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REPORT 
 
 ■'.,;. -VK] 
 
 s%!v;>iv, 
 
 '■"*■» 
 
 HtHHn^ 
 
 If 
 
 ON THE SURVEY r1^^^ 
 
 or THB 
 
 EUROPEAN AND NORTH AMERICAN 
 
 RAILWAY: 
 
 * 
 
 HADE XrNDtH tBS AtTTBORlTT OF THB 
 
 TTATE OF MAINE. 
 
 BY A. C. MOETON, 
 
 CITII. BHOINBia. 
 
 POBTLAND: 
 
 HAftMOIl AM9 WILLIAMS, PElNTIftS 
 
 1861. 
 
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3? 
 
 ENGINEER'S OFFICE,) 
 Portland, March 24th, 1851. ) 
 
 To His Excellency, 
 
 JOHN HUBBARD. 
 
 , * Crotemor of Maine. 
 
 Sm: 
 
 The appointment, which your Excellency was pleased to tender 
 me as Engineer, to make the preliminary survey of the European 
 and North American Railway, wp,8 received on the 29th day of 
 Augfust last, together with a copy of the Resolutions of the Legisla- 
 ture authorizing the survey. 
 
 I proceeded at once to make the necessary arrangements to carry 
 out the intentions of the Legislature with as little delay as possible. 
 
 On reference to the public archives of the State, it was ascertain- 
 ed that no definite information relative to the topogra{^y of the 
 country through which the proposed survey was to be made, could 
 be obtained. 
 
 No examination, to any considerable extent, had been made of 
 th&t portion of the State, between the Penobscot and St. Croix 
 Rivers, except those of a general character, made at an early period 
 in laying off townships, or subsequently attempted in determining 
 the limits of certain lumber districts. 
 
 The plans within my reach afforded only an approximate idea of 
 the position of the principal streams and lakes, as roughly laid down 
 
m^mmm^i^ 
 
 ^<«HPPHMI 
 
 by various persons at different periods, without concert of action or 
 unity of purpose. 
 
 With reference to the position and elevation of ranges of high 
 lands— H>r the general formation 'of the country — the fall ci streams 
 and the relative elevations of different waters — these plans were en- 
 tirely useless, and afforded no information of any value whatever. 
 
 The whole country between the Penobscot and the St. Croix, in 
 a direct line from Bangor towards St. John, was known to be « 
 wilderness, and its character, with reference to the facilities it would 
 afford for the construction of a railway, entirely unknown. 
 
 The character and extent of the comtry to be examined — the ad- 
 Tanced period of the year in which the service was to be performed 
 — the absolute necessity &r completing it before winter should set 
 in — and withal the limited amount of the appropriation, were can- 
 siderations which required the immediate and most eneigetic proae- 
 cution of the survey. 
 
 Undex these circumstances it was deemed advisabla ta place a 
 competent force in the field, ta insure its completion beyand a doubt 
 during the autumn; — and two efficient parties of Engmeen were 
 accordinf;l> organized on the 17th of September and directed to 
 commenco the survey simultaneously on the Penobacot and the St. 
 Croix, and advance into the interior until they riionld meet and 
 vnite their lines. 
 
 These parties were placed under the general superviMon of Mr. 
 B. T. Bailey, who was to pass back and forth between them, care- 
 fUlly exploring the country, and giving auch directions to the heads 
 of the parties, from time to time, as the nature of the ground should 
 require. 
 
 The Resolve of the Legislature required that the suivey should 
 be made "from the City of Bangor, crossing the Penobscot river 
 north of the Bangor and Brewer bridge, over the most practicable 
 
and direct route, in a line to the city of St. John in New Bruns- 
 wick, to the Eastern Boundary of the State, so as to connect there 
 with a railway to be constructed from said city of St. John, to said 
 Eastern Boundary." From the relative position of the coast and of 
 the two points named in the resolution, it was quite evident that a 
 direct line would pass through the interior near the head wateii« of 
 the various rivers betweeu the Penobscot and St. Croix. This 
 , course however could not be pursued by leaving the Penobscot near 
 Bangor, on account of the Brewer mountains, which have a north- 
 erly and southerly direction. 
 
 Thifl range of highlands however, falls off to the north, and this 
 hct plainly indicated that the most feasible point to leave the Pe- 
 nobscot valley, with a view to avoid these high grounds and to at- 
 tain a position east of them, which should be on the most direct 
 route to St John, would be either through the valley of the Great 
 Works or Sunkhaze streams. 
 
 This question cettled — another arose, which in the early part of 
 the survey caused some embarrassment. While the most direct 
 route, in Maine, towards a given point in the Province of 
 New Brunswick, a distance of 70 or dO mUerf east of the Boun- 
 dary, was to be pursued, another requurement was to be met, which 
 was — such an approach to the Boundary as would permit a junction 
 to be formed with a line to be extended from St. John to the same 
 point, by the most direct and feasible route in New Brunswick. In 
 the early stages of the survey of New Brunswick, a northern route 
 seemed to be the most feasible, if not the only practicable one, be- 
 tween St. John and the Boundary, in the direction of Bangor, and 
 this permitted an apimach to the Boundary at two points, to wit : 
 one at Calais or St Stef^ens, and the other at the mouth .'of Ca- 
 nons river, some 10 miles above Grand Falls. 
 
 The latter terminus being admitted, a material reduction of dis- 
 tance from that of the former was the result, and presented other 
 
 '4 
 
 
■?/■ 
 m 
 
 a 
 
 valuable considerations which could not bf disregarded so long a» 
 the idea of a Northern route in New Brunswick was entertained. 
 Under these circumstances, and in view of the limited appropria- 
 tion which at most would permit the survey of but one general 
 route, it appeared important that the line in Maine should occupy 
 a position which would permit a junction to be made at either or 
 both of the above mentioned points, coincident with the survey in 
 New Brunswick. In addition to these reasons, the northerly posi- 
 tion attained by the line passing north of the Brewer range of high- 
 lands, and the course of the streams and character of the country 
 as determined by the first exploration, afTorded strong grounds to 
 believe that a northerly route in Maine, passing near the Scoodic 
 Lakes, would not only meet the above requirements, but that it 
 would prove as direct and feasible as any other, if a northern route 
 in New Brunswick was adopted. It also possessed the additional 
 advantage of permitting two terminii at the Boundary, the greater 
 portion of the line being common to both. 
 
 Subsequently, the survey in New Brunswick was terminated <tt 
 St, Stephens, opposite Calais, while the observations and explora- 
 tions made in the progress of the survey, fully demonstrated the 
 feasibility of the route terminating at the mouth of Canouse river, 
 at a reduced distance as connected with the main Northern route in 
 New Brunswick. 
 
 The line in Maine vr&s therefore extended to Calais where a 
 junction was formed and oui explorations demonstrated correspond- 
 ing results as it regards the northern terminus at Canouse river, 
 there being a saving of distance on both sides of the Boundary. 
 
 The subsequent and unexpected examination of a main Southern 
 route from St John to Calais, somewhat modified this question and 
 induced further examinations on the American side of the Bound- 
 ary,, the results of which will be given in a subsequent part of this 
 report. 
 
^% Jt 
 
 It a{)pears proper here to allude thus to some of the causes which 
 influenced the adoption of a northerly route in the present survey, 
 inasmuch us those who became advocates of a more southern route 
 at a late date in the progress of the survey, seemed to think their 
 interests seriously jeopardized. So far from it, the adoption of that 
 oourse, has been the principal cause in promoting as full an ex- 
 ananation of a southerly route, both in New Brunswick and 
 Maine, as circumstances would permit, and although this has 
 not demonstrated the great superiority of one route over anoth- 
 er, in Maine, yet it has had a marked result in New Brunswick, 
 tending strongly to establish the fact that St. Stephens and Calais 
 are the most suiwible points in every respect for a junction of the 
 pro(H)sed lines. Further — that these points, whether the general 
 route as now surveyed in Maine, or a more southerly one should 
 finally be adopted, are on the most direct feasible route between the 
 cities of Bangor and St. John. 
 
 In determining on the plan of operation at the commencement of 
 the survey, it was deemed important if possible to pursue such a 
 course as would obtain the largest amount of useful information 
 connected with the great enterprise, with the limited means at hand; 
 and it is believed the result in r' sates that this, has in part, at least, 
 been accomplished. 
 
 With a larger appropriation and more time at our disposal, a 
 broader range would have been taken, and this probably would 
 have been attended with still more satisfactory results. 
 
 Under the circumstances however in which the survey was exe- 
 cuted, we were necessarily restricted to the simple object of de- 
 termining whether there was a practicable route from the Penobscot 
 to the St. Croix, on a generally direct course. 
 
 In accomplishing this service, the selection of a supposed practica- 
 ble route was to bo made at the outset, for from reasons before stated, 
 we could not retrace lines, much less survey a variety of routes. If 
 
after having surveyed a large portion of the distance, obstacles of 
 80 formidable a character were unexpectedly encountered as to re- 
 quire an abandonment of the route, no remedy would be left, a* the 
 appropriation wuiUd have been exhaiuted and the season closed. On 
 this account, the difHculties of the service were much increased, 
 and tae extent of wilderness country to be exaini<ied, together with 
 the prevailing want of information with regard to the geography of 
 this secluded district, rendered the most careful and laborious ex- 
 plorations indispensable. 
 
 GENERAL TOPOGRAPHICAL VIEW. 
 
 The distinguishing cliaracteristics of the topography of the State 
 of Maine, are its extended coast, its noble harbors and rivers, its i-u- 
 merous isolated mountain peaks, and its beautiflil lakes, pic- 
 turesquely scattered over every portion of its 8urfiu:e. 
 
 All that portion of it, east of the Penobscot, is strongly marked 
 by these prominent features. Numerous and valuable streams hav- 
 ing their sources generally in \he Lakes of the interior, traverse this 
 district of country in various directions, the greater number howev- 
 er tending directly to the coast, while others by a circuitous course 
 running easterly and westerly, finally reach the ocean through the 
 Penobscot and St. Croix rivers. 
 
 Nearly the whole of this district of the State, is of the granite 
 formation and the most irregular and broken portion of it is along 
 the coast. As you recede from the coast, the surface of the country 
 becomes more uniform; the hills fall off and gradually unite with 
 the more elevated table lands. 
 
 That portion of this district of country lying to the north of a 
 line drawn be^veen the cities of Bangor and St. John, and embrac- 
 ing a region of 20 to 26 miles in breadth, extending from the Pe- 
 nobscot to the St. Croix, includes the head waters of nearly all the 
 
streams flowing southerly to the ocr /i, but it is more properly the 
 Basin of the Schoodit: Lakes. The waters of theoe lakes extend 
 from the Eastern Boundary of the State to a point about midway 
 between the St. Croix and the Penobscot. 
 
 During freshets, these* waters commingle with those of the Pe- 
 nobscot, and ranoes can pass from one river to the other, a distance 
 of over 70 miles without portage. Although this basin lies consid- 
 embly north of a direct line to St. John, yet its position and gener- 
 al features are such as to give it strong claims for consideration in 
 the selection of a route for a line of communication to the Eastern 
 Boundary. 
 
 If we extend our observation along the southern border of this strip 
 of country, we find that althou§^ it includes the elevated country, 
 dividing the waters flowing North and South, yet with th. excep- 
 tion of the Brewer hills near the Penobscot, there are nocontinuor.s 
 ranges of highlands between the streams running transversely to 
 our course or otherwise, which interpose obstacles of any moment. 
 In fact, we may apply this remark to the whole strip of country 
 above referred to, for nowhere within its limits, are distinct moun- 
 tain ranges to be found. There are however, occasionally smaW 
 groups or isolated peaks of considerable elevation, yet they are 
 more regular in their outlines than those along the coast, and are 
 seldom of a precipitous or Alpine character. 
 
 Approaching the St. Crcix, south of the Schoodic Lakes, the 
 country is more irregular than that in the vicinity of the Penob- 
 scot, and the high grounds are often covered with a hard woo'' 
 growth and are susceptible of tillage. 
 
 The country south of a direct line between Bangor and St. John, 
 assumes a different character. The streams are larger, the valleys 
 deeper, and the intervening ridges are elevated, precipitous and 
 rocky. The general surfiuse of the country is irregular and broken, 
 with no extended table Innd, pktins, or valleys which would facilitate 
 the construction of a Railway at reasonable expense. 
 
 ifi .. Jfj 
 
10 
 
 \ 
 
 t. 
 
 The lumber of this jjortion of the country is principally removed 
 and the soil is of a less fertile character than that north of this line. 
 
 ExamininjT more minutely the topography of the district which 
 was more particularly our field of observation, we find that in a di- 
 rect line from Bangor towards St. John, the Brewer hills would 
 present au obstacle of a somewhat formidable character. A few 
 miles above Bangor we find that several streams enter the Penob- 
 scot from the east, having tnnied the northern flank of these hills, 
 and opened by thi-ir valleys a tolerably direct and favorable means 
 of reaching the interior without encoujitf ring this obstacle. 
 
 The more southerly of tliem, the Sunkhaze and Great Works 
 streams, early int^icated that a line of survey in an easterly direction 
 would naturally fall into one of these valleys. 
 
 Further up the Penobscot, the Olammon and Passadumkeag 
 rivers enter from the east, the latter being a large and valuable 
 stream having its source near the ScIkkhUc waters. The northerly 
 position of tiic latter two rivers rendered them unavailable for the 
 purpose of the present snrvpy, having reference to a direct route 
 easterly, but they clearly indicated the general slopes and tendency of 
 the drainage of the coimtry innnediately west of the Schoodic waters. 
 
 The head waters of the Sunkhaze and Great Works streams "in* 
 terlock" with some of the tributaries of Union river, which runs 
 southerly and nearly jjarallel with the Penobscot, to the Ocean. 
 The extreme source of Union river is in township No. 40, near Ni- 
 catous Lake, from which point it has a westerly direction through 
 this and township No. 39. Nicatous Lake is situated partly in 
 townships No. 40 and 41, and is of considerable extent, covering 
 some eight square miles. Its outlet runs north, and forms one of 
 the sources of the Pas-sadumkeag river. About midway of this 
 Lake, are the "Narrows" which are formed by a point of land ex- 
 tending out into the Lake till it nearly reaches the western .shore, 
 thus reducing its width from two miles to three hundred feet. 
 
a 
 
 This lake occupies a position transversely to the course which 
 would be followed by any survey from the Penobscot towards the 
 Eastern Boundary of the State, and the peculiar feature above re- 
 ferred to, offers the means of crossing it at moderate expense. 
 
 The largest inlet of this lake is on the east side, and near the 
 point of land forming the narrows, which with its tributary', Freese 
 brook, forms a valley extending in an easterly direction nearly to the 
 waters of the East branch of the Machias river. Another stream 
 enters the south end of the Lake, which has its rise in a small pond 
 in township number 39'where there are several other small sheets 
 of water known as the Sabio Lakes, which form the sources of tlie 
 west branch of Machias river flowing south easterly. 
 
 The east branch Machias river forms a singular feature in the 
 topography of the country. It has its source in five lakes, four of 
 which are situated at the four comers of township No. 42. These 
 lakes are known by their numbers, coiumencing with the most 
 southern which is called "First Lake." 
 
 Fifth Lake is situated at the south west comer of the to\vnship 
 and its outlet runs north to the north-western i.omer where it enters 
 Fourth Lake, thence the outlet of this lake runs east till it enters 
 Third Lake. This is the largest of these lakes, and is about six 
 miles in length and from one half to three fourths of a mile in 
 width. Its outlet nms nearly south, passing through the two re- 
 maining lakes, which are of less extent, thence bearing south-east- 
 erly, reaches the ocean in a distance of some 30 miles. These 
 lakes, with their connecting streams nearly surround township imm« 
 ber 42, and their waters run to almost every point of the compass. 
 The ground <Miclosed by these waters is elevated and broken, two 
 points rising to a considerable elevation and cover the larger por- 
 tion of the township. There is a valley between these elevated 
 peaks, the greatest elevation of which is 370 feet above tide water. 
 These lakes vary in elevation from 275 feet to 380 feet above tide 
 
12 
 
 and at their extreme northern bend approach very near to the 
 Schoodic waters. 
 
 The latter waters are known u tider the general appellation of 
 •'Schoodic Lakes," yet all have their particular n»».me8 ; the princi- 
 pal cf which are Genesegamagum and Grand Lakes. The latter 
 is some 80 or 100 feet above the former, and its outlet, which is 
 from two to three miles in length, is known as Grand lake stream. 
 
 Lake Genesegamagum is about 200 feet above tide, is some ten 
 miles in length and two to four miles in width. Taking the Schoodic 
 Lakes together it is probable that they cover an area of 100 square 
 miles. Further east and south, there are Princeton, Meddybemps, 
 Chain Lakes and numerous others which are mostly the sources of 
 rivers ruaning southerly. 
 
 The valley of the St. Croix is bordered on the New Brunswick 
 side by elevated grounds. There are however, two streams of con- 
 siderable size which break through these grounds, one of which en- 
 ters the St. Croix at St. Stephens, and is Imown as Dennis' stream, 
 and the other, Canouse river, running more westerly, unites with 
 the St. Croix about ten miles above Grand Falls. The mouths of 
 these streams are referred to as points of some importance as will 
 be seen hereafter. 
 
 The St. Croix is a large river and on account of tlie character 
 of its sources and its ntimerous falls as it approaches tide 
 water is unusually ^tiluable as furnishing great manufacturing fa- 
 cilities. Besides its importance in this respect, it assumes a prom- 
 inent position from its constituting the Boundary between the Uni- 
 ted States and the Province of New Brunswick. 
 
 DESCRIPTION OF THE LINE. - 
 
 That part of the route between Bangor and Oldtown having been 
 carefully surveyed and the results published, it did not appear im- 
 portant for the present purpose, that this should be resurveyed. 
 
13 
 
 I have therefore deemed it unnecessary to do more than to present 
 such general information relative to the feasibility of this part of the 
 route, as may be gathered from the puUished report of that survey. 
 
 The distance from the city of Bangor to Milfoid, opposite Old- 
 town, is 13 miles. The line follows the west side of the valley of 
 the Penobscot for the whole distance, and is generally found to be 
 iavorable. .;.>,- ::-.■ ■■-. •! r *. .; 
 
 At a place known as Thompson's Point, four miles from Bangor, 
 the Penobscot river makes a circuit southward, thence it sweeps 
 around westerly till it reaches the "Red Bridge." Two lines have 
 been surveyed from this point, one follovring the windings of the 
 river and the other by a more direct course avoids the bend in the 
 river, and saves three fourths of a mile in distance. Following the 
 river from Bangor to Oldtown and Milford, the grades are either 
 level cr descending, in the direction of Bangor, for the whole dis- 
 tance, and no grade exceeds twenty-five feet per mile. Following 
 the interior route there wiU be one gradient of 41 feet per mile for 
 8 distance of one and three fourths miles, ascending in the direc- 
 tion of Oldtown, and one of ten feet per mile ascending in the 
 opposite direction. On the remaining portion of the distance, the 
 grades coincide with the other line. 
 
 In view <^ the general character of other portions of the route 
 between the Penobscot and the St. Croix, and the important saving 
 in distance efllected by the interior route, it is probable that on a 
 more full examination it will be found preferable, and in making np 
 the distance from Bangor to Milford, this line has been adopted. 
 
 The cost of this portion of the line will probably be above the 
 average, in consequence of the irregularity of the grounds bordering 
 the river, and the necessity of building massive protection wall at 
 various points, and the greater extent of bridging. 
 
 The point selected for crossing the river at Milford, is in every 
 respect favorable. 
 
14 
 
 In leaving the valley of the Penobscot, two routes present them- 
 selves, one through the valley of the Sunkhaze, and the other 
 through the valley of the Great Works stream. These routes would 
 not probably \mite until they reach Union river. 
 
 In this as well as all other similar questions of routes which sub- 
 sequently presented themselves for consideration, we were governed 
 in making a selectio. , by the greater probability of success as indi- 
 cated by the size and position of the streams traversing the country. 
 The Sunkhaze being a larger stream than the Great works, and 
 penetrating further into the interior, its sources nearly reaching 
 those of Dead stream, a tributary of Union river, running easterly, 
 seemed to point it out as a route affording greater hopes for suc- 
 cess in the trial line which could only be run at this time, and it 
 was accordingly adopted. It was ascertained by explorations that 
 favorable grounds in the direction of the head waters of the Sunk- 
 haze, would permit the line to leave the Penobscot nearly opposite 
 Oldtown and not approaching very near the former stream, except 
 at one point till it was crossed in township Number 32, a distance 
 of about 8 miles from the Penobs^^ot. 
 
 The surA-ey was commenced at the village of Milford, and fol- 
 lowing near the river for about half a mile, in order to pass some 
 high ground in its immediate vicinity, thence curving easterly it 
 leaves the river and bears nearly east on a straight line, for 6 miles, 
 to the crossing of Birch stieam, a tributary to the Sunkhaze. This 
 stream, at the point of crossing, is derated considerably above the 
 immediate country crossed by the line. In approaching it a heath is 
 crossed of about one and one half miles in extent, on the easterly 
 side of which the ground rises rather abruptly to an elevation above 
 it of 65 feet, which forms the western bank of this stream. 
 
