News clippings compiled by Art Clowes
Revised To: December 2, 2002
Woodstock, NB – The Carleton Sentinel, Page 270 (6) – Tuesday, February 12, 1850 – NAVIGATION ON THE ST. JOHN – We copy the following letter from the Quebec Morning Chronicle, and would have confined our editorial remarks this week, entirely to that subject, but the opening speech of His Excellency the Lieutenant-Governor, to the Legislature, renders any remarks from us this time unnecessary:–
(To the Editor of the Quebec Morning Chronicle)
Sir, – The zeal and ability with which you have advocated the construction of great public works in Canada, and particularly that which at this moment justly engrosses a large share of public opinion, the opening of a communication between the St. Lawrence and St. John rivers, encourages me to make a few observations on the subject, in the hopes that you will give them a place in your columns.
It appears to me to be quite superfluous to expatiate on the very great advantages which Lower Canada in particular, would derive from the completion of this work, for they have already been fully proved by the united press of the two provinces, by the Reverend Mr. Churchill and others, and have been fully accorded by the public to general. Perhaps no public works of this kind has ever been proposed or undertaken in Canada, including the Quebec and Melbourne Railroad, which carries with it a larger share of popular favour in every point of view than this for uniting the two great arteries of the provinces of Canada and New Brunswick.
Its utility and importance being then fully recognized, its practicability being in a great measure ascertained and its cost estimated at a moderate amount, one of the first subjects that presents itself for consideration is the best mode of communication to be adopted. The rendering navigable the Trois Pistoles river from its mouth to a short distance from the Temiscouata Lake was first proposed as the best mode, next a canal along the river Trois Pistoles, and last, and certainly not the least, a Railroad from some part of the St. Lawrence in the neighbourhood of Trois Pistoles to the navigable streams falling into the Lake Temiscouata.
The first mode of communication if not utterly impracticable is certainly next to it, while the expense that would be incurred in making this, at best, very imperfect communication along a rocky and rapidous stream, all but dry in the summer season, would be enormous, and would, I have no doubt, be eventually superseded, and at no distant day, by railroad.
Railroads in England have of late years almost invariably been preferred to canals and adopted in instances where the facilities for making a canal were infinitely greater than in this instance, although the wood required for the construction (a large item in the work) had to be imported from this country – from perhaps the very neighbourhood through which this line may be expected to pass.
It is not to be supposed therefore that popular opinion can long hesitate in arriving at the conclusion that a railroad is far and away before all others, the most practical, most expeditious and least expensive if the whole.
Under these circumstances, it may then be pretty safely taken for granted that a railroad across our Canadian Panama will be the mode of communication universally approved of and adopted, and the next steps to be taken should be an examination of the harbours along the coast from Trois Pistoles to River du Loup and an exploration of the country through which the railroad should pass in order to adopt the best line for it.
If the putting forward the claims of one locality in preference to another was likely to affect in the slightest degree the general principle of the question of communication between the provinces, one should feel very reluctant in intruding them on the public, but the general principle of the necessity for the opening of the communication is too universally admitted and the mode in a great measure determined on , to cause it to be considered inappropriate, to direct public opinion on good grounds to one particular locality, its being more eligible than another while the Legislature is being applied to for a grant to explore different places and report thereon. While it was proposed to improve the navigation between the St. Lawrence and Temiscouata the means of some of the streams falling into the former. The Trois Pistoles river was naturally pointed out as that most likely to be available for that purpose, but the plan of railroad being adopted in preference, the project can no longer be confined to the narrow compass of a sinuous mountain stream, but will extend to a wider field over a large extent of country where “ain’t the scope and verge enough” exists for choosing the most level site and the shortest for a Railroad.
But the primacy object to be held in view is the best terminus in the St. Lawrence, and that nature points out to be in the parish of Green Island; from the advantage which that locality possesses, in having one of the safest commodious, and most accessible harbours on the south shore of the St. Lawrence from Quebec to Bic. This is well known and put to practical use within the last seven years when upwards of 40 square rigged vessels, varying in size from 270 to five hundred tons burthen have loaded produce from the Saw Mill Establishment of Messrs. Price and Caldwell in that parish. This safe harbour, accessible at all times of the tide, extends from the west end of Green Island for some five miles inside, is some 5 acres in width in its narrowest part, and is capable of containing some 50 sail of square-rigged vessels; it is so well sheltered that ships lie there as quiet as if in a mill pond and take in cargo during gales, when ships loading at other places along the coast have been unable to ride and have been driven ashore or had to slip and run. Another advantage which the harbour of Green Island posses over other lower down, is that navigating that dangerous part of the St. Lawrence between Red and Green Island will be avoided, and risks so far lessened by making the terminus within it. This would be more particularly appreciated by navigators in the fall of the year.
The building of a wharf and road over the beach at this harbour will be found to be a matter of comparatively little expense, and not in danger of being in need of frequent repairs hereafter, for the length of the beach is trifling, the soil firm and the place sheltered from the effects of the ice and currents.
The country in the rear of the parish of Green Island is well known to persons engaged in the lumber establishment in that parish, and to old hunters living there, as possessing faculties for one of the most level and shortest routes to the Lake Temiscouata. And in addition to the advantages which this parish possesses for a terminus as already mentioned may be added its proximity to the Saguenay River, and consequent importance for that rising colony as a depot for its imports and exports, and in general, for its being the place best situated for direct communication between it and the south shore.
In conclusion I would remark that Mr. Chabot will have in the instance of this practical junction of the Provinces an opportunity of conferring a lasting good on his country, and of earning for himself a little to her gratitude in using a;; his energies in forwarding this important undertaking from which the good results are incalculable.
His acceptance of office was, as he said, caused by his wish to be in a situation where he would have more power to serve Lower Canada so long neglected. A more glorious opportunity than the present for doing so, it could not have, and for the sake of his own consistency, but before all, for the sake of his country, it is to be hoped that nothing on his part will be wanting to forward an undertaking in which her dearest and best interests are so intimately concerned.
Enterprize
County Rimouski, January 21st, 1850.
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Woodstock, Carleton Sentinel, Page 310 – Tuesday, March 19, 1850 – WEDNESDAY, March 13, 1850 – The accounts of the St. Andrews and Quebec Rail Road Company up to the first of March were this day laid before the House, also a report from the President, and one from the Engineer, Mr. Neale, all these are satisfactory, and very encouraging. That the Road will now progress there is not a doubt, and that your part of the country will reap great benefit from the undertaking is equally certain.
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Woodstock, Carleton Sentinel, Page 311 – Tuesday, March 19, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – TENDERS for contract will be received at the St. Andrews and Quebec Railroad Office in St. Andrews, up to the 12th. April next for GRUBBING, GRADING MASONRY, and CULVERT WORK, of 26 miles of this line from St. Andrews to the N.W. branch of the Digdeguash in sections, or for the whole 26 miles.
The line of Road, Plans and specifications, will be ready for examination on the 5th. April, after which time any information relative to the works, may be had at this office.
The grubbing will be contracted for separately, or together with the whole work.
Fielding Neale
Engineer, St. Andrews & Quebec Railroad
- H. Whitlock, Secretary
Engineer’s Office
St. Andrews, NB, February 7, 1850.
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Woodstock, The Carleton Sentinel, Page 367 – May 7, 1850
STEAM! STEAM! STEAM!
THE STEAMER CARLETON will commence her regular Trips between Woodstock and Fredericton, immediately on the opening of the Navigation. Taking up her old days, she will leave Woodstock every Monday, Wednesday and Friday mornings at 8:00 o’clock, and Fredericton every Tuesday, Thursday and Saturday morning at 6:00 o’clock.
Chas. H. Segee, Master,
Woodstock, April 22nd, 1850.
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Woodstock, The Carleton Sentinel, Page 367 (7) – Tuesday, May 7, 1850 – STEAM BOATS – The Citizens of Woodstock were enlivened on Saturday evening last, by hearing (for the first time this season) the dulcet tones of the Carleton’s Whistle.
The Reindeer arrived yesterday at 2:00 o’clock, having made the run from Fredericton in about 9 hours; and a little before three the Forest Queen made her appearance. The Carleton left yesterday morning, the Forest Queen yesterday at 4:30 o’clock, and the Reindeer this morning at 5:00.
