor to be, Sir, 
 
 Your most obedient bumble servant, 
 
 W. MOLESVVORTH. 
 Lieut. Governor Sir G. LeMarchant, <fec., <fec., &c. 
 
 Letter from Secretary of Lords of Admiralty. 
 
 Vni.v3 
 
 Sir,— 
 
 Journals, AppendiiX, p. 55. 
 
 Admiralty, 10th Sept., 1855. 
 
 I have laid before mj Lords Commissioners of the 
 Admiralty your letter ot the 14th ultimo, relative to the ap- 
 propriation of certain Government lands in Xova Scotia for 
 
IV. 
 
 At>PEKDlX 6. 
 
 railway purposes, together with its enclosures, and t atn to 
 request that you will state to Secretary Sir William Moles* 
 ^vorth that as it appears desirable not to throw any obstacle 
 in tiie way of the proposed line of railway at Halifax ; and 
 as the Ordnance T apartment, whose property adjoins the 
 Admiralty premises, have consented to waive objections on 
 condition of certain stipulated terms being complied with, 
 my Lordi< are willing to give their assent, so far as the Ad- 
 miralty premises are concerned, and as indicated in the 
 accompanying tracing, on the declared understanding, how^ 
 ever, that the concession is made on the terms following, 
 which are essentially those recommended for consideration 
 by the Colonial Department, vifc. : 
 
 The value of the lands taken and damage done to be fairly 
 assessed by the Crown Officers and Railway Commissioners, 
 and made over to Her Majesty's Government: All the walls 
 and enclosures taken down to be reinstated on such sites 
 as shall be approved, to the satisfaction of the Admiralty 
 Officers ; and the small wooden building to be removed and 
 re-erected on such spot as ma}' be pointed out. 
 
 The Naval Commander-in-Chief will be acquainted accord' 
 ingly, and directed to watch over the Admiralty interests 
 during the carrying out of the work. 
 
 I am, <fec., 
 
 (Signed) THOS. PHINN. 
 H. Merivale, Esquire. 
 
 APPENDIX B— 1. 
 
 Copy of Resolution passed at a meeting of the Chamber of Com- 
 merce, held November 25th, 1871. 
 
 Moved by W. C. Silver, and passed unanimously : 
 Resolved, That the business of the Intercolonial Railway 
 and the convenience of this city will best be served by the 
 location of the terminus on the water^side, as near as possible 
 to the centre of the cityt 
 
 J! 
 
es, and 1 am to 
 ir William Moles* 
 'ovv any obstacle 
 
 at Halifax ; and 
 arty adjoins the 
 ve objections on 
 
 complied with, 
 so far as the Ad- 
 iidicated in the 
 erstanding, how^ 
 terms following, 
 or consideration 
 
 one to be fairly 
 
 Commissioners, 
 
 All the walls 
 
 J on such sites 
 
 the Admiralty 
 
 )e removed and 
 
 luainted accord' 
 airalty interests 
 
 [OS. PHINN. 
 
 APPENDIX B. 
 
 APPENDIX B— 2. 
 
 Coiw of Resolutions adopted by the City Council^ April 8/A, 
 
 1873. 
 
 Whereas, the location of the Railway Terminus at Rich' 
 mond, a long distance trora the City proper, is a cause of great 
 inconvenience, expense and delay in the transportation of 
 freight and passengers b} the Railway to and from the City of 
 Halifax ; 
 
 And whereas, the transfer of such Rnilway terminus, and the 
 extension of the Railway to the City proper, would be most 
 desirable, not only in the interest of this City and Province, 
 but of the travelling and commercial public of the Continent; 
 
 And whereas, it is to be feared that, unless stops are taken 
 at once to secure such transfer and extension, they may be in" 
 definitely postponed : 
 
 Resolved, Therefore, that in the opinion of this Council — 
 representing the citizens of Halifax — it is the duty of the 
 Government of Canada to at once proceed with the extension 
 of the Railway to the City proper ; and that it is the duty of 
 the members representing the County of Halifax to insist upon 
 the immediate, actual undertaking of the work r 
 
 And resolved, That copies of the foregoing preamble and 
 resolution be forwarded by His Worship the Mayor to our Re- 
 presentatives in the House of Commons, to the Members of 
 the Senate who ordinarily reside at Halifax, to the Minister of 
 Public Works, and to the Nova Scotiau Members of the Domi- 
 nion Cabinet. 
 