 There is some curvature required in crossing it, after which how- 
 ever, the line continues on, in nearly the same general direction, 
 leaving tlie stream, which hero runs northerly, and crossing undu- 
 
15 
 
 lating ground, it ascends to the more elevated country bordering the 
 Sunkhaze stream. . v :, • > s , . «v 
 
 It will be ol»erved by reference to the profile of the line, that be- 
 tween the heath above mentioned, and this stream there are grades 
 of 40 and 45 feet per mile for about three miles. 
 
 From the Penobscot to the point where the Sunkhaze is crossed, 
 a distance of nine miles, the line is straight, with the exception of 
 some little curvature at Birch stream. It is a question however, 
 whether it would not be advisable in leaving the Penob^cot, to 
 adopt a line diverging northerly from the one run, which will carrj' 
 the road on more firm ground north of the heath, and reach the 
 valley of Birch stream at a point further to the north, thus ap- 
 proaching the elevated grounds in its vicinity, in a more favorable 
 position, and skirting along the valley southerly for a short dis- 
 tance before leaving it, would probably not only avoid some heavy 
 cutting, but somewhat develop the line, and consequently reduce the 
 inclination of the gradient below that required on the more direct 
 line now surveyed. More particular examination of the ground 
 will enable a proper decision to be made as to the best course to be 
 pursued in the location of the road between these points. 
 
 The Sunkhaze stream is crossed by a bridge of 30 feet span, 
 after which the line follows \ip the valley of this stream nearly to 
 it source, thence it crosses to the waters of Dead stream, which 
 flow easterly and enter Williams Pond. This pond is in the town 
 of Tilden, which with Brandy Pond in township number 30, and 
 Alligator Pond in township number 34, forms the principal source 
 of Union river. 
 
 The line crosses Dead stream, and continues nearly an east 
 course, crossing a slightly undulating country to the waters of Un- 
 ion river, a short distance above Williams pond. This point is 18 
 miles from the Penobscot river at Milford, and is elevated 205 feet 
 abovo it at that place. The greatest intermediate elevation passed 
 
16 
 
 over ia 257 feet above the same base. The general direction of the 
 line is good, and but a snmll amount of curvature is required. The 
 principal obstacle encountered is the heath before referred to, which 
 in some parts was found to b« soft, with a great depth of unstable 
 vegetable matter. It is believed however, that this may be mostly 
 avoided in the manner before described, and this without much in- 
 crease of distance or cur\-ature. : ■, V. . -".,..,;■,..;( 
 
 It is proper here to remark relative to a more southern route, via. 
 the Great works stream, that the position of the branches of this 
 stream indicate that there may be two routes by which the waters 
 of Union river may be reached. . ■•. i • 
 
 One following the northerly branch in the direction of the Sunk- 
 haze at the point where it crosses into the tovmship of Bradley, 
 there uniting with the present line, and the other pursuing a 
 south easterly course through the valley of one of the larger branch- 
 es, to the northerly part of township number 32, where it would in- 
 tersect the line surveyed, in the valley of the Sunkhaze, or reach 
 the waters of Dead stream by a more southerly course, and thence 
 descend to Williams pond, uniting with the line now surveyed. 
 
 Circumstances did not permit us to either survey or explore these 
 routes, but should future examinations demonstrate their practica- 
 bility, either will probably reduce the distance below that by the 
 way of Sunkhaze route. In any surveys which may be made for 
 this work hereafter, the country traversed by this stream, and the 
 northern and central portions of township number 32, should he 
 thoroughly examined. >: 
 
 The line as now surveyed, having reached Union river, bears 
 northerly, following up that stream to Brandy pond, thence along 
 the southerly side of that pond, and its inlet, crosses township 
 number 40 and reaches Nicatous Lake at the "Narrows." 
 
 Union river is crossed at a point near where the Alligator branch 
 of that stream enters, and will requite a bridge of 100 feet span. 
 
ir 
 
 Tliis point appears to be the most natural divergence for a more 
 southerly route, which will be described in a subsequent part of this 
 report. By reference to the general map herewith submitted, itwill 
 be observed that between the point of crossing the Sunkhaze in 
 township No. 32, and Brandy pond in township No. 39, the 
 line makes a detour to the south. With a view to avoid this, some 
 explorations were made to the north, but not sufficient to determiiie 
 the practicability of a more northerly route. As indicated on the 
 map, a saving in distance of about one mile would be nmde, should it 
 prove practicable. >; v i . 
 
 The "Narrows," as they are termea, at Nicatous Lake, present, 
 as I before intimated, a remarkable feature in the topography of this 
 vicinity. • .';... 
 
 They are formed by a long narrow point of land running out into 
 the lake from the east, of nearly one mile in length, and by several 
 small islands in the same range. The extent of bridging required 
 at this place, will not probably exceed 275 feet, and possibly may be 
 reduced to one span of 130 feet, the remaining portion being filled 
 in permanently by embankment. 
 
 The point of land which forms the narro*rs occupies a favorable 
 position, not requiring the general direction of the line to be varied 
 in crossing the lake in the most advantageous and economical manner. 
 
 From Union river to the east side of this Lake, a distance of ten 
 miles, the country is of a highly favorable character, the grades 
 are either level or of moderate inclination, — the line is straight for 
 the greater portion of the distance, and the work is light. 
 
 Soon after leaving the narrows the line crosses Casabeus stream, 
 
 which is the outlet of a lake of the same name connecting it with 
 
 Nicatous lake: thence it bears more southerly, strikes across the 
 
 ""untry to the valley of Freeso brook, a branch of the lastmention- 
 
 streem, which it follows for a short distance, thence it curves 
 erly, paosing along the base of Machias mountain to Fifth lake 
 
18 
 
 stream, which forms the cast branch of Machias river. From the 
 narrows to this point, the distance is about six miles, embracing 
 township number 41, which ihe line crosses from west to east, di- 
 viding it into nearly equal parts. The ground, for the whole dis- 
 tance, may be regarded as favorable, admitting of easy gradients 
 and light work. '■'■'''' 
 
 Near the centre of this township there is a favorable poiiitforthe 
 divergence of a southern route, should the route before referred tc, 
 diverging at Union river, prove unfavorable. 
 
 After crossing township No. 41, we encounter the most difficult 
 portion of the Northern route, which falls within townships No. 42 
 and 43. 
 
 The five lakes constituting the source of the east branch of west 
 Machias river, nearly enclose township number 42. 
 
 In tiiis township and in portions of Nos. 43 and 37, more 
 irregular and broken ground is found, than in any other portion of 
 the route. The Machias waters having performed this circuit, 
 break through these elevated grounds in the south-western part of 
 township No. 43. ■ . i >, < 
 
 The question as to the best route to follow in crosring township 
 No. 42, was involved in much doubt, and although there were three 
 routes which appeared practicable, yet it was impossible to deter- 
 mine satisfactorily by exploration only, which was preferable. — 
 Circumstances did not permit us to survey all, and in this instance, 
 as in a number of others, subsequent instrumental examinations 
 increased our general knowledge of the topography of the country, 
 and developed features which aflforded evidence that in balancing 
 the merits of various subordinate routes, the best jvere not in every 
 instance selected. 
 
 The route which was adopted by the survey after crossing Fifth 
 lake stream, follows along its bank, running northerly for about one 
 mile, thence curving easterly, it reaches the valley of a small 
 
 ■^m: 
 
19 
 
 stream running northerly into Fourth lake, which it t'oUows to its 
 source, thence it strikes across to the head ofFle^ch^r'a brook run- 
 Tiing southerly into Machias river, which it follows to the south line 
 of township No. 42, thence curving easterly leaves the valley of 
 this brook, and running easterly, passes into the south-west comer 
 of township No. 43, where it crosses the east branch of Machias 
 rivor, thence ascending along its east ^bank, attains the dividing 
 ridge Ixjtween the latter stream and the Schoodic waters. A more 
 !<outhern route, pissing the high grounds in number 42, will on ex- 
 amination probably be found nearly or quite as favorable as the one 
 above described, whi<rh would bear southerly, following up Fifth 
 lake stream to Fifth lake, thence along the north shore of the latter 
 U> its head, thence by an easterly course cross Fletcher's brook and 
 unite with the other lino near Machias river. A northern route is 
 practicable, which would pass to the north of the high grounds in 
 number 42, and cross Third lake at the "Nanows," thence bearing 
 southerly ascend to the summit in township number 43 where it 
 would unite ;prith the line first described. This route, while it 
 would probably avoid, to a considerable extent, the elevation en- 
 countered by tlie other two routes in townships 42 and 36, would 
 also approach the summit in number 43 by a more favorable direc- 
 tion, yet it encounters the expense of crossing Third lake which 
 possibly may prove a somewhat formidable obstacle. We were un- 
 able to make sufficient examination to determine whether this could ■ 
 be accomplished within reasonable cost. It is known that there are ,, 
 a number of small islands in the lake at this place, and the apjwar- ^ 
 ances indicate that the water is shoal. .f .. 
 
 As the line actually surveyed, crossing townships number 42 and [. 
 43, requires heavier grades for several miles than aa* necessary in 
 any other portion of the line with one exception, between the Pe- 
 nobscot and the St. Croix, and the route by Fifth lake requires 
 nearly the same maximum grade, it renders any other route which 
 
20 
 
 will permit n reduction of those gradients, a matter of much impor- 
 tance, even though other difficulties involving greater cost should be 
 encountered. 
 
 These routes are indicated by the broken and full red lines on 
 the map, and will doubtless hereafter receive due consideration in 
 determining the final location of the road. 
 
 Descending easterly from the summit in township number 43, a 
 grade of 53 feet per mile is required for 12,100 feet. The cutting 
 at this summit contains 160,000 cubic yards, a considerable portion 
 of which will be rock. 
 
 In descending to Musquash brook with this inclination, an em- 
 bankment of considerable magnitude is required. There are favor- 
 able points from which the material needed for this work may be 
 taken. 
 
 From this brook to the dividing ridge between Lake Genesegar- 
 nagum and Princeton lake, a distance of eipht miles, the line is 
 mostly straight, and the ground generally favorable. This portion 
 of the line is in townships 21 and 27, and crosses^Big and Little 
 Walamatogue, ClIfTcnrs and Scott's brooks, all of which are small 
 streams, ninning northerly, not requiring bridges of greater spans 
 than from 20 to 50 feet. 
 
 As the line approaches township number 21, it bears north east, 
 descending to the head of Princeton Lake, thence it bears southerly 
 passing froni the centre to the south east comer of the town of 
 Princeton, near which point it reaches the head of Whapskenegan 
 brook, which it follows to the St. Croix river, and thence along the 
 west bank of the latter stream to Bating, where it intersects the 
 Calais and Baring Rail Boad. This distance is 19 1-2 miles, and 
 includes the towns of Princeton, Baileyville and part of Baring. 
 No points of great expense for construction are encountered on this 
 portion of the line, and the grades, with one exception, are moderate. 
 
 In descending to the valley of Aliens stream, at the west line of 
 
211 
 
 Priireton, there is an inclination of 52 feet i)er mile required for a 
 distance of about one and one quarter miles. This may. by more 
 thorough examination, be reduced to 40 or 45 fert per mile. 
 
 Explorations were made with a view of passing the south side cf 
 Princeton Lake, but no feasible route could be found except at a 
 very great increase of distance. 
 
 V/ith Calais as a terminus or point of junction with the Provin- 
 cial portion of the road, this detour of the line, to the north of 
 Princeton Lake, constitutes an unfavorable feature in this route. 
 From J3aring to Calais, a distance of 5 3-4 miles, the line of the 
 Calais and Baring Rail Road was adopted. 
 
 The work on this road ^vas in an advanced .-<tate at the date of 
 our survey. The track is now laid and the road is in operation. 
 
 I am indebted to S. R. Hanscomb, Esq. the President of that 
 company, for a copy of the map and profile of that road, which put 
 me in possession of full knowledge of the grades, curvatures, &c., 
 &c., from Baring to Calais. < \ ,. . 
 
 The distance from the Penobscot river at Milford, to the St. Croix 
 near the mouth of the Whapskenegan creek, is 752 miles, and the 
 total distance from the City of Bangor to Calais is 96 1-2 miles. 
 The highest ground passed over is in townahip number 43, although 
 nearly the same elevation is attained in 42. 
 
 The greatest elevation of grade in these townships, is 388 feet 
 each above tide, with on intermediate depression of 92 feet. 
 
 The maximum grade, 63 feet per mile, is required to surmount the 
 elevated grounds in these townships. The most objectionable cur- 
 vature on the line, and the points of greatest expense, are also here 
 encountered. 
 
 From the nature of the country, and the position of the streams 
 between tlie Penobscot and the St. Croix, there are several subordi- 
 nate summits to be passed, and in arranging the gradients so as 
 nearly to conform to the surface of the ground, requires frequent un- 
 
28 
 
 dulations. The nggrcgJite rise in either direction is 927 feet, but 
 there is u ^'renter aggregate extent of maximum grade ascending 
 westerly tlmn in the opposite direction. 
 
 The following is a synopsis of the grades of the whole line from 
 the city of Bangor to Calais, following the middle route, and adopt- 
 ing the surveys previously made for that p<:)rtion of the line between 
 Bangor and Milford, and between Baring and Calais. 
 
 Level road, . . . . . 26.34 miles. 
 
 Grades not exceeding 10 feet per mile, . . . 13.95 " 
 
 " from 10 to 20 *' " 
 
 " " 20 to 30 " " 
 
 " " 30 to 40 " '• 
 
 " " 40 to 45 " " 
 
 " of 53 feet per mile, , 
 
 12.08 
 
 14.45 
 
 14.23 
 
 9.20 
 
 6.20 
 
 From the above, it appears that for 70 per cent, of the whole dis- 
 tance, the grades do not exceed 30 feet per mile — on 40 per cent, 
 they arc less than 10 feet per nulf, and 28 per cent, of the whole 
 road will be level. It is prolmble that by a more thorough examina- 
 tion of the country, the grade of 53 feet per mile, may be reduced 
 to 45 feet. 
 
 From 75 to 80 per cent, of the whole line will be straight and 
 the minimum mdius of curvature will not l)e less than 1,400 feet. 
 
 ESTIMATE. 
 
 The estimates contemplate only a single track with a proper al- 
 lowance for turns out, and is based on a width of road bed of 25 
 feet in cutting.^ and 15 feet on embankments. It also contemplates 
 a reasonable degree of permanency in the various structures, aiming 
 rather at the uselul and substantial than ornamental. 
 
 The masonry f r the large and more important bridges is suppo- 
 sed to be hammer dressed with rough or quarry facea and 
 
23 
 
 laid dry. That of tho smaller class of bridj^os and culverts to be 
 of good substantial rubble masonry. The sujHTstructun' I'f bridpfs 
 to be of the general character of those on the Portland and Mon- 
 treal road. 
 
 The road bed is supposed to be elevated from 4 to 6 feet ab<>ve 
 the surface of the giound at all polnt>' where practicable. Thi."* is 
 of groat importance, for it effectually pn vents any ditficultj i'rom 
 an accumulation of snow, secures good ilrainage an.i adds .o the 
 stability and usefulness of the road in every other rcHj)ect. 
 
 The different kind.s of work are estimated at prices correspond- 
 ing with those for similar work in this State, with a proper allow- 
 ance for the difference of circumstances under which the work must 
 be executed. 
 
 The estimate of the tiack, contemplates a rail of an approvtrd 
 pattern, weighing not lesa than 100 tons to the mile, and the 
 use of the various kinds of timber found on every portion of the 
 line, such as Hacmetac, Cedar and Pine. The truck to be embed- 
 ded in ballasting of clean gravel which .should cover he roud-bed to 
 a depth of not less than two feet. This item is i'.'uded in the 
 cost of track. The iron is estimated at $50 per ton, which is nlmve 
 the present price. Whatever variation there should he in the price oi 
 this article from tlie above, will of course vary the cost of the track. 
 
 The machinery estimated, is sufficient for the businer,.s of the 
 road for one or two years, but additions will be necessary from time 
 to time, as circumstiinces may retpiire. The Station Buildings em- 
 braced in the estimate, are of a plain tdiaracter, all l)eing of wood, 
 except the engine houses, repair shops and water stations. 
 
 It is believed that at each end of the line, the buildings to a cer- 
 tain extent will be erected and lands purchased at tho joint expense 
 of the different companies whose lines unite, and to be used in 
 common. 
 
24 
 ESTIMATE. 
 
 ITEMd. 
 
 Clearing and Grubbing, 
 
 Earth Work. 
 
 Excavation earthjnclud'g haul, 
 do. sold rock, 
 
 do. loose rock, 
 
 do. pit, 
 
 Masonry. 
 
 In Bridges, Abutments & Piers, 
 
 •' Culverts, 
 
 " Protection Walls, 
 Bridge and Culvert Foundat'ns, 
 
 Bridge Superstructure, 
 
 Truss Bridging, 
 
 do. do. 
 Pile Bridging, 
 
 Track. 
 
 Main Track, 
 
 Side tnicks and fixtures, 
 
 Machinery. 
 
 Locomotive Engines. 
 Pasaenger Cars, 
 Baggage and Mails Cars, 
 Box Freight Cars, 
 Platform Cars, 
 Earth Cars, 
 Hand Cars, 
 Snow Ploughs, 
 
 Building. 
 
 Buildings & fixtures at Bangor 
 do. do. Calais, 
 
 Intermediate Stations, 
 Land for Roadway and Stations 
 
 Total cost, 
 A- erage cost per r ile, 
 
 Quantities. 
 
 Cubic yds 
 
 2,&56,000 
 
 •200,000 
 
 88,000 
 
 72,197 
 
 30,000 
 28,710 
 51,952 
 
 Linear ft, 
 
 2.500 
 1,100 
 1,000 
 
 Miles. 
 
 95,5 
 
 Nu rnber. 
 
 10 
 12 
 
 6 
 30 
 60 
 60 
 20 
 
 4 
 
 Price*. 
 
 • C(H. 
 
 Amount. 
 •_ 
 
 50,000 
 
 30856.800 
 1,00200,000 
 
 60 
 35 
 
 6,00 
 3,00 
 1,50 
 
 18,00 
 
 12,00 
 
 7,00 
 
 $7,500 
 
 S7,600 
 32,200 
 8900 
 8700 
 8500 
 8300 
 875 
 8725 
 
 52,800 
 25,269 
 
 180.000 
 86,130 
 77,928 
 50.000 
 
 45,000 
 
 13,200 
 
 7,000 
 
 716,250 
 
 Aggregate. 
 
 50,000 
 
 1,134,869 
 
 394,058 
 
 65,200 
 
 30,000 
 
 746,250 
 
 75,000 
 
 '■'■' •/■{ 
 
 26,400 
 
 
 5,400 
 
 
 21,000 
 
 ~ , 
 
 25,000 
 
 
 15,000 
 
 
 1,500 
 
 
 2,900 
 
 172,200 
 
 30,000 
 
 
 20,000 
 
 
 14,000 
 
 64,000 
 
 40,000 
 
 40,000 
 
 82,666,577 
 
 827,922 
 
26 
 
 OF OTHER ROUTES. 
 
 As stated in another part of this report, it was unknown at the 
 commencement of the survey, at what point it would be practicable 
 or advisable to r^ach the Boundary, so as to unite with lines that 
 might be surveyed in New Brunswick. In the absence of any defi- 
 nite knowledge of the country, except such as could be gleaned from 
 the State map, and in view of the course pursued by the surveys in 
 New Brunswick, it was deemed advisable to adopt a route which 
 for the present survey, should bear in the general direction of the 
 southerly portion of the Scoodic Lakes. The character of the 
 country, as indicated by the streams and lakes, seemed to hold out 
 a greater prospect of success, and the northern position would enable 
 us to go eitlier side of the lower Scoodic lake to meet whichever 
 route should be surveyed in New Brunswick. 
 
 The general features of the country approaching the Ucundary, 
 both in Maine and New Brunswick, indicated that there were a 
 number of practicable routes, and that these in part, at least, would 
 CO' .ide as to position, and might appropriately receive the same 
 general designation. " '''':'" 
 
 There are in Maine three general routes, and these will be desig- 
 nated the Northern, Middle and Southern routes. 
 
 The latter diverges from the Middle, as before mentioned, at 
 Union river in township Number 39 and unites with it again on 
 the St. Croix river in the town of Baring, the two having the same 
 terminus at Calais. ■ ' 
 
 The Northern route diverges from the Middle in township Num- 
 ber 42 and terminates at the Boundary near the mouth of Can- 
 ouse river. ■ ■ ■"^' 
 
 The Middle route is but a continuation of the main line, which 
 ha3 now been surveyed, and its principal charac?" ristics given in the 
 foregoing general description. ;,-*-• • 
 
26 
 
 The line therefore, as surveyed from Bangor to Union river, a 
 distance of 31 miles is common to all these routes, and from this 
 point to West Macbias river, a distance of 16 1-2 miles, it is com- 
 mon to the Middl- ^nd Northern route. 
 
 NORTHERN ROUTE. 
 
