^^aj # ^■¥ IMAGE EVALUATION TEST TARGET (MT-3) /A Uo '<>/ €/ &. 1.0 Li 1.25 «'* mil ^' IM 'W flu / n M 2.0 i== U 11.6 ^ e. % ^1 v2 % % ^1> > ^&>. ^ / y Photograpliic Sciences Corporation 33 WEST MAIN STREET WEBSTER, NV. 14580 !716) 872-4503 ^' c^ xP L^*/ fc CIHM/ICMH Microfiche CIHfVI/ICIVIH Collection de microfiches. Canadian InstitMte for Historical Microi-fiproductions / Institut Canadian de microreproductions historiques <-;^ 1981 Technical and Bibliographic Notes/Motes techniques et bibliographiques The Institute has attempted to obtain the best original copy available for filming, features of this copy which may be bibfiographically unique, which may alter any uf the images in the reproduction, or which may significantly change the usual method of filming, are checked below. e/ Coloured covers/ i Couverture de coulour I I Covers damaged/ n □ n Couverture endornmagee Covers restored and/or laminated/ Couverture restaur^e et/ou pelliculde Cover title missing/ Le titre de couverture manque Coloured maps/ Cartes g^ographiques en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bieue ou noire) I I Coloured plates and/or illustrations/ D Planches et/ou illustrations en couleur Bound with other material/ Reli6 avec d'auties documents Tignt binding may cause shadows or distortion along interior margin/ La reliure serree peut causer de I'ombre ou de la distortion le long de la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ I! se peut que certaines pages blanches ajoutdes lors d'une restauration apparaissent dans le texte, mais, lorsque cela dtait possible, ces pages n'ont pas 6t6 filmdes. Additional comments:/ Commentaires suppldmentaires. T ti L'Institut a micrcfilmd le meilleur exemplaire quit lui a 6t6 possible de se procurer. Les details de cet exemplaire qui sont peut-dtrs uniques du point de vue bibhographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la m^thode normale de filmage sont indiqu6s ci-dessous. I I Coloured pages/ Pages de couleur Pages damaged/ Pages endommag^es Pages restored and/oi Pages restaur^es et/ou pelliculdes Pages discoloured, stained or foxe< Pa(j8S decoloiees, tachet^es ou piqu^es I j Pages damaged/ I T, Pages restored and/or laminated/ I I Pages discoloured, stained or foxed/ □"ages detached/ Pages d^tachees / r~^ Showthrough/ D Transparence Quality of prir Quality indgale de Timprossion Includes supplementary materic Comprend du materiel supplementaire >dition available/ Edition disponible I I Quality of print varies/ I I Includes supplementary material/ □ Only edition available/ S&ule Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'erratc, une pelure, etc., ont 6t6 filmdefi d nouveau de faqon d obtenir la meilleure image possible. T P o fi b tl si o fi si o T si T N di ei b( rii re m This item is filmed at the reduction ratio checked below/ Ce document est filmd au taux de reduction indiqu6 ci-dessous. 10X 14X 18X 22X 12X 16X 20X 26X 30X MX 28X 32X The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada The images appearing here are the best quality possible conscdering the condition and legibility of the original copy and in keeping with the filming contract specifications. Criginal copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol —^> (meaning "CON- TINLSD"), or the symbol V (meaning "END"), whichex/er applies. Mar/S, plates, charts, etc., may be filmed at diflerent reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: L'exsmplaire filmd fut reproduit grSce d la g4n6rosit6 de: La bibliothdque des Archives publiques du Canada Les images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettet6 de I'exemplaire film6, et en conformity avec les conditions du contrat de filmage. Les exempiaires criginaux dont la couvertiire en papier est imprimde sont filmds en commenpant par Se premier plat et en terminant soit par la dernidre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, salon le cas. Tous les autres exempiaires originaux sont filmds en cominenpant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidro page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la dernidre image de cheque mici'ofiche, selon le cas. le symbols — »> signifie "A SUIVRE", le symbole V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent §tre filmds d des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul cliche, il est filmd d partir de Tangle supdrieur gruche, de gauche d droite, et de haut en has, en prenant le no nbre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 THE INTERCOLONIAL EAILWAY: % ITirtbiuil SltUtarn Wiaxk AUDI ALTERAM PARTEM:. i .1 .■J.l^^^ippB mm '■ \ ^^i^SyL "•"^w^amaaitoiaft^..^^ f^^ ^^m'm^ ^■m^ -^:> ^ V 1./A ^^ ..*^ I NEVYCJ^VLEi LIVERPOOL INTERC^ THEIR com THE al: sr G U L L A '^ ^ ^SALISBURY iila^ OF THE TIRCOLONIAL SHOWING THEIR COMKeTION WITH THE RAILWAYJ AND or Ttf f: UNITEO STATES OF AMEI A N W I T H THE ALBERT RAILWAY & SHEPODY GULF OF L A Wn E N C E ■fH" I RAILWAirS, RAILWAYS OF CANADA OF AMEmCA , HEPODY HARBOUR . jSYONEYO* N P //4 nrHSBUi .0 1RT A>tULGRAVB^^^{, '"''^J^'. B R CI Py vV 8H EDIA( '^ ^ ^SALISBURY RUN COAL 'f / V ^^'t FRCDERll APCf/^pl// , 3^M/kHTiMS ONCTON r^i r^^fce c /y osier (\(}f^ IT \ 'V^ (^OAL FIELD SHEPODY vqu]^';;^''^ COAL f^AfiBLL HiMGSTOi JOH TTT r^J^ COAL HflNLS / — >ir-'T'*'2*»M POm- MfVl/./, \kf^^^^' »»^' Zedonia ANNAPOUS Q S^^HOfiTOf^ ANff^^^<^ > *»A ^ ' J' r OIGI fbWEYMOUTH r/o>»^^5 A C Hj/iLL m ,.X*VsV- CUMBERLAND ^^ t \ "V^ cox/. f\lLD COAL A./.^ ^'^'^f ^'^^^^^^^^ )Ui| MINES i^i ^^ \ ^CAD±^^ inoM vmitSCaJ'^ uno t'Oo'/MJ- VAL >RSBOKOI ^AHBLt^ w^ SHUBfi NICTMU inON WOKHS CHKST-Ef^r. k UJN SCALE / tNCH " 25 M/LES T^' Vi W%t^': ; - 'a' - r .g e at '! .. i mjuj ! L!i ' j.a«.ttwJ ii iww i THE INTERCOLONIAL RAILWAY A NATIONAL MILITARY WOliK. SEVERAL pamphlets have lately been placed before the people anci parliament of the dominion of Canada, on the subject of" the Intercolonial Railway, but none of them seem to have attracted notice so much as one attributed to the pen of the Hon. the Minister of Marine and Fishkries, entitled, " The Route of the Inteiicoi.onial Railway IN a National, Commercial, and Ecoi-jomical Point of View." This pamphlet, styled " The Ottawa Pamphlet," has almost taken the country by storm, and even the Govern- ment and Parliament seem to be, in some measure, committed to the route it advocates. We trust, however — using the words of the pamphlet itself — that wit'i a cool, calm, dispassionate judgment, " in a spirit eleiiated far above the petty intrigues of sectional interests^ such a route will be selected as, after mature deliberation^ will receive the hearty c sent of the British Government, and secure the best interests, present and future, of our common country.'''' Hoping to contribute to this most desirable and patriotic end, the writer proposes to review in a national and candid spirit, the pamphlet in question. The grand object of the Intercolonial Railway, it is admitted, is to secure the cohesion and integrity of the New Dominion ; its secondary object, to promote the development of the resources and industry of the country. The route which will best combine these objects is the one which should be chosen. Looking at the map of British North America, the ob- servant eye is struck with the grandeur, the utility, and the vital importance to the Dominion, of the Gulf and River St. li s Lawrence Without these there could be no nationality — no future — for British America, but to become pbsorbed into the . neighbouring^ Republic. With this vast nursery of every element which is required to build up and develope a great maritime power — added to the equally great resources of the territory which it enriches and defends — the Dominion of Canada may sufely look forward to a nationality rivalling in greatness, liberty, and wealth, anything which has pre- ceded it. In consi(? ng the dangers which may beset the onward progress of ihe Dominion, only one from without presents itself — the disposition of our republican neigkbonrs. It cannot be disguised that with the mass of the people of the United States there is a strong aversion to the perpetuity of British institutions on the American Continent — an almost unaccountable and insane hatred of everything British. The '* Munroe doctrine*^ is the first article in their political creed, and they impatiently await an opportunity to gratify at once their national vanity and lust of territory, by extending their flag and institutions over " this vast, unbounded continent." \l. must be blind, indeed, who does not see how little com- mercial or social intercourse tends to allay this spirit which is being constantly augmented by Fenianism and jealousy.