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Lit:- ■■- i-r-^.
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REPORT
On the Proposed Trunk Line of Railway from an East-
ern Port in Nova Scotia, through New Brunswick,
to Quebec.
Halifax, Nova Scotia, August 31, 1848.
Three principal lines or routes for a trunk line of railwaj present tlie«selws fi>r
thiS;v^nTr*"."°f " Halifax and crossing the Province of Nova Scotia to a port ia
the Bav of Fundj, from thence by a steamer to St. John, in New Brunswick andihS
bj Freaencton along the St. John River, to the Grand ^'^j^;^^^ ^™°«^i<=*. »°»* *^
From the Grand Falls by r'.e best practicable route across to the mouth of the Ba-
Quebec" "^' ''^ ' Lawrence, and by the right bank of the St. LawreTce^
The distance by this route would be as follows i
Halifax to Windsor - . . .
Windsor to Aiinapohs - . . _
Annapolis to entrance Bay of Fundy
Across Bay of Fundy to St. John (by sea) -
St. John to Fre iericton - - . .
Fredericton to A'oodstock ...
Woodstock to 1 ae Grand Falls
The Grand Falls to the mouth of the Riviere du Loup
Ri.iere du Lou p to Quebec -. - .
Miles.
45
85
11
45
65
62
71
106
lie
Total distance Halifax by the St. John River to Quebec 600
1 IMS line may be termed a Mixed ronte— by railway ani steamboskt.
2nd. Jommencing at Halifax and rui.ning to Truro at the head of the Bay of Fun-
dy. thence over the Cumberland Mountains to Amherst, then along the coast from Bay
i tf-° ^'^.''^'^''; t''-'^"'^'^ '^.y ^ north-westeriy course, crtwsiug the Rivers RicMbucto
and Mxramichi Jx)ve the )jow of the tide, so as not to interfere with the navigation.
!..,« i} ^ ^Y '''^^''^ of the North-wejrtem Miramichi to Bathurat, on fJi« 4y Cha-
eurs along the coast of this Bay to the Restigouche River, and by k aad'^e vaUey of
tS Qt^c '^ ' '"^ '* Lawrence, and bj the right bank «f the St UmLo
2. b'^y
The distance by this route would be as follows : —
Halifax to Truro . . . -
Truro to Amherst and Bay Vertc
Bay Verte to Shediac - . - -
Shediac to Miramichi River . - - -
Miramichi River to Bathurst . - - -
Bathurst to the Eel River, near Oalhousie
Dalhoiisie to the mouth of the Mctapedia River
Metapedia River to the mouth of the Naget River, near the
St. Lawrence . . . - -
Along the St. Lawrence from this point to Quebec
Total distance by this route - - - -
Miles.
55
69
26
74
56
48
30
I 86
191
635
This, for the sake of reference, may be called the Halifax and Eastern or Bay Cha-
leurs route, through New Brunswick to Quebec.
3rd. Commencing at tlie harbour of Whitehaven, near Canso, at the northeastern
extremity of Nova Scotia, thence along the Atlantic coast to Country Harbour and
valley of the River St. Mary, thence by or near to Pictou and along the northern shore
to Bay Verte.
From Bay Verte to or near to the Bend of Peticodiac, thence across to Boistown,
and northerly to the Restigouche River, crossing it several miles to the east of the
Grand Falls.
From tiience by the most direct and practical course to the Trois Pistoles River, and
along the right bank of the St. Lawrence to Quebec.
The distance by this route would be nearly as follows :
Whitehaven to Country Harbour - - -
Country Harbour to St. Mary's Valley and Pictou
Pictou and along the coast to Bav Verte
Bay Verte to Bend of Petitcodiac - - , -
Petitcodiac to Boistown . - - -
Boistown to tlie crossing of the Restigouche River
Restigouche River to Trois Pistoles, by the Kedgwick and
Rimouski Vallies. . - . -
Along the St. Lawrence to Quebec
Miles.
40
64
77
40
80
116
I 105
131
652
Total distance from Whitehaven by Boistown to Quebec
This may be termed the Direct route.
4th. Combining the Halifax route through Nova Scotia, and the Direct route through
the centre of New Brunswick.
The distances will be probably as under , —
Miles.
From Halifax by Truro and Amherst to Bay Verte, as per \ y)a\ ^" ^°^*
TouteNo. 2. - - - - - S \ Scotia.
Bay Verte tc the Bend of Petitcodiac, Boistown, Resti- ) 235 ^ '° ^^^
gouche River, as per route No. 3. - - ) t Brunswick.
ir7'^
75
ny the Kedgwick and Rimouski. to the mouth of the
lorcadi - - . .
*'^'"" Kivl> ^'"^ ^"''^''*^' ^" ^'"^ ""'"'"S «*" tho Tro'is Pistoll'cs
Alon- the St. La\vrcnc.> River to Quebec - '. 13^
• In Canada.
Toti.1 distance from Halifax to Quebec by this route
595
From Whitehaven by Pictou and the North Ccast to Bay /f'f \ I^ Nov.
Verte, as in route No. 3. ^} 181 > '^ ^^^a
) ( -Scotia.
From iiay Verte to the Bay Chaleurs, and mouth of the ) „,, C In New
Mctapedia, as in route No. 2 - > 234 ) '" ^^^^ ,
- y I Brunswick.
SG
191
692
|,„
Mouth of the Metapedia River to the moutli of the Na-et
Along the St. Lawrence to Quebec - . .
Total distance from Whitehaven to Quebec by this route
Thus the distances will be as under :
Ist. By the mixed route, Halifax to Annapolis, by the St. John to
Quebec, the distance will be _ ' ' ^ ^ '='i- Jonn to
^'^.t ^-^^^'H^''^^^ ^"d F.stern, or Bay Chaleurs route/to Qu'ebcc
Atb' n^ k' u\T 'T'' ^^ '"tehaven. Boistown, and Qi^ebec
fl' n^ t' ill'-^^' ^'■■'•^' ^""^"''^ ^"d Boistown, to Quebec -
5th. By the Whitehaven, Bay Verte, and Bay Chaleurs, to Quel.ec
Canada.
Miles.
600
635
652
595
692
waT''vt^'* f "*" ^'"Jf '"•^^'^ '"^'' '''*^"''"' "'^j^^t contemplated bv the proposed rail-
The intervention of the Bay of Fundy is fatal to this route. ^
with fh.!TnnV ^''^"'''''?™'"' of passer.gers and goods to and fro would be attended
h wo.^M t '"^""^^-•'^"ce-loss of ume and additional expense ; whilst i'lZter
t would be even still more m.onvenient, and liable to be -.nterrupted by storms S
the floating masses of ice which then occur in the ba> '"erruptca by storms and
PMsinHhr °l''i°""n »"'»», "I'J^c'i-ns to bo offered agains: it.
^S!^"VZ^S^i^:S^°:'±'f bankof .„. S. John River, a, i,
fore and after lU, rJ \- .- • ' ^1 "'^' ^"'" * considerable distance, both be-
Stotcs ^ '"^' ^•"'' '"" '''•""S ^"^ ^'°«« to tlie frontier of tile United
or td^sfmSi"^^^^ '"r"""^' '''^"'fT^ ^^h- ^^der quarrels
uersympatmcs are excited, this line, when most needed, would be the most sure
ro fail, for no measures roiild be taken which wol.ld at all timca ciTectually guard it
from an open oiicm)^ aiul from treacherous attacks.
The passage across the Hay of Fimdy so close to the sliorcs of Maine, would invite
aggression, and require a large naval force for its protection.
The engineering difticulties as tlie line approaches the Cirand Falls from Woodstock
would not be easily overcome.
The space between the St. John River and the Boundary Line l)ccomes gradually
contracted to a width of not more; than two to three miles, and tiu; country is broken
and rough, whilst the banks of the St. John are rocky and precipitous for many miles
below the Falls.
From the Grand Falls to the St. liawrence, a distance of more than a himdred
miles, the ;^()untry is so far known as to ma. ^ it certain that there is very difiieult and
unfavourable ground to lie encountered, which would require careful explorations and
extensive surveying.
This intervention of the Bay of Fuut'y, therefore, and th*) proximity of this l>nc for
a considerable distance, to the frontier of the United States, vv\iS so cbjociionable and
fatal to this route, that the attention of the ofticers and the exploring parties was, after
a slight examination ot the country betwfcen Halifax and Annapolis, directed in search
of other and more favourable lines.
To understand the comparative advantages possessed by the other routes, as well as
to be able to weigh the objections which Hwy be raist ' against each, and afterwards
determine from their relative merits, which is the best iVinciion for the propose (' line to
take, it will be necessary, previously, to give st.me discriptici of the country through
which the lines pass, the present amount and dijtril.iiticn of the popi:l?tioT, and the
engineering difflculfics which were met with along the lines examined.
As it will be seen -n the end, that only one of the lines, viz., the second, has been
explored and carried out successfully iroxr, its terminus on the Atlantic quite tiirougn to
Quebec, it may be perhaps considerBd superfluous to enter ufion thi discussron of rival
lines, but the object to be gained by so doing, is to sIkjw that so much has be-^u done
and is known of the country as to render further explorations for new lines unuecessary,
because, if completed, thev would not be likely to be recommended in preference to
the one which will ba proposed for adoption.
The distance from the Atlantic coast of Nova Scotia o the bank of the St. Law-
rence is about 360 miles in a straight line, inierseotiiig the country which must be
traversed by any line of railway and crossing its course at right angles, are five great
obstacles which have to be either surmounted or avoided.
1st is a bro;id range or belt of high and broken land which ruii-^ along the Atlantic
shores of JNova Scotia, from Cape Canso to Cape Sable. The breadth varies from
about twenty miles in its narrowest part up to fifty or sixty miles in other places. Its
average heiglit may l>e about five hundred feet. The strata of which it is composed
consist of granite, slate, and a variety of rocks, hard and difficult to cut through. The
characteristic features of the service are rugged and uneven, and therefore very unlet.
vourable for railway operations. No useful minerals of the metallic kind have been
found in it, in (juantities sufficient to work to advantage.
Valuable quarries of stone for building purposes are abundant, but these will be
found everywhere nearly along the proposed line.
This formation is estimated to cover nearly two-thirds of the surface of Nova Scotia.
It is generally speaking unfavourable for agriculture ; the timber on it is stinted in
growth, and it is an object of some importance to pass through it and leave it behind
as soon as possible.
If a line be drawn from the head of the estuary of the Avon, near Windsor, to the
Great Shubenaciidie Lake, and then across the Steniacke River, along the upper parts
of the streams in the County ofPictou, to the Gut of Canso, all the portion lying to the
Ir7'^
south oi this line Ltlongs to lUis formaiion, and all to the north of it to the more favour-
dl.IyaiKl hiiihlv xahial.lc lonuatiou of thr carlKmilerous svsi,-,,).
hr narrowest and sh..rl.-st lin.- bv whi.h this ran:;., or Ih.Ii ,an hv crossod occurs at
lal, a.v, and at the san.e tnne, ,min- to a favoural.h- break in ihr chain, at the lowest
l.o.n in altitud,- ; the suinunl level thro..:,], it nut exeeedinti ninety feet.
Iww'l/ :lu'' ■'?''' '^''■';\'^ '''■'' '•'''"' '"'■'"> '"'''•^- Ji'ti'nthesatnecan
oon l.v i.e Wintehav, ,. and dir.ct line (route So. 3), it must follow the coast for
11 .^^ar(^ . , ihirt.v miles, as lar as Country Ifarhour, and then a further comm across it
of another .h.r.y n.des : i.uohin:,^ in tin. distance Iwo if not three tmuieU, and must
-surmoiiiii a Miminit levri of KM) ltt.t.
2 The second ureal obstacle is the Buy of Fundy. This, as stated, is fatal to the
to llio nrst route, liy the other routes it c;.n be turni'd and ayoided.
u Ihe th.rd cbstaeh" is the . ,1,^0 of Cobe(,uid Hills. These extend all alon- the
orih >hor.- o( thr Jay of Mu.. ,nd vcn nearly across, but not .,.,it.., to the shore at
the Stra.ts oi .\orthund..erland In b.e.tdth the ranf,'e pre.ery. s nearly an uniform
uidth oi about 10 miles. In altitude the hills avera-e from «00 to lUOO feet. The
owest point altera eareful sury.;y, ^yas found to beat tli,> Folly J.ake, (JOU feet ?bove
ne sea. Ihis raniic .an be avoided and parsed by the Whitehavi'ii and direct route,
but must be surniotinted and crossed over by the Halifax and eastern line (route No. 2 )
Ihe prevadmg rocks are panite, porphyry, and (lay sla»e, in the npper po'tions •
alon- the shore oi the iJay of Minas and on the m.rthern side, the foraiation is of the
red sandstone and the coal measures.
Tnis range abounds with t.,' most valual)le minerals, of vvhich a large mass of spe-
cular iron ore, ol unequalled richness, occurs elose to the line, ami only recmires facility
ot carriage lor bruiiiing coals to the spot, to U; worked with profit.
A large |)ortion of this tract still remains ungranted, and timber of excellent growth
with abundance ol the Imest stone for building purjioses, are to be inc t with, and still
belonging to the Crown, can be had ior the expense of labour oidy.
I. The fourth obstr.cle is the broad and extensive range of highlands which occu-
pies nearly the whole space in the centre of New Brunswick from the Miramichi River
!Z!/! r" *" Kestigouche. Some of these mountains rise to an altitude exceeding
ZUin) teet. °
The Tobi,|uc River runs through them, forming a deep valley or trough, which must
be crossed by the Direct line, and increases greatly the difficulty of piLssing by them.
Ihe lowest point of the ridge, overlooking the Tolmiue River, at which anv line of
railway must pass is 1216 feet above the sea. Then follows a descent to the river of
/yt) teet m 18 mdes, and the summit level on the opjiosite ridge or crest Iwtvveen the
lobiqtie ai;u Hestigouche waters, is 920 feet alwve t^e sea, or a rise of 500 feet above
the point o crossing the Tobique water. These great summit levels which must be
surmounted fo.ni a serious objection to this route.
The Eastern line by the coast avoid this chain altogether. The greatest summit
evel along it will not be above 368 feet, while the distance by each from the province
ine at Uay \ erte to the Restigouclie River (the northern limit of New Brunswick) will
l>e as nearly as jiossiblc the same, there being only a dilfcrence of one mile in these two
roiites througa this province.
The rocks composing this chain of mountains are granite, various kinds of slates, grau-
wacKe, hme stone, sandstone, &c.
5. The fifth and last obstacle to be overcome and which cannot be avoided by any
ot tbe 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 ^f about twenty
miles. It occupies with its spurs and branches a large portion of the space between
the fet. l^awrcnce and the Restigouthe River. The rocks and strata composing the
"2 range
range are of the same character and kind as the Tohifpie range. The taps of the
mountains are as ele ated in the one ranf^e as in the other.
The explorinj; parties failed in findin(r a line throiieli this ranj.'e, to join onto the
direct line thronj^h New Brnnsw iek, but succeeded in carrvintr on the Kastem or Hav
C'haleurs route, owing to tlio fortunate intervention ot the valley of (he Meiapediae
River.
The linenhieh was tried and failed, w.is across from the Trois I'istohs Kiver itv
the heads of Green River, and down the I'seudy, or some of the streams in that part
running into the Hestigoiiclie River.
A favoural)le line from the Trois Pistoh-s was ascertained alone the Eaiih; Lake
and Torcadi River, as far as the Rimouski, and it is prohahle that liy ascending this
river, and descending the Kedgwick River, this Hue, Route i^o. %, could l)e c(»m|)leted.
But it is most improbable that it could compete in favourable grades with the Meta-
pedia.
It will be allowing it sufficient latitude to su])|x)se it will be e<pial in engiueerini;
n»erits, and that if accomplished, it will give the route INio. 4, an appanint advantage of
forty miles in distance.
A very striking characteristic in the Geological i()rmation of North America, and
which has been noticed in the writings of persons who have descril)ed the countrv, is
the tendency of the rock strata to run in parallel ridges in courses north-easterly and
south-westerly.
On referring to the General Map No. 1, and confining the attention more particu-
larly to that portion of country east and north of the St. John River through which any
line must pass — this general tendency cannot fail to be remarked.
The River St. Lawrence — the main Restigouche River and intermediate chain of
mountains — the Tobique River and mountains — all the streams in New Brunswick (the
main trunk of St John and a branch of the Miramithi excepted).
The Cobecpiid Range, the Bay of Fundy, and the high and rocky range along the At-
lantic shore have all this north-cast and south-western tendency.
It will be evident, therefore, that any line from the coast of Nova Scotia to the St. Law-
rence has a general direction to follow, which is the most unfavourable that could have-
occurred for it, having to cross all these mountain ranges, streams, and vallics at right
angles nearly to their courses.
The lines explored for the direct route through New Brunswick were obliged on this
account to keep the elevated ground crossing the upper parts of the streams.
By so doing, a line was foim t to the Restigouche which may l)e considered just within
the limits of practicability; but having very unfavoi>rable summit levels to surmount.
And the peculiar formation of the strata and general course of the vallies and streams
renders it most improbable that any further explorations to improve this direct lino
through New Brunswick would be attended with ranch success.
Very fortunately for the Eastern line, one of the branches of the nortli-westei n Mira-
michi presented itself as an exception to the general tendency, and enabled that line to
reach the coast of the Bay Chaleurs.
The distance across in a direct line from the coast of Nova Scotia to the St. Lawrence
has been stated at about 360 ;xiiles, forming the difficult and unfTVOurable portion of the
line. When the St. Lawrence mountains are passed, then the tendency of the strata and
courses north-easterly and south-w esterly becomes as favourable for the remaining 200
miles along that river, as it was before adverse.
The general character of the ground between the St. Lawrence River and the moun-
tains, is that of irregular terraces or broad vallics rising one above another by steep short
banks, having the appearance as if the river had at some former periods higher levels for
its waters.
The
Irv^^S
'
i
Thp streams run alon-r these vallies parallel with the ronrse of the Sr I „vcr^. •.
.'llicr resources w I (h arc i<lvint..r i i ',,' '"^^V. '^' *''■•'"■<■" •>"♦'
Tlw. „ I • I •'• \.l It.l-es, ,111(1 should he sy>Mi.A/ /„r ,y romiK'tin" liii..s
unls^^p-^"-;:;^^:-!' -;■--:;■:;,;;;;;;:: .i,.^.J.j;^';;;:™„„.
Jt3^:j:H^;rK-^— ;'^^;!izs^ ■
In th.8 re,,«.rt, therefore the Route No. 2 has a decided advantage
1 he greatest and most vah.ahle coal-field is thai of Picton "
It IS situated on the south side of that harbour. The exact extent of th. h I •
known, as if .., broken by a jreat r£reolot'i,..,n f-,„lf i \<» t <-Xtt nt of thi bed is nor
many square miles. -.^^^''t (Uolo^iial) lault. J t occupies hoHever, an area of
MtniVit'ale'tSvl'r' rf"^'/"!' ^'" ^•^'"^ "^-'^^ ""--^> ^^--kness.
United Stlter^oTrislrnW ' "^' '"^" "^'""^ ''°'" U-m are made tothe
1 his IS an advantage in tavour o. the Whitehaven and direct route
ancI'ToS rp^icri''""" '^ ''' ^"'"'^'^'^"^ «^'^' ^"^ '^ '^ ---d only :» imp.rt-
.o^:.;: in«iSt;:;Sr;;Zi£a^^^" ^'^- --^ °^^'"'--' - - ^atma.
;^.ance, ae nofbein, deprived ^^oX^^.:::!^:::L:: ^^tj^ J^!:
were .resented to the ^v y;^^ i^llSsSlL^-YS^J"^^^^^
''The Ba! of r.'^"?'''": '"'^.^ V '/''" '■™'" " T'"^ Coniniissioiers Rerrrof 'l^^^^^^^^ '',
most hnprovJdlS;."' Ke'elu^^''^ des Chalrurs, are susceS: of 'Jk,
offers B«ch immeSrTiuJs of Hve^ £','"'"' f ^"^ S"*""*^ "« I'^^^ '" Canada
is a fact worthy of noticTthTt n the trJo?.™'^^ ^' ?T'^ ^^""^ '''^ ^'«'^^"^^«- '^
were afflicted with a Sine fom he 5e r net o^ Tf'tTe t 'T[ 'T*^ ^' *'^ P^^'"^^
venience was experienced at Pasn."hh7 » ? the harvest by Irost, no such incon-
aborcmentioiK-d" P ^'' "'""''** any other place within the lev.! tract
The
aA^
The tract alliid*>d to here is not lii.ariy <lefun;(l by >\w (|uoiatu)ii, but it is sii|.j)<)scd ti>
iiiiaii tin: whidi' <li.s;ri('t aloni; ilic south slior*- ol ,he Kay ( ti.ileiirs.
This ii lul^ to sh(.\v i!ic t ll(( I prodiK cd l)\ ihf \i<iiiil\ dt thr sea, in iii(Hlrratiii<; tht-
tt iiiixratiin' and savin-; the crops lioiii uiiliiiiciv Irosts. In t!iis rfs|n'(l, ihcrtlorr, the
Lint' \i). 2 iia, an ini|M>rtant advania^r omt th»; one th^on^ll the (.cnial and nioro ele-
^atfu land ol' New IJninsw ick.
As It' interior is aj)|>roa( lud, and llic disi;."'-; iVoMi, as well as iIh- rh-vation abovi'.
till' sea incnasts, the dan^i r id croits from (old niehts and tarlv (rosts also incrtases.
In the Madawaska Sttll<ni«ni, and on (lit! I jiprr St. John Hivcr, }f''''<Tt '''dmrs of
( rojts havf (Mcurn d from this cause, and wlicat and |K»tatoes are \rrv liable to be de-
stroved.
I'loin the Be-id of I'eiiicodiae to the St. Lawrence, a di-staiice of ti|mard!s of ;J<M)
miles, the direct line would pass throimh a |)e!('ect uilderues.s, with not a sin-^Ie settler
c.i the whole line, e\ce|)| a lew at or near to J{oistt)\vn.
Leaving eiii;inecrinii dil'licultiis lor th:' nioinent out of the (jiiestion, the cost of con-
struction would Ih' materially increased by the extr.i dillicidties attendiiut on the tr;ns-
port of necessury materials, and in supplvini; with food the lalM)urers aud others eni;.!-
ged on tile line.
This disadvantage is not shared l)y the second route, which can be nfi|)roaclicd in
numerous places alonj^ the (Jiilf shore by means of bays and navi'rable rivers.
The |)ir«ct line IS'o. I will not have such advanla;res to present to settlers as the
second. On the contrary, if adojited, it iniuht be found necessary to incur e.-penses for
the establishment of small conunimities alonii: the line, to repair and keep ito|)en.
The I iciliiies for rxtanal ^rv tnll os iuiernal conuminieation, and other advantages
arising from commerce and the tisin ries, w iiieh will be developt d by the Kastern line
(and ( ntirely wanting' aloii^ the Direct route), will, it is fully expected, make its viciiiitv
eagerly souiiht tor by settlers, anu t'lat it will, in the course of no very ^rcat lenj^th of
time, lead to tiie extension of that long-continued village which now exists with but
little e.xet ption from Qiiei»ee to Metis (200 miles), from the shores ot the St. Lawrence
to the Atlantic Ocean.
An im|K)rtant item bearing u|)on the consid<ration of the In'st route is the present
distribution of the jHipiilation in New Bnuisw ick and iXova Scotia.
In illustration of this part of tiie siilyeet, and to all()rd a better idea of the nature of
the country than can be given by a merely outline plan, a model map (No. 3) has been
prepared, showing the whole course of the lines (Roi:'es No. 2 aud 4) from Halifax to
the St. Lawrence, and by the latter over the Trois Pistoles River, beyond which the
line is contined through a levid fertile and densely peopled district to Qiiebec.
The red line shows tlie proposed Route No. 2. The Halifax and Eastern or Bay
Chaleurs line.
The black line shows the pircct route. No. 1, from the Bend of Petitcodiac.
The yellow tint shows the present settlements.
The gre(^n is the wilderness of uncleared forest, unsettled, and the far larger portion
of it still ungrantcd and waiting for occii|)atif. i.
It must be premise d that a branch railway irom ilie city of St. John is contemplated
to pass up the valley of tlie Keanebecasis, and connect with the main trunk at the
Bay of Shediac.
The survey of this line, ordered by the Provincial Government, is in progress ; and
from the latest information received, the line promises most favourably.
The total [Kjpulation of New Brunswick has been estimated to amount, at the be-
ginning of 1848, to 208,012, distributed in the proportions as under: —
Countv
Ir7'^
i)
>»
( ounty uf Rosti^oiirlic
" (lioucesit-r
" Nortlnimtjcrl iiul -
k.ut-
" N'^cstmorrhind ;iii(l Alhcit
" St. ./olin -
" Qilcolls
" Siiiiljtirj - - -
«
(I
Vrrk -
Carlcton
Cliarlottt!
4.214
10,.}. n
li»,W.i
9,7t)J)
l!»,Jf!,-|
i(),;»7tj
5,H80
17,}Ui
Total
43,810
fifl,;ion
10.656
36,.'501
21.2,'37
208,012
Of tlieso. U.0 first tour an.ounfinK to 4;3,niO, are on the line of the ..roiKDscd Route
\o 2, .nd „.ll Ik. entndy .hrou,, .„t l.y the adoption of the othrr
Cainpbellton, Dalhousie, Rathursc, Chatham on the Minunichi, md Kichibucto-
.ra-ports and shipp.n^ plac.s of consequence on the Gulf .hore ; a 1 of then suscep-
tible of the frreatast dcvelop.n.ent, ^v,ll be left isolated and cut off. ^
llu.e ports arc- tce-lK)unddurin^^ the winter months ; and railway cominunicauon
'viil l>e to them of the greatest im|.ortancf. ^ "uuicauon
ItwiHanect also sensibly th> receipts of the main trunk line.
Alons the south bank of the 8t. Lawrenco, from Quebec to Metis, there arc set-
iti^'th^UU::!::' ''''''"'' be compared to one contmuea . i-lagj for 200 m£
i{;mV'r''"^^i''''"',f l'«l'"'.',"'"" l>r<'l>aoIy 12,000 in number, residin- between the
Imrbfadid "^ ''"""■' "'" '" ''■^-"^'"■'^ ^'^^" '^^"'^^'^ «'■»'-' R-'-^'^' if the Dircti
.iin'!inisril!Me.Hnl!''f ';'.'" r^"''"f r'''rr' " '"^'' ^™"'^ »''"s be caused, this line would
whicli IS the seat ol Government, and contains about 6000 inhabitants.
The popnlnlion of Nova Scotia may l,e estimated to be about, viz. :—
City of Halifax and County
County of Cmnberland
" Colchester
" Pictou
" Svdney and Guysborough
Remainiuf!; Counties
Total
40,000
10,600
14,900
30,300
23,200
111,260
230,200
The pppnlation of Cape Breton is estimated at 49,600.
:,n?L^"V'''""'' '* •^'''^ ^^''''t''l'<^ven and .>irect romc be adopted, the city of Halifax
and count V , amountmg to 40,000, will be excluded fr^m the benefit of the 1^
3 1^
lO
If the Halifax and Eastern line (route No. 2) be adopted, then the population of
Sydney and Pictou, amounting to 53,500, will he excluded.
To the population in the southern or remaining counties (111,200), the Halifax
route will he of essential benefit.
From the other route, they would derive no advantage whatever.
It is now proposed to give an account of the explorations and thoir results.
The dotted lines on the General Plan, No. ', show where these were made, and the
courses taken.
In the season of 181.6, the Cumberland Hills were very earcfuilv examined ; sections
with the theodolite were made, and barometrical observations taken, to ascertain the
lowest and most favoural'le point for crossing them.
The liiK! which had been cut out and explored for the military road was followed
from the Bend oi' IVtitcodiac to Boistown.
From Boistown the general course was followed, and levelled as far as the Tobique
River, but the country ^^. IS so unfavourable that new courses had to be constautiv
sought out.
A new line altoi;et!ier was tried from the Tobique, as far as the Wagan Porta'>-e.
The results (b duccd from the observations and sections jjroved this Tine to be^iuitc
impracticable for a railwav.
VVhilstthe line was being tried, other parties explored from x\ewcastle on the Mira-
michi River, over to Crystal Brook on the Nipisiguit, the vallies of the I'psalquitch
and its tributaries, and as far as the Restisouche River.
The country at the upper waters of the Nipisiguit, and the whole of the Cpsalquitch
vallies, were found to be rouirh, broken, and totally impracticable.
The result of this season's labours went to show, that the best, if not the only route
that would be likely to be practicable, would be by the North-west Miramichi to Ba-
thurst, and then along the Bay Chaleurs.
Durmg the u inter, a small reconuoitering party (on snow shoes) was sent up the Me-
•apediac V alley, as far as Metallis Brook, and thev made their way across the country
fiom thence to the mouth of the Torcadi River on" tin Rimouski.
Their report on this line was rather favourable, ..,..1 had there been any necessity
for It, It would have been more fully ex])lored the next season (1847).
As soon as this was sufficiently advanci 1 to admit of the parties entering the
woods, the exi)lorations were resumed.
A grade line was carried over the Ciunberland Hills. Jt was cut out through the
woods, Irom the foot on one; side to tiie fooi of the slope on the other, a distance of ten
miles, and carefully levelled with a theodolite. This proved it to be (luite luactic-
able. '■
The exploration of the Eastern line was again taken up.
It was commenced at the head of the tide, on the south-west Miramichi, and was
earned up the »'alley of tlic North-west Miiamiclii over to and down the L'|)sal-
quitch River to Bathurst, and alouir tiic shores of the Bay Chaleurs to the Rcstigouche,
up the Metapediac to the Metis, and ahmg the bank of the St. Lawrence to the Rimous-
ki and Trois Pistoles River.
The result of this exploration was so satisfactory, that the part\ engaged upon it,
turned by the same route, surveyed it, and took the levels .iloug it baek"'to the Mira-
rc
niichi
U
ver.
An e> , .{oratory line was then cut t!noui,di the greater portion of the flat and generally
level country between this river and the j)roviiice liiu at Bay Verte.
An examination of the country was made from the Trois' Pistoles River along the
'' St.
I
mrr
I
I
11
St. Lawrenco to Quebec ; which, with what had been done in Nova Scotia, durinc
tJus and th.. iornier season, completed the whole of one good and favourable line from
xialitax to Queliec.
