HE 2810 I6F64 1865 DOCUMENTS DIPT. vj^Kis?»5'**™°" " UC-NRLF 111 B ^ 50b 433 m ^rx-^y'^^r'^-^.y:.^ *ltt a «lltiiaitiaii«iii A. J. FERGUSSON BLAIR, . Secretary b. Fleming, Ed^uire, Oivil E^igmeer, l^^edericton, N. B Letter from Sandford Fleming to the Hon. the Provincial Secretary, Canada. [Copy.J Halifax, 25th April, 1864. The Honorable The Provincial Secretary, Canada. Sir, — I had the honor, on the 21st of March last, to receive at Boiestown, in New Brunswick, written instructions, dated Quebec, 11th March, respecting the survey of the comtemplated Intercolonial Railway, which I had previously been conducting under verbal and general instructions. By these instructions I was directed on the part of the Government of Canada to survey and examine the territory through which the proposed line of Railway between the provinces of Canada, New Brunswick and Nova Scotia would run, in order that an estimate may be formed of the practicability oi the proposed undertaking, the probable cost of such line or lines as might appear most eligible and their positions in respect to the frontier of the United States. I was further directed to report progress from time to time. I have now the honor to report that I have made a general reconuoissaacc of a great portion of the country between this place and the present terminus o\' the Grand Trunk Railway at River du Loup, that I have instituted exploratory surveys across from the St. Lawrence to the head waters of the River Restigouctie, from the River Tobique to the River Miramichi near Boiestown, and from the last named place to the line of Railway now built from St. John to Shediac. These surveys are not yet sufficiently far advanced to enable me to report on the probable results. A considerable quantity of provisions for the use of surveying parties, during the ensuing summer, has been purchased and forwarded to the interior of the country; these provisions are placed in store on the height of land between the St. Lawrence and the Restigouche, at a convenient point to farther surveying operations. I have endeavored to employ the winter season to the best advantage, and I now intend to prosecute the survey with vigor in order that it may be satisfactorily completed, agreeably to the desire expressed in my instructions, at as early a period as possible ; with that object in view I am organizing a sufficient num- ber of surveying parties to assist me in the important work with which I have been in- trusted. These parties will take the field at once, and in order to defray the cost of the requisite outfit and current expenses, I will before long make a requisition for funds. It gives me great pleasure to state that the Governments of New Brunswick and Nova Scotia have furnished me with every information in their possession, and have aflorded me every facility in the prosecution of the survey so far. The latter Government has requested me to act as Railway Engineer for Nova Scotia, thus evincing a desire to act in harmony with the Canadian Government in completing the great work of Railway communication between the Provinces. I return at once to New Brunswick, where I will be engaged for a short period, after which I shall proceed to Canada, for the purpose of completing arrangements for carrying on active operations during the summer. I may take this opportunity of stating that any communication with which you may be pleased to honor me will soonest reach me during the progress of the survey if addressed Quebec. I have the honor to be. Sir, Your obedient servant, (Signed,) SANDFORD FLEMING. Letter from Sandford Fleming to the Honorable the Provincial Secretary, Canada. Quebec, May 5th., 1864. To the Honorable The Provincial Secretary, Canada. Sib, — I had the honov to address yotj from Halifax, on the 25th April la-st, on the sub- ject of the Intercolonial Railway Survey, reporting the progress made and indicating the steps now being taken by me to prosecute the Survey agreeably to instructions. I have now the honor to inform you that I have this morning arrived from New Bruns- wick, and that I am losing no time in completing arrangements to have a sufficient number of surveying parties in the field as early as possible. A continuous supply of funds will be required to carry on the survey as at present contemplated, of not less than ^3000 per month, and it would greatly facilitate the work if I had the authority to draw to that amount through any of the Bank Agencies in the Lower Provinces, where the expenditure will chiefly take place. This rate of expenditure during the present year will not, it is true, be sufficient to make perfect surveys and working plans, but it will, I feel somewhat confident, be sufficient to enable the Grovernment to form an estimate of the practicability of the proposed under- taking, as well as the comparative cost of some of the routes spoken of. The expenditure through me up to this time has been 82,900, in addition to which a further sum has been paid by the Grovcrnment for the purchase of supplies aud for- warding them to the interior of the country for future use. I am not aware what amount has been so expended, but it ip probable that up to this time the survey has cost not less than $6000, leaving a balance of the amount appropriated last year of 84,000. It will thus be evident from the rate of expenditure contemplated, that an additional sum of $20,000 will be required during the present year. I have respectfully to request that sufficient funds be placed at my disposal to pay the current expenses of the service which I have the honor to conduct. I will be happy to furnish at any time statement.:* oi expenses with vouchers. I have the honor to be. Sir, Your most obedient servant, (Signed,) SANFORD FLEMING. Letter from the Honorable the Proinncial Secretari/ of Canada, to Sandford Fleming. Secretary's Office, Quebec, 6th May, 1864. Sir, — I have the honor to acknowledge the receipt of your letter, dated Halifax, 25th ult., and of your second letter, dated Quebec, the 5th inst., upon various topics connected with the survey of the proposed Intercolonial Railway line. Being fully aware that the members oi' the Government are extremely anxious that the survey upon which you are engaged shall be energetically prosecuted, in order that they may as speedily as possible be placed in possession of the important information expected to result from it, I shall be very glad, it you will enable me, when formally submitting these communications for the consideration of my colleagues, to lay before them at the same time your own opinion of the period at which such survey will be completed. I have the honor to be. Sir, Your obedient servant, (Signed,) JOHN SIMPSON, Secretary, S. Fleming, Esqtiire. Civil Engeneer, Quebec. Letter from, Sandford Fleming to the Honorable the Provincial Secretary, Canada. Quebec, May 6th, 1864. Sir, — I have the honor to acknowledge the receipt of your letter of this date, in which >ou desire me to state when in my opinion the survej of the proposed Intercolonial Railway will be completed. The instructions, dated 11th March last, which I had the honor to receive, and under which I am now acting, appear to me to mean that what may be termed a "Preliminary Exploratory Survey" is contemplated; that I should be prepared to report as soon as possible on the various routes which have been proposed, so as to give the Government a tolerably correct idea of the practicability anince is only 13 miles, and within the limits of this narrow isthmus any railway from the mainland to the Peninsula of Nova Scotia must necessarily pass. The consideration of the whole ques- tion of route very naturally, therefore, is divided into two main divisions by the conforma- tion of the country here alluded to. A Railway is constructed across the Isthmus from Shediac to Moncton, a small towu at '' The Bend," thence westward to the City of St. John, New Brunswick; and as this Railway in part forms a section of some of the contem- plated Intercolonial Railway routes, it seems convenient to make it the separating line be- tween the two divisions of the survey, in which, at present, it is proposed to consider the subject. South of the New Brunswick Railway will therefore, in the following, be called the " Nova Scotia Division," and north of this Railway the " New Brunswick and Canada Division " of the survey. THE NOVA SCOTIA DIVISION OF THE SURVEY. The chief obstacle to be overcome on this division of the survey is a range of high- lands known as the Cobequid Hills, lying immediately to the north of Truro. This con- spicuous range seems to divide the Bay of Fundy into two great forks, the most northerly o 10 one sotue fifty miles io length, and terminating io the Cumberland Basin, at the head of which is the town of Amherst , the more southerly fork not less than eighty miles in length, from Cape Chigneeto to the head of Minas Basin at Truro. The Cobeqaid Hills range in altitude from 800 to 1,000 feet above the soa ; they ex- tend almost due east and west of Truro, to a total length of about one hundred miles, and with a breadth averagi'ig perhaps about ten or twelve miles. Moneton is nearly north- west from Truro, aud, therefore, the general direction of the Railway route crosses the Cobequid range oblcquely. North of the Cobequid Hills the surface of ihe country is comparatively flat; at one or TWO points it is irregular and broken, but no diflBculties of an unusual character occur At different times four lines have been surveyed from Truro towards New Brunswick ; beginning with the most easterly, they maybe briefly described in the following order : — Line No. 1. — From Truro this Hue runs easterly along the valley of the Salmon River, following the route of the Railway now under construction to Pictou, to a place known as Wall's Mill, some ten miles out of Truro ; thence it turns northerlv and crosses the Cobe- quid range iu the neighborhood- of Earltown, at an elevation above the sea of 506 feetj descending to the general level, it then runs to the west of Tatmagouche, Wallace and Pugwash, generally parallel to the Gulf coast to the boundary of New Brunswick at Bay V'erte ; thence, prolonged northerly, this line was intended to intersect the Railway from JSt. John to Shediac near the latter place. This line was surveyed about the year 1853, by Mr. Jimes Ueatty fur an English contracting firm. I believe it was found generally lavor- able with gradients, except on the northern slope, not exceeding 53 feet per mile, and mini- mum curves of half a luilc radius. lAhe No. 2. — This line runs from Truro iu a north-westerly direction up th,.- southeru ulope of the Cobequid range until it reaches Folly River, following which the summit ia attained at ioUy Lake, at an elevation uf 600 feet above higii tide water. Folly Lake ia situated in a pasN through the high lands, within which Folly and Wallace Rivers take their rise ; the former flowing southerly, the latter northerly. The descent of both streams is very rapid, involving heavy work and heavy gradieota, tho latter ranging from 6(1 feet per r.ile for about six miles ascending northerly, to 66 or 70 feet per mile, descending on the opposite side. Some lesser difficulties occur to the north of the main range, but after the River Philip is crossed the country undulates easily, and the line will then be direct wiih favorable gradients. This line was surveyed under the directions of the late Major Robinson, in 1847, and described in the Report of (Japtain Henderson. Lines Nos. 1 and 2 are oonimou north oi" Bay V'erte. Line No. 3. — This line follows the same general direction as line No. 2, until the Folly River is reached, but instead of turning to the north and crossing through the Fo^y Pass, it continues ascending the southern slope of the high ground to a stream known as Great Village River. Aft'M- cros.sing a branch of this stream by an expensive viaduct the line strikes the main valley near the Aeadiau Mines, and continues along the eastern bank on an ascending gradient.to the sumuiit at Sutherlands Lake, 24 miles out of Truro, and 700 foot above the soa. The heaviest gradient between Truro and the summit is about G2 feet per mile for H miles, and extends from the Acadian .^lines upwards. The descent on the northern slope is comparatively easy, the gradients not exceeding 53 feet per mile. After crossing the Cobequid range, the line continues in a direction north-westerly to Aujherst, Sackville, Dorchester, and thence to a point on the St. John and Shediac Railway, about six miles easterly from Moucton This line ha.> not been instrumeutally surveyed for a distanc-' of ovoi 30 miles, between Sackville and the River Philip. 41 miles from Trun.-, hut the country is favorable and no serious difHculty is appre- hended. Between Sackville iiml Moneton, the on'y obstacle of any moment is a high ridge near Dorchester. The profile on the line surveyed shows ascending and descending gra- dients at this point of about SO feet per mile, but I am induced to think that farther surveys may nrove that these heavy gradients need not be adopted. The portion of this line extending 41 miles out of Truro was surveyed during the past year by Alexander Beattie, Esquire, C. E., for the proprietors of the Acadian Mir"", the section lying between the Provincial Boundary line near Amherst, and Moneton, al -at 33 11 niles in length, was surveyed last year by J. E. Boyd, Esquire, C. E., under instructions rom the Government of New Brunswick. The following: is an abstract of the aggregate length of grades shoxra on the profiles : From Moncton to Tantramar River. Ascending Ascending Southerly. Northerly. Grades under 20 feet to the mile 2.9 miles. 3.1 miles. " JO to 30 feet to the mile 1.1 •' 1.6 " " .30to40 " " 1.5 " 0.9 " 40to50 " « 0.7 " 2.5 " 52-8 " " 0.7 " 2.2 '< " 79 " '< 2.3 " 0.7 " Level 10.1 miles. Total leneth of Section 30.3 " Grades under 20 feet to the mile " 20 to 30 " '' '« 30 to 40 " " " 40 to 50 " " 52-8 " a 62 ^' " From Truro to River Philip. Ascending Southerly. 1.4 Miles. 1.5 " Z.o 0.0 11.8 0.0 0.0 Ascending Northerly. 0.4 miles. 1.4 " 0.0 " 1.5 " 4.6 " 4 8 " 4.8 " Level = , 7.1 miles. Total length of section 44.1 miles. Line No. 4 — Nearly due South of Amherst a break or opening in the Cobequid range occurs, and presents a very favorable opportunity for crussing from the head of the north- erly fork of the Bay of Fundy to the Basin of Minas at the head of which Truro is situated. In this opening a branch of Macan River, which flows into Cumberland Basin, near Amherst, and also Partridge Ri.er, which fl.ows into Miuas Basin aear Parsboro', take their rise. The summit between these stre mis is less than a hundred feet above high tide and suggestive of every easy gradients. In every other respect the ground for 30 or 40 miles southerly from Amherst is extremely favorable for a Railway line. The same may be said of the country for a like distance on the southerly end of this line, viz. : from Truro to a place called Economy, along the coast of the Basin of Minas. From Economy to Pars- boro' the survey did not prove so satisfactory. Two spurs of the Cobequid range had to be surmounted; the one at a level of 350 feet and the other at 230 feet above high tide water. Several deep ravines had also to be crossed, involving heavy work on this section ; and the maximum gradients found necessary between Parsboro' and Beonoiny, ascending and des- cending, are 60 feet per mile. The approximate profile prepared from the Exploratory Survey made under my direction during the past season, from Jeffers Lake, a few miles north of Parsboro', to Truro, has the gradients laid down thereon, of which the following is an abstract Total length of Grades under 20 " 20 to 80 " 30 to 40 " 40 to 50 52.8 *' 60 Level mffth of section Feet to the mile.. . << Ascending- Sou tberly. .... 8.5 miles. .... 6.5 " Ascending Northerly. 5.1 miles. 4 2 " (( « .... 2.2 '' 4.7 " (( <( .... 0.0 " 1.7 " <( li .... 2.2 " 5.0 " u H .... 5.1 " 1.9 " a .... 12 9 Miles. Total L< .... 60.0 " 12 From Jeffers Lake northerly to iVmherst and the New Brunswick boundary, the country is so simple in its features that a survey was not deemed necessary. From Amherst, northerly, lines Noe. 3 and 4 are common. The lengths of these four lines from Truro to a common point cast of Moncton, according to the best information in my possession, may be given as follows : Line No. 1. From Truro along Pictou Railway under construction to Walls Mill.... 10 miles. From Walls Mill to intersection with New Brunswick Railway near Shediac 106 " From intersection, near Shediac, along New Brunswick Railway to point east of Moncton 7 " Total 123 miles. Of which 17 miles are already constructed or in progress. Line No. 2. From Truro to intersection with New Brunswick Railway, near Shediac. 103 miles. From intersectioo near Shediac along New Brunswick Railway to point e'jst of Moncton 7 " Total 110 miles. Line No. 3. From Truro, by Acadian Mines and Auiherst, to point east of Moncton. 106 miles. Line No. 4. From Truro, by Parsboro' and Amherst, to point east of Moncton 125 miles. A fifth line may be had by connecting line No. 1, after crossing River Philip, with lines No. 3 and 4 in the neighbourhood of Amherst, and a sixth line may be had by com- bining lines Nos. 2 and 3, by a short connection running from the former near Tullocks Creek, to the latter near Salt Springs. The total length of No 5 would be about 124 miles. Do of No. 6 do do Ill " And the several lines, so far as distance is concerned, would stand thus : No. 1 — 123 miles, Truro to point east of Moncton, by Shediac. No. 2. — 110 miles, do by Shediac. No 3.— 106 miles, do No. 4. — 125 miles, do No. 5. — 124 miles, do No. 6. — 111 miles, do The greatest length of level or easy gradients will be found on line No. 4, whilst on lines Nos. 1 and 5 will be found the lowest maximum gradients. In this respect, line No. 3 next appears most favorable, but in making a comparison between these different routes, it becomes necessary to exclude the heavy ascending and descending gradients common to lines Ncs. 3, 4, 5 and 6, near Dorchester. The obstacles in this quarter can certainly be overcome with easier grades either by an increase of cost or of distance, for which ample allowance will be made in the estimate. It appears that lines Nos. 2 and 6 crossing the Oobequid ridge by Folly pass have the least favorable gradients. Lines Noft. 1 and 2 would best serve the local traflBc at present centering in the vil- lages of Tatmagouche, Wallace, Pugwa.sh, and Bay- Verte on the Gulf coast. Line No. 3 would accommodate Amherst, Dorchester and Sackville. And Lifte No. 4, in addition to serving these points, would also accommodate Parsboro' and the several villages along the north shore of the Basin of Minas. Line No. 5 would equally witli No 1 serve Tetmagouche, Wallace and Pugwash, whilst at the same time it would pass through Amherst, Dorchester and Sackville. Line lYo. 6, whilst passing through Amherst, Dorchester and Sackville, would, to the same extent as line No. 2, accommodate the population on the Gulf shore around Tatmagouche, Wallace and Pugwash. u The country south ot Amherst ou the Macan River and some of its tributaries, abounds in coal in thick beds and of excellent quality. This valuable coal field would be opened up by lines Nos. >), 4 and 6. The Cobequid range is rich in iron ore of the best description ; it is now manufac- tured on the southern flank of the range, at the establishment of the Acadian Iron Company. Annually, considerable quantities of iron are exported to England, and there converted into steel, for which, from its quality, it is admirably adapted. It is considered that iron manufactures of all kinds would be established and greatly multiplied in this section, were proper facilities created for bringing the coal and ore together. Line No. 3 accomplishes this end, and so also does Line No. 6 ; although the latter does not in the same degree accommodate the existing establishment of the Acadian Mining Company, now in operation on Great Village River. In review of the above, it would seem that, apart from the question of distance and gradients, a central route, whilst opening up the mineral districts both of coal and iron, would at the same time serve generally the population of the country as well as any other line specially located with that object solely in view, and without regard to the develop- ment of the rich mineral resources of this district. Although the surveys which have been made show that the contral routes referred to are the shortest, they have net the advantage when gradients are considered, still I am convince that further surveys would result in modifying and greatly improving one or other of these lines, or in finding, in part at least, a new line which, whilst securing all the advantages claimed for either of the central lines, would have the additional recommenda- tion of possessing more favorable gradients and curves throughout, from Truro to Moncton. It would not be wise to calculate that an improved central line can be had, without to some extent aflFectiug the cost and distance. I shall, therefore, in the estimate consider the distance from Truro to the point intersected with the New Brunswick Railway, east of Moncton, as 109 miles, nearly'a mean between the length of line No. 6 and No. 3 ; thus mak- ing ample allowance for the improvement of the gradients at Dorchester, as well as those on the ascent to the Cobequid summit, should the general route of line No. 3 be finally adopted. Between 3Ioncton and Truro, with the exception of the mineral districts which are for the most part in a state of wilderness, much of the country is settled, and in some sections cultivated farms of the richest description can be seen. ESTIMATE OF QUANTITIES. I shall now proceed to give the quantities of the principal kinds of work required to complete the bridging and grading on the sections surveyed last summer. These quantities are the data on which I shall base the estimate of cost when I come to that part of the subject; they are calculated from the profiles of the lines which have been made from the information derived from the survey ; but as the profiles are, in some f^ases at least, only approximate, great accuracy cannot be expected. Tables have been prepared, showing the quantities of work nn each separate mile, of which the following is a summary : — From the point of connectioa with existing Railway, east of Moncton, to Tantiamar River, near Sackville, length of line surveyed, 30 miles. 1. Common Excavation 1,083,854 c. yards. 2. Assumed proportion of Rock Excavation 114,146 '^ Total Excavation 1,198,000 " 3. Culvert Masonry 10,771 " 4. Bridge do 2,132 " 5. "Weight of Wrought- Iron Bridges 435 tons. From Truro to East Branch of River Philip near Rufus Black's, by way of the Aca- dian Mines. Length of this section as surveyed 41H miles. •^ 100 14 1. Common Excavation 1,945,000 cubic yards. 2. Assumed proportion of Rock Excavation 586,000 " 2,531,000 c. yds. 3. Culvert Masonry 27,023 " 4. Bridge Masonry 13,272 " 5. Weight of Wrougbt-Iron Bridges 876 tons. Between Tantramar River, where the first section above referred to ends, and Rufus Black's, on the River Philip, where the second section begins, an instrumental survey has not been made, and, in consequence, there is no certain data from which the exact quan* titles of work can be computed. It is believed, however, that the following rough esti- mate, from a hurried examination of this intermediate section, will, when added to the above quantities, give a full estimate of the work on the whole line between Moncton and Truro. 1. Common Excavation 894,000 cubic yards. 2. Assumed proportion of Rock Excavation 7,000 " 901,000 c. yards. 3. Culvert Masonry 12,000 - 4. Bridge do 7,650 " 5. Wrougbt-Iron in Bridges 436 tons. Adding the quantities above given together, we shall then have the total quantities of the chief kinds of work required to complete the bridging and grading of the whole line within the Nova Scotia Division of the survey ; that is to say, from Mom. -ton to Truro, as follows : — .1. Common Excavation 3,922,854 cubic yards. 2. Assumed proportion of Rock Excavation 707,146 " Total Excavation 4,630,000 3. Culvert Masonry 49,79J 4. Bridge do 23,054 5. Bridge Iron 1,747 tons The quantities on the line by way of Parsboro' (No. 4) have been computed in a man- ner similar to that above described with the following rcBuUs : — 1. Common Excavation 4,765,954 cubic yards. 2. Assumed proportion of Rock Excavation 388,146 " Total Excavation 5,154,100 3 Culvert Masonry 44,634 4. Bridge do 20,702 5. Weight of Iron in Bridges 1,877 tons. In calculating the quantities of earthwork, in every case the cuttings have been esti- mated 80 leet wide at formation level, side cuttings 24 feet, and ombaukiuenL.^ 18 feet wide ; the various structures are intended to be of a substantial and permanent character, they are estimated to be either stone Culverts, or Bridges made ot wrought iron on stone abutments and piers, and it is believed that the quantities herein given are ample. The probable cost of this division of the work will be considered when that of the whole line is taken up. 15 NEW BRUNSWICK AND CANADA DIVISION OF THE SURVEY. Two Railways are already constructed and in operation within the limits ot the Pro- vince of New Brunswick; one, desioauted the New Brunswick and Canada Railway, com- mences at the Town of St. Andrews on Passamaquoddy Bay, at the extremely south- westerly angle of the Province ; it extends in a northerly direction, parallel to and not far from the boundary of the State of Maine, a distance of nearly ninety miles, to a point known as Richmond Station, some four or five miles to the west of the Town of Woodstock. The other line in operation is designated '< The European and North American Rail- way." It begins at the city of St. John en the north .shore of the Bay of Fundy, and extends a distance of about 105 miles, in a north-easterly direction, to Shediac, on the Gulf of St. Lawrence. In considering the subjecf of Intercolonial communieatiorj, two points on this line of Railway are of great importance ; one, the City of St. John, ;dthough not the political capital, the commercial centre of New Brunswick, and the other, Moncton, which commands every possible overland route, not only from Canada and 2^ew Brunswick, but from the United States to Nova Scotia, and its capital, Halifax. St. John, although the great commercial centre of Xew Brunswick, is uot, however, the only place of importance. There are towns, such as Fredericktoa, the seat of Grovern- ment, Woodstock and other places on the western side of the Province; and Chatham, Bathurst, Dalhousie and Campbelltown on the Gulf coast. These all possess a certain amount of local traffic, the accommod.itio i of which it is deairable to keep in view. It un- fortunately happens, however, that a line constructed in River du Loup by the coast to Moncton, whilst best serving Halifax and the population on the east of New Brunswick, would do so at the expense of St. John and other places in the west. It will be seen, too, that a direct line from St. John would serve that city and the towna and settlements in the west, whilst the points referred to on the Gulf coast would neces- sarily be neglected. This is here alluded to in order to show that the selection of a Railway route through New Brunswick, is involved in local sectional difficulties at the very outset. The settle- ment of the Province has naturally enough followed its navigable waters ; on the south by the Bay of Fundy and its inlets ; on the east by the coast and bays of the Gulf of St. Law- rence; and on the west by the River St. John, which extends, and to some extent is navi- gable, almost to the extreme northwesterly angle of the Province. In consequence, New Brunswick may be said to be peopled as yet only round its outskirts. There is a vast area in the interior unoccupied, not because the soil is so much more uncultivable than elsewhere, but because it had hitherto been, and is still, inaccessible.* Although I have chiefly to deal with the engineering features of the subject, these considerations cannot be overlooked in taking up the whole matter covered by my instruc- tions, as in view of traffic for the contemplated Railway, the question of route is very na- turally and very properly influenced by the present and prospective business of the country traversed. An air line drawn from the City of St. John to River du Loup, in about 250 miles in length, but such a line falls within the State of Maine, as much as 25 miles. The shortest line that can be drawn on British territory, is some five miles longer ; it extends directly from St. John to the north-easterly angle of Maine near the Grand Falls, thence along the boundary some thirty miles, then straight across the country by Little Falls to River du Loup. An air line drawn from Moncton to River du Loup, passes entirely within British soil ; although near Little Falls, it comes within two or three miles of the American boundary' — this line is 260 miles in length. Practically then, the relative position of these three points, viz.: River du Loup, Monc- ton and St. John, may be viewed as forming the angles of an isosceles triangle, the base of • " A Parallelogram bounded on the south-east by aline drawn from Frederickton to Chatham, on the north-east by a line drawn from Chatham to Metis, on the south-west by a line drawn from Fred- ericktoa to River du Loup, on the north-west by the settlements along the River St. Lawrence ; about 90 miles in width, by about 200 miles in length, and embracing nearly 18,000 square miles, is both un- settled and roadless." 16 which is the Railway in operation from St. John to Monctbn, 90 miles, and the sides from 255 to 260 miles in length. The construction of a Railway on either of these direct lines is quite impracticable ; there are many engineering difl&culties on each, which render it necessary to d^^^part mate- rially from the straight course; and if practicable, for n}ilitary reasons the building of an Intercolonial Railway on either of these lines, touching, as they do, thf American froutier, is pronounced by military authorities objectionable. In seeking to avoid the great military objection to any line in clo«o proximity to the American boundary, we unfortunately increase the engineering difficulties ; as, in looking- for a line sufficiently distant from the frontier, unless we at once ^o to the other side of the Province, and thus considerably increasing the length, we are driven into a section of the country characterised by great irregularities of surface and difficult to penetrate. In dealing with the whole subject we cannot, however, overlook military considera- tions, and although it is difficult to learn exactly what minimum distance from the frontier would satisfy the military authorities, reference to tliis question is unavoidable. I could not presume to expre-ss an opinion on the best military position for the Rail- way, or even eater into the question of route in a purely military aspect at all ; but in the absence of any specific instructions or suggestions on this point, I tound it uecv.'ssary to look for some rule by which to be guided at the beginning and during the progress ot' the survey. For a number of miles west of River du Loup, the Grand Trunk Railwav passes the north- western boundary of the State of Maine at a distance of scarcely '60 miles ; this, at all events in a military aspect, is a precedent, and may suffice to establish the minimu^u distance allow- able between the contemplated line of Railway and the uorth-eaisler! an glc, of the same State. I have accordingly laid of this distance on the accompanying geneiai map uf ihecountry, from the frontier to points on the River Trois Pistoles, (ireeu Rivor, the Kestigouche and Tobique. Lines connecting these points and prolonged direct to Sr. John in the one hind and to Monctou on the other, may, simply to distinguish them from other lines, be lermpd " Military air lines." These " Military air lines" (so called) are intended not to approach the American frontier at any ])oint nearer than the Grand Trunk Railway does in its course lietween River du Loup and (^ucboe. Such lines eo. meeting Rivor du Loup with St. Julni measure about "JTo miles, and from River du Ijoup to Moncton, about 265 miles. While having due regard to routes which, for their cummereial or engineering reasons simply, might approach or touch either the American froutier on one side of New Bruns- wick, or the Gulf coast on the other, I ventured to assume that the niilitjiry authorities would offer no decided objection to the construction of the contemplated Railway on or near the lines last referred to. [ had in view, therefore, from the beginning of the survey, the discovery of at least one practicable route for the Railway, which, without increasing the distance unnecessarily, would conform, as near as po.ssible, with the guiding rule above alluded to. A section of the country on either of these Military air lines, whilst showing that the construction of a Railway precisely thereon is entirely beyond the limits of practicability, will, at the same time, indicate and illustrate the bold physical features which characterise a very largo portion ol" the territory embraced by the survey. Beginning at River du Loup and following the line laid down at the prescribed distance from the Maine boundarj- to the (Mty of St. John ; we find that in passing over the mountainous ridge which separates the St. Lawrence from the Rostigoucho, not only is a maximum elevation of nearly 2,000 feet above the sea reached, but the surface passed over is of a very broken character ; minor ridges nearly all crossing the line in a right angled direction, are constantly met with ; these attain elevations ranging from probably 1,000 feet to uearly double that height above the sea, and arc separated by low lying water channels, of which may be mentioned, Lake Temiscouata, River Toledi, Squatook Lakes, besides the branches of Green River. Several of these waters will not exceed 500 feet above s:a level. The distance from River du Loup by the air line at its crossing the Rostigouhe River is uearly one hundred miles, and tho' latter river at the crossing is about 450 feet above IT the sea. The great ridge continues easterly between the St. Lawrence on the north, and the Restigouche and Bay Chaleurs on the south, until it terminates in the Gasp4 Peoinaula. It must be crossed at some point by any line of Railway communication, intended to con- nect the Maritime Provinces with the Canadas, but the section now being described crosses it in perhaps one of the least favorable directions. Continuing from the Restigouche southerly to Tobique, a distance of about 35 miles, the line crosses a heavy irregular swell running easterly and westerly, and attaining a sum- mit height varying from 1,000 to 1,200 feet above the sea. The line crosses the Tobique at about 500 feet above the same level. From the River Tobique continuing southerly it has a third main ridge to cross ; this ridge is known as the Tobique Highlands, it extends easterly from the River St. John to a rugged district in the interior of New Brunswick, where the Tobique, the Upsalquitch, the Nepisiguit, and some tributaries of the Miramichi take their rise. On the air line from St. John, this ridge separates the Tobique from the main Miramichi, and is, in a direct line, about 45 miles in width; the height of land passed over will probably not be less than 1,500 or 1,700 feet. The height of the River Mirami- chi at the crossing is probably a hundred feet greater than at the Tobique crossing. South of the Miriraachi on the saine line continued, the ground rises again to a con- siderable elevation and is intersected by deep river valleys. The line passes to the east of Fredcrickton some eight miles and crosses the River St. John about twelve miles below that city. Continuing onwards it crosses the River a second time, as well as a long, wide and deep extension of the St. John River called Kennebecdasis Bay, besides a good deal of broken ground immediately north of the city of St. John. The (so called) Military air Hue, from River du Loup to Moucton, passes over ground north of the Miramichi, not dissimilar to that of the St. John air line above described. The country between the Miramichi and Moucton is much simpler in its character, and on this section no insurmountable difficulties exist. Aware of the importance of a favorable Railway route in the general direction of the military air line above alluded to, I determined to exert every e8Fort to discover one ; al- though it must be confessed the above sketch of the leading features of the country, and the following extracts from the report and correspondence of Major Robinson, dated 1848 and 1849, made it appear extremely doubtful that a practicable line could be had. " The fourth obstacle is the broad and extensive range of highlands which occupies nearly the whole space in the centre of New Brunswick, from the Miramichi River north to the Restigouche. Some of these mountains rise to an attitude exceeding 2,000 feet, •* The Tobique River runs through them, forming a deep valley or trough which must be crossed by the direct line, aud increases greatly the difficulty of passing by them. " The lowest point of the ridge overlooking the Tobique River, at which any line of railway must pass, is 1216 feet above the sea. Then follows a descent to the river of 796 feet in 18 miles, and the summit level on the opposite ridge or crest between the Tobique and Restigouche waters 920 feet above the sea, or a rise of 500 feet above the point of crossing at the Tobique water. These great summit levels which must be surmounted, form a serious objection to this route." * * * * ^ * '•'■ The fifth and last obstacle to be overcome, and which cannot be avoided by any of the routes, is the mountain range running along the whole course of the River St. Lawrence in a very irregular line, but at an average distance from it of about twenty miles. It oc- cupies with its spurs and branches a large portion of the space between the St. Lawi'ence and the Restigouche Rivers. The rocks and strata composing the range are of the same character and kind as the Tobique range. The tops of the mouiitaiu are as elevated in the one range as in the other. " The exploring parties failed iu finding a line through this range to join on to the direct line through New Brunswick, but succeeded in carrying on the Eastern or Bay Chaleurs route, owing to the fortunate intervention of the valley of the Metapediac River. '' The line which was tried and failed was across from the Trois Pistoles River, by the heads of Green River and down the Pseudy or some of the streams in that part running into the Restigouche River." 