 Zhamher of (Jam- 
 
 usiy : 
 
 )IoniaI Railway 
 
 served by the 
 
 lear as pocs'ble 
 
 APPENDIX B— 3. 
 
 Extract from ^^ Morning Chronicle'' newspaper of July 1\, 1874. 
 
 THE RAILWAY EXTENSION. 
 
 Seeing that the plan for the Halifax railway extension, pro- 
 posed by Mr. Brydges, and unanimously adopted by the Cham^ 
 ber of Commerce, will probably be — if it has not already 
 
vt. 
 
 APPENDIX B. 
 
 ''I 
 
 4 
 
 'iHI 
 
 been — approved of by the Dominion Government, a question 
 occurs which does not seem to have so far sugj^ested itself to 
 any writer for tiie press. Should the raih'oad cross Water 
 Street on the street level, or by a cutting with abridge on the 
 street? This question is one of more importance than it 
 might at first sight seem ; and, therefore, although it is per- 
 haps, properly speaking, one to be decided by an engineer, 
 we sliall try to lay the arguments for and against either course 
 before our readers, with the utmost diffidence in our unedu- 
 cated opinions upon a professional subject. 
 
 The advantages of crossing Water Street on the level would 
 be, that the work would be done somewhat earlier, and would 
 cost rather less at first than crossing beneath the street. It 
 would also give a station house or passenger depot facing on 
 Lockman Street. 
 
 The disadvantages would be, a very steep ascending grade 
 from the present terminus to the crossing, and a heavy tilling 
 on the wav — the material for which should be carted a consi- 
 derable distance ; the danger and inconvenience which al- 
 ways accompany such crossings in populous localities, and 
 which would be aggravated in the present instance by the 
 fact that the crossing would be long and oblique, not short 
 and direct. That tlie danger is no chimera we are assured,, 
 for in each ot the last two issues of a Montreal weekly news- 
 paper we have read an account of a coroner's inquest over 
 the remains ot a person killed by a Grand Trunk train on a 
 level crossing, accompanied, in one case, by a severe editorial 
 denunciation of such crossings in cities. Another objection 
 to the high crossing is that it would make the contemplated 
 terminus arrangen)ent to a certain extent final. A line on the 
 level of Lockman Street — or of Water Street, at the Hospital 
 hill — would not be easily available for future extension byway 
 of the Dockyard, or of Water Street at its normal level. 
 
 The advantages of ctossing the street by a cutting, with a 
 substantial bridge over it, would be that all danger to life and 
 interference with the street traffic would be completely avoid- 
 ed, as is the case in Boston, for instance, where, on Tremont, 
 Washington and other streets, one walks or drives over the 
 Worcester Kailroad, in many cases, without being aware ot the 
 fact at all. The ascent of the road from the present depot to 
 the crossing, would be probably one-third less, and the tilling 
 between the two points not more than half as great as under 
 the other plan ; and, lastly, the extension would tiot have the 
 
•:^ 
 
 APPENDIX B. 
 
 yn. 
 
 nent, a question 
 g^'ested itsolf to 
 »i<l cross Water 
 li ii bridge on the 
 lor-tnnce than it 
 liough it is per- 
 by an engineer, 
 nst either course 
 B in our unedu- 
 
 i the level would 
 
 rlier, a»id would 
 
 I the street. It 
 
 depot facing on 
 
 iscending grade 
 \ a heavy tilling 
 3 carted a consi- 
 ience which al- 
 ii localities, and 
 instance by the 
 lique, not sh,ort 
 we are assured,, 
 .1 weekly news- 
 's inqnest over 
 link train ou a 
 severe editorial 
 Dther objection 
 contemplated 
 A line on the 
 at the Hospital 
 en si on by way 
 nal level, 
 iitting, with a 
 ger to life and 
 Jpletely avoid- 
 , on Tremont, 
 •ives over the 
 g aware of the 
 jsent depot to 
 and the tilling 
 reat as under 
 tiot have the 
 