The details .re ^ivcn in the accompanying Report, Appendix No. 1, General Plan
i\o. 1, MfHlol Mapi\o. 2, a;id Book containing exploratory sheets, No. 16, containinL'
ado ncli ''"'""""' "' ''" '"'"''' ''""' ^^""P"Sf^^ the line recommended to be
Umvilling to abandon the direct route through the centre of New Brunswick, by
^yhlch, It a Imc ro.ild be successfully carried out, the distance would bq so materially
shortened, as is apparent by the mileage given in route No. 4, it was determined to
use every effort to decide either the practicability or the impractibility of s.ch a line
10 tins end lartre parties were employed the whole season.
One party expluied, cut, and levelled a line the whole way b. twcen the Napadogan
J^aKc and tlie hrstigouche River, a distance of ninetv-six miles. '
The line exj)lored was a very g-eat improvement upon the one of ) 816.
It IS cunsidered to be so far satisfactory as to prove that a line for that distance ran
t)c round which would bu wi in the limits of railway gradients.
The details are given in the \^^istant Surveyor's Report, Appendix No. 2, with three
exploratory sheets, ^os. 17, 18, 19, containing plans and sections of the ground pass-
A large party was engaged in trying to lind u line from Trois Pistoles River on the
St. La^yrence, through the Hiiihlands to the Restigouche River, for the purpose of
connecting on to the Aew Brunswick party. The winter overtook them whilst still
embarrassed in the ili-hlands at the head waters of the Green River
The dotted lines on the General Plan, No. 1, will show their attempts.
A line was tried up the valley, of the Abersquash, but ended in a ad-de-sar. There
was no way out ot it.
A second line was carried from Trois Pistoles over to Lac-des-lsles, Ea-lc Lake •
ana by the Middle branch of the Tuiadi River, the north-west branch and head-waters
ot ttie lireen River were gained.
len^lh *'"' ^""'"^ ''^' """* ''''''''''''^ ''^''''^^ ^^' "" "''"''''' ''""''^' "' "'"'-*' °^ ^""' ™''^s •"
A theodolite section was made of it, and it was found to involve a grad(> of <.t least
one n. fortv-nme, and to attain that, heavy cuttings at one part and embankments at
another would be necessary.
Th(>re is no occasion at jiresent to enter upon the discussion ofuhether this should
condemn a whole line, for having attained the fork. ; at the head of the main Green
Kiver, no way was found cut of it and this explored line, like the first-mentioned, must
be considered to have ended in a cul-de-sac also.
Further d.'tails are -iven in the r.'port of Mr. Wilkinson, the surveyor entrusted
with t.ie more immediate charge of this part of the line, in Appendix No 3, with
sketcJies attached to it. 1 1 >
It isjust probable tha^ a line might be found by way of the Ked-wick River and
he R.mouski as far as the mouth of the Torcadi River. From which to the Trois
1 istoles, there was ascertained to be no difficulty.
But as the advantaoes i„ evpiy way, except distance, are so much in favour of the
. JlSi ■' 'I- V I ".' -ncurring delay and perhaps useless expense in further
explorations of tins part of the country.
In the nport (Ajipindix No. 3) there is a third route suggested for examination and
trial ; viz., by one ot the lower branches of the Green River and the Squattock Lakes
the UnitJd sT' ' °'' "''^' " "" ^""'''' ^"^ *'"' o^'J^'ction of approaching the frontier of
There
MiH
iMMliiilHiii
U
Thrrc roniains to l)C noticed the exploration for a line of railway from Whitehaven
on the eastern coast of Nova Sootia towards Pictou and Bav Verte.
This .vas r.;ndered necessary in cens(>(|uence of the suggestion made by Captain
ihvvA, 1{. J\., to make Whitehaven the Atlantic terminus of the railwav.
The deta!'- of this exploration are given in the accompaning report, Appendix \o
I, and exploratory sheets i\os. JO, 21,22, :ind 24. n ■
KngiiUMTiiig (iifhculties and expensive cuttings occur on this route.
From the commencement in the Harbour of Whitehaven the line must pas« aion'^ i
l)arren and rocky coast for upward of hirty miles to Country Harbour, before it raJi
luniolt towards the interior. Ami it cannot do this and get clear of the sea-shore
without the necessity of making a tunnel of about a mile in length throu'-h a rid-,- of
whinstonc. '^ ^
Again, at the falls of the St. Mary River there will be required a tunnel of a quarter
'>! a mile, and a viaduct across a valley, of alxiut 500 feet in length.
The summit le\el occurs between Lake Eden and Beaver Lake, and is 400 feet
above the sea.
At Crant's Bridge, on the Kast River, for nearly three miles in length, there would
necessarily be several ex])ensive cuttin-s through rocks of sandstone'^and limestone
Ihe euiith ot this line from Whit(>haven to Bay Verte is estimated at 181 miles —
Irom UnhUx to the same point is 124. L(-avin^ a difference of fifty-seven miles.
11 ihe Dii-ect route No. '.} could be established, it woidd add seventeen miles to the
trunk I nc.
^ But as it is not t.. be supjiosed thai Halifax, the capital and irreater commercial city
' . die province, would in such a case allow itself to be excluded from the benefits o'f
Ihe j)roposc(l railway, then it would involve, in addition to this seven'etn miles of
imiik railway, a luancli line of probably 90 miles.
Or if tin; Kastern Bay Chaleurs line' through Nr'W Brunswick he added on to it as
ill Route No. .J, then it will involve no less than fifty-seven miles extia of trunk line
and the same necessity lor the bvincli line of ninetv miles mentioned. '
To coiiipc-nsate for sucii disadvantages it must be shown that Whitehaven has the
most j/ammoii.il claims to be selected as the Atlantic terminus in preference to Halifax.
Ihe iKirljoiuof W hitchaM'ii is 120 miles nearer to England 1)\ sea than Halifax.-—
Equivalent to, in ocean navii;ation by the steamers, ten hours.
Ihis, It is readily conceded, is a very sreat advantage, and were there no drawbacks
or otli(- considerations in the way, it would be (jiiite sufficient to i,nvc that port the
})refeiei.''e. - '
It is a well kno^vn fact however, that there is a time and s.>ason in the year when
the (. iiiiard steamers cannot keep their direct course to Halifax even, but are "compelled
.ly fields oi ice, to k( ep to 'lie southward, and S( neti'.'es pass to the south of Sable
Island.
Di..ii!;i- this time, Avhicl. oeciiis in the sjiMUir of the year, and may last for two or
three moiiths. tlicrc would hv som.' risk in their making direct for the more northern
]wt of Whitehaven. And if for these three months the stear ets v. ere oblv"-ed to
make Halifax their jiort, then for that time the Whi'jhaven line \>ou!d be usele^'ss.
In r> sjirci to ihe advantages v\liich it is said to possess, of remaining open all the
vear loi.iid, it is not quite clear that it does so.
Freai (MUjiiiiies made on the spot in the SMumer of 1847, Captain Henderson learnt
t K th.' piccedin- ^^muy ihe harbour had been frozen over entirely, five to six inches
thick,' and that it v\ as sometimes blockaded up and much incommoded by ice.
Siilii (Mu\;tly,howe,er, and diiriiiir this winter when the objects of the enquiri<>s made
tliere in the sunmimer became kiioxNu, and the ad\antage of" the Railway spoken of, a
\ide 'j)pcn(lix N" j.
Statement
mmmmmmmmmmm
i
IS
statement accompanied with affidavits was forwarded with a view to coimteract the
.•H'oct of the information siven to Captiiin Henderson and the parties exploring there.
Thev are ffiven in the Aj.peudix No. 5 to tiiis report.
They tend to show that though the immediate entramc to the harbour may be, and
iTLiierally is clear, yet that large quantities of floating ice find their way through the
Ciiit of Canso, and by Cape Uretoii, which pass off in a southerly dlreetion, crossing
I lie dir(;ct [)ath of steamers and vesst;Is from Europe.
T!:c co.tstiiiir \t'.sscis keeping in shore arc not so liable to be molested liy it.
The harbour is admitted to be a fine shc(!t of water, but it does not and cannot vie
witii Halifax, t ithc r in appearanci; or capacity.
Kcftrring to Lieutenant Shortland's report, Appendix No. 5, who made a survey of
It HI obedience to the directions of Captain Owen, 1^ N., it appears that it is not frea
from the objection w Inch is made against the Port of Halifax, and is its only draw-
back, viz., the prevalence of fogs.
Lieutenant Shortland says, " that in foggy ueathcr the harbour (Whitehavea; is
difficult to aj)proach, especially to a stranger, as the soundings in shore are very irre-
gular, and I have not been able to learn any good indications of its vicinity to be ga-
ther<?d from the lead, so as to render its approach by that means certain ; and Torbay,
Its mimediate neighbour to the westward, is a dangerous place to get into.
" From the fishermen and Mnall coasters I understand the jiirrents round the point
are uncertain and generally depend upon the w ind, though the prevailing current is to
the wt tward.
"I experienced this current in a boat when I visited the outer break, it was then
setting to th(! westward, at the rate of one mile and a half per hour at least. I also
(K-rceived vessels in the offing setting rapidly in tiie same direction, the breeze was
from the eastward and light, though it had previouslv blowi- hard from the same point.
" We also on our passage from Halifax to Canseau, during a fog, with the wind from
the south-west, expi rienccd an easti'rl\ current, but the land once made, the harbour
is easily attained, especially by a steamer."
Tins can scarcely be considered a favourable report of its advantages as a harbour
intended for the great Atlantic terminus.
Accommodation and s;'fety for a fleet of merchantmen could be expected there, as
is to be found at Halifax.
To make it a safe approach Lieutenant Shortland continues thus :
*' A judicious arrangement of fog signals and liirhtlionses with buovs, on the princi-
pal dangers, and a good survey « ith the sea-soundines well laid down, would make
the approach in the night, or during fcgs, attended with small danger to a careful sea-
man."
One ol the imdoubted results of the railway will be to make Halifax, if it be made,
as It oiidn to be, the Adantic terminus, the'great emporium of trade for the British
Provinces and the far West.
Whitehaven has not the capacity for this, and in winter it is evidently dangerous
for sailiuy:-vessels, and the selection of it as a terminus would be a) exclude Halifax al-
logethi r, or to compel the formation of a branch railway ol ninety miles in length, in
iddition to fifty-s'jven miles of trunk railway.
Ii iinolves also tlu; necessity of making expensive arrangements, lighthouses must
i»e built, depots for the supply of "
erected, and accommodation for a ^ _
ol radway would need proiect!rin in time of war.
At ])resent there are only a i'vw lishermen's huts.
llie probable saving of ten hours of time in an ocean voyage which varies even
with the Cimard steamers, from nine to eighteen days, is not of such all absorbing
i magnitude
the steamers must be made, fortifications must be
^arrison provided. For the terminus of a great line
HPMiliiiMifl
14
magnitude as to entail 1)3^ the choice of the terminus, sueh a fearful amount of extra
expense and inconvenience to a whole province.
At a more advanced period, perhaps, when the provinces have attained all the nros-
penty they have a right to expect from this .d oth.-r great works wi.ioh would follow
« surely as effect fo ows .-auso, then i, may be time to consider the proprieu of
making a ftrancA to Whitehaven. puf'"«.iy
pect'd tmTbe";X '" '""'"" ""^'' ""' '"^^"■'^">' ^«"^^^ ''' -^'P- ^ '^ --
JAUeAawn, thererore, with its longer and more expensive line of raiivay, full of
engmeermg difficulties, passmg for miles through a district of countrv, rocky, barren,
habiu"; t'T ^h ^°^^^"^"'V"^;:' »^^"^fi"'»" ^ comparatively small profK;rtion of the b-
.W ^ l' 1 '''''""°" ""^'J"' "''J"''"'' "*"' ""■ -••'^^••■■^t ^"^"""t of the province ,-<.r
eSTv e^i"^ the necoss.ty of making a branch line of ninety miles in length is decid-
ediy recommended to be rejected. t, " '"
in t"!!*"". 'i'^ ^?K ^'f l'"'"'- "*' """'^'^ ^'^"■' "^ 'h'' fi"^-«^ •" the world) is recommended
to be selected as the Atlantic terminus, for the proposed line of raih4v.
rJif. J ^X / ^''V '■™^^(^°- ^ ^"d 'i), viz., the line from theTend of Petit-
cod.dc oy Boistown to the Rest.gouche and the St. Lawrence, .rossuie the ran<^e of
New Brunswick mountams having to surmount two summit levels of 1216 a,id^9^
feet, causing heavy grades, and in.reasing materially the cost of t/a sporf-
passing through a totally unsettled and wild.mess r^untry; involvin-^ grS;
m?nt?i,h r uT'^^^ "> "^ '"--ni^'tion : excluding the towns and settle-
ments on the Gult shore and *o preventing the development of the vast resources of
he countrv to be derived fron< the fisheries; and also inllicting a serious los to the
mterests of the mam line, and to the intended branch from The citv of St. John in
New Brunswick, is, notw.thstandin.. its one great advantage of diminished dista ice
recommended most stronirlv to be rejected. '"imii-u uisidnc( ,
And the route No 2 from Halifax to Truro, at the head of the 1! iv of Fundv nas
sing over the Cobequ.d Hills, and on or near to Amherst and Bay VerJe, crosS'fLm
thence over to the Rivers R.chibucto and Mlramichi, above the Pow of the t de%o a
not to interfero with t^ie.r navigation ; then bv the vallev of the North-Vest M^ra
Hiuln and N.p.s,g.nt Rivers to Bathurst; then alon, the shore of the Bav CI a leu^ o
the.les,goucheRuer; then bv the valley of tho Metepediac over to .^ near rtlc
fhe back's of tVeT; " ^^' '''r-'"'' f t^''"^^'^^ i" the General Plan No. 1, along
rithpr tit J A ffwrenc,. to R.viere du Loup, and from thence continued through
either the sec-ond or third concessions along the river until it approaches Point Levi
IS recommended as the 6..SY rf/,rc//o« for the proposed trunk liiii of raLa>iomIi
eastern port m Nova Scotia through New Brunswick to Quebei! ^
it combines m the an atest de-ree the following importan^ p<,ints :—
tiouLtt '"""!;"' I"-"^P',"-'" ''"■"'■'; ^'^ ^'■^" ^'^ »'"' greatest amount of remunera-
tion for the expenditure to be incurred ; the opening up a lar-e lield fo- Drovincinl
adEnT"'^ *" ;''e settlement of emigrants, 'and by Lrding the op^o unity i'
rence and the Bay of Chaleurs, n will tend to develope in the highest decree the com-
merce and the fisheries of the Province of New Brunswick. ^
^nd. Passing along the sea-coast for a great distance, and capable of being annroarj,-
cd a several points by bay. or navigable rivers, it possesses die greatest fticiH ies for
h crof^worV"'""^^ T ",'"•" ^'" ^^P^"^^'' '-'"^ ^y '^ ">«- faiurable g ades a "o
the cost of working and subsequent maintenance. ^
^ta. By passing over a less elevated country, and at the least distance from the sea,
there
/?vF,
=nrv
'*•
15
■ h. Passnm at the greatest possible distance from the United States it vosson^.
;^>::':;t2^^^z':^t;;il:r^'' tobcdeHved.o.t,.at n.u.sta^jx::^
h,. ^IhJTf 1j "T' V "■'"'"• '"'" /''" '''■"P"'"'^ ^'•""'^ ""^ of '•''i'vvay being admitted to
.w/^1"^^ "^^''''^'•'''' situated on the western side of the harbour whilst the h^nt
site for he termmns ,s on the opposite shore at Dartmouth. ' * "^ ^''
Ihe distance to Quebec from the latter will be four miles shorter thnn from tk*
former ; and one .reat advantage is, that its shore line is as vx' comnar"ti Sv fr^
se s ir thT Ri'v r St the,r contents ,nto The boats if not into the holds of ves-
^hi^r^^t;:^;;; :»:;;;';-! ^;i:'^^^ «"^-^ '^^ --^'^es .« another set, i
neavy.e;'ades ot 1 „, ,9 and I m 8^ ; but as these occur, the one asccndin- and the
^o^ ov''r"bv n'ff H- '^'^^"'"••"'^'' -d °"'y f- ten miles, the inconvenien e m be easUy
got over by aftordmg an assistant engine for tl,e j,roods' trains at that ,.art No en^i
ne nn^.Mim„.„lt,es are evpe-ted to occur fron. this up to the Rcstigonche ver ^
tisnecessary however to make some remark'in reference to the sections shown
1 tt ^;M' oratory, sheets 6 and 7, comprising that part of New Snswick T
in-between Shediac and the North-west Miramichi nrunsvickjy-
Ihe whole of this iK)riion of the country is believed to be generally low and flat
uith (Kcasiona n.dulations. The section run through it in The previous sea on of
1 8-t6, towards Boistown, ccmfirmed this impression. ^
the rVdif rrS.M^^r"''';""' I'^^^'^'T' ^'^« ^^^^ '« ^^'« '««», and it was not until
that t^e attZ^; n^^^^^ "''''''''' ''"j^ ''*:^" ^■^l''«^''"'^ ^"•J successfully g,>t over,
iiitu me attentio.i of tiie parties was turned to it .^ & »
c ut 6/r</,i.A^ l,n,;.s through ,t, as the best means of obtaini,rg the general altitudes
and
i
!
16
autl a knowledge of the co.-Mfry. No attempt was madtt to contour the hi!!s. TIk?
M'ctions, therefore, in these two sliects arc not j^rades for tlie railH ay, but of the ground
passed over l)_y the straight lines. With tlie exception of the iiniiiediate banks of the
St. Lawrence, this is expected to ])rove one of the easiest portions ot the line.
When the line reaches the nioiilh of Kcl River, it cannot pnweed direct on to ])al-
hoiisie, but must turn u]) tlie valkn of that river.
Two courses are aftei wards ojjcn to it, one to turn off throuyih a valley, h\ which it
i;an soon gain tlii' Restigouch(i, the other to pro<;eed oi. to the head waters of Eel River,
.md then turn down to that river. Which is the best of these two routes can bo better
fleterniined when the detailed survevs of the route are lade.
The most formidable point of the line is next to be mentioned, — this is the passag;-
up the Metapedi:ic valley.
The hills on both sides are hii;h and steep, and come Hown either on one side or iho
other, pretty close to the river's bank, and involves the necessity (in order to avoid
curves of very small radiiisj of changing fretpiently from one side to the other. The
ioci\, too, is slaty and hard. From this cause, 20 miles of this valley will prove ex-
pensive, but the grades will be very easy.
About fourteen bridges of an average length of 120 to 1 jO yards will l)c required up
this valley. There is also a bridge of 2000 feet long, mentioned in the detailed report
as necessary to cross the ]Miramichi River.
But bridging in this country is not the same formidable affair that it is in Englan<f.
The rivers are nearly ;'hvays shallow, and the materials wood and stone, are close
at hand.
The bridges in the United States, on the best lines, are built of wood on the truss-
work r>rinciple, a\ ith stone piers and abutments.
On the Boston tmd All.any lines, and on many others in the New England States, the
bridge generally used and approved of is known as " Howe's Patent Truss Bridge."
The cost of this kind ol' bridge, as furnished by the parties win have purchased the
patent is as follows :
£ .s.
d.
2 .3
10 Sterling
3 15
4 7
6 "
5 12
6
6 5
»
Dollars.
For spans of 60 feet, single track. 11 per foot.
100 feet " 18 "
140 feet " 21 ''
180 feet ■' 27 "
200 feet " 30 "
The cost for double track would be al)out 55 per cent, additional.
The j)riee includes the whole of the superstnicture ready for the rails, but not the
piers and abutments.
The bridge over the Connecticut River at Springfield, is built on this principle ; it
has seven spins of 180 fiet each, and the sill of the bridge is 30 feet above low water.
On other lines the same kind of bridge is used, but no ironwork is permitted (the un-
eijual expansion and cjiitraction of this metal is objected to), and the addition of an
arch is introduced.
A bridge built on this principle on the Reading Railroad, 1800 feet long, cost 40,-
000 dollars, eqnivalent lo £8,330 sterling.
Soon after passing the valley of the Mctapediac, the great obstacle of the St. Law-
rcnice chain of mountains is got over, and the line may range away towards Quebec.
Having, however, occasionally a ri\er or a i.aine to cross, whose passage requires con-
siderati(ju.
At
Ir7^
i
Thougli
170
Its
cost
17
At tiu! 'i'rois Pistoles, the Team in the course of ages lias worn out a very awk-
wanl and d.ep ravuie. Tlie bank on one side is generally steep and abrupt, whilst
that on the opposite is low and sloping away back for a long distance, before it again
irachi-^ the height ol the table land. °
The most favourable site for crossing it occurs at aliout eleven miles from the St.
Laur.iuc, where the two banks become nearer to each other, and are more cnual in
hciiiht. '
At this point the i)readth of the stream is 100 feet at liottom. The width between
•he banks at top .jOO, and the depth is nearly 150 feet. The banks are rocky,
tormidaiilf it is l)y no means impracticable.
On the New York and Erie Railway there is a bridge whose roadway is
.i'K)ve the l)ottom of the ravine, which it crosses by one span of 275 feet.
^\as €5,200.
From Riviere duLou]) to Quebec, the railway might but for the snow, be carried
almost at a surface level,
. Through the whole of New Brunswick, for 234 miles, and through Lower Canada as
far as Riviere du Loup, 167 miles, there >vill be found along the l:^e abundance of
timber and stone (including limestone) of the best quality for building purposes.—
1 here will be found aL> in New Brunswick more especially, abundance of gravel for
the superstructure.
In Nova Scotia, the railway will have to pass with but little exception through land
which has lH;en sold or granted away to individuals. The exception w ill be the other
way m New Brunswick. It will be seen on reference to the Model Map, that it ap-
proaches the settlements between Bay Verte and Shediac, and skirts along the Bav
( haleurs.
In Canada from the mouth of the Metapediac to the Trois Pistoles, it runs through
still ungranted land. But lor the last 110 miles between Riviere du Loup, it runs
through a densely settled countrv.
I'ntil the detailed surveys are made, and the precise location of the line marked on
the ground, it will be iiripossible to state precisely tlie exact number of miles it will
pass through Crown land.
If the following estimate be taken, it will not be much out—
In Nova Scotia
New Brunswick
Canada -
Total
15 miles.
200 "
160 "
375
The follow ing synopsis will show approximately the quantities of ungranted land in
the coyatics through which the line passes : —
In A'ava Scotia.
Halifax County
Colchester -
Cumberland
Acres.
780,000
120,000
180,000
1,080,000
In New Bmnswick.
Westmoreland County
Kent
Northumberland -
301,000
640,000
1,993,000
Gloucester
18
Glo'jcrstpr
Restigouche
Bonavpnfiirc
Jiimouski
Knmouraska
L'Fslot -
Bcllt'cli.isso
701,000
i,ion,()Oo
1,717,000
In Canada.
2,000,000
5,000,000
500.000
fiOO.OOO
500,000
(Icncral Total
»,<500,000
li,l'i7,000
The land for tlu- railway will iiavc to Ik; piirchasrd iii Nova Scotia for noarly its
wnolo course, and in Canada for the 110 miles mentioned.
The latter, however, it is expected, will cost very little more than the expense
which It w()iild he necessary to incnr in cleaning. G:<-ttin- out tlie stumps, and prepar-
ing tlie wild lands tor the railroad. • i i
No part of the line will ever be at auv ;:reat distance from Crown Lands; Init it
will be a question ot detail for this part as well as for the Nova Scotia section, whether
It will he more adrantaseous to cut and convey from them the timber and materials
rcfiuired, or purchase them.
The direction of the proposed line l»eine; determined 'ipon, the next points whieli
]>resent themselves for consideration are, the character of the road and method of
construction.
In the first instance it is considered that one line of rails will be sufficient, but in
takinii -round for the railway and stations, and wherever the line passes, retiard should
be paid always to the prospect of its Ijeins made at some future time a double tr-.ck.
And m the anticipation of a heavy traffic, which there is a fair prospect of .soon passin-
iilon.; it, and with a view to ultimate ecouomv, as well as the savin- of much iicoiu
veniriice, it is r ■commended that the road fbein- int.'uded for the -nat trunk Vnv >
should be constructed at once in a substantial and permanent mann.r, with a -..od
fteaiv rail, capable ot beanni,^ hi^^h rates of speed for passen^-er tr.iiiis
On all the principal lines of railuav i„ the Cnited States,°th.- Hat iron bar is everv-
wiere beiiiii discarded, and the H ,„• T rail, i:,,„,r;,||v of 5Glbs to the yard, is bein-
substituted (or it. " ^ ' -s
On several of the lines also a double track is bein- made, and the works construct-
P(l are ot a more permanent character than formerh.
Much has been said in praise of the cheap metliod of makin- railways in America,
and the a.hantages to oe deriv.'d from it in a new coiintrv.
As anexatiiple ot this system audits practi d results, tif [ tiea and Svracusf. Rail-
wa\^ may be here quoted.
This road is oji miles in length and forms part of the Great Western Line, connect-
n,^ .Mbany on the Hudson River, with Buffalo on Lake F.ric-one of the prin.ipal
lines 111 tiic coiintr\. ' '■
In its construction more than a usual amount of timber was used. For a consider-
able portKin of Its length f upwards of 10 n/iles) it passes throuirh a deep swamp.-
I es were driven into this, to support a long continued trestle-bridge, over wlii.'h the
Milway track was carried upon longitudi.-ial b(>arers.
■<M- the o:h.>r 33 miles the grading was made in the usual manner by excavation.s
and embankments : but the superstructure was ot wood.
Ipoii
pjoiRta
19
Ipon the irradinn; in tho direction of its length, a small t'onrh was excavated, and a
sill of wtm\ was firmly bedded in it. Where the sills abutted tiid to end, thev were
supported In a piece of wood, of the saiii(> s<ction, laid beneath them. At ri-ht
aii-les, lo and upon the npp.r surfaces of the .ills were spiked cross-ties, and a-ain
at nirht an-les to the cross-ties, and iinniediatelv over th- sills, wen; laid the lon-itii-
.iii.al wood-hearers, to ui.ich the iron plates were firinlv spiked. The centre of the
rail and sill were in the same vertical pl.ine.
Tims evcrvthiii- was chme for economy: as much ml as possible being used.—
I his '..Iwav lor its construction and e<iiiipment cost on an average onlv £3,600 oer
mile. ^ . ' I
It was tiiougiit woril.v, in 1813, to publish an account of it in London, and i f i .v
the chiH Mibject of a volume, thus entitled " Knsamples of Railway making, which
alihoiigh aof <.l Knglish practice arc submitted to the Civil Engineer and the British
and Irish I'ulihc.
The following Report is extracted from the Annual Statement of the Secretary of
State to the Assembiv of the State of New Vork, dated 4th March, 1«47 •—
•• The Svracus,. and I'tica Railroad has been -p> .led for the transiioriation of pas-
sengers tor the last eight years. '
" The .()in[)any having determined to relay the road v\ ith an iron rail of the most im-
proved Iro.,,. have .oioiac;d for a considerable portion of the iron mccssarv, and are
proceedmo „,th the intention of laying a substantial structure adeiiuate to "the Diooer
performanee of the business re(|iiired.
Dollars
417,07.j 55
»0,000 00
337,075 .55
" The ])resent wood structure has cost the company
" The iron now laid thereon is the flat b,ir and will be
useless, and therefore will be sold. It is hoped that there .
may l)e derived from the sale of it
" Leaving the sum of
which has been expended for the cost of the wood structure, which, in addition to a
large annual an.ount tor repairs, will be practically, worn out, sunk, and 'one, when
the new structure is laid and used. The new structure, it is supposed, will cost aUiut
Srf;^'l'l^^"•'"'^'*''''''^' "■'''"''' " '" '•"F'^' t'''^ old iron will pay as alwve
o0,00U dollars, leaving thi' sum ci about 300,000 dollars to be raised bv the eomiianv
on Its credit. ■' ' -^
'• This will when paid, nnmburse the capital of the company for the eniiivalent
amount, w Inch has been appropriated to the worn-out structure. In addition to the
cost of the m-w structure, there will be r.>quired a considerable sum for new en-ines,
<ais, ice. liie demand ujion the company for the tr tiisportatioii of propcrtv at the
close of the canal, has entirely exceeded its capacity to do this business. Property
destined tor sale in the eastern markets, in large rpiantiticvs, was stopped at most
]ioiiits upon the iiie of railroad co.-tiguous to the canal. Being practically confined to
thc_winter months in this branch of business, it cannot be expect.^d that the company
eouHl prov^Kle a supply of cars, for this sudden and extraordinary demand, when thcV
must stand idle and go to waste during two-thirds of the year.
» VVhen the road sliall be relaid with the prop sed iron rail, the public will re(,uiri^
that tlie trains shall be run with imreased speed. In relation to this subject, it is
deemed proper to refer to the following suggestions containd in the ,eport of this com-
pany made last year.
" Very great embarrassment is experienced from the fact that -attle are allowed to
run at large, and to iniiiede and so often delay the trains as at present. It is a serious
matter.
i
20
niattrr, and iinlfss more care sliiill he U-stowrd hy the owners in resiraininj,' theiK.
• itlier at their (iwii siiirtjestion or in pnrsuance of some i)ro|)er Ian to Iw passed, it will
Ih' found very dillli(;ult to make :r<H>(i time upon this line. A part of our husines.s musi
always he (lone in the ni^hu anil it is then we (^vlleriene»• ilu- ur<at hazard. The
trains are frecpientiv thrown oil hy them, and the dau:;ir to the persons in charge and
to the passenj;* IS is inuuinent. The owners always insist upon pav lor their animals
destro\ed, without rellrciin;,' ujiou the ereat damage that thev tAu-^i: to the properly
of the company, and the more Tearful injury that ininht ensue to passeiiijers. If the
owners will not take eare of them it is imnossihio to keej) them ofl. In Mass.ahiisetfs
much liss difficulty in this respect is experienced, lot there, it is JH-lii ved, a penalty is
incurred In the owner of domesiie animals that tio upon the railro.id. (Jiir husiiiess is
conducted with all possihle care in this re!;pe(t, and the eniiinemen suitahlv feel the
risk of life or limb (which to them is almost as important) that they uicur from the
growing evil.
" A very proper law in this Sute l.as cuarded the public and the company acainst
direct wanton injury to the trains by individuals. It is submitted that ncirli^i ncc \a
allowiiig animals to run upui the railroads shoidd Ix- j-revented by some suitable re-
straints.'"
Some of the inconveniences arising from a cheap railway may be; learnt from this
Report.
At this time the total amount spent upon its construction appears from the same
report to have been l,09«,r)i(» dollars, e(iuiv;-.lent to £4,520 steriiug per mile.