18 " From Boiestown the general course was followed, and levelled as far as the Tobique River, but the country was so unfavorable that new courses had to be constantly sought out. " A new line altogether was -tried from the Tobique as far as the Wagan portage. " The results deduced from the observations and sections proved this line to be quite impracticable for a Railway. " Whilst the line was being tried, other parties explored from Newcastle on the Mira- michi River, over to Crystal Brook on the Nipisiguit, the vallies of the Upsalquitch and its tributaries and as far as the Restigoucbe River. " The country at the upper waters of the Nipisiguit, and the whole of the TIpsalquiteh valleys, were found to be rough, broken and totally impracticable. " The result of this season's labours went to show that the best, if not the otily route that would be likely to be practicable, would be by the North-west Miramichi to Bathurst, and then along the Bay Chaleurs." * * * * ^ * " A large party was engaged in trying to find a line from Trois Pistoles River on the St. Lawrence through the Highlands to the Restigouche River, for the purpose of connect- ing on to the New Brunswick party. The winter overtook them whilst still embarrassed in the Highlands at the head waters of the Green river. " The dotted lines on the General Plan will show their attempts. "Aline was tried up the vallej' of the Abersquash, but it ended in a cul-de-sac ; there was no way out of it. " A second line was carried from Trois Pistoles over to Lac-des-Iles, Eagle Lake; and by the middle branch of the Tuladi River, the north west branch and head waters of the Green River were gained. " But this point was not reached except by a narrow valley or ravine of four miles in length. " A Theodolite section was made of it, and it was found to involve a grade of at least one in forty-nine, and to attain that, heavy cuttings at one part and embankments at another would be necessary. " There is no occasion at present to enter upon the di.scu3sioQ of whether this should condemn a whole line ; for having attained the Forks at the head of the main Green River, no way was found out of it, and this explored line, like the first mentioned, must be con- sidered to have ended in a cul-de-sac also." * * ♦ * * * " Large parties were thus employed at great expense for two seasons on this central and direct line through New Brunswick. " Judging from the results of our labours, from those of others, and the natural diffi- culties of the country as described, I do not think any further explorations would be attended with any marked diiFerence of success." The exploration undertaken on snow shoes, early last year from Boiestown on the Mi- ramichi northerly to the river Tobique (together with information from other sources) resulted so far satisfactory, that no obtacles of an insuperable nature were apprehended in that quarter. The exploration similarly undertaken between the St. Lawrence and the Restigouche during the winter 1863-64, although it added to the information previously gathered, proved unsuccessful in the main object in view ; and iu consequence, the probability of finding a practicable passage for the Railway, between these waters, was rather diminished than increased by the additional knowledge of the country thus obtained. Hence it appeared of the utmost importance, to have this section carefully explored, before commencing the Railway survey on any other portion of a direct central route ; so soon as this vital point became thoroughly understood, it wouM then be easy to decide whether to proceed with or abandon the survey through the interior. Vigorous measures were required to settle the question of practicability through this district with as little delay as pos-ible. T, therefore, concentrated the efforts of two tho- roughly efficient an'l well appointed surveying parties to the solution of the difficulty. One party entered on the exploration from the Restigouche, following up the valley of the Gounamitz, and aiming at the discovery of a passage into the valley of Greon Hivor, near its south-easterly source. 19 Another party entered from Rimouski, with the view of finding a suitable passage from the valley of Rimouski River, by its south-easterly branches to the valley of the Kedwick, and thence, should the first mentioned party fail, to the River Restigouche. Both attempts proved successful. Having thus a choice of routes across the height of laud forming the northerly water shed of the Great Restigouche Basin, and being unable from the shortness of the season, and more particularly from the very limited appropriation at my command, to follow up both, it became necessary to make a selection ; I therefore decided reluctantly to abandon the exploration by the Rimouski and Kedwick, and determined to continue the survey by the Gounamitz and Green River; the latter route appearing the most direct, and at the same time sufficiently remote from the frontier. On arriving at this decision, both parties were placed on the Gounamitz route. Whilst these explorations were in progress, two other equally efficient surveying parties were engaged, the one in Nova Scotia, between Truro and Moncton, the other in making a re-survey of that portion of the line through the Matapedia valley, considered the most difficult and expensive of the route recommended by Major Robinson. The character and results of the latter examination will hereafter be referred tD. So soon as the party in Nova Scotia had completed all that I felt justified in doing in that Province, I immediately transfered it to New Brunswick, and there engaged it in the continuation of the line which commenced in the valley of the Gounamitz. Anxious to have a continuous instrumental survey, from the St. Lawrence to the line of railway running from St. John to Moncton, before the season closed and the appro- priation became exhausted, I transferred the Matepedia party, early in October, to the south of New Brunswick to aid in this work. From the beginning of October to the close of the field operations, the four parties were simultaneously engaged on the same route. By the beginning of December, a continuous line of levels and other measurements were made from Trois Pistoles to Apohaqui Station, about midway on the railway running from the city of St. John to Moncton. And thus, although the object of the survey was mainly to assertain beyond a doubt, that there was nothing impraticable in the way ; yet the additional information obtained, by the completion of the instrumental measurements on this particular line, is doubtless of very considerable importance, as it gives pretty satis- factory data on which to base an approximate estimate of the probable cost of the line surveyed; as well as collateral data of some value, in estimating the cost of other possible lines, through aualagous sections of the same country, but which as jet have not been similarly examined. THE SURVEYED GENERAL LINE. * I shall now proceed to give an outline of the engineering and other features of the Central Route above referred to, beginning at the point of connexion with the Grand Trunk Railway near River du Loup, and terminating at Apohaqui Station, on the New Brunswick Railway. I found that an exploratory survey had been made some six year? ago, in connection with the works of the Grand Trunk Railway from River du Loup easterly to River Trois Pistoles, a distance of 24 miles. This survey was of a satisfaotory nature, and it was there- fore deemed unnecessary to go over the same ground a second time. RIVER DU LOUP TO RIVER TROIS PISTOLES. On this section three rivers of importance are crosssed, viz. : River du Loup, River Verte, and River Trois'Pistoles. The last will require a bridge of great magnitude, as the river flows in a rocky gorge about L50 feet deep and' of considerable width even at the most favorable point. It is proposed to cross this river and ravine on a viaduct of thirteen spans, one of which is intended to be 1 00 feet in the clear, and the remaining • (New Bruuswick and Canada DiTision of the surrey.) 20 twelve with 60 feet openings. The bridges over the fiivers du Loup and Verte will each have three 70-feet spaos. The former will be about 22 feet above the water, and the latter 30 feet. The following summary of the grades given on the profile will show that they are on this section extremely favorable, very few being orer 40 feet to the mile ; the higheet ascending south is about half a mile in length at 52.8 feet to the mile, and the maximum ascending north is 53.5 feet per mile. TOTAL LENGTH OF GRADES IH MILES. CHARACTER OF GRADES. Asccnding South, Ascending North. Under 20 feet per mile 8.4 4.6 20 to 30 do 0.3 0.0 30 to 40 do 2.5 0.0 40 to 50 do 0.9 1.0 51.9to52.8do 2.4 0.0 53.5 do 0.0 1.4 Level , 3.0 miles. Total length of Section 24.5 miles. The quantities of the chief kinds of work, which the profile shows as necessary to complete the bridging and grading, in an efficient manner on this section are as follows : Ist. Common excavation 484,289 cubic yards. 2nd. Assumed proportion of rock excavation 39,635 do do Total excavation 523,924 do do 3rd. Culvert masonry 4,016 cubic yards. 4th. Bridge masonry 0,961 do 5th. Weight of Bridge Iron 414 Tons. RIVER TROIS PISTOLES TO GREEN RIVER FORKS. Beginning above the confluence of the River Abawisquash with the Trois Pistoles, at an elevation of 497 feet above tide water, the line follows the valley of the Abawisquash. with grades not exceeding .^0 feet per mile for a distance of eleven and a half miles; hero it passes over a summit only 690 feet above the sea, into the Basin of Island Lake ; des- cending gradually from the water shed between the Abawisquash and Island Lake, for a distance of about eleven miles with remarkably ea.sy grades, seldom over 15 feet per mile, it reaches the head of Eagle Lake, 532 feet above the sea. The line surveyed now turno in an easterly direction and a.scends to the Wagan Lake, 30 feet above and four miles distant from Eagle Lake. It then curves on a perfect level to the valley of the Turadi, a tributai'y of the Rimouski, and following the valley of the former with nearly level, or grades under 20 feet to the mile, it reaches the 37th mile from River Trois Pistoles at an elevation of 545 feet ab)VP the sea. The line now enters the valley of the Snellier River, and changing its former course to a southerly direction, it begins to ascend with grade.>^ the heaviest of which are 52 and 63 feet to the mile, and together measuring 2.2 miles in length in a distance of about three miles; between the 44th and 45th mile from River Troi.s Pistoles th« line attains an elevation of 786 feet and passes over a water shed to the valley of the North Branch of the Toledi. Following thin Branch of the Toledi in a general southerly direction with undulating grades to the 47th mile, three miles ot 64 feet grade are required before Echo Lake is reached at the 50th uiile and at an elevation of 985 feet. At Echo Lake the line turnn more to the east, and a rapid ascent of 70 feet per mile for three and two tenths miles is unavoidable. From the 54th mile to the 63rd mile the Railway route will pass at some distance to the east of the surveyed line. At the 56th mile it will reach summit lake 1350 feet above the sea, with grades probably not exceeding 53 feet to the mile, and from the 5'3ib to the 63rd mile, it is believed the grades will undulate easily. 21 At the 63rd mile the line is 1360 feet above the sea, from this point it follows a tri- butary of the Kimouski, crosses the Boundary between Canada and New Brunswick at about the 65th mile and then ascends with a grade of 43 feet to Lake Tiarks at the 07th mile, attaining a total elevation of 1515 feet. At this point the line crosses the water shed between the streams flowing into the St. Lawrence and those discharging into thr River St. John by the Green River. From the Lake Tiarks summit^ the line passes almost on a level for a mile and a half to the valley of the G-reen River, and then descends with a grade of 59 feet per mile for nearly two and a half miles, reaching Green River Lake between the 70th and 71st mile. The elevation ot this Lake is 1365 feet above tide water. From Green River Lake the line follows in a south-easterly direction, the valley of the north-west branch of Green River, to the Fork's at the 81st mile. On these ten miles it gradually descends with grades generally less than 30 feet per mile. At the Forks the elevation is 1075 feet. The line continues in a south-easterly direction from the Forks, ascending gradually the south-east branch of Green River, to a point 82.7 miles from Trois Pistoles, whore this section terminates. The elevation here is 1130 feet above the St. Lawrence The following is an abstract of the grades shown on the profile of the line surveyed on the Trois Pistoles and Green River section : TOTAL LENGTH IN MILE3. CEABACTBR OF GEADES, Ascending Sonth. Ascending North. Grades under 20 feet per mile 16.5 14.1 " from 20 to 30 " " 5.6 9.5 " " 30 to 40 " " 5.1 4.6 " " 40 to 50" " 7.0 1.7 " « 52.8 " " 4.1 0.8 " " 59.0 " " 0.0 2.4 " " 64 " " 3.2 0.0 " " 70 " " 3.2 0.0 Level........... 5.0 Miles. Total Length 82.7 " There are no nvers of great size on the section above described, and consequently the bridging is comparatively light. The iron bridges required will be of the following general dimensions : Height Lesgth or ABOVE Watee. No. of Spasb. each Spilf. Over Abawisquash River 22 feet. 1 60 feet. '* Wagan Stream 13 " 1 80 « Turadi River 9 '' 1 60 ist Crossing Snellier River 47 " 8 40 do 35 " 3 40 do , 20 '• 1 20 do 20 '• 1 20 do 20 " 1 20 9 " 1 SO 10 " 1 30 13 '' 1 80 10 " 1 60 " " do 3 crossings 12 " 3 60 Between the 19th and Tlst mile from Trois Pistoles, the line above described makes a very great and objectionable detour to the eastward, which I feel confident can be avoided by a more direct route, and thus save about twenty miles in distance. From Green River Lake, near the 71st mile running north-westerly, an opening leada through the highlands to the valley of the south-east branch of the River Toledi. The 2nd do 3rd do 4th do 5th do D'Embarras River Toledi do Green do u do 22 water shed between Green River and the Toledi at this place, is probably not more than fifty feet above Green Lake and here the line can be carried over to the Toledi valley, with a summit about 100 feet lower than the one referred to at Lake Tiarks. After pass- ing the summit, the Toledi must be followed, but this stream falls too rapidly to admit of a Railway being made along the bottom of the ravine, with suitable grades. To make this route available therefore, it would be necessary to descend gradually on the side hill, a plan, which, from the character of the ground, will be somewhat difficult and expensive, and, under any circumstances, long maximum grades will be required. It was to avoid these difficult and objectiondble teatures that the exploration was carried round by Lake TiarRfe. From the accounts of Indians and hunters, there was good reason to expect that a comparatively easy line might be found to the valley of the Aba- wisquash, without descendiog to the Toledi and without increasing greatly distance over that by the direct route. These expectations were however only partially realised, for although the line surveyed has generally very favorable grades, yet its length due to the easterly detour is much too great, and in consequence I would be disposed to recommend the direct route by the Toledi and Sandy Lake. A great deal of careful surveying will be required on this section, beforg the best and cheapest location can be found along the Toledi, and across from Sandy Lake to Eagle Lake. The work too will prove heavy and expensive ; but as twenty miles of Railway will be saved thereby, I am satisfied that the total quantity of work on the whole section, from Trois Pistoles to Green River by the direct route, can scarcely exceed the quantities required to from the circuitous route. And therefore in estimating the probable cost, I shall adopt the quantities computed from the profile of the line surveyed, as those necessary in the building of this section, and of which the following is an abstract : — 1st. Common Excavation 2,391,664 c. yards. 2nd. Assumed proportion of rock excavation 90,000 " Total Excavation 2,481,664 3rd. Culvert Masonry 18,908 c. yards. 4th. Bridge " 7,565 " 5th. Weight of Iron in Bridges 183 Ton'^. With the exception of Ballast, which is scarce, it is believed that materials for cons-' truction can be procured readily on this section. Stone of dificrent qualities is abundant. Cross-ties will require to be made of the best description of Spruce or Balsam, as other kinds of timber usually employed are rarely met with. With regard to the durability of the Spruce and Balsam found in this district, I am convinced it is fully equal to that of Hemlock, the timber largely employed for cross-ties in western Canada. On the boundary line between New Brunswick and Canada, cut out ten years ago, I saw many trees of the diameter suitable for cross- ties which had lain on the ground during that period, and still to a certain extent sound. GREEN RIVER FORKS TO RESTIGOUCHE. Commencing where the last section terminates at an elevation of 1 130 feet, the line continues south-ea.sterly about a mile and a half to the mouth of Otter Branch ; it then turns to a southerly direction and ascends a winding valley through a mountainous country to Larry's Lake, the head waters of this branch of Green River ; a few hundred yards south Larry's Lake, and near the 7th mile from the beginning of (hia section, the line passes through the most favorable opening in the highlands that could be found; and here attains a total elevation of 1478 feet, having ascended about 350 feet in seven miles with grades varying from 34 to 70 feet per mile. The Larry Lake summit divides the waters of Q-reen River from those flowing into the Restigouche, and the line now begins to descend a Tributary of the latter river designated the Gounamitz. The descent of the Gounamitz is very rapid, involving a continuous grade of 70 feet to the mile for nine aid half miles, certainly one of the juost unfiworabhv on the whole line surveyed, but I fear unavoidable. To secure this grade it will be necessary ^ to locate the line along the side hill, which from the character of the ground can be done without much difficulty. At 16^ miles from the beginning of this section the elevation is 806 feet, the line from this point continues descending the valley of the' Grounamitz to its confluence with the Restigouche near the 32nd mile. The grades for the last 15 miles are remarkably easy, the average about 23 feet to the mile and none exceed 40 feet to the mile. At the end of this seection the elevation of the line is 455 feet above tide water. The following is an abstract of the G-rades shown on the profile : — TOTAL LENGTH IN MILE3. CHARACTER ov GRADES. Ascending South. Ascending North. Grades under 20 feet per mile 0.0 9.0 " from 20 to 30 " " 0.0 5.3 " " 30 to 40 " " 1.0 0.8 " " 40 to 50 « " 2.0 0.0 « 52.8 " " 1.0 0.0 " 61 " " 1.1 0.0 « 70 « " 1.7 9.6 Level . . 0.8 miles. Total length of section 32.3 '•' Only three Iron Bridges will be required on this Section, two of which will be over the Gounamitz River. The first in one span of 100 feet and 17 feet above the water. The second in two spans of 80 feet each 14 feet high. The third Bridge will cross the north branch of the Gounamitz, it will consist of two spans each 40 feet and 26 feet above summer water in the river. Total quantity of the principal items of work on this section as calculated from the approximate profile are estimated as follows : 1st. Common excavation , 1,752,900 c. yards. 2nd. Assumed proportion of rock excavation 66,800 " Total excavation 1,819,700 " 3rd. Culvert masonry '. 12,426 " 4th. Bridge '' 1,281 " 5th. Total weight of iron in Bridges 130 tons. Stone suitable for building purposes may be had in the vicinity of the River Risti- gouche, on the Gounamitz and also on the Green River. Cross-ties may be made of black or grey Spruce of which there is a great abundance, and occasionally Tamarac may be found. Gravel of good quality is everywhere very plentiful on this Section. RESTIGOUCHE TO TOBIQUE, After leaving the valley of the Gounamitz, the line runs easterly about a mile and then crosses the River Restigouche at the point where this section begins. The line then ascends the valley of Boston Brook, with grades varying from 50 feet to 70 feet per mile for five and a half miles, when it attains an elevation of 805 feet. At this elevation it continues southerly on a level for a distance of about a mile and a hall, then slightly des- cends to a branch of Jardine's Brook. From Jardine's Brook the line has easy undulating grades along the head waters of Grand Biver to the 13th mile ; it then begins to ascend through fine hard-wood land with grades of 65 feet per mile to the middle of the 18th mile, where it reaches an elevation of 1074 feet. The line now descends with favorable grades to Salmon River, which it crosses at the 23rd mile at an elevation of 858 feet. At the 30th mile after crossing various branches of Cedar Brook on easy undulating grades, it passes at an elevation of 830 feet, over a summit between a tributary of that stream and Two Brooks. It then follows Two Brooks on descending grades, chiefly under 40 feet to the mile, to the north bank of the River Tobique, which it reaches at the 39th mile and at 24 an elevation of 445 feet above the sea ; continuing in a southerly direction along the north bank of the Tobique, on almost level grades, the line reaches a favorable point for crossing near the mouth of the Little Gulquac, where this section terminates at a total distance of 46.4 miles from the Restigouehe. The following abstract will show the character of the grades on the section above the described. TOTAL LEXGTH IX MILES. OHABAOTEB OP GRADES. Asseuding South. Ascending North. Grades under 20 feet per mile 2.0 '4.2 20 to 30 " ^' 0.6 2.9 80 to 40 " «' 1.1 6.9 <' 40 to 50 " " 1.6 0.6 « 50 to 52 " '' 2.1 2.1 « 64 '' " 0.0 1.3 " 60 ". " 1.0 5.7 « 65 " " 6.8 0.0 « 70 " " 1.0 0.0 Level... 6.5 Miles. Total length of Section 45.4 " The Bridging required on this section consists, firstly, of one across the River Resti- gouehe, about fifteen feet above the water and in five spans of 60 feet each; secondly, of a Bridge 25 feet high with two sixty feet spans across the Salmon river ; thirdly, of one across the River Tobique having three spans 100 feet each, and about 32 feet above summer water • arch and beam culverts will suffice for all other waters crossed. The quantity of Excavation and other work on this section had be.u calculated from the approximate profile and the following is presented as an abstract : let Common Excavation 2,068,600 c. yards. 2nd Assumed proportion of Rook Excavation 456,500 " Total Excavation 2,525,100 Srd. Culvert Masonry 13,787 " 4th. Bridge " ' 1,469 " 5th. Weight of Iron in Bridges 276 Tons. Good stone for constructing the Restigouehe and Tobique bridges may be had at no great distance from the bridge sites; materials for the construction of culverts within ten miles of both rivers may also be obtained without much difficulty, but on the intermediate parts of the line it has not been ascertained that stone can be procured. Sand is plantifol and it is believed that gravel will be fund upon or close to the line. Tamarac as well as spruce cross-ties, can be had in the district passed through from tl\9 Restigouehe to the Tobique Rivers. TOBIQUE TO KEDSWIOK SUMMIT. This section commences at the River Tobique near the mouth of the Little Qulquao ; a position which was selected for crossing the Tobique, in the expectation that the survey- ing party would intersect a line cut out by the Capt. Henderson towards the .Miramiohi, and thus save time and expense in carrying on the examination through part of thia nection No advantage was gained by this step, as the old line was so entirely obliterated in many places, that it could only be traced with the greatest difficulty, and in consequeuoo it was found expedient to abandon the old survey and to take an independent course. The line commences at an elevation of 425 feet, and ascends the valley ot the Little Gulquac, with grades varying from 36 to 63 feet per mile for five miles; it then passes over a ridge to the Little Wapsky River and continues on easy grades to the end of the llth mile. The line now crosses the Wapskykegan, where a bridge of great magnitude will be re- quired, nnd beeing to ascends on a maximum grade of 70 feet per mile to a summit at the 25 bead of Oven Rook Brook The summit is reached at 16i miles,' and the elevation attained is 1170 feet above the sea. Betwoon the River Wapskyhegaa and the summit, the greatest diflficulties on this section are found. Besides the Wapskyhegan bridge, which will be nearly a thousand feet long and 140 leet high, the excavation on this asceot, five and a half miles long, will be unusually heavy. The line then enters, by Franks's Brook, thii valley ot the north branch of the Mira- miohi, which it follows, crossing the river twice near the 2j;ud and 23rcl miles. From the 23rd mile to the 32ad, the line winds along the west bank of the river j then strikes across a Cariboo plain to the north-west branch of the Miramichi, which it reaches at the end oi the 37th mile, with an elevation of 783 feet above the sea. The grades are all descending from the summit to the north-west branch, and are remarkably easy, being generally on this distance of 21 miles under twenty feet to the mile, and only in one instance as high as 44 feet to the mile Crossing the north-west braoch of the River Miramichi, about a mile westerly from the •' Forks," the line ascends by Turtle-shell Brook, without diifioulty to the water-shed between the last named river and the Nashwaak, which it reaches at the beginning of the 40th mile at an elevation of 950 feet. Descending on a favorable grade for about a mile, the line then follows the River Nashwaak on the westerly side, and on nearly level grades to the 5Ist mile, where the Two Sister Brooks fall into the main stream. At this point, the Nashwaak leaves the southerly direction which it previously maintained, and turns nearly at right angles to the east. The liae, however continues southerly, and ascending by one of the Tv?o Sisters, reaches the Keswick summit at about the 54th mile, and at this point attains a height above the tide of 1005 feet. From the summit the line descends oa ii &j feet grade tor a distance of about a mile, to a point a littls easterly from Lake Beoca- guimic, where this section of the survey terminates. The following is a general abstract of the grades taken from the profile of the Una surveyed from the River Tobique to the point last referred to :— TOTAL L8NQTH IN Mrf-E3. TOBIQUE TO KKBWiOK SDMMIT — osARACTiBK OP GBADS3. Asceadiog Ascendiag South. North. trades uader 20 feet 7 oer mile 1.5 13.6 '< 20to30 " * '* 1.7 1.1 30to40 ** <' , 2.9 5.7 40to60 " " 0=7 3.1 '' 52.8 " '■' .,......,2 2 0.0 " 56 '^ " 1.5 0.0 '•' 63 " " ..........0.9 0,0 *' 65 < " .......0.0 1.4 '-' 66 '' " .0.0 0,1 '* 68 " " .2.7 0.0 69 " " ..........1.7 0.0 " 70 " " 5.6 0.0 Level 8.3 miles. Total length of section 56.6 " The Bridging on this section will be heavier than on any of the otber.s. The Little Wapsky will require a viaduct about 55 feet high, and the one across the VVapskyhegau will be 142 feet above the level of the River. The former is proposed to coasist of sixteen girder spans, each sixty feet, and the latter of three 100 feet spans over the Wap«kyhegan River with 13 sixty feet spans in the approaches. Between the 22ad and 23rd mile, the north-west Branch of the Miramichi will be bridged twice with sixty feet sicgle openings, the one will be 25 feet high, and the other 18 feet. A fifth bridge will be required over the south-west branch 20 feet in height, ami it is proposed to adopt three spans for this work, the centre span one hundred feat, the other two each 60 feet. The quantities calculated from the profile deduced froai the survey of this section of the line are as follows : — 1st. (JJommon Excavation 2,266,700 cubic yards. 2nd. Assumed proportion of Rook Excavation 838,400 " Total Excavation. = ..-..„ .....,,.2.603,100 5 26 3rd. Culvert masonry ..-. 19,33ft 4tli. Bridge " 13,500 5th. V7eight of Iron iu Bridges 794 Tons. Good stone for Bridge masonry can be liad on and near the River Tobique, and sand- stone suitable for the same purpose can be obtained on the Miramichi and Nashwaak Rivers ; stone for culvert masonry may be obtained without much difficulty throughout the section. There is also good sand for building purposes, and abundance of gravel for Ballast. The timber available for Cross-ties, between the River Tobique and Keswick Summit, consists of Spruce, Tamarac, Hemlock and Cedar. KESWICK tJOMMlT TO LITTLE RITER. The line enters the Keswick valley near the source of the west branoh, and continued within its limits until the River St. John is reached ; the descent of the west branch is very rapid for the first eight or nine miles, and heavy grades for this distance will be un- avoidable. The maximum grades shown on the approximate profile of this section are 66 feet to the mile, and to obtain this on the line by the west branch, heavy side hill work will be necessary for a considerable distance. Probably the east branch may offer a more favorable approach to the main valley of the Keswick River. But the season was too far advanced to admit of a proper examina- tion bj this route being made. From the ninth mile the line winds along the side of the River, occasionally crosses it, and then continues on the flats until it finally reaches the north side of the River St. John at the 29th mile. For twenty miles, up to this point, the grades are remarkably favorable, in no case being over 40 feet to the mile and generally under 20 feet to the mile. From the mouth of the Keswick the line runs along the north bank of the River St. John almost on a dead level, crossing the River Nashwaaksis at the 37th uiil?. It reaches the Frederickton upper ferry at 38i miles, and the lower ferry at the end of the H9th mile ; about three-quarters of a mile farther on the line arrives at the Naahwauik, an important river, 500 feet iu width where it is crossed. Soon after crossing the Nashwaak, the line leaves the banks of the St. John, « 50 " 27 1. Common Excavation 1,904,100 C. yds. 2. Assumed proportion of Rock Excavation 170,000 " Total Excavation 2,074,100 " 3. Culvert Masonry 14,931 " 4. Bridge do 3,410 " 5. Iron in Bridges 320 tons. There will probably be some difl&culty in procuring building stone, at least for the Bridge Masonry, within a convenient distance along the Keswick valley, as none suitable appeared to crop out along the line of survey ; fortunately, however, the bridging in this quarter is comparatively light. From the Keswick to the Little River it is believed that stone for all the bridges and culverts may be found readily. INTaterial for ballast, although not of the best quality, can be had in abundance on this section. The timber for cross-tips, in this locality, consists of Spruce, Hemlock and Cedar. LITTLE RIVtR TO COAL CREEK.. From Little Kiver the line continues in an easterly direction to the head of the Grand Lake Navigation, on the Salmon River, which it crossesat the 19th mile. For this distance the grades are undulating and favorable; near the 9th mile the line crosses the Newcastle River, and in this locality it passes close to several coal mines, where coal, of fair quality, crops out on the surface ; at the 16th mile the line crosses an arm of " Iron Bound Cove " which will have to be bridged. After passing Salmon River the line curves southerly, and passes over a ridge with ascending and descending grades of about 60 feet per mile, to Coal Creek, which it reaches near the 25th mile; aboutamile and a half farther south, the line joins on to the next section. The profile shows the following grades : TOTAL LKKGTH IN MILES. CHARACTER OF QBADB3 FROM LITTLE RIVER TO COAL CHEEK. Ascending Asceuding South. North. Grades under 20 feet per mile 1.5 2.0 " 20 to 30 " " 0.0 1.1 40 to 50 *' " 0.0 3.0 " 52.8 '' '* 3.9 0.0 " 58 " " 0.0 1.6 « 60 " " 0-0 1.0 « 61 •' '* 2.2 0.0 " 65 -' " 1.9 0.0 Level = 8.1 miles. Total length of Section 26.3 " The bridging on this section is very heavy when its length is considered. The rivers to be crossed and the structures proposed are as follows : of course the character and di- mensions of the latter may be greatly modified on a proper location survey being made. At Little River the bridge will be 45 feet in height with nine spans, one of 100 feet and eight of 60 feet openings. At the Newcastle River the bridge will be 37 feet high and will have eight spans, one 100 feet and seven of 60 feet openings. At Iron Bound Cove the bridge will be 23 feet above the level of the water, and it will have three spans each 60 feet. At Salmon River it is proposed to have a bridge 17 feet in height with nine spans each 60 feet. At Coal Creek a viaduct of considerable magnitude is at present considered necessary ; the height will be about 70 feet, with one span of 100 feet across the stream and eleven 60 feet spans in the approaches. The calculation of quantities from the profile of this section gives the following totals : 1st. Common Excavation 734,125 C. Yds. 2ni. Culvert Masonry 6,297 " 3rd. Bridge 10,683 " 4th. Bridge Iron 884 Tons. The most convenient point for obtaining building stone haa not been ascertained. 28 But as the proposed bridges are either on or within a short distance of Grand Lake, which is navigated by steamboats running to St. John and Frederioton, it is thought that the supply cf building material will not be difficult, even should the immediate locality not produce it. Gravel for Ballast is plentiful. The timber for Ties produced in this district is Spruce, Tamarac, and Prince's Pine. COAL CREEK TO APOHAQUI. After ascending from Coal Creek with a 65 feet grade, the line follows a southerly direction over a favorable country, and reaches Canaan River near the eleventh mile. Canaan River is crossed at Long Rapids, and the Hue there ascends by Porcupine Brook, on grides geueriily 60 feet per mile to Long's Creek Bridge, which it reaches at the 15th mile. The line then decends to the North Branch of Long's Creek, whioh it crosses at about the 17th mile; then continues in a general southerly direction up the val- ley of the South Branch, on grades not exceeding 52.8 feet per mile; it passes over a ridge and enters Chowan's Gulch, a little bsyond the 21st mile. Chowan's Gulch leads the line by a rapid descent, involving grades of 52.8 and 6U feet per mile, for five and a half miles, to the valley of Studholme Mill Stream ; following which on undulatinji grades to about 31^ miles, it joins the European and North Ameri- can Railway at Apohaqui Station. The following i.