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 INVERNESS RAILWAY, 
 
 i?,e:poi?,t 
 
 TO 
 
 H. N. PAINT, EbQ., Ex-M.P 
 
 OONTROLLINQ THE 
 
 Broad Cove Coal Mines 
 
 OF THE 
 
 Exploratory and Preliminary Surveys 
 
 FROM 
 
 Orarigedale Statiori, C. B. R^, 
 
 — TO- 
 
 Broad Cove arid C]:|etican]p, 
 
 TOGETHER WITH 
 
 A DeacripUoH of the Country, and of the Inverness and 
 
 Richmond Itaihvuy Co's Line; A Comparison of 
 
 the Routes, and Remarks on the Best 
 
 System of Railwau Lines calculated 
 
 to open up, in the shortest 
 
 time, the 
 
 AGRICULTURAL Ap MINERAL RESOURCES 
 
 OF NORTHERN CAPE BRETON. 
 
 By p. K. HYNDMAN, 
 
 Memb. Inst. C.E., Memb. Can. Soc. C.E. 
 
 OTTAWA: 
 Printed by A. S. Woodburn, Elgin Street. 
 
 March, 1890, 
 
y 
 
 
 
 tm 
 
 K;\ii'' 
 
 y 
 
RAILWAYS 
 
 IN 
 
 Inverness, Cape Breton. 
 
 To 
 
 OTTAWA. 8th March, 1890. 
 
 HENRY N. PAINT, Esq., Ex-M.P. 
 
 Port Hawkesbury, Cape Breton. 
 
 Sir:— 
 
 RESOURCES AND REQUIREMENTS 
 Of Northern Cape Breton. 
 
 It has long been urged that the northern peninsula of the Island ,^,p"t'^o7A°Houi. 
 of Cape Breton should be furnished with railway communication. It is turai ami Miner- 
 
 •^ •' al wealth due to 
 
 the most compact, as well as the best agricultural portion of the want of railway 
 
 ' ' ■ ° ... communication. 
 
 Island, but it is the most deficient in safe harbours. This peninsula is 
 made up of the northern half of the County of Inverness, and the 
 larger part of the County of Victoria. In addition to agricultural re- 
 sources, the mineral wealth of this region is very considerable, but, 
 chiefly from the want of harbours and of railways, this latter source of 
 prosperity remains, to this day, entirely undeveloped. 
 
 2. The County of Inverness is the more important of the two, fH!is""n(i*farm- 
 because it contains the greater area of culturable land, and of minerals. i",*'vpnies8 and °^ 
 It possesses only one safe harbour, on the C-nlfofSt. Lawrence north of ^ '^'''°''''*' 
 the Straits of Canso, Cheticamp, and also Whycocomagh, on the waters 
 of the Bras D'Or. Port Hawkesbury and Port Hastings are the two 
 harbours on the Straits of Canso, which themselves may be called a 
 harbour. Port Hood is only safe in fine weather, and Mabou and 
 Margaree are obstructed by bars at their entrances. The County of 
 Victoria, on the other hand, while having a less extensive agricultural 
 area, and no coal, though there are other minerals, has good harbours 
 on the East coast such as Ingonish and St. Ann's, and also Baddeck, 
 on the Bras D'Or lake, a port more favourably situated than Whycoco- 
 magh. Middle River is the best farming district in Victoria, and Ma- 
 bou and Margaree in Northern Inverness. The most important mineral 
 is coal, of the bituminous variety. This is entirely confined to the 
 Gulf coast of Inverness. There are four known Fields where coal has 
 been found and mined to a small extent, viz. — Port Hood, Cape Mabou, 
 Broad Cove and Chimney Corner. As far as is known at the present 
 time, it appears that the Broad Cove Coal Field is the most promising, on 
 
" 
 
 Broad Cove ooal 
 lleW.— Ollloiiil 
 report. Dilllciil- 
 ties in Hhippiiig. 
 
 Rcmftining coal 
 mines ut Port 
 Hood, Cape Ma- 
 bou, and Chim- 
 ney Corner. 
 
 General de.scrip- 
 tion of the agri- 
 culturaldistiiits 
 and list of othtr 
 minerals to he 
 found in Inver- 
 ness and Victoria 
 
 2 
 
 account of both quality and quantity of coal, facility of mining and 
 accessibility, the others being of small prospective value, both in 
 quantity and quality. 
 
 3. The Inspector of Mines for Nova vScotia, Mr. E. Gilpin, F.G.S., 
 has made a report, at your request, of the Broad Cove Coal Field. In 
 this report he estimates a possible quantity of Two Hundred Million 
 Tons ! An attempt was made to ship coal at one of the " headings," 
 into small vessels, by means of a short railway and scows. Broad Cove 
 is a long straight stretch of sandy beach, completely exposed to the 
 Gulf stoinis. A stream, called "Big River," winds in a flat meadow, 
 till it reaches the beach, which has blocked up its mouth and turned it 
 aside to find an outlet, as best it may, towards the north. Ac-oss this 
 beach, a tresde-work was erected, ( which is still standing ) upon which 
 a railway was laid, for the conveyance of trucks to load the coal directly 
 into vessels or scows on the shore, where the scows could not be 
 brought into the river inside the beach. In this way, in four months, a 
 quantity of 6,000 tons was mined and shipped, but the difficulties were 
 such that this could not be continued. 
 
 4. The Coal Mine at Port Hood was worked at one time, but has 
 been abandoned partly on acount of the difficulties in shipping, and 
 partly because of the poor quality of coal and the expense of working. 
 The coal is said to contain a large proportion of sulphur, and one 
 seam only is known of a thickness of six feet. In 1S69 a steamer tuok 
 a load of coal from Port Hood to Toronto. It lay on the wharf and 
 bleached, and for some years coal from the Maritime Provinces was not 
 held in high estimation. The prospects of any considerable yield of 
 coal at Cape Mabou are very small. At Chimney Corner there is only 
 one four foot seam. At Broad Cove there is an aggregate thickness of 
 thirty-six feet of seams, one of which is 14 feet thick and another 7 feet. 
 
