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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartas, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diff^rents. Lorsque le document est trop grand pour etre reproduit en un seul cliche, il est filmd d partir de Tangle supdrieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la m^thode. errata to ! pelure, 3n d n 32X 1 2 3 1 2 3 4 5 6 I INinoRMATIOISr KESPECTINQ THE PROPOSED Marine Transport Railway ACROSS THE ISTHMUS OF CHIGNECTO. m^M ba ^tAtx of the Mx'm ^cur.cll o( €«n«aa. OTTAWA : PRINTED BY MACLEAN, ROGER & Co., WELLINGTON STREET. 1882 IISTFOHMATIOISr KESPECTING THE PllOPOSED Marine Transport Railway ACROSS THE ISTHMUS OF CHIGNECTO. ^tixniH fta &xiiev if i\\t ffjva (fi!o«ntil uf Canada. OTTAWA : PRINTED BY MAcLEAN, ROGER & Co., WELLINGTON .STREET. 1882 CHIGNECTO MARINE TRANSPORT RAILWAY. Ottawa, February 3rd, 1882. The Honorable Sib CHARLES TUPPEE, C.B., K.C.M.G., Minister of Eailways and Canals. Sir, — On the tth Novombor last, I had the honor to forward you a proposal for the construction, operating and maintenance of a Marine Transport Railway across the Isthmus of Chignecto, combined with a Railway of llio standard guago partly running alongside of the same from Amherst to Capo Jouriniuin or Capo Tormentine. Since that date 1 have made actual surveys of tiio locality and caused a lino of levels to be run over two dill'erent lines of the Marino Railway — one lino being that indicated in the propoaul above referred to, and the other an entirely new location. Line No, 1. — Coloured Green on plans. The first lino starts from the Ox Bow, near Emory's Landing on La Plancho River, crosses the Intercolonial Railway near Amherst Station by Robb's Foundry, thence proceeds to the Tyndall Road where it intersects Mr. McLcod's survey lino, thence it follows the said survey until it intersects the canal lino of Messrs. Koefer and Gzowski, which runs nearly parallel with it to its terminus near Tidnish Head. This line is perfectly practicable. There ave in the aggregate about five miles I of a gradient of 1 in 500, which is the maximum, the remainder of the line being I level. There are also three curves on it of about 35,000 feet radius, which is the [minimum. The summit cutting on a spurr of land which projects from Tyndal^ Road is about 40 feet deep and half a mile long. The length, including allowanco |for pier projecting into Bale Vorte, is eighteen miles. Line No. 2. — Coloured Red on plans. The newly surveyed line of Marino Transport Railway referred to commences fat the monument indicating the beginning of Messrs. Koefer and Gzowsiii's canal ■flocation at the mouth of La Plancho River, thence running jjeifcctly straight in a lirection of about N. 70 E. by the magnet and terminating at deep water between lidnish Head and Week's Point, so called. I have great satisfaction in reporting to you the discovery of this line, for it not jnly fulfils the conditions of a perfect Railway, being both straight and nearly level, but it is actually cheaper to construct as well as maintain. The terminua in Cumberland BUsin was that recommended for the proposed ^anal by the eminent engineers above mentioned, and that in Bale Verte is nearly the same as was resolved upon for all canal lines. Therefore no objection can be reasonably made to the approaches for vessels at Bither end. This location avoids the floating Bog.s marked on the canal plan, and whoro soft, marsliy places oxint good sound foundations have been proved at about six feet six inches from tlic surface. As to the foundations at the mouths of the Missiquash and La Plancho it consists of a bed of clay, hard-pan, and gravel, covered with loose stone and stumps of under- ground forest. This bod varies from about 10 foot in depth at half tide to 4 foot at low water, the whole resting upon rock. The extent of beach eovorod with boulders, etc., is about one-half mile (J) in length by ono-lhird (^) mile in breadth from low water channel towards shore. A good foundation, therefore, may be relied upon for the hydraulic lift. Front actual moasuroraont, this lino is, from water to water, 89,000 feet, or 16^^ miles long. With the length of pier at Tidnish added, it may be called 18 miles. In consequence of the dittbronco in the high tide levels between Bay of Fundy end Bale Verte — the latter being 17 feet lower than the former for ordinary extreme high water and 23 foot lower than the Saxby tide — it will be necessary to have a descending gradient towards the Gulf of St. Lawrence sufficient to insure good drainage and make up this difference of level. I do not hesitate to recommend the adoption of this line. It will be easier to work and maintain ; it requires no complicated ship carriage ; there exists no such heavy summit cutting; it can be more quickly constructed than the other line. It will, therefore, be more presentable to capitalists, who would be more likely to embark in such enterprise than in a line not perfectly straight or so nearly level. 1 am justified, for the above reasons, in believing that a lesser sum would bo required from the Government for the support of this line than would be necessary for the first line named. A subsidy of one hundred and fifty thousand dollars per annum for twenty-five years is all that is now asked by the company from the Government; the company will take all risk, and no payment will be required until the object is accomplished and it can bo proved to the satisfaction of the Government that the said Marine Eail- way will serve all tlio purposes for which the Bale Verte Canal was proposed. The annual cost to the Government will bo about one-fourth that of the proposed canal, tak- ing into account interest and maintenance. It can be more speedily constructed. It will bo more expeditious in transit. It will be open earlier in spring and fall when the canal would be encumbered with ice, and before navigation is open through the Gut of Canso. The lifts can be utilized as graving docks. The docks can be used as shipping ports at either end independently of the marine railway. For the Cape Hallway, as a necessary auxiliary in tho construction and operating of the Marine Transport Railway and running alongside of the latter for a portion of its length, as represented on tho plan, a subsidy of four per cent, upon its cost, as estimated by Mr. Schrieber, Chief Engineer of Government Railways, for a like period, would be necessary. This railway might be commenced early in the coming summer, should the Company receive such assurances from the Government as would justify them in getting out timber and sleepers and commencing other preparatory work during this winter. 