<' au abstract of all the grades on thi.s section. TOTAL LKirOTH IN UILES. CBAKAOTER ov GRADES FBOM COAL ORBEE TO APOBAQn. Ascending AscendiDg South. Xorth. Grades under 20 feet per mile 1.0 0.5 " 20to30 " " 0.4 1.9 30to40 " " 1.3 1.1 40 to 50 " " 1.3 0.4 52.8 " " 4-7 69 60 " " 3.7 4.2 65 " " 0.8 0.0 Level 3.4 miles. Total length of Section 31.6 " The bridge over the Canaan River will be the most costly structure on this section, its height above the water will be 55 feet, and it is propose i to have six openings, one in the centre of 150 feet span, and five others each 60 feet span. f'he next bridge will be over the north branch of Long's Brook, it is intended to have three thirty feet spans, its height will be nearly thirty feet. Sharp's Brook, about the middle of the 29th mile, will require to have a single span bridge of 40 feet, and 21 feet high. The last bridge on this .section will be over the Kenebeccasis River, about 400 yards from Apohaqui Station, it will be 21 feet above summer water, and will have five spans, a centre one 150 feet in length, and four others each fifty feet long. The approximate quantities of work on this section are as follows : — 1st. Common Excavation 850,860 cubic yardf.. 2nd. Assumed proportion of Rock Excavation 216,360 " Total excavation 1,067,220 3rd. Culvert Masonry 18,040 4th. Bridge Masonry 4,170 5th. Bridge Iron 386 Tons It is reported that the locality around Canaan River and Porcupine Brook will afford good stone for heavy masonry. A sandstone crops out at other points along this section, but it is not sufficiently exposed to enable one to judge of its quality. Stone for culvert masonry in all probability can be had without much difficulty. There will be no difficulty in obtaining good gravel for Ballast. On this section Tamarac is abundant, and most ol the other descriptions of Tie-Timber already mentioned can be had. 29 In concluding theee remarks on the character of the line surveyed through the centre of New Brunswick, I may allude briefly to its leading features. The course taken by the line above described from the River du Loup tow irds the southern part of New Brunswick is generally direct and at some distance from the eastern Frontier oi Maine. E.xoept at one point, this distance is not less than that between the Grand Trunk Railway cast of Quebec, and the northern boundary of the same state ; the point referred to lies to the north and east of Grand Falls on the River St. John. I may mention, however, that at this point, which lies between the Uestigouche and the Tobique, I instituted a supplementary exploration after the survey was finished aud the discovery was made that the line approached the Frontier nearer than desired. This exploration resulted in showing, that there is every probability of a i'avorable location being obtain- able, without keeping so close to the Boundary of the Province at this point. The alter- native line, which possibly can be had between the Restigouche and Tobique Rivers, is shown on the general map of the country which accompanies this. The line continues on a course towards the city of St. Johu, generally direct until Frederioton is reached. From Fredericton it was my object to find the shortest route to 8t. John on the east side of the river, the crossing of which is, in some respects, objec- tionable. To reach St. John on the easterly side of the river it was found necessary, on account of difficulties that could not be easily overcome, to pass round by the head ot Grand Lake ; aud in this direction, though rather circuitous, a favorable line was found to a point of con- nection at Apohaqui with the existing railway leading to St. Johu. This is probably the most direct lire that can be had to the City of St. John from Fredericton, without crossing the river. By crossing the river in the neighborhood of Fredericton, .St. John may be reached much more directly by way of Oromocto and Douglas Valley, on a line carefully turveyed last summer by Mr. Burpee for the New Brunswick Government, copies of the plans of which have been placed in my possession. This would, without question, be the most direct central route from Canada to the Barbour of St. John on the Atlantic seaboard. The distances by the several projected lines will be particularly referred to hereafter. The following general abstract will give an idea of the grades which may be expected on the whole length of the surveyed line beginning at River du Loup and ending at Apohaqui Station : CHARACTER or GRADBB OS WHOLE SCttTETBD LINE FROM TOTAL LKNaXH IN MILS8. RITER DD L s under 20 fe rom 20 to 30 OUF et (t <« (1 u <1 il (1. (1 u tl n il (( <( TO APOHAQUI. per mile << Ascending Ascending Souih. North. 41.9 58.4 , 9.6 29.9 80 to 40 40 to 50 13.9 21.8 15.2 9.8 51.9 it , 2.1 2.1 52.8 ,18.3 8,7 53.5 54 56 58 59 li n (i l< ti 1.4 .,....„ 1.3 ,.. 1.5 1.8 3.4 60 <( 4.7 10.9 61 il. 3.3 63 <> 0.9 64 ii 3.i5 65 u 9.5 1.4 66 1< 1.0 68 Level 51.7 miles. Total length ,, 860.0 30 The above are the actual grades on the profile of the line surveyed, but as the direct route from Eagle Lake to Green River, referred to in the foregoing, will cut oflf a portion of the above line, a certain alteration in the table of probable Grades will be necessary. The direct route between these points has not been instrumentally surveyed, and therefore the pre- cise character of the grades is not known. It is believed, however, that whilst the construc- tion of the Railway on the direct route from Eagle Lake to Green River would shorten the distance 20 miles, and thus reduce the whole Icagth of line to 340 miles, it would, at the same time, involve the adoption of a long ascending grade of a heavy character, from near Sandy Lake, in the valley of the Toledi, to a summit near the Canada and New I^runswick Boundary Lin';. Without doubt, some of the grades shown in the Table arc severe, l^ut perhaps they are not more so than could reasonably be expected, when the peculiar character of the country, croBsed by this line, is taken into consideration ; a maximum grade of 70 feet per mile is not greater than the maximum on the Railway from Truro to Halifax, which must form a portion of the whole line between the latter city and Canada. Nor is it greater, as r am informed, than the maximum on the Portland Division of the Grand Trunk Railway The ascents, however, on the line surveyed, if not steeper, are much longer where they do occur than those on either of the two railways named. It is, perhaps, fortunate that the unfavorable grades arc confined to particular points, instead of occurring at frequent intervals throur;hout the whole extent of the line ; as, in the event of this line being selected and constructed, it could be worked with greater ad- vantage and economy, by employing extra engine power on heavy trains, o/i/v at those points, instead of being obliged to use it throughout. It would be impossible to econo- mize engine power, and thus prevent unnecessary wear and tear, nn level sort ions of the line, were the maximum grades distributed. It liappens that there are, in all, four points where gradients of an lui favorable fhnnic- ter occur, two of which are ascending south and two ascending north. The two where the gradients ascend .south, arc situated at the head ol the Ti>k'di and at the Wapskyhegan. The Toledi gradient is about 70 miles from the River-du-Loup. and the Wapskyhegan a.'^ccnt is about 100 miles still farther south. The two gradients ascending north arc about 125 miles apart, one is .situated at the head of the Keswick valley, and the other at the head of the Gounara'tz valley. If the length of the ascents at these four points be deducted from the length of the whole line, it will be found that 48 per cent of the remainder is level, or under 20 feet to the mile; thirteen per cent., from 20 to 30 teet per mile ; eleven per cent., from 30 to 40 feet per mile ; eight per cent., from 40 to 60 feet per mile ; nine per cent., 52.8 per mile ; seven per cent., from 52.8 to 60 feet per mile, and four per cent., from 00 to 6(i feet per mile. In concluding tbc description of the niain features of the line surveyed through the centre of New Brunswick, I desire to add that the survey can scarcely be coosiderod much more than a mere exploration. The impenetrable character ol the Ibrest, more particular- ly to the north of the River Kestigouche, the ilifficulties experienced in getting supplies forwarded through the woods, together with the limited time and mcansallowed forthcservioe. rendered it impossible to accomplish more than a rough and rapid instrumental survey of a line, in all probability not the best than can be found through I lie country. However, sufficient information, it is hoped, has been procured to show, not only that ;i practicable line can be obtained, but also (although no great accuracy is professed) what it may pos- sibly cost. Plans ol this survey have been made on a scale of 500 feet to an inch horizontal. On these plans the line chained and k-vulled over is distinct from the railway line, the latter is shown in red, with regular curves and tangents, and it runs in the direction which it is thought a trial might take. Deviations from thi.i line would no doubt be t'onnd necessaiy at many points, on more exact surveys being proceeded with ; but it is belicvfd that al- though the alignment may frequently be changed, yet ocithor the gradients nor the work need necessarily be increased. The approximate profile \u intended to represent the probable surface of the ground, the gradients, the cuttings, embankments, and other work on the " Railway line ;" it is compiled from the measurements and levels taken on the Survey line, that is, the line cut 31 out through the woods, and also from such cross sections or lateral explorations as were made or deemed necessary. Where the " Railway line" is on, or near the line levelled over, the profile may be considered correct ; wliere these lines are some distance apart the former must be received as approximate only. The quantities of work herein submitted are calculated from the approximate profile above referred to and, as far as known, are correct an'! ample. All the through cuttings are estimated to be 30 f rl in width ut formation level. Side cuttings 24 feet wide, and embankments 18 feet wide Openings over 20 feet in width are estimated to ie wrought Iron Tubi^s or Girders resting on substantial masonry. All openings under twenty feet are eslimated to be Arch or open Beam Culverts. The following are the total quantities of the chief classes of work, calculated as above described, and considered sufficient to complete the Bridging and Grading of the line, in a permanent and .substantial manner, from the River du Loup to Apohaqui, a distance of 340 miles. Total Excavation 18,8:28,923 cubic yards. Assumed proportion of common Excavation l:i, 458,238 " " Assumed proportion of Rock Excavation 1,375,695 " '' Culvert '^lasonry 107,725 '' " Bridge do " 49,039 " '< Bridge Iron 3,337 Tons. THE MATAPEDIA SURVEY, Lest the explorations through the centre of New Brunswick should prove unisucocs.*- ful, and tbe route by Bay Chaleurs, recoiameuded by Major Robinson in 1848, should under any circum.stances appear entitled to the preference, I deemed it expedient to have a care- ful examination made of the section which that gentlnpaan as well as Captain Henderson considered the most difficult and expensive between Halifax uad Qaebeo. '< The most formidable point of the line is next lo be mentioned — this is the passage up the Matapedia valley. " The hills on both sides are high and steep and come down either ou one aide or the other pretty close to the river's bant and involve the necessity (in order to avoid curves of very small radius) of changing frequently from one side to the other. The rock too is slaty and hard; from this cause 20 miles of this valley will prove expensive but the grades will be very easy. " About fourteen bridges ot an average length of 120 to 150 yards will be required up this valley. There is also a bridge of 2,000 feet long mentioned iu the detailed report as necessary to cross the Miramichi River. Report of Major Hohinson, 3lst Auffust, 1848." " The section of country lying between the Restigouche and St. Lawrence rivers is a vast tract of high land, intersected in every direction by deep valleys and vast ravine.? through which the rivers flowing to the St. Lawrence and Reftigouche wind their course. " The height of land from which those rivers flow respectively north and south is full of lakes and along them the mountain ranges rise to a great elevation. " The average distance between these two Rivers is about 100 miles. '' The only available valley which my knowledge of the country, or the explorations we have carried on enable me to report upon, by which a line of Railway can be carried through this mass of high lands is that of the Matapediac River. '' This valley extends from the Restigouche to the Great Matapediac Lake, a distance of between 60 and 70 mdes, and as the summit level to be attained in this distance is only 763 feet above tide water, the gradients, generally speaking, are extremely favorable. " From the broken and rocky character of this section of country some portions of this part of the line will be expensive, especially the first 20 miles of the ascent, in which the hills in many places come out boldly to the river, and will render it necessary to cross it in several places. " The rock formation is nearly all slate ; there are settlements on the Matapediac River, as far as the mill stream. 82 " Generally speaking, however, the greater portion of this soction of country is unfit for cultivation, consisting of a gravelly rocky soil covered with an cncUchs forest of spruce, birch, pine, cedar, &c. "From the mouth of the river as far a the 365th mile the line continues upon the east bank ; above this, at the mouth of Clark's Brook the rocky bank of the river is very un- favorable, and to obtain proper curves it crosses to the point opposite au'i then recrosses immediately above to the more favorable ground on the east bank, between this and the mouth of the Ammetssquagan River, the line to obtain good curves and avoid those places where the hills come out bold and rocky, crosses the river four times. " The position of the line for three miles above and below Ammetssquagan River, where the hills are steep and rocky close to the River, will be the most expensive part of the line. " Above this the line follows the eastern bank to the 377th mile. The hills on either side are very high, but the eastern bank is pretty favorable ; botween the 373th and 380th mile the river turns twice almost at right angles. Shut in on the south by a rocky preci- pice 150 feet high, " It will be necessary to cross the river three times here The centre bridge will be a heavy one } but there is an island at the elbow which will serve as a natural pier. Above this, from the 880th mile to the Forks (the mouth of the Casupsent River, J at the 895th mile, the valley becomes more favorable. The hills on either aide are not so lofty and re- cede farther from the river, the line crosses the river twice between the 385th and 390th mile to avoid a rocky precipice on the left bank; and again about one mile below the Forks, making in the first 38 miles, up the valley of the Matepediac, twelve bridges in all. These bridges will average from 120 to 150 yards long. *' Report >f Captain Hender- son, 1848." The object of the examination was to ascertain the exact nature of the difficulties alluded to, if they could be more cheaply overcome or avoided, and also with a view to form an estimate of the whole expenditure required to construct this soctioi. \V\ih this data the cost of the whole line it was supposed could be a.iC'^rtained with sufficient accuracy, bj' adopting an ordinary average charge per mile for the remainder of the line, which the gentlemen referred to reported as extremely favorable and oa.'jy ot oonstrucfiou. With this view I instituted a thorough survey of the Jlatapedia river and valley, beginning at its junction with the Restigouche and running northerly The Transit, Chain, and Level were used throughout. A longitudinal section was made from the Resti- gouche to the waters of the St. Lawrence, and cross sections were also made, whenever it appeared necessary, to ascertain the character of the slopes of the adjacent ground. The survey was continued northerly until the waters leading to the St. Lawrence were reached The field work is laid down to a scale of 200 feet to one inch, on the plans which ac- company this ; and should the Matapedia route ever be selected, the carefully prepared plans ana other information derived from this survey, will be found of such a character, as will enable the location of the line to be proceeded with, for a distance of about 7«) miles, with out additional preliminary examinations of any consequence. I shall now proceed to describe briefly the Engineering features of the line surveyed. The River Matepediu flows in a direction from north-west to south-east, it takes its rise within twenty miles of the banks of the St. Lawrence, at Grand M6ti><, and discharges into the River Restigouche some 16 miles west of the Port of Cambeitown. From the point where the River Causapscal joins the Matapedia, known as " The Fork.s," to the Restigouche, a distance of H5 miles, the river flows through a rocky gorge with many twists and windings, betv7( en banks on b)th sides, varying from 500 to 800 feet in height These bunks are in many r ia.u's very precipitous, and rise immediately from the river's edge, but frequently thoiu ui .i narrow flat margin, favorably situated for a road or railway Above the Forks the character of the country is diflferent, the high banks begin to recede from the river, and although frequently rough ground is enoouatered, there are no obstacles ol much consequence. Tho best point for bridging the River Restigouche, is still a question for future con- sideration. The line surveyed follows the easterly side of the Matapedia, and therefore in the event of this location being adopted, the bridge over the Restigouche would necessarily be placed below the junctioQ of the two rivers; for a certain distance at least, the line 98 would have an equally good location to the west of tho Matapedia, and there would be some advantage, in crossing the main rivRr, above the point where the Matapedia discharges into it. Although this is an important question of detail, it need not now be further alludfd to. The section to be described, of which an approximate profile is prepared, and quanti- ties calculated, is 70 miles in length, and the miles are numbered on the plan from the north to the south. It will be more convenient, however, to describe the features of the line, begin- ning at the Restigouche, and running northerly. The 70th mile ends immediately oppo- site the farm house of Mr. Daniel Fraser, on the flats where the Matapedia joins the Restigouche. At seven miles from the mouth of the Matapedia, Clark's ]Jrook is crossed. Up to this point the general course of the river is straight, and a direct line can be had without much curvature, and with remarkably easy grades. The sharpest curve on this distance is a short 4° curve (1432 feet radius) below Noouan's Gulch, and the heaviest grade is 38 feet to the mile. At Clark's Brook the River takes a great bend to the west, necessitating a long curve of 1763 feet radius. At the 62nd mile the river again bends to the north, involving a compound curve with radii varying from 1430 feet to 383!.' feet. From this point up to " Hell's Gate," about the 5Sth mile the curvature is easy, although frequent. Immediately north of Hell's Gate a sharp point of rock has been cut through, and the Asmaguagan River, a tributary of the Matapedia, is then crossed. From the Asmaguagan, the line winds along the easterly bank of the Matapedia, with almost level grades to Connor's Brook, between the 53rd and 56th mile ; where ascending and de.scending grades of 52.8 and 50 feet per mile, for about half a mile, are required to avoid a sharp curve. About two miles farther up at a place called '' the Lewis Rocks" the river takes several sudden twists, and it will be necessary either to form a tunnel through the Lewis Rocks 1300 feet long, or divert the river ; the latter would prove the cheapest and is recommended. Above this point for about the third of a mile, the channel of the river will require again to be changed. The works of excavation for about a mile in length in the neighborhood of the Lewis rocks will be unusually heavy. From the 51st to the 40th mile, the general course of the river is straight, and the line continues along its easterly side with favorable grades and easy curves. At the 40th mile the line leaves the (^dge of the river for about two miles, and striking across a point of low land avoids a short bend at the outlet of Metallics Brook. The next difficulty occurs near the 36th mile where the river takes two exceedingly sharp turns, first easterly, then northerly, at points about three quarters of a mile apart. Fortunately at the first turn, designated " the Devil's Elbow," a piece of low ground at the base of the hills admits of a curve of 1910 feet radius At the second turn, known as " Alick's Elbow," it will be necessary to throw the line into the river and across an island on a curve of 1430 feet radius. The channel for the river, to the west of the Island, being at the same time increased in width. The ibrks of the Matapedia are near the 35th mile ; at this point the river is crossed, and the line afterwards follows its westerly bank to the Little L;.ke, which it reaches at the 30th mile. Proceeding northward with favorable grades and curves, the line crosses the river Amque at the 22nd mile, and arrives at the Matapedia Lake a mile farther on. Continuing northerly along the westerly side of the Lake, with the exception of one long curve of 1763 teet radius, near the 17th mile, rendered necessary in order to avoid a high ridge, the line is extremely favorable up to Pierre Brochu's, at the 8th mile ; the curves on this distance being in general 5730 feet radius. At Pierre Brochu's the line leaves the Lake, crosses the Sayebec River at the 7th mile, and ascends by a long grade, part of which is tiO feet to the mile, to the summit Lake, about the middle of the 3rd mile. This is the oiily instance of a 60 feet gradient, up to this point, from the mouth of the Matepedia: At the 2nd mile, the water shed between the Restigouche and St. Lawrence is reached, and the elevation at this point above the sea is 794 feet. The line now begins to descend towards the St. Lawrence by the River Blanch^', a biiineh of the Tartigan, and in two 6 34 miles it reachet; the beginning of the northerly en J of the seventy mile section, which has juf^t been des^cribed From the poiut last mentioned, t'.ie survey is carried on by the valley of the River Tiirtiuau, and a line can be had along this river with only an occasional difficulty. The Tartignn flows in a narrow and rather crooked valley, necessitating frequent crossings or deviations of the river, and sometines a heavy excavation through a projecting point of land ; it continues westerly for about six miles, aud then turns to the north ; up to this point a favorable line caa be had. From this point a line wascutand levelled to the Metis River, by Fatjuett's brook, but the result was not satisfactory. Between the River Tartigan and the Metis, a distance of about 14 miles, the country is very broken and irregular in its features, high ridges with deep gulches between arc constantly met with. The Metis itself lies in a low wide valley, and it must either be crossed at a high level, on a viaduct of formidable dimensions, or a line must be found by which a favorable descent to the valley can be had. The latter has not been discovered, although froui personal explorations I am led to believe that there is a reasonable chance of one being found A great deal of time auII yet require to be spent in this locality, in thoroughly surveying the country, before the best line from the Tartigan to the Neigette Rivei, across the Metis Valley, can be determined. Although I he chaining and levels were carried through to St. Flavia, on the shore of the iSt. Lawrence, a total distauce of nearly lUO miles, the line surveyed may be said to trruiitiati; at 7U miles north from the Restigouche ; from thence northerly the country is only imperfectly explored. The (Jifficulties met with in crossing th»' Metis V.illcy, were not anticipated, as they are scarcely alluded to in the rcjiorts on the survey made in 184S. Yet my present im- ])re8sion is that they are perhaps the most serious on the Bay Chaleurs route. Further surveys may however modify this view. 1 regret exceedingly, that ciicumstanens would not justify me in incurring the ex- panse of continuing the survey to a more satisfactory issue in this quarter. I may now, to illustrate more particularly the character of the line surveyed, from the Restigouche, to tht^ point when; the w;iter shtd between that river and the St. Lawrence is crossed, and the valley of (he Tartigan reached, proseiit an abstract of the curves and grades on this section, 70 mile:, in length. TOTAL I.XKGTll IN MILKS. OHARACTHK OF GKADK6 — MATAPKDlA BECTiON. AscendlDg Asceoding South. North. Grades under 20 feot |ier mile CD 11.7 " 20 to 30 " " 4.4 9.2 " 30to40 " " 2.4 70 40 to [»0 " " 1.6 2-8 " 50to528" " 2.8 6.2 '' 00 •• •• 0.0 2.7 Level 12.3 miles. Total length of Section 70 " The wrought iron bridging on this section will be as follows, all the other openings are iutended to have either arch or beam culvertvS. 1st Over River Mlanehc on 1st mile one span of .50 feet, 2ud " Savabee River on 7th " 3 spans 50 " 3rd " RiverSt. Pierre on 9th " I span 60 " 4th " " Tobigote on 19th ' 1 " 50 " 5th " " Amqui on 23rd " 3 spans 60 '' 6th " Indian Brook on 25th " 3 " 40 " 7th •' River ^latapcdia 36th " 1 span 150 '• 8th " " Assmairuagau 58th " I " 80 " 9th «' (Clark's Brook 64th " 3 spans 30 " Whilst the grades are favorable, and the bridging light, it might naturally be kX- pected that the curvature would be excessive, when the tortuous character of the River Matapedia, more particularly below the Ft rks, is taken into consideration. The following abstract will show, however, that sharp curves have been avoided. The minimum radius 35 adopted on the Cl-rand Trunk Railway (Portland Division), namely, 1,146 feet, not btdng reached. CURVATURE. 5730 feet radius total length 6.1 miles. " " ^ 6.9 '' u 0.3 " u a 89 « u ;; Ql art, in consequence of which it was impossible to begin the '• Levels" with a uniform Datum. Distinct Datums Wcre assumed by each party, and as *' Bench xMarks" were left in the woods, on each line of survey, with the heights marked thereon for future reference, it was thought beat in preparing the Plans and Profiles to adhere to the Datum assumed in each case. The relative position of each Datum may thus be explained : First Datum. — On this Datum, levels weije carried forward from the Restigouohe up 36 the Grounamitz to Green Kiver ; here they were taken up aod carried forward to the Toledi and Rimouski waters ; thence by the Abawisquash to River Trois Pistoles. On this Datum also levels were carried from the Restigouche to the Tobique, then to the Nashwaak and to Keswick Summit. Second Datum. — On this Datum, levels were carried from a point five miles up Kes- wick valley to Keswick Summit ; also from the same point past Fredericton to Little River, Third Datum. — On this Datum, levels were carried from Little River to Coal Creek. Fourth Datum. — On this Datum, levels were carried from Apohaqui Station, on the St John and Shediac Railway, northerly to Coal Creek. On the close of the Survey these levels were found to be relatively as follows : High water, River St Lawrence at Trois-Pistoles 70.00 feet. /Yrs« Z>aiMm, said to be high water at Chatham, on the Miramichi, 84.81 " Second Datum 101.81 " Third Datum 58.00 •' Fo^irth Datum, said to be 100 feet under high water on Bay of Fundy at St. John City O.OU " Any discrepancy which exists in the above levels may be due to various circumstances, partly perhaps to the accumulation of small errors. There is nothing however which can possibly affect the geueral results of the Survey. The Datum for the Nova Scotia survey is 'ow water at Paraboro, on the Basin of Minas. 2%e Datum for the xVlatapedia survey is high wat^ir above Campbelton, or Bay CHa- leurs, and on the River St. Lawrence at St. Flavia. FITNESS FOR SEITLEiMENT AND AGRICULTURAL CAPABILITIES OF THE COUNTRY. A person who haj been accustomed to the fine open hardwood forests of Upper Can- ada, would at first be unfavorably impressed with the quality of the land in the maritime provinces generally, as well as that portion ot Canada east of Quebec, if he judged solely from the appearance of the growing timber. Spruce, of several varieties, grows almost universally, intermixed with other kinds of timber ; it frequently attains considerable dimensions, and next to the white Pine, is considered of the greatest commercial value. Immense quantities of Spruce deals are annually exported from New Brunswick. Black and yellow Birch, woods little known in Canada, but largely used in, and exported from the Lower Provinces, to a largo extent take the place of Maple and other hard woods. When birch grows with the spruce and other forest trees, the soil is generally considered of good quality. In some sections of the country a proportion of maple is sometimes found, with birch, spruce and other varieties of timber. The occurrence of spruce with balsam, so common in the forests of Lower Canada and New Brunswick, presents serious obstructions to exploring and surveying operations, as a view of any part of the country beyond a few yard.>< from the position of the observer, is only obtained with great difficulty. Perhaps the least favorable portion of the country for settlement, along the general route of the surveyed central lino, lies between the wat/^is of the St. Lawrence, and the Rcsti- gouche. I have traversed this district in various directions, and although I must confess that its agricultural capabilities do not impress me favorably, yet Mr. Walter Lawaon, who spent six consecutive montfs in charge of one of the surveying parties in this locality, and who is well qualified tojurlge, thus reports : "In answer to your questions, as to the quality of the country 1 have been exploring daring the last summer, I beg to state that when we loft Rimouski at the end of last May, the spring Was fairly commenced, and we found no snow in the woods. That on reaching the boundary line between Canada and New Brunswick, we found vegetation as far advanced as an)rwheit! between that and the St Law.'-euce " The country W0 passed through was hilly, with rock eruppiog out eo th« sidds in a f«w 37 places, but no bare hills, the highest ground being geaorally rolling, and well timbered with large Birch, Spruce and Balsam. " I have explored in Canada from. Rimouski Villa;2;e to the Boundury Line, Store Gamp No. 1, at iMonument No. 4/", near the head waters of the Rimouski River; thence, eastward, seven miles, and round, southerly, to the Fvjrks of Green River in New Bruns- wick j thence, northerly, along G-reen River and th iioad waters of the Toledi to Monu- m'>nt No. 39 ; also, I have traversed in several direct -ins, the country bounded by Sandy Lake, Eagle Lake and Island Lake on the west, and Abawisquash on the north, the Ri- mouski on the east, and the twelve mile stretch of the .;.jundary line, from Monument No. 39 to No. 47 on the south. This country generally has been lumbersd ovor, consequently very little pine or heavy spruce was met with. The whole is well wateied, and moBt of it eligible for settlement; in no part did I meet with bud land, and in many plaoes I consider the soil of a superior quality. " The lower section of the valley of the Abawlsquash, near the River Troia-Pistolea, i;* partly settled, and the lands I have been exploring are fully equal, if not superior, to the best land I saw in that settlement." The district above referred to, embraces an area of probably 400,000 acres; and the whole of the country south of it to the River Restigouche, aa far as my knowledge goes, is similarly timbered. From the River Restigouche southerly to the Tobique, and from the River St. John easterly to the Sissou Branch, about 40 miles in le jgth by about 80 miles in breadth, th>3 country is generally fit fjr settlement. la many sections it has a fine intermixture cf hard wood timber — and viewing it as a whole, generally it may be considered good soooud class land, in some places it may be called first rate. I never saw better crops than those which were growing in the settL^ments on the outskirts of this district. For several miles along the banks of the River TobiquR, beds of gjpsum crop out, of immense thicknessand of ex- cellent quality ; it is already drawn away in large quantities and extensively used in the settlements in the State of Maine. On the lines of survey and exploration between the Rivers Tobique and Miramichi, a growth of Birch, Beech and Maple, with other descriptions of timber, indicate asoil suitable for agricultural purposes. These lines of exploration were about twenty miles apart, and as the intervening and adjoining ground would appear to be in every respect similar, there is no doubt that a great deal of this extensive aiea is fit, for settlemeut. From the River Miramichi, on the Hue surveyed, to the River St. John at Fredericton, there is for the most part a fine growth of hardwood timber, and judging from the portion already cleared along the lower part of the Keswiok valley, the soil must be of a superior quality. For a distance of 25 miles northward of Fredericton, the country is already cleared and cultivated. Between the line surveyed from Fredericton, to the head of Grand Lake and the St. John River, the land is low but of excelbnt quality. From the Grand Lake, southerly, and over the coal fields, the soil is rather in lifferent. Before reaching Apohaqui the line passes through the valley of Studholme Mill Stream ; here the soil is very good, producing annually excellent crops of Potatoes, Oats, Buckwheat and H^iy. It is said there is still a great deal of land fit for settlement, and yet uaocoupied, between the Grand Lake and the Gulph shore, but its extent I have no means of knowing at the present time. Between Fredericton and the River Restigouche. the land referred to above, adjoining the lines of explorations of last year, and considered generally suitable for settlement, embraces an area of, possibly not much less than 2,000,000 acres. Com- paring this extensive tract of land with the soil of Upper Canada, I am inclined to think that it is generally better than any of the unsettled districts in that part of the country. With regard to the agricultural capabilities of the other sections of New Brunswick, I find a great deal of valuable information on the subject in a report by Professor Johnson, the celebrated Chemist and Agriculturist, made to the Governor of that Province in 1860. The information is so important, and the authority so good, that I have given copious ex- tracts from three out of eighteen chapt-rs, in an appendix hereto.* These extracts rjfer to the agrioltural capabilities of the Province, as indicated by its Geological structu'-e, by a practical survey and examination of its soils, and by the actual yield where settlements are formed. •See Afpendix A, 88 There remains only to be described the character of the land, and its fitness for settle- ment in that part of Canada, between the St. Lawrence and the Restigouche along the line of the Matapedia survey. I find that this subject was specially inquired into some years ago, aud a report sub- mitted to the Honorable the Commissioner of Crown Lands of Canada, by Mr. A. \\. Sims, the '^^entleman to whom the enquiry was intrusted. The report embraces all the information desired, and indeed much more than I could give from my own knowledge of the country. I have, therefore, made some extracts and appended them hereto.* VARIOUS PROJECTED ROUTES. NEW BRUNSWICK AND CANADA DIVISION OF THE SURVEY. Having described the Engineering features of the lines recently surveyed and submit- ted estimates of the quantity of work considered necessary to complete the bridging and iiradin" on each, I shall now refer to all the piojected routes which seem worthy of atten- tion and which possibly may be found practicable on thorough surveys being made. I do not desire it to be understood that I now report all the lines about to be described as practicable Some of them I believe to be practicable, but my persoual knowledge of others is not sufficient to warrant me in expressing a positive opinion as to their feasibility. The lines and combinations of lines about to be referred to, are those which, from partial examinations and information acquired, 1 think, off"er a reasonable chance of being found practicable ; and they are here described and classified in ordor that judgment may be formed as to which route or routes may be most eligible for farther surveys. These lines may conveniently be divided into three classes. Pii-,it — Frontier Routes. — Comprising those projected lines which, at one or more points, touch or pass close to the frontier of the United States. Second. — Cfutral Rontfs. — Those lines which are projected to run through the in- terior and keep at some distance from the Frontier as well as from the (iulf shore Third. — 8ai/ Chakurs Routes. — Comprising tlio>e lines which touch the waters of the Gulf of St. Jiawrence on the Bay Chaleurs. Thi- several lines herein referred to may be traced »u tho iioeompanying General Map; they are numbered consecutively from the west to the east. It nwiy lie explained that the length of each is ascertained by measuring the distance on the map and adiling a certain percectage for eurvature. 