 same air of finality about it ; f^ tl»^ roi^ to the Hospital hill 
 could be utilized for a future extenaion, either inside or out* 
 side the Dockyard wall ; while from the proDosed terminus, 
 fronting on North ^Ireet, and locate^ but HUle «bove the 
 Water Street level, cars could hereafter -be brought down that 
 street <by l»orHes, as is ^ooe ip ip^y f>tbftr places. '^h» prin- 
 cipal disadvant^eis ot this pUu Wi>f^^ h^ t\\e pjussibly ^reat<Mf 
 iojiay^nd expense iavolved in l|he e^ccav^tpn (icrva? W>t^Wf 
 Street. J^ee^ dp not, ha\v^ver, in pur opinipn, CQ^^terhala^A^ 
 Up ,«^y|intago8 ; and m^ iiwn feelings fu-e ;iu iftvor ol the 
 \)ri4g!U aqd qutftipg. 
 
 Oopy of ^eaolitjlionfi adopted at Public Meeting, 29tjji . ' 
 
 January, 1875. 
 
 fFi^cr^OiV, tlve future ^irosper.ifty of the City of Halifax de- 
 pends c^pqu the Raiiw^y ^xtf^usion affording eVttry f^ciM4.y for 
 iU3 increased tra'le tliat oQ,ght to ^rise /f rp^ the completion of 
 the Initercol.onial Bailw^^' ; 
 
 Ajid tvherisaB, to givie this faciility, i,t is i^ipprtant th^ t\\9 
 |era;)i,n^s should be extended ^s f^r |is possible i^tp ihe cily, 
 and on the water level ; 
 
 ^here^ore resolved, Th^t it is the ppii3,ion of tthip ^^eating 
 that such extension shouM be to a point on the water-side npt 
 fiirther Nor,tli Jtha^i the So|Uth eu^ pf the Dockj^'ard. 
 
 Resolved, That a committee of six he aippointed, to co- 
 operate with th9 special commitjjee pf the City Council on the 
 iubiect of the Railway Ejtt^asipn, aflc^, ii? cqncert with thenp, 
 |p deternciine on and t^ke such steps a? npay pe deemed nece,^- 
 l^ry for securing the location of the terminus in aqcordancp 
 ^jtn ti^e yie\v8 of this meeting fis exp.re88efl iu ,the precediij^ 
 resolution. 
 
 Besolved, That ip the opinion of this i^epting, i^t is desirable 
 that the City Council shall expend such sums of nopuey a^ may 
 be necessary for carrying out the objects contem,plated Ipy the 
 next preceding resolution. 
 
 Besolved, Tliat copies of the preceding resolutions be com- 
 municp.tecl to the Npya Scotian members of the Dominion 
 GovernmenI;, to the senators who reside at Halifax, and to the 
 members who represent this County in the House of Com- 
 mons. 
 
il 
 
 ▼Jll. 
 
 J 
 
 APPENDIX B. 
 
 AITENPTX B-5. 
 
 (.1. 
 
 I f. 
 
 I .) 
 
 (hp?/ of Seaolutions adopted by (he City Council, 
 February 19, 1*875. ' • ; 
 
 Whereas, the fntnre pro!*perity ol the City of Hrtlifax do* 
 pen.iH in a great measure upon tho proposed railway extension 
 affording every facility for the increased trade which should 
 arise from tho completion of tho Intercolonial Railway ; 
 
 And whereas, Xo aflord the desired facilities, it is advisable 
 that the railway should he extended as far into tho citv as 
 practicable, and with as small an elevation above the water 
 level as possible ; 
 
 1. Therefore resolved, That in tho opinion of the Council, it 
 is advisable that the proposed railway extension, for purposes 
 of freij^ht traffic, should be to a point on the water-side not fur- 
 ther North than the South end ot the Dockyard. 
 