* There was a time when the people of the United States expected that, in the isolated condition of the provinces, they would fall an easy and willing prey into the arms of the Great Republic ; but the last few years — of civil war on their part, and the development of a national spirit in the colonies — has dispelled this delusion, and no liope now re- mains to our avaricious cousii.s but to wrest by force what they cannot obtain by stealth. It is a sentiment with a not very numerous class of our people that the positio\i of the Dominion makes it indefensible ; that it is impossible for four millions of people to resist success- fully thirty millions along an exposed frontier line of over 1,500 miles; and that our best defences are no defence at all. It is to be regretted that such sentiments as the'?e find a mouth-piece even in the parliament of the Dominion. They are true but to a very limited extent ; arc ill-advised, and suggest that too often " the wish may be father to the thought." ..!» * Commorcitil rrlatioiishi|)8 did not prevent thi* most cruol civil war the world has ever seon. The "Trent. AH'iir," and the abrogation of the " Reciprocity Treaty," show bow easily commercial relationships oui> be simppetl asunder. 3 That there are weak and assailable points in the Dominion may not be denied. What country has not such ? But there are also strono; places and impregnable defences; and the Dominion is not to he left alone to face thirty millions in a death struggle for the maintenance of its rich and undeniable inheritance. ^ WHAT ARE THESE STRONG DEFENCES ? In the first place, attachment to British institutions and the Mother country — British connection. A few years since the United States stood out in bo]*! relief before the world, challenging its admiration of a great people, self-governed, law-abiding, prosperous, and untaxed, without an army, and but the shadow of a navy, an immense mercan- tile marine, vast manufactories, and staples which claimed pre-eminence — " Cotton was king." Less than a decade has changed all t!iis, and in its place we find to-day a despotic military povver with nearly half its states in chains ; a stand- ing army, an enormous debt, cr'j)pled commerce; ruined manu- factures, taxation, internal anarchy, desolation, discontent, and a mad ambition for territorial aggrandizement — whether at the North Pole or in the Torrid zone. And, worse than all, public and social demoralization and decline, which makes it but a question of time as to when the foreign element shall out-number and out-votc the native ;)opulation. Such is the changed aspect of deinocracy. And against its influence our only hope of the future stability and moral f)ower of the New Dominion lies in our adherence to British aws and institutions which have stood the test of a thousand years, and shme out to-day more brightly and gloriously than ever before. Let the Dominion foster and encourage traile and intercourse with her sister colonies and the mother coimtry ; let her open wide her aims, and welcome to new, and peaceful, and free homes the surplus jiopulations of the British Isles; let her project and jealoualy preserve her 'mcomparable fisheries — tln^ grand nnrserif of a great maritime nation — and, adhering to IJritish customs, laws, and usages, the Dominion may afford to await the period when the United States shall be willing to accord " reciprocity"' on equal terms; and, giving up the ptx)pagandisni of the "stars and stripes," allow a fr(>e [)eople to enjoy their own country and its beneficent insti- tutions, and go on to develope their own tlestiny without molesi ition or hindrance. On no other ternis than perfect freedom and equality can commercial relationships with the United Statos, however desirable, tend to anything else than the absorption of the v/eaker into the strono;er power. Pursuing such a national policy, the Dominion must, in the second place, make the most of its defensive position. Halifax and Qcikbkc, the Gulf and lliver St. Lawrence, and the Great r^akcs, the ice of winter and the iron-clads and wooden walls of Old England ! "'hese Meed only to be named to suggest a power of which the niaddf it annexationis.ts must stand in awe. But Halifax and Q[terec must be in safe commiinwnfion at all seasons of the year ; the safety of the C(»al-fields of I'ictou and Cape Breton, the integrity of the Gulf and Gulf-ports, the navigation of tho St. Lawrence, and access to the Great Lakes and the populous cities of Ontario, must be secured; and all this cannot be accomplished without thk Lnter- coLONiAL Railway as a military wohk In considering the route, it nuLst be admitted that the Nortli Shore line — surveyed and recommended by Major Robinson — is the safest and best, aj a inilitary line, which can be adopted. The only questions, then, to be considered are : Can this line be departed from .? If so, how "ar .f* and for what sufficient reasons? If a chain can only be as strong as its weakest link, it is manifestly worth while to test the links beft)re risking the ship to a fate which a little forethought might have averted. Is there any weak link in the ciiain of communication recommended — almost by semi-q/Jicial authority — in the Ottawa pamphlet ? OUR WEAK POINTS. Along our extensive frontier line there are weak points, if anywhere, which are avail.'' !c to a., enterprising enemy, such as the United States might doubtless be; but no sudden attack coidd be made across the Great Lakes or the River St. Lawrence. There would be time to meet keel with keel, and gun with gun, and man with man iq)on the former; while the latter could be assailed by only such forces as would require time to organize and give v.-arning of their aj)proaoh. The wilderness would be a protection to Eastern Canada (Quebec) and the northern portion of New Brunswick. But how would it fare with the city and River St. John ? What could prevent an ironclad fleet leaving New York, Boston, and Portland without observation, and appearing off' St. John in twenty-four liours — capturing that city, and giving its citi- zens the first intimation that a state of war existed ? What preparations could be made to oppose a simultaneous move- ment of troops from the frontier upon Woodstock, Frederick- ton, St. Stephen, St, Andrew's, and St. John? Long belbrq succour could be dispatched to their aid, the city of St. John and the river St. John, with all the western portion of New Brunswick (including the towns named) would be in the hands of an enemy, unheralded by any of the warning notes which usually precede the thunderbolt of war among civilized nations. And is there not, in fact, everything to invite aggression at the points we have named ? St. John may be said to be par e.vcellence the American city of the Dominion. Much of her business, her steam- boat connnunications, her telegraph lines, her railway exten- sion westward, are in the hands of American companies. The latter work openly, and avowedly undertaken r a United States military line, and approved as such by a Committee of Congress! It must noi be lost sight of that the city of St. John, with the western portion of New Brunswick, in- cluding the " River