'I'his percentage is based on tlie diffcreuee between the actual chaining of the surveyed lines on the ground, and the length thereof measured on the map. A method of computing the distances, which, although perhaps not strictly correct, ap- pears, under the circumstances, the most accurate that can be adopted ; aud it will probably give a sufficiently close approximation. FRONTIER ROUTES. LiiiC' Xu. 1. — This lino was projected some years ago to connect the Grand Trunk Rail- way at River du Loup, with the Railway now in operation, from near Woodstock to St. Andrew.-^ ; an examination of the country was made by Mr. T. S. Rubi Ige, in 1859 or '60, and his report, with which I have been favored, contains a great deal of valuable informa- tion, much of which is applicable to all the Frontier routes (see appendix C). This line, after leavin"' River du-Loup, is proposed to follow the valley of River Verte, to the water shed between the St. Lawrence and the River St. John, at an elevation of 880 feet above the sea • thence in a direction generally parallel to the 'i'emiscouata Road to the falls of the Cabaneau River ; from tlu'nooto the head waters of River aux Perches, and by the valley of that stream to the Dcv:'''' settlement, at the southerly extremity of Lake Teraiscouata. From Dc"-eld the line is |»ropo,sed to follow the River Madawaska to the River St. John at the village of Little Falls. From Little Falls this line continues along the easterly bank «f the River St. John, which it crosses at Grand Falls, and thence keeps on the W(.'sterly bank to Woodstock, con- nectiu" with St. Andrew'.-! Railway at some convenient point, probably by way of tlie Eel River Valley. This line has not been surveyed instrumental ly, but it is thought to be pructicuble ; the only doubtful section is that between River du Jjoup aud the I>egel6 ; but •See Appendix B. 39 should a direct line not be had here, a detour either to the west by the valley of the River St. Francis, or to the east by the River Trois Pistoles, the Ashberish waters lad Lake Temiscouata, will, without doubt, be found quite practicable, although the length of the line will be considerably increased thereby. The estimated distances from River du Loup by this line arc as follows : Constructed. To St. Andrews — From River du Loup to junction with St. Andrew's Railway. Along St. Andrew's Railway 67 Total. 67 To St. John— From River du Loup to junction with St. Andrew's Railway i^ long St. Andrew's Railway 27 Surveyed line from St. Andrews Railvfay by Oromoc- to to St. John Total. 27 To Halifax — From River du Loup to St. John as above 29 Railway from St. John to Moncton 90 Moucton to Truro 6 Truro to Halifax 61 RAILWAY. Not constructed. Total 210 210 67 210 277 210 210 .... 27 82 82 292 319 292 319 • • • • 90 109 115 .... 61 Total. 184 401 585 Line No. 2. — This line is laid down on the Map from River du Loup to a point on the Trois Pistoles River, above the conflueuce of the Abawisquash, whore a bricl,2;t' of an expensive character will be necessary. The section between River du Loup at this point is common to all the lines about to be described. From Trois Pistole- the line pisses over to Lake Temiscouata, by the Ash- berish Lake and River; following the westerly shore of Lake Temiscouata to the Degele settlement, it thence continues along tlie valley of th > River Madawaska to Little Falls and the River St. John, to St. Basil. From this point, insteaj ol following the immediate banks of the St. Jolin to Woodstock, as line Nn. 1 does, it joins on to the exploration line made some three years ago by the St Andrews Railway Company, when they seemed to have seriously entertained the idea of extending to (^^anada. This line leaves the St. John River, near St Buzil, and crosses the Grand River about 10 miles from its outlet ; it passes about five miles to the east of Grind Falls and crosses the Tobique about fifteen miles from its luouth ; thence it is shown on the Map to cross over by the Otelloch and Munquart Rivers to the St. John at flHidwood Creek. At Hardwood Creek the line crosses the St. John on a bridge proposed to be 100 feet high and fully 800 feet long, and con- tinuing onwards it connects with the existing railway to St. Andrews, at its present Ter- minus, four miles west of Wodstock. The reports on the exploration of this line northerly to Little Falls were furnished by the gentlemen representing the New Brunswick and Canada Railway Company, to whom I am much indebted. The detailed information thus obtained will be found on reiei'ence to Appendix D. About twenty-seven miles of this line north of Woodstock has beon instru- mentally surveyed; the remainder to Trois Pistoles has only been partially explored. It is anticipated that serious, although perhaps not insuperable, difliculties will be met with between the high-level crossing of the St. John and the crossing of the River Tobique, as well as near the Degel6 on Lake Temiscouata The estimate of the cost per mile, given by the Engineer of the St. Andrews Railway Company, in his report appended hereto, is, I presume, for the grading only. 40 The estimated distances by this line are as follow? • CoaBtneted. To St- Andreics — From River du Loup to junction with the present terminus of Canada and New Brunswick Railway, west of Woodstock Along Railway to St. Andrews 87 RAILWAY. Not cosstructed. Total. Total. 87 To St. John— From River du Loup to near Woodstock as above Along Railway to proposed western extension from St. John 45 Along surveyed line by Douglas Vallay to St. John Total. 46 To Bah/ax^ From River du Loup to St. John, as above 46 Railway from St. John to Moncton 90 *• *' MoDCton to Truro 6 " " Truro to Halifax 61 228 223 87 223 310 223 223 45 8*2 82 805 350 305 350 90 109 114 ei Total 202 114 616 Li'ne 1^0. 3. — From River du Loup to Grand Falls, this line is precisely the same as No. 1. From Grand Falls ir crosses over to Salmon River, and there joins the proposed extension of the Canada nnd New IJninswick Railway, as explored by Mr. Buck, the engineer of that company — (See Appendix D) ; it then follows Mr. Duck's exploratory line across the Tobiquo River tu the head water~i of the .Munquart River, thence it cros'^es over and joins the lino surveyed by Mr. Burpee for the New Brunswick Government, from Fredeiicton to the City of St. John. This is the most direct line between River du Loup and the City of St. John which is likely to be found practicable. It crosses and recroBses the 'air line,' drawn from the extreme points to the north easterly an^lo of .NIaine, no less thau twelve times and does not diverge from it, at any point, mors that ten miles. There is, it must be cootessod, some little unci rtainty with re;zi».rd to the fouSibilliy of this line, between the forks of the Mira- michi and the River Tobique— as well as between the Degel6 and River du Loup, these sections havingj been imperfectly explored; t)ut thfre 's good reason to expect that u care- ful survey would result in showing that a line not unfavorable might be had throngh these sections as well as elsewhere. This line would require a very costly bridge over the River St John near Fredericton, and another over the same river at the City of St. John. The distances to St. John and Halifax ure estimated af) follows : CoBStrnot^d. To St. John— From River du Loup to Fredericton From Fredrieton to St. JohobyOromocto and Doug- las valley . Total. To Halifax— From River du Loup to St. John as above " St. John to Moncton 90 ' Moncton to Truro 6 •' Truro to Halifax 61 RAILWAY. Not constructed. Total. 235 236 66 66 301 801 801 io9 301 90 115 61 Total. .157 410 567 41 CENTRAL ROUTES. Line No. 4. — This line is identical with the line surveyed last summer, from the River du Loup as far as Eap;l3 Lake. From Eagle Lake it follows Eagle stream to the forks of the River Toledi ; thence along the general direction of the Squatook Lakes, and across by the head-waters of the Iroquois River to G-reen River Lake ; thence along the most favorable route that can be had to the most westerly branch of the Restigouchc, continuing along which, and probably by Hunter's Brook, it may rejoin the line surveyed last summer near the source of Grand River ; thence following the surveyed line by Two Brooks, River Tobique, North Branch of the Miramichi and the Keswick valley, to opposite Fredericton. After crossing the River St. John, at Fredericton, it continues along the line of Mr. Burpee's survey from Frederic- ton to St. John, by Oromocto and Douglas valleys. The only portion of this line not instru- mentally surveyed is that between Eagle Lake and G-rand River, a distance of perhaps 80 miles. About half this distance, viz : from the Squatook Lakes to the River Restigouche has only been partially explored, but no insurmountable difficulty is supposed to exist. The survey and examinations have shown the whole of the remainder of the line to be entirely practicable. It must be admitted, however, that the Bridges required across the River St. John at two points, are formidable works. The distances by this line are estimated as follows : RAILWAY. Not Constructed. constructed. Total. To Si. John— From River du Loup by Island and Eagle Lakes, the Squatook Lakes, Green River Lake, Resti- gouche, Hunter's Brook and survey line to Fredericton 260 260 From Fredericton, by Oromocto and Douglas Valley to St. John 66 66 Total 326 326 To Halifax — From River du Loup to St. John as above 326 326 From St. John to Moneton — 90 .... 90 " Moneton to Truro 6 109 115 ' Truro to Halifax ..»i-i.*i^»i 61 — 61 Total ....157 435 592 Line No. 5. — This follows the line surveyed, and already described. From Fredericton to St. John, it follows the Oromocto and Douglas Valley route like Nos. 3 and 4, and equally with them it requires the bridging of the River St. Juhn at two places. With the exception of the portion between Eagle Lake and the sources of the Green River referred to in the description, this line has been instrumentally examined from end to end, and without doubt is quite practicable. The distances to St. John and Halifax are estimated as under, RAILWAY. Not To St. John — Constructed. constructed. Total. From River du Loup by Island and Eagle Lake, South East Branch of Toledi, North West Branch of Green River, Moose Valley, Gouna- mitz Valley, Boston Brook, Two Brooks, North Branch of Miramichi and Keswick River to Fredericton 262 262 From Fredericton to St. John by Oronocto and Doug- las Valley 66 66 Total 328 328 42 To Bali/ax — From River du Loup to Fredericton as above From Fredericton to St. John St. John to Moncton 90 Moncton to Truro 6 Truro to Halifax 61 262 262 66 66 . . • • 90 109 115 .... 61 Total 157 437 594 Line JSio. 6. — This is identical throughout the whole extent with the line surveyed last summer to Apohaqui Station on the railway running from St. John to Shediac, and need not again be described. The distances by this line arc : Ooastructed. h ead of To St. John— From River du Loup by Fredericton and Grand Lake to Apohaqui •. From Apohaqui by Railway in operation to St. John. RAILWAY. Not constructed. 343 37 Total. 37 To Halifax — From River du Loup by Fredericton and head of Grand Lake to Apohaqui From Apohaqui to Moncton 53 " Moncton to Truro 6 " Truro to Halifax 61 343 343 Total. 343 37 380 Total. 120 109 452 343 53 115 61 572 Line No. 7. — This linS follows precisely the same route as line No 6 from River du Loup as far as the head of Grand Lake, touching on its way the River St. John opposite Fredericton. From the head of Grand Lake, instead of running southerly to Apohaqui, it continues in a direction nearly easterly, over ground known to be favorable, until it intersects the existing Railway from St. John to Shediac at such point as may be found most suitable, probably about 12 or 13 miles west of Moncton. The following are the estimated distances to St John and Halifax by this line : Constructed. To St. John— From River du Loup by surveyed line to head of Grand Lake From head of Grand Lake to Junction with Railway, west of Moncton Along Railway to St. John 77 RAILWAY. Not constructed. 304 Total. 304 Total. 77 To Halifax — From River du Loup to head of Grand Lake as above From head of Grand Lake to Railway Junction west of 31oncton Along Railway to Moncton 13 From Moncton to Truro 6 From Truro to Halifax 61 45 45 .... 77 349 426 304 304 45 45 13 109 115 .... 61 Total 80 458 538 Line No, 8.— -This line, from River du Loup to the River Restigouchc, coiuoides 43 with the surveyed line (No. 6) between these points. From the Rcstigouche it follows Boston Brook to Jardines Brook, and continues by an explored passage from the latter stream to the valley of the Sisson Branch of the River Tobique : following which it is sup- posed that, with some diflGiculty, a practicable route may be had by the Forks and right hand Branch of the Tobique to Long Lake or Tobique Lake ; thence the line is drawn on the map to the sources of Clear Water Brook, and, by a route explored under my direc- tions, by Mr. Tremaine, Q. E., in March, last year, to Rocky Brook, and thence by the main Miramichi to Boiestown ; from Boiestown this line is laid down to the head of Navi- gation on Grand Lake, where it intersects the surveyed line (No. 6) and follows it to Apohaqui Station. A long extent of this line, viz: from the River Restigouche to Grand Lake, has not been instrumentally surveyed, and it has only been partially explored ; enough, however, is known of the country to give good ground for the supposition that a line may be found, within the limits of practicability, along the general direction of the route indicated. It is not, however, believed that a line can be had without severe gradients as well as heavy works of construction. Mr. Tremaine's report on the aneroid exploration made by him, from Boiestown across the Tobique Highlands, will be found in the Appendix (E). The distances to St. John and Halifax by this line are approximately estimated as follows : RAILWAY. Not Constructed. constructed. Total. To St. John— From River du Loup, by Survey line, to Restigouche 120 120 From Restigouche, by Forks of Tobique and Boies- town, to head of Grand Lake 148 148 From head of Grand Lake, by surveyed line, to Apohaqui , 39 39 From Apohaqui to St. John 37 .... 37 Total 37 307 344 To Halifax— From River du Loup to head of Grand Lake aa above 268 268 From Grand Lake to Apohaqui 39 39 From Apohaqui, along Railway, to Moncton 53 53 From Moncton to Truro 6 109 115 From Truro to Halifax 61 .... 61 Total 120 416 536 lA7ie No. 9. — This line follows the same as the last (No. 8), from River du Loup to the head of Grand Lake. From Grand Lake, instead of running to Apohaqui on the sur- veyed line, it is drawn easterly across a country without engineering difficulties, to a point of intersection with the existing Railway, about 13 miles west of Moncton. The distances by this line are estimated to be : RAILWAY. Not Constructed constructedi Total, To St. John— From River du Loup to head of Grand Lake, the same as by line No. 8 268 268 From Grand Lake to Railway Junction near Moncton 45 45 Along Railway to St, John 77 .... 77 Total 77 313 390 44 RAILWAY. Not Constructed, constructed. Total, To Halifax — From River du Loup to point of intersection west of Moncton with Railway 313 313 Along Railway to Moncton 13 — 13 From Moncton to Truro 6 109 115 From Truro to Halifax 61 — 61 Total 80 422 502 Line No. 10. — This line corresponds with the two last, Nos. 8 and 9, from River du Loup to the Tobique lakes ; it is then drawn across to the village of Indiantown, on a course between the north branch of the Renous River and the Little south-west Miramichi. This route, from the Tobique Lakes to Indiantown, is strongly recommended as favorable, by the Hon. P. Mitchell, of New Brunswick. From Indiantown it follows Major Robin- son's line, to Buctouche River, and then continues southerly to Moncton. This is unques- tionably one of the most direct lines between Halifax and River du Loup, and possibly it may be found practicable throughout ; but it is impossible to speak with certainty, without mure informatiuu than is at present possessed. Between the Tobique Lakes, the sources of the Renous and the Miramichi, is the part of the country least known. Mr. Mitchell says that the waters of the Tobique, here inter- lock with the sources of the Little South-west Miramichi, and that the character of the country is level. This being the case, there is reason to suppose that a railway line may be located through the country on the line indicated. The distances by this line are estimated as follows : Oonstructed. To St. John— From River du Loup to the Tobique Lakes From the Tobique Lakes to Indiantown " Indiantown to E. & N. A. Railway " Along Railway to St. John 96 Total 96 326 422 To Halifax — From River du Loup to E. & N. A. Railway, as above From E. & N. A. Railway to Truro " Truro to Halifax 61 Total 61 435 496 Line No. 11. — This line corresponds with the surveyed line (No. 6), from River du Loup to Island lake, and perhaps as far as Eagle lake ; It passes over from these waters on a level to the Toradi, and continues along that river up the Rimouski to the boundary line between Canada and New Brunswick ; it passes over through a favorable opening in the Highlands to the valley of the south branch of the Kedgwick, and thence it is assumed that the line may gradually descend by the south branch and main Kedgwick to the lles- tigouche. Difficulties are said to exist in the lower part of the south branch ; should these prove too expensive to overcome, they can, I have reason to believe, be entirely avoided by following the general diiection of the line shown on the map, from the Restigoucbe to Kedgwick Lake, and thence down the main valley. From the Restigouche the line is drawn by Five Fingered Brook across to the Sisson branch of the Tobique; here it joins line No. 8, with which it corresponds thence to Apohaqui. On this line difficulties may be encountered in passing over from Five Fingered Brook to the Sisson branch, as well as at points on line No. 8 already mentioned, but it is not supposed they will prove insuperable. RAILWAY. Not constructed. Total 180 180 64 64 82 82 ,,, , 96 326 326 109 109 • •• • 61 45 The following are the estimated distances to St. John and Halifax by this line : RAILWAY. Not Constructed. constructed. Total. To St. John — From River du Loup by the Rimouski and Kedgwit k, the Forks of Tobique and Boiestown to the head of Grand Lake 284 284 From the Head of Grand Lake to Apohaqui 39 39 Apohaqui by Railway to St. John 37 37 Total 37 323 552 To Halifax — From River du Loup to the Apohaqui as above 323 323 Apohaqui, along Railway, to Junction 59 .... 59 From Junction to Truro 109 109 " Truro to Halifax 61 .... 61 Total 120 432 552 Line No. 12. — This line is the same as the last, from River du Loup as far as the head of Grand Lake, but here it turns off to the east and intersects the existing Railway a few miles west of Moncton. The distances are estimated to be : Constructed. To St. John— From River du Loup to the head of Grand Lake, the same as No. 11 From the head of Grand Lake to junction west of Moncton From j unction, along Railway to St. John 77 Total....... 77 329 406 To Halifax — From River Du Loup to the intersection with the Railway west of Moncton, as above 329 829 Along Railway to Moncton 13 .... 13 Moncton to Truro 6 109 115 Truro to Halifax 61 .... 61 Total 80 438. 518 BAY CHALEURS ROUTES. There lies, south of the River Restigouche, north of the Miramichi, east of the most easterly central line above described, a tract of country over sixty miles in width, and extremely unfavorable for Railway construction. Owing to the rugged and mountainous character of this district, it is hopeless to look for a line suitable for a Railway through it, and in consequence of these features, the lines already referred to, all pass to the west, while those about to be described are led round the other side of this Highland region, as far to the east as the shores of the Bay Chaleurs ; hence the name by which the latter lines are designated, to distinguish them from the Central and Frontier Routes. Line JVo. 13. — This line continues on the same course as the line, No. 11, from River du Jjoup, by Island Lake, River Toledi and Rimouski, to Kedgwick Lake. From Kedg- wick Lake it is thought the line can be carried into the valley of the Patapedia and thence to the Restigouche. It must be confessed that this is only a conjecture, based not on a knowledge of the immediate locality, as the explorations did not extend to this quarter, but on a knowledge of the general character of the country. Should, however, this view prove RAILWAY. Not constructed. Total 284 284 45 45 77 46 incorrect, it is probable that a line may be had a little further north, as shown on the map, to the valley of the Matapedia and thence to the Restigouche.* Both routes measure about the same length, to a common point on tlie Restigouche River, at the mouth of the Matapedia. With regard to their respective merits or deme- rits, a safe opinion cannot .be formed without a survey. At present, all that can be said is, that a favorable communication by one or other of these routes is not improbable. From the mouth of the Matapedia the line follows the route recommended by Major Robinson, to Indiantown on the Miramicbi River. From Indiantown it continues nearly due south to the head of Grand Lak.', and thence by th.^ surveyed line to Apohaqui. No serious difl&culty is anticipated between Indiantown and Grrand Lake. The distances by this line, from River du Loup to St. John and Halifax, are estimated to be as follows : RAILWAY. Not Constructed. constructed. Total. To St. John— From River du Loup by Patapedia and Restigouche to Dalhousie 183 183 From Dalhousie to Bathurst 53 53 " Bathurst to Indiantown ^ 59 59 ** Indiantown by head of Grand Lake to Apohaqui 92 92 " Apohaqui along Railway to St. John 37 — 37 Total 37 387 424 To Halifax — From River du Loup by Dalhousie, Bathurst, and Grand Lake to Apohaqui, as above 387 387 From Apohaqui along Railway to Moncton 53 53 « Moncton to Truro 6 109 115 " Truro by railway to Halifax 61 .... til Total 120 496 616 Line No. 14. — This line coincides with No. 13 from River du Loup to Indiantown, but from Indiantown instead of running southerly to Apohaqui, it follow.s a south-easterl course along Major Robinson's line nearly the whole distance to Moncton. The distances by this line are estimated to be : RAILWAY. Not Gonatructed. constructed. Total. To St. John— From River du Loup, by Rimouski, Patapedia and Restigouche Rivers, Dalhousie and Bathurst, to Indiantown, the same as by line No. 13 295 295 From Indiantown to E. & N. A. Railway 82 82 Along Railway to St. John 96 .... 96 Total 96 377 473 To Halifax — From River du Loup to E. & N. A. Railway, as above From E. & N. A. Railway to Tniro " Truro to Halifax 61 Total 61 486 547 377 377 109 109 • • . • 61 * " A party was sent to explore for a line from the Matapedia River, westward, following the valley of one of its tributaries, aud thence across to the Rimouski River, and from the reports I have received from them, it appears probable that a practicable line may be obtained by following the val- ley of Metallica Brook 6 miles below the forks of the Matapedia and along a succession of Lakes to the Rimouski and by the valley of the Torcadia to the Abersquash."— Cu/)fam Henderson's Report. 47 lAne No. 15. — This is the route known as Major Robinson's line. It runs from River du Loup to the Trois-Pistoles crossing, already referred to, and continues from thence at a distance of eight to 12 miles from the south shore of the St. Lawrence to the River M6tis. From the M^tis the line passes over to the valley of the Matapedia, which it descends to the River Restigouche. The Restigouche leads it to Bay Chaleurs, the shores of which it follows to the Town of Bathurst, passing on the way the villages of Campbelltown and Dalhousie. From Bathurst the line runs by the Rivers Nepisiguit and the North-west Miramichi to Indiantown on the main or South-west Miramichi. From Indiaotown it strikes across a country reported to be flat and favorable, to the Isthmus botween the bend of Petitcodiac and Shcdiac, and thence to Nova Scotia by a route already described. The recent survey has proved that the Matapedia section will be much less diflGlcult and expensive than was previously supposed. Instead of twelve or fourteen bridgos across the main river, averaging from 360 to 450 feet long, on the first 38 miles north of the Restigouche, only one bridge of 150 feet span is required. Besides which, excavation and other work will be very materially reduced, by adopting curves and gradients, equally as favorable as on other lines of railway both in Europe and America. The unlooked-for difficulties in the neighborhood of the Metis River have already been referred to ; between this point and Trois Pistoles the country seems to have only been partially surveyed in 1848, as there are other points at which very thorough explorations will require to be made before a location survey can be attempted. The bridging of the Trois Pistoles, common to all lines except No. 1, is a very formidable affair ; that of the Rimouski, where the line crosses at the mouth of the " Ruisseau Bois Briil6," seemed to me to be not much less so. I think the latter can be avoided, or at least very materially diminished, by a route a little further to the south. Between the mouth of the Matapedia and Moncton this line will be generally on favorable ground ; and with the exception of the bridges over some of the large rivers, the work, it is expected, will not be heavy. The distances to St. John and Halifax by this line are estimated to be as follows : RAILWAY. Not Constraeted. constructed. Total. To St. John— From River du Loup, by Metis and Matapedia, to Dalhousie 196 196 From Dalhousie to Bathurst 53 53 " Bathurst to K. & N. A. Railway 141 141 Along E. &N. A. Railway to St. John 96 .... 96 Total 96 390 486 To Halifax — From River du Loup by Metis, Matapedia, Dalhousie and Bathurst to Moncton 390 390 From Moncton to Truro 109 109 *' Truro by Railway to Halifax 61 .... 61 Total 61 499 560 The distances by the various routes may now be presented in a Tabular form, and it may be mentioned that the distances here submitted considerably exceed those given by Major Robinson and others ; the allowances which I have made in every case for curvature, and which I deem absolutely necessary in order to insure a safe estimate, may account for this excess. Major Robinson estimated the distance from Halifax to Quebec at 635 miles. By adding the length ot the Quebec and River du Loup Railway to the figures now given, j the distance by the same route would appear to be fifty miles longer — equal to about eight ; per cent, on the whole. Should the allowance for curvature (which I am convinced is ample) ultimately prove greater than necessary, the estimates will at least possess the merit of erring on the safe side, and any possible error of this kind will not affect a comparison of the different routes, as, in this respect, all are relatively treated alike. Table of Comparative Distances from River du Loup to St. John and Ha : : — :s ilifax. TO ST. JOHN. TO HALIFAX. ROUTES. No. Railway Not Railway Not line. Bnilt. Built. Total. Built. Built. Total. Frontier Routes. 1 ^ ( 3 27. 292 319 184 401 585 45 305 350 202 414 567 00 301 301 157 410 581 ' 4 00 326 326 157 435 592 5 00 328 328 157 437 594 6 37 343 380 i20 452 572 Central Routes. 7 77 349 426 80 458 538 8 37 307 344 120 416 536 9 77 313 390 80 422 502 10 96 336 422 61 435 496 11 37 328 360 120 432 552 I 12 77 329 406 80 438 518 Bay Chaleurs Routes. r 13 14 37 96 387 377 424 473 120 61 496 486 616 547 15 96 390 486 61 499 560 With regard to the Total distance from River du Loup to St. John, including the length of Railway already constructed, the severallines stand in the following order, begin- ning with the shortest : FROM RIVER DU LOUP TO ST. JOHN. Line No. 3, Frontier Route, Total length " 1, " <« " 4, Central Route, " " 5, " " " 2, Frontier Route, " " 11, Central Route, " " 6, " '' " 9, " ... " " 12, " «« " 10, " " " 13, Bay Ohaleurs Route, " " 7, Central Route, " " 14, Bay Chaleurs Route, " " 15, « " In respect to the length of Railway yet to be conntructed, to connect River du Loup with St. John, the several lines may be placed in the following order : Line No. 1, Frontier Route, to be constructed 292 Miles 301 i\ [ilea. 319 << 326 « 328 (< 350 (( 360 (( 380 (. 390 « 406 (( 422 >( 424 H 426 a 473 (< 486 II 3, 2 " ^) 8, Central Route, 9, " 11, " 4, - 10, " 5, " 12, " 6, " 7, " 14, Bay Chaleurs Route,. 13, " 15, " 301 305 307 .313 .323 .326 326 328 329 343 349 377 387 390 49 Comparing the distances from River du Loup to IT difax and including the length of Railway already constructed, the table shows that the several lines stand in the following order : Line No. 10, Central Route, Total length 496 Miles. a 9 a u j^j)2 a " 12,' " '■■ ....518 " " 8, " '' 536 " '' 7,. " " 538 " " 14, Bay Chaleurs Route, " 547 " '' 11, Central Route, " 552 " '' 15,. " " 560 " " 3, Frontier Route, " 567 " " 6, Central Route, " 572 ■' " 1, Frontier Route " 585 " " 4, Central Route, " 592 " " 5, •' " 594 " '< 2, Frontier Route, '' 616 " " 13, Bay Chaleurs Route, " 616 " Comparing again the distance to Halifax, having in view simply the length of Rail- way yet to he huilt, the several lines would stand as follows : Line No. 1, Frontier Route, to be constructed 401 Miles. " 3, " " .410 " u 2 " '' 414 '^ " 8, Central Route, .., " 416 " ii 9 " a 422 '' u \\ a a 432 a " IQ, " " !!!...! 435 " '' 4, " ".. 435 " " 12, '' " 438 " " 6, "* " 452 '< 7, " " 458 " 14, Bay Chaleurs Route, " 486 " " 13, " '' 496 " " 15, '' " 499 " From the foregoing the following deductions may be drawn : Line No. 3 is the shortest Frontier Route to St. John ; its total length is 301 miles, the whole of which is yet to be built. By this line the total distance to Halifax is 5l)7 miles, of which 157 miles arc constructed, leaving 410 miles yet to be made. Line No. 4 is the shortest Central Route to St. John; its total length is 326 miles, the whole of which has to be made. By this line the distance to Halifax is 592 miles, of which 157 miles are built, leaving 435 miles to be constructed. Line No. 13 is the shortest Bay Chaleurs Route to St. John ; its total length is 424 miles, of which 37 miles arc constructed, leaving 387 miles to be made. By this line the total distance to Halifax is 610 miles, of which 120 miles are already made, leaving 496 miles to be built. Line No. 3 is the shortest Frontier Route to IlaJifar as well as to St. John, the dis- tances are already given. Line No. 10 is the shortest Central Route to l.alifax ; the total distance by it is 496 miles, of which 61 miles are built, leaving to be built 435 miles. The total distance to St John by line No. lU is 422 miles, of which 96 miles are built, leaving to be constructed 326 miles. Line ho. 14 is the shortest Bay Chaleurs Route to Halifax ; its total length is 547 miles, of which 61 miles are constructed, leaving 486 miles to be made. By this line the total distance to St. John is 473 miles, of which 96 miles are built, leaving 377 miles yet to be constructed. The short:st of all the Jiines to St. Johr) is No. 3, Frontier Route. The shortest of all the Lines to Halilax is No. 10, Central Route. 21 50 Line No. 3 requires the construction of 25 miles less than No. 10, to connect River du Loup with both St. John and Halifax ; but the total distance to Halifax by line No. 3, is 71 miles greater than by line No. 10, whilst :he total distance to St. John by line No. 10 is 121 miles greater than by line No. 3. The shortest route from River du Loup to the Atlantic Sea Board, on British Terri- tory is by line No. 1 to St. Andrews. The total distance to St. Andrews by this line is estimated at 277 miles, of which 67 miles are constructed, leaving only 210 miles to be built. The total distance to St. John by line No. 1, is 319 miles, of which 292 miles require to be made. The total distance to Halifax by line No. 1 is 585 miles, of which 401 miles require to be built. DISTANCE FROM THE FRONTIER. I shall now, in accordance with my instructions proceed to give the distances of the several lines from the Frontier of the United States Line No. 1 runs immediately along the boundary line, for a distance of about 40 miles ; and for a further distance of about 80 miles it ranges from three to twelve miles from the Frontier. Line No. 2 almost touches the boundary of Maine at two points; one about tea miles northerly from Woodstock, the other between St. Basil and Little Falls. For a distance of 120 miles this line will average not more than eight miles from the boundary. Line No. 3 runs along the boundary of Maine for about 4U miles, and then gradually diverges Irom it. Line No. 4, for a distance of twenty or thirty miles, is within 18 miles of the boun- dary line. Lines Nos. 5, b and 7 are generally not nearer to the^boundary line than the minimum distance between the Grand Trunk Railway and the northern Frontier of Maine ; this distance, in a direct line, is from 27 to 28 miles. At one point, lines Nos. 0, ti and 7 are within this dibtance, but it is believed that at this point the distance may be increased in making a location survey. Line No. 5 runs from Fredericton to the City of St. John, on the westerly side of the St. John River. Lines Nos. and 7 do not cross the river. Lints Nos. 8, 9 and lU are each, only at one point, within 27 miles ot the boundary line J throughout the remainder ot their cour.se they are at a greater distance from it. Lints Nos. 11 and 12 are each about 3U miles from the boundary line, at the nearest point, lor the rest of the way they are at a much greater distance Irom it. Lines Nos. 13, 14 and 15 are each nearer the boundary line at River du Loup than at any other point, and as they run by the Buy Chalcurs, they are generally at an extreme distance from the Frontier of Maine. COMMERCIAL ADVANTAGES OF DIFFERENT ROUTES. The next topic upon which I am required under my Instructions to report, is the com- parative advantages ol the various routes embraced in the survey, in a commercial poiut of view. In approaching this subject J must conless my entire inability to discuss it satis- factorily. iUy time has been so wholly taken up with matters purely connected with the survey, during the short period which has elapsed since it commenced, thatl have not been able to give this most important question the attention which it justly demands. In my desire, therefore, to carry out the instructions of the Government, 1 can only submit the imperfect impressions which 1 have formed ou this branch of the enquiry. It would be needless to attempt a comparison of the commercial merits of each of tha filteen separate lines and combinations of lines herein alluded to ; it will probably be suliicii;nt to deal with them generally, as Frontitr, Ctnti-al Hud xfuy Chaleurs lioutes. The Nova Scotia Divioion of the survey, being common to ail routes through New Lruuswick, will not be embraced in the comparison ; and the military objections to the FroL... .