3i I The nd whoro it Nix foot it coriHlBts of niulor- ) 4 foot at rod with 11 breadth T bo roliod t, orlG^fyV miloH. of Fundy y oxtrorao y to have iuro good I carriage ; uctod than 3 would bo liglit or 80 would bo necossary won ty -five 3 company iomplished arino Eail- )sod. The canal, tak- ed. It will 1 tho canal t of Canso. ping ports operating portion of ts cost, as iko period, g summer, uld justify tory work i In such an ovont this railway might bo opano.l for traffic by tho ond of tho year. Tho Maritio Transport Jvuilway can bo construclod in two and a-half yoard, and perhaps Ions, if commenced simultanonsly with tlio Capo Railway. Corisiilorablo time will be roquirod to consolidato tho earthworks boforo commencing on thopox*- raanont way. - In addition to the subsidies before mentioned, T ask, on behalf of tho company tho following privileges : — The entry free of duty of all rails, Tho entry free of duty of such materials and machinery requirou for tho hydraulic lifts and other purposes as aro not made or manufactured in Canada. Tho carriage free, of all such materials ovor the Government Rjiilways. In conclusion, I have to inform you that a Bill has boon fylod by mo for tho incorporation of a Company to bo styled the " Chignocto Marine Transport and Capo Railways Company," with a capital of $5,000,000, for tho construction, efj^uipmout, operation, and maintenance of tho above Railways, and to obtain from Parliament all necessary powers to acciuiro lands and carry out tho said undertakings either separately or combined ; and that in tho ovont of tho Govoraraont desiring a loca- tion of tho Capo Railway, other than that alongside of tho Marine Railway, tho Com- pany will adopt any other location approved by thoChief J^]nginoorof thoGovornmout Railways, separate and apart from tho Marino Railway. The Company will place a suitable steamer for Ferry purposes, between tho terminal stations of the railway across the Straits of Xorthumborland, and will run tho same in connection with all through trains at leas{ twice a day during tho season of open navigation, for the sum of eight thousand dollars for tho season. In regard to winter service, the Company will make a more defir>ito proposal after observations have been taken and trial trips made. I have tho honor to be. Sir, Your obedient servant, H. G. C. Ketcuum. As a member of tho above company, I will ongago and undertake to carry out tho steamboat arrangements above referred to. E. G. LuNT. Ottawa, Fob. 13th, 1882. The Honorable Sib CHARLES TUPPER, C.B., K.C.M.G., Minister of Railways and Canals. Sir, — I bog to offer tho following reasons for combining the Capo Railway with the Marine Transport Railway : 1. Tho Docks of tho Marino Railway are proposed to bo commodious enough to accommodate a large railway business other than that of tho transportation of vessels. Fo;' instance, an entirely now outlet and shipping port will thua be provided on tho Gulf of St. Lawrence at Tidnish Head by rail for the collieries of Spring Hill and the "Chignocto," " Blyght," "St. George" and " Styles" mines on the River Macan. 2. If the Cape Tormentine Railway be carried alongsid* ag proposed and con- 6 noctioriH mn;u(1s, battoiiM, scanning, claphoards.cuilar and pliio Nhlnuion, ladis, pallii);s, plckc^ts, ship llnibciH, kiiccM, iiiaNlH, NparH, (u^dar HloepiMH, piriu hacmaUic. railway ties, tolo- tfiapli poks, HpllliiK, homloek baik, liuiiilcx^k boiirdH, slaves, hoops, aiiKar, box sliooks, block ash, oini, iiiaplu. J'lno boardH, oak, olm, iwalnul, The north shore of N. Bniiiswick, N Scotia, Hiiy t lialcurH and Uasi)0 liaNlii. Ksllmiitod at forty mlllluu Huporllclal feet. T0WAKD8. Q,uobeo. Products of tho Western Provinces. —Flour, niear, barley, oats, corii, wheat, poik, bi'cf, hides, mineral ports, oil, agrleidtural Iniplements, nta chlnery an.l other heavy tnanufac tiires, phosphates, ores, Ac. St. John, United States, West Indies, Oiilana, Hrazll, ItuenoH AyroH. Total tons. Agricultural and animal products front Prince Ifklward Island and Cape /frei'j/i (west coast).— Potatoes, Ueorgotown. roots of all kinds, oats, beans, peas, firessod hay, lard, tallow, wool, lorses, cattle, slieep, swino. dairy produce, poultry, hides, pelts. Products of the Sea and the Fish' Labrador, Antl- erirs 0/ the Out f of St. I^nwrence.— costi, Hay Chalour, Fish of all kinds, cured, frozen, Oaspi' liasln, 1'. K. pick'od, canned, dried or alive illsland, and the Gulf ood, halibut, mackerel, ling, pollock I waters g(^ner-<,lly and salmon, capelln, herring, smelt, 'from (Quebec alowlves, iol)sters, oyaicrs; also cod, seal, porpoise and whalo oils, Montreal, Toronto, Coming In tho lake Chic, igo, and all lake propellers to .St, John, can there ex- change lor soulheru products, and coal, idaster ami stone. Total tons.. Ports of Charlotte- To St. .Tohn, Port- to-.vn, Summersldo, land, Boston, Provl' Products of Mines and Quarries.— Coal from t*lotou for steam pur- poses ; freestone, plaster, rough and calcined, grindstones, marble and slate, and ores. Coal from Sydney, via St. Peter Canal. Miscellaneous j^roducts. — Mer- chandize, vessels seeking short cut cut and looking lor cargoes ; steam- ers, tugs, schooners and small craft generally going to winter In St. •lonu. Plctou, Port Hood, Wallace, Capo Breton (west coast) Glouces- ter. Now Sydney. CJuebec and Gulf ports, P. E. Island. deuce, Now West Indies. York Total tons. Ports of the United States, north and south. Cape Cod, New Bedford, Glou coster. New York, New Orleans, West Indlos,i)razll,Buenos \yres. Total tons — To United States' ports, West Indies, St. John. St. John. Total tons.... To United States, and to St. John, and to winter in Bay of Fuudy. Total tons.. AOTUOEITY. Senator Mulr- head. W. Elder, M. ■ P. Kd. .rack, C.E. K. C. Wlnslow Hon. J. W. Lawrence. Hon. ,1. Boyd. .1. Piukurd, M. P. 80,000 S0,000 ao,ooo 60,000 so.ooo 1S,000 J. Plckard, M. H. lion J. Young at meeting ot i>omlnion Board of Trade In l«71, lIinNard'Ta, p. 1144. C.Burpee.M.P Hon .f.C Popo ,T. C. Hall. W. Kldei-, M. £'. P. Hon. J. S. CarvoII. R. G. Lunt. J. C. Hall. W. Elder, M. P.P. Hon. R. Mar- shall. C. Mllner. Alex. Wright, H. A. Budden. F. Newoery. Hon. J. Boyd. \. Wright. Hon. J. Boyd. A. Wright. Report on Bale Verte Canal, page II. 0. Burpee, M, P. 8 Articles of Commkrcb. From. TOWARD.S. Tons. Authority. RETURN TRADE. Tropical and nemi-lrnfiical pro- South America, To ^[ontreal, Q,ue- Hon. J. rsoyd. ducts— Huiinr, molasses, cotton, Brazil, Guiana, West l)ec, Toronto, anc all Hon. J. Young, coflee, hliies, tallow. Indies, Southern Iak(^ ports, al.so to speech at Do- Htates, and ex- (lUlf ports and P. E. minion Board changeable at !St. Island. of Trade, 1871. John for Western J. PIckard, Canadian products M.P. and manufactuies. Total tons. . . . 