 No purveys have been made on this route, but our explorations in, 
 this direction enable me to state with much confidence, that a feas- 
 ible route would be found diverging from the Middle route, at Fifth 
 lake stream and passing to the north of the highlands in Number 
 42, thence crossing the narrows of Third lake, and tlie northern 
 part of Number 43, it would reach Grand lake stream in the north 
 west corner of Number 27. This stream may be crossed with a 
 bridge of about 80 feet span, thence the line would pass along the 
 north side of Lake Genesegamagum, and following a direct course 
 across townships 1, 2 and 3, reach the Boundary at the north east 
 corner of Number 1. 
 
 The distance from Bangor to the eastern Boundary of the State, 
 by this route is 88.5 miles. 
 
 Its position is indicated by the broken line on the map, as also 
 two modifications of this route in townships 42 and 43. One of 
 these passes round the head of Third lake, and unites with the for- 
 mer at the narrows. The other diverges from the line surveyed for 
 the Middle route, near the summit in Number 43, and running 
 northerly, intersects the former near Little river. Either modifica- 
 tion would materially increase the distance. • 
 
 The gradients, curv'atures and cost of construction on this route 
 would probably neaily correspond with the same items on the line 
 surveyed. - .. 
 
27 
 SOUTHERN ROUTE. 
 
 Some measurements have been made and the greater part of this 
 route explored. 
 
 There are however, two points involved in some doubt, which 
 circumstances did not permit to be investigated with sufficient care 
 to enable me to speak with entire confidence as to its practicability. 
 
 The most direct course to be pursued by a southern route would 
 be to diverge from the line now sur^'eyed, where it bears northerly 
 up Union river in the township of Tilden. 
 
 Taking up the main line which, west of Union river has for sev- 
 eral miles a direct easterly course, we would extend it for this route 
 in the same general direction across this stream — the eastern portion 
 of Tilden, and the whole of townships No. 34 and 35, till it would 
 strike the west branch of West Machias river. 
 
 Soon after crossing Union river in Tilden, the line will follow up 
 Alligator stream, a tributary of the former, to the west line of town- 
 ship No. 34, thence up a small branch of the latter to its source, 
 where it crosses to Eagle lake, in towTiship No. 34, which is one of 
 the sources of Narraguagus river, and continuing along its north, rn 
 shore and that of its outlet, reaches township No. 35, which it cross- 
 es nearly through its centre, and enters the valley of the west 
 branch of West Machias river near the east line of this township. 
 
 In this latter township there is an elevated ridge extending near- 
 ly from its northern to its southern limit, and which constitutes one 
 of the difficulties on this route, the extent of which is as yet unde- 
 termined. . • • . . ■ 
 
 Intelligent persons who are familiar '.vith every part of this town- 
 ship, the whole of which is laid out into lots, state that there is a 
 depression in this ridge about midway of the township, which is of 
 so favorable a character as to place the practicability of crossing it 
 with a feasible line beyond a question. A reference to the general 
 
 j« '■ 
 
 ..v.t- 
 
28 
 
 map will indicate the position of this depression which appears to 
 bo such as to permit a direct route to be followed to Machias river. 
 
 The other difficulty alluded to is in township No. 34, situated be- 
 tween the waters of Alli<fator stream and Eagle lake. 
 
 From all the information which could be obtained from persons 
 who have traversed the township in various directions, a favorable 
 opinion is formed of the character of the ground. It is described as 
 a level country, presenting no obstacles whatever to the construction 
 of a railway. In confirmation of this, it is stated there was a liti- 
 gation not long since, in reference to some matter connected with 
 this part of the township, and it was proved in evidence at that 
 time, that a dam erected across the outlet of Eagle lake, flowed the 
 water westerly into Union river. This would seem to indicate that 
 there could not be much doubt of the feasibility of this portion of 
 the route. 
 
 The position of the stream in the central portion of township 
 Number 34, suggests a modification of the route through this town- 
 ship, should that by Eagle lake prove unfavorable. 
 
 This would follow up Alligator stream nearly to the lake of the 
 same name, thence strike across to the west branch of the Narra- 
 guagus river, and unite with the Eagle lake route in the western 
 part of township Number 35. This route is quite circuitous, and 
 would therefore add materially to the distance. 
 
 The west branch of West Machias river, has its source in a 
 number of small lakes known as the Sabio lakes. Our explora- 
 tions on the southern route, extend from these lakes to the point 
 where it would unite with the middle route at the north line of 
 Baring on the St. Croix river, embracing a distance of over 40 
 miles. 
 
 The most northern of the above mentioned chain of lakes is in 
 the southern part of township Number 41, and not tar distant from 
 the head waters of Freese Brook running northerly into Casabeus 
 
29 
 
 stream, which is the inlet of Nicatous lake. As our line as now 
 sun'eyed, occupies the Valley of Freese brook for a considerable 
 distance running southerly, a connection can very readily be made 
 with the southern route by continuing the line on the same general 
 course up to the source of this brook, and thence across to the up- 
 per Sabio lake. 
 
 In case the more direct route as described and laid down on the 
 map, passing through township Number 34 should prove impracti- 
 cable, this route diverging in township Numl)er 40, would probably 
 offer another opportunity by which the Machias river could be 
 reached witli a view of making a continuous southern route to the 
 St. Croix. 
 
 The adoption of this modification of the southern route would 
 probably give an increased distance of five iCles over that of Eagle 
 lake. 
 
 Having reached the first Sabio lake, which is a point common to 
 both routes, we would follow down tho west branch of west Machias 
 river its whole extent, which is highiy favorable. The fall of this 
 i5tream is satisfactorily ascertained from the dams which have been 
 erected across it to increase its depth for the purpose of "driving 
 logs." The descent of this stream is quite uniform and the aggre- 
 gate fall from Sabio lake to its junction with the main stream, a dis- 
 tance of over 8 miles will not probably exceed 70 or 75 feet, giving 
 an average inclination of not more than 9 or 10 feet per mile. 
 
 The surface of the ground is very uniform along this stream, 
 some portion of which in its natural state, is free from timber and 
 annually produces grass which is cut and preserved for lumbering 
 purposes. 
 
 Crossing the main Machias river, the route to be pursued passes 
 southerly through township No. 31, touching Bowles brook, and 
 crossing Old stream, thence bearing northerly it crosses the outlet 
 of the Chain lakes, near the foot of the latter, and continuing nearly 
 
30 
 
 the sanif, general course, passing north of Wesley ridge, and strik- 
 ing into the valloy of Bear brook, which it follows to a point near 
 the north east corner of Wesley,where it enters the town of Crawford 
 and the valley of East Macliias liver. From this point it bears 
 more northerly, folio wi.ig up the valley of this stream to Poke- 
 moonshine lake, thence along the south easterly shore of the latter 
 to a gap in Cmwford ridge, where it curves southerly, passing 
 through this depression and reaches the head of a small brook run- 
 ning easterly, which it follows to Barrows lake in the south west 
 corner of the town of Alexander, thence running northerly along 
 the west shore of this lake to its head, where it curves easterly and 
 crosses to the east side of Stevens lake which it follows to its out- 
 let. This outlet which runs into Lake Meddybcmps, is crossed near 
 Stevens lake, thenc«*bearing more northerly, the line would follow 
 near to and pass the north end of the former lake, passing through 
 Alexander and Baileyville to the St. Croix river at the south east 
 corner of the latter town, where it would unite with the line sui- 
 veyed for the Middle route. Thence these lines would occupy 
 ground in common to Calais. « 
 
 On the supposition that the portion of this route between Alliga- 
 tor stream and Sabio lake proves practicable, the distance or length 
 of road to be built adopting the Southern route, will not probably 
 differ materially from the distance on the Middle route. . , 
 
 The nature of the country is such however, for a large portion of 
 tlie distance on this route, as to seem to warrant the conclusion that 
 the chances for reducing the distance without an increase of the in- 
 clination of the g adients, are greater than on the Middle route, 
 
 If however it should be found necessary to adopt the modification 
 of this route, making the diverging point in township No. 41, then 
 the distance will be several miles longer than the Middle route. 
 
 From the best data now before me, I f nd that the distance from 
 Bangor to the F-astern Boundary of the State, on the several roxites 
 is approximately as follows : 
 
31 
 
 On the Northern Route, terminating near the mouth 
 
 of Canouse river, 88.5 miles. 
 
 On the Middle route, terminating at Calais, 95.5 miles. 
 
 •' " Southern " " '• " 95.3 miles. 
 
 " " " diverging at township No. 41, . 100.5 miles. 
 
 From the above it appears that the northern routo is shorter by 
 from 7 to 12 miles than the others, and that the middle ai»d southern 
 routes differ only about one fourth of a mile which is in favor of the 
 latter, assuming that the Alligator river and Eagle lake portion is 
 practicable. With the other modification the middle route is the 
 shorter by 4 1-2 miles. 
 
 The greatest elevation passed over by these s'iveral routes will 
 not differ materially, the middle route however, will exceed by a 
 few feet, either of the others. • 
 
 The aggregate rise and fall will h^^ the least on the northern and 
 probably the greatest on the middle route. The amount of curva- 
 ture and the maxim\im gradient will also be gr','atest on the middle 
 route, while the gradients of the other two will be nearly the s-ame, 
 yet the curvature on the southern will exceed that of the northern 
 route. 
 
 Relative to the comparative cost, no very accurate opinion can be 
 formed, yet there are grounds to suppose that the northern and mid- 
 dle routes will cost about the same average per mile. 
 
 The cost of the southern will probably average less per mile than 
 either of the others. No reliable estimate can be made of the 
 northern and southern routes, e;, ept by actual surveys. 
 
 The question of location in Maine, will be governed to some ex- 
 tent by the route which may be adopted in New Brunswick, and 
 the topography of the country between the river St. John and the 
 St. Croix indicates that there are two practicable routes, one through 
 the interior, terminating either at the St. Croix at a point several 
 miles above Grand Falls or at St. Stephens, the other route along 
 
S2 
 
 the coast also terminating at the latter place, which is opposite 
 Calais. 
 
 Eeg-anlino: the question of route in Maine, as connected with the 
 local business of the country, it appears a matter of not much im- 
 portance whether the niicldle or southern route should be adopted. 
 It i> maintained by the advocates of the southern route, that there 
 would be a large businesf: drawn to the road on that route from 
 towns along the coast which would never reach the road provided 
 it was located on the middle or northern route. 
 
 All the population of this State east of the towns of Cooper, 
 Marion and Whiting, will reach the road at Calais or Baring, and 
 therefore are not afloctcd by the question of routes. 
 
 The population along the coast west of Cherrjfield to tlie Penob- 
 scot, could reach railway communication at Bangor in abtmt the 
 same or less distance than at any other point. The improved state 
 of the country and the superior roads in that direction will probably 
 draw the travel to Bangor direct. 
 
 The diverging point of the Middle and Southern routes being 18 
 miles east of the Penobscot, or 31 from Bangor, the location of the 
 routes will be a matter of no moment to this population. 
 
 The intennediate towns therefore, embrace all the inhabitants 
 who may have an interest in the location of the road on the South- 
 ern route and who will in some degree contribute to its trade. 
 These towns contain 15,000 iidiabitants and the greater portion of 
 this population is along the coast at a distance of from 15 to 25 
 miles from the line of the road on the Southern route. 
 
 During the lumbering season there is considerable intercourse be- 
 tween the coast and the interior, and this will be very much increas- 
 ed when a great thoroughfare shall have been extended through 
 this district of country. The business between the coast and the 
 interior, will doubtless continue to increase from year to year as the 
 population and trade of the country increases and the travel going 
 
99 
 
 either east or west, will mostly prefer railway conveyance to any 
 other. Some descriptions of freight, such as light and valuable mer- 
 chandise, will probably reach this population, on the road, jMirticu- 
 larly in the winter season. These are considerations which favor a 
 Southern route, and should receive all proper attention when the 
 question of location comes up for final settlement. 
 
 With reference to the IotaI business of the Middle and Northern 
 routes it is proper to state, that for a number of years it will princi- 
 pally consist of the transportation of lumber and other productions 
 of the forest, and the intercourse growing out of this business. After 
 the country is cleared up, manufactures and agricultural products 
 will gradually take place of this description of freight,, for which the 
 abundance of water power and the character of the soil seem to be 
 
 well adapted. ^ 
 
 In view of the great extent of the Schoodic lakes, it appears of 
 some consequence, that the road should touch these waters or ap- 
 proach sufficiently near to permit a branch to be extended to them 
 at moderate expense. By such a connection, a greater extent of 
 country will have access to the road, and' a large amount of business 
 will probably reach it, crossing these lakes, both summer and winter. 
 Whatever the value of such a connection may be, its benefits can 
 be attained with a moderate expenditure, only by the adoption of 
 the Northern and Middle route. 
 
 The extreme eastern towns of the State, contain th& mass of the 
 population, whose trade will be of much importance to the road, and 
 so far as the accommodation of these inhabitants and the command- 
 ing of this trade is concerned, the question as to whether the South- 
 em or Middle route is adopted, is an indiflferent one. The nearest 
 points, where the road may be reached by this population, will be 
 at Calais and Baring. 
 
 The Northern route, baring a different terminus at the Boundary 
 would entirely avoid these towns, and its adopticm would be attend- 
 ed with a serious loss of way business to the road. 
 
 f 
 
91 
 
 From the pr.'cpding description of the several routt's for the road 
 in Maine it will be seen, that the eafltem terminus at the Boundary, 
 must In! determined by the practicability of approaching the same 
 point on the New Brunswick side. 
 
 The lines wlni-h diverire in Maine, do not intersect till they reach 
 the Si. Jf>hii river in New Brunswick, and therefore to arrive at 
 just conclusions as to the relative merits of different routes, reference 
 must bo hud to the surveys which have been made for corresponding 
 route?* in Now Brunswick. 
 
 For valuable infonnation relative to the character of the country, 
 and the feasibility of the routes, and other interesting facts connect- 
 ed with this enterprise in New Bmnswick, I am indebted to 
 J. Wilkinson, Esq., by whom these surveys were made. 
 
 From tlic data furnished me by that gentleman, as the results of 
 the examinations in New Brunswick, together with the surveys in 
 Maine, I am enabled to present a general comparison of routes. 
 
 Taking the Southern or Middle route in Maine, in connection 
 with the Coast route in New Bnmswick, and the Northern route in 
 Maine in connection with the interior route in New Brunswick, vt 
 have two entire routes from Union river to the river St. John, and 
 these may be properly designated the Grand Northern and Southern 
 routes. ■■[. 1, 
 
 There is also a connection of these routes in New Brunswick, by 
 which the Northern and Southern routes in that Province may both 
 terminate at St. Stephens, opposite Calais, permittuig the Southern 
 and Middle routes in Maine, to connect with either of th'jse routes 
 in New Brunswick. — , . , rv 
 
 The Northern route in Maine may be connected with the South- 
 em in New Enmswick, but neither combination appears desirable. 
 
 The following statement exhibits the length of line in Maine 
 and in New Brunswick on each route, and the total length of each. 
 
 
 .H .:';■ 
 
 ■;i#-.-' 
 
 :.^r 
 
 
 n'ii- 
 
36 
 
 Southern or Middle route in Maine, 
 Northern route in Maine, 
 
 DifTtrenct! in favor of Northern route, 
 
 Northern route in New Brunswick, 
 Southern " " " ,. 
 
 95 J miles. 
 
 88i " 
 
 7 miles. 
 
 99 miles. 
 
 73 " 
 
 26 miles. 
 
 88.5 miles. 
 
 
 95.0 " 
 
 ., ...r;'.., ■• 
 
 - 
 
 183.5 miles. 
 
 95.5 miles. 
 
 ^:V'. ', i\ 
 
 73.0 •' 
 
 ': ■ ':' ■ ' 
 
 9 • 
 
 168.5 miles, 
 
 Difference in fuvor of Southern route, 
 
 Combining corresponding' routes in Maine and New Brunswick, 
 
 we have the following results : ? • ; \ r ; 
 
 Northern route in Maine, . . 
 Northern route in New Brunswick, 
 
 Total length of Grand Northern route, 
 
 Southern route in Maine, 
 
 Southern route in New Brunswick, . 
 
 Total length of Grand Southern route. 
 
 Difference in favor of Southern route, . . 15.0 miles. 
 
 From the above it appears that there is a difference in favor of a 
 Grand Southern route, of 15 miles, and that on this route Maine 
 has to build 95.5 miles, while New Brunswick has but 73 miles to 
 build, th? saving in distance being all on the side of New Bruns- 
 wick. On the Northern route, there would be a saving in the 
 length of road to 1x5 built in Maine, of 7 miles, but there would 
 be an increase on the same route in New Brunswick of 22 miles, 
 and a total increased length of road, of 15 miles. 
 
 Combining the Southern route in Maine, with the Northern 
 In New Brunswick, we have the following distances. 
 
 Southern or Middle route in Maine, . . 95.5 miles. 
 
 Northern route in New Bnmswick, . . . 99 " 
 
 Giving a total of . . 194,5 miles, 
 
 or an increase over the Grand Southern route, of 25.5 miles. 
 
 Combining the Northern route in Maine, with the Southern route 
 in New Brunswick, gives tne following distances. . - 
 
36 
 
 '\ 
 
 '! '. 
 
 Northern route in Maine, 
 Southern route in New Brunswick, 
 
 88.B miles. 
 85 
 
 Total diatancp, HS.S miles. 
 
 This coinhinatiou gives nearly equal length of road to \)e built by 
 Maine and New Brunswick, between Bangor and St. John, and re- 
 duces the diHtance as obtained by uniting the Southern route in 
 Maine with the Northern in New BruIl^*wick, 21 miles. It reduces 
 the (liMancei* as given on the Grand Northern route, 10 miles, and 
 exceeds the distance on the Crand Southern route by 5 miles. 
 
 The {,rrades and cost of construction approaching the boundary in 
 New Brunswick on this route, which follows the valleys of the Dig- 
 degunsh and Canouse rivers, would pro^mbly be less than by the 
 main Southern ronte. 
 
 The same superiority in this respect would chamcterise this 
 route, approaching the Boundary in Maine. No very satisfactory 
 conclusion however can be arrived at without elaborate surveys of 
 the whole country between the Penobscot and the St. John rivers. 
 
 The difficulty fortunately dues not consist in obtaining a practi- 
 cable route, but mther in the proper selection of the most feasible 
 one from the many presented for consideration. 
 
 From the inlormation collected by the hasty surveys and exami- 
 nations of the past season, it apjiears that the Grand Southern route 
 is the shortest and secures, generally, favorable gradients and rea- 
 sonable cost — that it jwsses through a more cultivated section of 
 country, touching important towns on navigable waters, and accom- 
 modates the greatest number of inhabitants — that, while it secures 
 and facilitates the local trade of the country to a greater extent 
 probably tlian any other route, it accomplishes the far more impor- 
 tant desideratum — that of being the shortest feasible route for the 
 thrpugh business of this great enterprise. 
 
 The facilities of communication along this route, both by the su- 
 perior roads of the country and by water, will very much reduce 
 
 ^^L- 
 
 %:,^" 
 
 7\-' 
 
(\\o cost of construction and expedite the execution of the work. 
 On the Northern rout<> iir New Brunswick these jwrticular ad- 
 Viintnpes will not prevail to the same extent, yet it passes for a 
 liir^r'^r portion of its diHtnnce, in tlie vicinity of seltlements and 
 public roads, and approaches sufFiciently near the City of Frederic- 
 ton, the. seat of Government of New Brunswick, to permit a branch 
 to reach it by a lavorablo route, in a distonce of 22 miles from the 
 main line. This with riiforence to the local trade of the road, is of 
 great importance, inasmuch as it will open a commimication with 
 the valley of the St. John and draw more directly to the support 6{ 
 the road, the tnide and travel of some 30,000 inhabitants, and a 
 large extent of fertilo country. 
 
 This route would poss through the; coal tiu^asures of this part of 
 New Brunswick; and the opening of such a communication would 
 doubtless develop the muieral resources of the region traversed, and 
 render them suKservient to the tmde of the road. Its adoption how- 
 ever, would subject the through business and a large jwrtion of the 
 way business, to inconvenience and a perpetual tax, resulting from 
 the increased distance and the greater elevation to be overcome. 
 
 The general results of the surveys show : — 
 
 1st. That a highly feasib!<j route can he obtained befween the 
 city of Bangor and the city of St, John, upon which the distance 
 will not exceed 168.5 miles, with a strong probability of its being re" 
 duced on a tinal location to 160 or 165 miles. 
 
 2<1. That the greatest elevation above tide, to be crossed, will not 
 probably exceed 350 feet, which is within the limits of Mainf , and 
 that the maximum grade will not exceed 50 feet per mile, and may 
 probably be reduced to 40 or 45 feet per mile. 
 
 3d. That there will ha very little if any abrupt curvature, no 
 points requiring excessive expenditure, and the cost per mile will 
 fall below that of the average of New England roada. 
 
 *• 
 
38 
 
 I hfivf now friven the results of the surveys in Maine for this 
 eutprprie'% and some of tho leading featurep of those in New Bruns- 
 wick so far, as they are necessarily connected with a description of 
 the several routes in Maine. 
 
 In reporting on a work of this magnitude,— a work which is one 
 of the great enterprises of the age — cxtending,as it does, through the 
 territory of three difTerent Governments, the success of e&_. portion 
 depending much on the favorable features of the other portions — I 
 say, in reporting on such a work, it appears highly important, that 
 the characteristics of the line as a whole in an engineering view, 
 not only in A: aine, but in New Brunswick and Nova Scotia also, 
 should be presented. 
 