- lines, 51 or to any of the lines, will, for the present, be disregarded. Thequcstion of '' Local "and Through traffic " will bo considered separately. LOCAL TRAFFIC. The valley of the River St. John is generally well settled from the Bay of Fundy to Little Falls, wher?. the Temiscouata Portage to River du Loup (about 75 miles in length) begins. The lumbering operations of New Brunswick are now carried on, chiefly on the upper waters of the River St. John ; and the supplies for the lumbermen, which are not produced in the locality, are now in a great measure brought from th':; United States, by water to the city of St. John, and thence up the river. A railway from River du Loup, through this section, would enable provisions for consumption in the lumbering districts, not only of New Brunswick but also of Maine, to be broui^ht in direct from Canada, and thus greatly tend to dcvelope the industry and resources of these regions. At the present time, Cana- dian flour may be seen within sixty miles of the St. Lawrence, after having been trans- ported, in the first place, to New York or Portland, then shipped to St. John and floated up the river in steamers and flat boats. This trade would manifestly be changed by the construction of the Intercolonial Railway, on a frontier route, to the advantage of the umbering interests ; and the traffic resulting therefrom, would form an item in the revenue of the contemplated work. It is said that as much as 80,000 barrels of flour, pork and other merchandize are annually imported to the valley of the River St. John, north of Woodstock; and that the population of this district, including the Aroostook lumbering country in the State of Maine, is estimated at 40,000. A central route will have the least population to accommodate immediately along the .ine ; indeed between the Miramichi and St. Lawrence there is only one settlement, which consists of a few families on the Tobique River. By opening roads, however, to the east and west, the county of Restigouche and the valley of the St. John would be easily reached, and a considerable portion of the trade of these sections brought within the influence of the railwav. A line through the centre of New Brunswick, would take the supplies for the lumbering trade, and would rapidly settle up the large tracts of cultivable land in this district. A railway so situated would, as a line of communication, have similar efi^ects on the trade and progress of New Brunswick as the River St. John has had, with this addi- tional advantage, it would be open all the year, instead of half of it. In much less time, it is believed, than has been occupied in settling and improving the lands which nature made accessible by the River, would the artificial means of commu- nication result in populating the interior of the country through the greater part of its length ; and thus developo and foster a traffic which does not now exist. A Railway constructed by the Bay Chaleurs would pass through a country already in part settled ; and it would be of the greatest importance to Campbellton, Dalhousie, Bathurst, Chatham, and other towns and villages on the Gulf shore. Compared with the Central and Frontier Routes it would not perhaps to the same extent serve the lumbering interests of New Brunswick ; nor would it reclaim as much wild land, although there are large sec- tions even on this route said to be capable of cultivation, yet lying wild. A proper judgment of the local traffic at present existing may, perhaps, best be formed by comparing the population along each route. The population in the section of country through which a Frontier line would pass, embracing the whole of the counties of Victoria, Carleton, York and one half of Sup bury and Queens, is, according to the last census, 51,175 ; to which may be added 20,000 for the northern and eastern parts of Maine, which adjoin New Brunswick, and which would be accommodated by a Railway running along its border. If to the above we add the pop- ulation on the Temiscouata Portage, and a percentage for natural increase since the last census was taken, we shall have a population of over 80,000 in the district which would be served by a Frontier route. The population in the district aflfeoted by the Central routes, is chie^y confined to the section south of the Miramichi, and may be estimated at one half of the counties of Queens, Sunbury and York, amounting to 21,404 ; to this may be added the whole of the counties of Victoria and Restigouche, 12,575, and a portion of the north-easterly part of Maine ; making in all a population of perhaps 40,000, not all dlioctly, but all in some degree ac- commodated by the construction of a central line. 52 A line by the Bay Chaleurs would pass through the counties of Kent, Northumber- land, Gloucester and Restigouche, in New Brunswick, as well as Bonaventure and Rimouski, in Cannda. The population of those six counties amounted to 88,541 when the last census was taken; a limited portion of the county of Gaspc and the natural increase may make the whole population over 90,000. From the above d;rta, the average number of inhabitants for each mile of Railway by the diflferent routes would be nearly as follows : A Frontier line 2G0 per mile of Railway. A Central " 122 " '' A Bay Chaleurs " 235 '< With regard to local traffic, therefore, it would appear from the above, that the Rail- way would receive the largest projiortion if constructed on a Frontier Route, and letist if constructed on a central route. Taking population as the basis of computation of local traffic, the average per mile in the country between the River du Loup and the northerly boundary of Nuva Scotia, ou the rompletion of the Intercolonial Railway, would compared with that of Canada and the United States, be in the following ratio, nearly: — The whole ol" New liruuswick and that part of Canada east of the River du Loup, 534 p^^r mile of railway (proposed). The whole of Canada 1330 '* " (constructed.) The whole of United States, about 1000 '■ '• " 'I'his may give some idea, although perhaps an impcitoet one, ul'tlie comparative value of the local traffic which may reasonabl}' be expected on (he opening of a line of Railway through the Country. THRODGH I'UEiailT TR.VFFIC. A distinction must, necessarily be drawn between " through freight" and " through pas- senger" traffic ; as the former will naturally seek the nearest channel to an open Atlantic port, while passengers for Europe will generally take the rouj^e by which they can reach their destination soc-nest, and that may not be by the line which leads to the nearest Har- bour. The ports of Montreal and Quebec, wh(!n open to sea-going vessels, are undoubtedly the most convenient for the shipment of heavy freight from (Canada to Europe, but these are periodically closed uuiing the winter season, and are therefore unavailable for over five months in the year. By the projected lines for the Intereolonial Railway, St .\iidrews and St. John, on the Bay of Fundy, are the nearest open winter ports to (^anada, within British territory, and they would, therefore, be the most available outlets for Canadian produce while other nearer ports remain closed. At the present timo Canadian produce may be shipped during winter, without restric- tions, at United States ports; and in the event of the existing treaty arrangement being continued, it would become a ([Ueshon whether Uiiitenial Railway wot 'd carry, during winter, all tlie freight to and from the sea board which would bear the cost ot' transportation ; and as the cost would to a 53 great extent, dept-ud on the leagtli of railway to be pa^^sed over, it would be of considerable importance to have the shortest and most favorable line, selected, to the best and nearest port on the Bay of Fiindy ; and therefore, with respect to the " through freight" traflSc, the frontier lines are entitled to the prefierence, and next to them some of the central lines. As the probable '' Through freight traffic" depends on so many contingencies, it is impossible to form any proper estimate of its value : but of this we may rest satisfied, if the construction of the Intercolonial Railway, by opening out an independent outlet to the ocean, prove instrumental in keeping down the barriers to Canadian trade which our neit;hbours have the power to erect, it might, in this respect alone be considered of the highest com- mercial advantage to Canada. It is scarcely likely that the people of the United States, would permanently allow themselves to place restrictions on Canadian traffic, when they discovered that by so doing they were simply driving away trade from themselves ; and in this view the contemplated Railway may fairly be considered, especially by the people of that part of Canada, west of Montreal, of the greatest value to them when least employed in the transportation of produce to the sea board. THROUGH PASSENGER TRAFFIC. The spacious Harbour of Halifax, open at all seasons of the year, is oniversally admit- ted to be in every respect suitable for the Terminus of the Intercolonial Railway And here it is supposed that passengers for Europe would embark, iu preference to other points from which Ocean Steamers at present take their departure. Halifax is 550 miles nearer Liverpool than New York j 357 miles nearer than Boston ; 373 nearer than Quebec, and 316 miles nearer than Portland. And doubtless the shortening of the ocean passage by these distances would, to many travellers, be a great object, if proper facilities for reaching Halifax were provided. The construction of the Intercolonial Railway would enable Canadian Passengers to reach Halifax easily. And on its completion the mail steamers would no doubt run from Halifax in place of Quebec or Portland. New York passengers, on the other hand, could scarcely be tempted to go round by Montreal and River du Loup to Halifax, a distance of nearly 1200 miles, in order to save 550 miles by water. The advantages of a shorter Ocean passage arc, however, considered so great by the people of the United States, that a Rail- way to reach H ilifax, by the shortest line, would soon be established ; more especially when the construction of the Intercoloniai Railway would connect St. John with Halifax, by way of Monctoii and Truro, and leave only the link between St. John and Bangor to be built. Bangor is the extreme easterly extension, as yet, of the American system of Railways. The distance thence to St. John by the route contemplated, and in part surveyed, is es- timated at 200 miles. The construction of this link, is most warmly advocated in the State of Maine and in the Province of New Brunswick ; already, public aid from both countries has been oflFered to eecure its construction, and the influe:ices and agencies at work will, I am convinced, be instrumental iu finishing this line of comiuunicatinn at no distant day — perhaps simultaneously witb, or possibly before, the completion of the Inter- colonial Railway It would obviously be unwise, therefore, to overlook this projected route in form- ing estimates of probable traffic on the Intercolonial line. The United States Route by Bangor would intersect the Grand Trunk Railway at Danville Station, 28 miles out of Portland, and thus form an unbroken railway connection, having the same width of track from Halifax to Montreal and all other parts of Canada. The distance from Halifax to Montreal by this route is estimated at 846 miles, while the distance by the Frontier and Central lines, which form the shortest connection between Canada and the Bay of Fundy, embracing lines Nos. 1 to 6, averages 871 miles in length. Thus, it is evident that the passenger traffic of the Intercolonial may, on any of these lines being constructed, be tapped near its root, and much of it drawn away. Under these circumstances, it is too apparent that the Intercolonial Railway may find in the United States route, a formidable rival for Canadian passenger traffic, to and from Europe, by way of Halifax. Fortunately, with a view to counteract this difficulty, a line by the Bay Chaleurs would oflFer special advantages, which may here be noticed. The Chart which accompanies this will show that the entrance to the Bay Chaleurs 54 is so situated, geograplaioally, that while it is about as near Europe as the entrance to Halifax harbour, it is, at the same time, several hundred miles nearer Montreal and all points west of that city. Some of the projected lines of Railway touch the Bay Chaleurs at Dalhonsie and at Bathurst; the latter place is not admitted to be suitable for the purposes of steam navi- gation, and the former, althouo;h in possession of a fine sheet of water, well sheltered and accessible at all conditions of the tide, is, nevertheless, from its position at the extreme westerly end of the Bay, farther inland than might be wished. In order to reduce the steamship passage to a minimum, it is desirable to have the point of embarkation as far east- erly as possible, and therefore the existence of a commodious harbour near the entrance of the Bay is of no little importance. A place named Shippigan, on the southerly side of the entrance of the Bay Chaleurs, appears to have many of the requisites of a good Harbour. It is thus spoken of in the reports on the Sea and River Fisheries of New Brunswick,* pub- lished under the authority of the Legislature of that Province. "GREAT SHIPPIGAN HARBOUR. " This spacious harbour is formed between Shippigan and Pooksoudie Islands and the main land. It comprises three large and commodious harbours : first, the great inlet of Amqu6, in Shippigan Island, the depth of water into which is from four to six fathoms ; se- cond, the extensive and well-sheltered sheet of water, called St. Simon's Inlet, the channel leading to which, between Pooksoudie Island and the main, is one mile in width, with seven fathoms water from side to side. " The principal entrance from the Bay Chaleurs has not less than five fathoms on the bar, inside which, within the harbour, there are .«ix and seven fathoms, up to the usual loading place, in front of Messrs. Moore and Harding's steam saw mill at the village ; from thence to the gully there is about three fathoms water only. Vessels within the harbour of Shippigan have good anchorage, arequietsafe with every wind, and can load in the strong- est gale. The rise and fall of the tide is about seven feet. " The noble haven called St. Simon's Inlet, the shores of which arc almost wholly un- settled and in a wilderness state, runs several miles into the land, maintaiuinga good depth of water almost to its western extremity." Duncan McNiel, an old pilot, frequently employed on the Government steamers when calling at Now Brunswick ports, describes Shippigan as a good harbour, with plenty of water, regular soundings and tough blue clay-holding ground, indeed where vessels would be perfectly secure in any storm. He says that he could take a ship of heavy draught into it in any weather, by night or by day ; that in '^irty or Hark weather he would go entirely by the lead. Others describe Shippigan harbour as unobjectionable. The Admiralty chart seems to agree in the main with the descriptions above given ; it shows that the area of the basin, embracing only the water over the three fathom line at low tide, is about two and a half square miles; a sheet about double the size of Halifax harbour between St. George Island and the narrows to Bedford Basin. The only objt ctionable feature seems to be thr clmnnel at the entrnnce, which is about three miles long to the basin, a little crr^ .ked, :ind at pre- sent without leading marks; is is, however, about half a mile in width, free from all obstruc- tions, the depth varying from five to nine fathoms at low water. There is good warning by the lead in the channel and the approaches to it. It would appear from the above, therefore, that Shippigan Sound presents a favorable opportunity for forming a traflBo connection between the Intercolonial Railway and Ocean Steamers. A comparison of distances, will now show the importance of Shippigan, in connection with the contemplated Railway : DISTANCE TO LIVERPOOL. Miles. From Halifax, by Cape Race 2466 From Shippigan, by Cape Race 2i93 From Shippigan, by Belleisle 2H18 DifiFerence against Shippigan, by Capo Race 27 Difference in favour of Shippigan, by Belleisle 148 •By Mr, H.Pejley, lftt« Her WajeBly's Imigralion. ncd luitiil^ j i.^hti^ t «d nlif^i^r.(r. 65 DISTANCE TO QUEBEC. Milea. From Halifax, by Bangor and Danville 865 From Halifax, by Bay Chaleurs route , 685 From Shippigan, by liay Chaleurs route 419 Difference against Halifax by Interculonial line 266 Difference against Halifax by United States line 446 DISTANCE TO MONTREAL. From Halifax, by Bangor and Danville S46 From Shippigan,by Intercolonial route 575 Difference against United States route 271 DISTANCE TO TORONTO. From Halifax, by Bangor and Portland, Boston, Albany and Niagara Falls 1300 From Shippigan,by Intercolonial line and Canadian Railways 906 Difference against United States routes 304 DISTANCE TO BUPFALO. From Halifax, to Bangor, Portland, Boston aad Albany 1210 From Shippigan, by Intercolonial and G-raud Trunk to Toronto, and by Gi-reat Wescern to Niagara Falls and Buffalo 1012 Difference in favor of Intercolonial and Canadian lioutes 198 DISTANCE TO DETROIT. From Halifax, by Bangor, Portland, Boston, Albany, Buffalo and Cleveland 1572 From Halifax, by Bangor, Portland, Boston, Albany, Niagara Falls and Great Western Baiiway 1446 From Shippigan, by Intercolonial and Grand Trunk Railways 1137 Difference in favor of Shippigan and against United States Route. 435 Difference against Unites States and Great Western 309 DISTANCE TO CHICAGO. From Halifax, by Bangor, Portland, Boston, Albany, Buffalo, Cleveland and Toledo 1748 From Shippigan, by Intercolonial line, Montreal, Toronto and Detroit 1418 Difference in favor of Shippigan and against United States Routo. 330 DISTANCE TO ALBANY. From Halifax, by Bangor, Portland and Boston 912 From Shippigan, by Intercolonial, River du Loup and Montreal 817 From Shippigan, by Intercolonial (line No. I'd) to Apohaqui, then by St. John, Baugor, Portland and ijoston 879 Difference in favor of Shippigan and intercolonial by River du Loup , , 95 Difference in favor of Shippigan and Intercolonial Route by Apohaqui 33 DISTANCE TO NEW YORK. ' From Halifax, by Bangor, Portland and Boston 943 From Shippigan, by Intercolonial line to River du Loup, thence by Grand Trunk to Sheibrooke and by Connecticut River Railway* 927 * This route will be complete on the constiuciioa ot a Hallway now in progress, and some 30 lies in length, by the Massiwippi VaLey. This short Railway will connect the Grand Trunk, south r Sherbrooke, with the Connecticut River line and form a direct route to New York. 56c. DISTANCE TO NEW YORK. — Continued. Miles. From Shippigan, by Intercolonial (line No. 13) to Apohuqui, thence by St. John, Banger, Portland and Boston 910 Difference in favor of Shippigan and Intercolonial route by River du Loup .". 16 Difference in favor of -Shippigan and Intercolonial Route by Apohaqiii and St. John 33 DISTANCE TO ST. JOHN, N. B. From Halifax, by Moncton 266 From Shippigan, by Apohaqui 233 Difference in favor of Shippigan 33 The above comparisons show that while Shippigan is practically not farther from Liverpool than Halifax, Halifax is farther from the various places referred to as follows : Miles. From Quebec, by Intercolonial route 206 From Quebec, by Unites States Route 446 From Montreal;, and all parts west on the Grand Trunk, by the Inter- colonial 266 From Montreal, by the Uuited States Route 271 From Toronto, '' " 394 From Buffalo, '' " 198 From Detroit, " " 435 From Detroit, by the United States and the Great Western Railway 309 From Chicago, by the United States 330 From Albany, " " 95 From New York '' " 10 and 33 The above distances also show that Shippigan is 33 miles nearer St. John, N. B., Portland, Boston, New York, and every point west, i>y the Interodlotiial line to Apoh;u|ui, than Halifax is by the shortest ])ossible ioute now couteniplated. It is obvious, thercfuro, that the adoption ofShippigan as the point of connection with Ocean Steamers, would mit only neutralize the danger to be Itarrd from the rivalry of the Bangor extension, but it would constitute this line, as iar as it could bring traffic, a feeder to the [ntercolonial Railway liuui the south. It is clear too, that the extremely favorable position of Shippigan, in relation to the whole of New lirunswick and (^Tnada, as well as to all ])oiuts in the Western States, bordering on, and west of the Groat Lakes, would prove most beneficial to the Intercolonial Railway, in securing to it a very large share of " Through Passenger Traffic." It is true that this port on the Bay Chaleurs couKl only be used probably during seven or eight months in the year, as the Ciulf of St, Lawrence cannot bo considered navigable (luring the winter sea.son. But as the great majority of i>a.'urham and Northumberland, iu the north of England, long celebrated for their richness in coal, still I'emain among the least advanced, and least agriculturally productive of the 1<;89 elevated parts of the Island. *' B. The Upper Silui-ian Rocks, coloured light purple, cover an extent of surface in New Brunswick only inferior to that formed by the coal measures. They form the northern portions of the Province, from the mouth of the Elmtree River on the East, and Jacksontowa ou the west, as far as the Canadian border. In other Counties these upper Silurian strata consist of various series of beds lying over each other, each of which gives rise to soils possessed of different agricultural values. This is particularly observable in the western part of the State of New York, where some of the richest soils are formed from, and rest upon, rocks of this formation. It is a matter of regret that in this Province the large ex- tent of northern country, over which these rocks extend, has not been sufficiently explored to allow of such sub-divisions being traced and indicated on the Map. That they exist, I have seen reason to believe, in my tour throu^^h the country ; but the time at uur disposal did not allow Dr. Robb and myself to go out of our way to explore their character or limits. '• On this formation a large part of the richest upland soils of the Province are form- ed. The fertile, cultivated and equally promising wild lands of the Restigouche — and those on either side of the Upper Saint John, from Jacksontowu to the grand Falls, rest upon, and are chiefly formed from the debris of these rocks, and were it not fur the gran- ite, trap, and red sandstone which intervene, similar good land would probab'y be found to stretch across and cover the whole northern part of the Province, from the Kestigouche River to the region of the Tobique Lakes. " From his published reports. Dr. Gesner had obviously collected much information regarding this region, which has hitherto been very difficult to explore j it would have cleared tlie way very much to an accurate estimate of its agricultural capabilities, had he been able by means of fossils or otherwise to establish the subdivisions among its several members which we believe to exist. " The soils of this formation are for the most part of a heavier or stronger ci'aracter than those of the coal formation. The rocks from which they are formed aie generally slaty clays, more or less hard, but usually crumbling down into soils of consider-sble strength-as agriculturists express it-and sometimes of great tenacity. Among them also are beds of valuable limestone, more or less rich in characteristic fossils, and, so far as I am at present informed, chiefly from the reports of Dr. Gesner, the presence of lime in considerable quantity as an ingredient of the slaty rocks themselves-a chemical character of much importance-distinguishes the beds and soils of these upper Silurian rocks. " A comparison of the Geoiugioal with the coloured Agricultural Map will shew that the pale red and blue colours which in the latter mark the position the first and second class upland soils, are spread over the same parts of the Province which in the former are coloured light purple— indicating the region of the Silurian deposits. Thus the geological indications and practical experience in these districts coincide. But the same comparison will show that this concordance is by no means uniform, but that soils marked by the Nos. 3, 4, and even 5, occur upon parts of the country coloured upper Silurian in ttje Geological Map. This arises from one or other of several circumstances. " 1. From the defective statf of our knowledge of the real geological structure of the interior part of the Province over which these rocks are supposed to extend In the im- passable state of the country there is a sufficient excuse for such knowledge being still in- complete. But the absence of such knowledge explains also why we Caiintr accurately describe and represent upon our Map the true relations of the Geology of large portions of this interior country to its practical agricultural value ; or " 2. To the fact that this formation, like that of the gray coal measures sandstone, has jts level table lands on which water stagnates and produces extended barrens, and deep 70 hollows in which swamps are formed, and burned laads, which the repeated passage of these devastating fires to which this Province has been occasionally subjected, has render- ed apparently worthless ; or *'3. To the proximity of trap and granite^di8tricts-(coloured green and carmine)-from which numerous blocks of stone and drifted gravel have been transported and spread over the Silurian surface so as to render the soils that rest upon it inferior in quality to what, according to the geological indications, they ought naturally to be. " How much of the diflferences observable between the two Maps is due to ea'"".)! of these causes, can only be determiucd by future careful observation. "C. The Lower Sihirian Rocks occur abundantly in Canada East, forming the north- ern part of Grasp^ and skirting the right shores of the St. Lawrence for a great distance. Like the upper Silurian strata they consist to a great extent of slaty rocks, more or less hard, and though not incapable of yielding rich soils, as is seen in the occasional produc- tive valleys of Lower Canada, yet as they exist in New Brunswick they are covered for the most part with inferior soils. Ihe Agricultural capahilies of the Province^as indicated bi/ practii-af Sarvej/ uikI cxoinind- tion oj" its Soils. *' D. The Cambrian or Clay Slate Rocks, coloured pale blue in the Geological Map, form two bands of which the limits are not well defined, running in a north-easterly direc- tion acros."* the middle of the Province, the more southerly of which bands doubles round the south-western extremity of the coal measures, or coal basin as it has boon called, and forms part of Charlotte, St. Jo'.in, and King's Counties. In nearly ail countries these olay Siate rocks are harder, less easily decomposed, and Ibrni njore rocky and iuhi>s)iiiuble regions than those of the Silurian formation.H geueraliy. lu this Province tliey do not change their general character, but they, uoviMtheles.s, as the Agricultural Map shews, are sometimes covered with soils of medium (juality. " The clay slates are for the most part formed like the Silurian strata, of beds of clay which have been gradually consolidated, but they are distiu-uished Ir. m the Silurian generally by two characters. "First, by their gi'eater hardness, wlii-h prevents their crumbling down and forming the close and often deep clay soi's which the Silurian rocks occnsioually yield. The olay slate soils, when freed from stones, are more of the chHracter of what are called turnip and barley, than of wheat, oat and clover soils. '' Second, by their containing less lime than the Silurian rocks do. This is a character of great agricultural importance. In nearly every part of the world these Cambrian rocks are poor in lime. In climates suited t«i I he {>roductioi) of peat they are also, from their impervious character, favorable to the Ibrination of bo>rs. lii nee in tho.se parts cf Eurojtc where those slate rocks occupy areas of considerable broadth, draining and the use of lime are the first two measures of improvement by which the naturally unproductive agricultu- ral qualities of these soils can be amended. The samr means would probably prove profitable also on (he clay slate soils of New Brunswick ** E The Red Samhtoues. Li Westmoreland, King's, Charlotte and Carleton Coun- ties, a considerable breadth is coloured of reddish brown, dosigm d to indicate ti e occur- rence of these spots of red sandstone and red conglomerate more or less extensive. In regard to the exact position of these beds, whether they are all above or beK)W the gray coal measures, or partly the one or partly the other, a question of great economical impor- tance to this Province has been raised. As it chiefly refers Imwevor to the greater or less probability of obtaining coal, a point to which I shall refer particularly hereafter, and has comparatively little agricultural importance, \ do not enter into the question here. A knowledge of the geographical position and extent, of these beds is nevertheless of much importance, and it would be very desirab''^ to have these both more exactly ascertained and more correctly delineated on the Map. " The reason of this is, that the beds of which these red rocks 'onsist, IVtMjuontly crumble down into soils of great fertility. The richest l;ind»i ad the best cultivated in Scotland rest upon such red rocks, [t will iw seen by a comparison of the Agricultural with the Geological Maps, that soils of first rate -uality are known in this Province s\^o, in Sussex Vale, in Sackville, on the Shepody River, and elsewhere, to occur in the neigh- bourhood of rocks of a similar character. ri "The beds of these red sandstone formations consist — "1st. Of red conglomerate? which often crumble down into hungry gravels, producing good crops of outs and of grain when well treated, but having a disposition to "eat up all the dung, and drink up all the water." " 2nd. Of fine grained red sandstones, which crumbhi into red and saudy soils, light and easy to work, often fertile, and when well managed, capable of yielding good crops. They are such soils as the French inhabitants of this Province delight to possess, and of a large extent of such soils they are actual possessors. " ord. Of their beds of rod clay, often called red marl, interstratitied with beds of red Sandstone, and crumbling down into soils which may vary from a fine red loam to a rich red clay. These are some ol" the most generally useful, and when thorough-drained, most valuable soils which occur among all our geological formations. In this Province theso marls are usually associated with gypsum, as may be soen by the duts of brighter red which are here and there to be seen over the reddish brown portions of the Map. The soils may generally be calculated upon as likely to prove valuable for agricultural purposes wherever these beds ol gypsum occur. "Some of the sandstones of this formation, especially in the neighbourhood of beds of limestone, are themselves rich in lime. Thus a red sandstone collected in such a locality, three miles trom Steves', in the direction of the Butternut Ridge, gave me upon analysis 17.31 per cent, of carbonate of lime, and 0.49 per cent, of gyp.sum. The crumbling of such rocks as this could hardly fail in aiding to fertilize the soil. " The iraperiect Greological Map of Dr. Gesner, which is lodged among the Records of the Land Office, and a more detailed copy of which is in the possession of the St. John Mechanics' Institute, represents the red rocks as much more extensive than they appear in the Map appended to this Report. One reason for this is, that he colours red the Parish of Bostford, and portions of the adjoining Parishes, where the red rocks do not appear, though the soils that cover the surface are red, and have evidently been derived from red rocks. This we observed in our recent tour through that country. On the G-rand Lake also, Dr. Gesner colou.is red a considerable extent of country, upon which according to Ih. Robb, no true red rocks occur. " Still these indications of Dr. Gesner, though not Geologically correct in a certain sense, are so in another sense, in which they are scarcely less useful to the agriculturalist. They indicate the general character of the loose materials that overlie the living rocks of the country and form its soils, and they tell more regarding those spots which is useful towards an estimate of its agricultural capabilities than a correct map of the rocks them- selves would do. But the discordancies often observable between maps which exhibit only the characters of the rocks of a country, and those which exhibit its actual and experimen- tal agricultural value, and the causes of such discordancies, will appear in the subsequent chapter. " F. The Granite, Gneiss, and Mica Slate, coloured carmine, form a broad riband extending across the Province between the two bands of clay slate rocks. To the north of the slates also, and in the centre of the uiigranted country, it forms a large patch of gene- rally high land, the ouclines and extent of which are by no means defined, and in the map are put down very much by guess. " These regions are generally stony, often rocky and impossible to clear. When less stony, they sometimes give excellent soils after the less frequent rooky masses are removed, and in many places comparatively stoneless tracts of land occur on which clearances with less cost can readily be made. " This description shews that the carmine regions are by no means agriculturally encouraging on the whole, judging by their geological character; but that they possess capabilities snperior to those of the gray sandstone soils, is shewn by the experience of the farmers of these latter soils, that those fields generally turn out to be the best on which the granite boulders shew themselves most abundantly. The debris of the granite mixing with that of the sandstone rocks, improves its quality, gives it often more tenacity, and renders it more productive. "The Agricultural Map will show that the soils along the carmine bands, and in the centre of the wild region between the St. John River and the Restigouehe, though often very inferior, are not uniformly so. Were we better acquainted with the Jimits of the 72 geological ibrmations comprehended under this colour, we should be able, by means of them alone, both to form more accurate opinions in regard to the agricultural value of the several locaiitie?, and to represent them more correctly on geological maps, and to prescribe by mere inspection, the kind of ameliorations, mechanical or chemical, by which their natural qualities were likely to be improved. " Gr. Th^ Trop-Rocks, coloured green, which occur so abundantly among the southern clay slate and lower Silurian rocks, and in the wild country which forms the northern part of the Province, are the only remaining rocky masses which cover an extensive portion of the surface of New BruDswiek. They form in this Province, a wild snd generally a poqr, rugged, rocky, inhospitable country. Lakes, swamps, and soft wood ridges, abound where they occur, and numerous blocks of stone try the patience and iniustry ol the sectler. " Trap Rocks do not necessarily indicate the presence uf unfertile soils. On the contrary, some of the most fertile spots in Scotland and England, are situate upon, and possess soils formed from these rocks. But such soils are formed only where the rocks are of a less hard and flinty nature, or at least are more subject to the degrading influence of atmospheric causes, and crumble to a soil readily. In such cases they generally form reddish soils of great richness, and when the soils are deep, it is found profitable to convey to some distance, and apply theui as covering to less valuable fields. " One cause of this fertility of trap soils is the large percentage of limo which these trap rocks frequently contain. This chemical character, for the most part, eminently distinguibbus them from the granitic rocks, and indicates a very difl"(.reut mode of treatment for the sails iormed from these two classes of rocks respectively. " In New Brunswick, so far as my own observation guCb, the trap rocka do not readily crumble, but remain hard and impenetrable by the weather, to a great extent. They do not usually, therefore, give ribe to the rich soils which in many other places are formed from them. Hence St. John and Charlotte, partly owing to the less favorable clay sUte and lower Silurian rooks which abound in them, partly to (he obdurate trap, and partly to the numberless rocky masses which cover their surface, are justly considered among the least agriculturally promising Counties in the Province. I have witnessed, however, in both these Counties, that energy and determination can do much to overcome nature in New J-runswick, as well as in other parts of the world. Pleasing forms, and good crops, and comfonable circumstances, reward diligence and industry here in as wonderful a man- ner Hu in atiy other County in the Province. '* I do not dwell longer on this part of my subject. The general conclusions as to the agricultural capabilities of this Province which are to be drawn from the imperfect infor- mation as to its geological structure, which our G-cological Map presents, are, on the whole, somewhat discouraging. " The coal measures, the clay slates, the lower Silurian rocks, the granites, and the traps, are not, generally speaking, of a kind to give rise to soils of a fertile character, and these formations cover a large portion of the Province. The upper Silurian and red sand- stone formations, on the other hand, promise much agricultural capability, and soils prolific in corn ; and they also extend over a very considerable area. Were the geological ex- ploration more complete, our deductions from this source of information would bo more precise, more to be depended on, and possibly also more