60,000 C. iMllner. P.oduct.io/lhcvHne.—Bltnmlaoun From the collieries Afontreal, Toronto, Quebec Board coal of Nova Scotia. of Cumberlanil Co., Quebec, and all lake of Trade. Soutli .loggins. ports, also to P. R. J. W. Law- Spring Hill, Hib- Island and nil Gulf rence. bard, Lawrence, ports. Alex. Wright. Milner and other C. Milner. mines of Macau and Hon. J. Boyd. River llobert. Sen. IMckey. Also anthracite coal fi'om Peunsyl- via St. John and To same ports. Hon.W. Mulr vaula, direct. St. John and direct. Total tons 80,000 head. Prodxuits of the r/uairj/. — Olive, Dorchester, Hope- Quebec, Montreal, Hon. .1. W. grey and brown freestone. well, Harvey, St. Mary's Bay, Woody Toronto, and all Lawrence. cities and towns of Hon. J. Boyd. Hon. R. B. Point. the western pro- Red granite. St. George, Charlotte vinces. Dickey. Grey Granite. St. .Toim County. Iron, marble, lime Orlndstones, scythe and whet stones and Londonderry Mines. Five Islands and ores. Mlnudle. Total tons... S0,000 Plaster (gypsum) in Ihe rough Windsor, Martin's To Ontario and the J.G.TompkIn used as fertilizer, and manufactured Head, liillsboro. west. W. Elder, M. calcined plaster. Sliepody. Total tons.... 40,000 P.P. Merchandize, rr nufacturps and TTnlted Slates, St. To Quebec and all Hon. J.Young, »i/7)/)/ies.— Helng the n turn propel- John and bay df Gulf ports. I'hamber of ler cargoes in exohange for lumber Kundy ports. Commerce, from north shore N. B., N. 8., antl St. .fob n. Quebec, and agricultural products J. PIckard, of P. E. Island. Total tons . 3S,000 M.P. Miscllancoua.—The fishing fleets Outfitted in United For the Oulf Fish- Hon. J. W. with bait and supplius, and otlier States or in H.'iy of pries, l,al)rador, An- Lawrence. ,irgo, vessels seeking cargoes, Fundy or St. John. ticosti. Bay Chaleur, Senator Dick- Htiamers, tugs, smacks and small craft. GaspC Basin. ey. Total tons.... Grand Total.... 30,000 600,000 Commercial Aspects of ihe Isthmian Transit. Tbo following is an extract fiom the petition of the Chamber of Commerce, St. John. Laughlan Donaldson, Esq., President, addressed to His Excellency Sir John Harvey, K. C. B., Lieutenant Governor, dated 18th June, 1833 : " To detail to your Excellency the groat advantages which would result to this Province from the existence of such a canal were needless. They ai-e self apparent, and have been deepl}' considored by your Excellency ; !iut should a stranger observe that one part of your command is c()mi)letely cut oft" from all water intercourse with anothfti- most extensive and important part of the Pi'ovinco, save by a voyage of oighthundred miles, while a canal of liftecn or seventeen miles through a peculiarly level country, would completely connect and bind thorn together, he would bo astonished that no such attem])t has yet been made to cut such canal. ***** "That not only is Now Brunswick in an especial degi'eo interested in this undertaking, but that the extensive and growing trade between this port and Quebec, nmkos it certain tliat the Canadas would join Avarmly in promoting what would so much advantage their commerce. That vaiious products of the eastern part of I Nova Scotia would find a ready and advantageous mai-kot at this poi*t ; that fleets of small vosHols would bo fitted out in this Province for gonoval trade on the shores of the St. Lawrence and also for the Gulf Fisheries if such canal wore eoinpletod. Another object of vast imjiortance to the British Government as well as to the trade of the North American colonies and the West Indies seems lilcoly to bo attained by the completion of this work. We refer to the opening of a safe and easy passagr to Quebec several weeks earlier in the spring than can be reckoned upon by the present route and wholly avoiding the great danger of encountering the ice between Newfoundland and Cape Breton, or in the Out of Canso. We boliovo that it is well known that a clear passage along the northern shore of Now Brunswick, and thence by Gaspe to Quebec, is generally open in the month of April, and frequently in its first week. That Prince Edward Island would bo greatly benefited by such a canal ; and that the trade of the whole colonics would thereby bo increased in times of peace and their energies become closely united in time of war." (Signed,) Lauohlan Donaldson, (Signed,) Isaac Woodwai-d, ^ President, Secretary. i " It would bo difficult to point out all the advantages which would result to " Prince Edward Islanu, Nova Scotia and Now Brunswick, by the con.struction of " the Bale Verte Canal. If the 900-ton propeller could deliver Western or Canadian "products at Halifax, or St. John, those places would thus become cheap depots tor "such products. Assorted cargoes of fish, hoops, shooks, lumber, &c., could be made " up at those ports for the West India Islands and South America, and could bring " back return cargoes from those countriof^ of sugar, coffee, hides, tallow, &c., to be " again re- ^-hipped as return cargo to Canada and the Western States by the inland pro- ^' peller, and thus be delivered at less cost by such means than by any other possible "route." — Speech of the late Hon. John Young at Dominion Board of Trade Meeting, 1871. Notes on the Tbaffic, Tolls, &c. The trade with West India Islands and South America has been doubled since the above speech was made, and it has increased thirty-three per cent, the last five years. It rose from $6,267,195 in 1876 to «8,332,247 in 1881. Tlie output of coal in Nova Scotia during the last five years has increased fifty per cent. In 1877, it was 757,496 tons, and in 1881, 1,1 16,248 tons. The total estimated tonnage — 600,000 tons measurement — would make a daily average of about four vessels each way of 400 tons average during season of navigation. Judge Haliburton, thirty years ago, estin^atod that ten vessels a day would pass through Bale Verte Canal, and some merchants have estimated the total amount of annual traffic at one million tons. In any case the tonnage can-ied would bo about equally divided between the five Provinces, Ontario, Quebec, Now Brunswick, Nova Scotia and Prince Edward Island. Nothing will illustrate the value of the Isthmian transit more than a study and appreciation of the actual distances of voyage saved as shown in the Table of distances.