 It is also equally important in considering the 'iueslion of traffic, 
 that we take the same comprehensive view, embracing the local 
 tnide and resources of the various towns, cities and districts, through 
 which it is to pass, as well as the general resources of the dilFerent 
 States, by whom it is to be built, and the great object, which as a 
 whole it is designed to acccnplit';!. 
 
 i will therefore proceed to submit some observations on the topo- 
 graphy and engineering features ot the route in New Brunswick 
 and Nova Scotia, as determined by careful surveys for nearly the 
 whole distance, made under the direction of competent and scien- 
 u .c engineers. 
 
 . It may Ik? proper for me to state, that at the request of the Exec- 
 utive Committee in New Brunswick and Nova Scotia, I have [Mass- 
 ed over the whoL route, with a view to inspect personally the feasi- 
 bility and capabilities of the country, having the reports of Engi- 
 neers, with plans, sections, &c. of tho surveys before me for refer- 
 ence. 
 
 The' country west of the river St. John, following the coast route, 
 is of a somewhat different character from that along the route east 
 of this river, .v, VI *,.■;• 
 
wm 
 
 m 
 
 39 
 
 The principal streams have a course transverse to that of the 
 road; and although this is usually considered an unfavoroble feature, 
 yet in this case no serious obstacles are interposed, and the country 
 is much more favorable, than on a cursory examination it would at 
 fii-st seem to be. Many of the rivers, which empty into the Bay of 
 Fundy along the soutliern coast of New Brunswick, possess a pecu- 
 liar feature. As they approach near tide water, they have a rapid 
 descent, some of them pitching from various elevationb, almost di- 
 rectly into the bay. 
 
 This feature is also noticed iu many of the streams in Maine, and the 
 coast uppeans to have been, at some former period, suddenly elevated. 
 
 The w .vine shells found many feet above tide in clay and marl 
 beds, and the regular ten'aces of gravel or alluvium observed on tlie 
 borders of many of the rivers are clear indications of important 
 changes in the elevation of the coast. ' • " - ' 
 
 The principil rivers emptying into the ocean on the southern 
 coast of New Brunswick, which are crossed by the line of the road> 
 are the St. Croix, Digdoquash, Magaguadovic and St. John. 
 
 The St. Croix reaches tide water by several rapids in close suc- 
 cession, and empties into Passamaquoddy Bay at St. Andrews, 
 where it is nearly three miles in width. The point, at which it is 
 crossed by the line, will require a bridge about 400 feet in length. 
 
 The Digdequash, although a small stream, penetrates into the 
 interior for a considerable distance, and its valley is followed sev- 
 eral miles y the Quebec and St. Andrews railroad. 
 
 The Magaguadavic river has its source in Lakes in the interior 
 near the St. John river. Near its mouth it descends by several 
 falls in succession, having an aggregate descent through a narrow 
 gorge in the rocks, of about 100 feet. A large amount of timber 
 comes down this stream annually, and is manufactured into lumber 
 by mills erected at this place. It can be crossed by the railway 
 without encountering more than ordinary difficulty and expense. 
 
40 
 
 The St. John is the largest river in New Brunswick, and above 
 the Falls it is navigable for sail vessels and steam boats to Freder- 
 icton, a distance of 80 miles. ■ i 
 
 It is navigable for small steam boats to Woodstock, and by some 
 improvements, and a canal around the Grand Falls, the navigation 
 may be, extended to the St. Francis river, a distance of over 275 
 miles from the Ocean. The upper portions of the river receive nu- 
 merous large tributaries, many of which are or may be rendered 
 navigable. ' : ' ;' ; '..':■'■ f' ' 
 
 Descending the valley from Fredericton, the river increases to a 
 width of three miles in some places, and is connected in a most 
 remarkable manner with lakes, deep inlets and bays, which add 
 nearly 100 miles of uninterrupted lateral navigation to the river. 
 
 As the river approaches the ocean its channel becomes more con- 
 tracted, and 'ts banks are piocipitou? and rocky. At the Falls near 
 the City of St. John, it rushes through a narrow gorge, the width 
 of water way at the narrowest point probably not exceeding 400 
 feet, and pitches into the harbor of St. John, by a fall of 24 feet at 
 low tide. ' '• 
 
 The tide sets up this river 80 or 90 miles, and the falls disappear 
 at a certain state of tide ; but in consequence of the too narrow 
 passage to admit fr?ely the waters of the sea at flood tide, a fall of 
 seven; leet is soon created from the bay inward, so that at this re- 
 markable place, there is alternately a fall of several feet in each 
 direction on each ebb and flow. -' ■" v. 
 
 Foi the river navigation there is a fint harbor above the falls, in 
 the suburbs of St. John, vessels passing from the main harbor be- 
 low the falls, up the river, are necessarily restricted to a short time 
 at each flood and ebb tide, when the waters of the river and the 
 ocean p.re nearly at the same level. • • : ' ■'■. 
 
 The St. John may be regarded, in many respects, as one of the 
 most remarkable rivers of the continent. It rises on the northwest- 
 
em border of the State of Maine, and passing round the whole 
 northern portion of the State, forming the Boundary between the 
 British Provinces and the United States for 60 or 70 miles, thence 
 descending by a perpendicular fall of 58 feet, and total des( ent of 
 over 100 feft in a distance of about one milo it passes into New 
 Brunswick, running southerly along its western frontier some 70 
 miles, thence bearing easterly it crosses the south western point of 
 the Province and empties into the Bay of Fundy. 
 
 Having traversed a distance of over 400 miles th- ough a country 
 abounding with large rivers and lakes and numerous deep and nav- 
 igable inlets — collecting the drainage of a country whose area can- 
 not be less than 12,000 square miles, and conveying its accumulated 
 woters through a broad and deep channel to the very shore of the 
 ocean, the n'ver is at length forced through a narrow chasm of a 
 few hundred feet *n width and precipitated into the sea. 
 
 The latter feature is a remarkable one and must always present 
 great attractions to the tourist ; yet the facilities it affords to the 
 great enterprise now under consideration, for crossing this large riv- 
 pr, render it a point of far greater interest. It is a most extraor- 
 ■■ ' and unusal circumstance to be able to cross a river of the 
 magnitude of the St. John where it empties into the ocean — a river 
 that is half a mile in width one hundred miles from the sea, and 
 before its debouchetnent attains a width of over three miles and yet 
 can be crossed at comparatively moderate expense with a bridge not 
 excjeding 600 feet in length, neither requiring a draw, nor interrupt- 
 ing navigation. 
 
 This site for a bridge is every way favorable for reaching the 
 city of St. John, which is on tlie east side of the river, in fuU view, 
 as well as for the continuation of the road eastwardly from this point. 
 
 From - -^ ity of St. John to Shediac on the Gulf of St. Law- 
 rence, a. '^ , A.I ale survey has been made for a railway, by J. Wil- 
 kinson, ki ij. irr A whose valuable report I obtained the facts relative 
 
42 
 
 to this part of thf route in New Brunswick. The route lollowed 
 by this survey coincides with that proposed for the European and 
 North American Railway, from the St. John to the hend of the 
 Petitcodiac, a distance of 91 miles. . 
 
 Leaving the city of St, John, the line surveyed passes over unu- 
 sually favorable ground, tc> a point near Lawler's lake, o distance of 
 four nicies, where a lime-stone ridge of considerable extent is mx- 
 countered. This, however, is overcome with a gradient of 22 feet 
 per mile, for a distance of 2 1-3 miles, ascending easterly and de- 
 scending on the opposite .side with an inclination of 20 tieet per mile 
 for about two miles. , 
 
 These gradient"? are obtained without an extravagant expenditure. 
 From this point, the line descends to the shore of the Kenncbecca- 
 sis kiy, near which it follows for several miles, and thence crossing 
 Hamu)ond river, it reaches by a direct course Darling's lake. The 
 line follows the shore of this lake with easy grades and curvatures 
 to Groom's cove, thence passing Acicack marsh and Hampton ferry, 
 it arrives at the Toll bridg.% crossing t ^k nnebeccasis river, in a 
 distance of 28 miles from the city of Si .n. 
 
 For a considerable portion of iliis distance, the cost of construc- 
 tion will be greatei than the average of other portions of the route, 
 resulting from the larger amount of rock excavation and bridging. 
 The average cost of grading however, according to the report above 
 referred to, is only a trifle over 89,030 per mile. 
 
 From the Toll bridge to Sussex vale, the line follows the valley 
 of the Kennebeccasis the wliole distance, which is 17 3-4 miles or 
 45 3-4 miles from St. John. The maxinmm gradient on this por- 
 tion of the route, is a trifle over 7 feet per mile, and the average 
 rise of the valley to this point is about three feet per mile. The 
 elevation attained is but 61 feet above high water springtides at St. 
 John. After passing Sussexvale, the line follows up Salmon river 
 one of the principal branches of the Kennebeccasis, to Stones brook, 
 
43 
 
 with a iinitorm rise, of 7 feot por mile, thence up the latter stream 
 to the summit, which is 56 miles from St. John, and elevated only 
 150 feet above tide. This sumcnit i!« overcome by a maximuui 
 gradient of 22 feet per mile going in either direction, that on t^e 
 westerly side being about 3 miles in length, and tliat on the easterly 
 ,sulc 1 1-2 miles. ■ . 
 
 From the summit, the line strikes into the valley of the Anna- 
 gance, which it follow.'? to the Petitcodiac, thence it passes down 
 the valley of the latter stream to the Bend, which is about 35 miles 
 from the summit, and 91 miles from St. John. 
 
 The gradients, descending easterly from tlie summit to the Bend, 
 a distance of 35 indes, are of the most favorable character. After 
 {Missing the short gradient of 22 feet per mile, before mentioned, 
 there are no others exceeding 7 feet per mile, and 14.5 miles of 
 this distance is level. The average rise from the city of St. John 
 to Lawler's Lake is 10 feet per mile, and the average descent to the 
 Toll Bridge acro.ss the Kennebeccasis is 2 feet per mile ; thence the 
 average ascent to the main summit is alnjut 5 feet per mile, and the 
 Hverage descent from that point to the Bend of the Petitcodiac, is a 
 trifle over 4 feet per mile. The aggregate rise is nearly tlie same 
 in both directions, it being about 220 feet. v : 
 
 The following is a sj'nopsis of the gradients of the whole line : — 
 
 Level Road, . . . . , - a ,. ^ ^: 38.75 miles. 
 
 Length of gradient from a level to 5 feet per mile, 18.52 " 
 u i. u a 5 feet "10 " " " 23.72 " 
 
 « 11 It It JQ <i II \l^ 11 II It } ^2 " 
 
 15 " 
 
 II <: 
 
 20 
 
 '• " 1.92 " 
 
 ,. *• " " of 22 feet per mile, 6.77 " 
 
 ' It appears from the above statement that for about 90 per cent, of 
 
 the whole distaiice, the gradients do not not exceed 10 feet per mile, 
 
 and over 42 per cent, cf the whole road between St. John and the 
 
 Bend of the Petitcodiac is level. Of the whole line, 28 1-2 per cent. 
 
44 
 
 ■j ciirvod, but tlu> radius ol' curvature generally ranges from 3000 
 to SOOO feet, iiiucli of which is iiparly equivalent to a straight line. 
 
 The average cost of grading and bridg-tg the vi^hole line as per 
 detailed estimate of Mr. Wilkinson is $6,986 per mile. Or the 
 average cost of the whole road, including fencing, buildings, and 
 machinorv comiilote, according to \m estimate, is only ^16,290 per 
 mile. This i.s a low sum compared with the cost of New England 
 roads generally, but the country indicates that an unusually cheap 
 road may be built. The whole route may be considered as in a high 
 degree favorable for a railway ; and I know of no route in New 
 England, of ecjual extent, which combines in an equal degree all 
 the elements v.hich constitute a most supenor and cheap road. 
 
 It may be proper for me to add that the survey and estimates of 
 this route were made for a road having a different object in view 
 from the present, and therefore the plan of construction contemplat- 
 ed by that estimate, would not perhaps be strictly the best for the 
 present enterprise. 
 
 No changes would necessarily Ik? required in the dimensions and 
 character of the road bed or mechanical structures inuuediatelycon- 
 nectpd with it. It would, however, be. desirable to substitute the 
 edge rail of an approved form, in place of the plate rail formerly 
 contemplated. There may be some changes in the character and 
 extent of the Station bu'ldings, the machiner)-, iScc., &c., to adapt 
 tbem to the purposes of the proposed railway. 
 
 Adding liliemUy to the cost for these items, this portion of the 
 contemplnted railway will fall far below the average cost of similar 
 works in the United States. , 
 
 This survey, as l)efore stated, was extended to Shediac, and with 
 generally the .same favorable results which characterise other pr.>i'- 
 tions of the route. The eastern portion of it however, is not on the 
 most diiect route to Halifax, the probable diverging point Imrtg at 
 or near the bend of the Petitcodiac. This is however, a question 
 
45 
 
 of some uncertainty. Whatever route should finally be adopted for 
 the road in the direction of Halifax, there would most unquestionably 
 l)e a connection with Shediac Harbor, a point of much imporfance. 
 
 From the Bend of the Petitcodiac to the Boundary line between 
 New Brunswick and Nova Scotia, at or in the vicinity of Bay 
 Verte, following the direct route, there has not, to my knowledge, 
 any line been surveyed. Of the feaaibility of a nearly direct route 
 between these points, there can be scarcely any doubt. 
 
 In crossing the country from the bend of the Petitcodiac to She- 
 diac, the greatest elevation passed over by the survey of Mr. Wil- 
 kinson was 143 1-2 feet and the distance wus 16 3-4 miles. The 
 country generally in New Brunswick, between the head of the Bay 
 of Fundy and the Northumberland strait, is not of a broken char- 
 acter, and nowhere does it attain a great elevation. By Major 
 Robinson's survey, the distance from Shediac to Bay Verte is 26 
 miles making the measured distance between the latter and ttie 
 Bend, by way of the former place, 42 3-4 miles. 
 
 The distance by the most direct route will probably be between 
 30 and 35 miles. 
 
 It is believed that it will be entirely safe if we assume the latter 
 as the distance. 
 
 With this we are enabled to make up the length of that portion 
 of the European and North American Railway, within the limits of 
 New Brunswick. 
 
 From the Boundary line of the United States at Calais to the 
 City of St. John 73 miles. 
 
 From the City of St. John to the Boundary line of 
 
 Nova Scotia, near Bay Verte, , ^;;' 126 miles. 
 
 Total, ' ^ 199 miles. 
 
 The length of road to be built in New Brunswick will not prob- 
 ably, at most, exceed 200 miles, and there are strong grounds to be- 
 lieve that it may be reduced to 195 miles. 
 
46 
 
 OF THE KOUTE IN NOVA SCOTIA. 
 
 Extensive surveys and explorations have been made in Nova 
 Scotia for tlic Quebec and Halifax railway, under the direction of 
 Major Robinson, of the Royal Engineers, all of which a., directly 
 available for the European and North American Railway. ■! 
 
 From the able report of that officer, it app<;ars that there were 
 two principal routes examined; one terminating at White Haven, 
 near Canso, and the otiier at Halifax. The leading features of these 
 routes, and the arguments for and against each, appear to be fully 
 presented. . ; . > ,> 
 
 The greater length, the increased difficultie, of construction, 
 and the sparse pf»palation of the White Haven route, on the one 
 hani, and on the other, the great commercial advantages of Halifax, 
 its superior harbor, and the necessity of building a long branch to 
 that point, should the trunk line be carried to White Haven, were 
 the principal reasons assigned for recommending Halifax as the At- 
 lantic terminus of this great line of luilwuy. 
 
 Not having examined any other route than that terminating at 
 Halifax, I am unable to offer opinions formed from personal knowl. 
 edge, relative to other routes, or to discuss their relative merits. 
 
 The same arguments in favor of or against either of these routes, 
 as connected with the Quebec and Halifax line, are in a great de- 
 gree applicable to the project now under consideration, for whatever 
 route should be adopted in Nova Scotia for the former, may, and 
 should be identical with that of the latter. 
 
 The present position of railway enterprises in Nova Scotia, and 
 the features of the country developed by the surveys above referred 
 to, seem to indicate that the terminus recommended for the Quebec 
 and Halifax railway, is one which more generally appears to meet 
 the requirements of the present proposed work than any other, and 
 therefore, on this occasion, I shall confine my obsen'ations to 
 that route. 
 
47 
 
 The head of the Buy of Fundy is soporatcd from Nortlunnl)er- 
 land straits on the Gulf of St. Lawrence, by a narrow belt of coun- 
 try which lies pnrtly in the County of Westmoreland, New Bruns- 
 wick, and partly in Cumberland and Colchester Coimties, Nova 
 Scotia. 
 
 The upper extremity of this bay h divided into two arms, which 
 penetrate several miles into this narrow belt or isthumus, and give 
 it an irregular outline. The northerly arm is known as Chignecto 
 Bay, which also seperates itael'" into two parts, one of which is 
 Shepody Bay and Peticodiac river and the other Cumberland Ba- 
 sin, each ©f which approach within about 16 miles of Northumber- 
 land Straits. 
 
 The southern arm is a large body of water, the upper part of 
 which is called Cobequid Bay, and the wider and more westerly por- 
 tion of it is known as the Basin of Mines. Betwt»en these arms of 
 the Bay of Fundy, and running nearly parallel with the latter, arc 
 the Cobequid Hills which extend easterly from Cape Chignecto, 
 nearly across the Isthmus. 
 
 This range of highlands forms the principal obstacle to the 'oca- 
 tion of a line of railway in the direction of Halifax. They hive a 
 general width of about 10 miles, and are elevated from 600 to 1200 
 feet above the sea. Portions of this ridge have a good soil and are 
 covered with a valuable growth of hard wood. The base of these 
 hills is of the red sand stone formation, but the more elevated por- 
 tions are granite and porphyry. 
 
 From the Boundary line of Nova Scotia, at or near Bay Verte, to 
 the valley oi Little river, the countr)' is favorable. The line will 
 have a direct course, and it is believed that no gradients of greater 
 inclination than 16 or 20 feet per mile wnll be required — thence it 
 will follow down this stream by a gentle grade to its entrance into 
 the river Philip, a distance of five miles — thence pass up the valley 
 of the last mentioned river, which it follows for four miles, with a 
 
48 
 
 grade not exceeding 20 feet jwr mile to the mouth ol" Tulloap's 
 creek, which it ascends with easy grades for seven rniles. 
 
 The line ass surveyed, here approaches the Cobequid range, and 
 the country is of a less favorable character. It ascends to the val- 
 ley of Little Wallace river with a grade of 35 feet per mile, which 
 it crosses, and pastiing through some broken grounds, reaches anoth- 
 er tributary of Wallace river which it descends with the same in- 
 clination for 2 1-2 miles, where it passes round a point of highlands 
 and enters the valley of the main stream. It in from this point that 
 the rapid ascent of the Cobequid range is commenced, the distance 
 to the -summit at Folly Lake, being between four and five miles. 
 
 The elevation of this lake is 600 feet above the sea, and its out- 
 let runs southerly into Cobequid bey. It is through the valley of 
 this stream and that of Wallace river which has its source near this 
 lake and runs northerly into the Straits of Northumberland, that 
 the line approaches the summit in either direction. 
 
 The maximum grade ascending the southerly side of this ridge, 
 as determined by the surveys uefore alluded to, is 57 feet p«»r mile 
 for 6 1-2 miles, and oa the northerly aide 66 feet per tp'^'^e for 4 1-4 
 miles. 
 
 It may be proper for me here to observe that th«sc are gradients 
 reported probably after a hasty preliminary survey, and it is 
 not improbable that impiovements may be made by which they 
 would be reduced. The lunrey of the Quebec and Halifax railway 
 was an extended and difficult one, its object was to determine the 
 practicability and general features of the enterprise, and this was 
 demonstrated in the most satisfactory manner by the able and ac« 
 complished officers under whose direction it was made. But it was 
 impracticable and unneccessary at that stage of the investigation, to 
 examine the country with that precision and detail required for a 
 definite location of a great work, and therefore it is probable that 
 the maximum gradient on each side of this ridge, may by a more 
 
40 
 
 .'Iftbomte survey, be rediiced. I am quite confident that on the 
 northern side it can b<> reduced to 60 feot |K!r mile, and on the 
 southrrn side to 60 or 55 feet per mile, without an unreasonable 
 devel(>|»nient of the line, r.r expenditure of construction. 
 
 From the summit, the unc descends the valley of Folly river for 
 a few miles, thence it bears easterly and descends along the south- 
 erly slope of the ridge in the direction of Truro, to the head of the 
 Cobequid Bay, which it crosses by a bridge of 600 feet in length and 
 reaches the valley of Truro mill stream, near the village of Truro. 
 
 From the south end of the gradient at the base of the Cobequid 
 Hills to this point, a distance of 11 miles, the country is generally 
 favorable, no grades exceeding 40 feet per mile will be required. 
 The soil of the shores of the Cobequid Bay and the countrj' about 
 Truro, is red sand stone. 
 