The new superstructure, it was supposed, would cost alK)ut the same as the former,
viz., •1.17,075 dollars, or alnxit £1610 sterling: additional, which will make th(! prici;
of this railway w hen completed as intended, £.'),9(;0 per mile.
In oth(>r jiarts of the States where 'hese trestle bridiic or skeleton railways have
i)een made, instances have Ixen kn(jun of the locomotive slipping down between the
rails, which '-ave warped oiituarhs.
With a view, therefore, to ultimate eeonomv, and to save inconvenience and inter-
ruption to the trafliic when once esti'blished. it is most sirongly recommended that the
line wh(Miever commenced shall he at once properly and eOicienlly made.
In determining the form of the road it is necessary to bear in view that it will pass
through n country everywhere liable to be obstruL'ted l)y hea\v falls of snow . It does
not appear, however, from the results of incjuiries made in the I'nited States, that
.inytliing beyond inconvenience, and some additional expense in the cost of workin"
the line, is to be apprehended from this cause. ^
The railway from Boston to Albany, which crosses the ranae of mountr;ins between
the Connecticut and Hudson Rivers, attaining upon them an' ele\atioii of iipwi.rds of
1400 feet abo'e the sea, to which it ascends by a ^rade of about eiirhtv feet per mile
tor 1,; miles, traverses a country subjected to the san:c sort of winter as the British
North American Provinces.
The .-neraiic depth of snow in the woods is from ,3 to 4 feet, which is not much less
than it is in the woods of New Brunswick and Canada.
Ill \y>\3. a year reiriarkable (o- the great number of snow storms which occurred,
there was sixty-three falls of snow, but th<> traffic was not interrupted to anv vcrv
s( rioiis , \teiit, not more than two or tliree trips.
'lokerji the roads clear, two descrijitions of snow plong.hs are used, one for the
Jdiible track and another for the single.* In the former the shurr of the pioui^li travels
■mniediat(-ly over the inner rail, throwinir the snow outwards from the tratk. It is
'•iM usee on one track, and then runs l)ack upon the other.
• Vide I'lan No. 30 and il
In
HT^T^
■-njV
21
I'l ihr sinoif. ii,„> ,1,,. ploti^hshu" tr,iv<ls in th.- rmtp' of the trark, thmtrin-* the
■-lliiW nil iit (1IICC lljxill Ih)||| sirlrs. '^
Tor thr (iuiil)lr tiM.k tl.fsii.m-pi.Mi^'h u.i^hsfrom'i to C tons, niid costs niKiiit £125.
In. Ihr siiit:'!' tnick it is somen h;it li;;!iirr.
Th. |,lo,ii;li rr.|iiircs ^m.rjilly, uh.ri mil uithoiit ;i trniii, tuo .-ii'^incs of '>0 tons
ciifii. or w iih .1 tniiii tlin c ciiiiincs.
Wll.'li thr fiill ,,f M,„u rln.s not ,\,v,d ;, f.vv i„( h.'s the si.l.,ll plou-h ilhvnv* fixed
111 linnl ol tlir .•iliiMlc. consiMill.: ol ,1,1 oprii iV.llnr Work lirojrctin" ;i?M,llt ,"/r.ft in
imiil. iiiid vn\U'(\ ;, " ^ or- vor,///r;' is foniul. ul.ni c.is.H ovrr,' to he siimricnt to rl,.ar
inr iiiir. Uiini ihr tail i> d.'.'p.r, ilic |il..ii-h is us.-d imm.diiiti'ly nf'ir the snow has
rrascd to (;ill.
It (Mil i),' |.io|).||rd hv thrr.' 'iO ton <-mmc«! throii-li 3 fcrt of ncwiv f.ilhm «inoHr at
ihi- nilc o| (i inilis nii hour.
Ilih. r.ill d.v s not .x.T.d 2 fret, it v.m iravrl at tlic .ate of 1.5 miles an hour.
Ih. drills through whi.h it is |.r.,;). Il.d are sometimes 1,5 feet deep, and from ''00
lo :{('(» t,.,., I,,,,., ;,„,! ;„ ,„|„,rs H or 10 feet deep, and from a .iiiarter to half a mile in
lelliitil.
The line of railway is miirked in di\isi()iis of ahoiit )! miles, to each .if uhirh eifcht
oi; ten men are allotted, V. ho [.ass alonj,' the line eaeh day with small hand plon-^hs
pieks, ke.. elearini; away the snow and iee ^^ hieh the trains eolleet and harden hetwecn
the rails and the loadw.iv.
it is found that the freezing of the snow or rain tipnn the mils docs not impede the
imavy engines, as the wei-ht of the forwanl wheels is suflirient to hrealc it and
eiiahle the drivinir wheels to hite. '
U hen. Ner, from ioral causes, the snow is found to drift on tlie line of railway
Miow-lenees are ere ted, whi, :• an lonnd vcrv cfleetiial. Thev are simple JKiard
leiiees Irom K; to l.j le, . hiirh. iil.ieed from 10 to 20 fer't liaek from the roadway.
In wet ueather tli< r.iiis heeoine \ery blipperv,.;.iit the diflienltv is overcome and
the wheels eiialiied to hite ii[ion the sfep ijradients by the use of sand boxes, which
are lived in In. lit ot the en^ii.e and iiiiaiediatelv over the rails.
Tliese e.iii he opdH ,| at j.i.aviiie by tile tlie engine-driver, and the sand is used
wherever iicec.ssarv .
'I'll-' means ihiis siiecessfiilly adopted to o,e:rome the obstacles arisin;! from ice an,l
snow .lie emphned miirh in the same wa\ upon all the railways wliieir are exposed
to tlu 111. ■ '
111 ihi' y<'ar H'.'lT ilie i \peiise iiKiirred under this head (removing iee and snow)
inioii ilie western railroad in .Massaeluisetts, was. .i, eordinino the oliicial return, 2,7G3
.ioihu^, e(|iii\aleiil to C")?.") sterliii;:.
L poll iiiiiiN (.f ihe otJKr lines expenses under t'x- same head are returned, but very
much smaller i'l aiiioiiiit.
Ill places where the rails are ik.i r.iiscd above the 'general level of the country,
imuh unater diniriilt\ is e\|ierieiiced in keepiii- the liaes clear of snow than in iiarls
where ih( ic arc ciiibaiikinciils,
Irniu ihe lorc-oiiiii it doo not .ippcar, therefore, that snow need be considered an
iiisiiriii..initableol.v|acle to the formation of a line of railway from Halifax to Qiiehec.
lo <,lniatc as luiicli as possilih', the liability to interruption from this cause, it is
recomiih ndcd thai in the nai-tr:.. ,ion of th.- line, it be a.lopted as a jirincijil.'. that
the top of the iron-rail be kept a- high as the avcrauc depth of snow in th.' country
throiii;:' \\ liicli ih.' line passes.
In Nova .Scotia this will r. .piirc proliablv an embankment of 2 feet hiudi. gradually
iner. a^ai; as it procc.ds northward to the .St. Lawi.uce and aloni,r the ihit open
counli\ (111 ii~ liaiiks, to .') or even (j feet.
t> The
2-2
The whole of that part of Hrilish North Amrric a through which this line is intriid. d
to Im- nm, liiiimas yit free from raiKv.ivs, th.- < hoiii- of i,'aiii,'r is clt ar and npi-n.
Without <iiliTiiij; iiilo and <|uotni:; lin; arj;iinirnt>< wIikIi ha\c Iw <n addnccd in
favonr of the l>road or narrow i:ani:<' of Kn^l.uld, a-, il i> nmro a (|nestion of dnail llian
otherwise, it will be deemed suffirient for I In- jiresenl report t.. recoimiiiiid an iiiter-
niediale uani:'V rroliaiilv '■ leet tl inc lies will lie ilie iiio^t snilalile. as eiiinliinini:
the {greatest amoiuu of jiraeiieal ulilitv wiih the lea-t amouiil •■( inereased expendi-
ture.
With the rthjeci of proce.dini; on to llie eonsideraliuii nt evpensc of construction,
the proposed trunk line will he siipj.osed to have Vnii^le track with one-tenth ad-
ditional for side lines and turn r)iiis, to have a rail tK', Ihs. to the i,ard, sni>poilrd n|Hin
lon"itudinal sleepers with cross-ties, similar to the rail nst-d upon the London and
Croydon line, the woofi to he pre|iirrd accordini: to Pavne's p-0( e>s, to have a ti.iii<re
of f) feet inches, and as a piineijilc , the top of the rails to he kepi ahove the ley. I
of the surface of the iironnd, at a height eipial to the averas»J dt'Pf'i "»' «'•" '*"""■ ^"^
the best information as te tin; cost of makinii such a railway, refen ncc must he made
to the works of a similar character in the I'nited States.
At about the close of the year l)U7, there wore in that country marly .'j,!!()0 miles
of railway completed or in progress. The avcra-^c cost for those having a smjile
track, has bi en estimated at i2,0l)U dollars, (■quivalcnt to L\,IC>6 sterlin:,' per mile.—
For the double track ;{2,0()0 dollars, or £t),Gt;G sterling' per mile.
But the extreme diHerences which are to be observed in the 'ost of conslriiclion in
the various St. cs are so ;j;reat, ran^iuir from JCHJOO up to C'i».,nnO jier mile, that no
criterion can be established from averaijes obtained from such discordant dat.i.
The state of Massachusetts affords the best materials for accurate information.
All the railroad corjwrations are by law obliged to make annual returns to the h-f^is-
lature, and very valuable statistical information is thereby obtained upon railw; y
alTairs.
From the official repons lor the year 1847, the following table has been comi-iled.
Railroads
I
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23
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5
91
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24
This tal.lr .omFiMS, ^^itl. tl.c cxcei.tmn <.f ahoul Cftv miK;>. .i|-on uhirh tlu;rc <..-
n,/:", doubts i to ^;l,at tlu- ac.ount pr.risdv embrace., t . ^v ol. •'.;---';;.
aZsna romplrted in tlu' Statr of Massari.usetts. I bo tal)b: si.uus iu'^ mil .1
railwav incb.dinu b.aucbcs, ^^ birb bav.- -os, in their roMStruet.ou and e.in.pnKnt.
il BTolUG dollars, or i:(;..'')r»:t,l.Jo storhnji.
Tl c - m IKnuiLs of donhle track, -llu-y have been taken at so .,nd. add.t.on 1
single track. A dm.ble track would not cost exactly tw.ce that ot a s.nale one, ts
nstr, tion ; butas these lines uere made uriginailv only with single tracks, and have
." n ulded to fron, time to tinu as .ircnn.s.anccs would adm.t, 'V''''-^''" Vwlc ed
to increase the cost, and in calculating; ihe average expense per nule, .t >s co.o.deu.
thc^"sult^^ill not be much in error. The cost per m.le .t appears then has been
^' 'There- ^sMolnlK-r State in tiie Tnion ^\hicb presents cpiallv good data ur makin:;
an approximate estimate. 1 1 „ ,,> tint
Thi climate and nature o*" the country bears also a strong rescn.blance to that
ibro„i£h which the Halifax an.l (^.ebec line n dl pass, and m this respect the analog)
of the tno eases is extremely favourable. _ r . ♦• „
The New York and l.rie railroad. \r>() miles in Icn'^tlu mow hi cours.- of coustiuction,
will, it is .apposed from the latest information, cost M^oO per mde, exclusive ol
''^Tho'eslimate for tlu' Hudson irmr railroad from Tv^^w York to Albany, now in pro-
•rrcss, is for the simple track £7,V'lO sterlinL^ per mile. „, ^„„ ,. •,
T'lie estimate foi'the Montreal and Portland lin.- is about £5,080 sterlu.g ,>er mde
For the Gr.at Western liailroad in pro^m-ss in Ipp.-r Canada the estmtatc tor that
section of the line which would most rejcmble the llalilax and Quebec road, isi..),«jJB
'"'On'refeirin- to the table, it \\ ill be seen that all the lines have either the 11 or T
r:v' -enerallN 5G lbs. to the vard. , • r i j -.,
ri. .rice'of railr<.ad iron in the Stat.s is vcrv much -reater than ni En-land, or
what It "can b..' procured for in th. liritisli I'rovinccs. It i-ays a very high duty .ni im-
portation into the States. , , , ■ i i.. |'..,.1>.,H
On some of the lines upwards of £1.-. pei ton lor r.uls has been paid. In hngland
rails can now be bou-ht for £:! or £!» per ton.
The advanta-e u hi,h the llalif.x and Quel^'c hue w.ll ; assess over the lines in the
tabh' in tli rcsnect of iron alone, max be estimated at CjOO per mile.
When these lii,.-s were construcK <i also, thy .'.(■mand for lai)our was cxtremciv -ret,
andwa-es much hi;:her than in tin pnseiit ■' i\. .• • , i i
Th.; avera-e (of C7.050) deri\ed from the table, mav thcretorc very tairly be redu-
ced bv several l.uiidrid poui'ds. , • , , .
Tlie Halifax and Queoec lim ., .11 have also manv adxanLejes svhicb *he American
lines had not. . , .,- ,
Tlu' land lor tic "reaier portion of the road \\ ill not have to be ptirciiased. J iinDcr
and stone will be had n ;irlval(ai- the u iiolc liiie f ■. the labotn of cuttitm and .luarrying.
Itub'in'. then from lbe"anah)i:v afioi.led b; MHiilar. or ueiulv similar lines in tlie
nei-bbouring States, ^iNinudue weid.t to the ■ onsid-ratious nv hi. h have a tendency
to modifv the COM ill the par.ienlar case of the Halifax ami Quebec line, and lorining
the b.stVstimaie to be denvcd from the d.n i 'J'taiiied upon the c\i.lorator\ survey,
which. iiiidcrtlie.ircum>taiice>ofa perfe( ilv new .oiMitry, onl v recentK . \plored, and
still covered v>itli a, d,•n^e loiW, is all that can in the first insi,.i..e be done . it is con-
sidered that if the MMii ..f £7(KM1 stMlinii p. r mile be assumed as the probable .•osi ot
the proposed line, ii will iioi be far iioni tlie correct nnoiinl.
The
=r^^
25
The total distance from Halifax to Quebec will be about 635 miles.
635 miles at £7000 per mile will be
Add oire-tcntli for eoiitingeucios -
Or, in round numbers, five millions.
.€
I,tl5,000
4-l»l.,500
£l.,«8y,.')00
It is estimated, therefore, that the cost f;>r e.n.stru.tion -^ jj-^li^^ ^^nH^
psed trunk line, from Halifax, throuiih New Brunswuk, to Quebec, will amount
£5,000,000 ^terlins.
Th. question which prc-sents itself next for consideration is a very important one,
wav, fi^m a ;^nsidera,;ou of the present population and resources ot the three pro-
'''rhe direct eonnnunication between the t^-o termini, Halifax and Quebec, is of a
''SvS'iris'l^-fined almost to the conveyance of the mails. Passengers proceed
^Tt 'V^^, t ^;:::^.n£uion w.. m seventeen , vessels, winch arrived ^
Q,^.bec h 1. . tmma.e of 1257, and eighteen departed Iron, that port tor Hahfax
" '^yrimn i'r'l'e'^u' r -it the first view appear encouraging to expected
I his '''";'»;";";' ^ , .,,, ^i^^^^ this limited intercourse arises entirely ixom
Ih?;^ m o ' ."< n . ns"7in'Snnunication such as would be atjbrd; ,! by tl.e pro-
;l;,s;d ".Iwa^" it becomes a strong argument in favour of makmg the hue, rather than
'^l^e\onmnmication of the provinces ^vith each other is cramped and restricted beyond
""7: se ''th:';;m:;;:u:?m;ercourse may be Judged of by the return given in Append.x
\n V; fninished l)v the Quebec Boiird < t ] rade.
Th; ehie. elements which enter into, and upon which depends, the success oi every
railwav enterprise, are population, agriculture, and commerce
At the cxtiemiMts of the line, and tor some m.les al.M.g the St. Law rent* , there is
in .. 1 d nt ,K>,.ulati..n. Kxternal comn.erce there is in an <nnncnt degree. In that
o^ ic re h efi.-iencv is ereat at present, but as there are mil ions o. acres of good
ol a^MUMlturc its ^' '" '' '7 > , , , ,„.pessarv to cultivate them, and th.,- means
!;rt:^:*;o w; :i: i b ' ai.':h' U.! :"; -ulwa v, th. very circumstance may be njade
t condue! to the advantage of the line, and ,,ay a large po.liou ot the expense of its
^"mi::H-- -r Habtax (the Atlantic .erminus) i- -tim^Ued at .5^ sods It
,s the capital of Mu- province the seat ol uov, rnmen and ts co.nm. rce xtens.vt.
and outlet furall Cana.la. By its port passesMhe whole trade of that F^v.nct.^^^ k
mim
A
I
26
mav be regarded as tho tocus of commcrct 'or a niillio.. and a half of souls. The value
of the imports and exports together may be stimated at £5,500,000 sterling, givui-
employment to a very great amount (/shipping. _ _
Tliis innnense trade is of necessity cronded into six mcmths, the navigation ot the
St. Lawrence lieing dosed fo- he remainder of the year. . , r ,
In addition to these two great termin. 'lere are lyin- on each side of the line two
most important tributaries, viz., the city ol 6t. .John aii.i i'nnee l^dward s Island. 1 lie
former .vit'i a population in city and counly a.iiother ot nearly li.,000 p^Tsons, witli
a commerce of the value of £l,aOO,000 in exports and imports, giving ernployimnt
also to a -rcat amount of shipping. The latter uith a pupulntion of oO,0(H) cngag.'d
principally in agriculture and the fisheries. The exports and unports ol this island are
about riO'J.OOO annuallv. , , , .. .i
Betwee.. the citv of Quebec and the River .V l\nr.: are, settled along the south
bank of tl'e St. LaViencc, 75,000 inhabitant, i .a^cd in auriculture. Ihcse peo-
ple are French Canadians, and almost everv famny has a small farm and homestead.
A strilvin- pec.iliaiitv of these farms is their eioiigatcd shape, the length b<>ing gene-
rally thirtv times that of the breadth, oftentimes a lireater disproportion exists. lie
houses and farm-buildings are alwavs built at one exir.nuty, that whuh adjoins tiie
road dividiiiti on.' s.t of concessions from aiiutiur. '1 lici.; are gi aeially three or lour
lines of houses and roads rin.nin^ thus alon- ih' St. Law rence.
The .'ffect prodnc.'d bv this manner of ikut. llin- eat -In i, c.d and building has heen
to form wh:'t can only be compared to ont^ long Mid eonlmued Milage lor 200 miles.
For the fust 100 miles out of Quebec, as far nearly as the luvieredu Loup, the
proposed line of railway will run througli the e.Miire of this extended village and witn
a train of moderate len-ih, the last carriage will scarcely have ^ef ed j'le door of one
house before t'.e engine will be opposite ..noiher. lor the second 100 miles it will
leave these concessions and farms a little on one side, but slill .within reach. A more
favourable disposition of a population (comprised vf small farmers) tor contributing to
the way traffic of a railroad could scarcely ha\e been d.'vised. •.,-..
In the country Iving between the Resti-ouche iliver and Halitax, the inhabi ants
who will be near lo the railroad will amount to .bout 100.000 : making the population
cither upon or near to the line, including the uvo t.^mini, 250.000 persons. But it
the total population be taken within the arei. -.vhieh will Ik- be.iefitted/>|/ and become
conulbutirs to the bne, then it may be estim .led at nut less than W0,000 souls.
1,1 . reiiort of tin Directors, made upon tlu; New i ork and Kne Railroad in IBkJ,
when the question of proceeding vitli that line was under consideration, one of the data
upon whiJi its future receipts was calculated was d.;rived Iroiii populai.jn and relative
distance. And usin- the data obtain.d from the working ot one portion which had
been completed and was in operation, it was calculated that 51 1,000 If'-Jf ";'"",•';'"'=
of 425 miles in lenmh, would return in net earniuL's to tiie railway l,.}4,5,oOU dollars,
or2i dollars nearly per head, equivalent to lOs. i-lerling. As the railroad is not yet
completed, the true n>snlt cannot yet be seen.
Thenetearninssof the ailroads in ■Massachusetts for the year 1817 were 2,-
290 000 dollars. The population of that Slate, over whose area rauvvays are every-
where extended, and the whole of which may therefore 1..; considere.l as tributary to
them, being at the time about 800,000. This gives 2^ dollars pr head, equivalent to
lis., or the same r( lilt nearly. ^. . ,. ■ -.i
Applvinu^ the same ratio (of 10s. per nead) to the 4(K),000 .nhab.tants wlmare with-
in the area and likely to liecome tributaries to the Quebec and Haiitax Railway, it
would t;ive Jt;200,0tH) as its probable revenue. „ , ,. , ,v.
The great staple of New Brunswick is its timber. For this all absorbing pursuit the
" ' inhabitant*
^rv^-5
•27
inhabitants neslect ai^riculture, and instead of raising; their own supplies they import
provisions iu lariio quantities Ironi Canada and tin; United States. In tho year 184«J.
\c\v Ikunswick paid to the latter for provisions alone, £216,000 sterling, whilst, m
return the I'uited States only took from them JCl 1,000 in coals and fish.
()t Nova Seo^ia th(> ^iteat staples arc timber and the products of the fisheries. The
innabitants im|)ort provisi<ms also lar^eiy.
Canada is an exjmtinq country, and capable of supplyine; the demands of both.
In tilt w inter <>1 U517-8 the price of (lour at Halifax and St. John was at 40s. per
barrel, and it was beinj^ imiH)rted from the chief ports in the United States, even from
as f.r a>- New Orleans in the Gulf of Mexico. At the same time at Quebec the pru c
of flour was only 2os. per barrel. A very great difference, which, had the railroad been
in existence, would not have occurred. r i
Auotiii r i;reat source of reveinie likely to be developed by the radway ts that ol conls.
to be derived from the Great Cumberland Field.
Quebec and the upper country would no doubt take large (piantities for thnr own
consumption. Halifax the sanie for itself, and also for exp-jrtation to the I nited
States. r -i
Considerable i turns wou!! arise from the fisheries and from the products ot the
forest lyiii^rcontiiiuous to the 'ine, which wou'd find their way by it to the shippinii
JKjrtS. • ■ ir \
The country through w hich the road will pass [wssesses, therefore, m xtxelf, elements
which, wlien full v developed, canii'L fail to realise large receipts.
But there are," exclusive of these, other and highly important sources for productive
revenue.
Halilax may be considered to be the nearest great sea-port to Luropc.
Passengers travelling between England and the Canadas v.-^uld adopt this railway,
as tha shortest and best line u liich they could take. Emigrants would di> the same.
The mails, troops, munitions of war, comn;issariat supplies, and all public stores
would naturally pass bv it, as the safest, speediest, and cheapest means ol conveyance.
If a straight line 1k3 drawn from CapeChari.i Ireland, to New York, it will cut
through or jiass close to Halifax.
The latter is therefore on the Direct route ; and as the sea voyage across tiic Atlan-
tic to New York may be shortened bv three da\s nearly, in steamers, it is i,ot improba-
iile that on that account, when the branch railroad to St. John is completed, and other
lin«>s to .■onnecton with those in the Unit.-d States, the whole or the greatest portion
of the passenger traffic betwe.-.i the Old and New World wculd pass through Ilaiitax,
and over a great section of the proposed railroad.
But the great object for the railway to attain, and which, if it should be able to ac-
complish, its capaJMlitv to pav the interest of tin capital e\ ended would be undouiu-
ed, is to supersede tho hmg" and dangerous passa-e to Quebec b\ the Cull ot St.
Eawrence. i^ i i i- i
To make tico voyages in a season vessels are obliged to leave England earlier, and
encounter the dangers of the ice in \\\v. Gulf, much .soimer lliau it is safe or prudent
{ox them to do.
The loss of life and property which has occurred from this cause, and returning late
iu the autumn has been enormous. It cannot be ascertained, but probaiily it would
have more tli.m paid for the railw ay. , • , ■
An opinion r.ay, however, be formed of it from the rates of insurance, wliicii in the
spring and autumn are as high as lU per cent. A much highei rate than to aay other
part of the world.
The navigation of the St. Lawrence is closed for about six months of every year.
^ Dmin-
J
^
k
28
During the whole of this period all the. produce of the —ntry is locked up, and neces-
sarilv Ties unproductive on the hands of the holders.
The sur..!.'^ .-rie.iltu.al produce of th.- year eanuot Iw got re.-lv to be siupped ut
,|„. scason'it i> i.roduc.d. In the winter of Isafi-T it has been stated on -ood autho-
rity that 500,000 barrels of Hour were detained ti, Montreal at the time ^^\^v^^ lanuue
was ra-MU- i„ Ireland. As so..n as the season open- 1, there was a demand lor ship-
ping to'' cam l-rovisl-ns, that the ordinary course o( he timber trade was deranged
'^All this would have been pr( vented had the railway been then in existence.
For siv montl.s in the vear ihea, the St. F.awrer -e would cease to be a competitor
with the railway, and large .p.antitijs ot produ. Id bo certan. to be forwarded
^'"'For theothe six months ..f the vear it would nave also the following strong claims
to prcfercce :— rapiditv ol transport : the savin- of heavy insurance ; cheaper rate ot
freight'from Halifax ; vessel,^ e.igagedin the Canadian trade could made three voyages
to Halifax {ox two to Quebec. . • „„, „f
The trad, wliich is now crowded into six months, to the great inconveniei^ee ot
everyone concerned, rendering K.rge stocks necessary to l>c kept on hand, would tie
dilTused emnulv over the -,\liole vear. i i i n
It is most pn)l);.ble that theseadvantages will be found so great, that only the bu ky
and weiglity articl. s of commerce, such as th- very heavy timber, and a lew otiier
Toods wTll continue to be sent round bv the Gulf ol St. Lawrence.
" If such should pi'jve to be the case, then th- proposed railway would have as much
or perhrps more traffic than a sin-le track < ,ul J accommodate.
The cost of transportation, it is calculated, will not be too hi-h on this line to admit
of the aljove results bein- realised, and in that ease, more espcc: ly it the capital can
be raised at a iiuulerate raie ot in'orest, it Is considered hij^hly probable that it will
i^ven in a comrucrcial point of view be a prolitable undertaking.
From evidence given to the Guage Commissioners in Encland. it appears chat the
rost of transport for gc-ds on the undermentioned lines of railway was as follows :—
Great Wes'ern
Grand 7 Miction
Birm ngham and Gloucester
South VVcstern
L(-"don md Birmingham
•06 of a penny per ton per mile.
•13
•09 " "
10
• 12 " "
'))^.50
•10 Avcr-Pire per ton per mile.
This is suppcsed to be cross weight, incleding carriages &:c. , • v,
O le-lifth a penuv per lail p.T ton will be a liberal allov nc ■ for the net weight.
From vet careful! vVq-ared ^.cument*. extracted bom a UeiK>rt of the Coimms-
s.one. appointed in liJU! i.v the Legislature of the Slate ol ^^ew\ork. to locate cer-
i porti^^ . ■ tlu: Neu York a-al Erie Rail.o.d, it appears that the > o.t of mot-;,
'oner on so, , of ti.c principal railroads in the Inited States wa^ -lO cents per train
ler mile em .va'.'nt to Is. i^d. sterliiii;. . j i .
With the expect.d urad.-s on the Halifax and Quebec line, it >s calculatcui that an
en^^iue of -ood power, having tlic assl.tur- an extra engine tor -o miles ot the
' distance,
mrv^"5
M i m m.mm ' m v,«^
?
3
99
.iistance, will convey 100 tons of j^oods at a moderate speed ot 8 to ton miles an hour
over tlic whole line.-.
Tiie total cost por tra'-i would then U' —
Goo miles, at l.s. Bf^ per mile
2.3 miles, at l.v. »(/. lor extra (^nsinc
Total fur 100 tons
£ ,s. d.
62 lii 4
2 1 a
iUl'i U
Or 1 Is. per ton for the whole distan.c. Kqual to -207 drs. per tun per mile, the s'ame
u ul\ IS the i\era"e on the F.niilisli rail\\avs.
\t"this rati", ihi^arlmtl cost of carrsin- a barrel of flour from Quebec to Halifax will
l,e\.nlv Is. ]</.: and if it be doubled, t.. pay interest on capital, then 2.s'. 2(1. might be
m
bulk.
fulK
ih(> price (hariied for its conveyance. . i i r
The freight of Hour from Quebev to Lngland may be, taken at oe. per barrel ; !ro
Halifax at '3s. . . . i -i i .i vtr ,
The difference in frei-ht would therelore vay its transit by railway, and the differ-
ence in Ihc rates of insurance would be to ihe profit of the owner; and the voyage
bein- shorter, there would be less risk of its arrival in the market in a heated or de-
tirioiated eoudiliun. . . ■ i •
Provisions and all other artichs whose value is great m proportion to their
would be as ad\antatreously forwarded by this route.
It is fully expected, therefore, tiiat the railway v. ill be able to compete success
with shipping in the St. Lawr-nce even during the; summer season.
But there is still another great and im])ortant source from winch trafhc may be ex-
pected, viz.,— From those vast and extensive regions in the far west, round the Lakes
Huron,' Michigan, and Lake Superior. ., i f.l,.c
Bv the completion of the canals along the River St. Lawrence, the produce of these
lake' countries now finds its wav to the markets of Montreal and Quebec.
Largetargoes, consisting of upwards of 3000 barrels of flour can now pass from
their iiorts down to Quebee w ithcut once breaking bulk.
Alreadv produce which found its wav to New \ork by the circuitous route
Mississippi and New Orleans has been diverted to the channel of the St. Lawi
of the
rence.
The extent to which this will take place it is not possible yet to calculate ; but
thcrp is no doubt that large quantities of produce which formerly found its w.-y to the
Atlantic ports of New \ ork and Boston, will be diverted to the St. Lavvrence.
Of the enormous exjwrts of provisions from the United States, the foUowmg will
give some idea. . , ,„,„
In 1846. In 1847.
rionr— barrels . 2,<iS9,47d . 4,382,496
^Vheat— bushrls . 1,613,795 . 4,399,951
Corn— bushels . 1,826,068 16,326,050
.Meal-barrels . 293,720 . 918,066
The greatest portion if not nearly all this immense produce of which the above
forms only a Jar iO/iis in ..le ipeat account, was received at the Atlantic ports from
the far VVest. And it is for this most important and still increasing trade, that Mon-
treal and Quebec will now , by means of the Si Lawrence canals, have the most favour-
able chanct> of a successful competition with New York and Boston.
