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!,-. ■ ■ , . ;• «.i 'I

3 .■

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'^■\

CORRESPONDENCE

RELATING TO

.^^

m mmrn railway

, Hi

FROM

\^^

HALIFAX TO QUEBEC.

.• ^■:

\i !;.-V

FB£D£RIGTONr

'i9. NMNOir, rMRTm TO TBS ^OUIl'a MOIT IXCItUlIT MAiMTT.

1852.

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>-*i ;i .■ it,-^.A

ife-

^^'vvi'

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A^.l^'J

sn»»

CCIRESPONDENCE

RELATING TO

H^^4^'

THE PROJECTED RAILWAY FROM
HALIFAX TO QUEBEC. ,>

V,' i

Copy of a Despatch from Earl Grey to Lieutenant Governor Sir

Edmund Head, Bart.

Downing Street, lOM ^pril, 1849.
Sir, — 1 have to acknowledge the receipt of your Despatch No. 1 ,
of thH 1st of January last, containing observations by Mr. Wilkin-
son, of Fredericton, on the joint Report of Major Robinson and
Captain Henderson, on the proposed trunk line of Railway from
Halifax to Quebec.

Having judged it proper to furnish Major Robinson with a copy
of your Despatch and of its enclosurr . I now transmit for your
information the copy of a letter which I have received from thai
gentleman, enclosing his reply to Mr. Wilkinson's observati(mSk

I am, &c.
(Signed) GREY.

Sir Edmnnd Head, Bart., &c. &e. &e. 1

Enclosure in No. 2. ^

Portsmouth, 30th March, 1849.

Sir, — In reference to your letter of the 10th February last,
transmitting to me, by direction of Earl Grey, the copy of a
Despatch from the Lieutenant Governor of New Brunswick, and
containing a copy of certain observations which have been made
by Mr. Wilkinson upon the joint Report of myself and Captain
Henderson, on the proposed trunk line of Railway from Halifax to
Quebec, and acquainting me that his Lordship would be happy to
receive any remarks which I might wish to offer on the subiect, I
have the honor in reply to submit through you, for his Lordship's
consideration, the accompanying observations which T have made
in reply to those of Mr. Wilkinson.

I beg leave at the same time to state, that these would have
been forwarded to you at an earlier period, but for many interrup-
tions which have arisen from my own present professional duties.

I have, Sec.
(Signed) Wm. Robinson, ^

Capt. Royal Engineers, Brevet Major.
Hemwn Merivale, Baqaire, &e. &e. &e.

A''\\

III

)/;>H/

Reply to tlie observationH made by Mr. Wilkinson, of Fredericton,
upon Major Robinson's Report on the proposed Trunk Line of
Railway from Halifax to Quebec. , ,j ,

Sir,

^. . Portsmouth, 30M March, 1849.
■Mr. Wilkinson was one of the civil surveyors employed

on the exploration Railway Survey in British North America, and
was engaged on that duty from the lUth of June to the 31 st of
December 1847.

The portion of country for which his services were required, and
to which his attention was directed, was the difTicult and hilly
(if not to say mountainous) portion lying between the upper part
of the Restigouche River and the Saint Lawrence, near to where
the latter receives the waters of the Trois Pistolles River. The
object he had to accomplish was to find a practicable line through
this country for about 70 miles, and by so doing, to complete the
exploration of a central and direct route through New Brunswick
to the Saint Lawrence.

The account of this exploratin is given in his Report, which
forms Appendix No 3 to the General Report.

It was entirely unsuccessful. The difficulties of the ground
tried by him were too great to be surmounted.

!n the opinion expressed by the Lieutenant Governor of New
Brunswick of Mr. Wilkinson's great experience in surveying, and
that he possesses considerable knowledge of that country I most
willingly concur.

But as it aJQTects the question now between us, viz. the relative
merits of two lines for a Railway, 1 beg leave to express a doubt
whether Mr. Wilkinson has had any experience as a civil engineer,
or has had sufficient opportunity of acquiring such a practical
knowledge of Railways, as to give any unusual weight to the
observations he has offered upon my Report.

! make this preliminary remark, because it will be seen from
what follows, that we di£fer, at the first starting, upon one of the
most essential attributes of Railways, viz. easy grades.

In gaining the head waters of the Green River, Mr. Wilkinson
encountered in his progress from the Saint Lawrence a narrow
valley of four miles in length, decreasing in width until at its ter-
mination it was merely a ravine. A section of it was made with
a theodolite and the levels taken.

Viewing it in a favourable light, that is, supposing the line could
have been made in one slope, from its commencement to its termi-
nation, there must have been a grade of about 1 in 49, or a rise of
I07i feet per mile for four miles, and involving heaving cuttings
and embankments.

ericton,
Line of

1849.

inployed
rioa, and
e 31 St of

red, and
and hilly
pper part

to where
er. The
e through
iplete the
runsmck

9rt, which

le ground

or of New
eying, and
try 1 most

he relative
;s8 a doubt

I engineer,
% practical
;ht to the

seen from
one of the

Wilkinson
;e a narrow

II at its ter-
made with

e line could

;o its termi-

or a rise of

Dg cuttings

Speaking of this pa^'-t, over which I passed myself and examined
it carefully, Mr. Wilkinson thus reports : —

** But upon examination of the last four miles the rale of ascent
proved to be much more objectionable.

" The result, however, of a series of elevations and depressions
taken by your direction over this portion of the route, and which
at leisure moments have been somewhat hurriedly computed, do
not warrant me in saying that the rate of inclination of the four
miles in quesiion is more than objectionable.

" Its practicability is, I believe, proved by at least two examples
of mucli steeper inclined planes, daily ascended by locomotive
power with both passengers and freight. 1 refer to the Lickey
inclined plane of 1 in 37 on the Birmingham and Gloucester Rail-
way, and another of 1 in 31, which 1 understand to exiiit on tiie
Hartlepool and Stockton." -i ^

These heavy grades on the English Railways quoted are but for
very short distances, and not to be compared to the long one met
on this part of the exploration, and even as short as tliey are they
are most objectionable.

The effect of heavy grades upon a line is to increase greatly the
expense of working. As the ascent increases, tiie power of an
engine to draw freight diminishes rapidly, whilst, at the same time,
the strain upon tiie rails is most detrimental to the durability of
the road.

An engine which could draw a load of freight up a moderate
grade of 30 feet per mile of 144 tons, would, on an incline of 1 in
49, draw only 36 tons- As a remunerative line, so far as it
depends upon the heavy freight to be expected between Quebec
and Halifax, it will depend greatly upon the expenses of working
it, and these depend most materially upon the nature of the
gradients.

Mr. Wilkinson speaks of a long grade of four miles, rising I in
49, as being nothing more than " objectionable."

I consider it as being next to impracticable ; and as it is most
probable there would be others of a similar nature, in descending
on the opposite side, in connection with other heavy grades, though
not so great, I should condemn such a line and look for another.

Mr. Wilkinson and myself have therefore i.idely different views
as to one of the qualities of a good Railway.

The shortest line between two points may not be the best.

A circuit with easy grades is far superior to a shorter route with
heavy ones.

I now proceed to consider the observations which Mr. Wilkinson
has deemed it his duty to make upon my Report.

