it would be quite practicable to gain from two to three days each way in the passage from London to New York, and even more in the jour

ney to other points in the interior of Canada

and the United States.

"As respects the last point of departure with

in the Dominion the Committee are not yet in a position to report authoritatively. They may state, however, that setting aside, for the time being, the route across Newfoundland itself, they entertain little doubt that the sele tion will ultimately lie between Louisburg on the one hand and some port on the line of the Intercolonial Railroad, in the vicinity of Shippegan or Chatham on the other.

hours, which added to the time between Louisburg and Liverpool by boat, would make the journey to London only 8 days; whereas by the existing route it now takes ten days and a half to perform.

The matter was to be looked at from another point of view. There was no doubt whatever that the mails of the United States would be sent by this route, which would largely help maintain the line. It is also considered that Newfoundland will enter Confederation before long. When that took place one of the stipulations would be for an extension of the

"The Committee, without desiring, as yet, to express any positive opinion on either of these routes, would briefly observe with respect to them, that while both possess the ad-railway as far as Louisburg.

vantage of being several hundred miles nearer to Europe than any other point available. Shippagan can only be made use of for a period of six or seven months in the year, and Louisburg will require the construction of 150 to 160 miles of additional railroad to bring it into connection with the existing railway sys

tem, and would even then be several hundred miles farther off than Shippegan from the chief Canadian and western cities, even after allowing for the fact that Louisburg is from 60 to 100 miles nearer to Europe by sea." He thought these extracts would show the House that the terminus of their railroad system was not at its proper place, and that it was necessary to extend it to the most eastern portion of Nova Scotia. By rail we could travel without difficulty at 30 miles an hour, while 12 or 14 miles was the greatest speed by sea; consequently, there would be a considerable gain in communication between Canada and the Mother Country by runing the line as far east as possible. The time now consumed between New York and London was, on an average, 10 days and 20 hours. The distance between New York and Louisburg is 1,111 miles, at the rate of 30 miles an hour would make 37 hours; and the distance between Louisburg and Liverpool is 2,255, which at 14 miles an hour woull make 161 hours. The additional time between Liverpool and London is five hours, which in all would make 203 hours from Louisburg, giving a saving of time over New York route of 2 days 9 hours, or a passage of 8 days and 11 hours. The distance from Montreal to Louisburg is 950 miles; from Louisburg to Liverpool, 2,255; making an aggregate ef 3,205. At 30 miles an hour 950 would be traversed in 31

The people of Cape Breton did not in any way object to paying their proportion of the taxes, or to the expenditure of large sums in the construction of canals in other portions of the country, but they thought that they were entitled to some consideration, and that whilst some five millions were being expended on canals in Ontario, something should be done to give them railway connection with the rest of the Dominion. Dominion. It had been shown conclusively, that as a matter of national policy, our railway system should be extended eastward, as well as westward. He took it that they would not knock vainly at the doors of this House, and that their interests would be given due consideration. The proper terminus for the railway was near the harbour of Louisburg, certainly one of the finest in the world, where coals could be procured cheaper than in any other port of the Dominion, an important advantage. Most persons undoubtedly preferred land travel, and this route would ensure the shortest ocean voyage to Europe. No matter had agitated to a greater degree the public mind in Cape Breton than this; they claimed railway privileges and considered that they should be taken under favourable consideration by the Government, fully assured that the work would not only be of great advantage to the Island but to the Dominion, Louisburg being certainly the terminus provided by nature for the trans-continental system of railways.

Mr. FLYNN (Richmond, N.S.) stated that the work in question was of very great importance to the people of Nova

Scotia, and particularly to the consti- | organized for the
tuency his hon. friend from Cape
Breton (Mr. MacKay) represented, and
next in, if not of equal importance to
the district he had the honor of repre-
senting. He had thought that the line
of argument of his hon. friend, who
made the motion, would have been dif-
ferent and to his mind more pertinent.
A good deal of discussion relative to rail-
way extension east of New Glasgow
had taken place both in this Parliament
and in Nova Scotia during the last
three or four years. In 1872 the Local
Government of Nova Scotia, at the
solicitation of their friends, had made
an effort to secure railway extension
from New Glasgow to Louisburg, offer-
ing to acertain chartered company,or to
any other
company that choose
to accept, 150,000 acres of crown
land, and a subsidy equal to one-
half the royalty on coal for forty
years; this royalty is ten cents
per ton. This was at the time consid-
ered a large subsidy, as our coal ex-
ports must increase very much before
many years elapse; nevertheless, no
company had been found willing to un-
dertake the work. In 1874 the Nova
Scotia Government made another effort,
determined to secure the building of a
road, if not to Louisburg, as far as the
S.rait of Canso, about one-half of
the distance. It was considered,

the purpose, and

nothing was done. During the last Session of the Nova Scotian Legislature, an offer was made to it to the effect that if the grant of Crown Lands previously proffered were doubled, with $5,000 a mile additional, a company would undertake to extend the road from New Glasgow to Louisburg. This was ceded; but the result was as on former occasions. All that his hon. friend had said in reference to the magnificent harbour of Louisburg he fully endorsed, and as it was the nearest point to Europe he believed it was destined, ere many years were passed, to be the Eastern terminus of our inter-oceanic railway. No one could be more anxious to see this extension made to Louisburg than himself, as the line would run through his county from end to end; but he had come to the conclusion that at present it was not practicable. Blame had been attached to the Local Government, but the fault was not theirs. He believed that the members from Nova Scotia were unanimous in the opinion, that the portion of the road mentioned should be given to some company unconditionally, in order to secure the construction of a railway from New Glasgow to the Strait of Canso.