 5. The agricultural resources and capabilities of this part of Cape 
 Breton are very considerable. It is the best part of the Island in this 
 respect. The country is diversified by hill and dale, extensive mea- 
 dows and fertile uplands. Besides the hay and pasture that these afford, 
 the soil is generally rich, and capable of producing fine grain and root 
 crops. The extensive table-lands of the "Mabou Highlands" at an 
 elevation cf about I, coo feet above the sea, are well cultivated. The 
 rolling hills and valleys, which on three sides surround Mabou, contain 
 also numerous farms. There is Skye Glen, a wide valley of meadow, 
 with fine .slopes on the hillsides ; Strath Lome ; the valley of Big River, 
 having a wide stretch of meadow and farm lands. The Margaree dis- 
 trict, in which may be included the valleys of both the South-western and 
 North-eastern branches, as well as that of the main river to the sea, is 
 one continuous meadow from ^ to 1 mile in width, flanked on each 
 side by sloping hillsides and large expanses of more level ground. The 
 
8 
 
 Island Exhibition, held at Mabou in October last, was admitted to be 
 defici'jnt in (luantity, in the way of agricultural produce, as compired 
 with former years. But the samples, especially of the different kinds of 
 grain^and root crops, showed the soil was capable of raising the best. 
 The show of cattle and horses was very good. As regards minerals, 
 other than coal, I cannot do better th.in give a list from Mr. (iilpin's 
 paper read before the Nova Scotian Institute of Natural Science Janu- 
 ary 14th, 1889. 
 
 Gypsum, chiefly in Victoria. 
 
 Salt, associated with Gypsum. 
 
 Mineral Springs, between Baddeck and Whyc^romagh. 
 
 Iron Ore, in the Coal* measures. 
 
 Limestone, everywhere. 
 
 Silver and I,ead, South-west Margaree, Middle River and Port 
 
 Hood. 
 Copper, Whycocomagh, Cheticamp. 
 
 Building Sione, Margaree, Broad Cove, Cheticamp, Mabou, 
 Whycocomagh. 
 
 Oil, Lake Ainslie ( doubtful). 
 
 There is an Iron mine at the head of Whycocomagh Bay. There 
 is said to be Gold up the valley of the North-east Margaree. 
 Timber, of which a great deal yet remains, and the Fishing 
 Grounds, which are very valuable form the remaining sources 
 of wealth of Northern Cape Breton. 
 
 Tho bo^t means 
 
 6. To most speedily develop these resources, a railway from the of (icveiopmeut, 
 
 . 1 • • , \ « i-.iilway from 
 
 Broad Cove Coal Mines to the nearest Shipping Port ( Whycocomagh ) omii^'imIuIc! to 
 and Station on the Cape Breton Railway ( Orangedale,) is required to Mines. 
 open up the Mines, whereby, besides the direct advantage to be gained 
 from this source of wealth, a large mining population will be collected 
 and a local market for agricultural produce be created. In addition, 
 the railway will give an outlet for all other and surplus produce and 
 provide access to more distant and better markets. This will be 
 the first — and a great step — towards the development of the country. 
 And it will be shown to be an easy, and the easiest step. An extension 
 of the railway to Cheticamp and other parts of this portion of Cape 
 Breton will follow, together with improvements to those harbours which 
 are capable of it. 
 
 THE INVERNESS AND RICHMOND RAILWAY. 
 
 « 
 
 7. Shortly after the selection of the route for the Cape Breton Rail- Preliminary sur- 
 
 ' •' . . . ' vi-y fioni Port 
 
 way, a Company, chiefly of American capitalists, was chartered by the Ha\vk(>si>ury via 
 
 •" ' ^ -^ ' ■' I'ort Hood to 
 
 Provincial Government, as the Inverness and Richmond Railway Com- Margaree iiar- 
 
 ... ■' bor 
 
 pany, to survey and construct a line of railway between Cariboo Cove, 
 near the southern end of the Straits of Canso, and the harbour of 
 
NeKotintions for 
 aid Irom Govern- 
 ment and Muni- 
 cipality. Esti- 
 mate of cost. 
 
 A new Company 
 commence con- 
 struction, having 
 obtained, on con- 
 ditions, a county 
 bonus ol|lOO,0(iO 
 
 Cheticamp in the North, via I'ort Mood, Mahoii, Broad Cove and 
 Margaree. The object in view was, it has been stated, to reach the 
 four coal fields already mentioned, besides one in Richmond, with 
 terminal harbours at Cheticamp and Cariboo (]ove, the latter being 
 generally, if not always, free from ice in all winters, and coal could, 
 therefore, be shipped from there all the year round. A preliminary 
 survey was made by this company in the summer of 1887. It com- 
 menced at the Cape Breton Railway; about two miles from Point 
 Tupper, ( the portion south to Cariboo Cove having, apparently, been 
 left in abeyance,) and followed the shore of the straits, past Ports 
 Hawkesbury and Hastings, and the Culf Coast as far as Port Hood. 
 Here it left the coast and passing into the valley of the South-west 
 Mabou River, crossed the East Mabou River near the mouth of (ilendyer 
 Brook, the valley of which it ascended, till it crossed the summit and 
 descended to Lake Ainslie by Black River. 'Jhence it passed down, 
 northerly into the valley of Big River, but left it again before reaching 
 the Broad Cove Mines, and followed very closely the line of country 
 traversed by the present Post Road, by Broad Cove Marsh, to South- 
 west MargJiree. Thence, after crossing the South-wcbt Margaree River, 
 it reached Margaree Forks, and crossing the North-east branch, it kept 
 the right bank of the main river to its mouth, opposite the village of 
 Margaree Harbour, where the survey terminated, a total distance of 
 about 85 miles. 
 