^^nLTi .iir---

f '

f/.

The purport of the first portion of his objections I take to be as
follows: —

1. That the Report is too peremptory in the recommendation of
the Eastern or Bay Clialenrs line.

2. Equally too peremptory in the condemnation of any more
direct or central route.

3. That he has looked in vain for reasons of adequate force and
validity to concur in that opinion. And,

4. That he is of opinion that sufficient efforts have not been
made, and that consequently more explorations and surveys are
desirable, either to improve upon the central route through New
Brunswick, together with, if possible, a continuation of it to the
Saint Lawrence.

These objections I shall endeavour to answer by stating what has
been done on the central line.

Mr. Wilkinson, having joined the exploration survey in the
second year of its labours, and having been exclusively employed
upon the portion of it alloted tu him, may be presumed to be
ignorant of much or all that had been done in the previous season.

The reports and proceedings of the surveyors were not submitted
to him, and it is not probable that he has ever seen the plans and
sections of that year's explorations, which were sent home with a
preliminary Report by Captain Henderson.

These plans and sections related principally to the central por-
tion of New Brunswick, to which the energies c' Captain Pipoii
and his parties were that season chiefly devoted.

Mr. Wilkinson has not, therefore, had the same facilities or data
for forming an opinion of that difficult country as the officers
employed have had.

It may be otherwise, but I do not think that he has himself ever
been in or seen that part of New Brunswick, and mere inspections
of the published maps are not calculated to give a practical know-
ledge of it.

In the first season, this country was traversed by our parties,
not only in the direction of the line, but an expedition under Mr.
Grant, a surveyor and draftsman also, of great experience, and of
the Crown Land Office at Fredericton, (to whose valuable exer-
tions and zeal, even to the risk of his 'life, the service is deeply
indebted), was sent up the Tobique Valley for the express purpose
of examining that long mountainous ridge which continues from
the mouth of the Tobique River until it joins on to the highest moun-
tains in the centre of New Brunswick, the object being expressly
to find the lowest and most favourable point at which they could
be passed.

Mr. Grant took with him Indians, as guides, from the village at
the mouth of the river ; persons to whom the whole district was
known, forming part of their hunting grounds.

i ^

Tt should be mentioned that Mr. Grant did not confine himself
to boating up and down the different streams, but ascended the
highest ground he could find, and took views of the surrounding
country.

The result of this expedition was that in the ensuing season the
surveying and exploring party succeeded in finding a practicable
route across the Tobique Valley, and on to the Restigouche River.

Whilst Mr. Grant was thus engaged on the western side of the
central group of mountains in New Brunswick, Captain Hender-
son was on the eastern side, and ascending high ground, also was
able to obtain a good knowledge of the nature of that part of the
country.

These gentlemen have therefore had the advantage of having
seen and been engaged in the country of which they make mention
in their Reports. From Mi . Grant's, which has not been published,
I make the following extracts: —

" From the surveys and explorations made in the Tobique dis-
trict, 1 have the honor to lay before you the following Reports of
the prospects afforded of finding a practicable line through that
difficult section of country.

*' In carrying out the project of a Railway from Halifax to
Quebec, I had, by a careful examination of several maps of the
intervening country, from the shed of the waters, combined with
such local information as I could bring to bear on the subject, cor-
rectly anticipated that one of the great difficulties would be the
passing an unbroken range of high lands extending from the
River Saint John, below Tobique mouth, to the northeast, lying
between the head waters of tributaries to the Rivers Miramiohi and
Tobique, and connected with Blue Mountain, and the mountainous
district of Restigouche.

** As this bar extends completely across the face of the country,
it of course follows that one of the most important preliminary
steps is that of ascertain ing the lowest points of transit across it,
as the one easiest of access from both directions must become a
fixed point, and to a greater or less extent influence both the direc-
tion and gradients of the line on either side of it.

** On my arrival at the Blue Mountain, I ascended to one of its
summits, and had a most extensive view of the surrounding coun-
try, of which I made a complete panoramic sketch, with compass
bearings, to such of the principal elevations as were known to the
Indian who accompanied me.

" A continuous range, as already stated, extend from the moun-
taiuous district in the vicinity of Nictor Lake, and the head

Quarters of the Tobique, and' separating the tributaries of the
tivers Miramichi and Tobique, until it connects (some distance
below the Red Rapids) with the great mass of high lands extending
upwards from the River Saint John."

/;'

'T'

8aV8

Speak inf^ of the opposite side of the Toblnue Valley, Mr. Grunt
tV8 :-," To the north and west of the highlands at tlje head of
Tfiree Brooks, and as far, I presume, as the highlands near the
Saint Lawrence, there is a table land about iOO feet above the bed
of the Tobiqne. Viewed from an elevated position, this section of
country has tlie appcnrnnce of a widely extended plain ; but on
examination is found to br cut up (wherever there are water-
courses) with deep ra^ inet, of from about 100 to 300 feet, and
which are likely to create a very heavy expense in bridging and
viaducts."

To cross the Tobiqne River at the desired point, a very heavy
bridge and viaduct are reported necessary, as the height of the
bank on one side is mucl; higlier than tliat of the other.

It will be observed that Mr. Grant speaks of this ridge of high-
land on the south side of the Tobiqne River as being continuous
and unbroken, extending as a bar completely across the face of
the country.

An assistant surveyor, who was employed for two seasons on
this part of the central line, speaks of these hills as being ** high,
and extending in an unbroken chain from 30 or 40 miles, increas-
ing in height until they meet the Tobique Blue Mountains, said to
be more than 2000 feet above the sea."

From the point on the ridge where the line passes, to the bed of
the Tobique River, the levels were taken instrumentally and
barometrically.

From the results so obtained, which were found to agree very
closely, the summit level of 1,216 feet was obtained. ; '.

It is of course within the limits of possibility, that there may
exist some gap in this chain bv which it could be passed at a
somewhat lower level, but it is highly improbable that there should
be, and that it should have been unknown to the Indians, and
undiscovered by our exploring parties.

In the country, more to the westward, and nearer to the Saint
John River, a line for a mail route had been explored between
Fredericton and the Grand Falls some years before, but the ground
was found very unfavourable, even for a common road, and it was
never carried out.

Previous to our parties commencing their operations in the
country, there had been officers ejfploring throngn it for the pur-
pose of making a great military road from the River du Loup, on
the Saint Lawrence, through New Brunswick, as far as the Bend
of Petitoodiac.

Their Plans and Reports were sent to ns, and we had the benefit
of their experience.

They m t with altnost insormonntable difficolties in the centre
of New Biunswick. - -v-^-

The Commanding Royal Engineer in Canada, in his Report on
thiHline, dated 20th March 1815, writes thus .'—Paragraph J8,
" From the I '{7th mile, wh»'u the Hurveyed lino goes Hontlieasfc to
the Tobimie River" (but that line, and along the Odell River, was
found dimcult and indifferent for settlcnient.) Paragraph ^9,
•• The chained line follows the Odell to the Forks, and afterwards
deviated to the northeast, so that the actual line of road may be
somewhat shorter " Paragraph 20, " This part of the road, how-
ever, from the 137th mile (going southerly) to the 189th mile,
shown by the dotted line, will require further examination, it
having been found impracticable during the working season of last
year." i'

This was for a distance of fifty two miLs that so much difTi-
culty was found for a common high rotul.