Counties'' and Charlotte, from their geographical position and commercial intercourse, have more interests in conunon with the United States than any other portion of the Dominion ; and that in questions of commer- cial policy and defensive works it is scarcely to be expected that these sections will always be in full accord with the general sentiment of the country. We do not mean to impugn the loyalty of the citizens of St. John and the western towns of New Brmiswick — it would be an ungracious as well as an unwarrantable task — but we may say, without fear of contradiction or of giving offence to cur loyal fellovv-countryjnen, that whatever of American sym- pathy and leaning, whatever of American forecast, and pre- paration, and propagandism, whatever of Fenian disloyalty exists in New Brunswick, it finds its centre and stronghold in St. John. And it may be that, as far as this section of the Dominion is concernecl, no defences are its best defence. We submit the question, then, whether the city of St. John, with ihat section of New Brunswick on the west bank of the St. John river, is not the weak point in the defensive position of the Dominion ? We make no reference to other portions of the Dominion 6 which are not affected by the location of the Intercolonial Railway. Leaving these preliminary remarks at this point, we |>rop()se to come now more directly to the consideration of the route recommended by the writer of THE "OTTAWA PAMPHLET." Starting from River dii Loup, we are pleased with his description of " the lich and fertile country of Tamiscouta and Rimouski ;" its " rapidly-increasing agricultural products ; " its ♦' import and export traffic,'* and " f;ist- growing population ; " " the flourishing town of Rimou- ski, with its bishop's residence, classical college, numerous schools, court-house," &c. And although a portion of the route is very circuitous, very much like the figure 3, or a huge ox-yoke, yet the writer has convinced us that the " Cen- tral proper " is mountainous and desolate, so dangerous in a snow-storm, so tedious and expensive to build and maintain, and altogether so unprofitable and unpromising, that we are quite ready to believe that in this instance, " the longest way round is the nearest way home.'''' VVe are delighted, too, with the broads national^ stntesmnn- like views which the pamphlet propounds. " No paltry in- trigueofmeresectionalititerest'''' here! Truly, the Govern- ment of the Dominion has fallen into the right hands ! But we must not forget the author's interesting and really im- portant fish stories. To our mind, they settle the question as to route so far, in a commercial as well as national point of view. We are serious. Let us by all means, and at whatever cost, dev elope our incomparable fisheries. They are the right arm of our defences. Tlie last few years have taught our neighbours the value of a navy. IJut for the navy of the Northern States, the rebellion would probably have triuniphed. The want of a sufiUcient navy was the cause of its failure. In vain were twenty millions of Northerners, with immense advantages on their side, arrayed against less than ten millions of Southerners but for the superiority of the northern navy ; and in vain, too, were that navy, but that the fishermen of the Gulf of St. Lawrence were at hand to man it — and thete were none to spare. The destiny marked out by nature for the Dominion of Canada is to he a maritime nation. Already the fourth — perhaps the third, — she may ere long become the first. We see the mercantile marine of the United States " swept from the ocean," her ship-yards idle, and her carrying trade in the hands of " foreigners," With greater facilities for ship-budding, whether in wood, or iron, or both ; with the development of our fisheries to keep up our sea-faring population ; with our great facilities for commerce and manufactures, what is to hinder our taking the first rank as a maritime power ? and does not herein lie t}>e germ of that power which requires but a few years' development to hold in check any euemy ? Let, us protect and develope our Jiaheries. NO ENEMY'S BANTLING SHOULD BE ROCKED IN THE CRADLE OF THE NEW DOMINION. We are decidedly in favour of the Northern route. Arriving at " Indiantown*" we have the prospect before us of a straight and level line, direct to Truro, over a beautiful and fertile country, well peopled, and having abundant re- sources of the greatest value and importance to the Dominion, and the future traffic of the railway. Far away from hostile approaches, the cheaj)est portion of the line to be built and maintained ; and something to compensate for the circuitous portion we have been obliged to travel over. What says the Ottawa pamphlet about it ? p. 24 : — " Major Robinson's line encounters but one summit, 750 ft. in heiglit, at the Tantigow river" [north of Indiantown], "and passes it with a eontinuous grade ot only r)6 ft. to the mile. After pausing this point, thr North Shore line continues on with yentle vndulaliny gradients and an unexceptional alignment for som' 2.')0 miles to Bay Vcrte," We can''t forget that at page 18 our friend told us " that from Bay Chaleurs to Shediac are to be found oyster-beds of almost boundless extent," and our next run will bring us to Shediac, — only 85 nnies. But stop ! Our friend, of the Ottawa pamj)hlet, is oft' the track — ^ne has left us ! Where bound? D'iwn to — Aiohao'ji ! To Apohauui? What for? Down to Apohaqui — nearly 100 miles away from the direct line; over mountain and moor, through deserts and snow-drifts, as much worse than the central proper, of which it forms the ituirst portion, as can be imagined. In the name of reason, consi.«tency, truth, honour, patriotism — what for? 8 I Has the author's patriotism ; his enlarged and statesmanlike views ; his " spirit of elevated nationality "" so suddenly evapo- rated ! and has he become the veriest sectionalist and apecialr pleader in the country ? "Oh!" says our author, *' we are going to compromise!'''' Did not the Hon. Minister of Marine and Fisheries, in a speech at Northumberland, offer "/o accept as a com- promise of con/ficting interests a route which^ uhile it stiits us in the North, will give St. John the terminus as near the city as the central route surveyed by Fleming 9'''' (Ottawa pamphlet, page 30). And ^his, then, is the ^^ spirit elevated far above the petty intrigues of mere sectional interests!'"' Is the man daft? or is "the evil genius of St. John" (Pamphlet, page 30) only taking "a rise" out of the St. John people ? But, to be more serious. If tht Major Robinson line from River du Loup to Indiantown — " the farthest possible dis- tance away from the frontier'' — i«, as a military line, good, why is not the same line from Indiantown to Shediac good also .? If Fleming's central line from River du I.oup is bad — on account of its proximity to the American frontier, its deep snows in winter, its want of population, its cost of construc- tion and maintenance, its heavy grades, &c. — why is a ceii' al line from Indiantown to Apohaqui, subject to ail the same conditions in their most objectionable aspect, not bad also? Why make a divergence of nearly 100 miles out of a straight course to incur the like difficulties which we have just gone 40 or 50 miles out of a straight course to avoid? To these grave and important questions what is the answer of the Ottawa pamphlet ? Page 31. "No. 13" (the line to Apohaqui) "possesses some merits not shared by Nos. 14 and 15." (The latter is the Major Robinson line.) " These consist in running nearer the city St. John ; in passing through the populous counties of King's, Queen''s, and Sunbury without shutting out Kent; in opening up the Coal regions of Grand Lake, Salmon Hirer, and Coal Creek."" These are the reasons, and the only reasons, which the pamphlet assigns for this most extraordinary divergence, of nearly 100 miles from a direct