 8. Plans of this survey were prepared and submitted to the 
 Dominion Parliament with a view to obtain a subsidy. An additional 
 reason fo. this subsidy was urged, that the Dommion Government would 
 be saved the expenditure o( about three-fourths of a million dollars for har. 
 bonrs and piers along the coast. A short report was submitted, from 
 the Engineer, in which it was stated that the line would cost, as based 
 on the levels of the survey, $40,000 per mile. The lengths of seven of 
 the principal trestles and bridges were also given, aggregating 2,400 feet, 
 at an estimated total cost of $31,500. It was subsequently made known 
 that a mistake had been made in the estimate, which should have been 
 $20,000 per mile. No details, upon which the estimate might have 
 been based, appear to have been furnished. The Charter included the 
 Construction of a " branch " from a point where the line touched Lake 
 Ainslie, to VVhycocomagh. No survey has been made by the company 
 of this branch. Owing to non-compliance with the necessary conditions 
 a Dominion (Government subsidy was not granted. 
 
 9. There subsequently appears to have been some disorganization 
 and reconstruction of this Company. The representatives of the new 
 Corporation applied to the Municipal Council of Inverness, at its an- 
 nual meeting in January 1889, for a "Bonus." At a special meeting 
 of Council in May last, a resolution was passed granting a Bonus ot 
 
$too,ooo on condition of the acceptance by the Provincial (ioverntnent 
 ol the neces-^ary security for the grant of a subsidy. 'I'he Hne was to 
 begin at Port Hastings, and to be constructed to Uroad Cove, and if 
 not extended to Cheticam|), the half of the Bonus (which could all be 
 drawn by that time) was to remain as the first hen on the Compan^''s 
 property. During last summer, construction was commenced at Port 
 Hastings, and carried on over about 15 miles along the Coast, the work 
 being limited to banks and cuttings, and the Line being " located,'' 
 apparently, a little in advancee of the earthworks, beyond which, it is 
 supposed, no further "location" has been made. The original Com. 
 pany appear to have obtainted a grant for the " Right of Way," from 
 the Municipality, whether with or without conditions is not known. 
 Neither the first nor the second Corporation have succeeded in obtain- 
 ing a subsidy from either Dominion or Provincial Governments. The 
 Municipality appointed an Appraiser, who valued property as it was 
 entered on by the constructors. The work has been stopped since the 
 beginning of winter. 
 
 10. That portion of the line between Port Haw ^ ^''bury and ,V';,';;:[,\\;^^^^^^^^^^^ 
 Hastings will be very cosily, if carried alo:.T;, or near the water's edge- li"" '"twci^n 
 A proposal has been made to take a line at the back of Port Hawkes- ''""•.v.-»ia Port 
 
 Hastings. 
 
 bury, but, besides being impracticable from the nature of the ground 
 its situation would be inconvenient. Two trestles, 800 feet and 1000 
 feet long are estimated at $18,000. A junction would have to be effect- 
 ed with the Cape Breton Railway, by curving ,ound the head of Ship 
 Harbour. The difificulties over this portion have, so far, had the effect 
 of the company not taking up this part of the line, with the apparent 
 intention of making Port Hastings the Terminal Shipping Port on the 
 Straits of Canso, and depending upon a P'erry Service to making a con- 
 nection with the Intercolonial Railway across the Straits at Port Mul- 
 grave. As compared with Ship Harbour, (Port Hawkesbury,) the 
 accommodation at Port Hastings for loading and unloading is very 
 small. The triangular Ferry Service existing at present across the 
 Straits will be discontinued on the opening of the Cape Breton Railway 
 which will carry all but the mail to the North. This, with more benefit 
 to the public, can be brought on from Port Hastings to Point Tuppcr 
 and cross with the other mails. 
 
 11. From Port Hastings north, along the coast, the construction p*""* Hastings to 
 
 _ r 1 1 . . . . Port Hood. 
 
 may prove of a moderately easy nature, though protection will be needed 
 in places, from the sea. There is, however, only a very narrow strip of 
 country between the shore and the foot of the Craignish Hills, where 
 they do not run down directly to it. There is some fishing, but little 
 agriculture. Twenty miles farther to the north, the country widens out 
 more. Port Hood, the county town is about 30 miles from Port Hast- 
 ings. Here, at one time there was a fine harbour, which was destroyed. 
 
Port Hood to 
 Lake Alnslcc. 
 
 partly by storms making a brcarh through the low isthmus connecting 
 Port Hood Island v/ith the mainland, and partly hy fishermen hauling 
 their boats through it. Subsequent neglect has made its repair almost 
 an impossibility from the i)robable great cost. Still, in fine weather, 
 steamers and other vessels call there during the season of navigation. 
 
 12. It has bccni projKJsed, instead of crossing into the valley of 
 the South-west Mabou Kiver, to continue the Line along the shore to the 
 mouth of Mabou Harbour, crossing it there, and turning inland, for a 
 mile or two, to follow the valley of the North-east Mabou river to its 
 head, passing by Black Glen, into the valley of Black River, there re- 
 joining the Survey Line. This proi)osal indicates that unfavourable 
 ground has been met with on the line, after leaving Port Hood. 
 This is due principally, to the great differences in Jieight of the 
 ridges and valleys which have to be crossed. No survey of this 
 proposed alternative line has been made, and, therefore, no conclu- 
 sion can be come to is to its practicability. It would approach nearer 
 to the Coal Mine at Cape Mabou. 
 
 13. At the mouth of Black River, about 51 miles from Port 
 MSi'ree. '"*■ ^" Hawkesbuty, the line reached Lake Ainslie. It is from this poi it 
 
 that the " branch " Ime to VVhycocomagh is to start. The Line was 
 continued northerly to the end of the Lake, and then passed down 
 into the valley of Big liiver, as before stated. This portion is com- 
 mon to both Surveys, to this one, and that lor the Orangedale Line to 
 be described farther on. It is from where the line leaves the valley 
 of Big River to South-west Margaree that the greatest difficulty in the 
 Route occurs. The distance by road is about 1 2 miles. About half way to 
 Broad Cove Marsh the face of the, mountain has to be followed. 
 This is intersected by deep valleys and gorges, stretching fir inland 
 necessitating a circuitous alignment and heavy earthworks. From Broad 
 Cove Marsh to South-west M u-garee, the line would be more direct, and 
 probably lighter in character, but the gradients would be undulating and 
 steep, and the summit would have to be crossed at a considerable eleva- 
 tion above the Sea. It will pro[)ably require more surveys before it can 
 be decided whether a practicable line can be obtained along this Route 
 or not. The remainder of the country from South-west Margaree to Mar- 
 garee Harbour and Cheticamp will be described farther on. 
 