 2. Resolved, That the committee of the C 'Uncil on Railway 
 FiXtension be and are hereby authorized to co-operate with the 
 committee appointed at the public meetiuEj held at Toniper- 
 ancu Hall, on Friday, the 2{)th o! January last ; and to take 
 such steps and expend such sums as may be necessary for ob 
 tainin^ information, or for other purposes in connection with 
 the objects for which the said two committees were appointed : 
 and 
 
 Resolved. That the City Council will provide for the pay- 
 ment of all expenses incurred by the committee under the 
 forejijoing resolution, such expenses not to exceed in the whole 
 twelve hundred dollars. 
 
 3. Resolved, That, in the opinion of this Council, it fs most 
 desirable that in extending the Railway from Richmond into 
 the City, the line should he carriod as little as possible above 
 the water level, and that the lirie contemplated b}' the plan 
 proposed by Mr. Brydges, which crosses the Campbell Road at 
 or about the street level, would not, in the opinion (»f the 
 Council, meet the retjuirements of the public or bo acceptable 
 to the citizens. 
 
 4. Resolved, That copies of the foregoing resolutions be 
 forwarded by the City Clerk to the Nova Scotiari members of 
 the Dominion Government, to the Senators who reside at fJali- 
 fax, and to the members who represent the County of HaLifas. 
 in the House ot Commons. 
 
APPENDIX C. 
 
 IX 
 
 4 
 
 f 
 
 APPENDIX C. 
 
 ily Council, 
 
 ••t 
 
 y of Halifax do* 
 nil way exfeiisforif 
 (Je wliicli should 
 
 Railway ; 
 sit is rtdviaabjf* 
 
 into tijo city as 
 ibovG the water 
 
 f the Council, it 
 on, for purpofew 
 iter-sido not tur- 
 rd. 
 
 incil on Riilwa)' 
 operate with the 
 lield at Tomper- 
 !*t ; and to take 
 lecossary for ob 
 conneorlon with 
 wore appointed : 
 
 de for the pay- 
 ittee under the 
 jed in the whole 
 
 nncil, it is moat 
 Richmond into 
 possible above 
 ed by the plan 
 impbell Road ai. 
 opinion <»f the 
 r bo acceptable 
 
 resolutions be 
 iiiri members of 
 ) reside at I^'ali- 
 nnty of Halifax 
 
 
 ENGINEKIt S 
 
 ■ t " ' » < 
 
 REPORT. 
 
 IhVfax, N. S., \at March, 1875. 
 
 [. G. Power. Ksq., Chairman of Joint Committee on Railway 
 Extension. 
 
 Str, — In order to be enabled tft nomply with your letter of 
 jpKtrnctiouH of the 23rd nit., I have to submit the accompa* 
 nyinfij plan and profiles of the several modes of extending the 
 Railway into the City of Halifax, with the following observa* 
 IJons and estimates ba*ed thereon, as, in my opinion, best cal* 
 i^ulated to give the clearest information on all the aspects ot 
 ihe Extension, tu reply to your first query, I have to report 
 iJiat it is practicable, " while following closely the line select* 
 ||d by the Government for the Extension, to adt)pt a consida* 
 jttbly lower level, so as to provid'e for the contemplated pas- 
 lenger station on the land North of North Street, recently 
 licquirec' b) tic (dominion Government, at an elevation about 
 |,l;e same as th^t of Water Street, and, at the same time, prov 
 ifiding for the further extension of the Railway along tho East 
 
 S'de of Water Street to a freigiit terminus at or near West's 
 Hiarf." This line can be constructed on the present (^ov- 
 ernment location from G to 1, (see l>lue line on plan, between 
 ihe blue letters G and 1). The portion of this open cutting 
 fiirough the military property, a distance of six hundred feet,, 
 fiould be covered over if required. The continuation of the 
 )||«e to the vicinity of Nt>rth Street, at the Water Street level» 
 i0in also be constructed by open cut; allowing the whole por- 
 iffon ot this line, from G to H, to be graded nearly on a level. 
 The curvature connecting the main line wi(h the Depot would 
 ||e only 2,000 feet radius. This line would necessarily close 
 <|^at portioji of Water Street between North Street and Lock 
 jJlRn Street ; in lieu of which a road, marked on plan •' IVo* 
 liosed New Street, ' is provided. The extra cost of construct* 
 ing this line as compared with the located Government line 
 Would be about $12,000. This location <if the Depot not only 
 |)rovides for the extension to West's Wharf, but gives a far 
 ^ore desirable grade. tlian that located by the Government; it 
 iilso prevents the necessity of crossing any public thorough' 
 
§, APPENDIX 0. 
 