* These distances are correctly taken from the maps of the Chief Engineer of Government Railways upon the lines of the shortest steainer roaiaa in a\l cases; sailing vessels being obliged to take a zigzag course would save a still greater distance by following the Isthmian Transit route. The tide would more safely and expedi- tiously carry them down the Bay of Fundy from Amherst Dock, than they could possibly weather Cape Canso or Cape Sable. Tiion all vessels trading in the Gulf, • Vide page U, ^^ ili 1-0 by the saving of time effected, could, on an average, make two voyages at the same expense for one they make now. iieraovo the preaout Isthmian barrier to comraorco, and the saving on freights to the United States would bo of inestimable value to the merchants and peop'o of Prince Edward Island. The immense coal fields of Cumberland County are debarred and shut out from the markets of the Western Provinces, because the freight around the Capes Sable and Caiiso is prohibitory. The bounty to be bestowed on the Fisheries will greatly stimulate this interest and cause vessels to bo built and outfitted in the Bay of Fundy for this purpose. Tolls. The Bale Verte Canal was estimated by the Government Engineer to cost $8,600,000 on a cash basis ; were a company to build and undertake the operation of towing vessels through and maintaining it, their capital could not be less than $12,000,000 to cover interest and maintenance. To obtain five per cent, dividends on this sum, the tolls would be required to bo put at a rate that would be actually prohibitory to commerce, and prove as great a barrier to passing ships as the land itself. By the less cosily Marine Transport Eailway, with the assistance of the moderate subsidy asked from the Government, it will become a successful commercial enterprise without doubt. All fears of its practicability and injury to vessels will disai^pcar as if by magic at the transport of the first loaded vessel from Gulf to Bay. From Bale Verte to St. John by Ship Eailway will only take from 8 to 12 hours, whereas by the voyage around Nova Scotia it might occupy as many days. The tolls therefore should be regulated on the following principles: 1. To encourage and develop non-existent trade by low rotes, and to prolong the inland navigation to St. John, N. B. 2. To discriminate as to nature and value of car^o, also size of vessel. 3. To compete with freights around the Atlantic Coast of Nova Scotia. 4. To carry at the lowest rates, consistent with a moderate retui-n on the capital invested, until the Marine Railway is worked up to its full capacity, after which larger returns may be expected. 5. To make a small charge on the hull, as well as cargo, to be regulated on a sliding scale principle. 6. To have regard to the distance the cargoes have come in the manner railways do the products of the west. i To give an idea as to what may probably bo the tolls charged, it is necessary to know the cost of cai'riago on a ship railway. The prime cost of locornotivo power on the Intercolonial Railway (St. John to Shediac) has been found to bo ono-third of one cent per ton per mile ; applying this to 18 miles of Ship Railway there is a sum of six cents per ton only for haulage, add four cents per ton for raising and lowering the vessels and wo have a total of 10 cents per ton for cost of carriage ei|uil to 20 cents per ton on the cai'go j add for adminis- tration, maintenance and repair.^, another 20 cents, (one half their cost on an ordinary railway) and 50 cents per ton becomes a paying rate ; but to cover iaterest on oapi- 11 t the same ■eights to of Prince t out from )es Sablo 8 interest 'poso. r to cost oration of less than dividends actually the land 30 of the mniorcial ssels will If to Bay. .2 hours, The tolls prolong 3 capital r which ted on a manner isary to Fohn to this to go, add cents Iminia- iinary a capi- tal, the tolls would require to bo higher in some cases. The company may be safely trusted to frame their tariff on a basis of justice to the public as well as themselves. The time occupied in trannpoi'tation will bo only two hours; by proper arrangomonts for passing each other, there may bo forty or fifty vessels carried over the Marino Railway in a day. Railways cannot compote with water carriago for bulky articles, such as would bo carried by Marine Railway. Seventy to eighty cents per ton for 100 milos is the limit of cost for gross weight moved. Navhjation, The tidal phenomenon of the Bay of Fuudy is thus graphically described by Samuel Koofer, Esq., M. Inst. 0. E., in his Report ou the Baie Verte Canal published in 1873. Bay of Fundy Terminus. — (^Anhent Dock.) The Bay of Fundy is remarkable for the extraordinary range of its tides. It is one of the wonders of the world, and the wonder is, that such a prodigious volume of water as entoi's and leaves it twice a day does not produce a greater commotion. On the direct course up the Bay to Cumberland Basin, and in the basin itself, there is no bore; the water being too doop and the coui'so too direct to admit of such a phono- monom. Having observed the operation of the tides, both at Laplanche and Au Lac, I was surprised to see with what ease and regularity it was done. The surface of the great Basin rises and falls almost imperceptibly, all the while, preserving, in the absence of any wind, the placid appearance of a lake, The range of the tide at St. John is 27 feet for springs and 23 for neaps, while, according to the Departmental survey, it is 48 feet for springs and 38 for neaps at the head of Cumberland Basin. Here then, according to the moon's position, and the other causes which influence the tides, the water rises from 19 to 24 feet above the mean level of the sea, and falls from 19 to 24 feet below the same level, twice in every 24 hours. At one time the water is piled up to a height of 24 foot above the average level of the sea, and at another, just so much is taken out of the bay bolow that level. Like the oscillations of a pendulum, or the arms of a balance, these vast bodies of water vibrato about the neutral axis, ropresontod by the average level of the sea ; and furnish a striking example of the stuponduous forces t'lat govern the motion of the tides — yet so grad- ual are the changes that, with care and skill, this bay can be navigated, except in bad weather, with perfect safety. Baie Verte Terminus. — {TuJnish Dock.) We find a minute discription of this bay and the mode of access to it in the sailing directions for the Gulf and River St. Lawrence, published by Commander G. F. McDougall, R. K, 1871. It will appear from reference to these directions and the admiralty charts, cor- rected up to 18(i7, that vessels can have no ditlicalty in making this entrance to the canal. The piorj run out from Roache's Head, which is situated two miles to the east- M IS ward of Tidnish Head, in a N. N. E. direction, so aa to protect the lock-gates from the assault of the sea, and to favor the entrance and departure of vessels as much as possible from all winds, more especially from those from the eastward. The entrance to this canal at Eoache's Head is about ton miles N. N. W. of Pug- wash Harbor, whore, if necessary, vessels approaching fi'om that direction can find good anchorage and shelter until the weather is favorable for running up to the canal. The Canal entrance is protected from northerly and north-westerly winds by Cape Tormcntine, and from the northeasterlj' winds by Prince Edward Island. Th«' bay is only open to easterly winds, and the direction given to the piers is such as to give as groat facilities as possible for entrance and do])arture. Trade. Extracts from Report ofGanal Commissioners, 1871. The trade would be transport from Ontario and Quebec of flour and manufactures to St. John, Western Nova Scotia, Portland and Boston, and from the Upper Pro- vinces and Northern Now Brunswick of timber, freestone and provisions to American ports and the West Indies:— The Prince Edward Island trade hereaftoi- referred to — the passage of American and Canadian fishing vessels to and from the Northern fish- ing grounds and the return voyages with West India produce, St. John and Nova Scotia manufactures, Bay of Fundy shad fish and Cumberland coal. Notably tho latter article, declared by Sir William Logan to bo the finest coal for all purposes yet discovered on tho coininent, would furnish return cargoes for all vessels from the St. Lawrence. These coal measures of unusual length and thickness at Spring Hill will bo intersected by the Intercolonial Eailway at a distance of about 25 miles from the Bay of Funday terminus of the proposed Canal. The cost of transportation to Montreal, in view of the distance and return freight would inevitablj'' bo loss than that of Sydney coal, which alone could be brought into competition with tho Spring Hill coal for domestic use. Hundreds of American vessels would pass and repass through this Canal, and they could afford to pay toll, bocauso it would enable them to make an additional voyage each season. — Eoidence of Hon. Senator Dickey. There is no public work now presented to the Dominion which will be so far reaching in its beneficial consequences not only to Canada, but to the whole of tho Atlantic coast of North America. This Canal means, for Ontario and Quebec, cheaper coal, iron, stone, fish, leather, &c. ; for Nova Scotia and New Brunswick, a better market for all tlieso. It moans cheaper flour and other products of the Upper, to ua of tho Lower Provinces — a larger market or rather greater facilities for supplying tho United States, tho West Indies and South America, with what we, are now pre- vented from sending, owing to tho distance and cost. ' It means to us all an immensely extended commerce, and to P. E. Island the necessity of a closer Union with these Provinces, which can olfer her such advantages for commerce and nianufacturos. It will be one of the most powerful inducements to persuade her to join us, whilst it means the welding of us all together more closely in those bonds of commercial Union, which have so far proved so mutually beneficial, making us one people, because it will be our interest to be one, by building up our own country and opening every possible channel of communication that can cheapen our products, wo will bo in a position to bo indiflbront to the hostile legislation of other people. On the contrary such legislation will tho more bind us to one another, as by a refusal of reciprocity in the past, we have boon ,lrivcn from old markets to new, so will it bo in the futm'e, and tho intended curse will prove a substantial blessing, — Evidence of Ron. Senator Boyd. 18 DISTANCES SAVED. VompaHnon of Disloncea showing Saving of Voyage over present water routes to be effected by the construction of the Marine Transport Rrgllway. PROM. Tldulsh, Bale Verte Montreal... Quebec. Uasp6 Basin, Q,., Chatham, N.B. Bathurst, N.B.. Rlchlbucto, N.B. Charlottotown, P.E.I. Summerslde, P. E. I. Georgetown, P. E. I Plctou, N.S St. Peters Canal, N.S . . Parrsborough, N. S Truro, N.S WlmUor.N. S Dlgby, N. S Yarmouth, N. S Jogglns Coal Mines, N. 8. Moncton, N. B VO. St. John St. John Portland <•.. Boston St. John Portland Boston St. John Portland Boston St. John Portland Boston St. John Portland Boston St. John Portland Boston St. John Portland Boston St. John Portland Bostoii St. John . Portland Boston St. .Tohn Portland Boston ..•• St. John Tldnlsh, Bale Verte do do do do do do Via Gut Canso. Miles. 620 1,.?15 1,445 1,155 1,235 1,285 750 830 880 740 825 875 830 010 noo 675 75.") m> .585 665 715 6,35 715 6a5 545 025 675 545 625 675 46,5 6S0 720 680 580 490 650 700 Via Ship Railway. Miles. 120 ii30 1,165 1,245 770 1,005 1,085 365 600 680 280 515 695 370 605 685 215 450 530 180 420 500 175 410 490 225 460 540 180 420 .500 280 120 100 140 150 220 50 60 Saving of Voyage. Miles. SOU •385 230 taoo 385 »30 auo 385 830 aoo 460 310 280 460 30} 275 460 305 275 t405 245 21S 460 SOS 275 320 165 135 365 205 175 185 560 560 540 430 270 600 040 • Per Report of Bale Verte Canal Commissioners, 225 miles ; error, 16« miles. + Do do do 175 do ; error, 25 do I Do. do do 354 do ; error, 51 do aS^'Propellers from Montreal and Quebec, calling at Gulf Ports via Straits of Northumberland, would save 430 miles. By the Report of Bale Verte Canal Commissioners the saving was put at a45 miles, b«lDg an error of 160 miles direct and 205 miles via Straits.— Vide Report, page 13. 