 Lake Ainaleo via 
 Brond Oovo 
 
 Character and 
 aims of tie en 
 terprUe. 
 
 "TERMINAL CITY" PROJECT. 
 
 14. In connection with Cariboo Cove as a winter harbour, it is 
 necessary, in this report, to allude to an enterprise started by some 
 American capitalists a short time ago. Their association is known as 
 the " Terminal City " Co. or some such name, and their intention is to 
 establish two harbours, one on each side of the Straits of Canso, at its 
 southern extremity, these being supposed to be always free from ice. 
 
The one on the mainland of Nova Scotia is to be connected with the 
 Intercolonial or other railway system, and a line has been surveyed 
 from Port Mulgrave along the shore to this point, which, it is designedt 
 is to be the (Ireat Kastern Shipjiing Port of North America for Trans- 
 atlantic traffic. The purpose of the harbour at Clariboo Cove is that 
 Transatlantic steamships may be able to take their coal there, to be 
 conveyed, at any rate during the winter, by railway from the different 
 coal mines in the Island. A line for a railway has been surveyed by 
 this Company from Cariboo Cove northerly to some point on the Cape 
 Breton Railway about three miles east from the Straits of Canso, and it 
 has also purchased a largo extent of land round the Cove, and in the 
 neighborhood of the Richmond Coal Mines. 
 
 orangp:i)ale to broad cove. 
 
 15. Having become part proprietor of the Broad Cove Coal Field 
 as far back as 1869, and having lately obtained control of the principal 
 part of these Coal Areas, and also possessing a Charter from tlie Provin- 
 cial Government (known as the Inverness and Victoria Railway Charter, 
 to survey and construct a line of railway from Orangedale on the Cape 
 Breton Railway, via Whycocomagh. to Broad Cove and Cheticainp, you 
 made arrangements last summer for the necessary Instrumental Survey. 
 No survey had previously been made from Orangedale to the head of 
 Whycocomagh Bay, about four or five miles, but from this north along 
 the route now intended to be followed, a survey had been made by Mr, 
 W. H. Tremaine, C. E, in 1875, ^(^^ the Provincial Government, from 
 Broad Cove or somewhere near the Mines, ( half a mile from and]i4o 
 feet above the Sea) via Whycocomagh, to the Straits of Canso. 
 
 16. The Survey carried out last summer has been an exhaustive General descrip- 
 one, as it e-.ibraces some alternative portions as well as a set of cross IXwed.'" '^''"**' 
 levels, from which can be closely determined the best position for the 
 
 final location. Theroute followed is from Orangedale Station on the Cape 
 Breton Railway to the head of Whycocomagh Bay, thence keeping near 
 the water's edge to the Indian settlement near Whycocomagh, and con. 
 tinning north, crossing Skye River a li tie above that village, the line will 
 be close to its left, or east bank, all the way through Skye Glen. About 
 the i6th mile the line turns to the right, up the gorge of McQuarrie's 
 Brook, which it follows for about a mile, and thence running easterly and 
 northerly it reaches the head of Hay River valley, which it follows to 
 the shores of Lake Ainslie about the 23rd mile. The Lake shore is fol- 
 lowed round the foot of Mount Young and past the mouth of Black River 
 to its extreme north end, which is known as Loch Ban, near the 29th 
 mile. Thence, through a depression in the Lake Basin, 'it passes down 
 into the valley of Big River, and entering the gorge of the river near the 
 23rd mile, it continues along the side of the steep bank to near the Sea 
 shore, where it crosses the stream, a total distance of nearly 34 miles. 
 
8 
 
 Character of the 
 work from 
 
 1 7. Between Orangedale and the head of Whycoconiagh bay, a 
 uTsuumut.^'ir ''^g^ '°° ^<^'^t ^^ove the Sea Level has to be crossed. The gradients 
 miles, will be, in two or three places, from 50 to 70 feet to the mile. There 
 
 are some cuttings and banks, one cutting being 20 feet deep for some dis- 
 tance. With one exception thi^ is the deepest, fhere will be only 
 three, or four small bridges, besides eight or ten small culverts in this 
 distance of about four miles. Beyond this along the head of the Bay, 
 there may be a little rock, and some protection will be required, as the 
 line, in one or two places, will be partly in the water. Up to the 8th 
 mile the line will be nearly level. The bridging will be, if an j thing, 
 less than in the first four miles. At the 8th rnile Skye River will be 
 crossed. This will be the largest structure on the Line. The span for 
 the main channel will require to be 100 feet, and some extra water way 
 should be left, to pass the spring floods. From this on to Indian Rear 
 i>4 miles farther, the work will be light, (except for some little protec- 
 tion, in pjaces, from the river) d the rise about 25 feet to the mile. 
 One or two culverts will be required. From Indian Rear to Mc- 
 Quarrie's Brook, 6^4 miles farther on, the average rise will be about 16 
 feet to the mile, with very little earthwork and a few small bridges. 
 Through McQuarrie's gorge, a maximum gradient of 80 feec to the mile 
 will be necessary for about i/s miles. The object of going up this 
 brook is to shorten the Line by about two miles, instead of going round 
 by Brook Village. There will be some rock, much of it loose and easily 
 moved. There is a sandstone quarry of excellent building stone close by, 
 which has been worked a little. Here is the highest point on the line, 
 about 260 feet above the Sea, al);iut the 17th mile. 
 From the Sum- i8. From the Summit to Lake AinsUe about 6 miles, there will be 
 
 nut to the tip of ' 
 
 tiifi descent to a dcsccHt of about 30 fcct and a rise of it; feet in a distance of 2 miles 
 