The Commanding Engineer afterwards reported his opinion that
it could be passed with grades of 1 in 15. • • *

To have tried more to the eastward would have been increasing
the altitude above the sea, and becoming more involved in the
heart of the mountains.

It is rather remarkable, and may not be considered irrelevant to
the subject, to state here that there were parties in the country
then who objected to the line for the military road passing centrally
tlirough New Brunswick.

In paragraph 32 of the Report quoted, the Commanding Engi-
neer says, " It is of course to be expected that the formation of
any new line of road must be displeasing to such persons as may
be established in other parts, and may conceive their pnrticular in-
terests to be injuriously affected by it. While this road was being
surveyed, objections were made to the course of the explorations.

The parties objecting were in favour of going round by tlie
Metis and Kempt road.

Mr. Wilkinson observes, " That an exploration by t'le way of
the right hand bank of the Tobique, towards Boiestovt , was sug-
gested at the commencement of the season of 1847."

'* It might not have been successful, but it offered the greatest
probability of success. It is obvious at least that the suggestion
could proceed only from the anticipated failure of the route adopted.
The proposal is adverted to in the Appendix No. 3, at p. 49, 50,
of the Report, but not adverted to in the Report itself."

A proposition was made to me by Mr. Wilkinson, in a letter
which I received from him, dated the 6th of August 1847, that he
himself, with a party, should ascend the Tobique River, and explore
from thence, southeily, as far as the main Miramichi River, a dis-
tance of some fifty to sixty miles. But as at the time this propo-
sition was made two months of the working season had passed, and
Mr. Wilkinson had not completed one half of the task allotted to
him, it was not noticed. 2 _

i
I

More especially too as at the same time, or soon after, good
accounts were re -^ived from the party upon whose ground he pro-
posed to intrude, and who, instead of failure, as anticipated by him,
iiucoeeded in carrying out a practicable line right through to the
Reatigouche River. The failure proved on his own ground, and
the winter found him still embarrrassed in the high lands at the
head of the Green River.

Large parties were thus employed at great expense for two
seasons on this central and direct line through New Brunswick.

Year after year explorations might be continued to be made, and
great expenses incurred, in the hope of finding a better line, or
improving upon the one last found, and parties interested would
still say that every effort had not been exhausted.

Judging from the results of our own labours, from those of others,
and the natural diffir^ulties of the country as described, I do not
think any further exploration would be attended with any marked
difference of success ; and that in point of easy gradients, and in
every other point, save the one of distance, the eastern, or Bay
Chaleurs rout, would still command a preference over the central
one through New Brunswick to the Saint Lawrence.

Proceeding next to consider the observations made by Mr.
Wilkinson upon that part of the country lying south of the
Miramichi, and between it and the Shediac River, I find that in
this case his doubts and criticisms have been called forth in con-
sequence of my not giving a sufficiently peremptory opinion, and
expressing a belief merely that it would prove, with the exception
of the banks of the Saint Lawrence, one of the easiest portions of
the line.

I shall endeavour to answer this part, as 1 did in the first
instance, by referring to what was done, and by quoting extracts
from the reports of the surveyors who had the conduct of the ex-
ploration.

In my General Report I described that this portion of country
was the last explored, because it was of the most importance to
try those portions first where the greatest difficulties were to be
expected.

The country in question is well known to be the most level in
New Brunswick. ^'r)i

One author (Dr. Gesner, page 186), in speaking of it, says,
" The whole country is remarkably level, and upon an average its
elevation above the sea will not exceed 20 feet." Another (Mr.
Perley), in his description of the Counties of New Brunswick,
says, page 12, " There is scarcely a single hill of any magnitude
in the whole of this County (of Kent), and the land, especially on
the Gulf shore, is very low and level. It suay be described m the
most level County in the Province." (w, «■

r, good
be pro-
by him.
11 to the
nd, and
a at tho

for two
iwick.
ade, and
line, or
d would

)f others,
1 do not
r marked
ts, and in
I, or Bay
le central

; by Mr.
th of the
nd that in
th in con-
inion, and
exception
portions of

the first
g extracts
of the ex-

of country
)ortance to
were to be

lost level in

of it, says,
average its
nother (Mr.
Brunswick,
magnitude
•specially on
:ribed as the

Captain Henderson and myself both passed through it, and
traversed it from south to north, and found it to be extremely level
and favourable.

But as our route was more to the eastward than it was desirable
the line of railway should take, it was determined to send in ex-
ploring parties.

And it was tested in the severest way, that any country could
be tried, by cutting straight lines across it, through the heart of
the country. The sections of the hues thus cut and levelled are
given in the book of plans.

Our object was not to locate the exact line, but to ascertain that
there was nothing impracticable in the way, and to ascertain the
general nature of the featuret« of ths country.

Two parties were employed under competent surveyors.
r They commenced at the same point, nearly a central one, on
the Richibucto River; (one party cut northwesterly and the other
southeasterly, taking the levels over both lines barometrically. ^ *

No obstacles were encountered but what could have been
avoided, and the surveyor's report is most favourable.

1 make the following extracts from the report of Mr. Layton,
dated Richibucto, 19th October 1847:—

" The point selected as the most convenient for commencement
was on the Harley Road, at about 6i miles from Taylor's, on the
Richibucto. Corporal Forbes, taking a direction bearing by the
magnet north 39 degrees west 10 J miles ; theiice northerly 25
degrees west 91 miles to the line between the Counties of North-
umberland and Kent, crossing the old Indian portage about half a
mile to the westward of the Richibucto (as will be seen upon
reference to the pl»n accompanying the report), and crossing the
river at a distance of 7) miles from the Harley Road, which will
be in a direct line about 15 miles above the head of the tide, also
crossing the head of the south branch of the Kouchibouguasis and
two other small streams running into it ; and also crossing two
small streams which empty themselves into the Miramichi.

*' The whole extent of this line presents nearly an even surface,
with the exception of two slight dips, one at the crossing of the
Richibucto, and the other at the crossing of the south branch of the
Kouchibouguasis.

'* 1 took a direction bearing by the magnet south 37 degrees
east, from the starting point at the Harley Road, which would,
pass about a mile to the eastward of Irish Town settlement. ^^

** The country lirom the Harley Road to the Buotouche, a dis-
tance of 17i raiies» presents generally ph even surface with the
exception of a few slight dips at the crossings of the different
streams, which are. laid doi;rn upon the plan.

■-I*:

"At the Biictouche the land rises generally on either side to the
height of about 50 feet, but there are places where the same height
of land comes boldly out on both sides, keeping the same platform.
Between the Buctouche and the Cockburn Road, a distance of 7i
miles, the country presei/s nearly an even surface, with the
exception of a slight dip at the crossing of the north branch of the
Cocagne.

'*At the Main Cocagne there will also be a dip of about 50 or
60 feet, as at the Buctouche. On this line there is a large
quantity of very excellent land for settlement, and passing in its
whole length through unlocated Crown lands. The same descrip-
tion will answer for the country between the Cockburn Road and
Shediac River, passing below Irish Town settlement."