course — a divergence which UTTERLY KESTROVS THE WHOLE IJNnERTAKING AS A MILITARY WOHK, SETS AT DEFIANCE ALL iJIE RIJIESAND REASONS ASSIGNED FOR TAKING THE FIRST PORTION OF ^ ik 9 IT HOUND THL<: NOKTH SHORE, AND FOR REFUSING THE SHORTER CENTRAL ROUTE OF FlEMING, AnD IGNORING THE COMMERCIAL AND ECONOMIC VIEWS PROPOUNDED flY ITSELF ! THE APOHAQUI DIVERGENCE, In a Militaky, Economic, and Commercial Point of View. Without professing to be a strategist, we have endeavoured to take a common sense view of the military aspect of the question ; and if we are correct in the position that the city and river St. John are the ireak points of the Dominion, then the h)cati(m of the Intercolonial Railway by Apohaqui )vould be the worst possible. An enemy's gunboats in sum- mer, and artillery on sleds in winter, could ascend the Washdamoak and Grand Lakes with the greatest facility, and completely command the greatest portion of the line through New Brunswick, entirely destroying its value as a military work, if not turning it to account against us. We trust, however, this point will not be lost sight of by the British Government. Looking at the question in its " commercial '"* and " economic"'"' aspects, any one acquainted with the country will be struck with astonishment at the audacity of the writer in offering reasons so palpably weak and absurd for so serious a deviation as we have shown this to be. To such it will appear a waste of time and paper to discuss them, but coming as they do, endomed by a sort of semi-official authority^ they will pass current with readers who do not know the country. We propose, therefore, to give them a full, careful, grave, and candid consideration, and we ask, in view of the momentous interests at stake, that our objections to them may receive the like cindid consideration from the people of the Dominion. At piige 11 of the pamphlet the reasons are assigned in the following words : — "The Northern Central line [the line advocated— it would be more aptly culled the Oxbow-zigzag lino] combines all the advantages of Major Robinson's line, with several others not secured by ihe latter. " It is about the saiiie length to build. " Gives Kings, Queens, and Sunbury the advantage of the Railway without depriving Kent of the privilege. " And opens up the Coal Regions of Grand Lake, Salmon Rivor, and Coal Creek. C 10 " This being the case we shall consider it as essentially Major Robinson's line though preferable to it in all respects. This will leave the question confined to two lines, the Nortliern Central and the Centml proper. As one of these is SURE to B!L ADOPTED, the merits of each shall have a fair and impartial con- sideration." We have quoted the whole paragraph to introduce the sentence we have marked in small caps. As this implies that the Government are sure to adopt ApoHAaui as the terminus whether by Central," * the Central proper " or " the Northern We now take up the reasons serialim. " It is about the same length to build." By looking at the map, the reader will understand that from Indiaiitown to Shediac the Major Robinson line pursues almost a straight course (south easterly) to Truro, the distance to Shediac being about 85 miles. By the divergence from Indiantown to Apohaqui the line runs south about 95 miles, leaving only about 10 miles difference to build; but back to Shediac, over the European and North American line (already built), is 80 miles, making a difference of 90 miles extra to trarel between Halifax and Quebec. Understanding this the reader of the different })amphlets and newspaper articles on this subject will not be caught by the specious arguments about distance basetl on the number of miles " to he built."" 2nd. Tme populations of Kings, Qukens, and Sunbury get the advantage of the Railway, without DEPKiviNG Kent of the privilege. At page 42. We are informed that the populations of these counties were at the last census as follows : — " Kings . Queens Sunbury Kent . 23,283 13,359 6,057 15,854." Turning to the Map of New Brunswick on Fleming's map, accompanying his report, the reader will see that the counties of Kings, Queens, and Sunbury, are cut across by the river St. John, and intersected by its tributaries — the Grand and Washdenioak lakes, Belleisle Bay, and the River Kenne- becacis — entirely separating large portions of their populations from any connection with the Intercolonial Railway vid Apohaqui — which, however, is matter of no consequence to them, as the European and North American Railway Exten- iion westward runs through the cut-off portions. n )UT of be id ie- is \id to The County of Kings, on the eastern side of the St. Jolin, is intersected its whole length through the very centre of its population by the European and North American Railway ; but even the facilities tluis afforded them are very little used, as the water communications and excellent roads by which the inhabitants of Kings get to market are cheaper than the rail- way. The running of the Intercolonial Railway through the corner of one of the remote parishes of Kings (Studhohn with a population of «,846) already having the European and North American Railway through its settled centre, is all that can be claimed for Kings — and is just nothing ! The County of Quekns, east of the St. .fohnX has the Washdemoak and Grand lakes — the latter a fine sheet of water — intersecting its entire length, and cutting it into three parts. Its population lives along the river St. John and on the banks of these lakes, and its communications are mostly by water — having the St. John river-steamers in summer and the ice of winter as the most "-eady means for their locomo- tion. The parishes crossed by the railway would be Chipman, Waterborough, and Brunswick, with a population of less than 3,500, mostly far away from the railway which runs through the remote wilderness portion of these pari:4)es, as we will see further on. The Counties of Sunbury and Kent are divided by a point like the intersection of the letter X in the centre. The parish of Nor^hfield, in Sunbury, has 396 inhabitants; the parish of Harcourt, in Kent, has 100 inhabitants — none of them within miles of the intersection where the railway must pass which is wilderness. Professor Hind, Provincial Geologist, in his report to Hon. S. L. TiLLEY, Provincial Secretary, in 1865, speaking of this district, says (page 69) : — " A very considerable portion of this extensive area must still be regarded as 8 terra incognita. It is chiefly occupied by the ' forest primeval,' and large dictricts have not yet been topographically examined, except for timber berths. In the Government map, published in 1859 (Mr. Wilkinson), which embodies 80 large an amount of geographical information there are still left vacant spots which show a paucity of existing knowledge even as to the rivers which drain them. A glance at the map will enable any one to point to such areas between the upper waters of Salmon River, and Washdemoak River in the parish of Brunswick, the north part of Salisbury, and thi north east part q/' Water- borough.'* The Professor might have added " Chipman," but it was not worth naming. This is the identical route to Apohaqui, as will be seen by reference to Fleming's map, which is a copy of Wilkinson's, referred to by the Professor. 