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Woodstock, Carleton-Sentinel, Page 375 (Page 7) – Tuesday, May 14, 1850 – STEAMER CARLETON – We have been requested to state that the Steamer Carleton will leave Woodstock on Monday, Wednesday, and Friday mornings at 7 o’clock, and discharge her freight for Saint John into a Boat to leave Fredericton for that place on the same days at 12 o’clock.
Freight or passengers leaving here on any of these mornings can be in Saint John the same evening; and freight for Woodstock shipped in Saint John on Monday’s, Wednesday’s or Friday’s, will be discharges into the Carleton on its arrival in Fredericton, and landed here on Tuesday, Thursday, or Saturday.
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Woodstock, Carleton Sentinel, Page 377 (Page 2) – Tuesday, May 21, 1850 – TROIS PISTOLES RAILROAD – From the Montreal Gazette, May 3, 1850 – During the year the enlightened Governor of New Brunswick, Sir Edmund Head, and other of the intelligent authorities there, were most laudably employed in ascertaining, by means of able engineers and surveyors, (Captain G. Bent, RE, Mr. Grant, CE, and others,) the possibility of improving the navigation of the Madawaska River, and the St. John, with a view of connecting these with the waters of the Saint Lawrence, and thus avoiding the dangers and delay of the Gulf.
From Trois Pistoles, on the lower St. Lawrence, say 20 miles of a Railway of Canal, would connect our noble river with the Temiscouata Lake, from which flows the Madawaska into the St. John. It is understood that a gentleman of great energy and intelligence, William Price, Esquire, of Quebec, has been trying to induce the Canadian Government to undertake one or other of these public works, the Trois Pistoles Railroad or Canal, but as yet the Canadian public do not seem aware of the advantages of opening up this line of communication, with the maritime Provinces of British North America.
Eventually, through the untiring energy and ability of the Honourable G. R. Young of Halifax, we hope to see the great Railroad from Halifax to Quebec, in full operation. It might be preceded by a common road, so as to attract settlers and facilitate the “building” of the railways; a cheap substitute, in the meantime, for this, in the open season, would be the water line, from Trois Pistoles to the Bay of Fundy. We have seen the line, and think very well of it.
The New Brunswick Legislature and people are all alive to its importance; for it would furnish with cheap supplies the Upper St. John and Upper Maine, and another £10,000 has been voted in New Brunswick to be employed in perfecting their part of the water line route; at the same time they are astonished that the Canadians, who would derive such great advantage from it, at such small cost, are not actively moving in it also.
The improvement effected, and the Upper Saint John and Upper Maine supplies, instead of being shipped from New York and Boston, will come down by our canals, and giving us the tolls, employ our craft, our merchants, and our people. Trois Pistoles will become a seaport. – The Toronto and Hamilton steamers will bring down cargoes of flour, pork, &c, and will land them on the Trois Pistoles wharf, and twenty miles of railway will place them on the water again, on their way to Saint John City.
It is a mistake to delay the work, looking to the small cost, and to the immense advantages to the revenue, and the commerce of the country. Trois Pistoles, besides becoming a commercial town, with steamers running regularly to and from it, would soon also be a place of resort for sea bathing for the people of the upper country.
It is evident then that the Trois Pistoles railway would soon bring us into intimate and remunerative intercourse with the important, but as yet unappreciated maritime provinces of British North America.
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Woodstock, The Carleton Sentinel, Page 382 – Tuesday, May 21, 1850 – The steamboats on our river have their ups and downs as well as other boats, and sometimes meet with accidents, although of a trifling nature. Last week the Forest Queen stove a plank in her bottom, and was with difficulty saved from sinking. The Reindeer’s engine gave out going to Fredericton and again coming up – and the Madawaska burst her cylinder head. The first two, however, were soon repaired, and are again on the route. The Madawaska is expected up in a short time to run between this place (Woodstock) and Grand Falls. There appears to be plenty of business for all these boats, and of the best kind, passengers up and freight down; on Saturday the Carleton has 120 passengers up. Among other things we saw on her deck yesterday morning a splendid pair of fat cattle for the beef-eaters in Fredericton.
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Woodstock, The Carleton Sentinel, Page 383 (Page 8) – Tuesday, May 21, 1850 – ST. ANDREWS AND QUEBEC RAILWAY – We learn from the Standard, that the annual general meeting of the Stockholders of the St. Andrews and Quebec Railroad Company was held in St. Andrews on Tuesday last, for the purpose of electing Directors, and laying a report of the proceedings of the Company before the Stockholders.
The President, John Wilson, Esquire, explained the object of the meeting; after which the Secretary read a full, clear and satisfactory Report of the Directors’ proceedings for the past year, which was unanimously adopted. The following gentlemen were then elected Directors for the ensuing year, viz:
Rear Admiral W. F. W. Owen; Honourable H. Hatch; Honourable George S. Hill; Captain J. J. Robinson, R.N; John Wilson, Charles Connell, George D. Street, Harris H. Hatch, George J. Thomsom, Thomas Moses, John Farmer, Edward Wilson, J. R. Tupper, Esquires.
Messrs. F. A. Babcock, R. Ker, William Mahood, and T. Berry, were appointed a committee to examine and report upon the accounts for the past year.
At a subsequent meeting of the Directors the following office-bearers were re-appointed:
John Wilson, Esquire, President;
John Rodger, Esquire, Treasurer;
- H. Whitlock, Esquire, Secretary.
The Contractors, with carts and machinery for the work, arrived at St. Andrews this week and this important undertaking was commenced on Thursday last.
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Grand Falls, The Cataract Weekly – Tuesday, May 21, 1850 – The steamboats on our river have their ups and downs as well as other boats, and sometimes meet with accidents, although of a trifling nature. Last week the Forest Queen stove a plank in her bottom, and was with difficulty saved from sinking. The Reindeer’s engine gave out going to Fredericton and again coming up – and the Madawaska burst her cylinder head. The first two, however, were soon repaired, and are again on the route. The Madawaska is expected up in a short time to run between this place (Woodstock) and Grand Falls.
We understand it is contemplated to divide the county and we think the shire town should be placed opposite the mouth of the Tobique River for the same reasons as the Indians placed their capital there. A few experiments have been made by the steamship company to push navigation as far as the falls, but above Tobique it is fairly dangerous. Grand Falls has been proposed as the shire town of the divided county of Victoria, but surely this location is undesirable, it being on the same side of the river as the Yankees with the boundary there being so close.
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Woodstock, The Journal, Page 382 – Tuesday, May 21, 1850 – The steamboats on our river have their ups and downs as well as other boats, and sometimes meet with accidents, although of a trifling nature. Last week the Forest Queen stove a plank in her bottom, and was with difficulty saved from sinking. The Reindeer’s engine gave out going to Fredericton and again coming up – and the Madawaska burst her cylinder head. The first two, however, were soon repaired, and are again on the route. The Madawaska is expected up in a short time to run between this place and Grand Falls. There appears to be plenty of business for all these boats, and of the best kind, passengers up and freight down; on Saturday the Carleton had 120 passengers up. Among other things we saw on her deck yesterday morning, a splendid pair of fat cattle for the beef-eaters in Fredericton.
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Woodstock, The Carleton Sentinel, Page 390 (Page 4) – Tuesday, May 28, 1850 – MORE ABOUT STEAM BOATS – Three Steam Boats arrived here from Fredericton on Saturday last, in less than as many hours of each other, the Madawaska, Carleton and Reindeer. We believe that the Forest Queen, Carleton and Madawaska, now form a regular line between Saint John and the Grand Falls, running each way three times a week.
We had almost forgotten to say that the Forest Queen and Reindeer had another trial of speed from Fredericton up, on Wednesday last. The Queen fully realised the expectations of her friends on this occasion, making the run up in less time than was ever before made by water, and beating her opponent about two hours.
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Woodstock, The Carleton Sentinel, Page 390 (Page 4) – Tuesday, May 28, 1850 – Two gentlemen, connected with the Woodstock and St. Andrews Rail Road Company, arrived here on Saturday evening last. We understand their instructions are to survey a line for the Road from the Iron Works at Upper Corner through to South Richmond. We also understand that the Company’s reason for passing by the Creek Village, is in consequence of some persons below the Creek having refused deeds of land for the line, and one direct from Richmond to the Upper Corner can be obtained free of expense.
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Woodstock, Carleton Sentinel, Page 394 – Tuesday, June 4, 1850 – From the Toronto Globe – TROIS PISTOLES CONNECTION – We shall now proceed as was promised, to consider the propositions to construct a canal connecting Quebec with Saint John, via the Temiscouata Lake, and River at that name, or a railroad through the valley of the Aroostook.