14 Ottawa, February 20th, 1882. The Honorable Sib CHAELES TUPPER, C.B., K.C.M.G., Minister of Eailwuys and Canalw. Sib, — 1 enclose for your perusal some letters from Mr. James Brunloos, Vice- President of the Institution of Civil Engineers, London ; Mr. James B. Francis, then Prjsident of the American Society of Engineers ; Mr. Edwin Clark, M. Inst. C. E., and others, touching the subject of the Chignecto Marino Transport Kailway. I have the honor to be. Sir, Tour obedient servant, H. G. C. Ketoiium. Letter from James Brunlees, Esq., Vice-President of the Institution of Civil Engineers, 5 Victoria Stbeet, Westminstek, S.W., 10th December, 1881. Dear Mr. Ketohdm, — I have read with very great interest the description of your proposed Ship Eailway across tlie Isthmus of Chignecto. it is more than twenty years since 1 first directed my attention to the subject of Ship Eailways, and I am at the present time more than ever convinced that, under certain conditions, they offer the best and cheapest method of transit for goods. The whole circum- stances of the Isthmus of Chignecto point it out as an exceedingly suitable spot for such a Eailway, and I shall bo very pleased to hoar that you have succeeded in organizing a Com])any for the cariying out of j'our jiroject. Your practical experience on Eailway Works of a special character, more par- ticularly in res])ect to tho.se on the inclines of the Sao Paulo line in Brazil, to my mind renders you peculiarly well qualitied to carry out such an undertaking as the Chignecto Ship Eailway. I am, dear Mr. Ketchum, Yours very truly, J.AMEs Brunlees. H. G. C. Ketchum, Esq., C.E., Fi-edericton, New Brunswick. From Edwin Clark, Esq., M, Inst. G. M. 6, Westminster Chambers, Victoria Street, London, December 27th, 1881. Dear Ketchum, — I have received and read with great interest your progress in the matter of the Ship Eailway. I should have written earlier but I have been in France where I am erecting some canal lifts of very great magnitude, near St. Omer. I am erecting a lift for their heavy barges 60 feet high, and another series of four lifts at La Louviere, between the Saone and Garonne, altogether 41 metres. I am also erect- ing a very largo one for the Belgian Government, and have others in progress. There is no doubt whatever, that for the moderate-sized vessels which you propose to deal with, the system you propose would prove most satisfactory and efficacious, and involves no engineering difficulty of any magnitude or importance. I need hardly say I shall be glad to alfoi'd any assistance or advice in my power. Wishing you the success you deserve and the compliments of the season. Believe me ever, yours truly, Edwin Clark, H. G. C. Ketchum, Esq., Fredericton, New Brunswick. From James B. Francis, Esq., President of the Ainerican Society of Eegineers. Office of the Proprietors of Locks and Canals on Merrimack Eiver, 22 Broadway, Lowell, Mass., January 14th, 1882. I H. G. I mus. Dear Sib, — I have r«ad with much interest the pamphlet describing your pro. 15 joct of a Ship Bailway, across tho Isthmus of Chignocto', to connect the Bay of Fundy with Baio v orte, in the Gulf of St. Lawrence. Projocth of a similar charactor have been proposoil and discussed by competent engineers for some years, and although none of them have been carried into effect, there does not apjjoar to be any difficulty that cannot bo mot by well-known mechan- ical appliances. In your project the only additional diiliculty that I see, is the effect of frost, which I observe you fully recognize, and 1 have no doubt could provide for in the manner you propose. Very truly yours, James B. Francis. H. G. C. Ketchum, Esq., Fredericton, N. B. East Boston, January 12th, 1882. My Dear Sir, — For nearly fifty years, I have been more or less connected in some maiirior with ship railways; and foi' many years with all classes of docks and ways, for hauling out and rcj)airing ships, and for 'about thirty-eight years, have owned a marine railway, and wo have often taken ships out full of cargo and water. From tho information which 1 have derived from you and your plans, I have no doubt but that your ontorpriHO will bo a success; and I trust you will soon have the great pleasure of seeing it in full and comploto operation. Very respectfully yours, D. D. Kelly. Mr. II. G. C. Ketchum. Out-Pout of Tidnish, Dec. 15th, 1881. Sir, — I have the honor to tiansmit to you the following report respecting the opening and closing of navigation at this Port. From tho spring of 187- to tho spring of 1879, vessels could arrive and leave in safety from the 23rd of A])ril to the 4th day uf December, some seasons much sooner and others later in tlie fall; tho above is the moan by accurate observations taken by myself. Then from tho fall of 1879, to 1881, 25th of April to 28th November; in fact, vessels could arrive and leave to-day. Generally vessels could leave Tidnish much sooner in tho spring than they could get through the Straits of Canso, as the ice blocks in the Straits and there is so much dense fog. We generally have south-west winds and clear weather in the spring, and vessels could reach our northern ports two weeks sooner via Ship Railway across the Isth- mus. I am, Sir, Your most obedient servant, Capt. J. C. Brundaoe, Sub-Collector of Customs. H. G. 0. Ketchum, C.E., Sackville, N.B. Extracts from Mr, Eads Pamphlet, ijivlng letters of leading Engineers and Naval Architects as to the practicabilitj/ of constructing and operating a Ship Railway. Mr. John Fowler, the writer of the following letter, was consulting engineer of tho Egyptian Government, cngineor-inchief of the Metropolitan (undeiground) Railway of London, and is now constructing by far the largest bridge in the world. Ho is a past president of the Institute of Engineers in England, and a gentleman who is recognized as one of tho ablest and most experienced of living engineers : — 2 Queen Square Place, Westminster, September 4, 1881. My Dear Sir : You will be interested to know that about eight years ago, when acting as consulting engineer to the Egyptian Porte, I was instructed to prepare a project for tho transport of steamers and other vessels from one level to the other at the First Cataract of the Nile. After a very careful investigation of the alternative plans of canal and ship rail- 16 way on tho spot, I docidod in favor of the railway, having .satisfied mjsolf that thoro was no moohanical (iifiiculty in currying sliijjs of any HJzo, witiiout injury to tliom- solvos^ on a properly designed car or craillo over a Holicily constructed railway. Yours very truly, John Fowler. Capt. James