The result of these explaiiations and Mr. Laytoa's report prove
this line to be practicable and favourable, perhaps only to be
exceeded by the plateaus and terraces along the Saint Lawrence.

In the first season a section of the line was made from the Bend
of the Petitcodiac to Boiestown.

Comparing one section witli the other, which is the most decisive
way of testing the merits of any two lines, the eastern one has the
advantage over the other. It will be seen, therefore, from what
has been done on this line, that it is not put forward upon the
borrowed merits of the central line, but stands upon its own.

" By inspection of the map," Mr. Wilkinson says, " It will be
seen that there will be, at fewest, about eight principal summits or
water-sheds to cross at right angles, by this portion of the circuitous
line, and that at every interval the level of the tide must be quite
or nearly regained.

How any mere map could have supplied such information, I
am at a loss to conceive. The country of New Brunswick has not
been surveyed on any systematic plan ; and the maps published of
it, are only general outlines of its coasts and rivers. The latter,
for the most part sketched in.

Against Mr. Wilkinson's inspections of the map, and the
imaginary summit-levels which he has derived from them, with
the obligation to descend everywhere to the tide-levels, I place the
explorations and report of Mr. Layton, who had the advantage
over Mr. Wilkinson of going personally over and surveying the
ground in question.

The adding together ell the small summit-levels to make an
amount equal to that passed over by the central line, is more
ingenious than scientific ; but it would have been fairer if, at the
same time, to the latter had been added the rises and falls occar-
ring before that summit-level is reached, and those which occur
after.

Mr. Wilkinson, in contending for his central line, can foretee no

TTT

impracticability in getting through or over two ranges of high-
lands : and to do so does not object to some of the heaviest 'grades
known in railway practice ; but foresees alarming cuttings and
embankments through the most level district in New Brunswick.

As our lines run, and the surveys were only exploratory, it is
impossible to gay vrhat these latter will be with accuracy ; but
there is no fear that they will be anything great or extraordinary.

The next question which Mr. Wilkinson enters upon is a
military one, and he puts the following case : — "Assume that the
United Kingdom were destitute of a railway, and that it was pro-
posed to construct one for the security of military conmiunicution
and commercial traffic, would it be recommended that it should
follow the immediate coasts of the island, or that it should, as
much as possible, run centrally through from north to south, with
branches to either coast ?"

To this I have no hesitation in saying that the one following
the coast is perfect everywhere as a means of defence against an
invading force ; and that the one with branches is imperfect at
every point intermediate to where they terminate.

To be equivalent to the other, the branches must be multiplied
ad in/initum, for between any two points on the coast the defence
is imperfect.

A line of railway following along a coast anywhere, would afford
additional facilities for its defence. In so much, then, as this
affects the question of the two lines, it is another advantage in
favour of the eastern or Bay Chaleurs line.

The Gulf and River Saint Lawrence may become the highway
of all nations ; but if it should, nature and the climate will block
it up for six months of the year ; when the railway will have
undisputed possession of the field of communication for the other
six. If the line be laid out with care and judgment, it may be
made to pass at such moderate distance from the shore, that without
being exposed to any danger from cruizers at sea, it will afford the
best and readiest means of defence against any attack which they
might make upon the settlements.

The central line, without assisting these, and deriving a revenue
therefrom, would, from near the Bend of Petitcodia?, enter upon
the great wilderness forest of New Brunswick, and not emerge
until after a course of about 300 miles upon the banks of the Saint
Lawrence. Thus, as it were, turning its back upon and depriving
numerous existing settlements of all advantage to be derived from
it ; without, at the same time, giving any one advantage to any
other portion of the country, save and except to diminish, by a few
miles, the distance at which it should pass from Fredericton.

Mr. Wilkinson next enters upon the subject of probable revenue
from freight transmitted between Quebec and Halifax.

To aid liinj in depreciating the advantages of this line, he hag
called in two additional railways which may or may not at some
remote period be made, viz. fiom Saint Andrews to Quebec, and
from Saint John to Quebec.

To neither of these two lines could the Imperial Government
give its support in preference to that from Halifax ; and without
such aid, 1 do not believe that either the one or the other will ever
be completed.

The progress of the railway from Montreal to Portland, which
is the great commercial rival of the Halifax and Quebec 'ine for
the trade of Western Canada and the Far West of the United
States, is advancing so slowly that it is impossible to say when It
will ever be completed.

By the last accounts, 30 miles only out of 120, or one-fourth, on
the Canadian side, was completed, and their funds were exhausted.

But little more was done on the Portland side, and they were
also in want of fresh funds.

Looking to the list of imported and exported articles from the
Canadas to England, and vice versa, there are but few whose bulk
and weight, in proportion to their value, are so great as to forbid
tlie prospect of their passing by railway.

The great items exported from Canada are ashes, salted beef,
wheat, flour, fish, oil, salted pork, furs of every description, timber
unhewn and in scantling, deals and battens, and staves.

The timber in scantling I consider will come by sea, as at
present.

Deals and battens will depend upon the rates at which the rail-
way can be worked. If the cost of transportation be low, there
will be certain advantages offered by the railway, which may give
it the preference. These are, ready and instant transmission wiien
the article is ready, diminished rate of insurance, and diminished
freight from Halifax.

A ton weight of the other articles will be of such pecuniary
value, that these advantages will leave a good margin towards
paying their transit by railway.

A still wider margin will be left for the articles imported into
Canada. They are all, or necrly so, the manufactured articles of
the mother country, such as apparel, haberdashery, arms anJ
ammunition, books, brass and copper work, upholstery, cotton,
linen, woollen and silk manufactures, hardwftrd and cutlery, glass,
china, plate and plated ware, saddlery and harness, &c.

Of which, whether by ton* weight or measurement, the' value
must be so great as to allow a good sum to pay railway carriage
when it is considered that the difference of insurance between the
two ports of Halifax and Quebec is, at some times of the year, as
much as il8> per cent.

The value of this inimense trade (exports and imports together)
cannot be estimuted at less than 5,500,000 sterling per annum.

For which the railway will have no competition by sea for six
months of tlie year.

Instead, therefore, of there being a faint prospect, I think there
is a good prospect of revenue arising from freight by the railway.

There are also some further advantages to be gained by it,
which will be adverted to afterwards.

One essential point to be considered as an element of success in
competing with its rivals is, the ccst of transportation.

On this side of the Atlantic, railways successfully compete with
canals and transit by sea. There is no reason why it should not
be the same on the other side.

The Halifax and Quebec line, passing over a country abounding
in fuel, will have a great advantage in tiiat respect over other
railways.

In 111} Drt I estimated the cost of transportation from Halifax
to Quebec, at lis. per ton, and gave the details showing how it
was derived. It was founded upon the best authority, viz., the
evidence given before the Gauge Commissioners, and the docu-
ment attached to the Report, Appendix No. 7.

I have as yet seen no reason to increase that estimate.

I make the following extracts from a report by Colonel Simpson,
the Commissioner appointed by Canada to make statistical
inquiries for the Quebec and Halifax Railway. It is dated 13th
May 1847, and is addressed to the Governor General of Canada,
page 2: — " In the meantime, whilst collecting the general statis-
tics of all railroads upon which authentic details vrere attainable, I
have particularly directed my attention to the important question
of the cost of motive power.