favorable, for reasons which will in some measure appear from what has been already stated. It is to be hoped that Your Excellency, and the Houses of the Legislature, will see the propriety, at an early period, of resuming this important exploration. '* More dtitailed and positive conclusions as to the absolute and comparative values of the soils in the difterent parts of the Province, on the dift'erent geological formations, and on the diiferent parts of the same formation, the sub-divisions of which, as I have said, have not been made out, will be arrived at by means of the practical survey which forms the subject of the next Chapter. •' Although the geological structure of a country throws much general light on the geographical position, on the physical and chemical characters, and on the agricultural capabiiiUc. of the soil of a country, it does not indicate — " 1st. The absolute worth or pioduotivene.ss of the soils in tonus of any given crop — as that the red -iiid-t.inc f-iiil ^V'lu' 1 produce so many bushels of wheat, or the clay slate poll so iriuuy of oats ; ..o^ — 78 " 2d. Their relative productive powers vihen compared with each other — as that if the coal measure soils produce twenty bushels of any grain, the upper Silurian would produce thirty bushels. " Such absolute and relative values can only be ascertained by an actual trial and ex- perience of absolute fertility of the soils in some spots at least, and by the personal inspec- tion and comparison of the apparent qualities, with what is known of the origin, the com- position, and the absolute productiveness of each. " Again, the geographical limits of the several formations, as represented in the Geological Map, do not precisely indicate the limits of the several qualities of the soils which are naturally produced from them. The debris of one class of rocks frequently overlap the edges, and sometimes cover a considerable portion of the surface of another class of rocks adjoining them, in a particular direction, and thus cause the soils which rest upon the latter to be very different from what the colours of the G-eological map would lead us to expect. " In this country it is observed that the fragments of the different formations have very generally been drifted from the north or north-east to the south or south-west, proba- bly by some ancient current similar to that which now brings icebergs from the polar regions, and which took its direction across this part of North America when it was still beneath the level of the sea. Hence the surface of one rock, or the debris derived from it, is very apt to be covered by a layer of a different kind, derived from rocks which lay at a greater or less distance towards the north or north east. " This is most easily seen in the case of the red sandstone rocks, the debris of which, when drifted over the adjoining formations, impart a different colour to the soils which rest upon them. Thus on ascending the Tobique two or three miles above the Narrows, on the right bank of the River, a layer of red drift, a few feet in thickness, derived most probably from the red rocks above the rapids, is seen to rest on a thick bed of slate drift, and to form the available surface. Similar red drift extends itself in a similar direction from the red rocks of Sussex Vale ; and Dr. Gesner, in his interesting reports, describes similar drift as visible along the shores of Grand Lake, and in many other localities. " Sometimes, also, the upper rocks, which formerly overspread the surface of a country, have been worn down, washed away, and entirely drifted off, leaving us only the power of inferring that they once existed by the layers of fine mud, sand or gravel derived from thera, which we observed upon the lower rocks which still remain. " This is seen in New Bandon Parish, where the red soils appear to be chiefly derived from red rocks, which formerly existed in the direction of the Bay of Chaleurs ; and in the Parish of Botsford, in Westmoreland County, the fine red soils of which have been drifted from Prince Edward Island, or from rocks in that direction, which have now disappeared. " Further, it not unfrequently happens that the drifted materials which cover the surface of a country, and which form its soils, consist of the debris of two cr more entirely different kinds of rock mixed together, as we readily understand that such different ma- terials might be mixed together, if the same current were to pass, as the River St. John does, in succession over a series of different geological formations, and to mingle together in the same sea bottom, and in different proportions, the fragments of all. The nature of the soil thus formed would not be indicated either by that of the rock on which it rests, or by that of any one of the tea or more rocks from which it had been partially derived. Thus while an intimate relation undoubtedly does exist between the soils aud rocks of a country in general, and a very special relation between any given soil and the rock from which it has been derived, so that the inspection of a Geological map will convey to the instructed eye a true general notion of the agricultural character and capabilities of the country it represents, still it does not exhibit to the eye, as I have said, the absolute and comparative fertility of its different soils in terms of any given crop, nor can it, in a country like this, precisely define the limits which separate soils of one quality from those of another. " These points are only to be ascertained by special inquiry, and by a special survey and personal inspection. To make such inquiries and such a personal inspection, was among the main objects of my tour through the Province. The results of what I saw and learned myself, together with much other information obtained from the documents contained in the Land Office, from Dr. Gesner's Reports, and from other sources, I have been able, 11 74 chiefly through the indefatigable and most willing assistance lent to me by Mr. Brown, to embody in the reaps No. II. and No. III., attached to the present Report. " In these maps I have represented by different colours and figures, the different qualities of soil in the Province, and the geographical position and approximate extent of each quality. For this purpose i have divided the soils into five different qualities, repre- sented by a series of numbers, of which No. I indicates the best and No. 5 the worst quality. " The special varieties of soil deuoted by the figures and numbers, are as follows : — '' No. I. on the uneoloured, and the bright red ou the coloured map, denote the soil of the best quality in the Province. This consists chiefly of river intervales, islands, and marsh lands It is only of limited extent, and is confined, for the most part, to the course of the River St. John, that of the Petitcodiac, and to the neighborhood of Sackville. " No. II. and the pale red colour, denote the best quality of upland, and such portions of good intervale and marsh land as are not included under No. I. It is to be understood, however, that there is much marsh land, both dyked and undyked, which does not deserve a place even under this second head. This first class upland exists chiefly in the Counties of Carleton and Restigouche. " No. III. coloured blue, is the second rate upland, inferior to No. II., but still very good in quality It represents the medium soils of the Province, and stretches over a much larger surface than any of the other colours. "No. IV., coloured bright yellow, is inferior in quality to any of the others. It is decidedly inferior or poor laud, resembling the least productive of that which is now under cultivation. It consists for the most part of light sandy or gravelly soils, hungry, but easily worked, or of stony and rocky ground, which is difficult and expensive to clear, but in some parts of Charlotte County, productive when cleared. " This class also includes lands covered with heavy hemlock, and other soft wood, which, though hard to clear, and unfavorable for first crops, may hereafter prove produc- tive when it has been submitted fairly tu the plough. It will be seen that a great extent of this bright yellow iand exists in the northern hall of the Province. "No. V. coloured pale yellow, includes all which in its present condition appears in- capable of cultivation. "The naked flats, distinguished as bogs, heaths, barrens, carriboo plains, &c., are all comprehended under this colour, and tracks of swampy country, which at present are not only useless in themselves, but a source of injury to the adjoining districts. All this pale yellow is not to be considered absolutely irreclaimable, but to be unfit for present culture or for settlement, till much larger progress has been made in the general improvement of the Province. The dark spots, coloured with Indian ink, represent the localities of some of the naked and barren plains which are included under this No V. " It is not to be supposed that I or my travelling companions have been able to in- spect, even cursorily, the whole of the country we have thus ventured to colour, and to distinguish by numbers. The country we have actually seen and explored during our late tour may be judged of from the green lines traced on both map^j, which represent the route we took, and the country we actually went over. Our knowledge of the rest has been gathered from numerous persons whom we met with iu different parts of the Province, from the reports and surveys deposited in the Land Office, and from observations of Dr. Gesner. Though far from being correct, these maps are v;duable, buth as an approximation to the truth, and as embodying nearly all that is at present known as to the soils of the Province. Your Txcellency will, I am sure, both be inclined to value them more, and to make larger allowances for their want of correctness, when I mention they are the only n aps of the kind of any country which, so far as I know, have yet been attempted, and that they have been of necessity executed in a very short period of time for so extensive a work. " The relative areas, or extent of surface covered by these several soils, as they arc represented in the coloured map, are very nearly as follows : No. I. coloured bright red, 50,000 acres. No. II. coloured light red, 1,000 000 " No. III. coloured blue, 6,950,000 " No. IV. coloured bright yellow, 5,000,000 " No. V. coloured pale yellow, 5,000,000 '' Total areaof th« Provioce, 18,000,000 acres. T5 " The area of the Province has been calculated so as to include the territory within the boundary, as it may possibly be determiued, between New Brunswick and C inada. " Such are the relative geographical limits of the soils uf different qualities in the F^ov^ince, aad the areas covered by each respectively, according to the best information I have been able to collect. " The absolute values of each variety of soils in terms of the staple crops of the Pro- vince, I have estimated as follows : — '* It is usual to talk and judge of the absolute or comparative value of land in New Brunswick by the quantity of hay it is capable of pmducing. I have taken this crop therefore as one standard by which to fix the absolute and relative value of the different ((ualities of the soil in the Province Then of the grain crops-oats, takiag the whole Province together, is the most certain, and probably th^ bjst in quality. The culture if the oat is extandingalso, and the consumption of oatmeal as a common food of the people, is greatly on the increase. I take this crop therefore as a second s'audard. I assume also, but this is an arbitrary assumption, that as an index of the value of laud at this time in this Province, with its present modes of culture, 20 bushels of oats are equal to a ton of hay. In other words, I assume that where a ton of hay can be produced, twenty bushels of oats may be produced, or its equivalenf. of some other variety of human fool . '' Thus I have the means of giving a value to the different varieties of soil, in terms either of food for stock or food for man. " I have classified the soils of the Province, therefore, in terms of these crops at the following absolute and relative value per imperial acre. No. I. will produce 2 J tons of hay, or 50 bushels oats per acre. No. II. '' 2 tons " 40 bushels No. III. " \i tons " 30 bushels " No. IV. '' 1 ton '' 20 bushels '* "The only reasonable objection which so far as I know can be made against this esti- mate is, to the value in oats assigned to the quality of the soils called No. 1. * '' It may be correct to object that this first class soil does not in practice produce 50 bushels of oats, but the real effect of this objection is very small : First, because nearly all this land is yearly cut for hay : Second, because grain crops (except in Sunbury, the In- dian Corn,) do not succeed upon it in consequence of their raukness, which makes them lodge and refuse to ripen: and, Thirdly, because under proper culture in this climate, land that produces 2^ to 4 tons of hay, as the first class intervale and dyked marsh does, ought also to bear easily and to ripen upwards of 50 or GO bushels of oats. " The whole production of food for man or beast which the Province would yield, supposing all the available land to be cultivated according to the present methods, and that hay and oats bear to each other the relation of one ton to twenty bushels, would therefore be— Tons of Hay. Bushels of Oats. 1st Class, 125,000or 2,500,000 2nd Class, 2,000,000 or 40,000,000 3rd Class, 10,425,000 or 208,500,000 4th Class, 500,000 or 10,000,000 Total produce, 13,050,000 261,000,000 Being an average produce per acre over the thirteen millions of acres of available land, of 1^ tons of hay or 27 bushels of oats. " What amount of population will this quantity of food sustain ? " There are various ways by which we may arrive at an approximation to the number of people which a country will comfortably maintain upon its own agricultural resources. The simplest and the most commonly adopted in regard to a new country like this, is to say, if so many acres now in cultivation support the present population, then, as many times Ss this number of acres is contained in the wiiole available area of the country, so many times may the population be increased without exceeding the ability of the country to sustain it. " Thus in New Brunswick, there are said to be at present sjbout 600,000 acres under culture, and the produce of these acres sustains, ol — 76 Men, women and children.... 210,000 Horses and cattle 150,000 Sheep and piga 250,000 "But 600,000 are contained in 13,000,000, the number of available acres in the Pro- vince, nearly 22 times, so that supposing every 600,000 acres to support an equal popula- tion, the Province ought to be capable oi feeding about : — Men, women and children.. 4,620,000 Horses and cattle .■ 3,300,000 Sheep and pigs 5,500,000 The human population ;ind the stock maintaining the same relative proportions as they do at present. " But this estimate is obviously only a mere guess, and by accident only can be near the truth, because supposing the quantity of land actually in culture to be correctly stated, (which cannot with any dcj^ree of confidence be affirmed,) the important consideration is entirely neglected, that the land now in cultivation may be much superior in quality to those which are in a wilderness state. This indeed i?- very likely to be the case, ;is *he history of agriculture shows that the least pioductive lands by nature, unless they are much more easy to work, are always the last to be brought into cultivation. It leaves out of view also the question of fu»^l, which we shall by and by sec has a most important re- lation to the agricultural capabilities of a country and its power of supporting a given amount of population. " But from the date above given we can approximate to the truth in another way, answering directly the question, what amount of population will the produce we suppose the Province able to yield, maintain ? " If wc suppose a Jull grown man to live entirely upon oats without other food, he will require to support him for twelve mouths, about 10001b. of oatmeal, equal to about 20001b. of oats, which nt the low average of 3;")lb. per bushel, amounts to 57 bushels. If we allow that each of the population, big and littlr>, consumes 40 bushels, an apparently high average, then the consumption of each individual, according to our estimate of the comparative productive powers of the land, in regard to hay and oats, would be equivalent to two tons of hay, in other words, the breadth of land which would grow two tons of hay would on an average support one individual if fed upon oatmeal. " The usual allowance for the winter feed of a horse in this Province is four tons of hay, and for a cow two tons, sheep and pigs may be estimated at a quarter of a ton each. " The cattle and horses together are estimated at 150,000. If the relative proportions of the two kinds of stock be as in Canada West, about lour to one, then the entire popula- tion and live stock, (poultry, dogs, &;c., &c., excluded,) would rc(|uire for their support the following amount of produce, calculated in tons of hay : 210,000 at 2 tons each 420,000 tons. 30,000 horses, 4 tons each 120,000 " 120,000 cattle, 2 tons 240,000 " 250,000 sheep and pigs, Hon 62,500 - 842,600 " But we have seen that the average produce in hay of the whole 13,000,000 acres of available land may be estimated at one and a third tons per acre, — the above .>42,5U0 tons of hay therefore represent 631,875 acres of laud of average quality. " It will be observed that this sum comes very near the extent ol laud supposed to be at present actually cultivated in the Province. It is also about one-twentieth part ol the whole available area (13,000,000 acres) in hay; so that the Province, according to this mode of calculation, be supposed capable of supporting twenty times its present number of inhabitants and of live stock, that is — Men, women and children 4,200,000 Horses 600,000 Cattle , 2.400,000 Sheep and pigs ,..: 5,000,000 77 " If the proportion of animals materially diminish, of course the number of human beings which the country is able to support, would proportionably increase. " Those who are familiar with the feeding of stock will have observed that in tlie pre- ceding calculation I have allowed for the support of the live stock only during the seveu months of winter, and that no land has been assigned for pasture during the remainder of the year while the hay is growing. " It will be also observed, however, that I have supposed all the stock to be full grown, and have assigned a full allowance of hay to every animal, whatever its age. A considerable surplus, therefore, will remain unconsumed when the winter ends, which will go some length in feeding the stock in summer, or, which would be preferred, in allowing land to be set aside for pasture or for soiling the animals with green food in the stables, " Again, by referring to the relative proportions of land employed in raising food for the human and the animal population, in the relative numbers in which they exist in New Brunswick, as they are given in a preceding page, it will be seen that about; equal quan- tities are devoted to each. That is to say, that nearly half of the land will always bo under a grain culture, and will consequently be producing a large quantity of straw of various kinds, upon which ail the stock will be more oi- less fed. " I do not stay here to remark on the unthrift which I in many parts of the Province observed, in the use of straw from different grains, nor upon the greater good which migtit be derived from this part of the crops, under a more skilful mode of feeding. I only observe that the two indefinite allowances above made will, in my opinion, amply make up in the whole for the additional quantity of food necessai-y to maintain the stock during the summer months over and above the quantity of hay adopted in my calculation. " Before quitting the general question as to the food which the land will raise, and the population it will support, there are two additional observations which it is necessary to introduce. *' First. — That I have made no allowance for the human food produced in the form of beef, mutton, pork, c^ilk, cheese and butter. The hay grown on the one half of the surface of the country is, for the most part, consumed in the manufacture of these articles. When a calculation is made of the quantity of human food i-aised in this way, the numerical ratf of the sheep and pigs to the human population being taken as it is in this Province at present, and the dead weight of the stock at the average which the common breeds usually attain by the pi'esent system of feeding, it appears that the beef, mutton, pork, and milk, ought alone to support a population, equal to about one-third of that which the corn land sustains. " Thus the whole capabilities of the soil in respect to the support of population, may be represented by — Men, women and children 5,600,000 "- Horses 600,000 Cattle 2,400,000 | Sheep and pigs 500,000;, ^ " Second. — That I have made no reference to the Fisheries which are already so large a source of wealth to the Province, and of food to the people. The value of this supply of food may be allowed to stand against and pay for the West India produce, and other neces- saries of life which they cannot raise themselves, but which in addition to their beef, milk and moal, the inhabitants will require. " That we appear to fix at upwards of five and a half millijrfns the amount of population which New Brunswick, according to the data we have before us, would in ordinary seasons easily sustain. But here the question of fuel comes in to modify in a more or less remark- able manner our calculations and opinions upon this important subject. This question is deserving of a separate consideration. Ar.tual and comparative productiveness of the Province, as shown by the average quantities of Wheat and other Crops now raised from an Imperial acre of Land, in the different Counties. " In the preceding I have given a sketch of the general agricultural capabilities ot New Brunswick, as they may be inferred from its geological structure, and of the absolute 78 and comparative productive qualities of its soils, as deducted from practical observatioa and inquiry. But the natural qualities of the soil may be neglected, overlooked, or abused. The actual yield of the land may be very disproportionate to its possible yield. The crops may be less than they ought to be, for one or other of many reasons, to which I shall advert in the subsequent part of this Report. ^' It is in fact the actual condition of the practical agriculture in the Province which will determine the actual productiveness of its soils ; while on the other hand, the possible productiveness of its so being known, the amount of produce actually raised will serve as an index or measure of the actual condition of the agricultural practice. " Looking at the matter in this point of view, it appeared to me of much consequence to collect as widely as could be done with the time and means at my disposal, numerical statements as to the actual number of bushels of the different kinds of grain and root crops usually cultivated within the Province, which were now raised from an imperial acre of land in its several Counties. Finding it impossible to collect all these data myself, I addressed a Circular to the farming proprietors and Agricultural Societies in the several parts of the Province, and from the answers I have received, the Tables (Nos. IV. and V.) have been compiled. They are not to be considered as rigorously accurate ; they are liable to certain suspicions to which I shall presently advert; but they are tiie first of the kind that have ever been compiled in reference to this Province ; the numbers they contain have been given, I believe, according to the most careful judgment of the persons by whose names they are guaranteed, and in the ab.sence of better information, they are deserving of a considerable amount of credit. " These Tables exhibit several facts of an interesting and some of a very striking kind ; thus — ''1, TJie produce actually raised differs much in different parts of the same County. Thus, in Westmoreland, one person returns 15 and another 20 bushels as the average pro- duce of wheatj in King's, one gives 15, another 25; in Sunbury, onegives 12 J and another 20; in York one gives 15 and another 32, and so on. Similar differences exist in regard to other kinds of grain. " Such differences are natural enough, and do not necessarily imply any incorrectness in the several returns. They may arise from natural and original differences in the nature of the soil ; from its being more or less exhausted by previous treatment ; or from the actual farming being in one case better than in another. • " 2. In regard to Wheat, the lowest minimum is in Queen's, where 8 bushels are given as sometimes reaped. In St. John, Charlotte and King's, the luinimum is 10 bushels ; from Carleton no return is given, and altogether the answers from that County are few and therefore defective. The largest maxima are from Kent, Charlotte and York, where 40 36 and 32 bushels respectively are sometimes reaped. " 3. In regard to Oats, only one County (Queen's) ever reaps less than 25 bushels an acre, according to these returns. In that County, as little as 13 bushels is occasionally reaped. '^ In four Counties the crop sometimes reaches 60 bushels ; in two others, 50 ; in one, 45 ; aid in four, to 40 bushels an acre. These numbers indicate what is indeed confirmed by numerous other circumstances, that not only do oats succeed admirably, but that they are well adapted to, and are one of the surest or least uncertain crops now grown in the Province. " 4. As to Maize o^ Indian Corn, it will be seen that only in two Counties, (King'p and Queen's,) is the minimum stated at less than 35 bushels an acre, while in tour counties, the smallest yield of this crop is represented at 40 and 45 bushels. In Sunbury. the large return of 80 bushels an acre is sometimes obtained, and in (,'hariotte and Northumberland, as much as 60 bushels. " This crop is liable to injury from early frosts, and is therefore somewhat uncertain in this climate, which by the great heat of its summers is otherwise well adapted to its growth. The lour Couuties of Sunbury, Queen's, (Jharlotte and Northumberlaud, would seem by the returns to be specially favorable to this crop. Jf so, its largei cultivation should be encouraged. '' 5. As to Buckwheat, 15 bushels an acre are the smallest return, while crops of 70 bushels are sometimes reaped. The experience oi' the last two years has shown not only t^ that this crop in one or other of its varieties is tolerably certain, but that it is well adapted to the exhausted condition of many of the soils, and affords also a very palatable food, "6. Of Potatoes, the smallest return is 100 bushels, or about three tons per acre • but in Queen's County, a thousand bushels, about fourteen tons, are sometimes obtained. This latter amount is rarely surpassed, even in the west of Scotland, the north-western parts of England, and in Ireland, where the soil and climate are most propitious to this root. " 7. But the most striking fact brought out by these Tables is the comparative high number by which the average produce of each crop in the entire Province is represented. These averages appear in the last line of the second table, and are as follows : — VI. Wheat 19 11-12, say 20 bushels. Barley 29 bushels. Oats 34 do Buckwheat 33f do Rye 20J do Indian Corn 41f- do Potatoes 226i do or 6J tons. Turnips 456 do orl3J tons. " No very correct or trustworthy averages of the pioduce of the different crops in England, Scotland, or Great Britain, generally, have yet been compiled. It is believed, however, that 25 bushels of wheat per imperial acre, is a full average yield of all the land in Great Britain on which this crop is grown : some places, it is true, yield from 40 to 50 but others yield only 10 or 12 bushels per acre. ^^ It is of less importance, however, to compare the above averages with any similar averages from Europe. It will be more interesting to Your Excellency and the Legislature to compare them with similar averages collected in other parts of the Continent of America. '' In the yearly volume of the transactions of the New York State Agricultural Society, for 1845, an estimate is given of the produce per imperial acre of each kind of crop in the several Counties, and a series of general averages for the whole State. The State averages, compared with those for New Brunswick above given, are as follow : — VII. Average produce per Imperial Acre. State of New York. New Brunswick. Wheat 14 bushels 20 bushels. Barley 16 " 29 " Oats 26 " 34 '« Bye 9J " 20J " Buckwheat 14 " 33f <' Indian Corn 25 '' 41f " Potatoes 90 " 226 " Turnips 88 " 460 " Hay « If tons. " The superior productiveness of the soils of New Brunswick, as it is represented in the second of the above columns, is very striking. The in-esistible conclusion to be drawn from it appears to be, that looking only to what the soils under existing circumstances and methods of culture are said to produce, the Province of New Brunswick is greatly superior as a farming country to the State of New York. 80 APPENDIX B. AGRICULTURAL CAPABILITIES OF THE MATAPEDIA DISTRICT.* " The Township of Restigouche is situated at the head of the tideway on the Resti- gouche, which forms its southern boundary ; it is divided from the township of Matapedia by the river of that name, up which they extend ; its general character is an elevated table land, from two to eight hundred feet ab>)ve the sea; the surface is much broken with ravines and narrow valleys, the sides of which often form auijles with the horizon of from twenty to forty degrees ; the summits of the hills are of conbiderable extent, presenting in some ca^es an even surface for several miles in length, by upwards of half a mile in width. The ground is a brownish or yellow loam, of a good quality, free from stones, the substrata being generally trap rock, which when decomposed forms an extremely fertile soil. It is well timbered with yellow and brown birch, maple, white birch, balsura, fir, spruce, beech and rowan tree or mountain ash ; the latter named woods, intermixed with white pine and cedar, also prevail on the sides of the hills, which, from their excessive steepness, do not occupy as much room as might be expected from the broken appearance of the ground ; the extent of the flats in the ravines and valleys is limited ; the timber on these places is chiefly soft wood, with some ash and elm. " The description above will apply to the Township of Matapedia, which is also bounded on the south by the Restigouche. Limestone exists in both these Towns!>ips, sufficient for building purposes and manure whenever it may be required ; the ground U well sup[^ilied with springs and small brooks, the water of which is of a good quality. It might be supposed, that from its elevation, the tract of country ju.'^t described, would, in a great measure, be unfit for cultivation ; the crop.s raiscil, however, in this dis- trict, at the height of a thousand feet above the sea, ripen as early, return as much, and are of as good quality as those grown in the valleys. ** A few years ago the country around the Bay of Chaleurs was considered unfit for raising wheat ; experience has proved this unfounded, and it now produces al! the kinds of grain raised in Eastern Canada. The climate does not appear colder than in the district of Quebec. Fogs are little known. Showers of snow fall about the end of October; winter generally sots in, in the middle of November, but fine weather often continues to the end of the month ; the average height of the snow is four to five feet when deepest ; it I'isap- pears about the beginning of May, and the ground is fit for sowing a few days afterwards. "Owing to the direction of the Bale dos Chaleurs and River Restigouche, the winds are either westerly or from the east ; strong gales are of rare occurrence. " The well cultivated grounds in the neighbourhood of Dalhousie, yield, of wheat, thirty to thirty-two bushels per acre; peas, about the same; oats, forty to forty-eight; barley, forty-five to sixty; potatoes, three to four hundred; carrots, two hundred and seventy to three hundred bushel.^ per acre ; hay, two to four tons per acre. The weight of grain exhibited at the Agricultural Shows in the district, has been as follows : spring wheat ])er Winchester bushel, sixty-four to sixty-seven pounds ; fall ditto, sixty-six; Si- berian wheat, sixty-four to sixty-five ; oats, forty-two to forty-eight and a half; barley, fifty-four to fifty-six ; field peas, sixty-six to sixty-seven pounds. *' On new land, not cleared of stumps, the yield of wheat has .been thirty to one ; fifteen 1o twenty to one is not unusual. * ^- * * "Two thirds of the surface of these townships, (Restigoncho and Matapedia,) is of the quality already described, and comprise an area of nearly one hundred thousand acres of excellent land, that is from the Restigouche to Clark's Brook on the east side, and Mill Stream on the west side of the Matapedia. '* On the east side of the Matapedia from Clark's Brook the appearance of the country is extremely unfavorable; steep hills rising from the river's edge, in many places denuded *Report to the Honorablp the Commissioner of Crown Lands, hj A. W. Sima, November, 1848. 