It has been c; icuiated that the cost of trans{)ort for a barrel of flour from the Lakes
to New \(irk wa- 5a. Id. sterling ; to Boston 6s., exclusive of charges tor tranship-
ment.
Bv the Quebec and Hali.ax line it is estimated, now that the canals are open, a bar-
8 'el
ft
30
ral of flour may h^ de'.ivered at Quebec for 2«. sterling, and carried to Halifax for 2s.
'^^Bv^'hc Montrt'al and Portland, UM. lias been ostimat-'d as the price per tbe rail-
wav; to which if 2.9. more be added as freight to Montreal, the price In that line will
urobablv be onlv S.s. 8d. sterliii- per barrel. The IMontreul and Portl.uul will have,
therefore, an apparent advanta-e over the (^-lelnc and Halitax Hne, arisui- Irom Us
much shorter distance. But there are som.- drawbacks atteuduii: it, which may cause
the preference to be i.nven to the latter notwithstanding. 1 h.' line passes throu-li the
United States. . . . , n r • a
A transit dutv of 2J per cent, ad valorem, has to be I-'vicd upon all foreign produce,
and introduces the inconvenience of custom-houses and custom-house oflicers.
Portland is a foreign port, and is AQO miles by sea fartl.er from Lr.-land than Hali-
''^h has been seen in a former part of this report, ....en speaking of the Utica and
Syracuse Railroad, how inadequate that line was to take all the trafiic winch was
required to be forwarded by it, at the time that the Krie canal was closed.
The growing population and produce of the Western States are so gigantic, t.iat it
is probable there will bi more than sufficient to employ fully, both the Montreal and
Portland and the Quebec and Halifax Railroads.
From the foregoing remarks, it will appear then, that althcigh no very good or pre-
cise estimate of vhe returus for the expenditure of Hv.) millions sterling can >J« given,
yet that there arc very goud general trrounds upon which to lorm an opinion, that ulti-
mately, if not at once, the line will, in a commercial point of view, be a very produt-
'"'rhe Montreal and Portland, which will be the great competitor with that of the
Quebec and H.Uifax line, is an entcrpr.>e of a purely commercial and local "fture.—
As such, it is not likely sh:.reholders will be contented, unless they receive what the^
have every right to expect— a hi-h rate of interest for the expenditure they have incur-
red and the nsk they have en'"juntered in the undertaking. . ■ r ,
But with the Queliee and Halifax it is very difterent. The enterprise is of s^eneral
interesl. h contains the prosperity and welfare of each ol tiie three I'rov'uces, and
the ••.onour as well as the interests of the whole British hlmpire may be aHected by .
It is the one great means by whieh alone the power ol the modier counuy can b
brought to bear on this side of die Atlantic, and restore tiie l)alance ol pow<r now last
turniu"' to the Sidc of the Iniicd States. , i- i
Evc^ry new line ofrailw.u ... ub i.i that country, adds to their power, e.iablmg hem
•0 concentrate their forces al,....st ^^ herever they please, and by the lines, of which there
are already some and there ^^ ill soon be more, reaching to their northern ront.er, the\
can choose at their own time any one point of attack on the long extended Canadian
frontier, and direct their \\ hole strength agamst it. • , r ■ .• „ ^r
The provir.ces, therefore, and the empire having such interest in the formation o
the Halifax and Queliec Line, it sl.ould Ik- nnd.'rtaken by them m common as a great
public work for the pubbc weal. ,. . i^ i ♦ „«..u
^[f so undertaken, the provinces supported by the credit of the mother countrv, could
raise capital at a rate of interest which could not \ye done by any company ot sharc-
hSrs'^ And if to this advantage be added, the disposal tor the exc usive l>eneht ol
the raUway, of a portion of the wild lands along the line, and in the ■;"'"-l-t« com.
try which it would be the measr, of opening to settlement and cultivation, then it is
highly probable that it woiUd be constructed for three millions stcr.uig.
irv^'S i
.— -» -tKl. MlW**IW**«*»%.-
ai
In a former part of this report it has Ixsen estimated th.t thoro are in the couutio.^
.hioLsh nTicL Uns line will fass, fourteen millions of acres of land yet unerauted, and
ilicreron' rr.naiuin- at the (lisjxjsal of the Provincial Covornment.
Tl ordi arv price of an aire of wild or mcle-r.-d land, .. .l«ut 2.. brf to ^s. per
,cre But where uul.lie roads are .nade through t.-eu, the value .mmed.atelv ...creases,
'.Mid it will not he considered an extravagant estimate, to suppose thai the la..d alone;
it, or in the iunnediate vicinity of the railway, will be worth LI per acre.
For .he eons.r..ctiun of the CJreat St. Lawrence Ca.al, !,v wh.eh ( ana.la has ,.ow
the p.ospeet of reapi..e such i.n.nense advantages tro... , he trade o. the ^v.'^t.T,. - o .-
V \h- l.nper., I Ci(.vern.nent t,maranteed the interest on a lua.. o* nvom.lhons sterhn^
Ind !.pwa"ds, at 4 per cent. This loan was easily ra.sed, and a lan^e prem.um per
rent was received i. addition for it.
There e.n he little doubt that another loan of three m.ll.o..s sterling at the sam-
rat.> of 4 per cent, interest, could he raised upon the cr.dit oi .he prov.ne.al ,;evenues
; .ntara, -eed bv the mother country. With this a.nount ot eap.tal and Wo m.lhons ot
aca's to lK> reseVved, and sold from time to time, it is conceived the radway may be
"'"^ition the strength of these two millions of acres and the loan as a ba.is a large
ainoimtol .or.v niight be isstied in paym at of the wages and salaries of the labourers
id ther persons employed on the works nf the railway They should Inyn^l";. re-
eiv "l le foV taxes and customs duties. The amo.mt a.uhor.zed to be issued might be
limited to the extent of the acres, and as tb"se were sold an equal a.nount of the not. s
'''Tht'Tssm"*^f?^ number of notes which would pa-^s current over the three provinces
would be eo.if.-rr.ng a gr-.-at b. uef.t upon the co.;^ni,.iiity at large. The currency .s
not the same throughout, and persons wh.-> travel from one prov.nce to another are l.o^^
nut to inconvenience and have often to pay a discount upon exchanging the notes ot
one colonial bank for those of another. Advanta.^e might !>e ta.en of uie measure-.
rssLuiiate the currc.cy of the colonies to each other, a.id ..take it " sterling," the same
"^Bv a'lfttlc arrangement also, these notes might be made payable at the chief port<
of e.nigratio.i in the United Kingdom ; and in that case a very great .convenience would
be afi'onled to a large class of persons on both sides the Atlantic.
T.. remit small sums now, requires ttie intervention of bankers or agents. IJiis
has tl. elfect upon persons resident in the settlements (and no doubt often also in th.^
towns), of preventing th.'ir sending the assistance which they .nhcrw.se would -h. ...
h.ends at home. Manv a small note w.juld be put up, and sen' u. a letter, which now
is never thought of, for want of tl..' convenience. ,■, . • in-..,
Inirmittingsums from Halifax to Engla..d, the banks do not l.ke tog.vebilsa.
less than sixty days' sight. These notes would, therefor.; b.;coi..e a gr. a^ publ.c bce-
lit a..d th.-r.^ would be no fear of their being kept in circulation alnwst to any am..u.i..
Uponth.". loan of three millions, the interest at 4 per cent, would a.nount to
£120,000 per an.ium. . , •. i * „
Of this sum it may be fiirlv assumed that for theonv. vance of the mails betwc. ii
Halifax and Quebec, the Post Office dopartmeut would U williug to pay annually an
e.,ual amount to what is now paid for the same service. This has not been ofl.c.all v
obtained, but there are good grounds for sup; )sing that it is nearly A.^U,WO.
In -he case, then, that beyond this the railway only pa.d its own working expenses,
the sum of £100,009 would have to be made good .)Ut of the revenues ot the provinces.
The
Hi:
»
I'hc ,,rop<.ition of this, or of whatover sum might he defkient to pay the intorestoii
■ ■ ■ ' • - ind it may, for the s;»kf of illustration be suj»-
tht! loan, would have to b« arranged
l)()><(d to l)e i!s follow : —
Nova Scotia 2(),(K>0
N<u Brunswick 20,(K)0
Can.uia .iO,(MJ<»
'I'lic Inifxrial tJovernmcnt 3U,0(K)
Total £1()0,(KR)
Proportiof.
•2
•3
•3
10
For the proportion 'guaranteed l.y the provinces, they would rec. ive the l«'nefil-
conferred i)V the railway in (levelopin- their resources, incrcasui- the value e, all pro-
perty, proniotin- the s i!e and settlement of their wild lands, increased popula^wn and
increased re\einie. , „.
fcr the proi.ortion iiuaranteed by the Iniix'rial Government, all Government oflicern
civil or military, troops, munitions of war, su])plies ice, lor the pubhj service, and
nniLmiiils shou'ld De transported over the line at the cost price.
New Brunswick and Nova t-^coUa. it is understood are most willK-.g to guarantee tlie
interest to the exter . of their means, and in a fair proportion.
Canada having done so much already for the communications aUne Montreal, it i>
fully expected w ill not be backward in })erfectins those Iwlow Quebec.
In the extreme case supposed alwve, viz., of the railway yiddi-.-.g no reti:rns beyond
workinii cxpcnces, it is m.t conceived that either one of the provinces or the empire
would not receive an e.,uivalent in some other form for its direct contnbuuou to make
"ood the interest. . . ,, ,..
An account is at present being taken of the exisung way traffic bet\vc-en Halifax
and x\mhcrst, by the commissioner appointed by Nova Scotia to collect statistics lor
the railway. The same is being done for that prtion of the line along the banks ot
the St. Lawrence. . ^ , ,. -n i r i .
There is some reason to believe that these two portions of the buc will be lound to
have sufficient traffic to pay, over and alw.e working expences, the moderate interest
iii»on capital of 1 per cent. m i ac a
If .uch should prove to be correct, then the foregoin„ stp^emont would be modified
and stand thus —
Total distance from Halifax to Quebec
Quebec to River du Loup
Ilalifeix to Amherst and Cay Verte
635
110
125
-235
I
Leaving unproductive still
miles 400
If the total line can be done for £3,000,000 then the proportion for the 400 miles
uould be £1,889,600, cr 2,000,000 nearly.
The interest for which would amount to £80,000.
Deducting' £20,000 for the conveyance of the mails, then the sum to be responsible
for would be £60,0(X), which divided proportionally as before, would give for
Nova Scotia 1'2,0(X) proportion -2
New Brunswick 12,000 " '2
Canada 18,000 " '3
Great Britain 18,000 " "3
Total £60,000
•10
Therefore
>/?»
.^^■^'^mis^mmmi
M
33
Tlitrclon', lorthr rrsjK.iisil»iliiv (|i«rlia|)s l\tr u.i.sumi)tj( il only) of £100,000, or a:»
the cast; may |.r<)>i , itlO.IMH), (li ■ gii(l«:<- and lldliJaxUailuav may l)c made.
J{iit to look .a tliis jraat \' ork oiiIn ,l^ a coimntri iai sixciilution and as yitlding mer*
iiiii<r<>t for tlic i'.\|Mii(litiin; incurred would hv to tako a very limittd view of tho ob-
jcct^ it \H capalilc of atliic vin '.
Ill ilic liiiti (I Slates th. V ari' U( II awarr of tlir incrcaw-d value which interna' im-
l>rouiii(nts and roiiiiniinic.itioiis i;i\c to |)i(i|i(rlv oftvtrv kind.
Ill tho^c countries works lia\e Ikhii undertaken for that ohjeet alone, not for the mf r«
r. turn wliiili the work, whether railway, road, or eaiial, would make of its<-lf.
'i'hc iiidehtediK'ssof the several .States has been iiirurred alirost entirely in making
j^rent internal iiniiro\eiiients. And in the liohincss and unhesitating way in which
thoy have ii^eurred debts and responsihilities for the pur|K).se of dcvclopin;^" their re-
hoiirers may he seen the secret of tlieir unri\alh d prosperity.
riie State is in deht, hut i'.s( itizens h.ive been enriched beyond all proportion.
Most unfavourable comparisons are made by travellers who visit tl;e British Provinces
and the I nited States. And some liave .^nne so far as to state, that travellini,' along
where (h /loiindary is a mere conyenlional line, they could at once tell whether thev
vv(>re ill the States or not.
On the out side the St;;tes Governments become shareholders to a larjre amount in
l^eat public works, Ifud the yvay and do not hesitate to incur debt, for makii.-i what
has been tc. nied " \\ar upon the wilderness ;'' employment is piven, and Ly the time
the tniprovcmcnt is completed pro])erry has been created ano" vlio nupUrucd beeomo
proj)rietors.
(Jn the other side the Provincial Governments de, not t. kc th(> initiative in the same
manner, and hence in ihe settlements and in the provinces ^r,.,n.rally, may be seen this
marked difiercnee in the pro-rress of peojile who are identieallv the same in every
respect.
Until the British Provinces boldly imitate the polic> of the States in this rcj^ard and
make war upon their " w ilderness," their progress will continue to present the same
unla vourable contrast.
The er( ative or productive power of canals, railways, &e., may be traced in the
history and |)rocress of the State of New York.
The Krie Canal was commenced in 1017, and eomjileted in 1P.2.J, ata cost of 7,143 -
789 dollars or £1,100,000 sterlin-. [n 1H17 the yalue of real and p.-rsonal property
in the city of IS'ew York, was from oflicial documents estimated at £16,4^6,000 ster-
hng. in 1825, it was estimated at £21,075,000 sterlinfr. in 1829, the jiopulatior. of
the State was l.J72,000 and in 18;10 the population of the State was 1,918,000.
The canal was found so inade(|uate to the traffic, that between the years 1825 and
1835, a farther sum of £2,700,000 was expended in enlarging it.
Making the total cost to that date, 4,100,000/. sterling.
It has been seen that in the ( itv of New York —
In 1817, the ollicial vaiuL, of rial and personal propcrtv was
18;35 " ' » * ^ -^
Being an increase of 2.^ times in eighteen years.
£16,436,000
£46,567,000
£63,368,000
£110,120,000
For the State of New York —
In 1817, the oflicial value of real and personal property was
1835, " "
Or an increase of nearly £47,000,000 sterling in the value of property attributed
ch fly, if not entirely, to the formation of the canals.
u 1836, the amount conveyed to tide-water by the canal was 697,357 tons.
^ And
"
m
I
f
'Earned ia i» co..struct.on .^,„,,,, ,,„or cM.k:!!..;,' ,hr .xi.-n-- .'I n.ll.Tt.on
TlK net receipts from all tl.r ^'"^^^ ' ,1"''' . ' eU;i,i7(». Vitln-^o., t.m ns. an.l . -f.-
,,ursuiuTi.Uen(ia.ice, tor tl.r N.ar l.U/,ua>.L^
have s|.rui.- up alon- its cHirsc
TUc p«.|.ulation of the Staio, which was-
lu IB1<» - - - ' .
was in \^\">
2,(30 V,V'-'.''
was in lof-' t!Pi! "iOOdOU.
j;.:^::i^:\i::sf£^i»-s^^^^^^^ r s,
ltU7.
Massarhusctts.
Total indehtedness of tlu.Suue,lsUanuary,l»n
Credit or the Sw.c, lent to iia.lroad..
Total liabilities ot the State
Dollars.
,otan.aun.ue.. ^..^^ ^^^.^^^^^^^^^^ ,,. Co.nnu.nvealth
As securUy Ibr ,hc redeu^pUc. ^J^^^,, ,,,,,, „. u.e Norwich and NV orcestcr,
holds a mortgage on aU ll.c ^ '''''.„
and lUUO in the Audcv r and Havcilull.
Pcnnsijlvctiiia.
Public property, canals and railroad., at origin.! cost
Manjland.
Receipts from BaUimorc and Ohio Railroad - -
Ditto from Canal Companies -
North Carolina.
I.ebt of the State, on acconnt of Railn.ad Companies
Ohio.
Dollars.
2!i,G57,13i
Dollars.
12,102
11,560
Dollars.
1,110,000
Dollars.
Debt contracted for the sole purpose of the coustructioii c,f ^^^^^^^. ^^^^^
Public Works within the State - _ _ 10.122,aO.i
t^ 1, on milt's in lentrth cost - .tOi'i 'U(>
Canals, 820 miles m i ^ .^^^^ expenses wu..
Net receipts in l»ib, alter pajin, j i ^^^^
In 1810 the population of this State was - " r^^i^in
In 1820 ;; .' ..V . - 1,019, W7
In 1810 " ^..rincT the nro^rcss of Iwr canals
or tripled nearly in twenty years, during the pro^res
1
iMichitii
^r^fmrnMSSKKKUI^m^
^V -
Sta"f«
:i1
Muhiaait.
l)(>ILirH.
1 . I.t (111 .;()tli Novtinlur, IllV.) 4,.i;il,.>l(»
Total Icnj^ili of IJ.iilroiuls liiiistud .iiul luliingviq to the Siatf 222 niilos.
intiUs.
riiis State was aiillii>ri/iMl t(» raise a luaii of f).(HK),()00 dollars lor inlnnni intpmi't-
/ 1 ft .1 >
Tof llir saiMc jiiii|i(»si' Coii'jnss ^nintfil lo tins Statr ")<X»,CM)0 acir^ ol' I. mil.
Ill lino ijic |Mi|Mil.itioii was . . . - .
Ill Jj;i.> "-..-.
Ill .III iiicnasi; of T/t jicr tint, injaily 'ii\ Jin vcars.
lllllid/IIKI.
'i2.i»;7
ijoV,'J7i;
Dollal-s.
I si Jaiiiiaiv, loiT, llic Public Dclil was
IJv till' t( rills of till' Act adjiisiiiii^ tliis dciit, it is to ln' (•i|iiall\ di\idi'd lntwciii tin:
^tatc and the Wabasii and Urie (J.iiial. Of this caii.il, wliicii is to lui luil iiiili s ioiiu.
iTl- miles arc in Indiana; 17i. of this iiortion arc finished, and in o|iciati(in. Thcri:
leinain J'K) miles to lie conipletcd, upon v liicli jiart about .S-,-00,(HIO h.ixe In i iie\[M n-
ded by the State. It is estimated to cost the farther sum ol i.OOO.OOO dollars to coin-
jileie the entire canal. To cover this aiuoiiiit, tiit State is to translci- to iinstees !'ti.!.-
I it) acres ot land adiohiiiiL; to or in the ne■^lll»ourhood of the canal.
The jio|inlaiion of this State in loll was ....
■' " |r,.{0 " ... -
" " ii;k) " - - -
or doubled in ten years.
24, .',20
;5'|.;.()J1
Jll.
IJ10IS\
11)17. Total Internal Imprnveu'eiit debt
Total Canal debt - - .
The i)opulation in ISSO was
n
" W.U)
or tripled in ten years.
Tiie sales of the Public, Lands during' aiie v%'ir ( lfU.'31 in the
l-iiited .States arp'Huued to • - - - -
Producing;
or .111 ; • crage of os. Id. sterling per acre.
IJollars.
(;,()0'.t.ifi7
ll,I7l,2G}{
107,-l.i>.>
MG,2V,C,
Acres.
l.!!l;{..5J7
Dollars.
2.1-7n.i;)r.
Michifiau
I5ni to show iht! vtV- . produced by a canal or railway passing through projicnvv
ihe following oxtr;-- .nay be quoted from the Report of a IJaard of Directors ol ilir
\ew York and Railroad Company in February 181-1. :
I' The lioaru rind that they have omitted one description of property which has herc-
tolbre been considered of great value, but the rijiht to most of which lias been lost lo
the company by failure to complete the road within a certain period : the most \ahi-
able of which consisted of .50,000 acres of wild land in Cattaraquas Countv. ncir f-ak.'
Krie, and one-fourth part of the village of Dunkirk.
ii
36
i n- r in wri'.ii" "..- n.a.lr ill \''-r, l.y t |K..»il.l.' l-.m.. > tn t..k. .he
r.M.l\».nMom,.I.<..luill«'">.' ^iMVil . .1 im..;.
-^:-;;;:l;.l;^;x:t;;;i::•^^
Arrrs i A.r.s I Aires
Culiivatcil. i Uncultivat.ci. L nprcHtable.
I
In Kn gland
Wales - -
Scotland
Ireland
2.'),o.V2,0()0
;3,1K,0(»0
r).2<i.'»,000
12,125,280
.'^•i.^V/tOO
-).'.0,000
4,n00,(H>0
;;,2oG,100
l,105,0(H>
2,416,Gt>i
3i
1
V
V
600,000 I ir., 100,000 I - 000,000
Ponulalion of En<?land
;' Wales
" Scotland
M inland
n New Iinins\vi<k
U,905,r)0B
un.J2i
2,r)2n.or)7
»,2().-),;{H2
2Ot5,0O(i
a >M.pulation of 20!3,000 persons. , .,^...,io„ i,, „aded whkl. remain
ir'the land vet uncleared and fit for '•;;"" Injundary of Ne« Br
tlura section of Nova Scot.a, ^'"''^'f;;" 1^' , 1 ^^ would he a .,uant
,hc KiverSt Lawrence to the east ot ^^^•;;*:^' ^^ „,- .^00,000 s.,nls.
. t.iki lliOt: tloii;(-
|i(irlitiii nf «!»'■ rail-
hIowiii. nt I'f a iii>i-
ii.il.l.- of the St.nt .
7. ■,!( iliiiu I tr iurr,
III .iUili N(i\Liuln-r,
uilili incss."
till >iir\< vor-CIt n-
ilMMit t;,(MKi,(l(H» iiFi'
niidt r w.iti r ; If.iv-
iicris <pf fori >t 1.111*1
led as l)ciii|4 nclually
13 are —
Total
,ble. Acres.
VOO .32,.^V2,00O
0(W» 1,752,000
,r»;50 i in,7;}8,(»0(>
,G6-l I 19,14t,l)U
I
,000 I '20,000,000
K905,50fi
in 1.321
{,2().'),;5»2
joy ,000
00 acns of (ironnd fit
Itivati', and it has only
ich ninains in the nor-
,f New Brunswick and
Ik; a (juantil) '>f nearly
000 souls.
nd\ and the St. Law-
rence,
m
r.n.c, in .1..- conntrs to U- traversed !.v the proposed radvvav. 'l.ere m abundant room
for di the surplus iKipulation of the iimther countr\. .... ... ^
Of ihr .lii.Vae, sod. and.apahd.tus of Nru Hn.nswi.k, it is iinfH.ssihle to spfak
"Vhnr i> not a counirv ui tii.' «orld so l.cautifully wooded and watere<l.
\,. •„sp,.<non of Ih.- map will shew that tli.rr is sear.elv a section ..» n withoMt its
streams, fro... the ri.un.im l>..H.k up ... the uav.^al.le river wo th.rds ol ..s U..m-
darv are waslu-d l.v the s. a ; the .e...a...d.r is .■u.l.race.i l.v the larj-.' ..vers— the St.
.I(i|.i. a. id |{<'sr.i^oiit'l.e.
r... I,e..ulv an.l r..l..iess of s.e.icrv this latter river and .ishranel.es a.e uoi ^urfMSS-
ed !.\ aiiMhin^' iii(ireaf Hr.i.iu.. . , ,
I,, lak.s ar.' n...uero..s. and .....M iHai.tilui ; its surface ,s ..ndulal.ni:. h.ll a ,d dal ,
v.OM...' ..|> to niountain a.id valley. It is everywhere, .-xcept a few peaks ot the luiili-
e.i .M.H...iaii.s, covered will, a de..s<. forest ol the finest -rowth.
riie (oui.irv ca.i evervwheie he penetrated l.v its streams.
In some parts of the int.rior, fur a |H.rtai;e of three or fo.ir miles a canoe can float
.may eul.er loth. Ha. Chaleurs an.l the (iulfof S(. Lawrence, or down to St. John s,
in the I5a\ of I'undv. . ... , , ,»- ■
Its a..ri.i.lt..ralc,.pal.ililies. its climaie, .Vc, ar.' .;escr.l...l in IJouchett s Works, m
Maitin's Hri.ish Coh.nies, ami other auth,.rs. The country is hy then., and iii-jsl de-
>ervedl\ so, l.ii:l.lv jiraised.
TIk re i.iav lie uiei.tio.ie.i, how.'ver, tw o drawliacks to it, and oulv tao.
The winter is loni; an.i severe ; and in summer there is ;he plague of flics.
'I'he latter yield and disapp.ar as il'c forest is cleared ; how far the former may be
moilitied b\ it' exi.erienct; onlv can show. ,, • • i
Tor anv'^reat pla.. of emii.M;.tioi. or coU.ni/ation. there is not another bn'isti colonv
\\l.icl. presnits such a lav.iural.le field for the trial as New Ikunswiek.
To l7.(l(K),(H)0of productive acres there are only 2('r.,0U(t ii.halMt.tnts.
Of these I l,00O,0UO are still p..hlic property.
On the Mufac is an al.ui.d..ui si..ck of the hii. st timber, which m th markeis ol
Lniiland realise lar-e sums annuallv, and aflur.l an unliu.ilcd Mipply ol fuel to th.-
settlers. ,,.11 I 1
If these should ever become exhausted, there are the coal-fields underneatU.
Tin; rmis. lakes, and sea-coasts alMMiiid w ith fish.
\lon" the 15a\ Chaleurs it is so al.iiiida.it that the land sm.'Us ot it ; it .s u.ied as
manure" indMliile the oHactory senses of the traveller are olhiided by n m ti:e land,
be seesoiii ai :-.a in.men- shoals darkening the surface of the water.
lorabor.! the same exp.nse five emi-rants could h.- landed ii. New Brunswick for
on.- i.. ihc Aiiiipodcs. Ib-in- w iih.u a l<ntuii;ht bv steam from London, any ureat plan
of (-oloui/.ation could b(- directed and eontrolled bv the Home (.overnment.
Incase of distr.-ss or failurt, it would be h.n- "previously tnrcseen ; the r.-medy or
assisianc- coul.l be appli.-d : or, if bcvond these, th.r.- woeld be the ui.i.er country and
the far west always ()|.eii, and leadv to iccei\<- the colonists. ■ .• ,
Th.; present limit. -d p..pulaiion l,-.inii s<. -ener.lly entraged in th.- pursuit of ttie um-
ber trade and in the fisheries, ili.re is the richest openin-: for aiiricultur.st.s.
New IWin.suick annually pavs to tlu^ United States nimards ol i:200,000 tor pro-
visions and other articles which she can raise upon her own soil.
Nova Scotia does very ncarlv tin- same thin;^. r i .
Whilst within a few miles' reach of their own capitals, there is abundance ol land
f.)r agricul ual productions, these two provinces are dependent for large supplies ot
food ..poll the I'liiteil States.
Flour IS imjiorled from as far as Mew Orleans.
' 10 wheat
38
4
n
Wheat ^rown in the valley of the Mississippi is shipped at St. Louis, and
into New Ihiinsuick. It is'jrround into tloiir at the mills of St. John, and t
large share of the bread eaten 1)V the labourers of that eity.
Tlierr exists, therefore, a good market alread. on the spot tor agrieultura
and it would i ;; a strange anomaly, indeed, if a eountry situated within tlir.
weeks' sail of tlir markets of England, eould not compete w ith the growers
in the valley of the Mississippi and the countries round the great lakes in the
One ' ing, however, is greatly to be deprecated, that is any sudden or lari
tion without previous |)reparatiou.
Before wheat or food of any kind can he grown the forest has to be ren
that is a work of time and hard labour, during which those engaged in it m
from other sources.
With some little previous detailed surveying, the proposed railway can be c(
both at the Quebec and Halifax ends as soon as decided upon and carried oi
During which time the further detailed survey necessary for the remainder r
and particularly the portion through the wilderness, might be made, and the hi
marked and cut throughout.
This line, when cut, would form a basis for laying out extensive blocks o
dividing them into allotments for settlers.
It will be unnecessary in this Report to recapitulate all the good eftects
upon everv country in which railways have been estabii-hed ; but some ma;
tioned. u- u u u
Tliey Have become necessary to the age, and that country Avhich has ther
fall behind in the onward march of improvement and in tlie development ot
CCS. And the longer it is suffered to do so, the greater and more unfavoura
the c(.iitrast w liich it will present to the world.
\ heady in tiiis respect the British Provinces of Nova Scotia and New
are far behind their enterprising neighbours.
One of the immediati' effects of making this railway would be to place
I)Osition of luaiity. They are now dependent upon them for food.
At the closing of the navigntion of the St. Lawrence, if the United Si
merelv U) prohibit the cxj)orts of provisitins from their own harbours, the coi
would lu' serious to these two provinces. Canada eould not then supply thi
In May, lf!i-7, when the ex|)loratory parties were h< iiig formed at Fredc
provisiiiiis were being forv.arded to the woods for their use, there was a s
dour at St. John. It Was said that sufricient for oniy two or three days' cc
reiii.iiiied in that citv. The prices rose considerably, and the scarcity was
ed by the arrival of "some cargoes from the United States, intended for Eas
Tiie railwav, had it been established, would have prevented such a state
and mav save it for the future.
I'or tii(! want of such a communication, Nova .Scotia now hnds it easier
advantageous, notwithstanding a heavy duty of 20 percent, against her, to
great staple of fish to the States, than to Canada: whereas, if the rai!
made, it would pass on to the latter, where there would be an extensive
it. and Hour would be received in return,
Halifax would become the grand emporium of trade for the British provi
With the assistance of the electric tclegrajjh, an order from Quebec c(
tcived in a few minutes, and the articles wanted could be sent off by the iv
As the vessels now arrive in fleets in the spring, and again in the auti
matter of forethought and consideration to the merchant of Canada to knc
shall provide himself with.
To the intending emigrant it will afford him the choice of any month in
Louis, and imported
)liii, and funiislies a
Tliriniltural produce;
vvitliiii llirte or tour
c j|f rowers of produce
ikes in the far West.
Iden or larije eiui^ra-
to be removed, and
;ed in it must l)C fed
y can be commenced
1 carried on fcr miles.
LMnainder of the line,
and the line actually
^•e l)locks of land, and
nd effects ])roduced
t some may lie men-
h has them not must
jpiniMit of its resour-
unfavourable will be
nd New Hrunswick
be to place them in a
d.
United States were
jrs, the consetpienees
supply them.
d at Fredericton and
e was a scarcity of
J days' consumption
ircitv was only avert-
led for Eastport.
jch a state of thinirs,
s it easier and more
nst her, to exjiort her
if the railway were
extensive market for
ritish provinces.