This valley comprises an immense tract of the most fertile land, and well watered country, to be found on the continent of North America, which was surrendered to the United States by the Ashburton treaty, and with it a body of French Acadians, residing on the right bank of the St. John – that portion of them inhabiting the left bank being retained by England. The line must therefore, necessarily pass through America territory; and we presume it is intended to adopt that which was surveyed some thirteen or fourteen years since, between St. Andrews and Quebec, with the sanction of the British Government; and of which the survey was discontinued, the President of the United States having represented that it would pass through territory then in dispute between the two countries.
As to the opening of a water communication between the St. John and the St. Lawrence; from what we have learnt as to the natural features of the country, there can be little doubt that the undertaking is not difficult of accomplishment, – the distance from the head of Temiscouata Lake to Trois Pistoles on the St. Lawrence being very short; and passing through a break in the range of hills, that skirt the great outlet of the water of the Canadian lakes. In fact, as will be perceived by any person who can consult a map of the country, it is probable such was their course, as the Temiscouata Lake, and the St. John for several miles below, together with the Madawaska river which connects them, lie as nearly as possible in a direct line; and at the point of intersection, the St. John suddenly turns at a right angle; leading to the inference that the St. Lawrence at one time emptied a portion of its waters through the St. John; that the upper portion of the latter river, was merely a tributary; and that the immense Aroostook valley is mass of alluvial deposit, formed by its changing or receding waters. It is much to be regretted therefore, – as we believe has been the case, – that the House of Assembly of New Brunswick, did not during their late sitting, appropriate an adequate sum for the minute examination of the space between the head of the Temiscouata Lake, and the nearest river emptying into the St. Lawrence; as were a connection formed by means of a canal, vessels might proceed from Quebec with their cargoes and discharge them at Saint John in the Bay of Fundy.
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Woodstock, Carleton Sentinel, Page 406 (Page 6) – Tuesday, June 11, 1850 – The following article from the Frontier Journal, a Calais paper, is too good to be passed over in silence. The press and the people of Saint John may gull members of our Government, the House of Assembly, but they reckon without their host, if they think to come the same game over Jonathan. The Editor of the Journal takes a proper view of the matter, and expresses the sentiments of every right thinking man in the Province. A narrow minded jealously alone raised the cry for the Shediac Railway in opposition to that of the St. Andrews and Quebec, and to prevent the latter from being carried through. As is frequently the case however, these selfish persons overshot the mark by their violent opposition have only stirred up the St. Andrews and Quebec company to renewed exertions, and which will have the effect of completing this road.
The Journal says:–
We noticed an article in the Saint John Courier of the 25th. ult., on steamboats and railroads, in which the writer says, alluding to the latter; We are gratified to learn that our enterprising neighbours at Calais are pushing a railway our of that town, westwardly towards Bangor; and that while the Portland and Kennebec Railroad (now in successful operation to Augusta,) is being pushed on to Waterville, and thence eastwardly towards Bangor, the latter city is preparing to extend the Oldtown railway to Lincoln, and thence eastwardly towards Calais. The only two links of Railway now wanting to complete an unbroken line of communications from the Gulf of Mexico to Calais, are the sections from Waterville to Bangor and from Oldtown to Baring, and for these vigorous preparations are making.
The write then predicts that the road will not stop here, and that he is satisfied that it is in contemplation to extend through that Province by the way of Saint John and Shediac to Halifax, there to make its terminus.
Of the latter premises we have our doubts – we cannot see what could be obtained in return for such a vast outlay of money as this road would cost. There is no doubt that the road will be pushed into the Province, probably to Saint John; but what in the name of common sense would induce capitalists to invest their money in a line of Railway such as the Shediac line contemplates, over oyster beds and mud flats, and some hundreds of miles along a barren shore, we cannot perceive, without it would be to get a cargo of oysters and flats mud. We presume if any capital is invested by American capitalists, in an extended line of Railway in the Province it will be in the road already commenced at St. Andrews, penetrating into a new and fertile region of settling and timber lands, and to terminate at Quebec. The harbour and bay of St. Andrews are easy of access at all seasons of the year, with good anchorage, completely land-locked, and where vessels can ride out a gale with safety. If this line was completed, we should not be at all surprised if St. Andrews would be the stopping place for Cunard line of steamers. These views may be considered utopian by our astute neighbours of Saint John; but we merely give them for what they will fetch – they cost us nothing.
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Grand Falls, The Cataract Weekly – Tuesday, June 18, 1850 – Three steamboats arrived here from Fredericton on Saturday last, in less than as many hours of each other, the Madawaska, Carleton and Reindeer. We believe that the Forest Queen, Carleton and Madawaska, now form a regular line between Saint John and the Grand Falls, running each way three times a week.
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Woodstock, Carleton Sentinel, Page 3 – Tuesday, June 25, 1850 – Calais Advertiser – The St. Andrews and Quebec Railroad is going ahead. We understand that an American company offered $50,000 for the right of the present company, but was not accepted. This is a strong indication that the project is not chimerical. Saint John influence and opposition are benefiting instead of injuring the undertaking.
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Woodstock, Carleton Sentinel, Page 3 – Tuesday, June 25, 1850 – RAILWAY TO QUEBEC – New Brunswicker – The Halifax Recorder of Saturday last, contains the highly important intelligence that the Home Government have consented to guarantee a rate of 4 per cent on £3,000,000 sterling for the purpose of constructing the Halifax to Quebec Railway. This is the most interesting news we have ever received from Great Britain, if true, and must have a most beneficial effect on the future prospects of these Colonies.
The Recorder says, that the Canada Land and Railway Association have, by their indomitable energy and perseverance, at length enlisted the able and spiritual influence of Lord Stanley and Lord Monteagle in favour of the Railroad. These noblemen, both eminent men, and well adapted to influence the Councils of the Nation, have assisted materially in impressing the Government favourably towards the undertaking and Lord John Russell has spoken plainly and directly to the point, and now “assets of a Government guarantee of 4 per cent on £3,000,000 of money for the purpose of building the Railroad. He also was pleased to say that he would instruct some gentlemen of the Executive Government to communicate with Lord Stanley on matter of detail.”
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Woodstock, Carleton Sentinel, Page 22 – Tuesday, July 9, 1850 – SAINT ANDREWS AND QUEBEC RAILROAD – St. Andrews Standard – We are happy to notice that this important undertaking is rapidly “going a-head.” The indomitable perseverance and energy of the contractors, the Messrs. Myers, overcome every obstacle, no rock is too hard or too large, they disappear like magic before their powerful agents – in fact to use a homespun phrase, these gentlemen are the right sort of material – possessing the knowledge, skill and means, to carry on a great work. From the point at the lower end of the Town to Chamcook a beautiful level road has been made, and between Chamcook and Barletts the line is now nearly cleared and in many places grades. We expect that the ten miles contracted for will be completed within three months, – and we hope to be able in the course of a few weeks, to lay before our readers some further important and satisfactory information respecting this work. In the mean time we heartily congratulate our friends on the bright prospects before them.
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Woodstock, Carleton Sentinel, Page 22 – Tuesday, July 9, 1850 – A very interesting meeting was held in the Hall of the Mechanics’ Institute in this place last Friday last. It was composed chiefly of land owners, residing on the river lots between the Meduxnakik and Eel River. The object was to take consideration the propriety of granting to the St. Andrews and Quebec Railroad Company, a right of way through their respective farms, for the projected road, free of expense. We are happy to add that a deed was signed by every one of these gentlemen present, giving the Company a strip of land, through any part of their farms – not to interfere with buildings – 100 feet wide – Mr. Kneal, the Company’s engineer, was present at the meeting, and gave it as his opinion, that not only would the Company be benefited by the donation, but that every settler along that portion of the line, would find, that no act of theirs could possible tend to increase the value of their farms in a greater degree, than the one then under consideration.
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Woodstock, Carleton Sentinel, Page 22 – Tuesday, July 9, 1850 – A measure to connect the St. Lawrence with the Bay of Fundy, to join Canada and the Great West with Saint John, by opening up the Navigation of a river extending from end of the country to the other, and which runs through seven of the fourteen counties of the Province, was styled by a talented and cultivated member of the old House, “a local measure,” and was therefore opposed by him. We have had too much of this selfish one-sided legislation, and the sooner it is put on end the better.