" The amount of profit in a railroad will be found to be a result-
ing sum, from the amount of capital absorbed, the degree of motive
power acquired, and the extent of the traflRc. Mr. Joseph Pease,
Chairman of the Stocton and Darlington Railroad, in England,
recently stated to a Committee of the Hous*? of Commons, upon the
subject of motive power, that in the transportation of coal upon the
W' nosed London and York Railroad, one farthing per ton per mile
would be found ample to cover all transportation expenses, inclnd-
ing 5 per cent, interest on the capital employed in the moveable
stock, and the proportion of the maintenance of way belonging to
this branch of the traffic. At this rate the transportation of a ton
of mineral ore, or eleven barrels of flour, would be 1 2s. 6d. sterling
between Quebec and Halifax;."

Page 3, from data furnished by the Philadelphia and Reading
Railroad, Colonel Simpson calculates it at 2 dollars 71 cents per
ton between Quebec and Halifax, or lis. 4d. per ton for 600 miles.

€

Pages 8 and 9 : — *' Tluit I may not mislead as to the import-
ance of favourable gradients to the success of an enterprise
demanding such an outlay, I beg to show the items of cost of
transport on other railways, where the gradients are less favour-
able, &c.

" Contrasting with tlie statement of Mr. Pease, the Baltimore
and Ohio, and the Philadelphia roads, it will be seen that, from
the difference of level, the one carried, on an average, during the
year 1815, 205 tons; whilst the other attained only 31 J tons."

Mr. Wilkinson has drawn up a table of freij^nts for three sup-
posed railways, and has assumed us a basis, that the price charged
for freight per ton per mil:- on the Western Railway in Massa-
chusetts, is the lowest remunerative rate at which goods can be
carried ; and having made his calculations by the mileage, draws
the conclusion that as my estimated cost is only one seventh part
of the rate charged by that railway, a mistake or oversight has
been made in the estimate, which destroys the speculations founded
upon it, as far as heavy freight is concerned.

This is very summary, but the question is not so easily disposed of.

Mr. Wilkinson should first have proved that the esitimate of cost
of transport was wrong, and that doubling that amount was not
sufficient to produce a profit to the railway, lis. was the cost of
motive power, but 22s. was the charge calculated upon per ton.
In the 1 Is. estimated was embraced, as will be seen by Appendix,
No. 7, 1st. Enginemen, firemen, brakesmen; 2nd. Fuel: 3rd.
Repairs of engines and tenders ; 4th. Oil and cotton waste ; 5th.
Interest on cost of engines; 6th. Conductors; 7th. Repairs of
railroad chargeable to locomotive and tender, and for deterioration
of iron.

But little, therefore, if anything, was omitted from the cost of
motive power.

The question then is, whether if lis. be the cost, 22s. is suflR-
cient to pay superintendence, repairs, and interest of capital.

If a railway has been expensively built, and has large dividends
to pay, if its gradients be bad, as we have seen they can be, so
that one line can carry nearly per train ten times as much as the
other, then the charges upon the heavily graded and expensive line
must be increased proportionally to insure any profit, and the rate
per mile must also be higher on a short line than upon a long one.

Now such a line is the one which Mr. Wilkinson has assumed
for his remunerative rate of 1 Id. per ton per mile. The Western
Railway passes over the highest summit level (upwards if 14'^0
feet), and to do so has some of the heaviest gradients in the States.
Its capacity for running large trainsof freight is greatly diminished
thereby.

But the charge of I Id. per mile by this railway does not apply
to large quantities.

Articles for which the above rate is charged are entitled to a
discount of 20 per cent., if previous notice be given that there will
be the qnantitv of 6000 lbs., or not quite three tons.

One-fifth, therefore, off 1 id. per ton per mile is considered a
remunerative rate by that railway. i

But it is quantity that nas the greatest influence in fixing the
rates of charge, and is the great element of profit to a railway.

During the demand for provisions of all kinds in this country in
the winter of 1846, at a time too when the River Hudson was
closed, and gave them a monopoly of the traffic from Albany to
to the sea, this railway carried (if my information be correct, and
I have no reason to doubt that it is, but it is not so direct as I
could wish), flour from Albany to Boston, a distance of 200 miles,
for Is. 3d. sterling per barrel, which is equivalent to three-fourths
of a penny per ton per mile, or only one-half of the rate assumed
in the table by Mr. Wilkinson. • * 1 1" • ri'}.

This reduction in charge was no doubt due to the quantity. i

But the length of a line has also an effect.

The establishment at the termini of a railway, for the loading
and delivery of the goods, and the superintendence or management,
must be pretty nearly the same for a line of 200 miles as for one
of 635. A long line, therefore, can afford to charge a lower rate
per mile for its through-traffic, and yet will have sufficient profit
to pay its expenses and interest.

That this view of the case is borne out in practice the following
table, compiled from ** Doggett's Railroads in the United States,"
for 1847, will show. ; t ,ti«n

I take the Massachusetts railways as I have before taken them
for costs of construction.

The freight-rates are on coal, iron, manure, lumber, corn, grain,
sugar, salt, butter, groceries, &c., which generally are on these
lines charged under one class, that of heavy goods : —

'viis^&Vi

NAME OP RAILWAY.

0.3:3

^ 5S

Equivalent

in Sterling

per ton

per Mile.

Annual ,
Dividend
iul847

Naihua and Lowell

PiUfield and Adami

Boston and Lowell .. .. ..

Connecticut Biver

Old Colony

Botton and Providence

Botton and Worcester

Fitebburgh

Fall River, 42 miles onljr, but is a part of a line of
New Bedford and Taunton, 20 miles, but is part of

a Hneof

Norwich and Worcester

Boston and Maine

Eastern, 38 miles, but is part of a line of . .

Western Railwajr

Or with its 20 per cent, discount

371

44i

49J

S3|

105

156

Genu.
7
7

4-7
5-6
4-5
50
5.0
40
3*7

3-5

Not

3*0

3*4

Peno e.
31
3i
2i
2}
21
2i

2
11

given.

u
u
li

10 per cent.

fl percent
7
71
7i
10
9
3«

9
8
8

»•

< ■
»

i» p:
»»

Wm only completed daring the year.

"ll

The table showg a diminishing rate of charge as the lines increase
in length. The dividends are high, exceeding on the average 8
per cent.

On the Baltimore and Ohio road, which is 1 79 miles long, coal
is carried at a less rate than three-fourths of a penny per ton per
mile.

On the London and North Western Railway, in England, coal
is carried for three-fourths of a penny per ton per mile, if the dis-
tance be above 50 miles.

On the Stockton and Darlington, it is, I believe, id. per ton per
mile. The cause of these low rates is no doubt due chiefly to
quantity.

If the Halifax and Quebec Railway can carry at all, it will have
this essential element of success.

And if the London and North Western Line, which cost about
£42,000 per mile, can carry coal at three-fourths of a penny per
ton per mile, then I think that the other, which will only cost
£7000 per mile, may expect to carry at a profit the artinle of tim-
ber, especially deals and battens, for about 22b. per ton, as taken
in my estimate of this item (timber) : there was imported in tlw
year 1846 no less than 1,258,336 loads.