12 But "Kent will not be deprived of the privilege." The Major Robinson line runs thrnitgh the very centre of Kent, touchin/jj every parish of it, and giving railway facili- ties to every soul of their 16,000 inhabitants, who will other- wise be for ever debarred of the privilege. How, then, can it be that taking it away to the north-east corner of Sunbury will not deprive Kent of the privilege? So much for the second proposition ! — comment is un- necessary. Now for the third proposition : — *' The Coal Regions (!) of Grand Lake, Salmon River, ANi) Coal Creek, are to be opened up." The author of the pamphlet tells us how many pounds of fresh fish are taken at Bathurst, Miramichi, and Restigouche. Would it not have been equally interesting and instructive to have informed his readers how many tons of coal are raised at the coal regions of Grand Lake, Salmon River, and Coal Creek.' But he has not done so ! and we must turn to the latest authorities we have on the subject, as to the extent, productiveness, and probable value of these coal regions. Professor L. W. Bailey, of the University of New Bruns- wick, in a report on the mines and minerals of Ne>v Brunswick, presented to the Legislature by His Excellency Governor Gordon, in 1864, at pages 62 — 63 says : — " For faots relating to the whole subject of the distribution of coal in the pro- vinces, see Dr. Robb's letter in Johnson's Aijricultural Report, pages 38 <'0." " Since writing the ahovp ^the Professor goes on to say), I have been furnished through the kindness of Mr. C. W. Wetmore with the following particulars in regard to the coal deposits of the Grand Lake Region. During the year 1863, as far as can be ascertained the coal raised was 3,000 chaldrons. The coal is found in a bed of from 14 to 20 inclies thickness outcropping at many points over an area of several miles. The bed is found at depths varying from'6 to 30 feet below the surface. The mining operations have been for some years confined chiefly to the Newcastle Stream, but a little coal has also been removed near the mouth of the Little River, and of late on the Salmon River. The bed at the latter locality is said to be of the same thickness as that at Newcastle." After describing the mode of mining, shipping, and so on, the Professor goes on to say : — "The locality is, however, not altogether a promising one, and unless a thicker bed should be discovered, which is not prol)ab!e, mining operations can- not be carried on very successfully. The coal is of the ' caking' variety, ignit- ing readily, but requiring fiequent stirring for complete combustion. One of the principal objections to its use_ is the presence of pyrites, which in some portions is very abundant." Professor Hind, in his Report, before quoted, takes a some- 13 what more favourable view of the subject, and at pages 76— 78 says: — " The coal raised at Grand Lake from a twenty-t»o inch seam has hitherto been brought to market in a hap-h»zard sort of way. Any farmer wlio finds a 8, .in his land employs persons to dig out a certain quantity of coal ; this is bougl.i up by agents and >hipped to Frederickton, St. John, and" else .vh»-re. It fold at Fre- derickton at $64 a chnldron at the commencement of the winter 1864-5, and it appears that about 5,000 chaldrons were shipped from GrHnd Lake during the season. The quality of coal is good now that more cure is taken to separate he lumps of iron pyrites with which some f)ortions of the seam iibound. An Ainerican Company has leased a tract of land on Grand Lake, and there is every probability that the supply will be largely increased. The blacksmiths of St John consider it very well adapted for their purposes, and prefer it to imported coals. It has very little ash, and in a properly constructed grate makes an excellent fire. " Quantity of coal raissed at Grand Lake : — 1828 1830 1833 1834 1835 1839 1864 66 chaldrons 70 138 687 3537 2143 5000 ion. tss a cn- jnit- pe of |ome In a foot-note the Professor says: — "I am indebted to Mr. Wetmore, of Frederickton, for tliese facts." And these are all the "■facts " the Professor in a very elabo- rate scientific article on the subject has to reveal. He indulges in some speculations which we will refer to furtlier on. AVe have no desire to be-little the coal deposits "at Grand Lake, Salmon River, and Coal Creek." We trust that when the country becomes opened up other and larger deposits may be found, but if the production was a thousand times what it actually now is, the Intercolonial Railway could be of very little, if any, service in developing these regions ; nor would they afford much, it" any, revenue to the railway in return for such service. It will be observed that the coal raised is from " Grand Lake,"" according!: to Professor Hind — from the " New- castle Stream," according to Professor Bailey — the same place^ several miles down the Lake, and not approached by the route to Apohaqui. " But," says Professor Bailey, " a little coal has been raised at the mouth of the Little River and of late on the Sainton River!" " Little River" is further down the liake, and " Salmon River,' with Coal Creek — not alluded to in the reports — are the only districts to be "opened up "" by the Apohaqui route. But all^ these disticta have already the Grand Lake for an outlet, where, at small expense, vessels of large tonnage can come directly to the mines and loacl. It needs 14 no argument to prove that this mode of conveyance is the pre- ferable one, and that, however large the business might become, it would be the successful competitor with the railway. We submit the" question whether it is worth while to make a deviation of 100 miles in the route of the Intercolonial Railway — at vast expense— in ord.T " to open up the coal regions of Grand Lake, Salmon River, and Coal Creek." The fourth and last advantage claimed for this most ex- traordinary divergence *' Consists in Runtnixg neareh the City of St. John." What advantage this would be to — The railway itself; The city of St. John ; The Province of New Brunswick ; The people of the Dominion ; Or the world in general, t* not stated. The City of St. John, as will be seen by reference to the map, will be in railway communication with Montreal —the commercial emporium — vid Western Extension, from 170 to 200 miles nearer than by the Intercolonial, vid Apohaqui And by the former route nearer even to Quebec. For purposes of travel or traffic, then, the Intercolonial will be little required and little supported by the City of St. John. We can conceive of no possible advantage the City of St. John can derive from this divergence of the Intercolonial Railway, unless it is the expectation of drawing the trade of the north shore. But this would he a manifest injustice to the northern and eastern counties of New Brunswick, as well as to Halifax ; and the expectations formed in this direc- tion, by the opening of the European and North American Railway, having been so signalU' disappointed, we would sup- pose no sane man would indidge > problematical a suggestion. It might be supposed, at fit sr ulush, that the northern coun- ties might derive some advantage s from a nearer connection with St. John as a market and outlet for their staple— ^«A. But it must be remembered that, at most, this would be very limited. The Great West, Europe, the Wkst Indies, and South America are the principle markets for this staple. The trade 15 il with the west will be, of course, by the St. Lawrence and the Intercolonial to Quebec and westward ; the trade with Europe is direct; the trade with the West Indies and South America vid Halifax. The latter city has been, is now, and is likely always to be, the eninorium of the fish and West India trade. St. John, with apparently great facilites, has never succeeded in diverting any appreciable portion of this trade — not, even by the opening of the European and North American Railway, as we have stated ; and large quantities of West Indian produce are constantly being moved from Halifax to St. John. The deviation of the Intercolonial Railway would, then, be a manifest injustice to the northern counties, by forcing them from their natural market and outlet, Halifax, at the peril of having to undergo 80 miles or more additional trans- portation. The railway by the Major Robinson line will give the north shore merchant, on arrival at Shediac, a choice of markets — Halifax or St. John — the latter having, even then, an advantage of about 70 or 80 miles in railway distance. No injustice would be done to St. John