 Leaving this place, the line follows up Truro mill stream with a 
 grade of 17 feet per mile for several miles, thence leaving tlie val- 
 ley of this stream, it crosse.s the slightly elevated grounds, dividing 
 it from the Stewiacke river and skirts along the northern side (f 
 this stream with a gradual descent to its mouth, where it crosses and 
 enters the valley of the Shubenacadie river, which it follows to the 
 lake of the same name, a distance of 19 miles. The general di- 
 rection of the line is good, and the grades and curvature are easy. 
 At this point the line reaches a range of highlands which extends 
 along the whole Atlantic coast, from Cape Sable to Canso. 
 
 This range has an average height of about 600 feet above the 
 sea, and is from 20 to 60 miles in width. The lowest depression is 
 found extending from Halifax harbor, in the direction of Truro, and 
 is occupied by a chain of lakes, the highest of which is only 90 feet 
 
 above the sea. 
 
 Lake Charles, which is but about three miles from Halifax bar 
 bor, is the summit from which the waters flow through a number of 
 other lakes to the Grand Shubenacadie Lake, the outlet of which 
 
 ilv: 
 
fiO 
 
 forms the ShuSfiimwlif! river, emptying into tlie Bay of Fundy. 
 
 Tlie lint! follows ulcus the shores of these lakes for thi" whoio 
 (listtincr to lliilifux harbor, ami nlthough some considfirable rwk 
 cuttiti),' is em-ounlpred. yot the ground pencrally may Ix; regarded as 
 favoniMe, i^rmilt'.ig moderate grades and ctirvnture. 
 
 From Fletcher Lake, there are two lines surveyed, one termlnnt» 
 ing at Halifax, and the other at Dartmouth, on the easterly side of 
 the harbor. Both these lines are feasible, and each presents its par- 
 ticular claims for consideration. It is however, unnecessary at the 
 present time to discuss the relative merits of these lines, and we 
 shall, therefoie, only add a brief statement of the distances and the 
 gradients of the whole route in Nova Scotia, as reported by Major 
 Robinson. 
 
 The total length of line in Nova Scotia is 124 miles, of which 
 distance the road for 
 
 66 miles will be level, or of grades not exceeding 20 feet per mile. 
 44 " " have grades of from 20 to 40 •• ■ " " 
 
 10 
 4 
 
 57 
 66 
 
 From the above, it will be observed that for one half of the whole 
 di ranee in Mova Scotia, the road will be either level or have in- 
 cl nations under 20 feet per mile, and nearly 85 per cent of the 
 whole distance is less than 40 feet per mile. 
 
 Relative to the cost of the iwid in Kova Scotia, I will observe, . 
 that the cost of the Quebec and Halifax railway, was estimated by 
 Major Robinson at £7,000 sterling or about $34,000 per mile. This 
 was intended as the average cost of the whole line from Halifax to 
 Quebec, a distance of 635 miles. It is possible that the portion of 
 the line in Nova Scotia would fall below this average, on account 
 of the work being more accessible and the greater advantages of 
 procuring lal)orers and supplies, than in the more secluded districts 
 through which other portions of the road would pass. 
 
51 
 
 Till- following summary shows tlio Icripth of road to be built in 
 the State of Maine, in ^^^.w Brunswick and in Nova Scotia. 
 
 Maine, (omit .actions) 9fi miles. 
 
 New Brunswick 200 " 
 
 Nova Scotia 124 " 
 
 Giving 420 miles, 
 
 as the total length of the European and North American Railway. 
 
 From the surveys made of the various portions, I can state with 
 much confidence that, of the 420 miles of railway, there will be 
 over U50 miles \ipon which the grades will not exceed 30 feet per 
 mile, and for over 100 miles of this latter distance, the road will be 
 level. The maximum grade, with the exception of one point, will 
 prol>ably not exceed 50 feet per mile, with comparatively a short 
 distance of this inclination. 
 
 The portion of the line where the grades exceed thi.i; is confined 
 to a distance of about 12 miles, in crossing the Cobequid Hills in 
 Nova Scotia. These inclinations probably will not riise higher 
 than from 50 to 60 feet per mile, and of the latter gradient there 
 need not be more than five or six miles. 
 
 The greatest elevation passed over in the 420 miles is also at the 
 Cob«^(|uid Hills, which is 600 feet; the greatest in New Brunswick 
 pro^ ' will not exced 250 feet, and that in Maine 300 feet above 
 the 
 
 It is a fact worthy of notice, that this great work throughout it3 
 whole extent of over 400 miles, traversing a country, the most prom- 
 inent characteristics of which are its numerous large rivers, lakes 
 and inlets, that at no point is it interrupted by ferries, nor are the 
 difficulties encountered or expenditures required in the construction 
 of bridges and other works at all corresponding with the magnitude 
 of the rivers to be crossed, and the objects to be attained. 
 
 This peculiarity, together with the great extent of line which 
 may be constructed at a low rate, will tend to reduce the average • 
 
 Gl' 
 
52 
 
 cost of the vvhok; work to a sum considerable below :nost of the 
 great lines of the United States, 
 
 From the o*.d.minatiou I have been able to make, together with 
 information obtained from the reports of the Engineers who have 
 surveyed various jtartsi of the line, I am of opinion, that w\th jwii- 
 cious management, the whole work may be constructed with a sin- 
 gle track and equipment at a cost not exceeding $30,000 per mile, 
 or a total cost of Twelve millions six hundred thousand dollars. 
 
 PROSPECTIVE BUSINESS OF THE ROAD. 
 
 Having given the general characteristics of (he whole work, the 
 next question to be investigated is the probable return wliich may 
 be anticipated from so large an expenditure. This is an important 
 branch of inquiry, and must necessarily lie presented somewh'\t in 
 detail. 
 
 The local business of that part of the road which is in the State 
 of Maine, will be made up by ^tortious of the populatiof. of Penob- 
 scot, Hancock, Washington and Waldo Counties, and of Charlotte 
 Co. New Brunswick, amounting to about 160,000 inhi-bitanfs. 
 
 The western termums of the road it. at the City of liangor, which 
 contains nearly 15,000 inhabitants. This is an important point, it 
 fceing at the h(;ad of navigation on the Penobscot river, and con- 
 taining a wealthy and enterprising population. 
 
 The number of arrivals at this purt, during the last year, were 
 3567, and of clearances 3574. The assessed valun<ion of real and 
 personal estate is $5,121,805. The value of exports for the past 
 year will probably amount to between Three and Four millions of 
 dollars. There were 20 vessels built in the Penobscot district in 
 1850, having an aggregate tonnage of 3188 tons. 
 
 The Penobscot river possesses the peculiarity before allud«id to, 
 which characterises the *♦ lo\:i and other rivers along tliis coast. 
 
63 
 
 having a descent of 92 feet in a distance of 12 miles, and terminat- 
 iiig at the City of Bangor. Above these rapids the river is navi- 
 gable for small steamboats and other craft a distance of 40 miles. 
 
 An immense amount of lumber in logs is annually sent down Jhis 
 stream from the interior. This fall in the Penobscot, so near tide 
 w-ater, renders the water power of great value, and adds vastly to 
 the business and growth of Bangor. It is now improved to a great 
 extent, and nearly all the lumber from the Penobscot waters is man- 
 ufactured at mills erected on this portion of the river. 
 
 Extensive saw mills and other machinery have been ', rected at 
 North Bangor, Basin Mills, Orono, East and West Great Works, 
 Oldtown and Milford. There is an aggregate of 15 gangs and 154 
 single saws, equal to about 200 single saws, in operation at these 
 mills. There are also 41 Lath, 9 Shingle and 10 Clapboard ma- 
 chines, 5 cooper, 3 machine, and several furniture, carriage makers 
 and smith shops, besides other manufactories. 
 
 This machinery is cajvtble of manufacturing 176 millions of feet 
 of lumber, 50 milHoiis of laths, 14 millions of clapboards, 17 mil- 
 lions of shingles, 1 1-2 millions of staves, 800,000 pickets, 60,000 
 oars and 30,000 barrels. 
 
 The amount of these articles, annually manufactured, does not 
 every year reach the full capacity of the machinery, the quantity- 
 being regulated by the number of logs which come down the river,, 
 and the state of the market. 
 
 The largest amount of lumber surveyed in any oneyeat, was 213 
 millions, and this of course included lumber manufactured at other 
 points on the river above and possibly some that may have been 
 manufactured the year before. The total amount surveyed in the 
 year 1850, was nearly 203 millions. This is exclusive of what i» 
 technically called short lumber, such as picket.:, laths, clapboards^ 
 shingles, &c. &c. ;- : 
 
64 
 
 The lumbering business, on ihe Penobscot waters, has been in- 
 creasing from year to year, and a reference to the amount of lum- 
 ber surveyed for a .series of years, does not show those great and 
 frequent fluctuations which are generally supposed to attend this 
 branch of industry. 
 
 For the amount of exports of lumber of every description for 
 1850, and the amount surveyed each year, from 1832 to 1850 in- 
 clusive, I refer to the ap{)endix of this report, Notes A and B. 
 
 The lumter surveyed the last year, at an average price of $12 
 per thousand, amounts to $2,436,000, and it is probable that the val- 
 ue of all the lumber and other products of the forest manufactured 
 on tht! Penobscot for several years past, would amount to not less 
 than two and a half millions of dollars annually. 
 
 This lumber \? mostly manufactured 'vithiti 12 mile.s of the c.'y 
 of Bangor, and i. Timed lately on the line of the proposed road, and 
 fonvarded to market in rafts on the river. 
 
 This mode ol transportation is found to be expensive from the 
 losses sustained by the lumber being split, worn or destroyed in 
 rafting and deterioration by being pot into the water and soiled. 
 These losses are estimated by intelligent dealers, at from fifty cents 
 to one dollar per thousand feet, Avhich, when added to the expense 
 of forming the rafts and running them, increases the actual cost of 
 transportation to such a rate per thousand as to leave no doubt that 
 all lie better qualities of lumber could be tmiisportcd on the rail- 
 way at a great saving to the forwarders or dealers. 
 
 Branches extended to all the mills, none of which need much 
 exceed one fourth of a mile in length, and some much less, would 
 permit lumb<jr to be transported directly from the mills to market in 
 the cheapest and most expeditious manner, and delivered in the best 
 condition. During the best season of rafting, the amount of Imn- 
 ber forwnrded in each raf(, varies from 20,000 to 30,000 feet— but 
 often during a portion of the year, only half this amount can be run 
 
 
 rrr. 
 
55 
 
 in each raft, in consenuence of the low stage of the water. Conse- 
 quently damage to the lumber, in such cases, and detention in arriv- 
 ing at market, are very much increased. With n railway properly 
 equipped, 200,000 to 250,000 feet may be takei) to market in each 
 train, and one million daily, or as much as can be loaded and un- 
 loaded in that time. By this means the supply can be regul.**"d by 
 the demand, an-' the lumber retained at the mills, where the ex- 
 pense of piling room is less than in the city, until required for 
 sbipj)ing. 
 
 Large quantities of small lumber are annually forwarded to mar- 
 ket in rafts. Much of this is lost or disposed of at great inconven- 
 ience and expense, on account of its frequently having a ditferent 
 destination from that of the larger lumber in the rafts, upon which 
 it is forwarded. This description of lumber, therefore, would mostly 
 be forwarded to market by railway conveyance in pref»nence to any 
 other. 
 
 Having, on a previous occasion, examined with much care and 
 attention, the subject of transportation of lumber from these nulls 
 to market by raihvay, I can wiih much confidence advance the opin- 
 ion that with proper arrangements, all the better qualities of lumber, 
 amounting to 60 or 70 millions of feet annually, as 'veil as the 
 greater portion of the short lumber, will take this conveyance. The 
 latter, although less in (juantity, will probiibly produce nearly as 
 much revenue as the former. 
 
 The lumber manufactured at these mills, is from timber which is 
 principally cut near the upper waters of the l'enob.«cot. There is a 
 larger amount of timber in the country through which tl me of 
 the road passes, which does not possess the same facilities ol •nch- 
 ing ni.irket as that on the Penobscot. A portion of it now reaches 
 that stream through the Passadumkeag, and other portions reach a 
 market through the St. Croix and other smaller streams. The logs 
 often liave to be hauled a great distance, and are run with much 
 
66 
 
 labor aiid exponsp throii2[li small and circuitous streams, and in 
 passinjT rapids and iallw receive more or less injury. 
 
 With a superior line of railway running through the heart of 
 this district, touching the lakes and streams of tho interior at nu- 
 merous points, it h believed it will effect an ahno^t entire revolution 
 in the lumboring business. 
 
 It will ])rnljably be found preferable to manufacture the lumber 
 near where the timber i^? cut, and forward it to market by railway 
 conveyance. Mills being erected on and near the line of the rail- 
 way, for which there is an almost endless amount of water power, 
 th(: timber of more remote districts will readily be conveyed to 
 them, and when manufactured into lumbt^r, transported safely to 
 market by this more expeditious comrnimication. f . 
 
 Inferior qualities of lumber, which scarcely find sale and is of 
 little or no value at the poi.its where produced, or is so remote from 
 cheap conveyance as to pfTectually prevent its removal, may be for- 
 warried to market by milway conveyance, at such rates as will en- 
 sure a ready sale for large quantities at reasonable profits. 
 
 This is not a matter of conjecture, but is practically demonstrat- 
 ed by the experience of numerous railways in the United States. 
 Lumber has Ijeen transported on one line 200 miles, and this in 
 competition with i.anal navigation. Ship timber, masts, spars, curl- 
 ed maple and birch for ornamental work, fence posts, railway sleep- 
 ers, and even fin.' wood, are transported long disuvnces on railways 
 to market, and command a ready sale at high prires, which without 
 this means of comiTiunication, would be left to decay in the forests 
 or be burned us a useless incumbrance of the so"' Great nunibers 
 of railway sleepers are annually shipped from Maine to Southern 
 ports, and the demand for this article must continue to increase from 
 year to year, atul will add an important item of freight. 
 
 The extent to which ship building is carried on in Maine, creates 
 a great demand for ship timber, which finds its way to the 'oast in 
 
 t-MMmfc. 
 
67 
 
 large quantities on the several railways now in operation, and by 
 the ordinary conveyances of the country. The opening of a rail- 
 way communication between the St. Croix and the Penobscot, will 
 give facilities for the transportation of this article in each direction, 
 to tide water and it will doubtless be a source o'' considerable reve- 
 nue to the road. 
 
 The introduction of cheap conveyance into this district, will be 
 followed by the manufacture of an endless variety of articles from 
 the growth of the forest, which in turn will be succeeded by agri- 
 cultural products as the country is improved. Cord wood is trans- 
 ported in vessels from N. Brunswick and Nova Scotia to Boston, and 
 there is no reason why it may not reach Calais and Bangor by rail- 
 way conveyance, and thence be shipped to other markets if necessary. 
 
 Large quantities of provisions and forage are annually forward- 
 ed to the luml»ering districts. It in estinir.ced by intelligent men, 
 that there is annually sent from Bangor to the lumbering districts 
 50,000 bunels of Flour, 250,000 bushels of Corn and 6,000 barrels 
 of Pork, together with a great variety of other articles. 
 
 These supplies are also forwarded in large quantities from Calais 
 and other towns for the same purpose. 
 
 The intercourse created by the lural)ering busines.s, and the a- 
 mount of travel from Bangor up the Penobscot valley is almost in- 
 credible. Numerous lines of daily stages, and some rur>uing twice 
 a day, are fully occupied for a large portion of the year, and in ad- 
 dition, the number passing in private conveyances is equal to or 
 greater than that by the stages. On the western portion of this 
 line there are, including the population of Bangor, 25,000 inhabi- 
 tants, to which add the population above Milford, which will pass 
 over a portion of the road, giving a total of 50,000 inhabitants, who 
 from the nature of their pursuits, will add ♦: the passenger business 
 in a greater proportion than is usual for a like population under or- 
 dinary circumstances. 
 
 -iMi'- • 
 
 'fm- 
 
 'M 
 
68 
 
 The way business of the road in the interior, will at first, be con- 
 fined to the intercourse created by lumbering operations, which at 
 present, from the manner in which the business is transacted, does 
 not appear to be of much importance. This however will be very 
 much increased by the opening of a railway. 
 
 As we a[)proach tlie St. Croix, the country is cultivated and con- 
 tains an active and enterprising population. 
 
 Baring is a considerable village on the St. Croix, six miles above 
 Calais, were there are 8 saw mills, 7 lath and 2 shingle machines. 
 It also contains 8 stores, and is a place of some importance. 
 
 Calais is a flou; ishing town, containing nearly 6000 inhabitants. 
 The town and p-aish of St. Stephens, on the opposite side of the 
 ri .er, contaii. nearly the same population; and although on different 
 sides of the Boundary, the two places are intimately connected in 
 their uusiness relations. Such being the case, and being at the head 
 of navigiation on the St. Croix, possessing also a valuable water 
 power and other advantages, this centre of business constitutes an 
 important point. 
 
 Calais contains 85 stores, 1 bank, 16 saw mills operating 32 saws, 
 2 planing, 1 box and 21 lath machines, 5 machinery' shops, 12 smith 
 shops, 2 foundries, 1 tannerj', 3 grist mills, 7 shingle mills, 1 .stave 
 and 1 plaster mill. 
 
 There were 6 vessels built in Calais during the past year, having 
 an admeasurement of 1814 tons, and the number of vessels owned, 
 not including any under 50 tons, is 32, with a total of 5766 tons. 
 There wen; in 1850, 760 arrivals and 776 clearancet . The assess- 
 ed valuation of property is $809,140, which probably does not ex- 
 ceed 50 per cent of its real value. •: < 
 
 St. Stephens contains 69 stores, 1 bank, 23 saw mills with 65 
 saws, 2 shingle, 4 last, 2 planing and 21 lath machines, 1 foundry, 
 1 machine shop, and 3 grist mills. The assessed valuation of real 
 and personal estate is $1,169,400. The principal exports of Calais 
 
 ■'■i''i*\/-'.-" ■ 
 
69 
 
 and St. Stephens in 1860, were 76 millions feet of luml)er of vari- 
 ous qualities, 85 millions laths, 25 millions shingles, 4,075,000 pick- 
 ets and clapboards, 7,000 shocks and one millio" staves, hoops and 
 heads, also 13,000 barrels calcined plaster, and 1500 tons ground 
 plaster. There were 800 vessels employed, having an admeasure- 
 ment of 120,000 tons. 
 
 Full a. counts of the imports have not l)een obtained, but with the 
 active trade of ♦hese places, there must necessarily be large impor- 
 tations of merchandise. 
 
 For the supply of the surrounding country, and the luml)er dis- 
 tricts, there were imported into Calais, in 1850, 90,000 bushels of 
 com, 28,000 barrels flour, and 3,500 barrels of Pork. 
 
 The St. Croix river has here an aggregate fall of 72 feet, and be- 
 tween Millto\vn and Baring, an additional fall of 14 feet. This 
 power is now occupied principally in the manufacture of lumber, 
 but as the timber of the country gradually disappears, it will be ap- 
 plied to other manufactures. There are other considerable towTis 
 in the vicinity of this portion of the road, which will contribute 
 largely to '.s local business. The population of these towns, to- 
 gether with those in New Brunswick, which will add to the busi- 
 ness of the road more or less, amounts to 30,000 souls. 
 
 The total population of the State of Maine, is 583,000. Her 
 principal sources of reventie are lumber and snipping, although her 
 citizens are beginning to tuni their attention to manufactures, as is 
 shown by the large investments which have been made within two 
 or three years past, and to the cultivation of the soil, as indicated 
 by the great increase of agricultural products exhibited in the sta- 
 tistics obtained by the recent census. 
 
 Maine is the largest ship building State in the Union, and the 
 tonnage of vessels annually built by her, is over one third of the 
 total tonnage built by all the principal ship biiilding States, The 
 superior facilities, which Maine possesses in Iht extended seaboard, 
 
60 
 
 her fine harbors and rivers, and the skill and enterprise of her citi- 
 zens, have already placed her far in advance of all the other States 
 in this branch of industry, and in the front rank as a commercial 
 State, New York and Massachusetts, the largest ship building 
 States, except Maine, having a total population of orer four mil- 
 lions, built in 1850, an aggregate tonnage of 94,178 tons, while 
 Maine, with a population of not quite 600,000, built in the same 
 year, an aggregate of 91,211 tons. In the amount of her shipping, 
 she is now the third State in the Union, no other States exceeding 
 her, except New York and Massachusetts. (Note C.) 
 
 The amount of lumber annually manufactured in the State of 
 Maine, probably exceeds 400 millions feet, which with the numer- 
 ous other productions of the forest, cannot be valued at less than 
 six millions of dollars, . - :* 
 
 BUSINESS OF THE ROAD IN NEW BRUNSWICK. 
 
 New Brunswick, like the State of Maine, has also great com- 
 mercial advantages, and her principal sources of revenue are from 
 her lumber, her fisheries, and shipping. The population of this 
 Province does not probably vary much from 200,000 souls. This 
 p^ pulation is principally settled along and near her extended coast, 
 aud in the valley of the St. John. 
 
 The most western county through which the line will pass, is 
 Charlotte, which contains a population of from 18,000 to 20,000, to 
 this may be added a population on and near the frontier of Maine, 
 which will contribute to the bu.siness of this part of the road. 
 