B. Eads. The distinguished writer of the following letter, Mr. E. Loader "Williams, was tho chief engineer of the Trent and Mersey Canal and was the originator of tho celebrated Andorton Lift, which unites tho River Weaver with tho canal by means 0£ an ingenious arrangement by which a section of tho canal, about 150 foot long and containing two barges and the water in which they float, weighing in all about 250 tons, is raised and lowered by simple hydraulic apparatus through tho space of fifty foot. This lift has been in operation for seven years without tho slightest accident, and has given such satisfaction that tho government of France has ordered one of four times its capacity to connect two different levels of one of the French canals, and the government of Belgium is now building four similar ones of still greater capacity : — Queen's Chambers, John Dalton St., ) Manchester, September 5, 1881. \ Dear Sir; — I consider your plan for a ship railway quite practicable, and that it may be developed into a sound commercial enterprise. When I first proposed to lilt loaded boats vertically fifty feet, so as to pass them in three minutes from tho Eiver Weaver to the Trent and Mersey Canal without locks, many persons considered my scheme visionary. You, however, have soon the lift at work, and it has now been in constant operation, without any hitch, for the past seven years. I believe that your ship railway only requires carrying out into execntion to prove most successful in every way. Yours very truly, E. Leader Williams, M. Inst. C. E. James B. Eads, Esq. The following letter is from the engineer now in charge of the Andorton Lift: — Weaver Navigation, Engineer's Office, ) NoRTUwiCH, England, October 20th, 1881. J My Bear Sir : — Having been for five years employed in superintending and carrying out works of various descriptions in shipbuilding yards, including the construction of ships of large size, and the repair of ships on hauling up slips, and having for the last four years had chwgo of the Andorton Lift on this navigation, which is used daily for raising laden barges a height of fifty feet to transfer them to a canal on the upper level, 1 am satisfied that tho projjosal of Captain Eads to raise ships by mechanical means and convoy them overland on a railway and on carriages especially designed for the purpose, is one which is feasible and ought to succeed ; and that tho sti'ains on the hull may bo more accurately calculated and provided for on land than is possible when ships are subject to the varying conditions inseparable from a sea passage in stormy weather. I remain. Yours faithfully, Lionel B. Wells, M. Inst. G. E. Sir. B. J. Eeed, K.C.B., F.E.S., M.P. Mr. Duer, the writer of tho following letter, is an able civil engineer, who has devoted many years of his life to tho otudy of hydraulic apparatus for lifting vessels. 4'. I 17 () WlSTMrNSTER ClIAMBERg, ) VicTourA Squaiik, London, Soptombor 2, 1881. ) Captain Kads, etc., etc., Dear Sir : — Previous to tlio day on which I liad tho pleasure of meeting you at Anderton, and of tlioro explaining to you the details of the canal-lift, a ship i-ailway was a Hubjcct to which 1 had never given .serious attention, and for want of proper examination my prejudices wore not favorable to it. Since that time I have, however, given a couHiderablo amount of thought to this subject, and as I have for many years been in the habit of seeing ships standing out of tho water on floating pontoons, and moved nl)out in all kinds of weather at the Victoria Docks, ray mind could easily pass to the consideration of a ship similarly mounted on a carriage on land ; and when it is remembered that tho ships at tho Victoria and other hydraulic docks remain on tho ])ontoons for days and weeks together, sometimes with their cargoes on boai'd, I feel that there ought to be no doubt as to the safety of a ship at rest on a properly constructeti cai-riage. As all tho details of tho large hydraulic dock which was constructed ten years ago for tho government of Bombay wore entrusted to my care, and as this dock is capable of lifting any ship afloat, my experience fully justifies me in saying that tho largest ship can be as readily |)laced on a carriage as a smaller one cati. When, again, I reflect on the nature of tho strains to which a ship is subject at sea; tho shocks that occur from tho blows of heavy seas, and tho large portions of the ship's surface that are at times entirely out of the water, I begin to wonder why any one should doubt that it would bo as safe or oven safer on a woll-constructed railway than whon so tossed and buttbted about in what wo have hitherto regarded as its proper element. As T am not acquainted with railway travelling in America, I must call to your romerabraneo the ease and comfort with which one journeys on tho London and Northwestern Kailway of England. It is notdifflculton this railway to forgot altogether that ono is travelling, while in a galo at sea this oblivion is impossible. As a ship is ordinarily supported in a graving-dock on keel blocks with side shores placed on tho altars, as the level of tho water in tho dock falls, it must be considerably strained, as almost tho whole of its weight is carried on the keel ; but whon tho bilge-blocks are carefully introduced under water while the ship is afloat it must bo almost, if not quite, as froo fi'om strain as whon in smooth water. To avoid all danger from too much weight being carried on tho keel, tho bilge-blocks for the Bombay Dock wore so designed that tho ship on a pontoon can, if desired, be lifted entirely olf its koo! and the whole f its weight carried on the bilges. With a system of blocking so entirely under control, it is impossible that a ship can bo injured while on a good carriage on a good railway, as tho dock-beams must bo amply sufficient to resist any outward thrust that can arise from the cargo. In a word, we may say, from long experience, that there is no danger or difficulty in placing a loaded ship on a carriage suitable for a railway, of transporting that ship and carriage from the water to the railway ; and whon this is done, I am of opinion that it will not bo difficult to draw it quickly and safely across tho Isthmus. Those and other considerations too numerous to trouble you witli in a letter which has already become too long, have converted mo from boing skeptical to hav- ing ))orfoct contidence in the railway you pi'oposo, and I h()j)o that you