 tlie mmes at '20i "^ 
 
 miles. and in the next 2 miles about 40ft. descent down Hay River valley. There 
 
 will be little bank or cutting and only a few small culverts. At the 21st 
 iiiile a deep cutting of about 30 ft. at its highest point, will be required to 
 cross a projecting ridge. Beyond this, to where the Lake shore is 
 reached at the 23rd mile, the line will be nearly level, and the work 
 light. Round the shore of the Lake, in some places the bank is steep, 
 necessitating some side cutting. The Line will be undulating a little, 
 the gradients being about 20 feet to the mile, at a height of from 10 feet 
 to 30 feet above the level of the Lake, as far as the 27th mile. Here is 
 the crossing of Bhck River where the Survey for the Inverness & Rich- 
 mond Railway reaches Lake Ainslie, at the 51st mile from Port Hawkes- 
 bury. A bridge of 50 feet opening or less, will be required here. The 
 ground is meadow, overlying a deposit of soft mud, of from two feet to 
 six feet in depth, below which appears to be hard sand. Black River 
 is subject to overflow, and spreads over a considerable width during 
 floods. There is only one stream of consequence near the 25th 
 
9 
 
 4}( miles. 
 
 rhe heiffht Doscent to the 
 
 In order ''ii'ti;'" of 
 
 liroaclies. 
 
 ap- 
 
 mile which will reqiiiie a small bridge. Except this, in the last four 
 miles a few small culverts only are wanted. Following the shore 
 northerly for ij/z miles the north end of the Lake is reached. No work 
 of consequence will be required over this portion. For another mile, by 
 keeping at about lo feet above the lake, the line will be level to the 
 point where begins the descent to the Sea. 
 
 19. The distance to the Shore is about 
 above the Sea, 200 feet. A descent of 180 feet is required. 
 to obtain the easiest gradient, it is necessary to have a uniform one 
 throughout the whole distance. As, however, it will be advisable to 
 have a station about half way down, the gradient will be divided into two 
 portions. This will give a descent of about 50 feet to the mile, with 
 }^ a mile of level between and j^ mile at the foot. This is the best 
 that can be done. To secure this it became necessary to follow the 
 gorge which Big River has formed in the last two miles or so of its course- 
 Over this portion, some sharp curves will have to be used and as the side- 
 hil! is, in some places, almost precipitous, rising above the bed of the 
 river 150 feet to 200 feet, some heavy cutting will be necessary. The 
 surface is covered with loose blocks of a coarse yellow sandstone, 
 extremely friable. The indications are that deeper down it will be 
 found harder, but, as in this case, it is likely to yield excellent building 
 stone (some of the same stone being now quarried close by,) much of 
 it may be utilised profitably. The bridge near the mouth of the river 
 will be about 50 feet in span, and 20 feet above the water surface. 
 Beyond this, to the sites of the shafts there will be very little work. A 
 line was run and levelled over from the bridge site, up the small stream 
 which joins Big River at its mouth, as far as the Post Road about i }( 
 miles distant. This point is the same height as Lake Ainslie, and, if 
 anything, farther away from it than the Mines are. The ascent would 
 be nearly 140 feet to the mile. There appears to be no other prac- 
 ticable approach except by the gorge of Big River. 
 
 20. The heaviest works on the Line are as follows: — A cutting, 20 Miiximum works 
 
 "' on the hue arc^ 
 
 to 25 feet in greatest depth, and 1,000 feet long, near the head of few. 
 Whycocomagh Bay; a bridge across Skye River 100 feet span, with 
 flood openings ; some rock cutting for about a quarter of a mile through 
 McQuarrie's gorge ; a cutting 30 feet deep at the top and sloping off 
 to a base of 700 or 800 feet in length, at the 2Tst mile ; side-hill woik 
 in the gorge of Big River for about two miles, of which half a mile may be 
 nearly solid rock. It has been described where the few steep gradients 
 are, ana besides the other two bridges at Black Rive" and Big Riven 
 which will not exceed spans of 50 feet each, the rest will be small 
 bridges under 20 feet span, and small culverts. The soil is generally a 
 light clay or clean gravel easily moved. There will be probably tight 
 stations required at an average aij^ance apart of from four to five miles. 
 Also about twenty or twenty-five public road crossings. 
 
10 
 
 A!temativ( line 
 crossinytlioNar- 
 rows of Lake 
 Aiiisleo. 
 
 21. With reference to a possible extension to the north, and also, 
 as an alternative line towards the mines, a line of soundings was taken 
 across the Narrows of the Lake opposite 24'y^ miles. The Survey was 
 made continuous and the east side of the Lake was followed, md the 
 Line joined again with the one by the west side of the Lake at 29I/2 
 miles. Two sandy points run out a little way from the line of the shore 
 on each side. They are not quite opposite each other. The width 
 across from point to point is about ^ of a mile. The bottom gradually 
 slopes down from each side to a depth of 14 or 15 feet. The deepest 
 part is about 1,000 feet or less from east shore. The bottom is hard. 
 There would be a saving in length to the Mines by this line of prob.-i.bly 
 half a mile. The saving in distance to the north would be about 4}^ 
 miles, as comparad with a line by Broad Cove Marsh. 
 
 Exploration — 
 Chetioanip to S. 
 W. Marguree. 
 
 a. VT. MarBare. 
 to I,al<e Ainslcc 
 Two alteniativi 
 ronteii . 
 
 EXTENSION TO CHETICAMP. 
 
 22. In company with yourself I examined the country from Cheti- 
 camp to the Broad Cove Mines, and also to the Outlet of Lake Ainslie, 
 and along its north shore to Loch Ban. The distance from Cneticamp 
 to Margaree Harbour is about 14 miles. A fine strip of country, about 
 i]4 miles in width, lies between the foot of the range of hiPs (which 
 are here from 1,200 to 1,300 feet above sea level) and the shore. The 
 construction of this portion would not be expensive. From Margaree 
 Harbour to Margaree Forks, a distance of about 8 miles, the line might 
 be taken on either side of the river. The construction over this would 
 be a little more expensive, chiefly from bridging the side streams and some 
 side-hill work. If taken up the left, or west, bank a bridge would be 
 required at the mouth of the river where the village of Maigaree Har- 
 bour is. This would be necessary if a line is to be taken to Chimney 
 Corner. At the Forks, according as one side or other of the main 
 river is taken, either the South-west or the North-east branch will require 
 to be crossed. From Margaree Forks to South-west Margaree, a distance 
 of about five miles, there would be no difficulty of any kind, and the 
 construction would probably be light. 
 