 I have already given the principal statistics of St. Stephens, an 
 important town on the St, Croix, which with Calais, contains a 
 large and active population, which will contribute to the trade of 
 the road on each side of tlie Boundary, in almost an equal degree. 
 Leaving the frontier, the line passes a few miles north of St. An- 
 
 
 
61 
 
 drews, a place of importance, which is tho shire town of Chariot te 
 county. It contains a number of stores, one bank, find seveml pub- 
 lic buildings, and is beautifully situnted on sloping grounds, at the 
 mouth of the St. Croix river on Passiimaquoddy Bay. The exports 
 of the port of St. Andrews and its out-bays, for 1848, were $246,- 
 0f)5, and the imports $198,782. The number of clearances 810, 
 and the arrivals 843, having an aggregate of 166,194 tons. The 
 ships built amounted to 3,077 tons. This place is the Southeni ter- 
 minus of the Quebec and St. Andrews railway, an enterprise which 
 is being pressed fonvard with the intention of reaching Woodstock 
 on the St. John, at an early period. This accomplished, it will 
 prove a valuable auxiliary to this contemplated work, and much of 
 the trade of the Upper St. John, destined either west or east, will 
 find this an economical and expeditious channel of communication. 
 It also connects it with the port of St. Andrews, at which point a 
 steamboat touches daily, thus not only accommodating that place, 
 but giving ready access to the railway, from Eastport, Campobello 
 and Lubec, containing in all, nearly 10,000 inhabitants. 
 
 The pleajwnt situation of Saint Andrews, and the picturesque 
 Bcenery of Chamcook in its vicinity, will offer great attractions, and 
 with the facilities which these railways will give, must make it a 
 place of much resort in the summer season. • , » 
 
 Chamcook harbor is situated some five or six miles furtlier north 
 tliun St. Andrews, is capacious and of sufficient depth for the laig- 
 est vessels, and its nearer approach to the proposed eastern railw :'y, 
 with which it will be conr»ected by the St. Andrews line, together 
 with the fine water power at that place, will give it additional im- 
 jwrtance and probably add considerably to the business which will 
 teach the road from this direction. 
 
 From this point to St. John, the line passes through or near sev- 
 eral places where there will be a considerable amount of business. 
 These are, St. George, at the Falls of the Magaguadavic, L'Etang 
 
62 
 
 Harbor, Lcprcau and Ivanhoe, at nearly all of which lumber is man- 
 ufactured in consideiablc quantities. 
 
 St. John, situated at the mouth of the river of the same name, is 
 the principal city of New Brunswick, and with its suburbs, contains 
 a population of 30,000 s.iuls. Its exports for IB^O were $2,123,217 
 and imports $3,174,189. Ve.<sels are al)le to enter the harbor of St. 
 John at all seas^ons of the year, it never being obstructed by ice. 
 
 The mimber of clearances at that port in 1850, was 1718, equal 
 to 28-4,181 tons, and arrivals 1695, having an aggregate of 260,424 
 tons. There were owned at St. John in 1849, 505 vessels, whose 
 admeasurement was 93,192 tons, and the number of vessels built 
 was 03, with n total of 26,202 tons. (Note D.) 
 
 There is a large amount of lumber annually manufactured in the 
 immediate vicinity of St. John. There are 17 saw mills, 13 of 
 which are operated by steam, and 4 by water power. Also 6 flour 
 mills, 5 iron foundaries, 3 breweries and 6 tanneries. The exports 
 of lumber, &c., iu 1849, were, us follows: — 85 1-2 millions feet of 
 deals, 107,000 to as of timber, 15 millions feet of boards and scant- 
 ling, nearly 5 ml lions of railway sleepers^S 1-3 millions of shin- 
 gles, 279,000 clapboards and 0,392 barrels. 
 
 The public institutions of St. John, are 3 Banks, having a capi- 
 tal of $2,000,000, 1 Gas Company $120,000, 2 Insurance Compan- 
 ies $400,000, Lunatic Asylum, Marine Hospital, &e., &c. The 
 assessed valuation of real and personal estate is $11,144,800, and 
 income assessed $763,272. 
 
 There are 5 steamboats running on the river to Fredericton, and 
 2 to Woodstock. It is estimated that there are 25,000 passengers 
 on the river during the season of navigation; or including the stage 
 travel in the winter season, the total number of passengers is 28,000 
 annually. 
 
 ^ There are steamboats r\mning up the Bay, to Dorchester, the 
 Bend of Pel' '^odiac, and Windsor, and across the Bay to Digby and 
 
 ^^::S^mS-:.tiiM^'ii.!kiUf&,t^!i!. 
 
68 
 
 Annapolis, and along the coast to Eastport, Portlnnd anil Boston. 
 These steamers carry a large number of passengers; but 1 have been 
 unable to obtain returns of the nunjber transported. 
 
 There has been a very great inoreaso in the travod within a few 
 ypors, resulting mainly from the increased facilities, and the reduced 
 rates of fare consequent thereon. 
 
 'J'here is a large an)oun( of tiniljcr, which is cut in the Northern 
 part of the State of Maine, which passes to market through the 
 liver St, John. 
 
 A large portion of this part of the State is drained by the St. 
 Johii and its tributaries, which offer almost the only means of trans* 
 porting a portion of tlie timber to market. 
 
 A railway communication from Bai Lfor to St. John, will have a 
 tendency to facilitate intercourse as connected with the hunber bu- 
 siness of tliat part of the State, and in effect, to increase the real 
 value of the lands. 
 
 The lower jw tion of the valley of the St. John, has extensive 
 "intervales'" of great richness and fertility. The valley is often sev- 
 eral miles wide, and the country is in an advanced state of cultiva- 
 tion. It proljably contains upwards of 40,000 inhabitants, who will 
 add largely to the business of the road. 
 
 Proceeding eastwardly from the city of St. John, the proposed 
 n'ilway will pass through a highly cultivated and fertile country, 
 the greater portion of the distance to the line of Nova Scotia. 
 Much of it will compare favorably wth the most fertile sections of 
 the Western States. 
 
 A large amount of business now passes over the road between 
 St. John and the Gulf of St. Lawrence, by the ordinary convey- 
 ances of the country. It is staged in the report of Mr. Wilkinson, 
 that a careful registration of the travel passing various places be- 
 tween these jwints, was kept for several months in 1848, and this 
 showed a total of 166,000 passengers, who travelled various dis- 
 
 
\ 
 
 64 
 
 tances on this route, and that this travel was equivalont to 57,000 
 throutrh J)a:^song^•r8, b«>tweon Shedinc and St. John. The amount 
 of freight that will \\e triinsported on this part of the road will be 
 very large, coiisi.sting of agncultiiral products, cattle, sheep, swine, 
 &c., ice. ■ :■ , ■ :; ■, si;. ■> ■-. 
 
 The road will touch the navigahlo waters of the Bay of Fundy, 
 at the Bend of the Petitcodiac, where there is a fiourishing village;. 
 
 There are here 7 wharves, 6 ship-yards and several mills in the 
 immediate vicinity. This place is 25 miles from the mouth of the 
 river, which is navigable for vessels of 500 tons, and for vessels of 
 100 tons, some 10 miles further up the stream. The exports of this 
 place are very consideraWe, and including the vessels which are 
 built and sold, they are estimated at over f 100,000 annually. A 
 steamlK)at runs between this place and St. John twice a week, car- 
 rying over lt)0 passengers weekly, and a largt> amount of freight. 
 Shad and Salmon fishing is carried on here to a considerable ex- 
 tent. There are rich depo.sits of coal, gyjwum, iron, ice.., &c., in 
 this vichiity. An extensive deposit of Asphaltum, said to be supe- 
 rior to any yet brought into market, is found not far from this place, 
 and is now being worked. ' ■ ':- ' • -, . • -', •» " 
 
 A considerable amount of trade crosses from the Gulf of St. 
 Lawrence to this place, the distance being but 15 miles from She- 
 diac harbor on the Gulf. ■ ,. - , . 
 
 With a branch extended to the latter place, it would draw in the 
 trade of a large population along the coast, and from Prince Ed- 
 ward's Island. • r' 
 
 There are in the coimties along the Gulf 40,000 inhabitants, who 
 will send many of their products and receive their supplies, by this 
 line of communication. 
 
 The proposed railway, after passing the Bend of the Petitcodiac, 
 
 W bears more southerly, and will pass through or within a few miles 
 
 of Dorchester and Sackville, both situated at the head of the Bay 
 
 '■^^^.;;-'"-" 
 
 ■3^-Vt„ . : 
 
 . "lV_'.'j, r,v. ''..'..r.^- '•-: i^i:.;.'j}'UJi>Ji{i^1-^. :s„„',J. 
 
 -(-.-„,-.., 
 
?.()00 
 lioiint 
 
 il be 
 Iwine, 
 
 / 
 
 "'% 
 
 65 
 
 of Fiindy, in the midst of a most beautiful and fertile country. 
 Dorchoster is the shire town of Westmoreland county, situated at 
 the mouth of Memramcook river, where there is ii good harbor, and 
 contains several public buildings. In this parish are found valuable 
 ([uarries of free stone, gypsum, grindstonep and coal stmta. Its 
 extensive marshes, which have been reclaimed from the sea, and 
 the highly cultivated uplands bear abundant evidence of their fer- 
 tility and native richness. 
 
 The Parish of Sackville is further south, bordering Cumberland 
 Basin, and boasts the largest tract of sea alluvium in British Amer- 
 ica. The sea is shut out by extensive dykes, and the soil produces 
 the most superior crops of wheat, oats, potatoes and grass. The 
 uplands, bordering these marshes, are well cultivated, and produce 
 every description of grain. Large numbers of cattle are raised in 
 these Parishes, and the markets of St. John and Halifax are partly 
 supplied from the products of these daries. 
 
 Taking a mnc geneml view of New Brunswick, we find that it 
 embraces an area, according to the best authorities, of 26,800 square 
 miles. The soil is generally favorable for agriculture, and it is es- 
 tjiTiated that two thirds of its surface may be cultivated to great ad- 
 vantage. 
 
 Portions of it are exceedingly fertile, particularly the bottom 
 lands of the v alleys, and the reclaimed marshes, bordering oa the 
 Bay of Fun 'y. Vegetation arrives at maturity in an exceedingly 
 short time; and almost every description of grain, with proper cul- 
 ture, is produced in abundance. 
 
 In addition to its agricultural cajwibilities, it possesses great re- 
 sources in the abundance of its timber, its valuable minerals, and 
 
 its fisheries. 'W^ 
 
 The extent to which its inhabitants have been engaged in the 
 lumbering business, although it has been, and still is, a source of 
 great wealth, has proved highly detrimental to the agricultural ad- 
 
 . ■} 
 
66 
 
 vancement of the Province. A change has taken place however, 
 and the rapid increase of agricultural products within the last year 
 is a gratifying indication of the increased attention of her ^wpula- 
 tion to these p\irsuits. 
 
 The coal fields of New Brunswick are of great extent, covering 
 bout one third of her territory; and, having a projier proportion of 
 productive coal measures, it will readily appear that she has an in- 
 exhaustible supply of this valuable mineral, fhese mines have 
 not been worked to a great extent; but the superior quality of the 
 coal, the ease and economy with which they may be worked, are 
 satisfactorily demonstrated. It only requires greater facilities of 
 communication to develop them more fully, and to bring their value 
 prominently before tlie public. The proi)<)sed railway passes over 
 the south-eastern portion, and skirii. along the southern border of 
 this great coal field, for 70 or 80 miles, while another section or 
 arm of this formation is in still closer proximity, extending for two 
 thirds of the distance, from the Petitcodiac to the city of St. John, 
 between the route of the pioposed railway and the Bay of Fundy. 
 
 New Brunswick contains other valuable minerals, such as iron 
 and lead ore, manganese, together v'<th hydraulic and other lime- 
 stone, roofing slate, marble, gypsum, potter's clay. Sec, kc. She 
 ;al80 has her mineral springs, of various descriptions; and saline 
 •waters are found directly on the route of the proposed railway, 
 where salt is now being manufactured. 
 
 No census has been taken of the pojjidation of New Brunswick 
 for a number of years; but it is stated by Major Robinson, in his 
 report, that it had been estimated at 208,000, at the beginning of 
 1848. 
 
 It has been estimated by competent and intelligent men, who 
 are familiar with the resources of the -country, that the local trade 
 of the road east of St. John, including the travel and agricultural 
 products only, will ajnoount to tS46,000 annually. 
 
 i^'-'} 
 
67 
 
 liver, 
 
 fear 
 
 bula- 
 
 
 >«)»*"• 
 
 BUSINESS OF THE ROAD IN NOVA SCOTIA. 
 
 The Province of Nova Srotia and its dependencies, has an area 
 of 19,60r square miles, and is estimated to contain 240,000 
 inhabitants. It is nearly surrounded with water, and possesses 
 great co>r.Tnercial advantages. The exports of Nova Scotia proper, 
 in 1849, were $2,720,593, and if we add Cape Breton, the total 
 exports would probably amount to nearly 3 1-2 millions. Its imports 
 are $4,776,561. The clearances of vessels from the various ports 
 of Nova Scotia were 4821, of 482,854 tons, and the arrivals were 
 4,939, equal to 488,386 tons burthen. (Note E.) 
 
 The principal articles of exports are gypsum, coal, fish and lum- 
 ber. There were exported in 1849, 240,000 barrels, 320,000 quia- 
 tals and 18,800 boxes of fish, valued at $2,032,397, and 100,000 
 chaldrons of coal and 60^000 tons plaster. There were 221 vessels 
 built — measurement 29,422 tons. 
 
 The most fertile portion of Nova Scotia borders on the Bay of 
 Fundy, and is generally in a high state of cultivation. The more 
 productive portions about the head of the Bay, are situated in the 
 counties of Hants, Colchester and Cumberland. 
 
 The latter is the most northern county of Nova Scotia, and is sit- 
 uated between the arms of the upper extremity of the Bay of 
 Fundy. It extends across to the Gulf of St. Lawrence and in- 
 cludes Wallace and Pugwash harbors. The line of the proposed 
 railway inclines to the i-astern portion of the county. It is, howev- 
 er, only a few miles distant from the towns and harbors on each side 
 of the Isthmus, and is sufficiently near to throw off branches to the 
 more important points at moderate expense, Pugwash is a most 
 superior harbor, and has 18 feet of water over the bar at low tide, 
 and the largest ships float at all times of tide in perfect security 
 within its basin. This is a place of considerable business. Ship- 
 building and lumbering are the principal branches of industry. The 
 
ships built in 1850, amounted to 3614 tons admeasurement. The 
 land is of superior quality in its vicinity and well cultivated. 
 There is a fine stone quarry near this place, and the materials for 
 the government buildings in Halifax were obtained here. '^ 
 
 This harbor, being but a few miles from the line of the railway, 
 oflfera superior advantages for the trade of Prince Edward's Island 
 to reach Halifax. 
 
 Wallace Bay admits large ships at high water, and the port also 
 possesses advantages for ship-building, fisheries and the lumber 
 trade. The average annual arrivals and clearances, at and from 
 this port for several years p?ist, have been 135 vessels, equal to 
 30,000 tons, and the exports and imports about $135,000. 
 
 Amherst, the shire town of this County, is situated at the head 
 of Cumberland Basin, and is surrounded by a fertile and highly 
 cultivated countrj'. Beside the public buildings of the county, it 
 contains 12 stores, and is a place of considerable business. 
 
 There have been forwarded or driven from this county during the 
 past season, 1000 cattle and horses, 1500 sheep and otlier animals, 
 to the markets of Halifax and St. John. 
 
 There have also been forwarded, some 1500 firkins of butter ; 
 and the freight received there from various places, amounts to seve- 
 ral thousand barrels. The county is estimated to contain 18,000 
 inhabitants, and the amount of larui under the plough, is 100,000 
 acres, together with a great extent of meadow or grass land. Its 
 grazing caimbilities are very great, and it has a large number of 
 cattle, sheep and horses. 
 
 This county is exceedingly rich in minerals. It has valuable 
 coal mines at the Joggins and Spring Hill. At the latter place 
 there is! one stratum 12 feet* in thickness, and the coal is of excel- 
 lent quality. A branch railway of a few miles in length, would 
 connect this valuable mine with the tnmk line of railway throu^ 
 Cumberland Coal makes its appearance in varioua localities in the 
 
Tho 
 
 Jted. 
 
 Is for 
 
 way, 
 Island 
 
 county. Small quantities have been raised on the Maccan and 
 Herbert rivers, and it is also seen on the river Phillip. There are 
 valuable grind-stones in this county, and large quantities are manu- 
 factured annually, and shipped to the United States. Gypsum and 
 lime stone are found in great abundance; also numerous salt 
 springs. A large amount of gypsum and lime is forwrded to 
 market. The manufacture of salt is at present limited. 
 
 The total number of arrivals and clearances at and from the ports 
 of Cumberland and Parsboro, in 1850, which are on the Bay of 
 Fundy, in this county, were 501, measuring 33,711 tons. The 
 total exports ot" this county have been estimated from the most 
 available sources of information, at $400,000 annurtlly, 1 have 
 not been able to obtain its total imports ; but including its trade 
 with other parts of Nova Scotia, they probably amount to $200,000. 
 
 Cumberland county contains 100 saw mills, 16 flour mills, seve- 
 ral collieries and 6 grind-stone quarries. Besides the trade which 
 it has through the ports on each side of the isthmus, it has a larg« 
 traffic through the country direct to Halifax. 
 
 Crossing the Cobequid Hills, the proposed railway enters Col- 
 chester county, which also extends across from the southern arm of 
 the Bay of Fundy to the Straits of Northumberland, and like Cum- 
 berland, abounds in numerous valuable minerals. Coal, iron ore, 
 gyp.sum and lime."»tone are found in various localities The most 
 valuable deposit of iron ore yet discovered in Nova Scotia, is found 
 almost immediately on the line of the railvvay, and is now being 
 worked extensively. The coal measures are in the immediate 
 vicinity of this deposit, and a vvorknble coal-bed exists within a dis- 
 tance of two or three miles of tlie iron works. There is also an 
 abundance of wood for fuel, at this place, and water power 
 sufficient to propel the machinery. 
 
 A cheap and expeditious means of con^'eyance, available both 
 summer and winter, will doubtless develope these mineral deposits 
 
f0 
 
 to a much fuller extent, and render them a source of great wealth to 
 the country, and u large revenue to the railway. 
 
 That part of Colchester county, bordering on the Bay of Fundy, 
 is thickly settled and in a high state of improvement. The soil 
 is exceedingly fertile and richly repfiys the agriculturist for his labor. 
 
 Truro is a large and In^autiful village situated at the head of 
 Cobcquid Bay, and is at the point where the great line of travel 
 from Halifax to Pictou and Prince Edward's Island branches from 
 that to Cumberland and New Brunswick. This is the mostproba* 
 ble point for the divergence easterly of a line of railway to Pictou 
 harbor, and coal mines. A lateral line in this direction is regarded 
 of great importance, as it would extend the immediate benefits of 
 railway communication to a large population, and vastly increase 
 the business of the trunk line. Prince Edward's Island lias a valuable 
 trade with Halifax, and with a branch line to Pictou, this traffic 
 and travel would mostly take this route in preference to the circu- 
 itous one by water. The area of this Island is 2,130 square miles, 
 and the population is 62,000, which with that of Pictou county, 
 will make a total of 90,000 inhabitants, whose products and sup- 
 plies would be conveyed through tliis channel of communica- 
 tion. With a railway to Pictou, and suitable steamboats for cross- 
 ing the Straits of Northumberland, uio population of the Island will 
 be brought within 7 hours ride of Halifax. Without this branch, 
 there will be a large trade that will reach the main line from this 
 direction. 
 
 The county of Pictou is celebrated for its extensive lieds of coal, 
 v.'i.jch are worked to a greater extent than at any other locality in 
 Nova Scotia. The works are under the General Mining Associa- 
 tion. There were raised, according to the Custom House returns 
 for 1849, from the Albion or Pictou mines, 53,674 chaldrons 
 of coal. Gypsum, iron ore, fiee stone and lime stone, are also found 
 in this county. '•> ■;■■ • • ' • ^ -v j .v-- -: 
 
71 
 
 The number of ships built at the port of Pictou, 1849, was 44, 
 equal in admeasurement to 10,134 tons. The number of arrivals 
 was 583, and clearances 765, having an aggregate of 134,653 tons. 
 The totp.1 imports and exports were $480,460. 
 
 The total amount of coal raised by the General Mining Associa- 
 tion in Nova Scotia, 1849, was 113,000 cbaldrons, 13,500 of which 
 were consumed in the Province, and the balance exported. For 
 the conveyance of this coal to market, the Association annually load 
 1600 vessels, and its average annual expenditure is about $320,000. 
 
 The counties of Hants, Kings, Annapolis and Digby, situated 
 along the south side of the Bay of Fuhdy, contain a large 
 population. The country is of the most fertile character and pos- 
 sesses grei'.t agricultural and mineral resources. 
 
 A beautiful valley extends from the Basin of Mines parallel with 
 the Bay of Fundy to Annapolis Basin, passing through the counties 
 of Kings and Annapolis, a distance of 80 miles, with an average 
 width of five miles. This valley is drained by Annapolis and 
 Comwallis rivers, both of which are navigable several miles. This 
 valley and the favorable grounds in Hants count)', offer great facil- 
 'ties for the construction of a lateral uranch of railway in a westerly 
 direction, diverging from the trunk line near the head of Bedford 
 Basin, or in the vicinity of Grand lake-. 
 