that if control could be obtained of the portion of the Intercolonial road from Truro to Pictou, with a subsidy from the Local Government in addition, the enterprise could be made successful as far as the Strait of Canso, as no com

pany could be found willing to undertake to carry it to Louisburg for the amount offered. When they came to the House in 1874, they found the Government willing to give the Pictou and Truro branch to a company who would extend the road to the Strait of Canso, but objection was taken on the part of some members from Cape Breton; and an agent or attorney attorney of the New Glasgow Company having waited upon the Administration, and stated, that if a delay of a few months was given they would be able to construct a railway from New Glasgow to Louisburg. The request was naturally granted, six months passed-no company was

Mr. McDONALD (Cape Breton) entirely approved of what had been said by his hon. friend as to the importance of making the terminus of the Intercolonial Railway at Louisburg. Public opinion was very strong in the Island of Cape Breton on the question of railway extension to Louisburg, and particularly in the county he had the honor to represent. It had been there understood that it was the intention of the Dominion Government to subsidize the continuation of the Intercolonial Railway to that place, by means of the branch from Truro to Pictou; and he might say, that the Premier had never taken so popular a position as this in connection with that secton of the country in Cape Breton. They had also been informed that very strong pressure had been brought to bear on the Administration to induce them to give the branch in question merely for such extension as far as the Strait of Canso; but this, he considered, would be an act of in

Mr. MACDONNELL (Inverness) | although there was very little corwas very happy that this question had respondence on the subject. The come up for the consideration of the House would recollect the Government House. He could not but admire the obtained authority to alienate that manner in which the hon. members portion of the Government railway for Cape Breton had advocated the ex- between Truro and Pictou for the purtension to Louisburg on the ground of pose of promoting the extension its being a national work. If it was, toward the Strait of Canso, or as far he hoped they would not be left alone eastward as possible. At that time in advocating it, but there was not some English capitalists interested in now the slightest prospect of get- Cape Breton mines and projected railting the line extended so far. Whatever ways were sanguine that the aid they chance there was, some years ago might obtain in this way would enable it had evaporated. The question was them to reach Louisburg, and of course now whether they would have a road the Government were bound to give to the Straits of Canso, half the dist- every reasonable facility to accomplish ance, or none at all. If the extension this purpose. The Order in Council to Louisburg was all that was claimed was drawn up with a view to meeting for it, the building of half the line the probability thus held out. It was would be a great step towards its com- subsequently ascertained they were pletion. There was no other part of unable to accomplish anything in that Canada, except British Columbia, which direction. At the present moment. was so in need of railroad communica- there was no company that he tion as Nova Scotia. Cape Breton with a population of over 80,000 had not a mile of railroad, while Prince Edward Island, rich in agriculture, but in nothing else, had its railroad, though not so large as Cape Breton and not much larger than the county he represented. He hoped something practical would be done this Session, and that the Government would without delay ask this House to transfer the branch to any company that would extend the road to the Straits of Canso. This was all that could be expected in the meantime, but it was perfectly practicable. The road was 64 miles in length, and he presumed did not more than pay working expenses. If transferred as required, it would assist in developing Eastern Nova Scotia, and would benefit the country to a much greater extent than it did at present.

Mr. MACKAY (Cape Breton) did not approve of granting this transfer unconditionally. He thought it would be very unwise if the Government should come to the conclusion that the road could not be built to Louisburg. He should, in case of transferring the road, attach certain conditions giving running powers to other companies which might be decided upon, in case of disagreement, by arbitration.

Hon. Mr. MACKENZIE said there was no objection to the motion, al

was

aware of likely to undertake the construction of this railroad. It rested with the Government and the people of Nova Scotia to a great extent to say what course should be adoptel. His opinion was that it would be better to reach the Straits of Canso as soon as possible, because if that was once reached means would be found from local resources, and aid by persons interested in mining and other projects for the development of the country, to extend it further east. There was no doubt if a good line to that part of the country was established, a steamship line would sooner or later be organized, crossing the narrowest part of the Atlantic, and carrying mails and passengers of light weight---steamers of comparatively light draft, which could make much more rapid progress than was at present attained. It was evident to any one who studied the map that this must ultimately be the short route to Europe, and would be used, perhaps, within a very few years. But he could not hold out any promise that the Dominion Government would undertake the construction of any other railway than those now in hand. The correspondence when brought down would show that the Government had done all in their power with reference to the matter.