by this route ; while by the other, very great injustice would be done both to the northern counties and to Halifax. \\ hat- ever market the United States might afford for fish is alto- gether uncertain and contingent, and scarcely worth mention. But the European and North American Railway gives all the advantage of it to the city of St. John, and all that can reasonably be required. We now subn)it to the consideration of our readers all the "advantages"'*' — which can be ad- ^rave reasons — " merits, vanced in favour of a divergence of the Intercolonial Railway nearly 100 miles out of a direct course between Quebec and Halifax. We think we might stop here and " go to the jury "" with our case. ^ But the question is a momentous one, and the Judge, by his own showing, has prejudged and " compromised^'*'' it. The interests qfiHK Dominion to be compromised ! and that, too, to subserve the most ill-defined and problematic SECTIONAL interests that can well be conceived! What authority any individual had to compromise this grave matter we must leave the Parliament and people of the Dominion to determine, while we proceed to show that there are the strongest "national, conunercial, and economic" reasons, as well as sectionali why this deviation should not be per- mitted. 16 SECTIONAL OBJECTIONS TO THE APOHAQUI ROUTE. m sectional mtere^ts have any weight — and they may have as far as they subserve the national character of the raUivay — then there are otiier portions of New Brunswick having greater interest and claims than the city of St. John. The counties of Westmoreland, Albeut and Kent — the riorth-e?3tern counties of New Brunswick— iiave a population nearly double that of the city of St. John, 50,545 v. 27,317; they have resources far exceeding in value and importance to the Dominion, and the trafflc receipts of the railway any- thing which can he reasonably expected, from the city of St. John and the Grand Lake, Salmon River, and Coal Creek, coal regions added. And Albert has " the best and nearest port on the Bay of Fundy " to the River St. Lawrence. (See Appendix). We need not dwell on the question of population — the census is our authority for the figures already given, and also the fact that the yreatest increase of population is in the counties last named. With reference to the resources of these counties— Kent not only possesses equally with her northern sister-counties nil the fiishing, lumbering, milling, shipbuilding, and other resources which enrich them, but contains the most valuable portion of the coal rkgions of "Grand Lake, Salmon River, and Coal Creek,'* if these coal re^f -» iv \t available outlet to the Atlantic, and the desired entrepot for the heavy traffic between the Bay of Fundy and the upper provinces. If these facts are di)ul)ted or disputed, let an investigation he made by duly appointed Connnissioiiers, or by a Committee of the House of Commons, for this is a matter of loo much importance to be overlooked at this period of the Dominioifs history. We can well understand wliy public men heretofore con- nected with the local government of New Brunswick should wish to incorporate a portion of the European and North American Railway with the Intercolonial line ; and the public have long been familiar with a proposition to form the junction of the two at or near Salisbury or Moncton. It is said that there are no difficidties of route in this direction, and the deviation from the Major Robinson line would be comparatively very tri- fling, and add little, if anything, to the distance. A branch line to run from the European and North Atnerican, through the County of Albert, to Shepody Harbour has already l)een provided for, and a company organized and ready to com- mence operations as soon as the route of the Intercolonial shall be determined. Assuming this to be carried out, and fhe facts to be as above stated, the whole of fhe Canadian railways would be in communication with a first-ela,ss port on the Bay of Fundy, which may be regarded as llu natural outlet and entrepot for their heavy traffic, inasmuch as it would be nearer by 140 miles than Halifax, and by 40 or 50 than St. John, and nothing inferior to either as a point of departure or importation to or from any part of the world. We now propose to refer briefly to some facts bearing on the main question, which seem hitherto to have been unac- countably ignored. It will not be disj)uted that those parts of Nova Scotia and New Brunswick surrounding the Bay of Fundy, and watered by its tributaries, are by far the richest portions of the Dominion in every point of view. The extraordinary tides that haw into e ery river, creek, and inlet come fraught with the most fertilizing manures, and afford, at the same time, ready means of transportation for the agri- cultural products which abound on every hand. The coal fields of the Jo; ^ins and Cumberlaml basin innnediately opposite Shepody Harbour; the gypsun), freestone, and grindstone formations on the shores of the Nova Scotia, as well as the New Brunswick, arms of the bay ; the iron, copper, manganese, barytes, marble, and other minerals which abound in various places ; the wood, and timber, and fisheries along such extended coast and river lines ; and last, not least, 20 M h I the industrious and variously occupied populations inhabiting those shores accuse an arrangement that should leave them "out in the cold"" and ignore their in-terests and importance. It is not as a boon that they demand that the railway com- munication shall touch them at some convenient point, and afford them and their various products means of access to the interior markets. They are prepared to give a quid pro quo, and we here express our confident belief that the eastern counties of New Brunswick ahd the territories surrounding the Bay of Fundy and its tributaries will, through the Port of Shepody, in future years furnish the lion's share of the back traffic of the Intercolonial, as well as prove, in proportion to their population, the best customers and largest consumers of western products. Shepody, from its great natural ad- vantages, and its commanding geographical position, seems so fully to answer the prospective requirements of Inter- colonial communications and trade as to deserve the unbiassed attention of those to whom it belongs to deal with the important questions which agitate the Dominion at the present moment. It may be •" '^"sted that St. John is the great port of the Bay of ¥v. and so for the present it is ; but the resources and pro^.jcts to which we refer, as well as the most populous and enterprising communities are, for the most part, found on the upper waters of the Bay, a hundred miles and more above St. John, and consequently by so much nearer to Canada proper. The downward traffic of the Inter- colonial Railway will be for the most part composed of timber, deals, lumber, staves, ashes, flour, and other bulky articles, which will naturally seek the nearest port of shipment. The return cargoes, in exchange for the above, will also as naturally come to the same entrepot ; and if it can be shown that the proposed deviation will, in addition to other disad- vantages, have the effect of depriving the great interior of the confederation of the advantages and natural facilities of the shortest line and the nearest ocean outlet, it is to be hoped that the Imperial Government will pause and inquire before sanctioning the Apohaqui compromise. Reverting again to the sect.ignal aspect of this subject, we note that Prince Edward Island, Newfoundland, and a large portion of Nova Scotia, including the City of Halifax, and the coal regions of Nova Scotia and Cape 21 n\ Breton — are entirely ignored by the writer of the Ottawa pamphlet. Why should all these sections of the Dominion and neigh- bouring^ provinces be obliged, in going to the Upper Provinces to travel down the European and North Amercan Hail way 