81 of wood by fire, and in others covered with a, close growth of soft wood } the soil in general shallow and full of small stones. Of this section eleven miles in length by five broad, not more than an eleventh or five thousand acres is fit for cultivation." " The aspect on the west from the river is not much different from that of the other side ; the ground, however, though much broken by ravines is of a better description, the fires have done less damage to the timber which is a mixture of hard and soft wood. About half of the ground between Mill Stream and McKennon's Brook, embracing an extent of twenty-eight square miles, may be considered capable of advantageous cultivation ; this would give nine thousand acres; it is well watered by the brook just mentioned and by that known as Connor's Gulch. Continuing on the west side of the river above McKen- non's Brook, the surface in general is of less elevation than in the country already describ- ed ; moist ground is more frequent, the timber consists of balsam fir, spruce, yellow, white and black birch, maple, cedar and white pine ; in swampy places cedar and black and grey spruce predominate. The soil though much inferior to that at the mouth of the Ma- tapedia, may be considered as of a fair quality ; this will apply generally to the foot of the lesser Lake Matapedia, embracing an extent of eighty miles. About two-fifths or twenty thousand acres may be considered good." " On the east side from Pitt's Brook, and across the Casapscul to near Eraser's Brook^ the soil and timber is of the same description as on the other side, the ground is drier, and but few maple trees are found, fires have destroyed a great portion of the wood near the Matapedia, raspberry and other bushes, small white birch and poplar are now fouud in these places." " Twenty thousand acres or about half of this section may be considered good land." " Between Fraser's Brook and Fifty-six mile Brook near the southern boundary of the Seigniory of Matapedia, the soil, timber and character ot the soil is diversified ; from Fraser's Brook to the head of Little Lake the grouad is in general very strong, rough and broken; a portion, however, is fit for cultivation near the shore, and after reaching the summit of the ridge which does not extend more than from three-quarters to a mile back, the soil improves and is covered with a good growth of fir, white, yellow and black birch, maple, cedar and white pine, and the general elevation of the ground is not much over two hundred feet, excepting one or two hills. From Little Lake to Fifty-six mile Brook there are flats bordering on the river, well timbered and sometimes of considerable ex- tent." " The available ground on this section which exceeds forty-five square miles, will amount to about half ot its extent, fifteen thousand acres." " On the west side of Little Lake and to the Seigniory of Matapedia, the general charac- ter ot the soil and timber does not differ essentially from that of the section just described. At the base and partly up the sides of a hill near the loot of the Lake, (rising six or seven hundred above it) the timber is chiefly maple aud other hard woods, the flat bordering the river is wider than in other places, the interval formed by alluvial deposits also extends up the Umqui, the mouth of which is near the Seigniorial line ; ash, elm and the timber already mentioned as predominating in this district cover these places." " The ground fit for cultivation in this section, forty-eight square miles in extent, ia about seventeen thousand acres." " The Seigniory Matapedia extends a league round the lake, and contains about ninety thousand acres in superficies ; near the southern end of the lake there is a chain of hills bearing south ten degrees west nearly a thousand feet high, with a base from three to four miles broad ; around tue foot, and for some distance up the sides, maple, black birch, and other hard woods are the prevailing timber." Froai the Umqui up to this chain of hills, and on the east side of the Matapedia from Fifty-Six Mile Brook to the foot of the lake the timber is mixed wood and the soil gene- rally good. " Along the shore of the lake, and extending inwards as you approach the upper end, fir, cedar, poplar, spruce, small juniper or tamarae, white birch, ash, and white pine are found ; the giound is swampy, with low ridges of dry ground in places covered with mixed and hard wood ; from the northern slope of the hills mentioned to the lake, and across the Nemtaye to the line dividing the Seigniory from the Crown Lands, the same character prevails, rendering the ground in this part of the seigniory of little value ; at its upper or 12 82 northern end very good land is found. My instructions not authorizing it, I did not ex- amine the ground on the eastern side of the lake ; its general appearance is rugged. " In this section, a surlac3 of more than one hundred square miles, (sixty-three of which are seignorial,) three-fifths are fit for cultivation: that is, twenty -four thousand in the seigniory, and fourteen thousand acres in Crown Lands." From the Seigniory of Matapedia to that of Metis, the country is undulating, the hills seldom attain an elevation over two hundred and fifty feet above their base, with flats gene- rally of considerable extent on top. Near and on the summits white, black and yellow birch, maple, and rowan trees prevail ; on the sides the same kinds of wood with a greater mixture of fir, spruce, pine, and cedar ; in the hollows and swamps, cedar and other soft woods, elm, ash, and tamarac are found but not in abundance. " In valleys and hollows through which the streams flow, there are a number of small lakes. It is difficult to convey a general idea of their form and the appearance of the hills without inspecting a plan of the ground. <' In maay places the soil is full of small angular pieces of rock, and deficient of depth, in others it is sandy : in the hollows and swamps there is a deposit of black mould from six inches to three feet in depth with clay or a hard subsoil underneath : on the higher grounds the soil is generally a yellow loam ; it may be considered fully equal in quality to the greater part of the country south of the St. Lawrence, east of Quebec. " About thirty-eight thousand acres, or rather more than three-sevenths of one hun- dred and thirty square miles, the extent of this section, may be considered good arable land. '^ The line passes through a portion of the seigniory of Lepage-Thivierge, before reaching the River Metis ; the ground in the seigniory extending ten miles back from the St. Lawrence, and in that of Metis, and the Fief ol Pachot, six miles in depth, is quite as good as in the section first described. " The extent of available ground within a width of ten miles between the Rivers Restigouche and St. Lawrence, without including that on the east side of Lake Matapedia or ia the Seigniory of Metis, Lepage-Thivierge, or Fief of Pachot, may be underrated at two hundred and thirty-eight thousand acres in Crown Lands, and twenty-four thousand in Seignorial; as it is not necessary that every portion should be fit for the plough, reserves for fuel, fenciing, and also building timber being required, even if this were the case. " It may be hero mentioned that a deposit of marl exists at one ol the small lakes on the Nemtaye, and will in all prob:ibility be found in other plnces. Peat, another valuable manure, is found in different parts of the districts. Limestone is abundant at the head of liuke Matapedia and on its south-west side, and for some distance down the river * * * "The climate of this portion of Canada does not differ materially from that of Quebec, though rather cooler in summer ; intense cold is not so fre(|uent; rainy weather or thaws of long duration do not occur, however, in winter. Snow is expected about the 22nd October, this does not remain longer than a day or two at furthest, and is followed by fine weather with one or two fliUs of snow, to about the 21st November, when tlic winter may be said to begin. The depth of snow in ordinary winters, is four feet : it has been known to reach six feet. " Cultivated land is clear of snow about the 20th of April ; ploughing commences from 1st to 8th of May Rye, wheat and peas are sown from that time to the 28th May ; oats to the end of the mouth ; barley and potatoes to near the end of June; reaping generally commences about the 25th August, and lasts to the end of September, when the potatoe crop is fit to house. 83 APPENDIX 0. (Frontier Route, Line No. 1.) From a Report hy Mr. T. S. Ruhidge, on an examination of the Country between River dn Loup and Woodstock, 1860. I have the honor to report on the character of the country and facilities for constructing u Railway from River du Loup to connect with the New Rrunswicii and Canada Railway, at or near Woodstock. — I wish to state that the examination was vjf a general character. And I beg to refer you to the accompanying map, whereon I have marked in red'the route in my opinion, most eligible for preliminary survey. Although I have not personally explored the whole of the country traversed by the proposed line, more particularly the section south of the Grand Falls, — ^yet I have reason to believe a pra^^ticable line, nearly approximating to that indicated on the map, will be discovered, and I was sufficiently near it to enable me to speak with a degree of accuracy as to distances. BIRECTION OF THE ROUTE RECOMMENDED FOR SURVEY. River du Loup to Province Line, 68 miles. Commencing at the Station, the line crosses to the east side of the Temiscouata Portage, and running towards St. Modeste, enters the valley of River Verte; thence following this Valley, it ascends continuously to the 12th mile, the summit of the dividing ridge between the waters of the St. Lawrence and the Bay of Fundy. Again crossing the Portage the line runs nearly parallel with it to Blue River, thence assuming a direction to cross the Calaneau River near the Falls, and afterwards strikes the head waters of the River aux Perches, it descends in the valley of that stream to the Degele settlement on the west bank of the River Madawaska. From this point to the Province Lin3 the route lies along the level margin of the river. Province Line to Grand Falls, 50 miles. Continuing down the valley of €ie Madawaska and crossing the river above the rapids at Little Falls, the line enters the valley of the St. John through a depression in the high ground in rear of the village of Edmundston, and it thence follows the east bank of the River St. John, crossing it a short distance above Grand Falls. Grand Falls to Woodstock, 70 miles. The Engineer of the New Brunswick and Canada Railway has furnished me with the following information : — " Having lately made an inspection of the country from the south bend of the Meduxnikeag River to the crossing of the Presqu'isle River, I am enabled to state that the character of the country is much the same as that portion which has been already surveyed, and I am inclined to the opinion that the road can be constructed at nearly as moderate a rate as that at which it has been already executed. There are two routes open to the line in crossing the Presqu'isle, viz : the upper route keeping to the westward of the Williamson Lake, and crossing the river near the Tracy Mills, and thence onwards to the bend of the main river, — and again the lower route taking to the eastward of the Lake, and crossing the river about one mile below the present bridge, and thence toward the main river bank. From this point to the Grand Falls along the margin of the main river the country presents a most favorable contour, the works of chief magnitude on the entire route consisting merely in bridging the Presqu'isle and Aroostook Rivers." Woodstock to St. Andrews, 87 miles. The ine has been located to Canterbury, 22 miles : thence to St. Andrews, the railway is open for traffic. 84 GENERAL DESCRIPTION OF THE ROUTE — CHARACTER OF THE COUNTRY, &C. Abstract of Distances. River du Loup to Province Line, 53 miles, not surveyed, Province Line " Grand Falls, 50 *' " Grand Falls " Woodstock, 70 "■ '' Woodstock " Canterbury, 22 " '' located ;iud in progress. Canterbury " St. Andrews, 65 " " opened for Iraffic. River du Loup " St. Andrews, 270 miles. From River du Loup to D6gel6 at the foot of Lake Temiscouata is perhaps the most difficult and expensive portion of the route, requiring very careful exploration and survey. A whole season would be neces.sary to perform this service satisfactorily, as in the event of the line recommended, proving unfavorable, it would then become necessary to exaraine^the country in the direction of the dotted line on the map. The chief difficulty to be surmounted, is the dividing ridge or water shed between the St. Laurence and the Bay of Fundy. This summit elevation, 880 feet above the sea, is unavoidable ; but the route by the Lakes des Roches and the St. Francis is favorable, inasmuch as it only exceeds by 100 feet the Trois Pistoles summit, the lowest yet ascertained. — From the River du Loup Station. 320 feet above the sea, the ground rises in terraces, separated by short steep slopes* or rocky ridges. These terraces are traversed by streams flowing parallel with the St. Lawrence, and are necessarily crossed nearly at right angles. It is therefore supposed that the works on this section will be of an expensive character. South of the summit to the Dt'gel6 the country is crossed and intersected in every direction by rocky ridges or bold rugged hills, which in some instances attain an elevation of 1800 feet above the sea. The general elevation of the ground at the base of these hills varies from 670 to 900 feet above the sea. Owing to the broken character of the country it is supposed that a large proportion of the line will be curved, and that in extreme cases curves of half a mile radius will be required. And long maximum gradients estimated at fifty foet per luile will be of frequent occurrence. River tlu Loup is the only important stream crossed, all other streams with the excep- tion of the Cabaneau and River Verte are crossed near their sources. The bridging will therefore be unimportant, but as a general rule the approache> will be heavy. The total length of bridging will probably not exc<>ed 750 feet lineal. Timber of good quality is abundant, but stone suitable for building will not be readily obtained. The rock formation is chiefly Gneiss, Clay Slate or other similar rocks. The soil is gravelly and frequently very rocky, but there is much excellent land on the route still ungranted. The timber is generally Spruce, Pine, Birch, Cedar and occasionally Maple. Settlements extend about six miles back of River du Loup, thence to the Ddgel^ the line runs through an unbroken forest. The proposed route is generally withi i 3 miles of the new " Temiscouata Portairc," therefore materials for construction or supplies for labourer.-* will be obtained without much difficulty. And the west shorn of Lake Temiscouata from the Cabaneau to the D6gel6 is partially settled ; there is also a Grist and Saw Mill in this neitijhbourhood. Lumberino; operations are carried on to some extent on the tributaries ol the St. John and Lake Temiscouata, and water power isahundnnt in thi'^ section of the country. From the Degeld to Grand Falls, the country is remarkably favorable for railway purposi ts. The valley of the Madawaska is generally flat or slightly undulatii:g and its .iverage elevation above the sea 500 feet ; it is skirted on cither hand by a continuous range of high steep hills which near the Province Line and in the vicinity of Edmundston approach the river. These hills leifty however be avoidecl without difficulty, but the present highway may 85 possibly be interfered with. — This portion of the line will be found very direot, the Grades light and the curves o I large radius. Settlements occur at frequent intervals all along the west bank of the river, and towards Edmundston on the east bank also. Thus far the settlers are chiefly French Canadians. The village of Edmundston is situated at the junction of the Madawaska with the river St. John, and promises to become a place of some importance as a Lumbering Depot. The river St. John is here the boundary between New Brunswick and the United States. — Both sides of the river are settled as high up as the river St. Francis, and several first class Saw Mills have recently been erected which manufacture lumber for the St. John and American markets. From Edmundston the line will continue down the valley of the St. John, at very favorable grades, passing through a comparatively well settled, fertile, and level part of the country. And long straight lines and curves of large radius may also be obtained here. The banks of the St. John are alluvial, rising successively in steps towards ranges of highlands lying parallel with the river. The recks throughout this section of the country belong to the primitive formation. Roofing slate has been discovered near Grreen river. Limestone suitable for lime has also been found. The soil generally is a stiff clay. The streams to be crossed are unimportant, but their valleys are sometimes very broad, necessitating heavy embankments. A great part of the route will be through cleared land. The vacant lands are usually 2 or 3 concessions back from the river. The settlers in the Madawaska territory, which incluoes both sides of the river between Edmundston and Grand Falls, are Acadian French. Near Grand Falls the country becomes broken and rocky, and is thinly settled. A favorable site for crossing the river St. John occurs about a mile above the Falls, the banks are high and steep, and the stream narrows to a width of less than 500 feet. But much careful examination will be necessary before selecting this crossing. The bridging on this section will not, it is supposed, exceed 1000 feet lineal, including the St. John and Madawaska, the only important streams crossed. The elevation of the river in the upper basin or reach is about 420 feet above the sea. CoUbrooke, the shire town of the County of Victoria, is located on the west bank of the river, opposite the Falls ; and immediately below them a suspension bridge of 190 feet span is now being constructed by the Government, the stone for the work is quarried on the spot. Grand Falls is a formidabla obstacle to lumbering operations, the river falls 74 feet over a perpendicular ledge of slate rock into a narrow gorge, nearly a mile long, descending in that distance 45 feet or 119 feet in all. Square timber and saw logs are run over the falls, entailing a loss of 10 or 12 per cent, thereby, but all sawed lumber has to be hauled across the portage, between the upper and lower basins, as also all supplies going up the river. In New Brunswick lumbering operations have gradually receded, and now lie chiefly on the waters of the upper St. John. The proposed Railway would certainly promote the settlement of this most valuable timber region. It would also develop the manufactured lumber trade by affording facilities for obtaining supplies and for transportation to market, either at St. Andrews, Quebec or River du Loup. It would create in the interior of New Brunswick and the State of Maine a market for Canadian provisions, and thus open up a new trade with .Montreal and the cities farther west. Saw Mills for manufacturing timber would be erected on the tributaries of the St. John, and eventually almost all the timber on the river would be converted into Deals, Clapboards, Shingles and similar short lumber. The lumbering establishments on the upper St. John and Lake Temiscouata require very large supplies of Flour and Pork which (with the exception of a small quantity obtained direct from Quebec, by the Colonization road aud Temiscouata Portage) are usually sent by Steamboat or Railway to Woodstock, and are thence forwarded up the river in flat bottomed boats towed by horses. At present the supplies and merchandise forwarded up the river is stated to be equal in bulk to 80,000 Bbls. (Flour.) 86 ! 30,000 Barrels to Woodstock and vicinity. 30,000 " Tobique and Aroostook. 20,000 '' Grand Falls and upwards. From Grand Falls to Woodstock is said to be one of the most productive agricultural districts in New Brunswick, but the country appears rough aod unfavorable for Railway construction, being intersected by very deep valleys and ravines, through which flow streams leading into the river St. John. The surveys of the New Brunswick and Canada Railway extend only to the Little Presqu'isle River, lO miles north of Woodstock, and it is report- ed "from this point forward the surface of the country is comparatively level." — The va- cant lands in this section of the country lie beyond the settlements on the eastern bank of the St. John. — The population of the River St. John above Woodstock, including the Aroostook country, is estimated at 10,000. The inhabitants of the county of Aroostook, in the State of Maine, are much interested in the proposed Railway — Their most important lumber streams flow into the St. John, and many of the roads leading from the interior of the country connect with the '' Great Roads" of New Brunswick. — This portion of the state is rapidly becoming settled by a large farming population, it is also a most valuable timber region abounding in water power. — From the great quantity of lum- ber manufactured for the American Market, as well as the supplies required for lumberibg operations, the Aroostook country must eventually prove a most important feeder for the Railway. — The amount of lumber, &c., produced and annually sent down the river is stated to be nearly as follows, viz : Square timber from above Grand Falls 4,000,000 feet. " " " below " 3,000,0('0 " (Shingles 20,000,000 No. liJawed lumber from Aroostook, -| Clapboards 1,500,000 " (Boards 750,000 " Oats 10,000 bushels. Potatoes 5,000 " Buckwheat Meal GO tons. Oat 30 " Woodstock, the shire town ofthc county of Carlton, is situated on ihe west bank of the St. John, at the mouth of the Meduxnikeag River, and at the extremity of a '' Great Road" to Houlton, Maine, on which there is much traffic. Botli towns are of considerable importance as being the centre of a large agricultural population. Extensive Ironworks were formerly in operation near Woodstock, copper has also been discovered in the neigh- bourhood. From Woodstock to Canterbury, the present terminus of the New Brunswick and Canada Railway, the distance will be either 22 or 25 miles, dependent on the route adopted, relative to this section, I extract the following information from the report of the Engineer and Manager. The location from Eel River to Woodstock is not yet decided upon, consequently no work has been commenced north of the former place. Two lines have been surveyed, one running direct to Woodstock the other to the Houlton road, which it crosses nearly midway between Woodstock and .Houlton. From Eel River direct to Wood- stock, involving at the commencement grades of 50 feet for 2 miles from Eel River, at which point the summit is attained, and from which there is a descent all the way to Woodstock ; some heavy work h is to be encountered in crossing the wide creeks, which cannot possibly be avoided or materially reduced by any diversiou ol" the line : nevertheless the quantities of excavation are comparatively light, and the general direction good ; through 16 miles of Forest, and 6 miles cleared land, there is n^> curvation of less radius than 1910 feet, and only three of these to Woodstock. The grades may also be considered as favorable, the maximum being 62 feet to tho mile for one mile, and in the direction of the down trafiic. This is, without exception, the most practicable route from Eel River to Woodstock. The comparative estimates howm-er oxhibit th(3 cost of construction iis c€o7,527 in excess of those of the upper routes by the llnulfun Ro :d We may aNo men- tion in connection with this route, that its extension beyond Wo..dstock by way of the eastern branch of Lanis Creik, is also the most favorable and practicable egress that can be found over such a very rough country as presents itself in that vic.ulc^y ; Jur 10 miles northward, 65 feet grades are absolutely necessary to reach the summit level, the only 87 redeeming qualification, being that the declivity is to the south towards St. Andrews, and is therefore favorable to the down traffic. The work on the first 10 miles section from (Janterbury is of the heaviest character. From Canterbury to St. Andrews is 65 miles. The road is said to be completed and in good running order. The number of way stations including Canterbury is 12. The Gruage is 5ft. 6in., uniform with the European and North American Railway (St. John and Shediac.) — I was unable to obtain reliable information as to grades, curves or permanent way. Embankments are 15ft. wide at formation level, slopes IJ to 1. Earth Cuttings '' 30 " " " " Rock '' " 24 « " « vertical. Bridge abutments of Ashlar Coursed, or in coursed Rubble. " Superstruction of Timber. Culverts are of Cedar Timber or dry rubble masonry coursed. The Company has a Grrant from the Governmeut of all vacant lands within a distance of 5 miles on either side of the Railway. A large proportion of these lands are represented as being very valuable as well for agricultural as for lumbering purposes. It is stated that the harbour of St. Andrews is occasionally frozen, also that the depth of water at the en- trance is insufficient. The first statement is incorrect. But with reference to the depth of water it is stated in the Report of the Board of Works for 1858, that 40,000 c. yds of dredging might perhaps be sufficient to make the entrance of the Harbour available for a depth of 8 feet at lovt est spring tides, this would enable a vessel drawing 20 feet to come into the Harbour at half tide. Spring tides rise from 24 to 26 feet, and neaps from 20 to 22. Chamcook Harbour about 4 miles N. E. of St. Andrews, appears well adapted for Ocean Steamers. The Railway is said to skirt the shore of this Harbour. 88 APPENDIX D. (Frontier Route, Line No. 2.) Corretpondence in reference to the extension of the St Andreios arid Woodstock {the New Brunswick and Canada^) Railway to River du Lotip. St. Andrfucs, bth September, 1864. Dear Sir, On my arrival in Town on Saturday evening last, Mr. Osburn placed in my hands your letter to him ot the 20th ult., in which you express a desire to be furnished with a copy of my Report of a Survey conducted by me during the Winter of 1861, for the ex- tension of the St. Andrews Railroad to the Canadian Frontier. I have now great pleasure in presenting you with copies of Reports 1 then made, and gladly avail myself of a brief sojourn at home, to put you ic immediate possession of any useful inibrmation they may contain. Your very truly, WALTER M. BUCK. Sandford Fleming, Esq., Civil Engineer, &c., &c., Tobique. St. Andrews, N. B., 3rd February, 1862. Henry Osburn, Esq., Manager. Dear Sir, I beg to submit the following Report upon the Preliminary Survey recently made in two sections, viz : from the south branch ot the Meduxnikeag river (at which place the former Richmond-Corner and Hillman- Valley locations terminated) to the St. John River at Wilson's, and from the Grand Falls southward to the Tobique river at Hutchinson's. This survey was commenced on October 15, 1861, and was continued to the 7th of January, 1862, but was not completed at this period ; the section of country between the river St. John, at the proposed crossing place at Wilson's by the Hardwood Creek, and thence by the Valley of the Menguart river, and over the summit ridge, which divides the head_^waters of the latter from that of the Trout brook and Otellock river, to the Tobique river being left untouched ; as also the section of country north of the Grand Falls to the Canadian Frontier. ^^__^The greater portion of this proposed route from the river St, Johc, has been traced on foot through the Woods, in company with a small party necessarily organized for such an expedition, amongst whom were men whose knowledge of the localities, obtained from lum- bering operations, justified their engagement, whilst others were employed for the purpose of sacking or carrying the camp equipage and provisions. The time occupied in making this exploration to within a few miles of the Canadian Frontier, from leaving St. Andrews, was forty days, and you will observe from the copious notes taken during this period, that the examination was carefully made, although under many difficulties, arising from the continued inclemency of the weather. The surveying party on the section from Richmond forward, under the direction of Mr. Chas. Haslett, received instructions to pursue a route that was considered to be the most eligible and practicable in the direction of the river St. John, this portion of the country having been better known from previous travelling. ^,.^.,^ The other party, under the direction of Mr. John Otty, were sent forward to the Grand Falls, and received instructions to commence the survey at that place, and on the west side of the river, working southward, until it should become known from a reconnais- sance on the east side of the river, through the interior of the country, whether a line of road was practicable or not from the Tobique river to the Grand Falls ; the examination having established the affimative, the surveying party were ordered to abandon their work on the west side of the river, with which they were progressing most favorably, and to com- mence fresh operations on the east side, near the head of the Mooney brook^ a tributary to the Big Salmon river. The Munguart river and Trout brook district was also examined : the Valleys of these waters are intercepted by a summit ridge, which will require more precise instrumental ex- ploration, than could otherwise be made, to ascertain the maximum grades that will have to be adopted ; on the other two sections the maximum grade is but 53 feet per mile. It was intended to have contour levels taken over this portion of the route, and also all other levels properly connected and reduced from one Datum, but unfortunately the surveying parties had to abandon all further operations on account of severe snow storms and other causes. It would however take but a short time to connect the whole work by ttiese levels at an early and more favorable period, the expense incurred would be but trifling in com- parison with the great importance of having continuous levels and known relative elevations. The section of country between the Grand Falls and the Canadian Boundary was next explored, and proved the most favorable for Railway construction. The general proposed direction will be by the Valley of the Dead-brook, and Second Beaver-brook, crossing the Grand river on its marginal flats, thence by the Sigas-lake and branch across the Sigas- river, and stretching almost directly across to the forks of the Quisibis river; thence across the Green River to the front of the Green mountain, and approaching the main river at St, Bazil, which will be the nearest touching point ; and then along a table-land at the foot of the Greon river ridges to the Iroquois river, and up the Valley of this river to the Canadian boundary, where Mr. Rubidge, the Engineer in charge of the Canadian Survey, ternainated his explorations, having pronounced the former proposed route to the westward of the Temiscouata lake, on instrumental examination, to be entirely impracticable. Your attention is particularly requested to the accompanying map, shewing the line of the Halifax and Quebec Railway and its connections, &c. ; it has been taken from a pub- lished pamphlet " On the political and economical importance of completing the line of railway from Halifax to Quebec," by Joseph Nelson. You will observe that the yellow tinted line, being the proposed central line for the Intercolonial railway, is traced to the westward of the Temiscouata lake, evidently shewing that at the time the map was prepared and the propesed route marked thereon, nothing was then known of its actual practicability ; the same may be said of that portion also which is lined between the Tobique river and the D6gele, at the foot of the Temiscouata lake. During the recent oxploration, Green Mountain, which is said to be upwards of one thousand feet above the St. John river, was ascended to its snow-clad top, and the view of the country to the eastward and northward was sufficient to impress me with the impracticability of extending a road on that side of the mountain, through such a mountainous region ; when I say impracticable, I mean by it a most unjustifiable expenditure in construction. Herewith is also furnished a profile of 17 miles of the survey between Grand Fails and Tobique river, likewise an estimate of the cost of construction of — 50 miles of the proposed route amounting to £295,000 cy. That of the first 80 miles, averaging per mile 5,440 Stg. And that of the other 20 miles " 3,643 " These estimates may be received as full and ample for the respective sections only, and I trust that so far as this winter survey has been extended, the result will be considered satisfactory. WALTER M. BUCK, Engineer in charge of Survey. St. Andreivs, JV. B., Sth March, 1862. Henry Maudslay, Esq., of London, Board Director N. B. and 0. R. R. Dear Sir, In accordance with your request I beg to submit the following Report as supplementary to that of 3rd February last. 13 90 The site intended for the Station buildings at the Richmond terminus (so called) is at McGeorge's, on the Hillman Valley ; the grounds will be level for 1800 feet and can be graded on embankment to any extent in width that may hereafter be required ; this portion was selected, as at first proposed, in consequence of a heavy ascending grade of 56 feet per mile being required to reach the summit at the Houlton and Woodstock road in a deep cut- ting and would not be suitable for the approach to the station. The descent from the summit to the Valley of the Meduxnikeag river is made by adopting steep gradients, one of 60 feet per mile being employed for a short distance. From the point of intersection with the high road the distance to the Woodstock is reckoned as 7 miles, and to Houlton 5 miles; Houlton is situated about 3 miles within the boundary line. The preliminary survey recently made for the extension of the line northward, was carried to within 3 miles of the St, John river, at Wilson's, opposite the Hardwood Creek, at which place, the crossing will necessarily be on a high level of about 100 feet above water surface, the width of the river being fully 800 feet. The partial location made was twenty- seven and a half mile through & thickly wooded country, and in order to obtain correctly the positions and elevations of points through which it was desirable to pass, the public and bye roads were traversed, and levels taken ; forty-three miles of this work has been accom- plished in addition to the other work, and from which a topographical plan of this portion of the country can be made whenever required. At the south branch of the Meduxnikeag river, which has its rise in the State of IMaine, and joins the St. John water at Woodstock, the line crosses above the Falls, and at a level of 55 feet above water surface. The fall of the river to Woodstock is about 215 feet in a distance of 8 miles, or thereabouts, so that a brancli line into Woodstock along the Valley of this river would be perfectly practicable ; the total distance to this point from St. Andrews is 96 miles. The north branch of the Meduxnikeag river is next crossed at the 98th mile, with an ascending grade, adout 35 feet above water level; the crossing is almost on the square and a little below the third falls, and over solid rock ; both sides may be considered as natural formed abutments for bridging. The location from Fulcan's on the 92ud mile and for about three miles forward, must of necessity approach and run parallel to the boundary line within a mile distance, and at the crossiuii; ot" the Meduxnikeag snulh branch within one and three quarter mile. From the north biauch the line takes an ea.-terly course and crosses the little Presqu'isle river at the 106th mile, in the Williamstown village, this stream flows from the Williamstown lake to the St. John river, about 6 miles apart. The lake is a fine sheet of water two miles in length, and one mile iu width. The village of Williamstown is about 14 miles from Wood- stock, and within 5 miles of the boundary line, the river at this place affords excellent water power for Saw mills, and the village would, no doubt, become a thriving place when accessible by railway. From this point forward the location takes a northerly course with uniform grades, to within 2 miles of the big Presqu'isle river on the 112th mile. This river which has its Source in the State of Maine is crossed on the level 75 feet above water surface : it is ap- proached from the south with a 49 feet grade, and from the north with a 53 feet grade ; the point of crossing is within 2 miles of the St. John river, and six miles of the boundary line, and pursues a northerly course to the St. John river, at Wilson's, in Upper Wicklow, opposite the Hardwood Creek. The location was not completed to this point, but as the public roads were traversed, and an exploration made througli the wo )ds, it was concluded that the character of the country did not vary much, and the estimates were framed upon the same average quanti- ties per mile. From Fulcan's on tho 92nd mile to the St. John river on 120th mile, the quickest cur- vature necessarily employed is -1° or 1910 feet radius, and this between the branches of the Meduxnikeag river, and to within a mile of the Florenceville road (14 miles beyond the Meduxnikeag) the location chiefly consists of tangents, no quicker curvature being required than one mile radius ; and from Florenceville to the St. John river, the location is also principally on tangents, the sharpest curvature being half a mile radius. Three fourths of this section has been partially located and presents 20 ,.iiiea of 91 straight line, 5 miles ot 1° curvature or 5730 feet radius, and 5 miles of 2°, 2° 30' and 3° curves, the radii being 2865 ft., 2292 ft., and 1910 ft.,; the maximum gradient is 53 feet per mile. The quantities estimated on this section are for Earthwork 26,000 cubic yards, and for rock 1666 cubic yards per mile. The total estimated cost of construction including masonry, bridging, ballasting, superstructure and station buildings, &c., will average £5,500 Stg. per mile. The banks and bed of the St. John river, at the proposed crossing consisting of rock formation, and the narrowest place as well, it is admirably adapted for bridging, more especially as there is a fine granite quarry in the immediate vicinity. The approaches on either side of the river will involve heavy embankments, but the grades will be favorable. The next portion of country between the St. John arid Toblque rivers, through which the line would traverse, has not been surveyed, and but partially explored ; this length of line will be about 26 miles. After leaving the Hardwood creek which heads in the Moose Mountain range, it follows in a northerly direction the valley of the Munguart river, and crosses northerly the dividing ridge between the head waters of the tributaries to the St. John and Tobique rivers ; it then continues by the head of Trout brook and takes the val- ley of the Otelloch river for some distance, then diverges across to the Tobique river below the mouth of the Otella river. No levels have been run over this district, consequently no profile has been furnished, and the summit level has not been ascertained. On reference to the Map it appears that the proposed route for the central line is laid down to cross the Tobique river, seven miles upstream near to the Wapskehegan river, and the Major Robinson central route crosses as far up as the Gulquac river; both these lines pass through a more difficult country than that in the neighbourhood of the Munguart, as the eminences in the range of the Tobique mountains increase in altitude as you ascend the river up to the Blue Mountain, about 50 miles from the mouth. The country between St. John and Tobique rivers is thickly wooded ; spruce and birch being the predominant growth ; the land is not settled upon within the banks of the river, but it is pronounced to be of good quality. The survey of the section between the G-rand Falls and the Tobique river, the party working southwards, commenced on the 28th October last, the distance being about 20 miles through an unbroken wilderness. A line was first started two miles to the eastward of the Grand Falls, and run along a valley to the Salmon river, in the direction of the Little Salmon : this was taken as the shortest line, but as the first stream could not be crossed to advantage without adopting a 70 feet grade to descend from the summit within two miles, which was considered objectionable, although not strictly so upon a trial-survey, the line was abandoned, and a position taken up three miles still further to the eastward of the Falls near the head of the Mooney-brook, being a much lower level than at first chosen. The descent of the brook is made with a 53 feet grade for two and a half miles to its mouth, the Salmon river being crossed at a level of 22 feet above water, with the same grade continued to the end of the third mile. A succession of uniform grades with light work is then continued to the crossing of the Little Salmon at the forks on the 6th mile and from this point an ascent is made up the Valley of the stream to its head, and that of Little river (a small stream flowing to the St. John) and to the summit level on the 16th mile ; the total rise being 354 feet in nine miles, or an average grade of 39 feet per mile, but on account of a level interval oc- curring, a grade of 53 feet per mile has to be introduced for nearly half the distance. Little Salmon river is a very tortuous stream, and it will be necessary for the line to cross it frequently, unless bridging can be dispensed with by making diversions ; it can be spanned by a 30 feet girder bridge at any place. Some rather abrupt land occurs near to the summit, but it is the only heavy work (by comparison) on the whole of this length, viz : an embankment containing 50,000 cubic yards, and a cutting 2000 feet in length, with a maximum depth of 25 feet. After passing over this summit the line falls into the Valley of the Bear-brook on the 17th mile, and within about 3 miles of the Tobique river at Hutchinson's, at which place the river is probably 400 feet wide. The quantities estimated are, for earthv^Qrk, 18,350 cubic yajds, and for rock 1,150 92 cubic yards per mile , the estimated cost per mile for all materials as on the Richmond section is about £3,650 Stg. It is to be regretted that this survey was commenced at such a late season of the year, the snow being at the deepest, and the days at their shortest; had it been taken in hand during the summer or the fall of the year, double the amount of work could have been performed to much better advantage, and provisions would have been at lower prices ; however as it was a necessity at the time instructions were first received, it can only be said that all that human effort could accomplish in the woods at such a period, was done. In addition to the foregoing I beg to refer you to my Report, dated 3rd February last, addressed to the Manager, and forwarded by him to your Board of Directors. WALTER M. BUCK, Engineer in charge of Survey. 