 The mineral resources of the Province are almost unlimited, and 
 
 there probably is not an equal extent of territory on this continent 
 
 that excels it in the variety and superior character of its minerals. 
 
 It is estimated that its coal fields alone cover an extent of country 
 
 equal to 2000 square miles, and iron ore, gvpsum, lime stone, free 
 
 stone, granite, slate and saline springs, are found in great profusion 
 
 in the Province. 
 
 In view of the great quantity and favorable position of these 
 
 minerals relative to the proposed railway, there cannot be a doubt, 
 
 that, if relieved from all restrictions, capital will be found in abund- 
 
 mkmmmm 
 
72 
 
 ance for working the mines ; and that their products, together with 
 the ordinary bus^iness of the country, and the increased intercourse 
 and traffic growing out of extensive mining operations, and the 
 general henelit of railways, would of themselves make a very fair 
 return for the expenditure re([uired to build the railroad through 
 Nova Scotia. 
 
 It is a circuitous voyage for vessels from the United States or 
 Halifax, to reach the coal mines of Pictou ; and one that is attended 
 with more than ordinary danger and difficulties. Vessels can only 
 visit this port seven months of the year, aud can make only about 
 seven voyages a year between it and Boston. It is stated by per- 
 sons familiar with the navigation, that it requires from 20 to 25 
 days for a vessel to go from Halifax to Pictou for a cargo of coal 
 and return. Vessels in passing through the Gut of Canso, 
 require the wind to be in a particular dir<>ction, and they 
 are often detained for several days by adverse winds. Insurance to 
 tlie Gul Ports in summer is 3-4 per cent., and in fall, from I U. 3 
 per cent. In addition to these items of expense, there are losses 
 arising from the suspension of navigation, already mentioned, as 
 the coal remains en the bank exposed, for several months, to the 
 severe winter weather, and much of it is injured so as to be 
 unfit for shipment. Freight from Pictou to Halifax is SI, 50 per 
 chaldron of about 1 1-2 tons, or about one dollar per ton. 
 
 The cost of transportation on railways, as well as other convey- 
 ances, depends upon the regularity of the traffic and the loads that 
 jnmy be carried. If trains can be uniformly loaded to the capacity 
 of the engine, the cost may be reduced to a very low rate, on roads 
 ihaving favorable gradients. 
 
 With the immense deposits of coal along the line of the proposed 
 rroad, there appears no reason why merchandise trams, going in the 
 .direction of Halifax, should not always be fully loaded. 
 
 On the Reading Railway in Pennsylvania, coal is transported 96 
 
73 
 
 miles, at a cost to the company of 62 cents per ton, or 65-100 of a 
 cent per ton per mile; the trains being fully loaded in one direction. 
 This low rate is owing to the uniformity of the traffic, and great 
 tonnage of each train. 
 
 In view of the difficulties of the navigation, the cost of transpor- 
 tation, and the additional cost of trans-shipnioiit, insurance and de- 
 terioration, it is believed that coal from mines in the vicinity of the 
 line, may be delivered in Halifax, by railway, at a rate not exceed- 
 ing that transported in vessels from Pictou, and that such charge 
 would allow reasciablc profit to the railway. Cars loaded at the 
 mines would depu.sit the coal directly on the wharves of Halifax, in 
 the best condition and with the greatest regularity, both summer 
 and winter. 
 
 Coal destined to other markets would of course be subject to 
 transhipment from cars to vessels at Halifax, as is now the case at 
 Pictou. But there would be a great advantage to shipping in the 
 coal trade, to be able to continue their voyages through the winter, 
 and in making Halifax the point of transhipment, there would 
 be greater certainty of freights of some description from its 
 being the great commercial town of the Province. 
 
 The demand for coal at Halifax must he greatly increased by the 
 establishment of this line of communication. 
 
 Halifax harbor is one of the finest on the continent and of suffi- 
 cient capacity to contain all the navies of Euroi)e. Its length ex- 
 tending northerly and southerly is 16 miles, and at its upper ex- 
 tremity there is a l)eautiful sheet of water, known as Bedford Ba- 
 sin, embracing an area of 10 square miles of good anchorage. It 
 is easy of access, and well protected by islands at its entrance, and 
 is scarcely ever obstructed by ice. 
 
 The city of Halifax, the commercial and political capital of the 
 Province, is beautifully situated on a declivity on the western side 
 of the harbor, and has long been the principal naval station of Brit- 
 
74 
 
 ish North America. It contains about 24,000 inhabitants, and has 
 4 banks, 3 insvirance companies, one college, a chamber of com- 
 merce and numerous other institutions. It is an important military 
 station also. The citadel stands on the highest grounds within the 
 limits of the city, 3leviited some 250 feet above the sea, overlooking 
 the town and commanding the harbor. The government works are 
 the Barracks, the fortifications of the harbor, and an extensive dock 
 yard for the repairs of ships of war. The latter is a large enclosure 
 and contains buildings for the residence of officers, besides stores, 
 warehouses, work shops, &c. &c. The Province building is a fine 
 edifice, containing apartments for the Legislative Council, House of 
 Assembly, Supreme Court and various government offices. 
 
 The number of vessels built at the port of Halifax in 1849 were 
 78, measuring 8229 tons. The total number of vessels arriving in 
 that year, were 1146, having a tonnage 177,192 and the clearances 
 were 1012 vessels, of 162,069 tons burthen. Its exports were 81,- 
 271,922, and its imports $3,450,745. The assessed value of real 
 and personal estate of Halifax is $13,714,732. 
 
 The historical associations connected with Halifax, witli its nu- 
 merous attractions to the pleasure tourist of the United States, in 
 addition to its commercial importance, will invite a large and in- 
 creasing intercourse upon the line of the railway, as soon as com- 
 pleted. 
 
 On the opposite or east side of the harbor, is situated the pleas- 
 ant town of Dartmouth, which is connected with Halifax by a steam 
 ferry. It contains many fine residences, a valuable water power 
 and some machinery. 
 
 Relative to the travel on the proposed railway in Nova Scotia, 1 
 would oteerve that a registration of passengers passing three points 
 on the route, has been kept for six months, and upon which an esti- 
 mate has been made for the year, which gives over 100,000 pas- 
 sengers (ravelling on this road annually. 
 
' >u «au>ki.vj«^ 
 
 76 
 
 las 
 
 re 
 
 k 
 
 re 
 
 8, 
 
 ne 
 
 Having taken a general view of the resources and trade of the 
 whole county through which the proposed line will pass, it is proper 
 in the further consideration of the question of business, to refer to 
 the results attending the construction and operation of railways in 
 other States, and to be guided as far as practicable, by experience 
 in arriving at conclusions relative to the business that may be anti- 
 cipated on the proposed railway now under consideration. 
 
 I have, therefore, with a view to illustrate the subject, prepared 
 the following tabular statement showing the population of the New 
 England States and the State of New York, the total number of 
 miles of railways in operation and the number of passengers and 
 tons of freight transported, and the receipts for 1850. ^ 
 
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77 
 
 The States embraced in the above table, have an iireu of 112,155 
 square miles, and contain 5,828,419 inhabitants. These States arc 
 intiinately connected in their business relations, and trunk lines of 
 railway traverse this territory in various directions nearly from one 
 extremity i■^ the other. 
 
 Viewing these States sc|)arately, we find that the railway 
 system f>f each, is in different stages of advancement. In Massa- 
 chusetts, it may be considered complete, and in New York, Con- 
 necticut and New Hampshire, it is far advanced. Vermont and 
 Rhode Island have made considerable progress, while in Maine, the 
 system may be considered as btit just commenced. 
 
 The trunk Hues of Now Hampshire and Vermont have been so 
 recently completed, that their benefits have been but partially 
 realized. This is particularly the case with the latter State, her 
 railways having been in operation only about one year. 
 
 The railways of Maine are in an unfinished state, and their con- 
 nections, with the exception of one, incomplete. Further, a large 
 portion of the population have not participated at all in the benefits 
 of this mode of communication. 
 
 The extraordinary facilities for the conveyance of both passengers 
 and freight enjoyed by the great bulk of the population of Maine, 
 furnished by their line of extended scacoast, their numerous access- 
 ible harbors and their navigable rivers, sufficiently explain the 
 
 reason why the introduction of railways into Maine, has been less 
 rapid, than her character for enterprise would naturally lead us to 
 expect. The people of Maine, rel.-brated throughout the country 
 for enterprise and commercial sagacity, seem destined to achieve, 
 by the carrying out of her railway system, far greater results 
 thereby, than any other State of New England, if not of the Union. 
 It should also be recollected that many of the railways of 
 the State of Maine, have been in operation to their pre- 
 sent extent, but a few weeks or months, (which is the case to 
 some extent with railways in other States), and therefore do opinion 
 
 -r.. .»-;>•:..> 
 
 !!) |l iJimi. l ,l 
 
78 
 
 can be formed of their bminess by comparing the aggregate miles, 
 or cost with the rocints, as shown in the table. With a territory 
 nearly etjual to that nf all the other New England Slates, and mnk- 
 ing next to Mrssachusetts in pop\ilation, she has less length of rail- 
 ways tiian either of those States, except Rhode Island. It must be 
 remernl)ered that several of the milways of New York are restricted 
 from carrying freight except tmder great di.'tadvanlnges, and the 
 total receipts from freight in that State, which has three times the 
 population and three hundred tnile.s more of railways than Massa- 
 chusetts, are one million of dollars less than those of the latter. 
 This is also in part owing to the unfinished state of many of her 
 trunk and latcial lines whose traffic will greatly exceed any now 
 completed. Many t.'f the railways embraced in the table are sub- 
 ject to a far stronger competition from steamboats and vessels than 
 can ever be bro\ight to bear on the business of the proposed railway. 
 
 The amount of traffic, therefore, exhibited in the preceding table, 
 is far below what it would be on the same railways a few years 
 hence, were they to remain in their present state. When com- 
 pleted, howevt'r, and their connections perfected, their traffic will be 
 vastly increa.sed. In making use, therefore, of these results as a 
 basis of calculation for the revenue of the proposed railway, we 
 .shall not err in assuming too great a traffic for a given population. 
 
 The following is the population, according to the best informa- 
 tion that can be obtained on the subject, which will in part make 
 up the business of the proposed railway. 
 
 State of Maine, according to the recent census, • 563,000 
 
 Province of New Brunswick, 208,000 
 
 do. Nova Scotia, 220,000 
 
 Prince Edward's Island, 62,000 
 
 Total population, 1,073,000 
 
 la the above, the population of Nova Scotia embraced in Gape 
 
79 
 
 Breton, from 40,000 to 45,000 inhabitantH, is uuiittnd ns buirig too 
 remote to add materially to tlio business of the road. Tho popu- 
 Union of Prince Edward's Island which will be accommodated by 
 the road both in New Brunswick and Nova Scotia, is included. 
 
 From the character of this pojmlatiMii and the resources of tlie 
 country, there appears to be no reason why, in the course of a few 
 year.'i, it should not produce as large a proportional amount of busi- 
 ness as that shown inthe table. 
 
 The inhabitants have a common origin, — and the same 
 
 indomitable enerjry of character, which every where characterizes 
 the Anglo Saxon nice. It is true, that this population has not yet 
 made great advances m manufactures or agriculture ; but this is 
 not Ixicause the soil is unfit for cultivation or that there is a lack of 
 enterprise. It is owing to the want of facilities for transportation 
 and the means of rapid and economical communication with a mar- 
 ket. Th»!re is little encouragement for agricultural, mining or 
 manufacturing Rnterpri.se in a country where the cost of transporta- 
 tion is nearly or quite equal to thp vahe of articles produced. 
 The same inactivity existed in all the induslnal pursuits of tlie 
 States, referred to, before the introduction of canals and railways; 
 and these are the in.^trum'^nts which have created business and 
 wealtli ; and to which may be attributed in a great degree, the 
 success and character of v'aeir iidiabitants. 
 
 It may be thought that this proposed milway is near the coast and 
 consequently it will not be able to compete witli vessels in the trans- 
 portJition of freight. This is not so gre»t a disadvantage, as at first 
 might apf^ar; for the railway, touching occasionally the ports 
 along the coast, which are always points of business and markets 
 of the country, will in this case accon>!n«j«!Tte the trade of the 
 interior in a greater degree by taking the products to these markets 
 and returning their supplies from the same points. Nearly the 
 whole line within the State of Maine is from 30 to 40 miles from 
 the coast, each extremity having a connection with navigatior. 
 
 .-r-.nrrT--": — -"-yj^lSM.. . 
 
80 
 
 The country along the line from Milford to within a distance of 
 20 miles of Calais, is unsettled, though the land for a large portion of 
 the distance is of superior quality, and the immense quantities of 
 valuable timber which it contains will furnish a large amount of 
 business to a road in operation, though it can contribute but little to 
 secure its construction. 
 
 That portion of the line in New Brunswick west of St. John, 
 approaches nearer the coast, while that part east of that city will 
 pass through a valley of surpassing fertility for 90 miles, having 
 no access to navigation except at either extremity, and no market 
 but that above mentioned. 
 
 The whole of the line in Nova Scotia is directly through the in- 
 terior of the country to the chief market of the province. The 
 lavigation to the various points is circuitous, often dangerous, and 
 subject to great delays and difficulties, and for five months of the 
 year, is entirely interrupted, 
 
 Tlie navigation from St. John, w^estward, to Portland, a distance 
 of 300 miles, is closed at all ports where the railway touches, and 
 no steanil)oats run between these points during the winter. 
 
 With this proposed railway completed, merchants will not pur- 
 chase six mon'hs stock of goods at once, but will order them from 
 time to time, taking advantage of the market in making their pur- 
 chases, and supplymg their customers at all times with fresh and 
 seasonable goods. 
 
 From the preceding table it appears that, comparing the total re- 
 ceipts on all the railways from passengers, with the iK)puIation, they 
 are equal to $1,78 to each inhabitant, and that the receipts from 
 freight amount to il.23 per inhabitant or for both they are equal to 
 83,00 per capita of population. With li view to make full allow- 
 ance for what might ajjpear a diifcrence of circumstances of this 
 population, and to make such an estimate as will, it is believed, fall 
 below the aci uil business which will be secured on this route, 
 
81 
 
 we will place the receipts from the business of this population, at 
 only one half the above, or at the rate of one and a half dollars for 
 each inhabitant. 
 
 There are other important sources of revenue which it is now 
 proper to consider. 
 
 The great and primary object of this railway is in connection 
 with other roads to shorten the transit between Europe and Amer- 
 ica. 
 
 The astonishing increase of population and wealth of the United 
 States have created great changes in the commercial relations of 
 the world, and more rapid and safe means of transit between 
 Europe and America have taken the place of the former tedious 
 modes of communication. 
 
 It is comparatively but a few years since it was deemed a 
 doubtful enterprise to establish a line of sailing packets between 
 New York and Liverpool although but two vessels of 45i; ions 
 burthen were at first placed on the line. What has been the result? 
 This line not only succeeded, but other lines from all the principal 
 Atlantic cities were soon established, and success attended them all. 
 So great an increase of intercourse from year to year, soon mnde it 
 evident that more rapid and regular means of transport must be in- 
 troduced to meet the expectations of the public. 
 
 Enquiring minds directed tlieir investigations to the use of steam 
 power, as the agency by which this Nvas to be accomplished. 
 It was confidently pronounced, by scientific men, to be impractica- 
 ble to navigate the Atlantic ocean by steam, it seemed to have 
 been forgotten in 1837, that, as far back as 1819, a steamer had 
 made a successful voyage across the Atlantic. A steamer sailed 
 from Savannah, May, 1819, having the same name as tliut of the pori 
 from which it sailed, and reached Liverpool in safety. 
 
 In September, 1833, the Royal William, of 180 horse power and 
 100 tons burthen, sailed from Quebec to Pictou and thence to Lon- 
 don. • tt 
 
82 
 
 But it was not till 1838 that the practicability of ocean steam navi- 
 gation was fully f'stablished, by the arrival of the "Sirius" and the 
 "Great Western," one from Liverpool, and the other from Bristol, 
 in New York harbor. To sketch the progress of the British Steam 
 Marine for the last thirteen years, would furnish a history of one of 
 the most interesting series of events on record. . , . 
 
 In 1848 the Ocean steam ships of the British Government, form- 
 ed a grand agprej)tite of 115 in all, and the number has since been 
 largely augmented. 
 
 Regular lines are established to India by the Red Sea route, to 
 Australia, to the West Indies, to Panama and the Pacific, to various 
 ports of Europe, in addition to the Nortli American line known as 
 "Cunard's Line," whose contract embraces 9 first class steamers, 
 running alternately between Liverpool, and Boston and New York. 
 
 The progress of steam navigation in this countrj', for the last five 
 years has been still more rapid. Our Government have recently es- 
 tablished lines to Liverpool, to Bremen, to Havre and Glasgow. 
 The contract for these lines contemplate the running of 13 steamers 
 the present year. During many weeks of last year, no less than 
 four arrivals of ocean steamers from Europe occurred in each week, 
 and a daily arrival may be safely anticipated within a few years at 
 farthest. 
 
 The average time of the eastern passages of the Collins I'ne be- 
 tween New York and Liverpool for 6 months, from May to Octo- 
 b'^r 1S50, inclusive, was 11 days, 12 hours and 51 minutes, and the 
 average of the western passages was 11 days, 13 hours and 13 min- 
 utes. These facts show a slight saving on the average time by the Cu- 
 nard line, for the same p<5riod, amounting to only one and a half 
 hours on the eastern passages, but on the western passages there is 
 a difference of about one day. 
 
 The shortest voyages which have yet been made were by the 
 steamship Asia of the Cuiiard line, from New York, which was 10 
 days, 9 hours and 30 minutes, and the recent trip of the Pacific of 
 the Collins line, from Liverpool to New York in 9 days, 20 hours 
 and 15 minutes. 
 
 There can be no doubt but that great improvements will be made 
 ir; the model and machinery of steam ship,s, by which their speed 
 will be materially increased. But there are otlier means which may 
 

 83 
 
 navi- 
 
 1(1 the 
 
 Bristol, 
 
 iSteam 
 
 one of 
 
 I, form- 
 been 
 
 be resorted to which will aid in an important degree in accomplish- 
 ing' this desirable object. It is proposed to make Galway or some 
 port on the western coast of Ireland, and Halifax in Nova Scotia, 
 the points of departure for steam ships, and this reduces the length 
 of voyage about one third from that between Liverpool and New 
 Vork, consequently the tonnage of fuel may bo reduced in like pro- 
 portion. Vessels running in connection witJi railways at either ex- 
 tremity of the voyage, should be confined to the transportation of 
 passengers and the mails, or at most, should be permitted to trans- 
 port only light and valuable merchandise. Vessels therefore of 
 increased size and strength, with more powerful engines, less weight 
 of fuel, with only so much fjeight as may be required for steadi- 
 ness, would doubtless attaiti much greater speed in running between 
 these points, than could be made by the same vessels with fuel for 
 a voyage one third longer and lo-uled with freight. This saving in 
 time and the further saving by the use of railways from Galway to 
 London and from Halifax to New York, upon which the speed will 
 be more than double that of the steamers, would probably make a 
 saving of some two or three days from the time required by the 
 present mode of conveyance between London and New York. 
 
 By this line, passengers will have railway conveyance from New 
 York and all the cities of the Union, and from Quebec, Montreal 
 and every pan of Canada to Halifax, where they would take the 
 steamers for Galway direct, crossing Ireland by railway to Dublin, 
 the channel by steamboat to Holy head, thence to London and every 
 part of England by railway. r 
 
 This line would not only materially reduce the length of the 
 time reqtiired for the whole journey, but lessen by one third the 
 length, the annoyances and dangers of the voyage across the At- 
 lantic. 
 
 It is maintained by some, that passengers generally, would em- 
 bark at Liverpool and land at New York, thus performing the whole 
 journey by water, in preference to travelling by railway to Galway, 
 taking the steamer to Halifax, and thenci* by railway to New 
 York, or having arrived at Halifax would prefer to continue on in 
 the steamer to Boston and New York. 
 
 It is hardly necessary to argue this point, for it does not aj)pea? 
 probable that any person who has ever experienced the annoyance 
 
84 
 
 of a sea voyage, would choose to embark on board of a vessel, 
 thereby increasing the danger and length of his journey, in prefer- 
 ence to a comfortable seat in a railway car. 
 
 With cars especially arranged with sleeping accommodations for 
 passengers requiring the greatest dispatch, and with the improve- 
 ments of track which are attainable by the adoption of the continu- 
 ous rail and other changes, the traveller will be relieved from any 
 apprehensions of increased fatigue over that by the sea voyage from 
 Halifax to New York, 
 
 Whatever may be the result, as far as relates to passengers resid- 
 ing at New York city and south of it — in reference to all those re- 
 siding north and east, there cannot be a questior. as to the course 
 they will ordinarily take. 
 