The same feeling was manifested when a Bill was brought before the House in aid of the St. Andrews and Quebec Railroad Company, this measure did not meet the views of certain members from Saint John and the eastern parts of the Province. The road would not pass immediately in front of their doors, and they opposed it with all the force they could muster. They even granted £150 of the people’s money to Mr. Street for his endeavour to throw the Shediac Railway across their track; but fortunately for the Province too much sound sense was to be found in the House (bad as it was) to allow them to carry their selfish views into operation. The Seat of Government was not removed! A sum of money, although a very small one, was granted towards the improvement of Navigation of the St. John! and encouragement was given to the enterprising company in Charlotte to proceed with their undertaking! Yet, notwithstanding these latter measures were of the greatest importance to the Country, and were justly considered the stepping stones to future prosperity, yet so strong was the opposition they met with in the House, and so limited the means granted in support of them, that by many they were considered failures. If then the people of the Province have succeeded in removing some of the narrow-minded selfish politicians, and have elected in their stead, men of enlightened views, who are willing to legislate for the good of the Country generally; a great and beneficial change has been effected, and we may yet see New Brunswick prosperous and happy. We have already written in favour of improving the Navigation of the St. John – of encouraging the settlement of Wild Lands in the Province – and of the St. Andrews and Quebec Railroad, and would much like to hear from some of our talented Contemporaries on these subjects, previous to the meeting of the Legislature. It strikes us that a great deal of the ink and time wasted in advocating the cause of disappointed politicians, and in endeavouring to build up the broken fortunes of a tottering Government, would be much better employed if used in promoting the true interests of the country, and in supporting measures calculated to be beneficial to the inhabitants of the Province generally.
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Woodstock, Carleton Sentinel, Page 26 – Tuesday, July 16, 1850 – REPORT ON THE NAVIGATION OF THE RIVER ST. JOHN – Grand Bar – Survey No. 9 – Seven miles from Woodstock the River divides into two channels to the right and left of a half sunken Island, 1¼ miles in length, called Grand Bar; the channel on the right is contracted and rendered dangerous for the passage of large boats by reefs of rocks, which project into its bed; that on the left is the one generally used; has a comparatively smooth bed, formed of coarse gravel, with deep water until it crosses the foot of the bar. This section of the River exhibits most unequivocal traces that its stream has cut its course through an alluvial deposit; from the form &c., it seems probable that the oldest and only water-way was the channel on the right, at which period the Island (or bar) formed a tract of interval along the left bank, remnants of which are still visible at A and B. It does not appear that any new deposit takes place at this bar; the current is rapid, without eddies, and sufficiently strong to carry forward any stones and gravel transported hither by the stream; the depth of water where the channel crosses the bar is thought by the pilots to less than formerly; but this seems to be the effect of the water spreading over a wider space by the gradual erosion of more elevated portions of the foot of the Island; under such circumstances the remedy to be applied is to endeavour again to contract the water of the River where it is shoals, and which is considered can be effected in the readiest way by a dam from the left bank, opposite the foot of the Island, stretching obliquely 500 yards with the stream, towards the right bank; also to weather the foot of the Island with a protecting embankment. Should this prove insufficient, the flow down the right channel at low water should be stopped by a dam across it from the head of the Island, GH. The probable cost of the dam, CD, and embankment, EF, will be £140.
Dibblee’s Bar – Survey No. 10
The appearance of the country for 3 miles below Woodstock, betokens most undeniably, that the stream is continually cutting passage for itself through the alluvial deposit of one of the chain of Lakes which at a former epoch existed; one if these passages has separated Fraser’s Island from the main Land; this Island will itself probably in the course of time be swept away by the action of the stream, or be converted into a barren mound, resembling the Grand Bar, (last described) covered with shingle and gravel; thus has been already formed the sunken neck of land at its lower extremity, called “Dibblee’s Bar,” the current having been deflected towards Fraser’s Island, has excavated through the soft soil a deep winding channel, which is now generally preferred for the passing of boats, in consequence of having a soft even bottom; whilst the bed of the old channel which follows the right bank, is extremely rough and uncertain, as well as being full of sharp projecting points of rock; this new or left channel has from 10 to 6 feet of water through its whole extent, except where it crosses the narrow strip of Dibblee’s Bar, where only 2 feet 9 inches is found during dry seasons. Complaints are made by Pilots of the very sudden turn in the channel, and of the danger experienced of being carried by the current, before they can bring the boat round, against some large detached masses of rock situated closed to the right bank. The two most advanced of them should be removed, and the course of the channel improved by forcing the stream against the west point of Dibblee’s Bar, by means of a jettee, a b, 130 yards in length, in order to cut a straighter passage for itself, and which at the same time will have the effect of protecting the foot of the Island, c d, from erosion. The growth of bushes and brushwood should be encouraged as much as possible on the sloping bank of Fraser’s Island, to diminish the erosion of the current; the probable cost of the works proposed will be £135.
Belvisor’s Bar – Survey No. 11
The accumulation of ice below Cronkite Island, (where its packs against the left bank,) has caused a deposit of stones, gravel, &c., brought down the stream during the period of the Spring Freshets, and formed a bar from the foot of the Island obliquely across to the right shore, where its spreads into a large bank of shingle, known as “Belvisor’s Bar.” The water is deep down the branch of the River, on the right of the Island, until the channel, in crossing to the left bank, cuts a passage through the narrow neck of the Bar, where it shoals from 5 feet to 2 feet 3 inches, but deepens again quickly, giving soundings of 3, 4, 5 and 6 feet within a short space; a sufficient depth can be obtained in this channel, by stopping the spread of the water over the bar by means of an embankment composed of stones, brush and gravel, extending from the foot of the Island about 500 yards down with the stream; the danger to be apprehended at this section of the navigation, is that after passing the bar, the current sets directly towards the steep bank, on the left, carrying the boat very towards several large detached rocks, two of which are situated immediately in its course; when these are removed, there is a free and deep channel for more than a mile, when a bar formed of stones are coarse gravel and caused in a similar manner to the one described, crosses the River near a large cubical rock, called the “Governor’s Table.” The water shoals here to 3 feet 3 inches, in the average dry season, but the bar is not considered at present an obstruction to the navigation; in the event of the accumulation increasing, a greater force of current should be directed against it, by stopping the flow of water through the masses of rocks found above the Governor’s Table, A A A. The probable cost of the dam at the foot of Cronkite Island, and the removal of rock, below Belvisor’s Bar will be £250.
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Woodstock, Carleton Sentinel, Page 27 – Tuesday, July 16, 1850 – RAILWAY MEETING – From the Saint John Observer, July 9, 1850 – On Saturday last a meeting of the Chamber of Commerce and Citizens was held at the Marine Assurance Office for the purpose of taking into consideration the subject of establishing a line of Railway from the United States frontier through this Province to the Nova Scotia line, there to connect with a line from Halifax – the whole to form a Grand Trunk line from Halifax to Boston, &c. The Honourable John Robertson was in the Chair, and Mr. R. Jardine acted as Secretary. The following Resolutions which elicited much interesting discussion, were unanimously adopted by the meeting:
1st. Resolved, that this meeting feel the most lively interest in the establishment of a line of Railway from the Frontier of the United States to Halifax through this Province by Calais, Saint John, and Shediac; and further resolved, that as the only portion of the proposed Line from the United States Eastwardly, now unsurveyed, is between Calais and this City; a Petition be presented to the Executive to cause a preliminary survey of this Line, to be made during the present season, upon the understanding that the Sate of Maine will survey the Line, Westwardly, from Calais to Bangor.
2nd. Resolved, that a Committee be appointed to prepare the foregoing Petition and take such other steps as may be expedient for carrying out the subject matter of the same, and that the following Gentlemen be the Committee – R. Jardine, W. R. Ritchie, William Jack, R. D. Wilmot, W. R. M. Burtis, D. J. McLaughlin, M. H. Perley, Otis Small, Robert Reed, William Parks and A. Mel Seely.
No. 3 Resolved, that the Committee be authorised to obtain subscriptions for shares in the Saint John and Shediac Railway Company, and take other measures for the immediate organisation of that Company, as also for the commencement of that most useful undertaking, it being the opinion of this meeting the most paying portion of the proposed Line, as a section, and the most certain means of ensuring the speedy completion of the whole.