70 miles to A|)ohaqui and thence baett, through a wretched wilderness, nearly 100 miles to Indiantown ? And, further, — Why should the people of Miratnichi and the northern counties of New Brunswick, of Eastern Canada, and Quebec — travelling to Halifax or Europe— be compelled to travel 100 miles out of their course to Apohaqui ? And yet further, — Why should the people of Ontario and the Far West be compelled, on account of a longer distance by the Inter- colonial line, to take the American line in travelling between the Upper and Lower Provinces? Is it intended to establish a system of passports, and compel all travellers in the Dominion to go to the city of St. John to be vise? We think that it has been shown conclusively that, in a sectional point of view, there is no just and tangible claim whatever on the part of the " city of St. John,*" the " Grand Lake, Salmnn River, and Coal Creek Coal regions," or the " populations t;f Kings, Queens, or Sunbury,"" to warrant so serious a divergence of the Intercolonial Railway as the writer of the Ottawa Pamphlet proposes. But, on the contrary, the strongest and most weighty sectional reasons why there should be no divergence, at all events, none that will add unnecessarily to the length or impair the efficiency of the railway. Having followed the author of the pamphlet from Indian- town to Apohaqui on his sectional divergence from the straight course^ and settled the account with him, it now devolves on us to finish his work, and show that " National, Ctmimercial, and Economic"" reasons require the continuance of the Major Robinson line^ pure and simple^ or with the trifling deviation above referred to. THE "ECONOMIC" VIEW. The cost of building 100 miles from Indiantown to Apohaqui, over heavy grades, through as wretched a piece of wilderness as can be found in New Brunswick, 22 (most of the distance) without inhabitants or resources — subject to all the worst features of Fleming's central route will be, at his average figures of $46,000 per mile, if not much more ; and not at Major Robinson"'s estimate for the North Shore line of |35,006, as the author of the Ottawa Pamphlet, in his hallucination, states it, — While the Major Rolnnson line from Indiantown to Shediac — being the best and easiest portion of the North Shore line, would not probably cost $20,000 a mile, and be at least ten miles shorter, making a difference of not less than TWO millions eight hundiikd thousand dollars, to be paid by tlie Dominion for the Apohaqui whistle ! But this is not all — the maintenance will be equally expensive; and, in the end, thk section from Indiantown to Shediac or Moncton will have to be built. The people of the Dominion will not continue to travel — nor compel the world to travel — 90 or 100 miles out i if their way unnecessarily. Thus the whole cost of the section from Indiantown to Apohaqui, not less than fivk millions of dollar will become a dead loss. So much for the " Economic" view of the subject. Now THE "COMMERCIAL" VIEW. !!f Commercial relations between the Upper Provinces and the city of St. John are confined principally to interchange of commodities between St. John and Montrkal — the great emporium of the West. With the city of Quebec, and, indeed, that portion of the province of Quebec below Montreal, St. John has no commerce; and in the nature of things it is not probable, if possiljle, that she ever will have — at all events, to any great extent. The resources and industries of both are very much the same : shipping, ship- building, kmdjering, mills, fishing, mining and climatic productions, and manufactures. There is nothing to ewchange. The reverse holds good with reference to Monikeal and the Western Province — a purely agricultural region. The Intercolonial Railway, by any of the routes proposed, as a commercial line " pure and simple,^' carrying a through freight traffic between the Upper and Lower Provinces, and capable of competing with existing modes of conveyance, no one except a writer in one of the St. John's morning papers attempts to show. «8 of ive iiid ip- tic id I10 [rs The error of the writer of the "Ottawa pamphlet** and of the wriiers of other pamphlets and newspaper articles, emanating from the city of St. John, seems to be in trying to combine two conflicting elements or interests, viz. : — A Military Railn: ■< between Quebec and Halifax, uitL n. Cotmnercinl Railujay between Montreal and St. John. It cannot be done. As well try to mix oil and water. A glance at the map ought to satisfy any intelligent observer on this point. The writers to whom we have referred are careful enough to keep Montreal out of sight in the discussion of this subject, and speak only of River du Loup. With them the latter seetns to stand for the former — distance and difficulties betv/een them are ignored. But, as Nature has placed nearly 300 miles of the River St. Lawrence in the intermediate space, and ordained that it shall freeze up and be ice-bound as fast and as long as the river and gulf below, we cannot undrvstand the commercial advantage of a ship dis- charging cargo at River du Loup to be ti«nsferred over 3i0 to 400 miles of railway to St. John, when the same vessel has open water to proceed to Shediac — as is now done by the Gulf steamers— unless, indeed, the merchants of Montreal remove their stores to River du Loup in winter to accommo- date their St. John customers. What important way traffic, or general interest, a line from River du Loup to the city of St. John — even by the shortest possible central route — would develope, is not shown ; and is difficult to conjecture. It would not be trade with Montreal, and there is notiiing to trade in at River du Loup, or between St. John and Quebec, as han been shown; it could not be the fisheries, nor lumbering; the lumberer's axe and fire have not left anything within available railway distance to be transported ; there are no mines or minerals on the way, as yet discovered; the coal regions of Grand Lake — we will say nothing more of them; there is no population .on the route; and, until the European and North American Railway developks the agricultural po[)ulation through " the garden of New Brunswick," and inakes the lands along the line worth "Five pounds an acre," as the Government of New Brunswick f)romised the Messrs. Barings it would do — neither of which las yet iK-gun to be realized — it is scarcely prudent to make large calculations in this direction. But if there is now, or is ever likely to be developed, a way 24 traffic which can support the Intercolonial Railway, " the fisheries it must be looked for and hoped for in the development of of the Gulf, and of the iron, coals, oils, and other minerals and manufactures of the northern and north-eastern counties of New Brunswick and Nova Scotia, and the eastern counties of Quebec, and in future commercial relations with Prince Edward Island and Newfoundland. This, we think, any commercial man who takes an impartial view of the subject will see at a glance. And it is a matter of importance that these commercial relations are of such a nature as to make them peculiarly national in their development and influence. They go hand in hand with ike military aspect of the question ; and each tends, in no small degree, to develope and strengthen the other. It should not be forgotten, in this connection, that the interests which prevail to-day iDay not be paramount a few years hence. The influences wnich give rapid growth to a new country — fertile lands, abundant timber, water com- munications, and nearness of neighbouring communities — have had their day and development in Nl>w Brunswick, and are now, in some respects, on the wane; whilst those of later development — mining, manufactures, maritime pursuits, and the great fisheries — are but springing into life. Is it un- reasonable, then, to expect such a development along the "north shore" of New Brunswick — of Quebec and Nova Scotia — and cities, towns, and l)usy marts of industry rising up in all its numerous bays and harbours, carrying on trade and commerce with the world ? The true ^'■commercial line, pure and simple," to connect the city of St. John with Montreal and the Great West has not yet been mootea. When the Intercolonial Railway^ AS A AiiLiTAKY LINE, shall liave established peaceable relations and reciprocity between us and our neighbours on a petinanent basis; when the European and North American Railway is completed, and has opened up the country through which it passes; when the north shore interests and resources have been t'airly dealt with and developed, and the country becimies t riched, iuid better communications are required, the city of St. John may find a direct through line which will give her all the control of the Atlantic business of the Great West which it is possible for her to have. Her efforts now, if successful in diverting the Intercolnnial Railway from its true location^ would only result " in chasing a shadow and losing the substance.'''' One point more in this connection remains to be noticed : — S5 The distance from Halifax to Montreal, by the Major Robinson line, will be about the same as by the Euuopean AND NoETH American Railway via St. John and the United States. If there is any difference, it will be in favour of the latter — perhaps ten miles or so. With an equal distance we might not fear competition. The northern (or Major Robinson) line is through a beautiful and well-settled country nearly all its distance — remarkably salubrious, cool and pleasant in summer, and far less liable to drifts and detensions in winter — the American route is very much the reverse of all this. But after arriving at Shediac or Moncton, send passengers 60 or 70 u)iles down to Apohaqui, and then ask them to go back 100 miles through the wilderness to Indiantown, and it will be strange indeed if they do not take the United States route, even though they should have to be vise and pay toll at the city of St. John. The Apohaqui route, by diverging from a straight COURSE, will increase THE DISTANCE BY THE INTER- COLONIAL Railway to nearly one hundred miles MORE than by the EUROPEAN AND NoRTH AMERICAN Railway ! thereby throwing all the advantage of DISTANCE in FAVOUR OF AN AMERICAN RIVAL LINE, TO THE UTTER RUIN OF THE "INTERCOLONIAL" IN A " COM- MERCIAL " POINT OF VIEW. THE "NATIONAL'*' POINT OF VIEW. rces try ed, lich No attempt has been made to show that any national in- terest will be subserved by the Apohaqui divergence. And were it not for the great importance of the subject, we might j)ass over this point without further note or conmient ; but when it is remembered that the main objects of the Inter- colonial Railway are the defence, cohesion, and develope- nient of the Dominion ; that the Dominion, looking forward to a no distant future when it shall stretch its bounds from Newfoundland to Vancouver, and, extending its Great Railway to the Pacific, asks the nations from east to west to pass and repass through a country unsurpassed in beauty, fertility, wealtn, and magnificence, the greatness of the sub- ject demands that all sectional views shall be luiil aside, and that, in an enlarged, comprehensive, patriotic, and loyal spirit, our grand railway artery shall be so located as to «6 serve the general interests, as a National Work, for all time to come. That into it new cities and centres of com- iiurce anil industry, as they from time to time arise and make progress, siiall biing their branches to swell the volume of its nn'ghty coniuierce and its world-wide influence. The great interests of the Dominion — defence, cohesion, colonial intercourse, the fisheries, the development of the varied treasures of the Gulf coasts, immigration — all requiring the shortest and most safe route through our own territory, demand the northern route, while the Emi'IHK and the Woiu.D have an equal claim that we shall not force them for all time to come lo travel over an unnecessary hundred miles of in- 1h spitable wilderness, or elect the United States lines from Halifax to Victoria. CONCLUSION. i i FfDin the period that Lord Durham, then Governor- General of British North America, was first instructed to turn his attention to "the formation of a road between Halifax and Quebec,^' the Lnperial Government have ever kept in view the connection of those two important strategic ])ositions by the safest and shortest practicable route. Ever since the survey for a railroad was undertaken in 1846, it hrs in all reports, state papers, and official communications, been designated " The Halifax and Quebec Railway." Every offer of aid on the part of the Imperial Government lias been in that name. In a memorable dispatch from the Under Secretary of State for the Colonies to the Hon. Joseph Hawe, of the lOih March, 1851, the guarantee of the Imperial Government is made contingent upon arrange- ments to be made with the provinces of New Brunswick and (.'anada, for the construction of a line of railway, passing wholly through British territory from Halifax to Quebec," and it is expressly stipulated that " any deviation from the line reconunended by Major Robinson and Captain Hen- derson must be subject to the a|)proval of Her Majesty's Government." In the following year, when application was made to the British Government for aid to construct a railway on a different joute, Sir John Pakingtim, then principal Secretary of State for the ('olonies, in a dispatch to liord Elgin, ai e a dated tlio 20th May, 1852, referring to former correspond- ence, says: " It will appear evident that no pledge has been given of assistance to any line, except that orioinally proposed ;" and he ndds, " Among the pecidiar advantages wliich it was thought that the line recommended on the report of Major Robinson and Captain Henderson woultl realize, were the opening up of a new tract of maritime country, easily accessible with the railroad, but almost un- approachable without it, to emigration from these islands; and the efll'ecting • ;afe and continuous route through the provinces, which, both by its distance from the American frontier and its proximity to the sea, might be peculiarly available for military purposis." This is the lan>dle I ran it> there for shelter. Tio wnd was from the most exposed quarter, nut I took no injury ; and other vessels heavily laden rode out the gale in perfect safety. I consider this harbour tiie best in the Buy of Fuady, and most convenient for the purposes of extensive traiie. August 2Gch, 18G7. Geo, Wood. y\ Capt.mn Wm. Wood. I have been for e'ghteen years enj^uged in the coast ng trnde in the Bay of Fundy, and am well aiujuaimed with Five Fathoms Harbour (.SheitoilyV I confirm the foregoing statement in lU particulais. I have laid there during a Btorm with tipwards of twenty vessels, none of which took any injury. \\ ULiAM Wood. ;i! Statement o/Cavt. P. A. Scott, of Her Majesty's Navy. I fully agree with Captains Russell and Wood in their statemetits as to the capabilities of Five Fatl-oms Harbour, at the mouth of Shepody River My knowledge of the anchomge is derived from the actual survey of it, and from having used it for years, while prosecuting the Uydrographic Survey of thut part of the const. U is, in fact, the oidy snfe anchoiage in that part of the Bay of Fundy available at low water; and is much frequented in bad weaihei. P. A. Scott. 31 Extract from Report of Charles Robd, C.E. After describing tlie Cannel and Cannelite Mines of Albert County, he says of THE ALBERT RAILWAY AND SHEPODY HAiiPOUR. The value of tlies- various properties will be very materially enchanced by by thf constructinn of the Albert County Railway, designed to run from a point on the Eurojifan and North American Railway to the tiest and most con- venient harbour on the Bay of Fundy in Albert County, such harbour being iin(loul)te