 A merchant of Montreal for instance will by the proposed rail- 
 way, be able to reach Halifax with nearly the same ease as he can 
 travel to New York. He will therefore shape his course so as to 
 economise time and expense, iu making his passage to and from 
 Europe. • 
 
 In order to do justice to ihe argument in favor of this plan for 
 ■hoitning the transit between Europe and America, we must sup- 
 pose the various projected lines having this object in view, tc have 
 been constructed and the question of time and cost both reduced to 
 their lowest point, instead of being consideied with refererxe to the 
 present condition of railway facilities. 
 
 Looking at the question in ihis aspect it will be seen that passen- 
 gers will seek to avoid all unnecessary travel, and will direct their 
 attention to the shortest practicable line across the ocean. 
 
 In making the passage to and from Europe, the point of em- 
 barkation nearest the opposite shore will always be prefeired to any 
 other, more especially when it favors increased security from sea 
 risks, and is likely to shorten the voyage. 
 
 With these principles admitted, a large portion of the piesent 
 travel to Eur^j.x- will necessarily seek the easternmost point of em- 
 barkation in Nova Scotia, which may be selected for the terminus of 
 this line, It is known that Canada, New England and the Lower 
 Provinces furnish a large proportion of the present travel. 
 
 Again, the route to and from Europe, which is the most certain 
 and the shortest in the point of time, must eventually become the 
 cheapest and therefore the most frequented. 
 
 ^•:n ■fify-.vrt,: 
 
 ■■^ ,9f>»«.*lT*" 
 
sel, 
 fer- 
 
 for 
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 nu- 
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 85 
 
 No one can question this who regards the commonest principles 
 of commercial economy. A passage to Europe will in very few 
 years become a matter of as common occurrence as a journey now 
 from New York to Niagara Fails. 
 
 Ocean steamers at the present time charge at the rate of about 
 six cents per mile from the fact that the number of passengers is 
 too limited to admit of a reduction of price, or because the proprie- 
 tors of the existing lines demand exhorbitant profits on their invest- 
 ments. If the numbi^r of passengers should be increased four fold 
 the price of passage might be reduced one half at least. This re- 
 sult will be very shortly reached. 
 
 The rapid increase of wealth and refinement in the United States 
 will in a very Tew years lead the pleasure travel that now seeks our 
 fas' onable summer resorts, to spend their leisure in the same man- 
 ner among the highlands of Scotland, or on the Rhine. 
 
 The same or similar res\ilts, will be witnessed in relation to the 
 uavel from Europe to America, which always has been and still 
 continues to be greater than the travel from Aruerica to Europe, 
 This great increase of travel will operate to reduce t'le price of pas- 
 sage in the sume manner and to the same extent as it has operated 
 upon the lines of railway in this country. 
 
 The consequence of this state of things will be as marked upon 
 the character and the business of the two continents as the increase 
 of railway facilities has been upon the character of the people of 
 the different States of the Union. 
 
 It is well known that the most dangeroun part of the voyage be- 
 tween New York and Liverpool is in approaching either port. 
 Steamships after leaving New York or Boston harbor for Europe* 
 sail along the American coast for some 800 or 1,000 miles, oftea 
 envelo[»ed in the thick fogs which so frequently prevail, and these 
 difHculties and dangers to a certain extent are encountered in ap- 
 proaching or leaving Liverpiiol. it is on this part of the voyage 
 that most of our disastrous shipwrecks occur. 
 
 But travelling this portion of the distance by railway, these dan* 
 gers and annoyances are avoided, and the embarkation is made at 
 points which permit vessels almost immediately to leave the coast 
 and thu' escape its perils. 
 
 Experience si ws that where the railway and steamboat come 
 
86 
 
 in competition, the former uniformly commands the mass of pas- 
 sengers. We have numerous instances in our own and neighbor- 
 ing States which have demonstrated this in the most satisfactory 
 manner. We have steamboats Ix-tween Portland and Boston, yet 
 the two lines of railways carry nine tenths of the passengers that 
 reach Boston from the east, although the fare is usually double that 
 of the steairiboat. 
 
 When the New York and New Haven railway was proposed, it 
 was an almost universal opinion that it could not succeed, from the 
 fact that It was located along the shore of Long Island Sound and 
 would have to sustain a direct competition with steamboats of the 
 most superior character for speed elegance and comfort. Up to that 
 time they had supplied the connection between the cities above 
 mentioned. 
 
 The splendid steamer Connecticut had accomplished the passage 
 in the short tune of three hours and forty-five minutes, equal to 21 
 miles to the hour. It was thought that the dangers of the passage 
 were not greater than by railway, as the Sound was land-locked 
 between these cities, affording a navigation more safe and free from 
 detentions than most rivers. Besides this, the road having a consid- 
 erable extent of 40 feel grades with many draw bridges and but a 
 single track, it was supposed that it would be subject to delays and 
 dangers not often encountered on other roads, and consequently the 
 mass of passengers would prefer takmg a steamer. It was also 
 urged that the steamers, even vvith their magnificent accommoda- 
 tions &nd sumptuous tables, could be sustaiued by rates which would 
 prove ruinous to a railway. 
 
 In opposition o these opinions, the railway was built, and when 
 completed and opened for travel, there were two first class steam- 
 boats running to New Haven, one to Bridgeport and one to Nor- 
 wich, touching at the intermediate towns. At the present time there 
 are no first class boats on the route, and but two freight boats, and 
 although their fare is but half that by the railway, they carry 
 very few passengers. 
 
 There are now running on this railway five passenger trains each 
 way daily between New Haven and New York, and one train each 
 Why daily between the latter plnr*^ and Bridgeport, l)esides other 
 trains runnmg less diatancea. In addition to this there have been 
 
87 
 
 three freight trains each way daily for a portion of the year. 
 
 This illustrates in a forcible manner, the capabiliiies of railways 
 to compete with steamboats not only for passenger but for freight. 
 In this case it is not a simple division of the business between the 
 two modes of conveyance, but it amounts to almost a complete mo- 
 nopoly of the business by the railway. There were transported on 
 this road during the year 1850, 652,12'^ passengers and its net re- 
 ceipts are equal to 7 per cent on an average cost of S56,0(i0 per 
 mile. The Superintendent of this road says, "I am well satisfied 
 that the queition is fully settled on this route, that steamboats can- 
 not be sustained in competition with the rail road." 
 
 The Hudson River Railway is located on tl e imnediate banks of 
 that river, from New York to Albany, a distance of 144 miles, and 
 ia subjected to competition from steamboats which are universally 
 admitted to be the fastest and most magnificent steamers in the 
 world. The navigation is unsurpassed for safety, and the beauty 
 of the scenery along its banks renders the sail up this river the 
 most attractive of any perhaps on this continent. 
 
 Two months after the road was first opened from New York to 
 Peeksville, a distance of 43 miles, an account was kept of the num- 
 ber of passengers that left and arrived by the steamers, at Sing Sing, 
 Dobbs Ferry and Yonkers, for 6 days in succession. This showed 
 that the railway carried about 84 per cent of all the passengers, not- 
 withstanding the fare was nearly double that of the steamboats. 
 While the railway was in operation no further than Peekskill, the 
 fare from that place to New York was 55 cents, while the boats at 
 first charged 37 1-2 cents and then reduced their fare to 25 cents, 
 but having so little business even at that low fare, they were obliged 
 to withdraw and leave the whole business to the road. 
 
 At the present time the railway is in operation to Poughkeepsie, 
 which is one hall its length, and the same results thus far attend its 
 extension. I'he Albany way boats were discontinued during the 
 last season, for the first time it is believed, since the running of 
 steamboats on the river. The steamers, although of the best de- 
 scription, and the fare varying from one to tvi-o dollars, from New 
 York to Albany, cannot command the travel. They require from 8 
 to» hours to make the passage, while the railway can transport 
 passtngers over this route in 4 1-2 hours, and this alune is suflTicient 
 
..«.^'Iiil.ii.j;.'«4WliM*'i»-i' »■"■■' '' .•'•i'b»J«' 
 
 .L.ji^j-iW— 
 
 88 
 
 to lurn the travel to the railway, at rates of fare fifty per cent Rbove 
 the steamboats. 
 
 The number of passengers transported on this railway, only one 
 half of which is in operation, for nine months of the year 1850, 
 was 509,180. 
 
 The manager of this railway says, "We consider the question 
 settled as to the practicability of successfully competing for passen- 
 gers with the best line of steamboats in the world." 
 
 Railways have been constructed on and near the coast in nearly 
 all the Atlantic States, are in progress or contemplated along the 
 banlcs of the St. Lawrence and the shores of Lakes Champlain, 
 Ontario and both sides of Lake Erie. On all of these waters first 
 class steamers nre running with great success. Railways are also 
 being constructed parallel and near to many of the navigable waters 
 of the Western States. 
 
 The question as to the ability of railways to command the travel 
 in all places where they may come in competition with steamers, 
 appears to be fully settled. c . , , i '■-,- 
 
 With reference to the proposed eastern line, it may be observed 
 that all the reasons which induce the travelling public to give their 
 prefcron<'e to railway communication over that by steamboats, in 
 the cases referred to; apply with far greater force on this line, and 
 there can be no doubt whatever, but that it will command the maM 
 of travel crossing the Atlantic. 
 
 In further estimating the probable income of t'fie road, I regard it 
 safe to assume that steamers will cross the Atlantic daily with an 
 average of fifty passengers each way. In estimating the probable 
 receipts from this source I will however assume only 35 passengers 
 each way or 70 per day over the railway. 
 
 The transportation of the mails must be a source of increasing 
 revenue from the circumstance that this railway will enjoy a compar* 
 ativc monopoly in the transmission of intelligence and can therefore 
 command the most favorable terms from Government. 
 
 The compensation paid to similar lines by the United States for 
 the carrying of the mails is at the rate of 8300 per mile per annum. 
 At this price a handsome income is secured. But it may b<' fairly 
 contended that the price of transporting the mails between London 
 and New York may be shared by the railways and the stiamers in 
 
\0, 
 
 on 
 pn- 
 
 t\y 
 khe 
 |in, 
 Irst 
 llso 
 lers 
 
 89 
 
 the proportion to the distance run by each, or in some similar mode. 
 
 By adopting this rule a largo revenue will at once be secured to 
 the road by a contract for carrying the mail. 
 
 The Cunard lino receives annually XI 45,000 sterling as a com- 
 pensation for carrying the mail fortnightly for four months and 
 weekly for the remainder of the year, equal to 44 trips each way or 
 88 in all. This will give a compensation equal to jC1()47 sterling 
 or over $7,800 per trip. 
 
 The compensation of the Collins line is equal per trip to that 
 paid by the English Government, and the aggregate amount now 
 paid by the Britiah and American Governments to the several 
 lines, would probably fully compensate for a daily line by a single 
 company the shorter distance. Allowing two thirds of this aggre- 
 gate for the sea route and one third to the railways, some estimate 
 may be formed of the probable mail compensation to the railways, 
 between New York and Halifax. 
 
 If an increase of speed is required for the mail trains, a propor- 
 tionate increase of compensation may be reasonably expected. 
 
 Bringing the various items of business together, as hereinbefore 
 set forth we have the following estimate of the probable »nnual re- 
 ceipts of the proposed railway: — 
 
 1,073,000 inhabitants, estimated to pay the railway »i ■,« 
 one half the amount shown in the preceding table or 
 $1,50 for ench inhabitant. $1,609,500 
 
 35 steamer passengers each way over th^ railway at j; 
 
 2 1-2 cents per mile, or S10,50 each 229,320 
 
 Transportation of mails $300 per mile per annum 120,000 
 
 Total annual estimated receipts $1,964,820 
 
 Deduct 50 per cent for expenses of operating the 
 
 r«id 982,410 
 
 Estimated net receipts $982,410 
 
 ■ Which is over 7 S-4 per cent on $12,600,000, the estimated cost 
 of the railway. 
 
 It is proper before closing this report, tu express my obligations 
 to the Hon Amos Pickard, for the valuable service rendered by him 
 as Commissioner under the appointment of your Excellency. 
 
 IS 
 
90 
 
 To K. T, Bailoy, Esquire, Enginoer, having the iirniediate 
 charge of the tield operations, and to the gentlemen acting under 
 his direction, I am indebted Tor the al)ic and prompt manner ii> 
 which so extensive a survey was accomplished in the short time al- 
 lowed for this service. 
 
 For the neatness, skill and accuracy with which the drawings 
 illustrative of the surveys, have been executed, I am indebted to 
 Mr. J. B. Curnmings. 
 
 The duty assigned by the commission which your Excellency was 
 pleased to tender me, might have been regarded as confined to the 
 task of ascertaining the practicability of locating a line of railway 
 from the city of Bnngor to the Boundary of New Brunswick, in 
 the direction of the city of St. John. 
 
 I should not have deemed the service assigned me well performed 
 had I omitted to set forth, though in a very imperfect manner, 
 some of the advantages which the completion of the European and 
 North American Railway, as one great iatercjlonial and interna- 
 tional work hold out to the State of Maine, and to the whole Union. 
 This duty I have attempted to discharge in a maimer that would 
 give the greatest amount of useful information in reference to the 
 practicability of that great enterprise, which the limited appropria- 
 tion made by the Ligislature would enable ine to furnish. 
 
 The entire practicability of the route for the construction of a first 
 class railway from the present terminus of the most eastern line 
 from New York city, to the city of Halifax, is now ascertained. 
 
 The European and North American Railway, regarded merely ai 
 a Corporation within the State of Maine, is a matter of trifling mo- 
 ment in comparison with the importance it assumes as a link in the 
 chain of the great international work to which I have devoted so 
 large a portion of this report. It would however, without any ref- 
 erence to its connections beyond our own borders, be a work worthy of 
 the highest confidence of the public, and of the most vital impor- 
 tance to the whole eastern portion of Maine. 
 
 In submitting these observations to your Excellency, I may be 
 allowed to adopt the language of the Portland Convention as ap- 
 proprintely expressing my own sense of the importance of the Eu- 
 ropean and North American Railway: — 
 
 " This great Railway, connected as it will be with Ocean 
 
•I 
 
 Stpam Navipntion and the railway systems of the whole of Europe 
 and America, which traverse Enipires, Kingdoms, Colonics iind 
 Slates for the advantage of all, deserves to be regarded, not by the 
 commercial world alone, but by the statesman, the lawgiver and the 
 philanthropist, as one of th* greatest links in that mighty cham 
 which is fu^t encircling the earth, strengthening the bonds of broth- 
 erhood and christian fellowship, multiplying the ties of lineage, and 
 helping to constitute of ail mankind, but one great Commonwealth 
 of Nations." 
 
 I have the honor to be, ' .. 
 
 Your Excellency's -^ 
 
 Obedient Servant, 
 
 A. C. MORTON, 
 
 Civil Enginter. 
 
 ■■:'r;*,y 
 
IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
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 71 
 
 
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 Photographic 
 
 Sciences 
 
 Corporation 
 
 
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 •tfFBSTER.N.Y. 14580 
 
 (716)872-4903 
 
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APPENDIX. 
 
 NOTE A. ;-.n;;^'--;;'v , 
 
 Statement of the amount of lumber surveyed at the city of Bangor, 
 from 1832 to 1850 inclusive. 
 
 vB*a. 
 
 1832 
 1833 
 1634 
 1835 
 1836 
 1837 
 
 AMnilNT. 
 
 Feet. 
 
 37,987,U52 
 45.442,666 
 25,624,718 
 73,4 16,065 
 46,019,921 
 64.720,008 
 
 VBIII. 
 
 1838^ 
 1839 
 lt340 
 1841 
 1842 
 1843 
 
 AMOUNT. 
 
 Feet. 
 
 85,3!)2^r7 
 89,806,630 
 71,720.622 
 77,091,793 
 111,317,201 
 113,798,619 
 
 \8Ai 
 1845 
 1846 
 1847 
 
 1848 
 1849 
 1850 
 
 6 years 293,810,3300 years 549, 132,982i'7 years 
 
 Y .V. '-■ 
 
 AMOCMt. 
 
 Feet. 
 
 121,130,974 
 171,688.737 
 140,085,012 
 
 191,136,272 
 212.932,499 
 160,418,808 
 203,754,201 
 
 1,201.146,503 
 
 NOTE B. 
 
 Summary statement of arrivals and clearances to and from the 
 port of Bangor, from Jan. Isi, iSijO to Jan. 1st, 18f)l, with the ag- 
 gregate amount of the principal articles of imports and exports dur- 
 ing the same j)eriod: 
 
 Arrivals of vessels, - - - 3,567 
 
 Clearances of vessels, - - - 3,574 
 
 imports, Corn, busheh, .... 250,000 
 
 ** '. Flour barrels, - . - 90,000 
 
 " Pork, barrels, - - - - 8,000 
 
 Exports, Lumber, Boards and Deal. B. M. Feet, 203,764,201 
 
 Laths, . . . 40,000,000 
 
Exports. Pickets, - • 
 
 ** Shingles, 
 •* Clapboards, 
 
 riacmetac Knees, 
 
 Hemlock Bark, cords, 
 
 Box Shocks, 
 
 Pine Masts, 
 
 Juniper Timber, tons, 
 
 Cedar Sleepers and Posts, 
 
 Bri-^ks, 
 
 Spars and Piles, - « 
 
 Fish Barrels, • - 
 
 Heads, shocks and rests of dry casks, 
 
 Hoops and Hoop Poles, 
 
 Sheep and Calf Skins, 
 
 Pig Iron, tons. 
 
 tt 
 
 tt 
 
 *t 
 
 vr 
 
 *t 
 
 3,000,000 
 
 110,000,000 
 
 5,000.000 
 
 30,000 
 
 13,000 
 
 - 250,000 
 
 500 
 
 4,000 
 
 100,000 
 
 5,000,000 
 
 10,000 
 
 - 150,000 
 
 40,000 
 
 1,000,000 
 
 50,000 
 
 1,000 
 
 NOTE C 
 
 Tonnage of Ships built in the principal ship-building States from 
 1845 to 1860, inclusive. 
 
 Y««r. 
 
 Fenn 
 
 N. York. 
 
 29,343 
 33,753 
 50,994 
 68,431 
 44,104 
 58,342 
 
 Mast. 
 
 25,961 
 24,321 
 2r,769 
 39,366 
 
 23,888 
 35,836 
 
 Moii.e. 
 
 Maino 
 
 exceed* 
 
 Peiin. 
 
 15,2«6 
 33.963 
 39,422 
 60,336 
 
 58,248 
 69,802 
 
 Maine 
 
 exceeds 
 
 New York. 
 
 Maine 
 
 exreedii 
 
 Mass. 
 
 1845 
 
 1846 
 1847 
 
 1848 
 1849 
 1850 
 
 15,819 
 15,784 
 24,126 
 29,638 
 24,007 
 21.409 
 
 31,105 
 49,747 
 63,548 
 89,974 
 
 82,255 
 91,211 
 
 1,763 
 16,494 
 12,554 
 21,540 
 38,151 
 32,869 
 
 5,144 
 25,426 
 35,779 
 50,608 
 58,367 
 66,376 
 
 Total 
 
 130,783 284,969 
 
 177,141407,840 
 
 277.057 
 
 123,371 
 
 230,699 
 
 Total amount built by these four States in six years, 1,000,733 
 tons, of which Mair.e has built 407,840, equal to 40 3-4 per cv,nt of 
 the whole. 
 
 Tonnage of Shipping owned in the principal commercial States, 
 from 1845 to 1850, inclusive. 
 
 Name oj State I 1845 
 New^ohk, 
 
 1846. I 1847. I 1848. J 184977 1850 
 
 Mass. 
 Maine, 
 
 LoUISUNIA, 
 
 Prnm. 
 
 6-26,876,665,696 747,024 845,788 
 
 524,994 
 320,059 
 170,525 
 147.802 
 
 5ll.6vI0 
 358,123 
 
 181,268 
 148,069 
 
 577,310 641.288 
 381,363 456,665 
 
 213,538 
 182,997 
 
 227 009 
 211.552 
 
 911.280 942,548 
 636,6991685,441 
 166.488 -,01,421 
 241,497 250,089 
 231,652 i58, 939 
 
 i 
 
 '9 
 
 ■ ^^ 
 
94 
 
 NOTE D. 
 
 The Imports into St. John in 1850, were, - $3,174,189 
 
 " Exports from " " " " " • 2,123,217 
 
 " Imports into St. Andrews in 1848, were, - 194,782 
 
 " Exports from " " " " " - 246,056 
 
 Total for the years 1848 and 1850, Imports ©3,358,971 
 " " " •' " " " Exports 2,369,272 
 The clearances of vessels from St. John in 1860, were 1718, 
 equal to 284,131 tons. 
 
 The arrival.<< of vessels at St. John in 1850, were 1695, equal to 
 260,424 tons. 
 
 There were owned in St. John in 1849, 505 vessels, equal to 
 93,192 tons. And the vessels built were 63, equal to 26,202 tonn. 
 The tonnage arriving at all the ports of the Province in 1848, 
 vessels, 3,034. Tons, 467,398. 
 The outvrard tonnage in 1848, vessels, 2978. Tons, 463,309. 
 Number of vessels built in New Brunswick in 1847, vessels, 1 15. 
 Tonnage, 53.372. 
 The total Imports of New Brunswick in 1850, were $3,771,895 
 " •• Exports •• " " " " » $3,108,010 
 
 
 
95 
 
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