No. 4 Resolved, that the Committee be authorised top appoint Delegates to attend the Convention in Portland on the 31st. inst., for the purpose of conveying to the Citizens of the United States, engaged in the undertaking the determination of this meeting, to use its utmost endeavours to complete a Line of Railway through the Province of New Brunswick, to connect Halifax with the United States.
No. 5 Resolved, that His Worship the Mayor, John Kerr, Adam Jack, and John Duncan, be a Committee to raise subscriptions to defray preliminary expenses.
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Woodstock, Carleton Sentinel, Page 27 – Tuesday, July 16, 1850 – RAILWAY MEETING – From the Saint John Observer, July 9, 1850 – At a meeting of the Railway Committee held yesterday, (July 8, 1850), Mr. R. Jardine was appointed Chairman, and Mr. W. R. M. Burtis, Secretary. A Petition to the Government to commence a Survey of the line from Saint John towards Calais was drawn up, and a Committee appointed to obtain signatures. The Honourable L. A. Wilmot, Attorney General, and Messrs William Jack and R. Jardine, were nominated as delegates to attend the Railway Convention to meet at Portland Maine, on July 31; and W. J. Ritchie, Esquire, was nominated as a delegate to Halifax, to further the objects of the Committee. A sub-Committee was also appointed to draw up a Report and Prospectus.
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Woodstock, Carleton Sentinel, Page 54 – Tuesday, August 6, 1850 – A convention of Delegates from various parts of the Province, Nova Scotia and Maine took place in Portland, ME, on Wednesday last (July 31, 1850), to take steps towards laying down a Rail Road from Bangor by the way Calais and Saint John to Halifax. The distance we believe is nearly 500 miles.
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Woodstock, Carleton Sentinel, Page 54 – Tuesday, August 6, 1850 – THE GREAT EASTERN RAILWAY – This is a subject of engrossing interest at the present time, not only throughout the Province, but in Nova Scotia, Canada and Maine. We scarcely take up a paper that has not something to say respecting it, either for or against; both sides using every argument that can be brought to bear to favour their views or interests. We scarcely know at the present time what to say on the subject. We much fear however that it is too great an undertaking to be carried through, and that all parties are not sincere in advocating the measure, but lend their aid for the furtherance of some other object.
That the project is feasible we have no doubt, and it carried into execution the advantages to these Provinces will be incalculable. But we cannot help expressing our fears that our neighbours in Saint John have some sinister design in view; we hope we are mistaken, but we know their opposition to the St. Andrews and Quebec Railroad has, and will carry them great lengths. We have always been of the opinion that the Shediac scheme was got up to prevent the St. Andrews line from going into operation, and now that the completion of the latter is all but certain, and knowing as they do in Saint John that this line once completed to Quebec, their city will become the second and St. Andrews the first in the Province, we think we have reason to doubt their sincerity, and feel justified in expressing our fears that their object is to break down this line is possible. Even at the public meeting called in Saint John to take the subject of the Eastern Railway into consideration, we find Mr. Ritchie opposed to uniting with the St. Andrews company; and the Courier just now happens to stumble upon an article in the London Times upon which he makes comments calculated to be injurious to that body, and hints that their line will not pay three per cent; they have ever opposed it, and they will as long as opposition is of any use.
Our contemporary of the Amaranth says:-
Our neighbours in Saint John are the shortest sighted people we ever knew. They might have had a railway now in course of construction from thence to Woodstock, and, by the cooperation of Lower Canada, which would have been cheerfully given, it might in a very few years have been carried to Quebec. The whole distance but 344 miles, this would have been a trading line. The people of Nova Scotia have recently been exerting themselves to construct a line from Windsor; this, had a line from Saint John to Canada been progressing would ultimately reach Granville Point, and with a good Steamer in the Bay; the passengers and mails to and from Europe and Canada would all have been transported by this route. but the Saint John folks were blind to this advantage, which they might have secured – and to many others; the West Indian trade for instance; and instead of joining cordially with their neighbours of St. Andrews, ridiculed and opposed them. What will be the probable result? The St. Andrews Railway is being made – it will extend to the Restook (Aroostook). The Bangoreans will push on their Railway, up the Penobscot valley, to the same point. There a conjunction will be formed and the united line will be extended to Quebec. Bangor is not an open port in Winter, but Frankfort (ten miles below) is, Quebec will then have a winter port on British ground 300 miles distant, and anther in the American territory but 260 miles distant; and Saint John, by the envy and stupidity of her inhabitants, will for ever be cut off from the trade of Canada, and of all that fine champagne country on both sides of the line, extending on the banks of the St. John (above Woodstock) the Restook (Aroostook), the Tobique, and other tributaries. Were it to counteract a consummation so melancholy in perspective, and to make Saint John the great national, as well as commercial emporium of British America, the object would really be worth incurring the risk of contracting a Provincial debt. Many a time have we warned Saint John of the impolicy of her movements – many a time have we attempted even to goad the inhabitants of that city into reflection, but in vain. They will remember the warning when it is too late.
From the same paper we learn that the Government have taken it upon themselves to order a survey of the proposed line from Calais to Saint John. This at the present time we consider rather barefaced. While it is said there is no money in the chest to meet the Bye Road Grants, and while the country is seriously feeling the want of it, and before any one is aware of what steps will be taken by the Convention at Portland – an application comes from Saint John to have the line surveyed; the request is immediately complied with, and money furnished. Is it any wonder the people of the Province are dissatisfied with the Government? But we will again quote from the Amaranth; as he in our opinion gives the true motives of the Executive in this hasty transaction.
But we believe the Government has a far deeper design in complying so readily with the wishes of the Saint John petitioners. We are must mistaken if we do not recognize in it the hand of a very cunning gentleman, and we set this down as “Artful Dodge.” No. 1, whereby they hope to command a majority in the new House. The five counties of Charlotte, St. John, Kings, Albert and Westmorland, through which this Great Trunk Line will pass (if ever completed) returns nineteen Members to the Assembly, out of forty-one. The Government will probably support this line, and support any extravagant aid to its favour that may be demanded, utterly regardless of the consequences, in hopes thus to induce these nineteen Representatives to sustain them in their present position. Will they succeed? We think some of the Members of these Counties are too honest to be thus bought and sold; and as for Charlotte the measure would prove injurious to here best interests, which are involved in the St. Andrews Railway, as this line intersecting it, would cause a portion of the produce coming down – that raised on the American side of the border for instance – to be taken to Calais and there shipped.
We hope that the Members from every county not interested in this line, will stand together to a man, and reject the infamous attempt to plunge the country into interminable difficulties, wildly adopted by reckless and unreflective men; and perhaps then will also treat with the scorn it merits, the impudent attempt of a worthless Government to retain its position by pandering to a whim.
We hope the friends of the St. Andrews line (and of the country) will watch narrowly all movements in this matter, and prevent if possible any action being taken calculated to retard or injure their undertaking, or unnecessarily to plunge the Province in debt.
We shall withhold any further remarks on this subject until we learn what has been done at the Convention.
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Toronto, The Globe, Page 3 – Tuesday, August 13, 1850 – EUROPEAN AND NORTH AMERICAN RAILROAD – A Convention of Portland was opened on the 31st, and would not, it was supposed, be closed until Saturday the 3rd instant.
The utmost enthusiasm, prevailed, especially on the part of New Brunswick, which was represented by twenty-two delegates, and they were unanimous in pledging themselves that the Railway would be made from Shediac to Calais and made immediately.
With respect to Nova Scotia, there was some difference of opinion, Mr. Johnson, the late Attorney General; Mr. Fraser, of Windsor; and two others, contending the Road should cross to Digby and thence from Annapolis to Halifax; but the almost unanimous feeling of the Convention was in favour of a continuous land road round the Bay of Fundy, so as to secure the traverse of the great mass of travellers from the old to the new world.
The people of Maine have already done much, and will no doubt, soon commence the contemplated line from Calais to Waterville, where it will intersect the Road from Portland to Maine, so that the whole line to be made connecting Quebec with Halifax is 588 miles, viz:–
Quebec to Melbourne 90 miles
Melbourne to Waterville – under contract, being
the Atlantic and St. Lawrence Railroad.