9$ APPENDIX E. (central route, line no. 8.) Report on Exploration from the Village ofBoiestown across the Tobique Highlands. Sandford Fle^iing, Esq., Chief Engineer, Intercolonial Railway. Dear Sir, In accordance with instructions, verbal and written, received from you in March last, I proceeded to make an exploration of the country from the village of Boiestown, north- ward to the sources of the Dungarvon, Rocky Brook and Gulquac rivers, and now beg leave to hand you the following remarks : Having placed an Aneroid Barometer in the hands of a careful party at Boiestown, with instructions to note its changes at certain periods of the day, and to record name on a table previously prepared by myself j I started for the point previously arranged, (viz.) the boundary line between the counties of York and Northumberland, and immediately west of the^UpperjFalls of the main Dungarvon, commenced operations by running a series of lines diverging from this point in order to ascertain the main features of the country ; I found however that these lines so frequently carried me over the tops of high mountains, that it would be necessary to adopt a different system of working, and confine my explora- tions to the several streams, which in this part of the country cannot be said to run through valleys, but merely Grorges varying in their breadth from the simple width of the river to perhaps a quarter of a mile and bounded on both sides with high land broken only by the defiles of the few mountain streams that feed the main rivers. Having decided on the above line of operations I first traced the main Dungarvon from a point about three miles below the " Upper Falls" to its sources, the most northerly of which I found to be at an elevation of 1215 feet above Boiestown ; I then followed a branch of this stream running in a northwest course from the vicinity of the " Upper Falls," and found it to head in still water to the west of the county line before mentioned and continuing on passed over the dividing ridge between the Dungarvon river and the Rocky Brook, at an elevation of about 930 feet ; from this point I followed two valleys or gorge's running in different directions to the Rocky Brook around a high hill as you take notice at Obs. No. 33 ; the Rocky Brook on the west side of this hill passes between very precipitous rocky banks, which would render the building of a railway at this point an expensive matter, this can however be avoided by following the two valleys mentioned ; continuing on up the Rocky Brook I first explored the right hand branch which, after passing between very precipitous rocky banks, and over these Falls, takes its rise in a large lake at an elevation of 1118 feet, quite surrounded by high hills, through which I could not see any depression, at least in the direction that I wished; returning to the Forks, followed up the left hand branch and found it to head in a Lake at an elevation of about 950 feet, passed on over a dividing ridge of about a quarter of a mile in length, and at a height of 965 feet, and entered upon the head waters of a branch of the Clearwater Brook, followed it for several miles through Lakes, Streams and Beaver Dams, &c., till it reached the Main Stream, thence up this stream to its source which I found to be in a Swamp or Barren at a height of 1513 feet, this being the summit level between the Clear- water Brook and the Gulquac River. On the annexed sketch I have put a number of heights with the number of the observation above it for the guidance of any party that may be sent out to carry on the detail survey ; all my observations are marked on Trees with red chalk and numbered con- secutively, as also all the lines run are numbered as shown in the sketch. 94 Owing to the winter being so far advanced before I started out on this survey, I was obliged to move with great rapidity from one part to another, as I found the rivers breaking up very fast and the danger of freshets setting in was every day increasing, this of course prevented me exploring the country as far or as minutely as I had at first intend- ed ; and added to this rapid breaking up of the streams, I was still further impeded by the continuance for a whole week of a snow storm just at the time that I was in the region of the head waters of the Gulquac and Clearwater ; this rendered any attempt at a topogra- phical delineation of the country impossible. I have, however, laid down some of the features of the country therea'jouts as far as was possible from lines run under the circum- stances, and have also sketched on in blue ink the most probable route for a Railway Line through this section of country, which, so far as my explorations extended, shew it to be quite practicable from the Miramichi side, but owing to the sudden breaking up of the streams, I did not deem it prudent to venture further into the country, consequently I re- turned by the shortest route (viz.) the Wapskehegan river, down which we were obliged to travel on rafts or catamarans ; this of course prevents me giving you any correct report of the country along the Gulquac, but from what little I saw of it and the height of its head above its junction with the Tobique which cannot be more than 550 feet in a distance of about fifteen miles, places this route quite within Hie range of practicability. Owing to the depth of snow on the ground, I had not an opportunity of judging of the soil for agricultural purposes, but frotu the timber found on the high lands (Birch and Maple), I should deem it to be of a character suitable for such uses; but the lower levels and barrens were generally covered with Cedar, Spruce and Hacmatack ; the most of the country travelled over by me will yield good building material for the ordinary structures used on a Railway. In conclusion I may add that the general features of the country are favorable for the construction of a Railway, as the banks of the streams in most cases recede from the water at a uniform rate of inclination. I am. Yours truly, W. H. TREMAINE. Halifax, May, 1864. \ 95 APPENDIX F. REMARKS on the shortest lines of Communication, between America and Europe, in connection with the contemplated Intercolonial Railway. In the Northern United States many leading men who take a prominent part in direct- ing the great works of intercommunication of the country, have long aimed at an exten- sion of their Railway System to some extreme eastern Port on the Continent ; their object being to shorten the Ocean passage and the time of transit, between the great commercial centres of the Old and New Worlds. A plan was propounded in 1850 by which it was proposed to connect the cities of New York and Boston with Halifax, by a Railway stretching across the State of Maine, the Provinces of New Brunswick and Nova Scotia. The originators and promoters of this plan correctly assumed, that the necessities of trade, would sooner or later require the adoption of the shortest possible sea voyage be- tween the two Continents. This scheme appears to have found no little favor in New Brunswick and Nova Scotia. The line of Railway then projected was designated " The European and North American Railway," heuce the name of that important section of it, constructed and in operation, between St. John, New Brunswick, and the Istho^us which connects that Pro- vince with Nova Scotia. The whole scheme as originally proposed has, ever since its projection, been kept pro- minently in view; and there only now remains to complete it, the link between Moncton and Truro (ccmmoa to the Intercolonial Railway) and that other link between St. John and Bangor, so warmly advocated at the present time in the States of Maine and Massa- chusetts. The whole project has still many advocates in both the Provinces referred to. These Railway links completed, the city of Halitax would be connected with the whole of the United States, and the Ocean passage between the Railway systems of Europe and America would be reduced to the distances between Halifax on the one side, and Gral- way, or some other Port on the west coast of Ireland, on the other. It is a question, however, if Halifax would permanently remain the Entrepot for Ocean Steamers. The same considerations which so strongly influenced the originators of " The European and North American Railway," and which still so powerfully weigh with its promoters, would induce them or their successors to look for a point of embarkation still neirer Europe than Halifax. Halifax might then have to give way to the most easterly Harbour in Nova Scotia ; and should the bridging of the Grut of Canso not defy engineering skill and financial ability, the great European Terminus of all the Railways o i this Continent might yet be situated on the Island of Cape Breton. There are two good Harbours on the easterly coast of Cape Breton, the one at Sydney where the best of coal abounds, and the other, the Old French Harbour of Louisburg where similar advantages may obtain. Sydney and Louisburg are respectively about 160 and 180 miles nearer Europe than Halifax, and although it is said they are uot open ports all the y^r round, yet they are undoubtdly open during the great travelling season, and whilst open, being so much nearer Europe than Halifax they would then without question be preferred. These considerations very naturally lead to reflections on the whole subject of Trans- atlantic commuuications, and the important question presents itself: what route may ultimately be found the very speediest between the Old world and the New ? Newfoundland, a large Island off the main laud of North America, and Ireland an Island off the European coast, resemble each other in being similar outlying portions of 96 the Continents to which they respectively belong. Possibly they may have a more impor- tant similarity and relationship, through the remarkable geographical position which they hold, the one to the other, and to the great centres of population and commerce in Europe and America. A glance at the chart of the Atlantic will shew that between Ireland and Newfound- land the Ocean can be spanned by the shortest line. Ireland is separated from England and Scotland by the Irish Channel ; Newfoundland is separated from this continent by the Gulph of St. Lawrence. Already railways have reached the western coast of Ireland and brought it within sixteen hours of the British capital. Were it possible to introduce the Locomotive into Newfoundland, and establish steam communications between it and the cities of America, a route would be created from Continent to Continent having the Ocean passage reduced to a minimum. This route would not be open for trafl5c throughout the whole year; during certain months, the direct course of steamers would be so impeded by floating ice, that it could not with certainty or safety be traversed. It therefore remains to be seen whether the route has sufficient advantages whilst open, to recommend its establishment and use, dur- ing probably not more than seven months of the year. In this respect the Newfoundland route must be viewed precisely in the same light as many other lines of traffic on this Continent, and possibly it may be found of equal im- portance. Of these works may be mentioned the Canals of Canada and the Ll^nited States, which, although closed to traffic during winter, have justified the expenditure of enormous sums of money in their original construction, and in repeated enlargements and extensions. Having alluded to the great objection to a route aoross Newfoundland, we may now proceed to enquire into its merits. The track of Steamers from the British coast to New York, and to all point.s north of New York, passes Ireland and Newfoundland, either to the north or to the -outh ; the most usual course, however, is to the south of both Islands. Vessels bound westerly, make for Cape Race on the south-easterly coast of Newfoundland ; whilst those bound easterly, make Cape Clear on the south-westerly angle of Ireland. Not far from Cape Race is the Harbour of St, Johns, and near Cape Clear is the Harbour of Valentia ; the one is the most easterly Port of America, the other is the most westerly I'ort of Europe. They are distant from each other about 1640 miles. The Irish Railways are not yet extended to Valentia, but they have reached Killarney, within about 3U miles of it. From St. Johns across Newfoundland to the Gulph of St. Lawrence the distance is about 250 miles. On the St. Lawrence coast of the Island, the Chart shews two Harbours, eithi r oJ' which may be found available as points of transhipment ; the one St. Georges Bay, the other, Portau Port; they are situated near each other, and both are equally in a direct line from St. Johns westerly to the mainland. On the westerly hhore of the Gulph we find at the entrance to the Bale Jes Chaleurs, the Harbour of Shippigan, mentioned in the body of the report on the surveys of the Intercolonial Railway. From St George's Bay to Shippigan, the distance is from 240 to 250 miles. Ship- pigan may be connected by means of the contemplated Intercolonial Railway with Canada and the United States. Although a very little only is known of the physical features of Newfoundland, from that little we are justified in assuming that the construction of a Railway across it from east to west is not impracticable. Perhaps the only white man who has travelled entirely through the interior in the general direction of the projected Railway route is Mr. W. E. Cormack. This gentleman travelled across the country many years ago, from Trinity Bay on the east, to St. George's Bay on the west. He left the eastern coast about the beginning of September, and reached St. George's Harbour on the 2nd of November. From Mr. Cormack's account of his journey, it would appear that although a belt along th'i coast i.s hilly and broken, much of the interior is comparatively level, consisting of a sc'.iiis of vast wavannas.* * The features of the country assume an air of expanse and importance different from heretofore. The trees becorae larger, and ^t.ind npnrt and we entered upon spacious tracts of rocky ground entirely 97 It is more than probable that the interior maj' bo reached by some of the Rivers or uuiucrouti Inlets, which on the map seem to pierce the mountainous belt extending along the margin of the Island. The line of Steam communication frum Great Britain across Ireland and Newfoundland, and by the contemplated Intercolonial Railway to the Interior of North America, possesses some important recommendations as will presently be seen. It will however first be neces- sary to allude to the question of speed. At the present time Ocean Steamers generally carry both freight and passengers, and in this respect they are like what are termed "mixed trains" on Railways. These mixed trains are employed to serve localities where there is not sufficient passenger and freight traffic to justify the running of separate trains. On Railways doing a large business, the traffic is properly cLosified ; fast trains are run to carry passengers and mails only, whilst slow trains are used to convey heavy freight. A similar classification of Ocean traffic may be suggested. Freight will naturally go by the cheapest mode of conveyance, while Passengers and Mails will seek the speediest. It is well known that the shape of a Steamship, other things being equal, governs her speed. The shape again depends on the load she may be constructed to carry: if the Ship is required only for Mails and Passengers and such voyages as need but a small quantity of fuel, she may be constructed on a model both sharp and light, and thus be capable of running more rapidly than if built to carry heavy and bulky loads. A Steam- ship for heavy loads may be compared to a draj horse, whilst one made specially for passengers and rapid transit may resemble a race horse, and like the latter the less weight carried the more speed will be made. clear of wood. Every thing indicated our approaching to the verge of a couutiy^ditferent from that we had passed over. On looking towards the sea coast, the scene was magnificent We digcoverei that, under the cover of the forest, we h id been uniformly ascending ever since we left the salt water at Random Bar, and then soon arrived at the summit of what we saw to be a great mountain ridge, that seems to serve as a barrier between the sea and the interior. The black dense forest throu, h which W8 had pilgrimaged presented a novel picture, appearing spotted with bright yellow marshes, and a few glassy lakes in its bosom, some of which we had passed close by without seeing them. In the westwar^.l. lo our inexpressible delight, the interior broke in sublimity before us. What a contrast, did this present to the conjectures entertained of Newfoundland ! The hitherto mysterious interior lay before us — a boundless scene — emerald surface — a vast basin. The eye strides again and again over a succession of northerly and southerly ranges of gieen plains marbled with woods and lakes of every form and extent. ■X- * * The great external features of the eastern portion of the main body of the Island are seen from these commanding heights. Overland communication between the bays of the east, north, and south coasts, it appears, might be easily established. The chief obstacles to overcome, as far as regards the mere way, seem to lie in crossing the mountain belt of twenty or forty miles wide on which we stood, in order to reach the open low interior. The nucleus of this belt is exhibited in the torm of a semi circular chain of insulated masses and round backed granitic hills generally lying N. E. and S. W. of each other in the rear of Bonavista, Trinity, Placentia, and Fortune Bays. To the southward of us in the direction of Piper's Hole in Placentia Bay, one of these conical hills, very conspicuous, I named •'Mount Clarence" in honor of His Royal Highness, who, when in the navy, had been in Placentia Bay. Our view extended more than 40 miles in all directions. No high land, it has been already observed, bounded the low interior in the west. September 11. — We descended into the bosom of the interior. The plains which shone s > brillantly are steppes or savannas, composed of fine black compact peat mould, formed by the growtii and decay of mosses. They are in the form of extensive, gently undulatiug beds, stretching north- ward and southward, with running waters and lakes skirted with woods lying between them. Their yellow green surraces are sometimes uninterrupted by either tree, shrub, rock or any irregularity, for more than ten miles. They are chequered every where upon the surface by deep beaten deer paths, and are in reality magnificent natural deer parks, adorned with wood and water. Our progress over the savannah country was attended with great labour and consequently slow, being at the rate of from five to seven miles a day to the westward, while the distance walked was equivalent to three or four times as much. Always inclining our course to the westward, we traversed in every direction, partly from choice in order to view and examine the countrj', and partly from the necessity to get round the extremities of lakes and woods, and to look for game for subsistence. We were nearly a month in passing over one savanna after another. In the interval there are several low granitic beds, stretchinc' as the savannas northerly and southerly," Narrative of a journey across the Island of Newjoundland, by W. E. Cormack. 14' 98 If these views are correct, it is clear that the speed of Ocean Steamships might be considerably increased when constructed for a special purpose. The distance between St. Johns, (Newfoundland) and Valentia is not much more than half the distance between Liverpool and New York ; and hence about half the quantity of Coal and Supplies would be required for the Passage, between the former points. It is quite obvious therefore that a Steamship constructed specially to run between St. Johns and Valentia, and for the purpose of carrying only Pavssengers and Mails, with such light Express matter as usually goes by passenger trains, would attain a much higher rate of speed than existing Ocean steamers. A rate of 16J miles per hour is thought to be quite possible: the distance between Valentine and St. Johns is 1640 miles. At this assumed rate therefore the Ocean passage might be accomplished in 100 hours. With regard to the speed on land, it appears from Hradshaw's Railway Gruide, that the Irish mails are regularly carried between London and Holyhead at the rate of 40 miles an hour including stoppages that the Irish Channel is crossed at the rate of 16 miles an hour, including the time required for transhipment at Holyhead and Kingstown, and that the mails reach Quecnstuwn some 16 hours after they leave Londen. Valentia is very little further from Dublin than Queenstown, and on the completion of a Railway to Valentia, there is nothing to prevent it being reached from London in the same time now occupied in carrying the mails to Queenstown. Galway has been mentioned :is a proper point to connect with Ocean Steamers, it is fully an hour nearer London th:in Vslentia, but probably three hours (in time) further from America. Although 40 miles an hour is a common rate of speed on the Railways in England, it is not usual to run so rapidly on this side of the Atlantic. On the leading passenger Routes in the United States, oO miles an hour including stoppages is attained, although a rate of 25 miles au hour is more commonly adopted. On lines frequently obstructed by snow drifts, it is not easy to maintain in Winter a rapid rate of transit, but in Summer with the rail track and rolling stock iu a fair condition of lepair, there is no dilliculty iu running at the rate of 30 miles an hour with passenger trains : and therefore this rate of t-pecd, may reasonably be assumed as that at which the avails might be carried overland, to various points hereafter referred to on this Continent. Having fixed upon a pra:cticable rate uf speed by land and water, the time necessary for the conveyance of the Mails from London to New York, by the projected route, may now be ascertained : From London to Valentia at present rate of speed in England 16 hours. " Valentia to St. Johns, 1640 miles at 16J miUs per hour 100 " " St. Johns to St Georges, 250 mile.s at 30 miles per hour 8^ " " St. Georges to Shippigan, 250 miles at 16* miles per hour.... 15J " *' Shippigan to New York, 906 miles at 30 miles per hour 31 =' Total 171 hours. It is thus apparent, that without assuming a rate of speed at all extraordinary, it would be possible to carry the Mails from Loudon to New York in 171 hours, or 7i days, by the route passing over Ireland, Newfoundland, and by the proposed Intercolonial Rail- way from Shippigan. In order to compare the route relerred to with existing lines, the results of the past year may now be presented. PASSAGES BETWEEN LIVERPOOL AND NEW YORK. Name of Steamship Ijiue, West' n Pas. East'n.Paa. Inman Line. — Average of 52 Kastirn and d. h. ra. d. h. m. 52 Western Passages 13 IJit 11 12 18.54 Shortest passages il 5 10 5 Cunard Liuf. — Average of 27 Kastern and 25 Western passages 11 12 46 10 11 42 Shortest passages 9 17 9 3 Mean. d. h. 13 7 10 17 11 9 10 99 Pas East'n Pass. Mean. m. d. h. m. d. h. 46 12 15 53 13 1 10 17 10 13 27 12 9 42 13 9 10 19 10 18 PASSAGES BETWEEN SOUTHAMPTON AND NEW YORK. Name of Steamship Line. West'n Hamburg Line. — Average of 23 Western d. h. and 25 Eastern passagas 13 1! Shortest passages 10 9 Bremen Line. — Average of 20 Eastern and 22 Western passages 14 8 27 Shortest passages 10 17 From the above it will be seen, that while the mean average of all the pas-sages, rr.ade between Liverpool or Southampton and New Ifork, ranges from 11 days up to 13 days 9 hours ; it is estimated that by Ireland, Newfoundland, and Shippigan the passage could be made in 7 days 3 hours, nearly four days less time than the lowest mean average, and two days less than the shortest of 246 passages, if not the vrry shortest passage ou record. These advantages alone are sufficient to attract the attention of business men, but the great recommendation of the Newfoundland route to most travellers, would be the shorten- ing of the Ocean passage proper, from ^64 hours (the average by the Cunard line) to 100 hours. The above comparison has been made because the greatest number, and perhaps the best, Ocean Steamship Lines run to New York. A similar comparison with the Bos- ton, Portland, and Quebec lines would show a result still more in favor of the Newfound- land route. The following table, giving the time required between London and various points in North America, will show at a glance the great advantage which would accrue to the people of both hemispheres by the establishment of the short Ocean passage Route. By this table it will be seen that the Mails from London, could ni)t only be carried to all parts of the British Provinces, and to all points in the Northern States, in a marvelously short space of time by the route herein projected, but that it is quite possible to deliver them on the shores of the Gulph of Mexico in nine da.ijs, — les.s time, in fact, than the shortest passages of the Cunard or of any other Steamers between Liverpool and New York. Time required to carry the Mails hy the Proposed Short Ocean Passage, and by the Liter- colonial Railway from Shippigan. From London to St. Johns, N. F 4 days " '' Shippigan 5 " • " " Halifax 6 '^ « " St. John, N. B 6 " " •' Quebec 6 " " " Montreal 6 '' " " Toronto : 7 " " '' Buffalo 7 " " " Detroit 7 " " " Chicago 7 " " '' Albany 7 " " " New York 7 " " " Boston 6 '' '^ " Portland 6 '" " " NewOrleans 9 " Having shown that by shortening the ocean passage across the Atlantic to a minimum, the time of transit between the great centres of business in Europe and America can be very greatly reduced ; so much so indeed that a reasonable hope may be entertained thnt the entire Mail matter pa,ssing between the two Continents, may eventu; ily be attraced to the new route, it may be well now to enquire what proportion of Passengers may be expected to travel over it. Before 1838 the only mode of crossing the Atlantic was by sailing ships : the passage commonly occupied from six to ten weeks, until the introduction of a superior class of ves- sels known as the American Liners; these fine ships made an average homeward passage of 24 days, and an average outward passage of 36 days. 20 hours 20 (( 5 a 4 n 10 a 16 (I 2 iC 6 u 8 (C 20 a a 3 i( 19 u 15 it u 100 The year 1838 saw the begining of a New Era in transatlantic communications. Two Steam vessels crossed from shore to shore ; one, " The Sirius" left Cork on April 4th, another <' The Great Western" left Bristol on April 8th, and they both arrived at New York on the same day, the 23rd of April; the average speed of the former w;is 161 miles per day, that of the latter 208 miles per day.* " The Great Western" continued to run from 1888 to 1844, making in all 84 pas- sages; she ran the outward trip in an average time of 15 J days, and the homeward trip in an average time of 13^ days. The Cunard Line commenced running in July 1840, with three steamers, " The Britanuia," "The Acadia," and "The Caledonia," under a contract with the British Government to make monthly passages. In 1846, under a new contract, the Cunard Company undertook to despatch a Mail Steamer once a fortnight from Liverpool to Halifax and Boston, and another Mail Steamer once a fortnight from Liverpool to New York. This service; has been maintained with amazing regularity and increasing efficiency to the present day. These were the pioneers oi a system of Ocean Steam Navigation which has already done so much to increase the intercourse between the two Continents. By reducing the length and uncertainty of the voyage as well as the inconveniences, in many cases the miseries, which passengers had previously to endure, a vast deal of good has been accom- plished. The number and tonnage of Steamships engaged in carrying passengers and goods between the British Islands and North America has of late years increased with wonderful rapidity. In 1864 no less than Icn nyular lines of Ocean Steamers were employed in run- ning eitlier to New York or to Ports north of that City in the United States or in Canada. Of these ten lines, two were weekly and eight fortnightly, equivalent in all to sis weekFy lines ; so that there were on an average six Steamships leaving each side weekly, or near- ly one every day. The total number of passengers carried by these various Stea.n lines during the past year was 135,317, and by far the largest number travtrilcd during the Summer months. It would not take a very large proportion of I'assL'iigors cro.ssing in any one year lO give emj)loymcnt to a ^/aiVy liitc u/' iiftumti-s on the .nhurt Ocean I'j.s.sage route from St. John to Valcntia or to Galway. A total number of 4U,(J0O caeh way would give 200 pas- sengers each trip, for seven mouths in the year. It is obvious then that there is already abundance ol Passenger traffic, if the purely passenger route under discussion, possesses sufficient attractions. I'o settle this point the advantages and disadvantages of the route must be iairly weighed. The obstructions ollered by floating ice during several months in the year, arc insuper- able while they last ; during this period Ualilux or smne equally good port, open in winter, will be available. The frequent transhipments from Ilailway to Steamship, and vice rcrsa, may be con- sidered by some an objection to the route ; for conveyance of Freight they certainly would be objectionable, but most pah.seugeis would probably consider the transhipments, agreea- ble changes, as they would relieve the tedium of the journey. With regard to the comparative safety of this route, it would seem as if the advantages were greatly in its favor. The portion of a voyage between New York and Liverpool, which seamen least fear, is that from Ireland to Newfoundland. It is well known that the most dangerous part of the whole voyage is along the American coast between New York and Capo llace, where thick logs so frequently prevail ; this coast line is about 1 ,000 miles in length and it has been the scene of the larger number of the disasters which have oocurrcd. No less than fourteen or tilteen Ocean Steamships have been lost ou this por- tion of the Atlantic Seaboard.'j" *Theseare not claimed to bo the very first Steamships that crossed the Atlantic, as, ia 1633, five years earlier, si Canadian vessel " The Rojal William" of 180 horsepower and 100 tons burthen, sailed Irom tiiicbec to Picloii, N. S., and Ihence to London. -|- 'Inc folluwini; i< a Lint nf Ocean Steamships lost 07i the Jlme,icnn Coast between Xcw York and Cape Race. t i.iiij not bo siricily co;rec., as it is compiled mainly from recollection : The Columbia on Seal Island, Nova Scotia. The Humbolt mouth of Halifax Harbour. 101 The route which favors iucreased security from sea-risks, and which is the shortest in point of time, must eventually become the cheapest and ia consequence the most fre- quented. If then the route proposed across Newfoundland and Ireland avoids many of the dangers of existing routes and reduces the Ocean passage proper to 100 hours, would not the current of travel naturally seek this route in preference to others, especially when time would be saved thereby ? If, as it has been shewn, this route would reduce the time between London and New York some three or four days, and bring Toronto one third nearer Liverpool (in time) than New York is now; if it would give the merchant ia Chicago his English letters four or five days earlier than he has ever yet received them; if it be possible by this proposed route to lift the Mails in London and lay them down in New Orleans in less time than they have ever yet reached New York, then it surely possesses advantages which mast eventually establish it, not simply as an Inter-Colonial, but rather as an Inter-Continental line of communication. These are purely commercial considerations, and however important they may be as such, the Statesman will readily perceive, in the project, advantages of another kind. Ifc may be of some consequence to extend to Newfoundland, as well as to the other Provinces of British America, the benefits of rapid inter-communication. It will probably accord with Imperial policy to foster the Shipping of the Gulf and to encourage the building up of such a Fleet of swift Steamers as a Daily Line across the Ocean would require. It must surely be important to the Empire, to secure in perpetuity the control of the great High- way between the two Continents. It must be equally her policy to dev.lope the resources and promote the prosperity of these Colonies — and to bind mora closely, by ties of mutual benefit, the friendly relationship which happily exists between the people on both sides of the Atlantic. , The Chart which accompanies this will show, the important geographical position, which the Briiish Islands and the British Provinces occupy, in relation to the shortest line of communication across the Ocean, between Europe and America. The City of Philadelphia Cape Race. The Franklin Long Island, New York, The Indian near Canso, Nova Scotia. The Argo near Cape Race. The Hungarian Cape Sable, Nova Scotia. The Connaught Bav of Fundy. The Caledonia Cajje Cod. The Anglo Saxon Cape Ra'e. The Norwegian St. Paul's Islnnd, Atlantic si le. The Bohemian , Cape El zabeth, Portland Harbour. The Georgia Sable Island. The Pactolua Bay of Fundy. And another on Ragged Island, Nova Scotia, the name of which is not at present remembered by the writer. 15 t « U. C. BERKELEY LIBRARIES CDs^a^aD5'=^ RETURN LOAN PERIOD 1 HOME USE CIRCULATION DEPARTMENT Main Library • 198 IVlain Stacks ALL BOOKS MAY BE RECALLED AFTER 7 DAYS. Renewls and Recharges may be made 4 days prior to the due date. Books may be Renewed by calling 642-3405. DUE AS STAMPED BELOW JUN C 1998 FORM NO. DD6 UNIVERSITY OF CALIFORNIA, BERKELEY BERKELEY, CA 94720-6000