Of ihu 482,685 loads were of deals, battens, &c., and 46,000 of
staves.^

A load is 50 cubic feet, and the deals, battens, and staves would
weigh probably not less than 400,000 tons.

From this quantity, however, must be deducted probably one-
half, which is shipped from the Saint John's River in New Bruns-
wick, and would not be within the influence of the railway.
Again, if quantity and length of line have an influence upon rates
of charge, and the Western Railroad, 156 mUes long, can carry
heavy goods, in moderate quantities, at 1 id. per ton per mile, and
when the quantity is great, at three-fourths of a penny, and pay
its shar^olders 8 per cent, dividends, at how much lower rates
conld not the Halifox and Quebec line, with its 635 miles, afford
to charge to pay only 4 per cent, dividends ?

My object, by the table and these remarks, is to show, that
taking the rates of charge upon any line of railway, is not the
proper criterion to 6e guided by, and that Mr. Wilkinson's
assumption of lid. per ton per mile, as the lowest remunerative
rate, is not applicable to the Quebec and Halifax case.
<Kr If the rates for traffic and passengers were fixed by law to be
the same for all the railways in the table, and the lowest rate
assumed, where would be the dividends upon the short lines ?

To assume any fixed rate per mile is, I conceive, erroneous. "^

Captain Huish, the iGeaeral Marnier of the London and Nortb
Western Railwivy CompanT in Kngland, in a pamplet tenuiHf
pttbtish^-by him, thus i^eaks on the 8ittject«l|(oods tMtffio :—

■X

" I have a right to anume that the highest obtainable rate is
charged, and this being so, the trade should be carried on so long
as any margin of profit remains, even if the expense of working it
be 90 per cent, of the receipts. The total balance of profit is the
point to look at, and althongh a per centage of working expenses
IS, to some extent, a useful guide for ordinary purposes, it would
lead to error if adopted as a general test. A fine working a large
traffic at 60 per cent, (cost) may pay a much larger dividend than
one working a small traffio at 30 per cent. (cost). I w<mld,
moreover, beg to remind Mr. Whitehead [his opponent], that the
most profitable lines in England, and the only profitable ones in
Scotland, to the present times, have been confined exclusively to
the carriage of coal and other minerals."

That is for freight of the heaviest description.

This is from the experience of the manager of the greatest rail-
way in England.

There is hope, then, that with a monopoly for six months in the
year, a protecting duty of 4 to 5 per cent, on the average (imposed
by Nature), in the way of extra insurance and reduced freight from
Halifax, a large portion even of the heaviest freight may find its
way to the Atlantic terminus by this railway, and vice versa, from
HaJifax to Qoebeo.

Quantity forming so important an item to the success of a rail-
way, it may be necessary to say something of the immense field
of existing traffic into which this railway enters for competition.

Quebec and Halifax, the termini, are not to be regarded as
merely cities of so many inhabitants each, and calculated upon as
afformng so much revenue according to their numbers.

Halifax is the centre of a great export and import trade ; the
first it receives from, and the latter it distributes over half the
Province of Nova Scotia. In value it cannot be much less than
£2,500,000 annually.

This is great, but it is only one-half of the immense trade of
Quebec. The latter city may be considered as the shipping port
for the exports and imports of a million of inhabitants in Canada.

In value, as has befbre been said, it cannot be less than 5}
arillions sterling per annum.

The tonnage arriving in Quebec was, according to Colonel
^Dftpeon's Riport to the Gtovamor Genend, before quoted —

In 1845 ... 1,475 yessels ... 559,712 tpns
t* '? In 1846 ... 1,439 " ... 5734J0B «

«r the average for the two years 1,457 " ... 566,460 ** >

Otriog to the ihorl i^riod of tho year that the Saint Lawraqoe
is open for nav^^aikioiit the yessols firam the United Kingdom Arrive
and depart in fleets, as it were.

!■

In the spring of the year, in May, betvreen three and four hun-
dred roerohantmen may be counted at anchor and by the side of
the wharves at Quebec.

To arrive thus early, and so secure a second voyage during
the season, they arrive in the Gulf of Saint Lawrence before it is
dear of floating ice, and have to pay a higher insurance.

What the loss of property has been in the gulf I have not the
means of ascertaining, but it is well known to have been enormons :
and if taken for a number of y^ara back I have no doubt would
amount to a sum equal to the cost of making the railway.

To all those ships engaged in the trade between Canada and the
United Kingdom, whose cargoes are of such a nature as, with
reduced insurance and charges for navigating, to leave a margin
for paying transit by railway, will be offered the additional advan-
tage to being saved the dangers of the gulf — that of making one
additional voyage at least during the year.
'-'■ To secure an early arrival of '.heir goods in Canada in the spring
of the year, merchants send large quantities by the Cunard steam-
ers, and can afford to pay £7 per ton freight for them in addition
to the expense of transit through the United States.

Such portion of these as are destined for Quebec and the Lower
Provinces would assuredly travel by the railway, and the whole
would no doubt as soon as other railways should be completed firom
Quebec to Montreal and Upper Canada.

One of the great staples of Nova Scotia is her fishery.

The product of this she now exchanges away with the United
States for flour and provisions.

The railway will enable her to exchange it far more profitably
with Quebec.

In the winter of 1847-8 there was an inducement of as mnch as
Ids. per barrel of flour in favour of going to Quebec for it instead
of to the United States.

The whole of this staple commodity would find its wav to the
markets of Canada and the Far West, and a large portion of it
could well afford to pay transit per railway.

Without any reference, therefore, to the trade of Western
Canada and the Far West of the United States, thnre are sufiioient
grounds for inferring that in a trade of such magnitude, employing
such an amount of vessels and tonnage, there will be no lack ^
quantity, if the railway can compete at all with the Saint Lawrence.

This will depend upon the oarryung expenses or cost of trans-
portation.

Captain Huish states that "a hundred tons of goods would
oeoupy 22 trucks of the L<mdon and Kotth Western Railway
Company, and eonld be taken by « yeiy ordinary engine.'*

In the Report of the Directorsof the Boston and Worchester Rail-
road in Masgaohusetts for the year 1847, is the following :— ** The
freight engines weigh 20 tons, and they bring with ease from
Worcester to Boston — the maximum grade in each direction
being 30 feet in a mile— upwards of 150 tons of merchandize, of
2,240 lbs. per ton, and they have been known to bring at a time
360 tons, the weight of oars and their loading included."

The speed of the London and North Western not being required,
I think from the above, that 100 tons per train was a fair estimate
for the power of a locomotive on the Quebec and Halifax Line.

While it will be seen from an inspection of the accompanying
Table, that Is. 8d. sterling per train per mile was rather too high
than too low for the estimated cost of motive power ; and the 1 Is.
per ton from Halifax to Quebec was therefore a sufficiently high
estimate for the cost of motive power. > « ^

;! 'k.

U-%

'01

i ^

■ V

4>.

.at, .If

. x-!;^.

fit

'•■T.-'^~^'*»

^- \

■1S^.'M ^

■r"' i-

rtf

•r ' at

^ >.

tiv

?'■

^■5t4':^

i. &' ■■-•

■•?»