 23. It has been staled that between Broad Cove Mines and South- 
 west Margaree, via Broad Cove Marsh, a distance of about 12 miles by 
 the Post Road, the country was a difficult one for a railway line. In 
 view of this I proposed an alternative line by the Outlet, if possible to 
 cross the Lake at the Narrows. The result of my examination of these 
 two routes leads me lo the opinion that the " Marsh " route would 
 p'-ove very expensive and entail heavy gradients, as well as wide detours 
 round the valleys and ridges. By the " Outlet " the four miles between 
 that point and the Lake present no difficulty. To follow the river down, 
 may involve one or two crossings of ihat stream, as it winds about from 
 one side to the other of a wide meadow, and the banks, in places, are 
 
11 
 
 high and precipitous. Except fo. this, the Line, which would be about 
 seven miles to South-west Margaree, would be a very favourable one, with 
 light work, and a descending gradient of, probably, from 12 to 15 feet to 
 the mile, which is about the rate of declivity of the river. This route 
 would be also more central, besides its greater directness to the North. 
 
 24. Chelicamp Harbour is about three miles long and from 1,000 4,.i^.g!j™^^i,ar. 
 feet to 1,500 feet wide, with deep water close along both sides. A bar ''"''^• 
 exists at the mouth, but a channel has been dredged by Government 
 and steamers enter without difficulty, and discharge and load at the 
 wharf at " Eastern Harbour." The channel can easily be widened if 
 necessary, as the bottom is said to consist of soft mud and sand. 
 Cheticamp Island, which rises to a height of about 150 feet above the 
 water along nearly its whole length, affords complete shelter to the 
 harbour. At its south end, which is connected with the mainland by a 
 wide gravel- beach, is situated the fishery establishment of Charles 
 Robins &: Co., of Jersey, whose operations have been carried on there for 
 more than 100 years. Here, vessels load, unload, and ride at anchor 
 outside the harbour during the season of navigation, except in severe 
 storms. Margaree Harbour has, ordinarily, not more than five ,0 eight 
 feet of water over the bar, and owing to the sluggish flow of the river 
 for some distance above its mouth, and the exposed condition of the 
 place to the Gulf storms, it is not likely that a good harbour can ever be 
 made there for large vessels. 
 
 COMPARISON OF ROUTES. 
 
 25. There being much difference of opinion with respect to the best ^;;^^,';f,iff„^''^f 
 route to adopt for a railway line to Northern Inverness, it will be neces- two routes, 
 sary, in order to demonstrate which that is, to make a comparison, as 
 
 far as that can be fiurly done, between the two principal ones that have 
 been proposed and surveyed recently, viz : the "Coast" line, from the 
 Straits of Canso, via Port Hood, and the "Orangedale" line, from that 
 station on the Cape Breton Railway, via Whycocomagh, both reaching 
 Lake Ainslie, and extending on to Margaree and Cheticamp. 
 
 26. The reasons urged for the adoption ot the Coastline were, ^^^;,;;^;;;^*^J,^""- 
 mainly, two. The ist., "that forty miles of it, from Port Hood coal mines coust lino. 
 
 to Chimney Corner coal mines, run along the best coal areas in Cape 
 Breton;" the 2nd., " that it would relieve the Dominion Government of 
 the responsibility of constructing piers and making artificial harbours, 
 which, without the railway, are indispensably necessary to develop the 
 vast resources of the County of Inverness." 
 
 27. The line surveyed for this Railway, passed c'ose to the Mine at ?;!'",.^,;",7,^f",f 
 Port Hood. It was not within seven miles of the Cape Mabou Coal ;;;'*, ,^J,^[^'_« *■""•• 
 Mine, the next Coal Area to the North, though an alternative line pro- 
 posed, crossing the mouth of Mabou Harbour, may there bring it within 
 
12 
 
 Enginccriii;; re^ 
 i|niiemciits on 
 coast line. 
 
 three miles, from which it may be possible to build a branch to the 
 Mine. The Broad Cove Coal l'"ield, by far the most important of the 
 four Areas, was passed 'jy on the Si'rvey at a distance of one and one- 
 fourth miles, and at an elevation of 200 feet above the Sea, close by 
 which they are situated. No attempt was made to reach them, either 
 by a practicable approach or otherwise. The Survey terminated at the 
 north side of Margarec Harbour. To reach Chimney Corner Coai 
 Mine, the harbour would have to be crossed at its mouth, and a line 
 carried along the Sea-shore in a southerly direction for a distance of 
 about five and a half miles. How practicable or costly this may be, is 
 not known. It would appear, therefore, that to reach three out of the 
 four Coal Areas, " run along through 40 miles" by this Survey Line, it 
 will require three branches of the respective lengths of 7 or 3, 3, and 
 5^ miles, for which no surveys have been made, to ascertain if it is 
 practicable to reach each coal field, which 7vas the ostensible object of 
 the Survey. 
 