Quebec could be re-
ffby the next train,
n the autumn, it is a
da to know what he
montli in the year to
set
39
"S^L hns somclmM l,ce„ expressed ,ha, o„t of so many who vearly land m the
where employment is to be found. thousands in its im-
'^'TZ/.triL';:; s:^r,.« .hl^^Xi^'olloL or .he'Weste™ ,..^ hav„ doubled
"'^£e"STaT;';:'S ll-S.^r" l »- r-li.|es or e.p,»,™e^. and land ,»
Vil^ipeSirfy, then he, proportion of the gnaranteed Interest wonid W- eovered
from that cause alone. . , r ^„ ,, r^n-^i]'^
The same might occur also to No^,l Scot.a and Lo^^ er Canada.
It mu be isked what is to become of the labourers employed on the railway cJurin.
vant .Vouslv emplov themselves in clearing?, logt,nn2. . d improv.nK ^Le r ou„ lots
¥J^'^.ev ciuld 5o U. such an extent that m the s, -^-^^^"l^^ts ^^
could bum the logs olT and pit in some sort ot < rop .d, such as ,K)tatocs,
""illvJiuuncs might either do the same if railway work could not be (bund for them.
^^tlrrit:'mr:'i:'r;igat.onoftheG>.lfof St. Lawrence .s spared, wha,
an amount of human suffering and loss ot lite will it not sa^-.
The losses from shii.wreck have been great, but not e.p.al to that aiis.n, 1
tracted voyages and crowded emigrant ships. , ,t, > ,.
!u 1847, 89,738 persons emigrated to t^e Briush Prmuices of horn o..9.> pe,
wons perished at sea,' and 10,000 are said to have died alter their arrnal.
This
t
40
This was a most iiniisuai vcar, and it is to he liopcd In wvry ciid of liimiai i(\,
that anv thinu; like it will iiev r occur a^ain.
NO hiiinaii moans could lia\c saved ail tliis los> of life, hut there is no douht, a less
juotracted vova^re and a more fa\nural)le time than the spring of the year in the St.
l.awrcHce Hoiild have prevented some of the fatal results.
Tiie railway established, the ]iassa2:c may l)e shortened, and the tinip (jf emigration
may l)e selected at choice.
Troops are anuuailj moved to an<l fr-mi Canada. .M)ont the close of the navi;rati»Mi
in ItJlo, a transjiort, hir.ina the 1st l\o\al Ueiiiuunt on board, was wrecked in the
mouth of the St. Lawrence. Tli*- men got safely on shore, btit there were no roads
or means of settinij away from tiia* ))Iace. B\ the personal exertions of one of the
ofticcrs. who made his way thronuii liie woods on snow-shoes to the nearest settle-
ments, and thence to Quelx'c, inliirmation was given of the wreck, and a steamer sent
(low n to t.ike thcin off. 15ut for this, the conseijuences must have been that the regi-
ment would have had to w inter- liiere in the best niamier they could.
ICmbarkin^ and disembarking <it Halifax, all danger and imonvenienee from tlie
Gulf naviii:a!.ion w ould l)e avoided. Time aud exiieiise w ould be sa\ed, and the sea-
son mii;ht i)e disregarded.
The H'ails to and from Canada could |)ass over British territory (.icltisivcli/ nid the\
would lie receised at Quebec beft)re the st(;amer reached Boston, and at .Montreal
about tlic same time as it arrived at thai port,
III a |)oliticai and military point of view, the proposed railway must be regarded as
becumins ;i work of iiecessit\ .
I'lie increasing jioimlaiion and wealth of tlie I'liiled .States, and tlic diirusion of
railways o^•er their territory, especialU in the direction of the Canadian frontier, ren-
ders it absolutely necessary to coUiiterbalauce. by some corresponding means, theii
otiu'rwisc ])rej)onderalin<i powi r.
Their railway comminiications will enable them to select liieir own tiint; and their
own jioiuts of attack, and >• ill impose upon the JJritish the necessity of bein^ prepared
at nil jioints to meet them.
It is most essential, therefore, that tlu' n-'ither-eountry should lie al)le to kecj) up
her comiiiunicatioiis witii tiie Can.idas at all times and seasons. However powerfi;!
I'.ntlland may i»e at sea, no nav\ cm sa\(! Canaila fn^'a aland tone.
Its conc^uest and annexation are freelv sjidkeii of in the I nited .States, even on tin-
tl(X)rs of Coniiress.
ll'takniss iitrilcs (/i^urcssion, ;uid a> the railway would be a lev( r of power by
which (I'reat J^ritaiu coii'd briiii; licr strenirlh to bear in the conti'st. it is not impro-
bailie tliat its eonstiu'tion woidd be the means < t prcventiiii; a A\ar ai some no dis-
tant period.
riie expenses ol oni' \ ear's war would pa\ lor a rail\>av two or tliree times ovir.
The follow mii extract from tli^ report of Lcrd Durham, Iler Majesty's Higl Com-
missiiuiir and Goxeruor-Cii iierai of IJiitisli Aortli Ameriia in 1!'..>!>. is so apposite and
just, ,iiid iiears so sironi;lv u|iou tiie suliject under (oiisldi'ration. that it is concei\cd
no lii'ticr coiiciusion can lie made to tliis Hejioit ilian to insert it.
•• Ihcse interests are. inderd, of i;r( at magnitude ; an(' on tiie (oiirsc \\iii(ii vour
Majesty and your Parliament may adopt wiili r'sjict i to tiie .Nortii American < olonies,
will dej)eiid the fuiurt' destinies, not ii\ of tiie mil mhi and a lialf of U)iu- Majesty's
suliji ( ts who at i)res(>in inliabit those provinces, Imt of liiat \ast jiopulation A\hich
those ampli and fertile territories are fit and destined hereai'ter to support. No jKirtion
of
I
I
irv'^'fj
I
41
,„ ,„„ .„„.,„„ ,„„u.,™. i»-f- =j--r;:;l,wr™:.",^t rS-'^' ''^f
rfniaius imscttKd. and ina\ nt Amor ca, and of extensive
The wealth ..f n.exln.ust. . '"5''^'^/^ , ';;;';^ ,;" ^ eu sJarcelv torched. Alons the,
ro.noMS of the most finable n.Mu.al> luu as et he. n ^c ^^^ ^^ ^^^ ^^^^^^^ ^^^^
vsl.oh. line of sea-cuast, around each >^ *^^^^^;"^ ' ;;^' ^j ,„j the most abundant
■rrratest and richest f.shmes ui thr \N..rld. ihc l.cst i^' '^"" , ^^..^
uater-iKmer ar.. availahh. for the coarser '''^'"•'*--;''^:;V ^ou I V S>e S^^^^ of a
,.,rke/ will be foun.l. 'rrade w.th othe- con .nen ts .s h voun d b^ U e l^^ ^^^^
iar.e nun.ber of safe and s^acons l-^^^];^^;^^^:^^, suucmre of the eoun-
vast inland seas, sj.,.,.lv the '"«ans o eas ntcrcoum, -^^^-^^^ , ,,„d.-
try uenendly affords tin. ,Un.o_.^^^^^^^ ["„ nn^ial, and manufacvu.mg industry are
InlKUinded materials ol aiincidtural eommerci. -j n.„i,iat,ie to determine
,,.,.,, It depends u,.on the present J---" ^ ^^ 1^ ^ ountrv which has founded
for whose benefit they are to l,e ^■^^"' ^'^^^;^^; 'f„\ ^loo -.id treasure, may justly ex-
and maintained these eolon.es at a vast ^"^f "^^ "^ ^^^7,° ,,,,„,ees to th. account of its
this siJeol-.l,. Atlantic, .„. 1"'"«' "'"'"'»' ^^^^u'rt'.Zl State, of A.t.crica.
""Slat Zt::TS SSt:ri U.lL„p,.. ..-. U the c„„.™ctio„
of the Halifax and Quebec Railway.
(Signed) WM. ROBINSON
Cajmin, Royal Engineers, Brevtl-Major.
August 31, \U8.
Maior-General Sir John F. Runroyne, K. C. B.,
Inspector-General ot lortilicalions.,
&c. i^c. l^c,
/.■.s7 of Inrlosurcs to Major Bohinson^s Report of August 31, 1848
an Eastern Port in Nova
:ndi es.
" Uotti..lB"..kc.,,,tami..i;,.xtt:... f.M|l"»»0 ^^^^^^ iwtlottof Louct Canada,
j;";;r!,f.':';:i:,tt^ »,,r :i,;M.;:;^ri;:^i Li.to d- uautvav .o,., «.,.. ,o
Quebi ' .
Model Map.
S''4^:^^;:;iat„ ,., *,. Hj-f-^-y-^s^-i^^t, 29, 30. a„d 3,, „f ai,nc
Plans P^os. u, i<S '-'i -v^') "'' — ' '
of railway reported upon.
11
Append!
,ix
(IP^^I
Book
Sheet No 1,
42
AppENnix No. 1.
(Plans referred to :— General Plan No. 1, Bcwkof Plaus IG, Detailed Plans, Nos. 25,
2G, 27, 2a, 20.)
leport on and description of tkr proposed Trunk Line ot Railway from Halifax ilirougk
Aew lirinifiicick to (Quebec.
THF: exploratojv surveys wiiicli have liecn carried on during the years IJ^G — 7,
for the purpose of asLirtaiiiiiiir tlu: •,)ractical)ility of cstahlishing u line of railway from
the Atlantic shor-s of Nova Scotia throush the province of New Brunswick to the citv
of QucIhc, on the Hiver St. Lawrence, havin-; resulted successfnily, I have the ..onor
to furnish you with a report upon the line which has been found practical)k', and which
has fallen under mv mow immediate observation and direction.
The port of Halifax, in Nova Scotia, being selected as the Atlantic terminus ot the
railway, the chief difficulties to be surmounted between that yxirt and the St. Law-
rence have l)een ascertained to be the range of hii^iiland in Nova Scotia, known as
the Cobecpiid Hills, averaffiiiff from 800 to 1000 feet in hciirht ; and two raiiiri» ot
highlands, one of which crossint; the province of New Brunswick Irom the Kiv. r St.
John belov. the Grand Falls in a north-easteily direction, rises to a considerable ele-
vation at the head waters of the Rivers Tobicpie, Miramici.i, and Nepisigmt, and
thence descends gradually to the shores of the FJay Chaleiirs.
The other raiii;e Iviug between the rivers Restitjouche and St. Lawrence, and nearly
parallel to their ileiicral course, is very broken and lofty, some of the mountain ranges
attaining an elevation of 3000 feet alwve the sea.
Another obstacle of a ireneral nature exists, and which increased the dilhc-ulty ot as-
certaining a practicable line through New Brunswick, inasmuch as the c(Miise of the
line of railway is at right angles to the general course of the numerous rivers which
intersect that proviDce. .,,,.„ • xj
The proposed line passes the (irst of these ()l)staclcs, the ( (.beiinid Hills in i\o\a
Scotia, about •<ixtv-five miles from Halifax, by the valley ot ilie Folly River, in the
township of l.>)n(lnnderrv, altainin-; its summit level COO i'eet above higli water at Ha-
lifax, at th. lake from \vhich that river tlews, being the lowest point on the lulls to
which there is a favourable approach which has bt>en ascertained.
The line avoids the broken and loftv chain of hi-hlands in New Brunswick, l)y lol-
lowin- th level shores of the Bav Chaleurs, anil it ascends ilie ran-e ol highlands
north'of the Re-tiirofche by the valley of the Metapcdiac Rive, and the lakes at its
head waters, by easy grade's, attaining its summit level 7r)0 above high water at .i
point about six miles north of the great Metapcdiac Lal--e, trem which it then descends
aloii"- the vallies of dilVerent tributaries of tin; St. Lawrence to th.; M^tis River,
whiclr it crosses about ten miles above its mouth, and is then clear ot the highlands.
The distance from Halifax to Quebec by the proposed line of railway will be alKiut
635 miles. c. •
Of these 124 miles are in the Province of Nova Scotia,
23\ miles in New Brunswick, and
277 miles in Canada.
Commencing at Halifax the comparati\e advantai;es of having the terminus in the
city which is situated on the western shore of the harbour, or in the village of Dart-
mouth, whirn is on the eastern side, and immediately opiW)site the city, becomes a
matter of letail for future consideration.
I"r-.ra Dartmoutii the line passes throimh the broken chain of land which runs par-
allel witli the south-east coasts of Nova Scolia by the valley tormed by the chain of
lakes
irT^
43
lakos w liicli extend ironi D;irtnioutli to tho Groat Shnl)cnacadie Lake, a distance of
about IU( iitv miles.
riic hiiililaiids loinc in pretty close to the l^ikes on liotli sides, leaving here and
there )iarrm\ Hits aloiij, their Ijorders. Tlie roi k i., cirK lly slate, and alonij the hottoin
ol" the vallev are Iar:^e qnantities of loose frai^nients of rm^k fntm the adjacint hills,
boulders, <rr;ivrl. X:c. • n ■
'I'iiH'uradierts on this portion of the line which ha ^ been ealcidated chiefl\ t rem the
sections made liir the Shui)enacadie Canal, which w.v, intended to follow this chain of
lakes, w ill i)e favonrahio, though from the rcK:ky and broken character of the ground,
it will Im- probably exptmsiye.
For the first nine miles the line follows the western shores ot the lakes. 1 he hdls
are a short distance back, leaying ;; stripe of irre-ular low ground indented with bavs.
the water in which is shallow.
The summit leyel is at the south end of Lake Charles, from which the water flows
into the Shnbenacadie. 'I'he Dartmouth Lakes, the fust of the chain, empty thern-
tJiemsehes into Halifax liarlxjur, beint; 65feetal)oye high water, the rise from them
to the summit level Lake Charles is only 2.') feet, the distance being one mile.
After reachins the northern extremity of Lake William, ni>ie miles from Dartmouth,
the line crosses "to the eastern shores of Lake Thomas, the next in the chain, and
hence bv the shores of Lake Fletcher to the Grand Lake.
The western shores of these two lakes are bold and rocky, with deep water. Ihe
eastern are easy as respect curvatures, and the water is shallow, should it be necessary
to build into them. !• r j
The railway, will, howeyer, probably interfere with the present line of road.
Should the terminus be ia the city of Halifax, the line thence would Join om^ coni-
in" from Dartmoutli at the northern extremity of Fletcher",^ Lake, fifteen miles trom
Dartmouth, and ninetiieu from Halifax. The latter would 1^^ consequently tlR> longest
by four niik". n • ■ li r
" The summit level in the line from Halifax, between the waters flowing into Hali-
fox Harbour and those falling into the Shnbenacadie, is '1S2 feet above tide-water in
the former. The gradients will be consequently more severe.
For the first seven miles after leaving Halifax, the line follows the shores ot the
Bedford Uasin, a portion of Halifax Harbour, which are broken and rocky. To ob-
tain curves of lialf a mile radius, iieavy embankments w ill be necessary across the deej)
bavs ; for the remainder the e\j)ense and difficulties will be about the same with a
line following the Lakes. .^.
After leaving Bedford Basin, the line ascends the valley of the Saekville Uiver lor
aliout three miles. On the east side of this valley is the ridge of land separating the
Halifax and .Shnbenacadie waters. ■■ r
The most 1'avotualile point ascertained for crossing this is "about 5^ miles from the
head of the Basin, and is 23 feet above its waters. The heaviest grade in-
volved Ml reach this will be forty-three feet per mile for three miles. It will also
involve a heavy embankment, alx^ur, 700 feet long, between .he summit level and tlu;
shores of the Long Lake, from wlacii it will desceiul to the north end ot Lake 1 leteher.
I)v tlie valley of the Rawdon River, where n joins t'.c line from Dartmouth.
■ Betw.cn "the north end of Fletcher's Lake and the jioint where the line will strike
the Grand Shubenacadie Lake, are three rid-es projecting into the Lake, which will
retjuire to be cut throtmli ; the two next the Grand Lake being about thirty teet deep.
Thence it follows the shore of the Jrand Lake for about three quarters ol a mile. J lie
high land comes out close on the Lake, but the water is shallow.
Leaving the Lake shore at the 17.V mile it crosses to the west sliore of the Gaspe-
reau Lake. There is a low ridge between the two w liich will require cutting.
^ It
^SIlect No. ','.
,#**^
110mm
mmi m i
irti^W!|
Buok
Sheet No
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44
It will he necessary toearrv tl.c line alon- tl..' shallow water on the west shore of the
Ci- St, a 1 ak.., leavini: u huh it al,^-.in ^tnk. s th.r shores ol thr Cirand Lake at Landv
( 'ii;! , amlltllovvs it for half a mile" to the ..utlet of the Shwl,..na.ad.e K.v.r, ahah
Hows into the Bay of Fundv. ^ ,, , i
mZ leaving the Grand I.nkr. .h. lin.' fnr nineteen n.iles folh.vs th.- ,en. nd emtrse
,.f the valley oi the Shnl.ena.adie Kiv.r. as far as th. month of the Strwiaeke K. er.
About two miles from the Grand Lake, it erosses .he Shnornacad.c Kiver, ainl tlu n
foliovvs the western side of the valh>v, which eomrs in with an easy slop, to the riv.r
and oflors no obstruction. An ..ndu.nkment ol so,n.= e,.ht or teit teet w.ll be n..,n,r.-.
across the vallev of the Nine Mile River, fr.un which, n. Barn.) s Br<..>k, at t k -/th
mile, the valey'is broad and open, and nearl.v Hat, and thence lor a mile it will h- on
the l.vel maririn of the river. . , ,
\tthis i.lace, Black Hock I'omt, tlu> land inns out high upon the river on lu.th
sides. A cutting yyiU be necessary on the eastern side, about thirty leet deep and a
ouarter of a mile long. .,, , ., • ,
The rock being IMaister-of-Paris, with a covering of tlay. ,i will be easily .piarried^
The line then erosses tlie river, the vallev of which is crook.d below this point, and
passes through the highland on the western sid.' by a grad.- ot about thirty teet per
mile, for less than a mile, and thence descend> into a broad flat.
B.au.'enthi^ and the mouth of the Stewiacke River, it crosses the Shubenacadie
twice: the mound offer> no obstructions, except an embankm.'iit vvhich will be re-
.mired at the 31sl mile, about 6 feet high, for one mil.', wher.' the line crosses ttie
broad marshes of the Shubenacadie, wliich are llo.Kletl by liiuh lr.;sliets.
Bctwe.n the crossing of the Stewiacke River, about 38 miles Irom Dart .louth, and
the head of Truro mill-stream at the 5UtIi mil.-, which is the water-shed ot the Iruro
and Shubenacadie waters (145 feet ab..v.; high-wat.r at Halifax), there yviU be scye-
lal cuttinirsof from 15 to 20 f. et deep, so that none ot the gradients may exceed W
fc'-t in the mile, and tii.se v\ ill be short. . , r^ •,, . . .„,
From the oUth mile ti.e line descends by tli.' valley oi the Truro inill-str.;am. by an
easy -rade of about 17 f.-et p.r mile, to th.> ^illage of Truro, at the ..c.th inile. which
i't wil? pass about a nuarter of a mile to the westward, and cross the head ot the t obe-
ouid B n by a bridge vvhi.h will r.^iuire t.. be about 500 ie-et lonjz. From then.e .
'omn.'nce;the ascent of th. .ange of hills known as the C..bequid 11.11s, which rnr
nor!h-east and south-west, nearly parallel witii the bay, and directly across the line ot
'''l^i^'S fV.rmation thron.h which the hr- portion of the line psses, ceases at the
Grand Lake : from thenc; to Truro, the country, ir.'iieral v speakiiiir, is ot a fcrtik
description, tlu. hills being compos.-d of a strong clav yvith here an.l tlier.. .'"~^
and i-ypsum rock^. Tlu- M.il of th.- fertile valley in which Iruro is situated, as well as
the sliores of the Cobe.ini.l Bav. is red sandstone.
\fter crossing the liea<l.,f tile Cobe.,,.id Bay, th.- line passes alone the southe
slope of the h-.lls U> the foot of the ase.-nt of the C>6xh mil.-. In this distance it will
hZ to cross th.- Chi.anois and D.- Bmt Rivers, and the -dl ot lard ym. be wxen
th.-m tlu- hi-'lust elevaii..n bein- b.-tween those rivers about 1 ,0 feet above high wa-
ter : but lume of the gra.lients, it is ealeulat.-l, will excee.l -tO l.et I j^' '_';'';;■
The summit-level which the line has t., attain is by actual m -^^ 'on deteimn d to be
oOU f...., ab.>v.- hi.h-water. being at the lake from yyhu:h the l^'".v.Hiyer Ln s^
■riu. se.ti.m, which has b.-.n accurately ,.slKmsa P'd';'"^"''''^.'^^ *;'';;
or ab..ut Gi leet p.r mile, tor fy\ mil.s : but by k.nping a higher evel. the ascent to
the lak,- may b.- .,v.-rcome bv a grad.- of 57 leet per mile, for bh mil.-.
In this .lisuince there are eight ravines to he crossed, t.nir of which will require
li.-avy bridges. 'pjjp
4^
Vhv ^ illo\ of til.' I'liiLbrook uill rc(|iiirc a lioaw tinl.aiikment, matorial for whicli
will I.C Aii.iiliiMl U a (Inp .utiin- n.'.fvsury at the cio.^ii.- ol the mad beyond.
Tlu- imp r porti...! ..f tl.r ascent, Un lui.r imN-s inlou ll.c lake, is composed of hard,
i,ne»'us illks, uui. a .ov...inu ul ...il. ia .u«..t j.laees, I.ul tl.c roek will probably be
met uitli it" ciittiiiL^s to aii\ d( ptii Imicii.i meessary. ., . r» .1
\t about four mil. . o>, the s...nh >i,l.' oi the lake M'venty-one miles from Dartinm.tli,
there is a breadth v.( about h.-lf a mile of eouklomerates, shale and sandstone, m ^vbR•ll
a valuable dep..>it of siu^culalive i.ou uie has been dis.a.M'red ; it is ot very neh qiia-
litx, and operations have l'-'.;u eunuu. ne.d by a eompany to work it. ,.,,.,
•'■he helvN .-lad.' .eaMS at the saw mill half a mile below the lake, in vvluch dist-
ance tlier.> a^re^hiec! small ridiie,, to eul lluou^li, whieh will furni.h material lur eross-
■r.h' slu.il..w arn. c.f the Lake ; th.nee the western shore is . uly straight, with
slnllow wat.r, a-lmillin- of a le\. 1 lii.e, vsilh easy curvatures al.Mij; its mar;;in.
Atthe-J.^thmilea small lid-e at the north cud of the lake separates Us waters
from those of the Wallace Ui\i 1. 1 1 .1 . • n,-
The descent from ih.' lake is very rapid into the valley fitercd bv that river, bv
actual measureme-it it has been aseertaim d that the uround lalls .Job lee in be hr
thr.e miles northwardlv from the lake ; theiiee the valley is broad and Hat. Ihc nils
on the eastern side rise very abruptly , those on the west.'rn s.de hav.n- a fientU'r slope
towards the vallev alli.id the most favourable K"'tind tor the UK'.it.on ot a railway.
The actual section line, which has be. n run at a gradient ot /Uteet per mile, may be
improved upon by keeping a higher level, and the descent may oe overcome oy a
..radlent of about (JG leei per mile for \\ miks along the western side ot the valU).
" Here the hills turn abruptK to th.; westward, and on rcehmg the toot ot this ilcscen ,
at the T'Jth mil.-, some cutting will be necessar.v to carry the hue witli the radius ot tialt
a mile lor one mile, round the shoulder ol tlnj lulls. ,•,.,• • » • .
\ lesser ranije of hills lies north of the Cobe.pud Ran-e, which, at tins pt)mt is sc-
narated from then, by the valley of one branch ..f the Wallace Uiver, which the line
iscends for 2K miles, at a grade of 3o feet per Uiile, and then.te passes through this
Ite .^..' ''e bv the valley oi the west branch of the Wallace Riv^r. Then crossing
the valley^f t'he l/itth: Wallece lliver it falls at a grade of i35 teet per inile to the
vallev watered by Tulloap-s Creek, by which it descends at easy grades lor about seven
miles to the I'-Jth mile, vvhere it turns the shoidder of the ridge ot land lying east ot
the Uiver IMiillip by a curve of three .piarters of a mile radius, inyolving some cutting,
'"' Klom"tlu .ice h.iev'ends at a siade of 20 feet per mile for 4 miles along the fertile
vallev of the Uiver Philip, which it will cross at a short distance be h.w the conlliience
of the Black River, and ascend, tor 3 mdes, by the valley ot the Little Riser by a
'''Vr(mMhis''to' Hav Verte the country presents a very level appearance, and the line
will pn.bably de\iate but litde from a direct line, 1 1 - r ^»
The gra.lients will be mo^t favourable, and none, it is expected, wdl exceed lo teet
''*^^ Vt'the 120th mile the line crosses the Tidnish River about a mile auovc its mouth,
and th.nce f.-ll.ms the level shores of the Bay Verte, at a distance ot from one to half
'' Tt h'aves the Province of Nova Scotia 121 miles from Halifax H^rliour.
The section of country traversed by the line, from the Cobcquid Hills to Bay V »-rte,
is generally speaking through light soil of gcuxl quality. There is little or no rock.
Should -uy be met with, it will be sandstone, furnishing excellent building material.
Much of this ijortion of i\.)va Scotia is well cultivated and populous.
The line from Bay Verte enters the Province of New Brunswick, and as far as the
Book.
Sijcet No. 4
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crossing
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46
crossinjL' of the Miramichi Hiv.T, at the 223rd mil.-, althnunh rui<r.iii,' nearly at ri^'hi
an- los to the course of the rivers Howiii:,' into the (In'.t dt Si. Lawrence, will deviate
bu? little from a general straii^ht conrsc and fron) the li^vel nature of the eoiintrv, al-
thoush it will have to eross the swells of land lyin^ hiiwein the dilil :, iii ii\ers it tnav
I.m; e.vpected eonfidently that the heaviest ^ ladienls will nul ( xeii d lO f ( I [.er indt .
the i^PiK'ralitv tw^'int; very favoiiralih'.
As far as the Coeavne Hiver. the eoiintry traversed by tiie lin< is \crv leve,. 'Tlie
section line, which was run alonir the he;ul waters of tie rivers llowin^ into the Gulf
of St. Lawrence, shews that the hi'.iliest point is little more than JMO teet.
liv foilouinu tlio general dirretion l.:id down on the plan, «le]unilent, of course,
iipoii tile bridiTc sites which shall be selected on the different rivers, no dii'licnlties of
a serious nature will be encountered. Should any euttiiiiis be neeessarv, they w dl not
lie e.\|iensive. as m rock is Iikei\ lo he met with.
Tlie sceli(«n of country which Will lie opened up lietween l?a\ \'erti' an<l the l{iclii-
hucto River offers much exeellent l.md for settlement, from thence towards the head
waters of the Kouchilx)ULniac are extensive flat barrens, and the country between that
and the .Miramichi is very level.
Tiie ri\ers an> ail small, and no heavy lirid-in^ will, it is exjiect.d b(> re(|uired.
It is proi)osed to cro-^s the soiith-westbranch of the .Miramichi IJiver lu'ar the head
of the tide, opposite to the mouth of Indian Town Hrook. It will reipiire a brid^'c
about .000 feet Ions; and 30 feet liiLdi. There are heavy hvshets in this river, but no
damaiie need bi- apprehended to .i Wfll constructed brid-e either from ice or freshets.
JJeuveen this and the uorth-we>t Miramichi Iliver a detom- will be necci.saiy t(. the
westward, to avoid the swell of laml \\\ivj: between thesi' two rivers, r nd which runs
to an elevation of about ;500 feet. The line eros^iu- the .Miramichi ojiposite to the
moutii of the ln<lian Town Brook, will ascend bv the vdley of that brook, and then
diver-^e to the westward, throu-h a Hit . iihr ( ountry to the north-west Miramichi
Hiver"^ which it crosses at the 2:>'lth mile, by .i biid-e. which will reipiiie to be 2000
feet k)n:r and .'50 feet liiirh, the river here ix'iiio: very w Ide and shallow. A site r(-(|uir-
in'-^ a Wid'rc of 'ess leimth may jirobablv be selected on further examination.
~From thTs the line follows tlie broad valley watered bv the n.aih-wr >liiamiclii, as
far as the 2t30tli mile, at irradients yar\in- but sli-htly fiom a level, e\( . jitintr the lirst
live miles, which will re.piire -radients of about J.j feet p( : mile. 'I'he land between
the north-west Miramichi waters and the .Nipisi-uit Hiver traversed bv the line is al-
most a dead level, and it .lesceiids lo that riui' by a made ot 2.J o-et perinile for
tliree mile s.
h is proposed to cross the Nipisi-uit River near the Pabinran lalls, and alter lol-
lowin-r the valley of the Xipisiuuit a short distance it cfmtiuues as far as the 32.)^h
mile to follow tl.^ general direction of the shores of the 15 ly Clialeurs, passing within
,1 short distance of the tow n of BaUiurst.
The precise direction of the line w ill of course depend iipon the bridge sites seh'cted
on the several str ams and rivers flowing into the Bay Chaleurs.
As far as the .JO.'jth mile the laii.l is verv level and the streams small. I lie Jaipiet
Uivcr lies in a larae deep valley, but it is believtul may b,' approach.-d and cross.'d
about four miles from its mouth without anv great difliculty.
Tlie 'rradieiits on this pt)rtion of tin; line will be found very lavourable, and will not,
it is calailated. exceed seventeen feet per mile, the greater portion being very much less.
TIk^ shores of the Bav Chaleurs are thickly populated. The inhabitants near Batli-
iirst are chiefly Canadian-Fn-nch. Towards llu- Restigouche the inhabitants arc priii-
cipallv Scotch, many of them having excellent farms. ^ , „
\fter rcachin" the vallev watered by the Kel River, the line may approach the Kes-
♦•TQUche River, either by following the'vallcy of the Eel River to its source and thence
47
*l,v tl.r Millies of sovrral sm ill strra.ns, nnd rcacli that river tilh.T at the month uf
IJhiistoi.lu-r's Drook, se>i«n miles aln.vf Can.plHllton, or at a |K.nU hvi« luilus alK.vc
' 'tIu- sMmn.it I. v.l at the lu-ad «at. is of tli.' K.l Hivcr j.as Lcn lalrulatr.l at .S(W
iVot, uirKl. ulll proluMv l.r foimd too l.l^li. Tl.isuoiiitl iavolvr a -ratio o» alnnit lb
r.'ct IKT liiiii! lor Hi miles.