What the charge should be dependi both upon tlie quai/'ty
whioh it will have to carry, and upon the amount which ha« been
expended upon its oonitruotion and equipment.

With reference to the latter, I beg leave to quote the ToUowing,
taken from a pamphlet, on the Condition and Prospects of Kailwav
Property, by S. Smiles, Secretary to the Leeds and Thirsk Rail-
way Company, page 29 :— " The following calculation by Mr. H.
Williams, the actuary, puts the matter in another form. Thns :—

RitdchiirgirFiiinr
ontvarjrpaiMiigrr
ortoiiorgoodt, re-
qtiitil* la order to
gir* oommon in-
Umt at 5 ^ cent.
on tht outlay.

Total r«arly

Trafflo.

Numbtr of

PaiMngart

or Ton* of

Ouod^,

OrlKlnal eoat
of

Conttruetion
£1S,OOU
p«r mil*.

90/MO

Orifiii.-.l rott

Conitrurtion

£30,01)0

p»r mil*.

J.
100

d.
183

Original eoat
of

Conitruetion
£'95,000
p«r mile.

Original eoal

Conttruotlon

£30,000

per mile.

1-64

d.
300

" It is clear, therefore, that a line which costs £30,000 per mile
must either have double the trafTic, or charge double the fares on
the same traffic, as compared with the line that has cost only
£15,000 per mile."

Applying this same soile, then, to the Halifax and Quebec
Railway, which has been estimated at £7000 per mile, the rate
would be per ton per mile, 0-46 of a penny, or, for the whole dis-
tance of 6i35 miles, 24s. 4d. per ton.

In my general report, when applying the cost derived from the
estimate of Us. to the carriage of barrels of flour, I made the
charge per ton 22s., which is only 28. 4d. per ton under the above.

This difference, however, is^fully counterbalanced by the 4 per
cent, instead of 5 per cent, which it is calculated will be the
interest to be paid on the guaranteed loan.

But further, under certain advantages as to lands to be appro-
priated, the estimated cost of the Haliiax and Quebec Railway was
taken at £3,000,000 only, or less than £5000 per mile.

When Mr. Wilkinson calculates another table of freights, he
should bear in mind that the Western Railway in Massachusetts
cost £10,000 per mile, and pays a dividend of 8 per cent. ; whilst
the Halifax and Quebec Railway is estimated at £7000 per mile,
or under favourable circumstances, £5000 per mile, ana will be
required to pay only 4 per cent, interest.

With reference to the remarks in Mr. Wilkinson's second

f>aper, dated 28th December, 1848, on the disadvantages of the
ine running near the coast of the Gnli' and River St. Lawrence,
because, by treaty, the French and the United States have certain
rights therein of fishing, &o. ,^

I derive a directly opposiie conolusion from hioit

•■"■ M wj m p—

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MMMMiliHiMM

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If the settlements along the coast are liable to be attacked by
the enemy, the railway will, as I have before stated, a£ford the
best means of defending them, and may, with care and judgment,
be kept so far back as not to be injured from the sea. But, as
between the two lines, I conceive this objection against the eastern
line can only be applied to that part of the Bay of Chaleurs from
Bathurst to Dalhousie, a distance of about 50 miles.

In winter, when the greatest object of the railway is to be attained
this objection can ha*'e no force, for then the sea is closed to all
alike ; and in summer, the Bay of Chaleurs, running up so far
into the land, can scarcely be looked upon as the open sea, bui,
must be considered inlana waters, into which it would be very
unlikely that the enemy's vessels would enter.

The results of railway experience generally and the opinions of
experienced engineers are, I believe, quite opposite to those quoted
by Mr. Wilkinson. Branches are looked upon as costly appen-
dages to trunk lines, and the attention of engineers is at the present
moment directed to construct smaller engines and lighter carriages,
so as to w(»rk them without loss.

Much of the recent depreciation in the value of railway property,
and in the dividends of otherwise good lines, has been attributed to
the multiplication of branches.

The branches to the Erie Canal in New York are a losing
addition to the main trunk.

Mr. Wilkinson, in a letter addressed to Sir William Colebrooke,
under date 17th March 1847, which has been published by order of
the House of Assembly of New Brunswick, has advocated warmly
the employment of wood in the construction of railways, and
makes long ^^otatious in favour of the piled and trestle-bridge
railways of the United States.

Amongst other lines, the Syracuse and Utica was held up as an
exampL of the success attending the principle.

It is to be remarked, that nearly at the same time this letter
was written, that company had determined upon making a snV-
stantial structure, adequate to the performance of thu business
required of it, and had condemned the old one as worn out, sunk,
and gone.

The New York and Erie Railroad adopted the principle for a
portion of the line, and many miles were so constructed. A stop-
page in the works for want of funds occurred, and when they were
recommenced a few years after, the greater portion of the wood-
work was decayed and had to be taken away.

Notwithstanding these facts, and that all the best lines in the
Stotes are permanently constructed, and have good heavy iron
rails, Mr. Wilkinson still leans strongly to wood rails and wooden
railways.

*-.-j,.« ^-r^^^, '--:•. .j»v>,ii'-^='r^^^-...- '-^-ti^'Arfyf^ji- -rv-J-v^/.^i*. *^;(a"ri"»''t> ' ■"■

) held up as an

As an exan;ple of the total failure attending the latter, I would
refer Mr. Wilkinson to the half-yearly reports of the directors and
t'.ie report of the committee of investigation (which have be«n
recently published) of the. Waterford and Kilkenny Railway
Company. . . ",

The wood-work of America requires great care for its preserva-
tion. In a Report of the Canal Commissioners, made to the House
of Assembly, New York, in 1835, it was stated :

" That the canal was commenced in 1817, and completed in
1825. Every part of it has been in use ten years, and some parts
of it fifteen years.

" In this period many of the structures of wo'd have been twice
renewed, and all of them once.

I might adduce further instances of the disadvantages attending
its use for lines of railway, but I think sufBcient has been said upon
that subject.

Mr. Wilkinson considers it inconsistent my condemning the use
of wood as a principle in the construction of railways, and yet
adopting it for the bridges-

.^ I do not think it so. If a bridge be not built of wood, it must
be made of stone or iron, and the expense is enormous. But the
railway, if not made of wood, is made of earth, and the difference
of expense not so very great.

If I wanted any additional evidence to confirm me in the view
I have taken as to the use of wood, the quotation made by Mr.
Wilkinson from the report of the chief engineer of the Baltimore
and Ohio Railroad for the year 1847, would afford it to me.
y^, From this extract it appears eleven bridges and one viaduct of
trestle-bridging, making an aggregate length of * 'idge of 5,748
feet, or 1,09 mile, nut having been properly and suustantially made
with seasoned wood, and covered in, had gone to decay, and were
unequal to support Uie heavy weight passing over them.

The decay, it says, soon commenced. An entire reconstruction
of the vrhole has been considered expedient, rather than resort to
a less thorough renovation, which would have been less safe, and
in the end more expensive.

I'he new structnres have succeeded admirably, and stood the
test of two years.