 /are, which the Oovernment location oon tern plated doing, ad(] 
 whioh,of course, ehonld bo avoided eii, any expense, in a city, 
 where possible. 
 
 In reply to your second query, n green line, shown on the 
 plan from E to F, being that neg'otitited between the Govern* 
 ment of No v^ Scotia, aj)d the ^(^mirulty and War Department, 
 in 1^54-6, would not only be feasible, but would be the moat 
 dirept r,oute int^ the ,c,itj^. ft ^lyouJd .a|^9 ijilloiy the beptgrftdf, 
 It would be attended with the drawback of r/ucjuijriujr 1,40(> 
 feet of tunnellinj^, costing $70,000, and would pass in cipsa 
 proiLimUy to the Hospital, Officers' Quarters, &6., &c. 
 
 In reference to your third query, 1 have to report that a red' 
 line —shown on the plan from A to B — trom near the locate^ 
 line at JRiohmond to West^s Wharf! gives a most desirab(,9 
 rOkUte, available, without any negotiations : giving far better 
 grades than the iine already located, with a tunnel under tlijs 
 public roadway of only 800 toet, costing $40,000. Witli th^a 
 line, or Ihe other lines on a low level, the Passenger Depot 
 could he loot^ed at West's Wharf, as shown on the ^lan, which 
 would bring it 2,000 feet more into the citv than if located at 
 North Street, not only giving greater facilities for shipping 
 and mercantile purposes, but allowing for the further 6xteii* 
 sion along the wharves Houth. In addition to the above 
 $40/^00, would be the cost of retaining walls at the mouth of 
 tunnel $6,000, and constructing the line from North Stre.ejt 
 $6,000, to West's Wharf— $12,000^ making the whole cost ol 
 construction in excess of the present Oovernment route 152,;* 
 ^100. IlVom the best information t have obtained I find the 
 cost oi property along the route would be $125,000, and all 
 the wharf jproperty required another ^125.000, making in all 
 $250/)00 } from this sitm would be deducted the re-sale of the 
 san^e property — minus the new street — say ^76,000, leavinjg 
 the net araou^it for property $17i),000, being $227,000 excesf 
 of cost over the present (TrOvernment line, for the line marked' 
 in red on the plan from Richmond to West's ^harf. 
 
 The entire excess of cost, including value of property, of 
 the improved line, followinjg the Oovernment route, t6 the Sta- 
 tion at low level on Water Street, with extension to West*^ 
 wharf, would be $103,000. 
 
 I am. Sir, " ■ * 
 
 •Yours truly, 
 
 HENRY A. GRAY, 
 
 Civil Engineer, 
 
doing, RD(] 
 in a city 
 
 1 
 
 kvn on til 
 
 e Govern* 
 
 jpHrtment, 
 
 the most 
 
 rwg 1,400 
 I in clpsa 
 c. 
 
 tiiat a red^ 
 lie locate^ 
 
 desirabl,!! 
 far betteift 
 niidor the 
 
 With th(a 
 !^er Depot 
 Jan, which 
 located at 
 r shipping 
 lier 6Ate li- 
 the above 
 
 mouth of 
 rtn Strftej^ 
 >I,e c()8t lA 
 •onte 152,. 
 [ Hnd the 
 0, and all 
 line in all 
 sale of the 
 0, leaving 
 ;)00 excedi| 
 ne marked 
 
 'operty, of 
 t6 the Sta- 
 te West'* 
 
 it 
 
 rngineer.