It will p.rl,.,j.s he Letter to ^^oid ti.is gradient and tin- e.irves wiiieli uilM.e neees-
sarv in drseeiHliiez tlu; ^ allies of ti.e small streams llowiMt; into tlu' Uest.-.mrI.e, to cross
the Eel liiver, and ..ass tlnouul. the r, n-e ol hills Ivini; sontl. ot the ll.ver Kest.^ro.iehe.
al.,nt live .nil. s fnnn the tt.wn <.t Da.honsie. The hilU>hieh rises nnmed.a.elv -a the
rear of that town here tails auav almost to the h.^e! ol .1.^ euiiniry ab.mt Ke! Kiver ami
,,o,„ ,!„■.,(.• the line uonld folloNV the hank of the Ue.li^onel.e passn^ t lu-oui;!. the
vill;.-.,. „f Camulullton. an.l eontiiminii between the |.res,M.t road ami the shore .is tar
.,s t."' mouth of Christopher's Brook. The irradimts on this portion uould he verv
'''oppo>ite to and above the mouth of Christopher's Bn.ok the Restiuonehe is fnll of
islands: the mountains, espe.iallv on the south slio.v, come down boh iv to the river,
and it is proposed to take advanfa^e of these islands to eross the broad ehaiinel ot the
river to the more favourable i^round on the north shore.
There is m. aeeniate survey of these .^.lands, but th.-y are so mmierons that the
expense of l/.iduin- will not be -reater than if the lin.' w.re to cross above, uli.'n it
would reiieire a brid-e of at least 1800 feet Ion- and a heavy embanknuMit on th.
north shore The dan-er from the rush of the iee freshets, wlueli sometim.s incur in
the s,.riMi:..f the year in this river, will be less, if the bridge ':o earned over amonj.^
^ 'Tftereiolinir the Restitrouche River, the lino will follow the nc h bank as far as
ihe mouth of the .M.tapediae 'River, at the 3."'>9th mile. , ,, . n' •
The section <.f eonntrv hiii- U-tween the Resti-oi.chc and St. Lawrence Rivers ,s
a vast tract of hi-h lan.r, intersected in every direction by deep ^ allies r.iid vast ravines,
thron-h Axhich the rivers llowing to the St. Lawrence and Restitrouche wind their
"^"tIu" height of land from which these rivers (low respoctivelv north and south, is fnll
of lakes, and aloii- them the mountain raniios rise to a -real ehnation.
The avera'M' distance lietween these two rivers is about 1(K) mi.es. "
The oniv .'\ailable vallev which niv knowled-e of the country, or the explorations
we have carried on enable'me to report np„n. liy which a line of rail.vay can be carried
thron-h this mass of hi-hlands, is that of the Metapediac River. ^. . . ,.
Tlds ^ alley extends from the Resti-ouchc to the Great Metapediac Lake a cis-
tance of hetvVeeu tiO and 10 miles, i-.nd as the summit level to be attained in that dis-
tance is only 7<io feet above tide-water, the gradients, g«-nerally speaklnL^ are ex-
trenielv favonr.ible. ... . „
Trom the broken and rockv character of this section ol the country, some portions
of this iiart of the lino will be expensive, especially the first JO miles ot the ascent, in
wiiich the hills in many places c(mie out boldly to the river, and mil render it neces-
sary to cross it in several places. , -vi . r
the rock formation is nearly all slate. There are settlements on the Metapediac
River, as far as the Mill stream. . r , . „
(Jenerallv sni-akinir. how.'ver, the greater portion ot this section ot the country is
unfit for cultivation, consisting of a -raveliy rocky soil, covered with an endless forest
of spruce, pine,, birch, cedar, &c. .. , ,. • .i
From the mouth of tin- river as tar as th.> MMx mile, the line continues upon the
cast bank. Above this, at the mouth ot Clarke's brook, the rocky bank ot the river
Uetail flail.
SliFPi No 'i't
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I)i l!i;lcil Plans.
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48
in vorv tinfavoiiralilr, .ind to (.litiiin proprr nirvi-s it crosses to thr point opposite , iinl
tlii'ii rrcrosscs imiiudi.itolv ;iIk>\c, to the initri' l.ivoiir.ililt; eroiiiul on tli. »a>i liani*.
Mctuirii this .111(1 till' nioiilli of the .\ninMlssiiii.i:;,iii Uivir, the liiir, to iilil.iiii nood
ciirMs iinil ;ivoi(l tliox; places wlicri- llio liills conir out lioM .iiid roi k\, rrosst-s tla-
ritiT four tiniis.
rill' position of till' liiH' fur tliri'c mill s .iIkim .hkI Ih Inn tin- Aninirlsv(|iiai.Mii IVivcr,
wliiTC the hills iirc sitrp and rotks close on the ri.er, will he the most expensive |)ari
ot the line.
Ahine this the line follows the eastern hank to the .577tli mile. The hills on either
side are \erv hi'_'h. hut the easti rn hank is pretty faMHir.ihle. IS« iweeii the .{71tth and
JJiOlh mile, the river turns twice almost at ri'^ht angles, shut in on the south l>v a
r(K'kv precipice IM feet liiuh.
It will Ik; nei essarv lo cross tlie river three times here, 'riie cenfe lirid^e will Ik;
a heavy one, hut lliere is an island in the ellmw, which will serve ;: a natural jiier. —
.\l)o\e this from the .'ilUhh luih to the I'orks (ilii month <'i' the ( 'asii|isi'iil I»i\er) at
llu; ^9.")th mile, the valley htcomes more f.ivoiir;il>le The hills on cither side ire not
so loftv, and recede further from the river. i'lie I. crostii's the river twice hetween
the .'3!i.jth and oiK)!!i mile, to a\()id a rocky |>ri'cipiciM)ii llu' left Link; and a^^aiu
aliont one mile iul'.w the I'orks, makin:: in the lip t oV> miles up the v.illey ol the Mv-
tajjediac. twelve hrid;res in all. These hrid- is will aver.i^e from IJU to l-JO yards
lon^.
From the 39otli milt; to the Metapediac I-ake, the line eontinneson the eastern side
of the valley ; the iironiid is stony and ime\( n. The i;radienls w ill he very t'avourahle,
and, with the exception of " The Grave,' at the 4U.nh mile, where there is a rocky
sjHir rim'iiiii; out on tiie river, there are no \iry serious dilficidties.
The line a'lain crosses the riNir at he -Ktiltli nnle, and from thence follows the
eastern side of the AIeta|icdia(' Lake tc the VJOlh mile.
I'he nioiintai- ranges to the westward are very lofty. There are two ; purs running
out on the lake, at the southern end, which the line turns at easy curves close to the
shore, oevond tiiis it passes through a cedar swainp into more favoiirahle i;roiiud at
I{roclier"s clearinj^ at the north end of tin lake, t'rom this it ascends to the summit
levi'l TG.'J feet nbove tide-wati-r at the 'liCth mile. This is the water shed between
the ]Ustii;oiiclie and St. Law n hce watt s.
Jietween this and the St. Laurence the country is intersetK'd and crossed hy a con-
stant succession of ridiics, risiiiii to a considerahle elevation hetween the ditVerent
small trihufariis of tlie x'artii^au and IVIetis r«i\ers. 'I'lie line descends at easy {iradt-'s^
hy the valley of the former to the 4.3Jnd mile, where it turns to the westward, and as-
(•ends to the iJoth mile, hy the valley of one of its small tributaries. 'I'he water shed
here between the waters of the Metis and Tartiiiau is alwiit 750 feet, and the descent
from this to the Metis, by the valley of I'achet's J5rook, is rap^d, and will involve a
i^rade of .55 feet \wr mile", for i! miles, which will ca.ry the line clear of the highlands.
Further exjilorations may probably suL'irest im|irovements uj;'>n this line through the
hii;hlands, which, however, as far as reg.irds -iradients and curvis, is as favourable as
can be exjjectcd.
A party was sent to exjjlore for a line from the Metapediac Hiver, westward, fol-
lowinji the valley of one of its tributaries, and thence across to the Uimouski lliver,
and, from the reports I n cei\t'd from them, it appears jirobable that a practicable line
may he obtained followini; the valley of Mcta'lics Biook, 5 miles Inflow the forks of
the Metapediac, and aloni^ a succession of lake's to the Kimouski, and thence by the
valley of the Torcadie Hixer to the Abersquash, and by its valley to, the pint where
the proposed line crosses it.
It would rerjuire a whole season to explore this section of country.
The
Wrv^
,|M m M . , .rnU.s ,1... river a, th. VVo.h .nil.., al...... 10 nnl.s a >ov,- Us r„m> I.
a .. H . t ... vall.v uf ,1:.. Hiv.r Ifa^.t, on.- ..f it> t.U...t,.r..s, almost ..n a Um'\
I ; \ ; .. -ll ..1 ol .!..■ l.V.),l> n,il.. 1....;.... .In. Mc... and Hunou.k. water>, and
.. ';:„ds ,o that riv.-r at ,1... WMh nnl. at a .rad. ol -^ V •- .. per ,,ule f^. n m. .>
Tlu. Iti.nouski ir.N.r li.s „. a d. .•,. ^all.■.v. and iW \na: d. m ; n.l. to .t - t ^. le
l,v ,lu. vall.v o. the .. Uuss. ,M IJo.s Hrul..." to .ain .1.. oi-posUj. vall.y o t R.^a-
n.ard stream, l.v uln.l. .. .s ,,ro,..Md ... ascnd .n ''''V^' ^ '^':;' ^'''' •;,' u. •' ,1 "
across .h. llin.onsk., as i, is n.c.ssary to ,.ass ,t 'MM^^'''' 'l;;^^/''''" '';;'' •'^•i^'X,';
T'l.- l.ills .,n cithrr -id.' r..r tl... first t«.. or thr.'.' md.'s -I tins vail, y ■ m- st. t p , -.Ihim^
, , ' M . u tlu. line reaches tl... tal.U-land v^nch c.xten.is to tl... '1 ro.s Pistol-s
Hn..;! ^a^rad" vvhich .t is calculated .ill no. he .nor. than ^0 t.et pr tnde tor f.
"An improvetnen. on .his line ..ay, perhaps, hem.!.. ^- ^^-^^^'l^^ ^';'^flg;;^
U.ver bI Brule, and as.en.hn;: l.y .he valle> ot the strean. f ' "' ^\^^, ""^^J^!;
The line proce.-ds at aln.obl nominal grades to the Al,crs.,uash River, which it crosses
at .he 500. h mile. , , i i r „.. ,1 .>v tlip
Four miles further tlu- table-land is intersected U the deep ravine formal b) the
str.;am of the Trois Pistoles Riv.r. , , k ... .^,. ;. ^nn f.-Pt
This will req. .re a heavy brid, . The width Intsveen the banks at top is .00 Icet,
,h. ."ea a tlu- bottom is 100 feet wide ; the ravine bem. 1.0 deep, it will h. ne-
cessary to have the centre span as larj^e as possible, to dimn.ish the {^rcat height re-
''"ti;!: t.- t/n'^^is continues at very favourable grades crossing the Riviere du Loup
at the 527.1. mile, alu.ut 5 miles above its mouth, and thence (either m the second o
1 ird'con cssion;f.>r a liundr.il mil.s through a d.nsely populated country of he most
oura lie desc ipti..n, to the Bover River at the 62Gth mile, from which it rises to
Beaumont Church, 270 feet above tide water, and descends at a moderate grade for
aboui !» miles, to Point Levi, opposite the city of Q^\(^^\[:
(ijigncO)
Major \V. Roliinson, R. K.
ite. kc. &:^^
G. VV. W. HENDERSON,
Capiui)!, Hoyal Engineers.
Dook
PhMt No. \\\
Unok
Stcfl .No. U
Bonk
Sheet No. !•'
Book.
Sheet No. l(i
13
Tabee
50
T.iBi.f; «>r proliahlf (Iradionts on proposed Halifax and Qiiol)cr Hallway.
Provnilin;,' OraJienW
Ciui.iila.
iN^'lV BlIlllHMirk.
NiiMl ScnUll.
Level anil under H) t'ocl por inilo
•H)io 1(1 to(.t "
10 to 50 foci
50 to <'0 ffi-t
(iO to 70 fitt "
Tulal
(iiH'hoc to Ursii- H.stigoi.clif Rivor. iJay \ orte to lliilil'^ix
jfouclic KivtT. to flay of Vort. I llarliour
Ml 108.
'■f-fi
49
5
6
None
'277
Milt'd.
Milo*
151
06
71
37
8
10
4»
7
Noiic
4
•m
194
Total.
Milt'u.
'430
ISO
33
VJ
t
Tliid 1,'radiciK will bo avoided liy I'oUowiiil,' lli«; Kl'sIi;,'ouc1io iii.stoud of tlio Kul tlivcr.
(Si-ncd) G. W. VV. IIKNDKHSON,
Captiiin, Ruijal Knmnfers.
I'lan N'jlr
Ai>i'r,M)ix No. 2.
(IMaii^ referred 10 : — Xo«i. 17, 1". in.)
Report on the £r -jrations :om tin Mintmirhl Lab . arms. ,hr rallnj nf ih, Toh„iUc
to thi' Jiistli^oiiikilliid.
THEovploratiouscarriedoi. dmin- the aiitiMMi. of lUii; iKiviiii: sliowi. ;' -t the
chief diffiet.ities to he on...muered hv any In.e of railway |M>s,nu .hr..,u,. the erntral
portion of New Bn.nsuiek was the lariro valley watered hv the Kt.er oh..,ne, which
runnin- dircctiv ;..r.Ks the -,,„eral dilution ol the lin..' mnst he .ro.^ed l.y it : and that
the height of land on the so.tthern side was of ureal elevation. he evplorat.ons
were dh-ected in the followin^^ vear (Ui't?) loase Mia.n the inacticahil.tv ot a.cendm:^
t<. this hci-ht of land from the tal.ie-land hetxNeen the uaters ol the M.ra.nuh. and
Nashwaak Rivers to the wes.w, r.l of iJoistown, and to wh,e , there .. easy approach
from the level cotnttry to the sonthward : and h ..int: ^anied ,hai he.ii.u ot land south
of the Tohiqi.e River, to ascertain the praciical)iliiy ol crossu^ its valley at the must
'■^ This'vaS'is'lhani 30 miles wide. The highlands bonndin;^ it on tae sonth side
are very loftv. The lowest p:.ini at which i\uy nn he passed, as ascertained l.y our
exploraUons," l,cin^^ at a paint ahant 1!» miles soath ol the river ; 121b toet alnne xh.
"'i " ^H;t::t-|amlo;' water ^hed on the n ,r,h s,de of the valley is about 1 I miles
from the river, and iloteet abave it, !!3!Jleel al):)ye the sea. , , ,,. ■•
The exlivti'm w .. com.n..nced b..tween .he Naj.ado-nin Lake and the Miram.ch.
Lakcabiui 2') miles north of the parta;^o road from lioistown to h redencton. ^^^^
^_ ^-.Jl.„„_.. ^_
51
'Ww linr -.liich has hrcii rtporttd ii|kiii .is |ira((ic.il>l(' involves, as will Ik; scni, vtn
iif.n V ^r.ulis. . , *
From thr iHiiiif otstiirtm^ iIm' iim- <l.s<vn(ls at a crailo of aooiit .)1 trot |..r inili
for 2 mil.s u> tl.r .M.raih.rhi l...kr : ili. ii.c ii liasM'S thnm-ili a <lr> spni' «• .■...mtry tn
tli.-soiiili-vv.>totIMiraioi.lii KiNd, u lii.li it uaclu-s at til- .Otii mil.'; tron. this il fol-
lows tlp' vail. V oflhat nwr for scvni mil.s, ai v.rv <asy ^rad.s lo thr forks of Itir
rivrr, wh.rr it'. ro>M> thr vv.si hr in. h, ..ml as. .nils l.\ tla- valhv <•! th.' north i.ran.h.
as shown i.v th.' hla.k lin.' on lli.^ Plan t.. th.' point D, at lh.> ilA nnh-, at .msv f:r.uh .>,
sh.wa h\ ill.' r.(Hin..>n ih. >.. ii.ii ; n..n. .x. .•.■•iin;: 16 ''ft p.'r mil.-.
rh.i. it in. .IS ,1 ri.l-.' of land uhi.li v .,i cans.' it to .liv r;r<' to tlu- castwanl, am
involv a srad.' of alHUit .■,(> f...t p.-r mil.- f..r'i inil.'S ; ..nd th.i..v t.)ll.ms tli.' vall.'v of
llu' norili hrau.hof th.' Miranmhi, at a sitad'. nt of U l..t per mil.'. 1 if vallov fur,
is vorv na^rov^ and l.rok.n, th.' hiuhi.mds .-omin- it ios.' on .ith.T sidf.
Ti.rlin.' hav.', th.; valhv ofth.' I!i..r Mirainirhi at th.- Jtlth mil.-, an.l folhms th.:
vall.y of o„,- of its tril.utariVs, .alh'd -h.' D.'a.l Water Urook, ..t th.' ^ai..,' L'r...h' of l-t
foct per mil.' to tho JKih niilo, at the l^int K.
I'roni this it •■.•ntiniir- alon- th.- same x.ilhv, Imt at an ea.su<r ^r.ide ..I J) t.. t p.r
mile to th.' water-shed 1/ 'w.'eii tin; 'I'oln.iii.' and Mirainichi lit' .rs, iJUo i.'.t al.ov.-
tiiesea at th.'.>().\ niih-. , , , ■ i .
The Od.li and H.'aver IJrooks tak.> th.ir ris.' on tiiis ii.i-ht of land, lu'in- tril)iitan. s
of til. 'I'ol.i.jiie, and the l.n.' attains its si.mmil lev.'! 12:o feet alM)\o the sea, .tt the
small lake uiiieh i> t!i.' sotiice of til.' Odell, at tlie .Um mil.;.
A small r-d^.' divid.s this lake fn.rn tlie waters of tiie lieaver Hrook, uhieii wotihl
have to l)e cut tlwotiiili. •
I'rom tiiis p.iint .■..mm.'iie.^ th.- deseeiit into tlie v.dlev of tl.e lolmine.
Th.; dir..t(l.M-,nt l.y th.' v.dl..') .;f the O.hll, o.c., ii.id l.eeii found impiM.'tirahj.',
the fall h.inii fir too r.i|)i(l. ... ,
The mo,t ta\oiir.il.le -radi. nt, which can I"' maintained, is on.' .-I n'n feet p.r mile,
for nine mih's, hv k.epin- al.-nir th.' side of the hills as fir a. th.' IJiv.'r dii ( Inn.',
rrossin- several streams, one of which, th.it .)f iJeaver IJrook, - " -.•.imn' li-avy
hridiiin^. , . , .
AfterVrossinti th.- Kiver dii Clint.', wlii.ii wil also rcrpiir.' i h.'avv iiru z.;. tlie Im--
di'seeiids a! a madieiit of \') fet;i jur lie tor •; mil.s.
Here it li.is t.. .r.-ss th.' \all.v of tlie iiiver Wajiskv. alM.iit i mil.s wi.l.-. u :i u ill
involve an as.'em'iiiii .ind .h-cendin- grade of (JGl.'ei per mil.', .a.ii one mile, ami a
hrid'H' 'K) feit lli^ll .i.ross the str.'.im. ,, , i i i i
Tills p..int (C 2 .m the plan) is tli.' watei-sii.'d luiv m th.' Wapskv an.l the Litih'
Giihpiae, amltiie lin.' .h'sc.ndsata -radi.'nt of 4H f.et per mile f..r nh miles t.. th.'
Uiver Tohi.pi.' I)> the vall.v of the Little Ciihiua.'.
Tin; Tolii.nie, wliich the line crosses at the .3Utii mil.-, will rcpiire a heavy iMui-e.
.^UortiOfeet hi-h; the river is about 2 ^.i feet wid.- : on the south si.ic th.- oank is
liold and favoiirahle f.)r bridiiiiii:, on liie north is an int-rval flat, which will imrease
th(; leni;thof the inidixe or viaduct to alxiiit feet.
\ft.r cross-in" the 'J'ohi.pie, th.' line, k.'.'pini: to the westward of tliut .actuallv . \-
plored, ascends for t lie first .■) miles at a gradient of alwut 20 feet to tiie mile, throii^l.
a dry level tract of country. • l- *
F'rom this the crad.- increases to U feet per mil.; tor 3 miles to tiie point t.. mm.
whicii the line .isceiids l.y tiu- valley of tin- west braii.'h of tlie stream, called the I ^^ >
Brooks, for 4 miles, at a urade of .ihout k> feet per mile.
It . tinues to asc.-nd o .!■> iirade t.)r \ :.iiles (to the point (a)), the water-siied he-
tween ^ Tobique ai.'.l Salmon Hivers, bein- 12 miles south of the former and VI>.
feet -bv it. ,,,,
Plan .N . IT
I'laii .Nol-
a
Plan N')
0-2
.Signed, G. VV. W. HENDERSON,
Captain, Royal Lngiiieas.
Major \\ . Hohinson, R. E.
■ is:c. &:*■. ^^c.
Appi-NPix No i3.
. (Sketches attached.)
Riliorl (if Mr. Wilkinson.
Fredericton, Decemher ^\. 1B47.
,„ „,,,■„,, I |,a„ I,..,, n,,J...I. ."«;',;«';^ ffal lal.!' for a railway iKawco,,'
;^;:i;: ';::,;; na;:;.:"''^;':s;;r»;;v": ml;',,..!. »s ,.o»...io oi.»rv. ,1. .,rc,„y
:,:--,tat.::r i;;;::;tf;^:t,:;,j:;:n,r ::;;;^=;r;':.;..."o.. „ ..,.»,
'''';t!'i,;;:'";i;!n:i!:s,;ln°v!i;ts;*'"-R.....e no ^.^^.^^^^^ ... ■-
»krti'h lientu aiuie\t'd. lU'tweeii
53
Between the Lead of Lar des lies, dischariiinK its.lf into tl... Tolcdi, and the Abawis-
nuash River is a low depression in the summit level, or l.e.ght ot land, favourable as
1 bel ev.., for our ohjeet. From this point the ground appears generally pract.eable M-
lowing the margin of Lae des lies, and thenee the course of Us d.seharge towards the
outlet of Eajile Lak,-, a distanee by estimation of alxnit nine mdes ^/""^ f-'S'*, |^^;«
] s very probable that a .■ommunieation with th.- Uimousk. would be found by follow-
in- the valley of the left hand braneh of the Toledi to its souree, and thence desecnd-
r. t vallej of the Touradi, But the ..ore dir..t course^ by Route ^"■ ^ -as cx,.er.-
mentallv continued. Between Eajrie Lake and the middle branch ot the lol^d. . a
.ontinuous ridjze of 300 or -*00 feet average elevation above the frr^^^^^ but™
rid-es in the nei"hlK,urhood, it consists of much good land tor se tlement, but appar
.,lv afl^. ds no pass suitable' for our object, within an extent o s.x or seven rn. es -
On -Lploring from the middle branch westerly to the head -' [f'^. 'f ^'|'-^^;^^^>,
descent api eared to exceed the ascent as much as loO or 200 teet. A very direct
communication would therefore be ineligible The course to be recommended ,.asse
bv an easv curve southward of the lake and the southern ,^^^;*:""^;, , /'^ fj\\^ddi',
manner indicated in liie sketch : thenee north-easterly by lie alley of the . lidd e
brai"h TlK-re th(. line would . uter this valley the general inclination is apparentb
a rt 25 oi 30 i^el per mile, until approaching within about three miles c. the last of four
successive rapids .r falls. It is proluibi. that the inclination ^^^T^^^^Z Mid-
(iO feet ner mile, until we reach the dead or smooth water. Ihe banks ot t ic iviia
die b aiS. a o d only a small extent of Hat ground, say from one to thr. , chains in
widtl oneaeh side alternatelv, seldom on both sides at once ; but the slope of the
in.' -Zindis commonlv moderate, and without abrupt angles or turns, with the
cxceptrrof the thne miles just mentioned. Here some de-ree of difheulty might
occn e er mii.'^ the best site for the line. A small extent ot rock cutting at one
o o .o t would probabh be necessary. Time did not permit an instrumental
X- mh. itH.u of the -round, but nothinu like imj-raeticability is indica ed.
"si he fI: he vallev of Middle branch s.a.th is level tor a distanee o abou
seveiies ilia direct line south-westerh. including:, in that distance, a lake o about
vo nX n exte . The bed of the Valley consists of an alluvial deposit of great
^pthtoud'vh^b the stream has a very tortuous channel, -^%^f^^\^l^
,,e .e mible, fie,,uentl'. very deep, and always r.markably clear. 1 he next hvt miles
f 1 i'v 11 . a eendscmewhat rapidlv, say at the rate of 40 to 50 feet per mile.
Fron i-^.ant but commanding point of view. 1 .jud.ed that the remaining rise
mi^l t not be less favourable : but upon examination of the last four miles, the rate
t U po d to l,e much more .iieetionabU.. The result, l"-ever, o a ^eries o
c ev.tions and denressions takni bv vour direction, over this portion ot the loute, and
? o' , r' hel^ of 1 in 37 on the Birmmgl.am and
oi^'estel l^ul^av, and another of 1 in 34, -hich I undei.taiid jo ... o. J^
M nticuoo! and SKr^klon. The sketch hereto annexed (No. 1 ex.':. bits witn r. ^ar
!"l r . o portion of the more hnourable ae.livity, bv vvhu h ,t appears pae icaWe
..K rn 1 he valhv o( the bnmeh of the Toledi under exan..nat.on. PSo explo-
it ^ Is h;:".:. been made m order to discover ^^f-^^-^^}^^^^^^^ ^ .^^ ^ ex
am no, prepared ,o .loubt c.. improving -,;l-''^;;;f ^ ;;;,-;; '^: j^^' a ' "lo^l
nloraliou must at some p.mit. be expected. Ue eouUl s^'"^ '• ;, -j ,^^
succeed at ilu' fnst attemiu, uitho.it map or i:uide, m passing tmouiih a vviUi extti.i
::; i;;.;;;.;! Ill almo>t unLumn lorest. over a hue i. no respect "'y-tionable^^^^^.^^^^
m'iPi''mm
54
Passing the summit level at the source of the middle branch south, the rout., dc
icends by the valley of the north-west branch of (ireen Hivcr. For the llist live
miles the rate of inclmatiou is very moderate, deviatin- but litth. bom a lev,! txvo
lakes and much small water bcin-,^ included in that distance. IVom thence to the . on-
fluence of the east branch of Green River, a less n-nlar and often n.ore rapid descent
is indicated. In the judicious distribution of the irn;-ularities over a contiiinons de-
scent in actual construction however, I am not nrepare.l to say, that an inclination
exceedinj? 30 or 3a feet per mile would anvwhere l)» iic-essarv.
Descending the last nine miles of the north-west branch, the valley becomes more
contracted, the flat mar-in Generally narrower, the banks s(e, per and" hijiher, and the
turns more abrupt. But these characteristics do not become so remarkable as ap,,a-
rentlv to aftect the practicability of this portion of the route, until we approach t<.
within al)out three miles of the conllux of the two branches, or upi.rr ti'rk of th.'
main Green River • nor do they continue of the same kind beyond about two miles
alons the eastern branch.
This part of the line having come under vour personal observation in order to ascr-
tain its practicability, by curves of admissible radius, a more particular survev of the
apparent obstacles, and a rough plot of the same, were mad,; Ibr vour satisfaction
J^or more ready illustration, I avail myself of a trace from the ori-inal. No. > h.-r.--
unto annexed, to which I beg leave t< '"refer. >
From A to I, bein<r a distance of four miies and about 80 chains, are introduced six
curves, ot one mile radius each, arranged in a manner the effect of which would be
as follow^. J^rom A to C the cutting would b.; iusiiinihcant. At B, about o or (;
chains in extent, partly of clay, slatu may occur. At the point D, perhaps for an
extent ot 10 chains m each direction, deep cuttinir mav be necc-ssarv, but no sufti-
cicni examination has been made to determine this tact : or u hetln-r to some extent i
gap or depression may not exist, as to the ,,oint G. From K to I th,- cutting wouhl
apparently i)L light, these points being nearly on the same common level withthe iii-
intervening point G or say 30 or 40 feet above the surface of the water at the con-
fluence o the two branches. In order thac in this part of the vallev tbe roadway
may be clear ot water, snow, ice, and driftwood, at all tiiiK^s, pnhaps a less elevation
than about lO feet above the lowest level of the stream, could not be recommended.
Assuming that the maximum depth of cuttin- to be admitted, should not exceed V)
tec t tlien the highest ground which could be intersected, would be 35 feet above the low-
est level uf the water. With the exception of the [xni.t D, the elevation of whi,-h is
uncertain, It does^not appear from the facts ascertained, that the intersection of any
point so high as 3o teer, wo.ild be necessary, in order to obtain curves of one mile ra-
dius ; or that cutting api)roaching to 2o feet in .lepth, would occur to an a-.re-ate
extent exceeding .50 or GO chains along the portion of the line shown on th^^skeuh.
VVere ,t a desideratum to pass this, apparently the most contined and crooked portion of
ttie route, without cutting, ,t would appear that curves of from 20 to 80 chaiiis radius
would accomplish our object.
Pursuing the route along the east branch by an asce.nt a,)parentlv not excnHJine 30
teet per mile, another branch occurs on the le't, distinsuislied on the sket.h as 'Ot-
ter lirancli. An opening here to the eastward was noted lor further exploration. In
tt,.- meantime, following the main stream about due south for thrcu- miles, another
openmg claims attention. It was at first dce.ued probable that this would lead to the
source of the mam Rest.gouch,.. It may indeed lead to a lavourable communication
Mtb this stream. But it was subsequently discovered, at it will be again m.essarv
t.) notice, that the opening in question was really at the head of the valley of a prin.i-
pal branch ot Green River, distinguished on the sketch as Green River East. Re-
suming the exploration at the end of the southerly range just noticed, of the East
Branch,
Pi*.,'j«gk',
55
Hiancli, this strcnm a^aiii turns siiddciilv to the castnard, flowing!; somewhat tortu-
ously throiiiih a narrow va'.lev. hounded l)y very liiiili liills, and liavinir a fall varyin;i
fron'i GO to llu loot ])er mile. ' Havinii traced the stream to its source in a pass hetweeu
hi;rli liills, and contiiuin^ an easterly (course, we shortly meet with a sprini^s u.. douht
a 7ril)Utarv of the Restii:ouche, flowing south-easte>-ly down a narrow and deep ravnie.