Waterville to Calais, in
the State of Maine 160 miles
Calais to Shediac, New Brunswick 228 miles
Shediac to Halifax, Nova Scotia 110 miles
Total 588 miles
The City of Portland has issued Bonds already for £400,000, in aid, principally, of the Road to Montreal, and when a single city has done this, can it for a moment be doubted that New Brunswick, if true to herself, is not able to make 228 miles of a road, even were she making the whole as a Provincial work. If the city of Portland has done so much, cannot a whole Province do more, and if the debt of a Million Pounds will carry this road through the Province, what will prevent Nova Scotia doing her share with equal ease for half this sum. If the Imperial Government has given her guarantee for the interest of a million and a half for Canada, can she with good grace, refuse a like boon to New Brunswick and Nova Scotia, in carrying on a road that will make Ireland a thriving and a prosperous country, to say nothing of opening out the numerous resources of these fine Provinces – we think not and feel certain, were the Legislature of the Lower Provinces called together, if but for a week, and would send home delegates, that the Imperial aid would be promptly given.
We think the projectors of the Road, most happy in the name, and we trust to see it extended from Montreal to Toronto through the valley of the Ottawa, thus shortening the distance from Halifax to the great Lakes by many hundred miles.
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Woodstock, Carleton Sentinel, Page 78 – Tuesday, August 27, 1850 – RAILWAY MEETING – St. Andrews Standard – We observe by a Saint John paper, that a large meeting was held in the Court house in that City, to hear the report of the Delegates to the Portland Convention. The Honourable John Robertson was called to the Chair, and Messrs W. R. M. Burtis and T. W. Anglin acted as Secretaries. Several Resolutions were passed, which were introduced and seconded by lengthy speeches. The meeting fully approved of the measures adopted by the Railway Convention. Resolved that the Railway ought to be made, would be possible, and must be made, and, that the Executive Committee open books and take subscriptions for Stock, upon the understanding that the same is to be considered as one undertaking from the East of Nova Scotia to Bangor, the shares to be $100 each, payable by annual instalments extending over fiver years. now, it is not probable that the legislature of Nova Scotia will grant a Charter to a road which will run such a short distance through that Province, and not even commence at Halifax. Again, are not the majority of the people in favour of the line from Halifax to Digby or Annapolis. At a recent meeting of the Railway Committee in Halifax, the western route was the general favourite, and the universal opinion was that if Halifax was not fixed as the terminus, the line through Nova Scotia would not be constructed. How the means are to be raised to build the New Brunswick portion of the line is still a mystery. The fact is, if the Saint John people will have a Rail Road, the cheapest, easiest; and surest way for them to obtain it, is by building a branch from the City to the St. Andrews and Quebec Railroad, at or near the north west branch of the Digdeguash River; which may be done within the distance of fifty miles and thereby secure all the advantages the desire.
Note: Them’s our sentiments prezackly. – Editor Sentinel
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Woodstock, Carleton Sentinel, Page 78 – Tuesday, August 27, 1850 – EUROPEAN & NORTH AMERICAN RAILWAY – One of the newspaper editors in the lower regions – we mean of the Province – thinks that no portion of the press in New Brunswick should throw cold water on this undertaking without furnishing sufficient data to show that it cannot be erected, or if erected it would not pay, and that all who do not show themselves favourable to the project are either too lazy to inform themselves on the subject or too prejudiced to listen to reason. We entertain the opinion that the people of this Province have a right to be informed on all matters connected with this great undertaking, before they are plunged headlong into debt; and any portion of the press have a right to express their fears and ask what questions that think proper, in order that the whole subject may be fairly and openly canvassed, and the advantages and disadvantages laid bare to the public. In our opinion it should be the duty of that portion of the press favourable to the undertaking to state fairly and candidly the probable cost of the road, the estimated number of passengers and the quantity of freight to be carried annually over the line, with something like an argument in support of the estimate so made. The question has been frequently asked, what is to make this a paying line? and so far the answers received have been about as explicit and as much to the purpose as that given by an editor our west when asked the state of the grain market in that part of the world, he said corn was sixty cents a bushel and rye three pecks. We are told that 120,000 passengers and 60,000 tons of freight will be carried over this line annually, but we are not told where the passenger and freight are to come from. Let us however read a little from a report. In a speech at the public meeting lately held in Saint John, Moses H. Perley, Esquire gave the following estimates:–
Cost
210 miles of Railway, at $30,000 per mile is
$6,300,000
Interest on this sum at 6 per cent $378,000
Traffic
120,000 passengers at 3 cents per mile,
or $6.30 for each passenger, $756,000
60,000 tons of freight at 3 cents, $378,000
$1,134,000
Off, 50 per cent for
expenses and maintenance, $567,000
Net Income, $567,000
Deduct Interest on cost, as above, $378,000
Clear profit per annum, $189,000
To this Mr. Perley adds a large sum for transportation of mails, &c. We shall say nothing here of the number of passengers mentioned, but we must be allowed the privilege of asking if it is reasonable to suppose that the freight can possibly amount to half a ton to each individual in the counties through which the line will pass? he sets down the number of inhabitants in those counties at 120,000, and to each he allows a half a ton of freight, making 60,000 tons annually. Now we ask where this freight is to come from? what is it to consist of? and where is it to go to? These are simple questions, but we consider it of great moment to have them properly answered at the present time. No man in his senses can suppose that merchants in the United States will have their freight handled at Halifax and carried over this line at an increased expense, merely for the sake of gaining three or four hours; and we doubt much if many passengers will leave the comfortable steamship, to set up all night in a rail car for so trifling a gain in time.
The Head Quarters argues in favour of this rail way, from the fact that similar undertakings have succeeded in the United States and in Europe; but let us look at the differences between a rail road in either of those places and New Brunswick. In the United States they run from one great city to another throughout the union, and an immense trade is carried on between these cities; manufacturers of different kinds are in operation in all those places, and along the lines, creating at once both trade and travel; but what have we to create a trade in these Provinces? what kind of freight will be carried on the line between Halifax and Calais? where are our manufacturers? or what is to give an impetus to trade along this line, that it should be compared to any in the United States? Take for instances the roads in Massachusetts, there the freight is given as 13/4 tons to each inhabitant, but is it argued that this is the local of the State? does she not trade with every State in the Union, and nearly all the world beside? the produce of her manufacturers is brought to Boston, and by rail way sent to all parts of the Union, and by ships to almost every country in the world, a return trade as a matter of course is the consequence, hence her great rail road traffic. But we have nothing of the sort, to build our hopes upon, there is not a manufacturer that we are aware of along the whole line of the contemplated road, or any thing likely to create a trade to the extent, or any where near it, mentioned by the friends of the line. If we are mistaken we wish to be set right, there are many like us who believe that the people of New Brunswick are being madly driven into the adoption of this scheme to gratify the ambitious views of a few designing men. We have before stated that in our opinion if any benefits are to be derived from the building of this road, the Americans will reap them. We have never seen any arguments yet that could lead us to believe that New Brunswick is to be a gainer by establishing such a line, they are based on wrong premises and calculated to mislead the public. New Brunswick cannot be compared to Massachusetts, or New York, or even Maine, in building and supporting rail roads, if nothing more tangible can be offered in favour of the line in question than has yet been brought forward, we fear for the friends of the cause are doomed to disappointment.
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Woodstock, Carleton Sentinel, Page 78 – Tuesday, August 27, 1850 – PROVINCIAL POST OFFICE – As the time is fast approaching when the affairs of our Provincial Post Office are to be under the control of the Executive, would it not be well to enquire if the complicated and expensive machinery of this Department might not be simplified, and a great saving of the time and money be effected? It is well known that two-thirds or more of the time now occupied by Post Masters or Clerks in attending to the duties of their respective offices, is taken up in keeping and making out accounts. On the arrival of a Mail the letters and papers must be assorted, the paid and unpaid compared with the bills, and entries of each made in books kept for that purpose. Accounts have to be made out monthly and quarterly and transmitted to the General Post Office; and in dispatching a mail still more forms have to be gone through with; the letters must be rated and stamped, and separate accounts of the paid and unpaid letters and papers are kept with every Post Office to which they are sent, and monthly and quarterly returns made to the General Post Office as before. These forms under the present system are of course necessary, but they are expensive; and as they occupy a great deal of time on the arrival of each mail, the public must wait for their letters until they are gone through with. It may also be said that when the reduced rate of postage comes into operation the business will be so much increased that unless some new arrangements are made more clerks will be required, and of course the expenses of the department increased.