 28. As regards the engineering difficulties on the line surveyed: — 
 Between Port Hawkesbury and Port Hastings, four miles, two trestle 
 bridges are required, estimated at 1,000 feet and 800 feet respectively. 
 Between Port Hastings and Port Hood, 30 miles, much protection from 
 the sea, and a bridge of 100 feet span across Judiquo river. Between 
 Port Hood and Lake Ainslie, 17 miles, two bridges of 100 feet and 150 
 feet respectively. The country here appears so unfavourable, that an 
 alternative line, which will probably be from two to three miles longer, 
 has been proposed, though not surveyed. Beyond Lake Ainslie, via 
 Broad Cove Marsh, over a length of at least 12 miles, the work and 
 gradients are likely to be very heavy. 
 Position of tiifi 29. With respect to the position it will occupy, relatively to the 
 
 country which it is designed to serve, it runs for 35 and perhaps 40 
 miles, along the Gulf coast, with far more than half the distance, the 
 range of the Craignish Hills, rising immediately above it to a height of 
 700 or 800 feet above the sea and separating it from the best part of the 
 south of the county. From Port Hood or Mabou to Lake Ainslie) 
 though for the most part through a good agricultural country, the Line is 
 too far west to be centrally situated, and it therefore leaves the East un- 
 provided with railway facilities. From Lake Ainslie, via Broad Cove 
 marsh, to Southwest Margaree, it will not be in as central a position as 
 jj line following the river from the outlet of the lake. Beyond this 
 point, the nature and requirements of the country, and the object of 
 reaching Cheticamp, leave no room for further alternative proposals. 
 Ohjof t and light 30. The line from Orangedale to Broad Cove presents no difficult- 
 
 wo'ik'on the ics of any kind in an engineering way, except, perhaps, some rock and 
 li'ne!""*''''^'"'" side-hill work in the last two miles of the approach to the mines. It is 
 designed to go to these mines ; the survey was directed to that end ; 
 
i; 
 
 and was completed to them. Were there no other Coal Areas in the 
 County, the Broad Cove Field alone, would warrant a railway biing built 
 to open it up, at least when this can be d ine cheaply and in 34 miles. 
 The amount of work throughout is exceptionally light, especially in a 
 country like Cape Breton. 
 
 31. This Line will be situated in the very centre of the country, it^^^centrai posi- 
 It occupies the route travelled to the South and East, by the people of 
 the North. Every mile of it passes through a farming country, and 
 easy access can be obtained at all points, from any part of the country 
 on each side. It touches Lake Ainslie where it is navigable, which the 
 other line does not, thus bringing the country surrounding this magnifi- 
 cent sheet of water, within easy reach of the railway, and if it should 
 be found an advantage to cross the Narrows of the Lake to reach Broad 
 Cove Mines, it affords the most direct line, by four or five miles, to 
 Margaree and Cheticamp, as well as the most favourable in gradients 
 along the Lake to the Outlet, and descending thence with theriver. 
 
 GENERAL REMARKS. 
 7.2. Having described and comi^ared, more or less fully, the two ^^l';''.''"'' '"F *?"''■ 
 
 "J ^ ' ' /> ^ mitting opinions 
 
 routes for railways designed to open up this part of Cape Breton, I will 
 now submit to you my views with reference to their merits, and capabili- 
 ties of promoting its ultimate prosperity. My knowledge of the to[)0- 
 graphical features, and of the requirements and resources of the Island, 
 gained from two seasons' travelling, exploring and surveying (or possible 
 railway routes over a great part of it, may, perhaps, give my opinions ' 
 some weight. 
 
 •?-?. One of the principal arguments urged for the adoption of the Necessity of the 
 
 . / • , r>. , XT , " Central" route 
 
 " Central Route ( via the Grand Narrows, for the Cape Breton Rail- for the CapeBre- 
 
 \-r.r,iT !•! 1 ^1 toll railway. 
 
 way) m 1885 when I was engaged m the exploratory survey for that 
 route was, that it would, in the first place, supply direct railway com- 
 munication to the southern part of Inverness, and, in the second place, 
 make it possible to extend by way of Whycocomagh, to the northern 
 part of the county, which, in addition to its containing the finest and 
 most extensive agricultural districts in the Island, possessed Coal Fields 
 at Broad Cove, to open up which would insure the immediate future 
 development of the country. 
 
 t4. No where else can a branch Ime to the North be built. To the I''^''"'y '?"*« 
 
 ^^ for liraiich to 
 
 east of Whycocomagh stretch the waters of the Bras D'Or, and to the *'"' "'"■"'• 
 west, extends the range of the Craignish Hills as far as the Straits of 
 Canso. From this Mr. Tremaine's Survey it became known that, 
 between the Mines and Whycocomagh, the route presented no 
 ditificulties. Therefore, when the route for the Cape Breton Railway 
 was fixed upon, the construction of such a short and easy line to the 
 Mines, to open them up, became feasible. 
 
u 
 
 JoMtTiSo "pro!** 35- ^^ ^^'''^' •'*^"" ''^^'^''' ^'^'^ ''^'^•^ ^^^ project for the "Coast ' line 
 
 J*''*- took shape, by the formation of a Company, and tlic prosecution of an 
 
 Instrumental Survey. It was somewhat extensive, for, besides making 
 Cariboo Cove one Terminus, it was to be extended to the North as far 
 as Cheticamp, a total distance of about loo miles. Though both these 
 I'ermini could be reached just as easily by utilizing about 26 miles of the 
 Cape Breton Railway, it would appear that it was designed to make the 
 railway independent of, if not a competing one to, the Government 
 line. ,The only advantage it might be said to have over the other 
 route, was that it reached the Port Hood Coal Mine, a very unpromising 
 enterprise, and supplied the accommodation of a railway, along 35 miles 
 of coast to a narrow strip of country. On the other hand unless the 
 Company built its socalled " vVhycocomagh Branch," which has been put 
 entirely in the back-ground, no outlet to the east of the Island was provid- 
 ed. The Charter requires that a connection shall be made witn the Cape 
 Breton Railway at Hawkesbury. Owing to the costly nature of this j^art of 
 the line as far as Port Hastings, the Company which has begun construct- 
 ion evidently does not intend to undertake it. The two trestle-bridges 
 here are estimated to cost $ to a foot run. To be built ol steel they would 
 probably cost five times as much. Should this connection not be made, 
 the Charter would be forfeited. For the " branch" the Charter does not 
 ai^pear to provide for a connection with the Cape Breton Railway south 
 of Whycocomagh. 
 way System ™or 3^" ^ ^"^ Island of Cape Breton, though rich in mineral resources, 
 
 the Island. ■ ^^^ possessing a large area of excellent soil is, owing to its hilly nature 
 not capable of very rapid development. From its insular position and 
 deeply indented coast, whatever railways are built must necessarily be 
 local. The excejuion to this is the line of the Cape Breton Raihvay> 
 which, from its position through the centre of the Island, will form not 
 only its Main Line, but become part of the great trunk system of *^'.e 
 Dominion. In view of these conditions, and the costly nature of the 
 work, the Dominion- Government alone, could properly undertake its 
 construction The traffic is not likely to be very remunerative for some 
 years. Therefore, when the remainder of the Island can be fairly 
 reached by railways which will form branch lines and feedtvs to the 
 main line, these are the first that should be undertaken, especially if they 
 are easy to construct., and will best supply the wants of the countiy as well. 
 Comparative ^y. The " Orangedale " line will reach the Broad Cove Coal 
 
 luilciiges onboth ^' 
 