may be en- abled to carry out your project which, while being perfectly pr.acticable, so far ex- ceeds in grandeur anything that man has yet attempted. I am, dear sir. Yours faithfully, SiDENUIIAM DUER. Tho following letter is from the distinguished civil engineers, Clark & Stand- field, who have had a most extensive and successful experience in lifting ships. Mr. Edwin Clark was tho chief assistant of Eobort Stephenson in the building of the cele- brated tubular bridgo over tho Menai Straits, and is tho engineer who introduced tho hydraulic vertical lift system, the most notable example of this kind being at Bom- bay ; another, of lessor capacity, at Malta ; and still another at tho Victoria Docks, in London, all of which works have given tho most perfect satisfaction : — 18 :!li- 6 Wkstminstkii Chamuers, ) LoNPON, iSoptt'tubor (i, 18H1. j Capt. J. B. Kai>s, C.E. I>€ar )Sir : — Kol'oiriDfj; to our interview on the ^^ullJl'(•t of the jjropo^^oH Hliip mil- way ucrohH the Anioiican iHthmus, we now bog to way that our works are lilvely (o bo BO nuitli cccupifil during the next year (hat wo niiould scarcely bo in a position to execute any works out ol England in (■onne(ti< n willi tlie proposed railway, but wo should bo very liajjpy to prcjjuro tlie drawings Ibr ilio construftion of the tei'niiiial woi k.s loi lilting the vi'sbclrt at the Atlantic and J'aciiic port^. Wo undorwtand it will bo roquihito to trarsport loadml vosyols of tho woiglit of 4,000 to (»,000 tonH, more or Icbh, on tho railway, at the rate of about bix niilos por hour, un a gradient ol oio or two j)er cent,, and that it will bo required to raise tho vessels on a railway car nut ol'tlio water to ii varialilo hoiglit not exceeding 40 I'cot, and deposit tlicni on llio rails in a time not exceeding thirty n.inutOH. These condi- tions may bo i'uitillcd in two diHeient ways, and wo need not say that it is a ])hin in which Ml. J'idwin Claik has entire contitlence, anil in which ho will take the luUest interest in arranging the details. Tho hyilraulic s^-sicni would j)robably bo the most rapid but probably the more costly. At the liombay iiydraulic Dock wo have lifted weights up to 12,U0(> tons, with 'i'A prcssoH, 14 inchoH diamotei-, and 36 foot stroke. Tho Victoria and Malta llydraulic Docks have been many years in constant opera- tion. At the canal lift at Fontinottos wo employ presses with rams, foot 7 inches in diameter, with a .">0-teot stroke. Each of these presses will raise a dead weight of 1,000 tons through u height of about 50 foot, in three minutes. Tho weight lifted is fi movable portion of the canal, about 13J foot long, containing tho water and a bargo floating in it. This work is now in course of construction for tho French govern- ment, and it is to bo erected near St. Omer, in Franco, and wo are now dcsiguing a Bet of f()ur similar canal lifts for tho Belgian government, in which tho weight raised will bo somewhat larger. It is evident that a few presses such as these would more than accomplish tho work required. Our ordinary depositing dock, similar to that at Sebastoi^l, which raises vessels of 0,000 tons, would also meet tho requirements of tho case very satisfactorily. Wo are now constructing a second of those docks, of 10,000 tons, for tho Russian govern- ment at Vladivostok, and a third, of 3,000 tons, ibr tho Barrow and llailvvay Com- pany, at Barrow-inFui'iiChs, to bo afterwards increased to 5,000 tons. Wo have designed one of these clocks for the Italian government, to raise iron-clads of 15,000 tons' weight with a lift of 30 feet. There would bo no difficulty in modifying tho proportions so as to render it suitable for a lift of 46 feet, and this form of dock raises the vessels out of tho water and deposits them on a gridiron stage in a most conven- ient manner for railway transport. It will probably dejiond to a great extent on their relative cost as to which of these systems may bo adopted, and wo shall bo prepared at any time to go into the necessary calculations, and render every assistance in our power towards tho accom- plishment of the groat work in which you are engaged. We a})prehend no difficulty in perfecting the necessary details of tho plans so aa to insure tho safe transportation of tho largest loaded ships on the railway cars with absolute safety. Wo remain, dear sir, yours faithfully, Clark & Standpield. Tho writers of the following letter are tho contracting engineers who constructed the Anderton Lift and the hydraulic docks at Malta and at Bombay. Tho execution of these works was so satisfactory as to prompt the most flattering tesiimonials in their bohalf : — Heaton Foundey, Stockport, October 1, 1881. James B. Eads, Esq., C. B. Jdy Bear Sir, — When you are ready to commence the construction of your ship railway, we shall bo pleased to undertake tho building and completion of tho necos- eary works for placing tho ship, with her cargo, on the railway track, ready for attaching the locomotives to her, and after transport across tho Isthmus to lower her 19 ■afolv again until hHo iw afloat. A Iiftin/< apparatus will bo required at each Hide of the iHthmuH which will lift or lowor Hhipw an roquirod. TIiIh ])ortion of the work wo are fully propaiod tc execute with the fjroatoHt promptnoHs, on the Haino tornm on which wo Huilt the hydraulic dockri at Bombay and Malta, and the Andorton Canal Lift in CheHhiro. Wo have no hoHitation in guaranteeing the lifling of a fully loaded Hhip ro steamer of 8,000 or 10,000 tonH weight on a railway var from liieHoaor harbor level to that of your permanent way in 30 minutcn, with abKoluto Hafety to the HJiip and the workH where the lift is not over 50 feet vertically. We will undertake to couHlruct all the plnuH ami works neccHnary to do this at each end of your line, and comi)leto everything ready for attaching the locomotive to the car on which the Hhip is to be lifted and tranHporled ; this car, or any number of them, we will furnish also. The locomolivoH and railway conntriictioii are not in our lino; but if it wore a matter ot importance to cover, in addition, the conHtruction of the locomotives, turn- tables, etc., and ton miion of railway, as ))ropos-od by you to the Uiutod States, wo have noiloubt wo could unite with u» somo other responsible parties engaged in that kind of works, to execute them and guarantee the safe Iran ■^portat ion of the loaded ships of the weight mentioned, over the railway. Very truly yours, Emmerson, MuaoATROYD & Co.