Now it appears to us that if an Act was passed by the different Legislatures in these Colonies that all Provincial letter and papers sent through the Post Office must be prepaid, and a stamp affixed to each, the difficulties we have mentioned above would be avoided. The stamps could be furnished by the Provincial Secretary and forwarded for sale to Postmasters or others, in every city, town and village in the Province, with these persons accounts should be kept, and at the end of every quarter returns made of the money received and the number of stamps on hand; these would be all the returns necessary on Provincial letters and papers, and the whole of the Post Office accounts and revenues connected with them would then be returned to the Secretary’s office (or if the stamps are issued by the Post Master General, to his office,) and could be easily attended to by one person. If the system of pre-payment should be adopted, the whole thing would be simple indeed. On the arrival of a mail all that would be necessary would be to stamp the letters and deliver or distribute them at once. Post Masters would be relieved of a great deal of unnecessary trouble, the business of the department carried on with less expense and the public accommodated much better than at present. Another benefit would certainly arise from the introduction of this system, the department would sustain no loss on letters and papers sent to the dead letter office. We have no means of ascertaining the number usually sent to that office annually, but to judge from the number we have seen mailed at the office here, the loss sustained in this way must amount to a large sum. A register of money letters would still have to be kept, and we are also aware that the plan we have mentioned (if adopted) could not be extended to English and American letters and papers, but as the English mail arrives but weekly in summer and semi-monthly in winter, the time required would be but trifling. The great saving of time, labour and expense would be on our Provincial mails.
We are satisfied that if these few hints are matured by some wiser head, a system will be adopted through these Provinces at once simple and satisfactory to all concerned. We should like to have the opinion of some of our contemporaries before going further into this subject.
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Woodstock, Carleton Sentinel, Page 83 – Tuesday, September 3, 1850 – RAILWAYS IN NEW BRUNSWICK – In the House of Lords on the 8th., Lord Stanley presented a petition from the magistrates, freeholders, and other inhabitants of the county of Westmoreland, New Brunswick, praying for the establishment of railways throughout the Province, and mainly from Halifax to Quebec. The petitioners felt that it was unnecessary to dilate on the establishment of such line, and therefore contented themselves with stating that the Province had offered a guarantee of £60,000 a year for twenty years, or as much of that sum as should be necessary to make up a dividend of 4 per cent to the shareholders, in addition to which they offered to give up 4,800,000 acres of land for the purpose and as an emigration field. They prayed that the government would guarantee another £60,000 a year, making in the whole £120,000 a year in case such sum should be necessary to make up the dividend before mentioned. At the same time they begged not to be understood as intimating that such sum would ever be called for. On the contrary, their conviction was that the proposed railway would be a most useful undertaking. He (Lord Stanley) would not ask the government to express any opinion on that occasion, but would content himself with expressing his warm concurrence in the prayers of the petition, and with recommending it to the serious consideration of Her Majesty’s ministers. Petition ordered to lie on the table.
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Woodstock, Carleton Sentinel, Page 83 – Tuesday, September 3, 1850 – SURVEY OF THE CALAIS AND SAINT JOHN RAILWAY – Head Quarters – We, last week, mentioned that we heard incidentally that the Survey of the Railway from Saint John to Calais, and from Fredericton to a point intersecting that line, would not be proceeded with, without legislative authority. We are happy now to be able to contradict that report, on authority which we cannot doubt. It is, we understand, decided upon that the survey, or, recognizance, of the country will be proceeded with as originally intended, but we believe it was and is the intention of the Government to accomplish this survey as economically as is consistent with the attainment of the knowledge which the applicants for the survey, and the public desire to obtain. All the information already in possession of the Crown Land Department, relative to the character of the country through which the line must pass, has been placed in the hands of the able engineer who has charge of the work, and from these surveys he is left to choose what he may consider the best line. We also learn that his instructions are to note every engineering difficulty he may meet with, as well as the facilities which the country presents for the erection of a Railway, with a view to such information being fairly laid before the public. These precautions on the part of the Government may have given rise to the rumour mentioned in our last, and it came from a source which we thought at the time was likely to be correct. We are glad, however, to find that our information was mistaken.
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Woodstock, Carleton Sentinel, Page 91 – Tuesday, September 10, 1850 – THE RAILWAY – Saint John Courier – We see by the Halifax papers that the meeting there to receive the report of the Delegation, was a most enthusiastic one, everything appearing to be progressing favourably. The meeting passed resolutions commending the scheme to the people of Nova Scotia, and recommending Halifax as the only suitable place for the terminus. A resolution was also passed, to address the Lieutenant Governor, praying him to recommend the Province Parliament to build the entire line through Nova Scotia. In his reply to the petition, His Excellency remarks:-
“Be assured that my Government will approach this great question without delay, and with an earnestness commensurate with its deep importance, and that it will afford me very sincere gratification to identify myself with this work, and to become, in any way personally instrumental in realizing the hopes entertained by the citizens of Halifax.”
In the event of Halifax being decided on as the terminus, the meeting was of the opinion that the Legislature should be authorized to pass an act taxing the property of the Inhabitants of that city for £5,000 annually, the interest on £100,000.
Although we differ in some respects from the views of the Halifax meeting in making it a Government under taking, as it has generally been found that private companies, are much more economically and efficiently managed by the Shareholders and Directors that they could be by Government officials, still we are happy to see that there is every prospect of Nova Scotia doing its part of the work with vigour and alacrity. We may mention, that so far from the same feeling existing here as at Halifax, we hear that some of our capitalists are under the apprehension that Government may have some share in its management, which they would by all means avoid. As far as Saint John is concerned, appearance are very encouraging at present. but a very few persons have yet been called on, and already the sum of £8,500 has been subscribed by five individuals; and it is confidently expected that several of our capitalists will come down very handsomely on the occasion, as there is little doubt they will be the principal parties benefited. Generally speaking there is a warm feeling on the subject among all classes, and we may reasonably hope that before three weeks have elapsed, all doubts as to the construction of this great work will have finally passed away.
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Woodstock, Carleton Sentinel, Page 91 – Tuesday, September 10, 1850 – THE EUROPEAN AND NORTH AMERICAN RAILWAY – Charlotte Gazette – An Act lately passed the Legislature of the State of Maine, incorporating the European and North American Railway; and an appropriation was also made for the survey of a line from Bangor to the boundary of the State, to meet the line Mr. Wilkinson is now running, by order of the Government, from Saint John towards Calais. The Act contains a provision securing subscribers from being liable for more than the amount subscribed, and foreign capitalists from any counter-action on the part of the Legislature.
A good deal of ink has been shed by some of our contemporaries, on the subject of this mammoth Railway, and that, too, in not the most enviable state of mind. By some of them considerable ingenuity has been exercised in discovering opponents, apparently for the purpose of spiriting out their venom against certain localities as if by that course they could best attain the object that had in view. This is a course which we think will but poorly serve the cause they appear to have so much at heart.
In this County, it is the belief that the European and North American Railway project, could it be carried out, would have a beneficial effect on the whole continent, and be a means of bringing about a closer Provincial connection with European and the United States; but that it should be looked to as the link which is to bind us still closer to Canada, and thereby serve to bring about a consolidation of Provincial interests – subject lately so much harped on in our House of Assembly – the very circumstances of its location, and distance, will prevent our ever acknowledging. It is not through a foreign territory that our iron bands of connection with the Sister Province should be laid, nor over a long line to Quebec of 986 miles. We can do better on our own soil.
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Woodstock, Carleton Sentinel, Page 98 – Tuesday, September 17, 1850 – The Railroad contemplated from Niagara Falls via Hamilton, to Sandwich, opposite Detroit is put under contract and will be commenced forthwith. From the Suspension Bridge at the Falls, to Sandwich is 240 miles, and with the exception of getting up and a mountain at Hamilton, the grade of the road is almost a dead level. It is an extraordinary fact, that between Hamilton and Sandwich there is one portion of the road running fifty miles in a straight line. It is expected to make the run from Niagara Falls to Detroit in six hours.
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Woodstock, Carleton-Sentinel, Page 131 – Tuesday, October 15, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – The last St. Andrews papers contain the cheering news that the whole of the stock set apart for English Shareholders, had been taken up in England; and a disposition manifested to take up in addition thew portion reserved for disposal in the Colonies, unless the parties who subscribe do promptly pay up. A Locomotive manufactured for the Company and a large quantity of iron rails are to be shipped by the 20th. of the present month (October, 1850), and a managing director from London was expected, and has probably arrived in St. Andrews ere this, to look after English interests there.