 'iiifs- Mines in 33 or 34 miles. The length required to be built by the 
 
 "Coast" line to the same poirit will be from 57 to 60 miles. The 
 cost of the former, per mile, is likely to be far below that of the latter. 
 The distance from Port Hawkesbury to Cheticamp via the " Coast ' 
 line has been variously stated at ico. and at 94 miles. Taking the latter 
 figure, and adding three miles for a branch to the Broad Cove Mines, 
 
 . 
 
16 
 
 r 
 
 and 27 miles from Black River to Orangcdalo, the total mileage will be 
 about 124 miles. I'o accomplish practically as much, t/te '■'■ Oraiigedale" 
 line will only involve ilu constinctiun of "/i miles, a difjcrence of j)j miles, 
 which would be a saving, at $20,000 a n)ile, of more than one million 
 dollars. Adding 29 miles, being the distance from Orangedale to Point 
 Tapper, by the Cape Breton Railway the comparative distances will be^ 
 approximately : — 
 
 From. To. By Coast Line. By Orangedale Line. 
 
 Point Tupi)er. B'd Cove Mines. 57 to 60. 63 
 
 " Cheticamp. 94 to 100. 93 
 
 Without the " Whycocomagh Branch," which might be extended to 
 Orangedale, seven or eight miles farther, that station could not be 
 reached by railway from Black River, under 80 miles, as against 27 
 direct, or a round of 53 miles. It is clear, therefore, that in this event 
 there will be no traffic from the North, destined for the East, over the 
 Cape Breton Railway, except what may be conveyed by horse power to 
 Orangedale. 
 
 38. It is assumed that the Inverness & Richmond Railway Co. ^''("iipTJor^njle-! 
 will build this Branch. The Company has not surveyed it yet; there is no iji'fjjit toUuM'ast 
 provision for it in the Municipal Resolution granting the Bonus, and as us weii as tiio 
 there is about 100 miles of "main line" of a more exjiensive character 
 to build, the pros}jects for the "branch" are not very good. Should it 
 be built — and it is clearly wanted first — it would be found to fully ac- 
 commodate the country as far as it may be built to the North — Broad 
 Cove and beyond — and the Coast line would be found of very little use. 
 The necessity of communication with the East cannot be disputed. It 
 has been the burden of the cry ot the people for years. It is the subject 
 lately of more than one editorial in the principal paper in Cape Breton* 
 proving it. It is the lately expressed opinion of a gentleman occupying 
 an important position in that part of Cape Breton, that the Island 
 could not compete in the Halifax market, with agricultural produce, 
 against Western Nova Scotia. For its sur[)lus produce, the eastern part 
 of the Island and Newfoundland will be its principal markets. The 
 "Orangedale" line, however, gives an outlet each way — to the West as 
 good as the "Copst" line. 
 
 xq. It would appear a reasonable conclusion to arrive at, that to Tiie un<eitaiti 
 
 , . ^ , . ' ' - ., . , ., . , , ' . (■(iiiditinr ot the 
 
 begm the construction of a railway of about 100 miles in length, with so const linnpniject 
 many difficulties ahead, and so many important points undecided, is umiof twocom- 
 imprudent, not to say reckless. A round sum per mile, viz. $40,000 •"""*'^" 
 was given as the estimate, " without information as to the data upon 
 which such estimate has been formed." The figure has been 
 considered "incredible." It has since been put down at $20,000, with- 
 out any data also, whilst "another estimate, different from the other two, 
 was provided for the Inverness & Richmond Railway Co." The Prcsi- 
 
 .^ij}iv.hKS ^ . - y T,:r^^7r:xr : ^ w c: p i !Mi !?' i n r J' 
 
k; 
 
 Tapping ttic 
 
 dent of this Company, under whose personal direction and supervision 
 the Survey was made, and who, though not an engineer, is believed to 
 be an experienced railway man, has characterized " the representations 
 of the Engineer as ridiculous," and remarks that $20,000 a mile would 
 build and stock the line. This system of "guessing" may do for an Kx- 
 ploratory Survey, but is scarcely commensurate with the cost of an In- 
 strumental one. The President above reterred to, who represents the 
 original Company, and who made the Survey, has been "ruled out," and 
 the new Corporation has located and broken ground over about 15 miles, 
 but has made no further surveys. It, however, secured on conditions, 
 the $100,000 County Bonus for a line from Port Hastings to Uroad Cove 
 and possibly Cheticamp. 
 
 40. In fact the whole project seems to be in a very incomplete and 
 if tiH'exTnsrof uncertain state, and those who advocate its construction are chiefly politi- 
 r'liiwa"^""'""'"' clans having little knowledge of the difficulties and cost of railway con- 
 struction. With this Line built, none of the traffic of Northern Cape 
 Breton will pass over the line of the Cape Breton Railway, txcept what 
 must go to the ICcist, in spite of having to "foot" it for 27 miles. It 
 scarcely justifies the great expenditure incurred for this magnificent 
 railway, if the bulk of the business of the Island, to open up which alone 
 it was built, is to be filched away from it in this manner. 
 
 I am, Sir, 
 
 Yours faithfully, 
 
 P K. HYNDMAN, 
 
 Engineer. 
 
 Orangedale to Broad Cove and Cheticamp Railway Survey.