Crossing the head of this ravine, and passing over a hii^h ridge, we descend suddenly
700 or 800fei t into the vallev of the object of our search, the G' imamitz, a prmcipal
l)ranch of the lle>ti-ou(hc. It was deeined probable that the source of the east branch
of Green Uiver, and that of the Guunamitz, might prove to i)e continuous and nearh
on the sani>' level. But it was now manifest, that the source of the former was m a
liigh group of hills, boimding not the source, but the main valley ot the Gounainitz.
where this stream is" still comparativelv large, say i-0 feel wide, with a brisk and co-
pious cm-'Mit. Satisfied of the unfavourable i)rospect.of a eonuuunicati'J!i at this point,
with the y.illev of tin; llestigouche, I rcturni'd to the opening by way of the valley ot
the Otter Branch. Circumstances prevented my personal examination of the ground
in this direction; b(1t .Mr. liamsay, to whom I confided that service, reports that the
source of the Otter Branch is surrounded by hi^li ground w ithoiit an opening ; but
that about two miJ.s from the mouth of the stream, on its rigiit or northern bank, is a
low dej)iession, aMording a favourable communicalion with the vallev of a stream
flowing northward! V and eastward! v, and no doubt a tri' utary of the Ilestigouelic. It
is most i.robablv tlie main branch of the south branch of the Quatawanikedgwick.—
ile followed this newly discovered stream downwards, to where it receives a branch
from the soutji, and thin traced this branch njjuards nearly to its source. By climbing
he had a good view southerly bcvimd tnc source, and down the valley of the Gouna-
niitz, but" was prevented by untavonrable weather, and other hindrances, from com-
pleting all I had directed him to perform. He does not doubt, however, the existence
of a practicable communication between the east branch of Green River, and the val-
ley of the Gounamitz bv the route he examined ; but there will be about two to three
miles of rougii ground and steep banks. Whether these may occasion any real difti-
cultv, an ins'trumental examination here, as well as at other points which have been
noticed, will be necessary to determine. The -eneral fact of practicability or other-
wise, was, under the circumstances, all that we could hope to asiertain.
A route has no^v been traced from the valley of the Abawisiiuash, to the vallev ot
the Goiinamitz. which, with such corre :tions as might he expected would be necessary
on a first (;xamination, I believe tol)e practicable. 1 have also no reason to doubt, but
manv to induce me to confide in the pract- 'ability of the valley of the Gounamitz, down
to tlie Restigouche, with a general inclination, varying from 30 to 50 feet per mile.—
Trom its mouth is a favourable communication down the left bank of the Restigouche,
?o a |M)int opposite the entrance of Beaver or Bostin Brook, the termination of Corpo-
ral Dunible's route from the Tobicpie before mentioned. A bridge ot 100 or 120 ftiet
si)an at this part of the Restigouche would be necessu^y, and would probably lie the
.)nlv one of so large a span from hence to the St. Lawrence. In that distance nume-
rous l)ri(lges will be required ; but thev will be generally small, and neither their num-
ber or their several sites could be determined without an instrumental demarkation ot
the line.
In order to explain the further cause of the exploration, it is necessary to say, that,
after tracing the east branch of Green River to its source, and being yet uncertain ot
any favourable descent into the valley of the Restigouche, whilst that into the vallev
of the Toledi also r.Miiaiiis unimproved, it seemed probable that the abandonment ot
the valley of Green River might eventually be necessary. The hope o1 avmdmg this
aliernitiVe seeinc-d t.. rest upon the success of three lateral .-xplorations. The hrst
rha; bv way of the Otter Bran( !i. the success of which has already lioen mentioned.
1 he
mmmmm
mmm
56
'I'ho second, tliat bv way of tlin southerly openiiiir, towards tlie supposed head of tlie
Kestiijouehe. 'i'lie tliird witli a view '.o tlic^ discovery of a more favourable descent
from die north-west branch of Green River, into one of the more northerly valleys ot
tb«! Toledi, or, if neeessarv, into the valley of the Rimouski.
Leavini; JMr. Ranisav with directions to make these three explorations, as far as
practicable, I proceeded to employ as much as mii;ht bo available of the rapidly-ad-
vancinj? season, in order '.j ascertain, by canoe, the character of such other routes, as
the country mit;ht afliird from the Resti^ouche northwestwardly. The routes ! had ui
view arc distinLMiishi'd on the Sketch as No. 2 and No. 3.
Omitting the circumstantial matters of the e\])loration, I will commence my descrip-
tion at the Wa-an Stream, the most southerly branch of the Restisouche. From
hence, at an ascertained elevation of about .550 feet above the level of the sea, appears
to be a favourable raiiire of eomiKuatively flat coimtry. as observed from several coni-
mandinir points of view, and as described by those who have i)assed over it towards
the Siss'^tn Branch, a favourr,l)le stream of moderate current, throuiih a Hat valley, and
joiniuir the main Tol)i(pie River, where the elevation has als^> been approximately as-
certained at about tJOO feet above the sea. The explorat' .i of this extension of our
route continued by way of the riiiht-hand branch of the 'iol)ique towards Boistown,
would ])rol)ai)ly have occupied the remaining portion of the season, had circumstances
permitted me to leave the countiV behind me with satisfaction. This route, as mark-
ed by the dotted line in the sketch, is not nuich less favourable for communication with
Route No 1 than with No o; but natur.d obstacles would render it apparently more
difllcult for continuatiim north-westward bv Route \o. 2.
I ma\ indeed here remark, tliat natural ob-tacles seem *a magnify both to the north
and south of the Restiiiouche, as we advance eastward. Above the conlluence ot the
Wagan, the banks of the Rcstii:ouche are comparatively favourable all the way up the
stream as far as explored or observed. Descending the same stream below the Wagan,
the banks become more abrupt and steep, but are neither so close or ansular, but that
much cuttinL^ in ly be avoided by occasional bridging, and the inclin.ition of the valley
is verv favourable.
The mean rate of descent from the Wagan to the sea cannot exceed seven feet per
mile bv the course of the rivc-r, but the much cr-ater part of the a<riiregate descent
must a"ppareiitlv occur about the Qii atawamkediiw ick, and cannot b(> estimated at a
less mean rate than ten to fifteen feet per mile. But diver-iing from the valley of the
Res-iijouche by Route No. 1, we (ind the banks of the Gounamitz hiijher and steeper
than ThoM of the head of the Rcsti-ouche, bv Route No 3, and a-{ain we find the
banks of the (^uatawamked-wick by Route No. 2, still hii;her and steeper t.ian either,
rising in fact iOftO or 1200 feet verv abruptly above the bed of the river.
Whh regard to the last mentioned route, it was at first my desiL^ to explore; the
Quaiawamkedgwick bv canoe to its extreme nortlierlv sonrce, to have found the most
favourable coimnunication thence to the \ alley of the Rimouski. and to have explored
the latter as far as practicable. But insiifticient opportuiiiiv of piciiaratioii. the ad-
vanced state of the season, and nnforsccn causes of delay, obliged iik to abandon the
more difficult part of the undertakiiiir, and I diseontiiuied my ascent of the (v>uata-
wamkedcnick about a mile up the north or mam branch, rctiirirmg thence, ami ascen-
diiii; bv the south branch, less for the purpose of ex[)loration than lor a inor(> direct re-
turn to the partv 1 had left at Green River. As far as I am able to speak from jicrson-
al observation oY Route No. 2, the rate of inclination of the valley of the (juata\\am-
kediiwick is no (hnibt favourable, say not exceeding 16 to .'50 feet jier mile up to the
south branch. Above this point, the inclination of both the north an([ south branches
appears to be steeper ♦ least for some distance, say not less than .iij tcct per mile ;
but 1 have reason to bci.^ve that towards the head of each of these branches, but es-
peciallv
*7
iHcially till; iiortli lirancli, tlicro is much flat gmiind. But to render these inclinations
available, howeviM', it is most prohahlu that the amount ot" hriil^ini,' and cuttinj^ would
luuve to l)e heavy, ouinf^ to tlie very limited portion of Hat marj^in, and the abruptly
steep, and generally rocky character of the banks. An exact survey might prove these
obstacles to be more avoidable than tiiey appear to be ; but without such survey, no
kale oj)inion could be formed.
These remarks will be understood to ajjply only to the main QuatawamkedgAvick,
The valley of the south l)ranch is at several points wholly unfavourable for a railway.
l)Ut it adfmls lat(!rn! openings which might be available.
Upon returning to Green River l)y way of the portage from the south branch, I
found that the party 1 left there, having exjjlored the (Jtter branch route, and cut out
ami surveyed the portage, had proceeded on their way to explore from the north-west-
eru branch of Green River, with the view already exiilained ; but having met you on
the wav, received your directions to return, and to cxjilore more minutely the appar-
entlv objectionable part of the valley of Green River, before described and shown in
sketch No. 2, until I should rejoin them. Iliis eircumstance fortunately coincided
with directions which in the mciuitime 1 had found it necessary to send them, to return
and meet me at the jiortage ; forsieiag in consequence of unexpectc.. casualities and
dclavs, that it would be impracticable to rejoiu them cither in the valley of the Rimous-
ki, or of the Toledi, as at first intended.
W'c had already been warned by snow and severe frost that only a small portion of
the season remained. It ajjpeari'd most desircabie that this should be employed iu
tracing the supposed communication southerly from the east branch of Green River to
the head of the Restigouche, and to join the' survey to the end of my exploration by
canoe, a littlt; above the brancii disiiii-iiished as •• Return 15ranch" in the sketch, and
also to examine, as far as posciljle, ihe hatures of Route ISu.J, l>etween the valley ot
the Restigouche and the valley of the ^J()ualuck, with the \iew to the connection oi
th(;sc bv means of the lateral valleys of Green River.
I therefore directed Mr. Ramsa\ to i)roi('ed Ijy the east branch, and to survey, by
way ^ " the southerly opening refencd to, until he U.mid the termination of my canoe
exploration on the Restigouche, if it siiould prove tliai the opcniuu led directly to the
valley of this river. Rut as it was eijually probabh- that lie lui-lit find himself descen-
ding'a branch of Green River, in order in'thiscase to cut him off, m;, own undertaking
was at the same time to survey from tiie main Cireeii River eastw; rdly by its lateral
valleys, towards the same point on ihe Restiuoiiche. Mr. Ramsay's course proml to
be down the l)ianch of Green River disiiii-uishcd iu tin sketcli as (n-ecn River East,
and he opportunely intersictcd m\ e\ploratic;ii a 1( w iieuis alter 1 had passed.
'J^he connection' with the Resiliiouciie yvas sliorliy afierwards made, and the party
returned witii the \'nw to explcae north-weslwardly for a favourable communi-
cation with th(- ^(piatuck. Some ]ir(.:;rcss was made in the latter object, when
another fall of snow and the increasing severity of tiie weatlier rendered it un-
avoidable fiirther to prosecute the -urvey beyond the reach of our canoes, which were
left at the main Green iriver, and on which" we chiefly depended for our retreat.
It remains onlv to state the imperfect knowledge wJ-ich an unfavourable opportunity
enabled me to anpiire of l^oiite No J. I have already rt marked that indications exist-
ed of a favourable communication be i ween the head of the Resiigouche and the east
branch of Green River, if such an ■ l)|( ct were desireable, c iiiier as an improveim-nt or
variation of Route No. 1. 1 have aix) siatt d that Rioute JNo .i is lavourable as far as it
adheres to the valley of the Resti-ouehe. [■roiii theiuv to the valley of the yqiiatuck,
are several lateral valleys and openings, which rciuire more or less i)ains tor due tx-
aininatlon.
The only object wluch a cursory exploration could accomplish, was the discoverjj
- ' 15 oi
ma
1^
58
of which of these valleysand openings mi-ht appear most entitled to a particular siir-
V ; have reason to believe/that practicable lines, approxm.atm, to those .n, at
She sketch, would be found. My opi..ion ,s, that ,h. d.ltKnlties o. - " ; '
confined to a^ a-regate distance of perhaps fve or s,. nuK . on ca.h Mdc ot th. ^al
li.v ..f (Jreen Riverr and thcv arc not ot LMcat maiinitiulo. ,- i ^
Vl .u not ,u-rsonallv exanVmcd, and have onl>.par.ialiy seen, the xallev o the -s.,, a-
tuck 1 at t is "nerally better known than anv p..rt of the .nMU.! ,nc luded .n th.
unTV nd i renorted to be, as 1 believe it is, sen. raliv tlat and .uonrable or a Ime
r:ih;" From tlencc up the valh. of the h.ft-hand branch o. Tolcd. to the uuer-
section of route No 1, the -round is Hat with a very inod.'rate ascent.
iHr- .1 ence of barometers, by which to obtain an approxnnate sec .on of th,
Jut for as traced, the apparc.ly .lifticult i"f -'^ions ^..e (.casjonal^s e^^
andes of elevation and depression; and from these, checked In ''^^ ' ^'^ 1',^ >
known height of several points in ,he country exanm.ed, the -^^^ ^^ ^ ^ !' ,
ation have been inferred. Tluy would ui most uistauces, 1 belio\e, prove to cxct
what in actual construction would be necessary.
I nviV emi k with re-ard to the hai,itable, character of routes, as tar as examu e.l.
that N? 3 wo,dd be the tite n,ost favourable for continuous settlement from the v.iley
nf the T(,bi(iue to the valley of the St. Lawrence.
°'prob bh L'u.-third, consfstin, of the n>ore elevated parts of I^-'^'^, N"- ^J -ouh i
nnf-,vnnrable for settlement. Rout.- No. 2 as tar as .■xamme.l, would not be suitat)!.
of the verv broken and precipitous charact.-r of the banks ot the (2i>^tcnvamk( tl^uK K.
be He e U at each <.f the routes descriln:d, necessarily in verv general terms is prac-
ticalfe .s a as 1 have examine.l the same. Of th.> degree of pra,.t.cah,hty, or o
he pro'l^.lc expense of .y^nstrnction, I conceive that u.. sate opuuon could be tor.n. d
withC an approxin^ate location. To discover what route or routes may be most
1 Se for ,.r(l minarv survev, I deem to be the ..bje.^t ot the exploration. A jud^-
me^t u^^^^^^ •"-')• -division, must of course be mate.-Kjl y
"ov^rnid bv its relationship to the whole line. As far, therefore, as U may be e. he
mvdutvorprivileoe, to ofTer anv opinion.it is upon its special merits, m favour ot
Soute No 3 and more generafU, Vecause upon both national and ^'ol-n-al groun s
it anuears most desirable to avoid any unnecessary deviation from the most di ect hnc
betweou tirBend of i'etitcodiac and the River du Loup, which the natural tacditics
of the country will permit.
■' I have, &:c.
(Signed) J. WILKINSON.
Major W. Robinson, R. E.,
Commissioner of the Quebec and Halifax Railway,
Exploratory Survey, ^^i- tv:c.
Appendix No. 4.
(Plans referred to :— Nos. 20, 21, 22, and 23.)
Reyrt on a Lint of Kailimy from Whiieliaven to Anilmsl.
Halifax, March 14, 1S4B.
SlR,-
HAVING been directed by vnu to explore and rei>ort 4HDn the capability of the
country 'or a line of Railroad from Whitehaven to Amherst, we have attended to that
duty, and beg leave .o lay before you the following Report. ,^^^
\ni^5
nl th** * 'niirtrr
59
The i;,.„,.ra| formation of the couijtn consists of ion^ continuous ritl-es, with vallevs g."'"! i^"cnp.,
I)ctu..(.„ tfunn, ,.. an eastern and western direetion. One ' tl.rse ri<l-es eomm.^nces ' " "
an ape ( ans.., passes ( ountry Harhoi.r, runs westerly o.. the south of the west
Im.neh o( th.. ^t. Mary H.ver, and e.mtinues ,n,«..r.i to the western part of the pro-
vince. 1 he crest of the rid-c is near thenortiiern side, whence it slopes .r,.,„|v ,o the
sea-coast : the height is about mO or T(»(j feet. It is eut throui^h hy the yalleys of
Country ffarhour U.ver nnd ot the St Alary. There ar.. seyeral indentations acros.
It hetween (^ountry ITarlKiur and Canso ; yiz., fron, New llarhour to Salmon River
..Lout ten miles ai)ovc its mouth; from Torhav, in In-ersol Het's Lake, to Saimoii
Kivcr near its mouth; from Whitehaven to Crow llarhour ; and from Whit.: Point to
1 o\ Island.
Northwardly of this ridire there is another ran-c of hi-h lands, which, commencin"
at Lape I oreupine on the Cut of Canso, runs parallel to the former, and terminates in
.he hi-hlaiid southward and eastward of Truro. It is eut across h^ indentations from
Country llarhour to Anti-oiiish ; from Clenel- to Anti-onish, hy Collcffe Lake- fn.m
.leceiii toMerri-omish, hy the east iiranchof the St Mary and the French River and
Vi- Yu^' i> ' ^'^''^'' ^"^ ^''^^'"" ' '''''° *™'" '-'I'J"'" ^"-" iack.; to Pictou, hv the
-VJiddl.! River ; besides several minor indentations. This rid-e is of about tliesame
general lieiiihi as the former.
Between these ridges is n vrdley runninj; from Cliedabucio Bay on the east to the
Rasin ot Minas on the west. It is interrupted by some hills at the head of the Stew-
lacke, but it generally preserves the character of a continuous valley. The hi-hest
parts ot the bottom of this valley, more immediately connected with the present surve^
IS bitueen Guysborough and Country Harbour, alwut the head of Salmon River and
between Country Harljour and the St. Mar\ at Glenelir. '
The latter of these is found, by barometrical measurement, at the i)lace which we
crossed with the line, to be 2'26 feet above the sea ; the former ai)pears to be about th.>
same heii^ht.
The rock formation of the southern ridge is n;enerally iiranite and various kinds of
trap; that of the northern, coarse slates and shales, varioiish incli»ed to the horizon,
l)uf mostly vertical, with some patches of trap.
The valley is soft sandstone and slate in layers, horizontal, or but slightly inclined.
The coasts of the Atlantic and of Cliedabucto Bay are, so far as we^ could observe,
composed of slate and shales of various kinds; the 'trap-rock being confined to the
hiiih grounds. The general direction of the strata of these rocks is S. 60 E. by N.
t>0 \\ .
Our first care was to make in(|uirv of surveyo'-s and others acquainted with the
peninsula on which Whit.'haven stands, as to its -eneral features and we were informed
that the coast was ru2:ged, but that in the interior there were extensive elevated flats
\vhicli once gamed, imt little difficulty would he (-xpericnced in proceeding.
We accordingly adopted that course, and found a barren rockv country, with (>leva-
ted giounds, intersected with deep hollows, running across the course, of the line We
pursu.'d this line as far as Ingersol Rett's Ln'.e, and then abandoned it. It was now
settled that wc; must either find a passage alona the coast to Country Harbour, or "-ei
through to the northern side of the ridge, and follow the valley of the Salm.m Riv?r •
but as this was known to be rough and difficult, and withal circuitous, we resolved to
makt; tin; first trial upon the coast.
Commencing at Whitehaven, at i, near Haulover Cove, the line may b.; carried
across a level neck of land to Molasses Harbour, nd thence along the shore of that
harbour to B, at its head. Thence alwut three-eighths of a mile up a pr.tty deep
valley, brings us to the Water shed C, between Molasses Harbour and an extensive
bay on a pretty large stream which flows into Calc Harbor at i). This water-shed is
only
Wliiitliavon !.i III-
^'ors'.l Boll's l.akn.
Wlnlo'
fiO
Coli> llarl'Oiir,
.^L'W llarbriur I-
lajnrs llartmiir
...^cs Uiilu.ur t-
r"unlrv 11-vrbr.uT
. uurtry Harbuut
(llcni'li, at St.
Murv b lliVLT
only alK)iit JO kci ahitvc ilif liitili-tKic mark, -rivinir a passa-^u as easy as can It
(lt!>iiT'l.
"riic kn<;tli (il tliis section A to 1), is about V, miles.
I'roni J) to K, \ miles, the line is aloni,' the shore, passin;: fiirou::h low points of
LMOiuui and shallow l)a\s. On thi^ section cuttings and emltanknients ol alnjut M teet
at ;:reatest, will products iintkilalioiis within U) feet lo the mile.
•■lom K to F, at the head of Torhay, 6 miles, there is a belt of flat ground Ix-tween
the hiiih lands and the sea-enas!, upon wiiicii the load can U' carried so level as to
level as to reiiuiie no i)aitlcular remark.
From F to o, across the I'eninsul.i, •)\ miles. The highest part of this section is
within JO chains of F, aiid ilioiit .'>) I'eet ali.)\e the sea : thence it is nearly level to
within half a mile of the co.i-i. win re il is .00 feet in heitjht ; from whicii place it ma\
descend with a unilorm i^iaile of 1(1 feel to the mile to (j.
From (J to the head of New ilaiLourat I. about I miles, there arj sever;' nils
()»■ slate rock, one of which will r( i|Uii( a (ktp cut, or jiossibly a tunnel c .lH)Ut
MU yards in leniitli.
(Jr, by passin- o\er a bridge of akuit 100 fei t in height at K, which may bi" <io»«'
at grades of aljout 'lO feet per mile, a mile .ind tliree-<|uart(rrs yvould l»o saved in dis-
tan7'.c between 'l\)rl)a\ and .New Harbour ; llie e\p( use not greater than by the shore.
This will probably be found to be the most cTmible route.
fr'rom New Harbour lo F, Coddles llarl)our, I miles. For the rtrst two miles of
this section, a tract ma\ be ublained ipiite smuolii and level. On the remaining; two
miles there are a muuber of small slate ridiics aUnit .JO or 10 feet liigh; with valleys
but little alH)Ve the sea-lex el iietuciai them.
The direciinii of the sir.ita is S. GO F. b\ N. GO W. They have not been examined,
but it is ijroliabli; that snme of ihem will have to be cut through.
From Coddles IFirboui to.M, ai ihe head of Isaac's Harbour, 8.J miles, there is but
little difficulty iu uctiiii:; alcui: the shore, excejit about a mile and a half at Coddles
ilaibor, ',vlu rt (here is :nuie !ii-( ken ground that has not been particularly examined,
buiyye do iiot apjijt-luad much difficult} uiili ihat pari. The remainder of the short;
is sufticiiiillv Hill. It IS su|ip(i-cd tiiata sliaiiilil line can be- found from L to M, but
ihis has n(<t been exaaiiiird.
Ijeiweeu I,,aacs ilarlxui :.ii(l ( nuntry II uboiu-, o miles, is a ridi^e of 184 feet in
heitiht at \, wiiich is ii> li,vvcsl pail. On the eastern side of this ridge, from M to N,
the'ri-.e is 1 in .ii ; m; ihr wisii ru ;ide, iVoiu .\ to O, the descent may be brought to
oO led 1., I'lie l.llic.
it is pos>ible liiai a bitter passage ma\ be found alx)Ut a mile to the northyvard ; it
hab not Ik lai examined, Imt. fniiii the licueral lormation of the country there seems but
littli; hopes of success.
It is pi(n)ab!c that iluoniy alternative in crossing this ridiic, will be the employment
of si;.ti(inar\ joy.er. or ti)<' uuuieliuii of about a mile in leni;th through yvhin-rock.
li> ai O to I', about 7 miles, tin re is between the hills which bound the valley and
the Water, a r.rUK, of low ground with an irregidar surface, upon which a line may
bec:urie(i, so as to prodiice nearh a level i)y cuttings and embankings ol 20 teet at
the iiiiixiu.Uiii.
Turnmg iA'i' at J', we proceed up the valley of West Brook, a small stream which
ilows alcnu the northern base of the soiithi ru ri(l;:e of liills formerly menticned. Near
the licad of this streaui at H, t,.ere is a waler-shcd, from which waters flow to the St.
Maiy bv .Alck; .'uMjiook. Tlie distance from tin; mouth of the West Brook to K, is
4 miles, and heigiit, by barometer, 22ti feet ; giving an ascent of 5G feet per mile. —
The cheapest route is along West IJrook, the valley of which appears open and smooth ;
but if il Ih; required to reduce tiie grade, the ascent may cuuuueucu one or tyvo miles
further
61
iurtlur own Ctmntrv Harl)oiir Hivcr, kecpiiii; aloiij; the face of the high lands, as
sliown li\ tlu- line on the plan. 'I'lic face of tin lii-li lands alontr the rjver is steep and
broken, and would prohably re(|uire a heavy ixionse, but along West Brook it appears
pretttv even. » i i
liv carrvinii the line to the river, 1 mile below the mouth of West Brook, the !?;rade
would b(! redued to U> feet per mile.
From R to S, 2 miles,— there are several small lakes, « ith low ridfjes of cround
iM'tween, whieh we did not particularly examine, but as seen from the road, wc eon-
eluded it will be (jnite praclieablc to iind a tolerably fair line iKJtween the hikes; the
average descent will be abdUt lo feet !)er mile. Thence to T at tlu^ St. iNlary, iih
miles, there is the valley of M'Keen"s brook, which, as appears, is smooth and
open ; the descent is about iO f<et [ter mile.
From T to Mr. Alexander Sutherland's, the highest settlement on the east branch ol
tJie St. INfary, 13 miles, — the valley is with few exceptions pretty broad, \yith inter.als
aloHK the river, and will present no obstacles, except from ireshets. Wr could not
ascertain the depth of the freshets very correctly, but from information and fronj ice-
marks on trees, ^\v conclude it will not exceed 4 feet.
The river may Iwve to be crossc d several times. The sectional area of water-way
required, will be from three to ii\ e hundred square feet, accordini; as the b' id^e may
be higher or low er on the stream. The liei-ht of the river intervale at Sutherland's is,
by a mean of five observations, 194 feet alxjve the sea; and by a mean ot two obser-
vations on different davs, the height of T at McKeen's brook is d\ feet, giving a
rise of 140 feet in 13 miles, — about 11 feet per mile.
At about a mile aliovc Mr. Sutherland's js the foot of the falls, where the river
descends in a rocky crooked ebamiel, between cliffs of trap-rock, 90 feet in about a
mile. This is a i'ormidable obstacle ; the river is too crooked to admit of a line in the
chasm through which it llo\\ s, and the hills on the western side ai • high and steep : it
will therefore be necessary to tut across the point on the eastern side. On this side
we have, at the head of "the falls, a narrow ridge of trap-rock, of 60 feet in height,
iuttin"^ upon the river I'rom the eastward ; and a; ;he foot of the tails, a deep valley,
'in wluch Hows Campbell's brook, comiiii: in also from the east; both of which must be
crossed. The valley w ill retpiire a bridge or embankment of 500 feet in length and
30 or 40 feet in height, and the ridge, a tunnel of about a quarter . ! a mile in length.
By these means a gTade sixty leet to the mile n.ay be obtained, as -iiown by the sec-
tion. , ,
Southwards of Camp1)eirs Brook there does not appear to be any obstructions to a
descending grade of 40 feet per mile, along the river hills down stream to the level of
the river. .
From the foils to Lake Eden, about 2 miles, there are no difhcultics : the hanks m
some places, arc near the river, and the flat eround between them of moderate breadth ;
but there appears to be sufficient room for fair curvatures, thoueh it may be n^ecessary
to cross the river two or three time s. The rise in these two miles is about 15 'I'^t.
From Lake Eihn to Beaver Lake, about 4 miles, the line may pass close along the
southern shore of f.ake Eden, under a high range of hills, aliout a mile, to the entrance
of a ranue of ponds and low ground two miles in lens^th, leading westward to Beaver
F.ait Branch ofBt.
Maty » RiTcr,
Heights ol Ed«n tnd
Beaver Lakes
Lake — the head of the East River of
PictoM. The height of Lake Eden above the
level of luiih tide at I'ictou is, bv a mean of nine barometrical observations taken on
three successive da\s. 3)51 feet: Beaver Lake is, by a mean of live observations taken
on two different da"\s, 398 feet above the same datum, and 17 feet above Lake Eden.
The water-shed "lu'tween Lake Eden and Bea\er Lake, at E, is within half a mile
of the latter, about 40 feet above Lak(> Eden, and 23 alHue Beaver Lake.
There -'v be a uniform grade from Lake Eden to U, and from U, by the southern
■' 16 '>'"*
EMt River oiPictou
Eist River to West
KlVtT I'lClOU
West llivtr, PiCiOU,
to River John
62
side of Heaver Lake, foraliouta mile and a half; j^ivinj? for the former iJO, and for the
latter 16 feet to the mile.
From the foot of a ranj^e of flats connected with Heaver Lake; the Kast Hiver of
Pietou, which is here of a small size, he^jins to descciul lietutcii iiiirli banks to the
bridge on St. Mary's Road, t> miles. On this section the line must loUow the river
flats, which ap|)ear sullliciently wide to admit of f.iir curvatures, except a distance
alxjut threii-ei^hths of a mile above tin; brid're, wiien it will be necessary to nm
throuf^h a valley on the southern .iih-, to '.void a I'lnow crooktd channel throut,'h
which the river flows between limestone rocks. On this section the river will have to
be crossed several times. The sertioii of water-way of the bridi;r<, ma\ be fn>m K^
square feet near Heaver Laki-, increaNiui; is we descend, lo 'MU feet. The flowa^c
of the int(>rvals dt)es not excec-d three feet.
The average descent will be, for the first three miles, about 1.3, and for the remain-
der, 3.J feet per mile.
From the St. Marv's R(.ad to Grant's Hridire, 7 miles, th(! valley is broad and con-
tains large intervals. The line, by cuilinj; through some low upland |)oints, may l)e
carried pretty slraiiiht. The average descent is about 10 feet ])er mile.
From (irant's Hridijc to the foor of the Rapids, lu^ar .'5 miles, the river is crooked
pnd confmcd l)etwe<;n hi^h lands of .stratified sandstone and limestone, se\ eral points
of which would have to be cut through.
This will be an expensive section. There is one circumstance, however, that would
tend virtually to reduce the expense ; the stone, owing to its structure and dip, which
is alMiut .jO degrees witli the horizon, will l)e easily (piarried, and will come in lor
drains, ballast, iLc, on the road, as clieup, probably, as materials would from any
other source. It will also open some ca|)ital limestone (piarries, and it is not impro-
bab e, that building stone would be met with, tlioui{h we did not observe anv seams of
the sandstone sufficiently thick for that purpose The average descent of this section
is about 40 feet per mile.
From the foot of the rapids to the Fish Pools, 3 miles, the line must keep along
the river.
There will be little cutting through points, but it is likely tlicrc will be some bridg-
ing. The grade will be about 10 feet to the mile.