A very important part of the improvement applied to them
consisted in covering them from the weather, and with this pro-
tection it is believed, so says the report, they will be as durable as
.if built of iron or Btone. mniu ..n

;ii, Without going quite so far as this, I think they can be rendered
Very durable and lasting by being covered in.

Bridges can be covered in and preserved, but hundreds of miles
of railway could not be so easily 'Jone, and without it, it is clear,

IV -I

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III

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from the Extracts quoted, the trestle-bridge principle is bad and to
be avoided.

Mr. Wilkinson says it is to be remembered that no water-oroi»>
ings of great magnitude are likelv to occur on the central line
through New Brunswick. Thib is true ; but there do occar, on
the line explored by us, some long and very high viaducts, ^^hich,
in my opin^cn, are as abjectionable as the bridges on the eastern
route.

They all, I believe, without exception, cross at places where the
rivers are so shallow as to have only a few feet of water in depth,
and their height in consequence will not require to be very great.

I do not comprehend exactly the import of the concluding para-
graph of the remarks relative to *' long bridges immediately in the
tideway of the Gulf of Saint Lawrence."

If it means that these long bridges will be exposed to be destroyed
by an enemy from the side of the gulf shore, his alarm is grooi i-
less, as the bridges alluded to all occur at a very long distance from
the sea-shore, sufficient to save such a catastrophe. Or if it
means that on the latter account the line does not pass at the
greatest possible distance from the United States, I am willing to
allow him the benefit of his finely-drawn distinction.

Mr. Wilkinson, towards the conclusion of his remark, says : —
" There is no hope that a line terminating at Halifax can systema-
tically compete either with the navigation of the Saint Lawrence,
or with shorter railroads terminating in the Bay of Fundy."

The latter I need say nothing about, the prospect of their
accomplishment is too remote, but in opposition to the d|)inion
eXipressed by ^him, 1 have the greatest hope and belief tha' ) very
large pcrtion 'tt the traffic from the United Kingdom to Quebec
will pass by that railway, and that it will command neariy all the
passenger traffic, not only to Canada, but ailso, in the course of
time, a very large portion of that between Europe and the conti-
nent of North America.

The punctuality and shortness of the voyeiges made b^ the
C'lnard steamers from Liverpool to Halifax, as compared with sill
otners running bejtween England and the United States will, I
conceive, ensure this result.

But however important to the Quebec auid Halifax RjBiQway ihliy
be the carriage of the heavy goods between those two places, it has,
jthoqgh thb should (ail it, so many other direct and inpirect ben^td
to confer upon the three provinces, and the mother connttf t&m,
if it be desirous to retun them as (»lonles, that no lo^. I fte\
assured, can arise to either party firom the construction of this rail-
way, even if it should not be a nemunefative line when considered
in a merely commercial point of view.

The money spont upon it must enrich the provinoeSi induce

1 and to

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rinoes, indnee

settlement, and promote trade and agriculture. And the benefits
arising therefrom will be apparent in the provincial treasuries.

If the railway balance-sheet should produce an unfavourable
result, that of each province will be all the better for its having
been made.

What the Erie Canal has accomplished for the State of New
York, this railway raa^ possibly do for the British Provinces.

In the former case it has doubled the population, and doubled
the value of real and personal property, and pays annually out of
its surplus profits a large revenue to the State Government, and
contributes funds also to pay the interest of money borrowed for
the formation of branch canals, or other internal improvements.

Between the year 1820 and the year 1845 the population of this
State increased by 1,231,683 souls, and added about 50,000,000
sterling to the value of real and personal property.

It will not be too much, I think, to estimate that within the
same period one-third of that number, or about 400,000 settlers,
might, by means of the works afforded by the construction of the
railway, and the opening out of such a wide field for agriculture,
be added to the population of the three provinces.

With plenty of work, and good markets opened to them by
means of the railway, the provincial revenues would derive from
these settlers, at a moderate estimate 10s. per head, or £200,000
annually, the total amount of interest required if the railway
should cost the whole of £5,000,000 sterling. „ ; , , , ,

In conclusion, I beg leave to ofier a few more figures to show
not so much what may be gained, as what is actually lost yearly
by the British North AmerioRn Colonies, for want of railway
intercommunications with each ctaer.

They are taken from the "American Almanack," published at
Boston, a work of very great merit.

Value of Imports and Exports of the United States with the British
'^'^ North American Colonies.

dollars.
5,361,186
1,354,717

For the year ending 30th June 1844 : — |

Elxports — Domestic Produce

Foreign Produce ,„

.■(1 ?,nnKn*','iT ■-ii.-- -'■

Imports **• ••• ••• ••• ••• *•• •*

I^V 9«Uncc raid by British Colonies 5,250,188

Equrf to £1 ,093,734 sterling for the year 1844.

Dollars.

6,715,903
1,465,715

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For the year ending 30th June 1 845 :— Dollars.

Exports — Domestic Produce 4,844,966

Foreign Produce 1,209,260

Imports ..

U-]} I'

«•« ••• ••• ••• ••• •••

Balance paid by the British Colonies

Dollars.

6,054,226
2,020,065

4,034,161

Equal to £840,450 sterling for the year 1845.

For the year ending 30th June 1846 :

Exports — Domestic Produce 6,042,666

Foreign Produce ... 1,363,767

\/» f\.t\j\

Imports ...

•Jt.U

• •• , ••• ••• •••

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7,406,433
1,937,717

Balance paid by the British Colonies ... 5,468,716

Equal to £1,139,315 sterling for the year 1846.

For the year ending 30th June 1847 :—

Exports— Domestic Produce 5,819,667

Foreign Produce 2,165,876

Imports, ...

••• • •«

7,985,543
2,343,927

Balance paid by the British Colonies ... 5,641,616

Equal to £1,175,336 sterling for the year 1847.
' Sterling.

Balance of trade paid by the British North American £
/.I Colonies to the United States, for the year 1844, 1,093,734

Ditto ditto, 1845 840,450

Ditto ditto, 1846 1,139,315

Ditto ditto, 1847 1,175,336

la-t.

Total for four years, £4,248,835

The British Provinces must therefore have paid to the United
States, in the course of four years, a sum exceeding £''>250,000
sterling.

Of the exports from the United States during that period, no
less an amount than £4,597,000 sterling is for articles of their own
domestic produce.

New Brunswick and Nova Scotia have paid the largest portion
of this to supply their lumbermen and fishermen with provisions,
but what proportion is due to Canada I am unable to ascertain.

The latter is an exporting country for provisions, and could well
supply the two sister provinces. I cannot conceive either that in
the list of exported articles of their domestic produce there is any-
one but which could, if it met with due encouragement, be pro-
duced in some portion or other of the British North American
Possessions.

If I am correct in so supposing, then there is a clear loss to them
of that amount, and to be saved by a greater attention being paid
to agriculture, and the settlement of the hitherto uncultivated lands.

The railway is the one thing needful to afford the men i of
distributing the produce from one Province to another.

From the foregoing, I think it may be said that the British
Colonies of North America pay, for their want of enterprise and
neglect in developing their internal communications and resources,
an annual fine of £K000,000 sterling to the United States of
America.

. . I have, &c.

(Signed)

Portsmouth, March 30, 1849.

Wm. Robinson,
Capt. R. E., Brevet Major.