The following from the Charlotte Gazette is, if the editor’s information be correct, still more gratifying. He say:- “Since writing above, we have been told that a delegation from Quebec had been making overtures to the London Board of Directors, for the purpose of bringing about a junction of interests, and promising, should an agreement be come to, on the part of their constituents, to build up the road to the line dividing the two Provinces, or even to the Grand Falls. Should this information prove correct, Quebec will, at length, in our eye, have caught sight of the specious attempt to throw its commercial claims into the hands of other communities.”
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Woodstock, Carleton Sentinel, Page 163 – Tuesday, November 12, 1850 – The Editor of the Morning News, George Fennerty, cannot conceal his jealous feelings at the flattering prospects of the St. Andrews and Quebec Rail Road; he says: “A plan of what the St. Andrews’ Rail Road will be after it is finished, is to sent by one of the steam Ferry boats to the great exhibition in London.” The boys of St. Andrews subscribed a cent apiece with the intention of sending George himself there, but on learning that a large number of the same kind of animals are to be sent from the East and West Indies, they gave it up, and bought a pint of Shediac Oysters.
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Woodstock, Carleton Sentinel, Page 162 – Tuesday, November 12, 1850 – ST. ANDREWS AND QUEBEC RAILROAD COMPANY – Almost every day brings us cheering accounts of progress made by this enterprising Company. The last St. Andrews’ Standard says: “Notwithstanding the unfavourable weather, the work on our Railroad is progressing as fast as can be expected. This is gratifying, as by far the heaviest portion of the labour required on the road is now approaching completion. The line above the Lakes at Chamcook passes through a level and beautiful country, presenting no engineering difficulties, and can be made for nearly one-half the cost and in less time in proportion than the first ten miles. This must be evident, as the land, which is well adapted for settlement, abounds in valuable timber, is level, and requires little grading, and possesses the advantage of having the wood which is used in construction, along the line, on the Company’s land. The country, and the work, only require to be seen to be appreciated, as appears by the fact, that a gentleman, who, some years ago, visited the upper St. John, was so convinced of the great capabilities of that fine country, particularly of its being opened up by the St. Andrews and Quebec Railroad, subscribed and paid into the Stock of the Company £1,000 sterling, and it gives us much pleasure to add, that the same gentleman on visiting St. Andrews a few days ago, was so pleased with the place and the undertaking that has increased his stock £5000. This should encourage the friends of our road to push on the work with vigour, a few such gentlemen as we have just mentioned, would enable us to build our railroad. We wish all others, similar undertakings, in the province, success. Our favourite, the St. Andrews and Quebec line will command it.”
It is now settled beyond a doubt that the Canadian Company (Quebec) will build the line to Grand Falls, and perhaps to Woodstock; knowing this, as they do, in Saint John, and being satisfied, as they must, that the Road will be completed from St. Andrews to Quebec in less that three years; it does appear strange to us that the people of that city do not take more interest in the undertaking. They have, time after time, been told that by their negligence and selfishness they would make St. Andrews the first City in the Province. They cannot prevent or retard the completion of the road, but they have it in their power to prevent St. Andrews from taking the lead; they can build to the Digdeguash, as advised by a Farmer in our last number, and by forming a junction with the St. Andrews line there, they will have a Rail Road from Saint John to Quebec; this is the only thing they can do at present, if they wish to save their City from ruin.
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Woodstock, Carleton Sentinel, Page 163 – Tuesday, November 12, 1850 – It will be seen by an advertisement in another column, that Tenders will be received at the office of Charles Connell, Esquire until the 25th. November, 1850, from persons desirous of contracting to furnish Poles for the Electric Telegraph from Woodstock to Grand Falls. This shows a determination on the part of the people of Canada to complete their agreement, and built the line to Woodstock without delay, we hope the Fredericton company will be equally as prompt; and contract during the winter for the Poles to build their line to Woodstock. These two portions completed, a line will be established through this Province from Halifax to New Orleans.
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Woodstock, Carleton Sentinel, Page 163 – Tuesday, November 12, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – St. Andrews Standard, October 30, 1850 – We are happy to announce that on Monday last the laying of the superstructure to receive the iron rails of the Railroad, was commenced at the eastern end of this Town, and already considerable progress has been made with this part of the work. We observe, also that Katy’s Cove Bridge will be completed within the time specified, and that the line as far as Chamcook Lake will be ready for the rails in the course of next month, when we hope to see the “Steam horse” at work on the line. Let it not be supposed that we are too sanguine, for a very short time will prove whether we are correct or not in our statements. Every exertions should, and no doubt will be made to complete the line to Woodstock as soon as practicable. The absolute want of a railroad is now more than ever felt by the people of the Upper St. John. From an article in our columns copied from the Fredericton Reporter, it will be noticed that the traffic has increased to such an unprecedented extent, that no less than six steamers are constantly employed in conveying goods and passengers between Saint John and the Grand Falls, including Woodstock and other intermediate places; and the return freight from the County of Carleton and the upper districts of York, are stated to be greater than last year. It is also pleasing to learn that the Quebec people are directing their energies to making a Railroad to meet and connect with our Railroad at the Grand Falls.
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Woodstock, Carleton-Sentinel, Page 171 – Tuesday, November 19, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – Charlotte Gazette – Julius Thompson, Esquire, the gentleman deputed by the London Board of Directors of the St. Andrews and Quebec Railroad Company to assume the management of the affairs of that institution, arrived here on Thursday last, via New York, and, we understand, immediately entered upon the execution of the duties of his important office. He is accompanied by his lady, and Mr. Julian, a relation, who comes out for the purpose of making himself better acquainted with these Provinces and the charter of their resources; and with a view, should circumstances prove inducing, to investing, we are told, some of his spare wealth in this country.
The operations on the line still continue to absorb great amounts of labour, and the works are consequently hourly progressing. The prospects of the Company, too, are said to be, by every mail, brightening more and more, and to afford a cheering view of a successful prosecution of this original and truly great works – a work that besides being really British in its origin and character is, by far, the most intelligible and best devised of all the many schemes of the kind which have yet been held out for public encouragement; its one striking feature, and one that belongs to it exclusively, should never be lost sight of – that, over British Territory, and through a country abounding in valuable yet undeveloped resources, its line takes you from the shores of the Bay of Fundy to the waters of the St. Lawrence, in a distance of a little over THREE HUNDRED miles, or in about one half the shortest stated distance from Montreal, via Portland to Saint John.
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Woodstock, The Carleton Sentinel, Page 190 – Tuesday, December 3, 1850 – ST. ANDREWS AND QUEBEC RAILWAY – It is with much satisfaction, that we give publicity to the fact, that the Engine and Tender, together with the rails, etc. for our road, have been shipped as of this date.
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Woodstock, The Carleton Sentinel, Page 190 – Tuesday, December 3, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – It is with much satisfaction, that we give publicity to the fact, that the Engine and Tender, together with the rails &c., for our Railroad, have been shipped as will be seen by the following extract of a letter from the Secretary of the English Board of directors to the Board, in this place, dated.
London, November 1, 1850.
“I have much pleasure in informing you, that the ship “Ansdale,” has or is just about sailing, with a part of the Rails, Nails and Screws, and the ship “Avon,” has been engaged and will sail in a few days, with the rest of the iron, Nails, Screws, and Switches, with the Engine and Tender.”
This is truly pleasant and gratifying news, to the friends of the Road here, who will we hope have the pleasure of seeing that part which is completed, in operation this fall.
– St. Andrews Standard, November 20, 1850.
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Woodstock, The Carleton Sentinel, Page 190 – Tuesday, December 3, 1850 – The Steam Drill, which was manufactured for Messrs. Myers & company, has arrived at Eastport, is expected here tomorrow, and will be put in operation immediately on the upper section of the Railroad.
— St. Andrews Standard, November 20, 1850.
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Woodstock, The Carleton Sentinel, Page 6 – Tuesday, December 10, 1850 – ST. ANDREWS AND QUEBEC RAILROAD – Charlotte Gazette – It will be seen from the shipping list that the two ships, Ansdale and Avon, on board of which the iron rails, Engine, &c., were to have been shipped, sailed from England, the latter on November 15, and the former on November 9, 1850. The present month, therefore, will, it is to be expected include both arrivals.
In a day or two more, the Steam Drill will be in operation on the line in the neighbourhood of the First Chamcook Lake, when it may be expected that the progress of that branch of the work to which its agency is to be applied will be greatly accelerated.
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- A. Clowes
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