From Grant's Bridge, mertioned al>ove, to the Fish Pools, there will be several
bridges. It is impossible by a mere passing glance; at the river, lo even guess very
correctly at the num!)er, but it is not unliktly that there will be not less than five or
six. The span may be alMiut GO feet till we get below the west branch, when it may
be enlar'^ed to 80 feet. Thr bottom is of rock, and it is not unlikely that stone for the
abutments will be found in tlie excavations for the road.
From the Fish Pools to the heiglit of land between tin; Albion Mines and iMcCuI-
loch's Hrook, at V, alwut J miles, tiiure is a rise of 1.3.5 feet. The ground will admit
of a uniform grade, being about 41 feet per mile. At the Fish Pools it will be necessary
to cross the river upon a bridge 30 feet in luight, in order to get upon a range of toler-
ably level ground iminediately above the steep banks of the river.
From V to Middle River at W, three miles, thc^re is a dip of 40 feet into the valley
of McCuUoch's Hrook, and then a swell of ground between this valley and Midille
River. This swc'.l may be crossed at grades of about 50 feet to the mile.
From W to X, 2 miles, the ground rises about 70 feet, being an average of 35 feet
to the mile. It will be necessary to cross tin; Middle River at the height of U) or 50
feet, in order to get upon a flat table of ground on its western side.
From X to the West River at Y, four miles, there is a descent of 172 feet. The
ground will admit of a nearly uniform grade, averaging about 4.'3 feet per mile.
From Y to Z, Li miles, there is a rise of nearly BO feet, giving an average of 53 feet
per
pj
.jR.^
pfT mik'. riir ::r(iimii, th<)iii;Ii somowlial ron^li in somr places, dors not ap[»ear to coii-
tuiii any vcrv (oniiidaljle ohstruclioiis to a rr^iilar Kf;i<l<-'.
Till' iM)iiit Z is on a (lit t,il)li' land, from wliirli the line rni. 'o tlio wpstwanl.
From Z to A', 2\ miles, the line [lasscs over sotno nndiiiatim into tlic v.illcy of the
Saw Mill brook, tliincc np thai strcini in a liroad vallcv, which, coniinuinn weslcrl),
iKJComcs tho \n)d of HIack. Ilivcr, a branch of tin- IVwvT John.
The hti^iit of the watcr-slicd hctuccii Saw Mill Brook and Ulark River, at A', is
227 feet aliove tide-water, and the height at Z 1>L) feet ahove the same d.itnin ; the dif-
feronce is 1.51 teet, and distance 2^ miles, ;;ivinn an average of .08 feet per mile.
It is likely that a nnitorni i;rade i:\n only !"• ohtaiiie<l on this section hy nv ins of a
tiotxi deal of earth-work. By embanking It) feet at Y, and ciiltini; 29 feet at A', the
f^rade from V to A' may he brought to i.7 feet per mih; ; and from the peculiar form of
the uroiind, it does not seem likely that there would be much addition.d expense.
From A' to the mouth of Black Uiver, 55^ miles, the valley is nearly half a mile
broad, the stream meanderin;^ through Hat lands with a slngj^ish current, showing
the fdl to l>e very trifling.
The height at the mouth of Black River, is not measured, but ni.iy be siippoL
about 100 feet, and thiMlescent along the valley 1 1 feet per mile.
It will not be expedient to cross the River John below the mouth of Black River,
because, though the general surface of the country is level, the river flowr in a deep,
narrow valley, which would have to be crossed. Abo"e this j)lace the banks are low,
and moreover advantage may be takiMi of the valley of Nabiscump Brook, to ol'tain an
easy rise to the table land on tin; west of the river.
From the Forks of River John, mouth of BlacE River, wc did not travel throu^in the
country, but ascertained it to be ot the same character as the regior along Black
River, — a flat country with sluggish streams flowing through it, and ofl'ering no maie-
ri;il obstruction to the formation of a Railroad.
From Waugh River, Tatamagouche, towards Amherst, wc made no observations
relative to this line, but the country is known to be so level, that there would be little
or no difficulty in getting a good railroad line across it.
With regard to curvatures, from our limited means of making up a judgment, wc can
say but little, but from the slight observations that we were enabled to make, we think
there will be none of less radius than half a mile.
The distances are as follows :
Kiver Julin lo Tita-
inaj^uclio lllack
K.v.r.
From Whitehaven to Cole Harlxjur
Colt; Harbour to Torbay,
Torbay to New Harbour,
New Harlxjur to Isaacs Harbour, .
Isaacs Ilaibour to Country Mr. Archibald's
Country Harbour to Glenelg
Glenelg to the summit of the highlands, two
miles west of Lake Eden,
Summit of I ighlauds to Albion Mines
Albion Mines to West River
West River to River John
River Jolm to Tatamagouche
Miles.
8
8
54
6
— 'W
13i
20
21
Oisuncri
14
54i
10
12J
— 22i
Tatamagouche
•■-^ u
04
Tatiimajrouclic to \Valla<c'
Wallace to tlic P'^ovi'ci; Liiir at Otter Cri'ek
Total from W hitehavon to tlic Western Bonn-
da iv of the I'rovinrc
12
_ t;v
^_ . IHl niile«.
llespectinL^ the "i(T at Wliiteha\en, the result ol a j<kh1 deal of in(|iiirv anionirst
1,,. ,• \Vh,t.h«v. the inhaliitants, and of shipmasters accustomed to the i,avit;ation of the < oast is as
f„|l„„s.— That the harlKHir is Iro/.eii remilarU in winter as l.ir »lt)\vn as tisherman h
Island. llanlover Cove is also re-ularly frozen. 15e\oncl di su limits, though it is
somttimes Irozen, the liahiiitv do. s not seem to he t;reaiei ih.... ni ll.dilax har!w>iir.—
h was in conseimence of this information ;iial we lixed upon th<' point A lor the ter-
minus of the liiK-. The ground will admit of a hraneh to th. upper part ol the h ir-
hour, which we have sliosMi iijioii the jdan.
The sea iee breaks up in March, .iiid floats to th- southward; that which passes
ihrou'di the Gut of Canso is in no great fpiantiiv, and in "rdinary weather is set oil
hv the current of Chcdahncto Bay towards Sahh: Inland. The main IkmIv ol i''-
niet with in that sea, passes eastwardly of Cape Breton, and widi .iortlierly and wes-
terly winds is carried out to sea ; but east( ily weather brinjis it cm to the crust of
Nova Scotia. We could not learn that Whitihaven had cMr been completely elose(.
with this ice, but it has often been in such (luantily a^^ j make nayigation m the .iiKht
daii'^croiis, and souk times, at distant intervals of time, it has been in such (|nantity as
to nnike the aiiproach in d..y lif^ht,' very difllcnlt. On the whole it would appear that
between the last of February and last of A|)ril, it may In- accounted dangerous lor a
steamer to run in the nij;ht near Cape Breton, and direct from thence to Whitehaven ;
as there would be almost a certainty of havin;: to cross a stream ol floating ice a some
part of this sea, though it but seldom happens that it approaches Whitehaven.
All will h i> r' spectfuUy submitted by
Vours, iiLC.
GEORiiE WIGHTMAN.
A. CALDEll, Strgcaiif lioi/al Sappers and Miners.
Major W. Robinsor.; R. E.
See. kc. &ic.
Al'PKNDIX No o.
Rtmirks on (lu inner pari of the entrance of IMutehai-en.
J5,n _ Colnmhia, Halifax, N. S., August 27, 1846.
LN pursuance of your orders, I have mad.' a rough sketch of the inner part of the
entrance of Whiielunen, which, with the accompanying remarks, I beg to submit lor
your consideration. .,, . , • ,i
■ In fme clea. neaiher, and by daylight, the approach to W hitcliaven is easy, he
shores bclnu bold, ami no out-lving dangers, if we except two rocks nearly a mile dis-
tant from the sliores of White i^lainl, one to the soutli-v est, and the other to the south-
east These "cncrally break and so sliovy themselves.
W^hitc Maud Inrnis'thc turning point of the shore of Nova Scotia, as it dellects to-
wards the uortliw :,rd to Canseau. The white rocks, and its elevation ot MO leel make
il stand 'HlI prominently and easily distiniiuish it.
There are several chann.-ls in Whitehaven. Three can be used by steamers of any
si^e. TI.e m.ddle. which is l)etween White Mand and '•'« l^^ls«'=^ to \t^ " V'"l''.^!i
appears to
1
■,est, is about 'i.'^0 fathoms broad in its narrowest part, and carries boia
water on ho . sides, and is besides the shortest and most direct, not exceeding haU a
; t»/."»j^»^
"^^^wm*"-'
65
mil*' in Icnath. IIf,"v<'vrr, as the dinTtions of tho rhanncis ■ ifCcr, and all nidU's
nearly from tin- sanit; |K)iiit, a saiiinfif-vcssci can use the most favor.iMf with respect to
tiir winds. Tilt: western is als<» a very mKxi channel, ar-l is prcft-rahle for vessels
•oniini; or coin!: from iliat direction. Ihe soimdin^^s willioiit this harUtr are (near the
shore) very irremilar, especially in the approach t(» the Eastern channel, which is alsti
injured for vessels of lart;- dra^l^ht of water, hy a rocky patch with Uiirieen or four-
teen feet water. it is situated near tin- entrance, and rather more than one-third
across the < lia,.nel, Ikuii the Mnall isi.ind ((Jrassy Patch) oft White island.
When inside the li.irlMnir, care must he taken, as there are several . hoal rocky. ■ cheg
(see Plan), whieh render the n.iviiratinn diftii iilt to stran"ers. and refjuire r.i Aell
determined and l)Uo»<'d, should the harbour he used for commercial pi:r|)oses. Ihere
is an aliimd.ince (if s.ife aiK horai^e. with good holding groui. I. h' ^ muddy bottom,
land-loeked, and jMrfeclly smooth.
Ill foiruv weatht r this harhoiir is difficult of apjiroaeli, especiallv to . stranger, at the
souiidiiiu:s" ill-shore are vcrv irrei;ular ; and i lia\e not Ik cu .liio lo learn any t,o> a
indie. iiions of ;inity to he iiathered from liie h :i(i, hO s Jo render its appro..' : by
that means ccr.ain ; and Torbay, its immediati iieiuli uir to ih' ■ c^ waid in a u-;i-
gcroiis place to i,'et into.
l-'iom hermen and small coasters I niid'Tstae.:! tli. ci-rei.ts round the point are
uncertain, and generally dejieiid on the wind, tlinut;li the ; vailini; current is to west-
ward.
i \p( riented the currei I in a boat when I visited liie outer break ; it was then set-
ting to the westward, at (1 rate nl' oue mile .iiid a half per imiir .it least. 1 also per-
ceived ves^i Is in the oflii tting rapidly in the same d lectioii: the breeze was from
the eastward and light, though it had previously bl' \mi liard !iom the same point. —
We also, in our passa ,e from Il.difax to Canso, durinu i fi>g, with the wind from the
Hotifliwt St, e\|ierienccd an easterly current ; but the laiul once made the laud is easily
attained, espe( idly by a steamer.
A judicious arrangement of fo:;-signals and li;iht-l usesvvith .tuoyr on the principal
dangers, and a g(M)d sur\ey, with the sea-soundings welMaid down, wouli! my the
ajjproach in the iiiglii or during fogs attended with sma'l danger to a care Ad s.....nan.
Latitude of observation. Rock VVhitehaven 15 ~ II O N. Loiitjitude of observ .-
tioii, Rock Whit<;haven, (JI = 11 IW. Variational = 42 20 W. Rise of tide from
three to six feet. High water at the change of the moon 7h. 40m.
• ''•(■ Admiralty plan of this place, tlu general t'eatures and soundings appear cor-
we except some of the inner dangers, which are not noticed; but the scale is
.pant. Ihave, &c.
(Signed) r. FRED. SHORTLAND,
LieuUnant and Commander.
The Hon. W. F. W. Owen, Captain, R. N. Lc :c. Sic.
(Received from Mr. Desliarrc, Solicitor-General, May 2, 1848.)
To the Board of Directors of the I'ro-ected Railroad from Nova Scotia to Quebec.
Gentlemen, —
WP:, the undersigned magistrates :' the County of Guysborough, in the Province
of Nova Scotia, hereby beg to state, t' ..t believing a report to have been uiaiie lo th".
surveying party engaged if the survey of the contemplated railroad from this prov.ncc
to Quebec, and that such report has been made by certain inhabitants in the Settle-
ment of Torb.iy, near V\ h'tehcad, who uj)posed'('in ignorance of the nature of such
lines of communication), that the present lacilitiivs vi' intercourse with the interior ot
the country for purposes of orocuring fuel from the woodlands, &., would be entirely
17 broken.
■ >/r"
CW->i*.».
brokpn up in
66
the event of the railroad terminus being at Whitehaven, and therefore
r" t r.A to the surveyiug party ou the Whitehead route, that the "winter navi-
the'capbUitic, „fWhi,cl,..ad H-'"""' ^P'l'J^jn £' ■", of Gu,slK.r.,u,h,
„^jL^l\?L;S ^:>.i:.::i!>:^£::s.;= - --»•« <" ^^^ -' •--
dated at Cause, Nova Scotia, January 1B48.
(Signed)
P.
ROBERT HARTSHORNE, J. P
R. M. CI ri.EU, J. P.
WENTVVOR rH TAYLOR, J.
E. H. WAl CHEVILLE, J. P.
ABR. N. WlilTEMAN, J. P.*
W. J. BEVLOL,J. P.
DAVID DO ^ON, T. P.t
E. J. CT N^^ GUAM. J. P.
WILLIAM '.ART, J. P.
FRANCIS COOK, J. P.
R. V. ui:i.Fi::iEN, J P.
•1 affidavit flworn beforo 'lim J.imiary II, '"4f.
f, af.iaaviu December ','.k 1 alhJavit January \2.
Copies of the affidavits rclcned to in the a^ovc communication.
L
«r-u- c:n.=,r« of \' hitehaven in the County of Guysborou-h, fisherman, mak»;th
^^'"Titt ^Diat ho 1 th ^^^^^ at Whitdu-ad aforesaid for twent-e^.ht years,
oath and ^^'t'''" ^^'.'^^V'^ ,,„hou- of Wh.u'hoad aforesaid, and also w.th the
and IS well acquamtcd wit t' ■™'- , ,^^„, ^j,.- (iut of Canso to the westward,
drift-ice which pa^es '^'"^/^f^' ^^^ '^ ^^r^" . ',. i.uo the said harln^ur in larg.
in the spnng oi ^^-^^J^ r' In. .enough to prevent vessels entering the sa,d
bodies, and very seldom rnams lur ...av by the winds and currents, and
fectly accessible at all seasons nt ^''e >.ai. December, A. D. 1817.
Swora to before me, at VViutehead,^thjs^2oth day of ^';^^;i^^;^^uy(3pj^ j p.
2.
« , c f VVJ,-,t..hfi.i in the Count*^' of Guysborough, fisherman, maketh oath
Robert Spears of ^J^ '''hca 1 "^ ^ ' -; , ,,Um's^\d for twenty-eight y. .rs ; that
and salth,~That he hath res.d d at ^^'"/{^^^ ' , . ^^,,„ ^-.{h tl^^ acti.m of Uie
he is well acquainted with the harbour ot J^ ' ' ''p''^;;'"^,,^ f";,^ r,,„d the Island of
ice which occasionally comes through the ^; ' ^^--^ '^ '^^'^ ^^^^ ^,,, • ,, ,,
Cape Breton, passing on to the westward, ' \".'^^^P[ "^^ "/ J'^:^^;^ remains therein long
sekom comes into the sa d harlnnn '" '^^'"-^ «;' ^ ' =^ ''.;,^, ^; ^^ year, it being
enough to prevent vessels entering the ^^'^ j''' '^ ^''/'"/^/^^^lean, generally in a
carried awiv by ti-.e wiuds and currents, and dispersed over the ^^'^»' J; j^.^./^^^.^,^.
'
\rv
fi«R.
,},,,^^im&mi
67
soutli-wcsterly direction ; that during' this deponent's rcs.de ^e at the said harbour, 1h^
rvi k. ev the ice to come into the JTud hailn^ur in a large .,uantuy but once, and t ha
was h "hi year 182B, and then not to prevent vessels to enter the said harlniur, ti.e.
harbour being l>erlectly saf^ and -^^^ -" — ^ "' ^'SkRT 6PEAUS.
Sworn before me, at Whitehead, u|^25th day of Dcccmbor,^18n^^^^^^ ^_ ^
John Murrow of Whitehead in the' Count> of Guysborough fisherman, "i^»^eth oath
and s "th -'iTiat he hath resided at Whitehead thirty years ; that 1'V^''''^'•T1 /wr
"i Se'hatlZ of Whitehead, and al^ -'^»-he iian^tioii c. t^ -^^
,- I „. tiw^ ovtrpinitv • that he 1^ acuuaiiited vviiii tlie action or luc iti,,
SSh oc ""i;:;X «ia£3 ^ap^aran^e off the iaid harbour, passing on in a south-
V ettcrh di c" 01- tluU it seldom comes in in large bodies, and very seldom remains
and accessible at all seasons ol tne year. ^^^^
(Signed) JOHN ;^, MUxNROW.
*• ^ ^ mark.
Sworn before me; at Whitehead, this|tli^day of Deceniber,^ia V7^^^^^^ ^ ^
TohnFeltmate of Whitehead, in the County of Guysborough, f.shciman, makcthoath
and salt! ,-^ at he hath resided at Whitehead aforesaii for twelve years ; "that he is
acLS with the action of the ice, which occasional y comes ^^^^fJ^^^
cLo and round the i^'^';5;;^^^ape^ Brc^n and v^i.h^^^^
r^ule"; liXllfin' '^- ^X;,^ n::.e;^em;L there long enough to preveiU
jL^e Is enteit ! th^^ harfKiur at a^y time of the year, it being carr.ed away by the
'£\;'i"br;ro v^n.cd .„,c,k» ■U',c„, „y ice ,l,c »id ^'-•^^'^^y^^:^t
ap,l accssilib av all seasons „f III.- year. (S'sncd) ■■ ?',VV,h, j ,' o f Dec m-
S»„n, Wforo „>e, a. llaUIslaud Cove, ,a •l-'-f -■".'. "S.vtlD'oOBSON
bcr, 1817. V" ° '
Thomas Monro, of Whitehead in the .-ounty of Guysborough, mariner, makcth oath
-ind S-Tlat !.. hath resided at WhilJiead aforesaiu about twenty-eight years.
'^d dur iV 1 1 gr ater part of tl.r years afor.-said owned a vessel and sailed her as
Ulster hit le is well icmiainted with the action of the ice which occasionally ap
Tatoff V dch ad passing on in an obli.-ue direction from the shore to the south-
S?- hat e n'eler during Ms residence at said harbour came ui in lar;^o bodies
oat ouce, and remained but a%hort tune ; with this one exception, deponcMU on
"■^MKx^^'ViMMMM
68
remember one day that vessels of the largest class would be prevented entering said
harbour it being perfectly safe and accessible at ail seasons of tiie year ; deponent fur-
tlu-r saith. that he hath been coasting to Halifax, and all along the r;hores ol IVova
Scoiia, at all seasons of the Mar, and has never on his return or outset, been prevented
ooing or entering the aforesaid harbour during the time of »"« residing as aroresaid
= ^ "^ (Signed) THOMAS MLNKO.
Sworn before me, at Whitehead, this 12th day of January ;\- \>- JJ^J^-
(JSi,;n''d) DAV iU DUuoUxN, J. i .
6.
Al)raham Wl.itcman, of Canso, in the County of Guysborough makrth oath and
saith,— That he is now in the eightv-seventh year of his age, ami that he was a coast-
in- trader on the coast of Nova Sc-otia for more than ha'.f a century, and was in and
al^ut Whitehead, on the coast of said Province, at all times ot the year, and always
found the harbour there accessible and perfectly safe ^t ;>>j t"";;'' ,vfiri^r'\i ax'
(Signed) ABRAIIM. WFlllLMAIV.
Sworn before me, at Canso. January 11, IMP,. .vnrrrATW
(Signed) ABI^A IU\. N. W fill LiMAN.
Heads of Infurmnlion abUunrd bij Captain Henderson, Royal Engineers.
(It U'hilehann. in October 1847.
The iee from the Gulf of St. [.awrenee, Lc, comes rcind Cape Breton and through
the Ciut of Canso, in the sprin;: of the year, and is biou^Mi. by the easterly u lud olTthc
north-east coast of Nova Scoti,-, and if the «ind ch')ps round to liie southward, it
drix's this iee into Whitehaven, Torbay, i^c. „ ■ r ■ c
The harb(,ur ha.l been blockaded nine or ten times in the recollection of my intorm-
ant, ^^ho had lived on that coast for nearly furtv >ears. F..ur years ago the harbour ot
Wh'iteluneu was blockaded up with drift iee lor about ten days.
General! v spcakin-, it is more or less incommoded by drift ice, every two or three years.
Il was fro/en ovcr^in tin; winter of 18'lG-n, five or six inches thick all the way down
to Bin Island, at the mouth of tlie harbour.
This ^^a' considered unusual, as it r.'.juires the weather to be cold and very calm to
freeze so much of the harbour. Il freezes, however, erery ^^^^iJ^J^!;'^^' '^"^
lung poii-t opposite Fishermans Island. ,..,ned) ^^.t^^f^^^U^neers.
yXi'i'i.NDix i\o. G.
nemrt of the Sub-CoMmittec, tu irlum uas referred the rommunication
frum Li, utenant E.n\dleoti Henderson, Roijal Enginurs.
Council Roo'U of the (^h( bee Board oj 1 rude,
Quebec, May 12, IV>M.
THE Sub-Commiifer, to nliom was referred th.' .■om.nunieatioii from Lieutenant L.
Wa leo,. Hender-en, l^.^al r...ineers, haNe t.. report that <.wmg to '"''. "'^'•'"^■■; ^j'^'
e unts are kept at the eu.unn house, and th- natur.- ot tlu' trade with the l.mer
i.r tie al.e'nf .he imports and exports .annot XMtl. any degree of ac.uracy be
L- r'tained. and huhc especially to that portion of our trade with (.asp- , as being in
the ...wine, a nviv matt.r of for. J clea.an.e and entry inuards .s .,b.er>. d.
''\i;;;;Connnineebe:Mo ha,.d .t loot a statement of the mm.n;r..d^^^^^
arrivals to a.^l iV.mo the vari.n.s ports nam.'.! ... Lieutenant T.. ^^ ■''''•'' /•'^"\\'Xv
letter, lor uhieh .l.ev a.-e indebted to ,l.e c.-Uector ol the c.st.m.s. ;- ' -f
abstam from .iviMii li.e ..ature of .he .-argoes, ow.ng t.. the ea..ses •''''^i; ; ,'' ^' >
would r.nunk that, uith the exceptinn of Imt ,...e vessel wh.e.i chared .n 1- '; ; ^
r^.***'^
69
rcmaiiidcr had car^oos : tliosc from flalit'ax in ^(Micral with valuable carijoes of West
India prodiK:^, and from the other |)orts, lish and oils. The outward cargoc consisted
almost exclusively of flour, provisions. &c.
With rcs])cct to the eastern ports of \ew Hrunswick, your Committee are not of
opinion that the trade i)etween that portion of the above Province and Canada has
ni iterially increased within the last few yeais; and w ith icspcci to the trade w illi ports in
the Bav of Fiuidv, reiriet to sav that it all but ceased, which your committee attrilmte
to tlie chani^es in the lmj)erial laws, more especially the Act passed in lJil'2, ircnerally
called Ciladstone's Act : before the jiassin^of which all American provisions, by passing
throutih the Canadas, were allowed to take the pri\iieiies and v^haracter of Canada
])roduce, and imported into our sister-colonies as such, l)Ut with that change all induce-
ments to receive tiieir suj)plii's from t'li- ceased, as the proximity of tlicce ports to
Uoston and New York, and the cheapness of breadstuffs and provisions in those mar-
kets, oflered superior advantages ; and the result has been as stated ; the same remarks
ap[)lv, to some extent, to Halifax, and other ports in Nova Scotia, where merchants,
from their lariie increasing trade with Boston, by shipments of coals, plaister, Sec., are
enabled to take advantage by the return vessels of \ cry moderate rates -^f freights, and
a selection from a comparative cheap market.
With tiasjie the trade has been gradually increasing, and your Committee confidently
look forward to be able to report the same with respect to our sister colonies, as our
unrivalled canals are now beinii brou^lit to a completion, and the spring of l!i4!{ will
sec a fresh trade with the west brought into existence, and craft containing three to
five thousand barrels of flour loading in Lakes Erie, JMichigan, and Ontario, brought to
our doors. With this a reduction in tVeights must folli>w: and your Committee do not
see whv a barrel ol flour or pork cannot be sold as cheap in Quebec and Montreal as it
can in New Vork or J5oston : and if one of the inducements to purchase in the Ame-
rican markets is removed, the other, viz. : the ])roximity, Avill vanish with a railroad
connnunication with Halifax, foi we do not entertain any doubt but that St. .John's
will connect herself w ith the trunk line by a branch.
Among the almost numberless advantages that would follow the building of a rail-
road, both politically and connnercially, your Committee would point out the jcrtainty
of a transportation to a sea-port in either New Brmisw ick or Nova Scotia, during the
period our navigatioii is impeded w ith ice, of a lar<:e portion of bread-stufls which
everv winter is loek'-d u|) in Quebec and ^Montreal, to the ^reat injury of the province
at ]i\vj:v, to which ma\ l)e added the ad\anta::e that would follow by the transmission
of the mails b\ the ro.id. for which the Cloverument now pay so lar^e a sum for the
transmission tinoui;h the I nited States, wiiich, for many weighty reasons, is objection-
ai)le, and. we mav add, oflensive to the teelings of a lar^e portion of the inhabitants of
both {'anada Kast and Canada \\v>x. The Connnittee do not coneeivc tliey are called
ou to go into an\ lenutlt on the \ast benefits that might lollow by the line of rail-
road that is now iiiuaiiinir the attention of (iovernment. to w hicli the attention of
this |)n)\ince as well as thai of Niw Brunsw ick and Nova Scotia is so earnestly draw n,
and in closini; liii> report the ( ommittee would in (he most nriicut manner briuii the
attention of the Imperial Covernment, throuiih the |)resent channel ol Communication,
lo the absolute necessitx of tVeeiuu the inland na\ii;ation of the St. Lawrence from all
ol)stnietions that now exist, and \\liich prexcnt American vcseis from bringing tiieir
produce (^ tor vour Commiitee w oiild not recomiiuiid their lieiiii; allowed to cany any
other tiian their ow n ) din'ct to (^»iicbcc. or should the\ w isii it. to use our canals to take
their produi'c to ,ui\ market lhe\ ililuk pro|ie!-. \\ itlioul breakinii l)ulk ; ihis course \\c
(liink hiuhU desiralije. as well as the e(|ually desirableness ol' all our lolls lieiiii; redu-
ced to till' lo\\(si practicable scale, \\hicli. if followed up. must diaw the \ast jiroduce
of the West down our noble river, and for which traile there ari' now so maiiv rivals in
I he held.
li;
Arri\
fM^
70
Arrivals from —
Vessels.
Tons.
Men.
etc o
Gaspe
69
on
2o\5
796
4,~i
71
New Carlisle
16
972
.n9
Antii^onish
^
14
792
O.T
Arichat
"
1
41.
.>
Bathiirst
■
7
24.5
20
Caraquctte
'
1
31
.5
Dalhousie
4
205
15
Guysborough
" "
17
1257
71
Halifax
"
3
400
30
Miramichi
" "
(>
79
6
Pictoii
■
7
250
23
Richil)UCto
3
nG3
27
Clearances for —
AricKeit
Bathurst
Canso
Caraquctte
Cocaync
Dalhousie
Guysborough
Halifax
JNIiramichi
Pictou
Richibuctn
Restigouche
Shippigan
Sydney
Shelburne
CJaspe
Carleton
New Carlisle
Appendix
^f'of.P)
'¥-■
,.fc-.
71
Appexdix No. 7.
Extract from tlu Report of the Commissioners appointed by the Legislature of the
State of Aew Yor/c—b;/ the Act of Mai, 11, \ni6~to locate certain Portions of tin
New York and Erie Railroad made to the Legislature, Janunrij \\, 1847.
Cost or Motive Power on IUilroads, per Train, per Mm.e.
lat. Engine-incn, Firc-m«i, and Station men :—
cents
Baltimore and Oliio Railroad
(Jtirn nnd .Schenectady "
Reading "
Ronton and Worcester "
Fitchbur;:!! "
New York and Erie "
'^nd. Fuel :—
Roadinj^ Railroad. Wood
Boston and Worcester "' "
Fitchbnrgli "' "'
Baltimore and Ohio "' Coal
8
4.rM
5.50
7.00
7.4d5
30.05 X 5 = i').0|
gfl..-rf) iil.TO
•J.!K) '>».•>()
4i'5 lt.l7
a.00 f.Ofl
New York and Erie "
3rd. Repairs of Enrjines and Tenders :
Reading Railroad . .
Boston and Worcester "
Utica and Schenectady "
Fitchburgh "
Western (Mass.) "
Baltimore and Ohio "
New York and Erie
ie.t)i)
i.rK)
!t.05
7.1 •;!
5.ao
(■>..w
ii.oo
Crtr.07 y. A =z J7.02
4th. Oil and Cotton waste ;
Reading Railr-'ul
boston and Worcester
Fitchburgli "
Baltimore and Ohio "
New York and Erie "'
5th. Interest on cost of Engines: —
raltimorc and Ohio Railroad
Otli. Conductors and Brakomen ;—
Readin;^ Railroad
Fitchburgh "
8.75
1.74
1.24
l.:tO
l,4ii
!^U4
3.01
42.58 X (i = 7.0!)
5.74 >: 1 = 1.13
■■ 3.01
4.11
(>.20
Take fit per cent for brakemon (which is the ratio
on Reading road), as conductors should not bo includ-
ed, and the expense for brakemen is .5.15 m Ci.\ = ,'!.U
Do. Baltimore and (Jhio Railroad, as per estimate
for coal trade = 2.40
10.31 ;< a = 5.15
New York and Eric Railroad
0.52
5.54 X 3 = 3.77
7th. Repairs of Railroad, chargeable to Loco-
motive and Tender : —
1st. Ordinary repairs, of tliese one-fifth is regarded
as chargeable to motive jiowcr : —
Reading Railroad 13.«5
Boston and Worcester " laOO
Boston and Lowell " 13.50
Wesicrii (Mass.) " ia75
Baitmiore mid Ohio " lti.30
and 13.44 x 5
77.21 X 5 = 15.44
= a.o*.)
Carried forward 37.:j:J
f