en eee Aenea

TH

E DAII

Scepmanteahtietadiimeaaanea

os

Y EXAMINER, - -

a

° . a _———— sna Dheanaeesnn nace nc ce ee

/ ~

OO tlle + EM i et meme ae —_

SATURDAY

SP NT Oa OR TT me et oe by

i a

20 1891

ee :

, JUNE

eee

a

a CC LLL IAA a a

THE DAILY EXAMINER.

JUNE 20, 1891.

Judge Peters.

Juper Perers passed peacefully away at about nine o'clock this forenoon. He had been subject to serious attacks of illness for several years past. The sad event was, therefore, anticipated,—-as indeed it must ever be in the case of one who has reached his eightieth year.

James Horsfield Peters was, if we mis- take not, born at Miramichi, in New Bruns- wick, the son of Thomas Peters, Esquire. He was educated in his native Province and in Europe, and came to Prince Edward Is- land in 1838. Oa the 30ch June of that year, he was admitted to ihe Ten years later, at Michaelmas Term, 1848, he was elevated to the Bench as Master of the Rolls and Assistant Judge of the preme Court. ‘Throughout his long career as Judge, extending over nearly forty-three years, he gave judgment in most of the important cases which came before our courts. His strong and decided opinions were supported by ample legal knowledge. He was, indeed, a man of marked person- ality and ability. During many years he was proprietery for the Cunard Estates. Inthe early part of his career he took an active iaterest in the agricultural development of this Province. He was an influentis] member of the Royal Agricul- tural Society, and he wrote and published a treatise upon farming which had a wide

Sar.

Su-

agent

circulation and a distinct effect upon the operations of our farmers. His business and other connections led him into frequent and personal communica- tion with the neighboring Provinces, and it was he who invented and designed the peculiar iceboat with

which crossing the Strait during the winter has been possible for upwards of forty years.

Judge Peters was ever a reserved man, preferring the society of his family and closest friends. By these he was warmly beloved. He married a daughter of the late Sir Samuel Cunard (Bart.) and leaves three sons—including the Premier of the Province—and two daughters.

—

Personal.

Grippe is very prevalent in Crapaud. We regret to learn that Mrs. O. B. Wadman and her daughter are both laid up on account of it.

Miss Winifred Y. Scammon, daughter of Gea. E. Parker Scammon, formerly United States Conaul in this Island, waa married in New York a few days ago, by Arcabishop Corrigan, assisted by the Kev. Father Mac- donald, to Auguste Durest Blanchet, j-.

Major McLeod, Captain Bertram and Li-ut, Darke, of Hunter River, intend starting next sionday for a trip to Calgary aud other prin- cipal points in the Northwest, and expect to be absent about one month,

_——— _

Religious Services. ~ "St. Peter's Church.—Services to-morrow : Celebration of tie Holy Communion, 8 am; Matins and Litany, 10.15; Choral Celebration of Holy Communion and Sermon, 1! a m; Evensong and Sermon, 7 p m.

Don't forget the Railway Gospel Meeting te-morrow afternoon at 4o’cluck, ia SicLeod's Halil. Strangers always welcome. Lessor:

yalatians 5.1, ‘Stand fast.”

Methodist Brick Church. — Preaching 11 amanud7 pm; Sunday School, 2.30 p m. Service, morning and evening conducted by the pastor, Kev J Read.

Zion Cha ch —Services to-merrow will be conducted in the morning at 11, by Rev D Sutherland, pastor, and in the evening at 7 by RevJ AGordon. Morning prayer meet- ing at 10.15. Sabbath School and Bible classes will meet at 2.20 p m.

Baptist Caurch. — Preaching at 11 a m and 7pm, Rev J A Gordon in the morning, aod Rev I) Sutherland in the evening. The ordinance of Baptiam will administered at the close of the morning service, Sabbath School and pastor's Bible class at 2.39, Strangers always welcome.

Kensington Hall, Edward Strcet.—Sunday School and Bible Clase at 2.30. Inthe even- ing at 7 o'clock, Evangelist Sutcliffe will give aa address—Subject ** Rough on Travellers ” Miss Daisy Lewis will sing a solo. Strangers — to seats and provided with hymn

8.

4 >

a -

Lecal Notices.

Pineappless selling off cheap to-ni beer & t's, ' - me

You can save at least ten per cent. by buy§ ing your boots at the Dominion Boot 4 Shoe Store.)

The best bargains in ladies’ dress goods— do to J. B. Macdonald’s, j18 4i

Ladies’ dolmans—Have still a few left, Call and get one oue at J. B. Macdonald's,

ji8 4i

Don't forget to call at the Dominion Boot and Shoe Store if you want to buy your boots and shoes cheap. 18 4i

One case of cypress knitting yarn just received at Perkins & Sterns’.

a >

j18 3i eod Will sell at a bargain 30 unmade cos- tumes, all new and fashionale.—Perkins & Sterns. }18 3i eod

_ A good story is told of the Duke of Wel- lington in church: An old lady in humble circumstances chanced to be next the Duke both in a kneeling attitude, and arising from her position, recognizing the Duke, attempts in an apologetic manner to vacate the seat. The Duke very graciously forces her to be seated by him, remarking ‘we are all alike here." This reminds us of how alike people are in their fancies of flowers. The pansy, for iustance, isa universal fa- vorite with all, and we can say with the vuke of Wellington, ‘we are all alike here” —sspecially with such beautiful deli- cate colored ones as Gay & Son are solling in the Market and at home. See their ad. of Rowers and vegetable plants.

j4 d 4i 2aw w 2i TuRNirs.—The rush for turni seeds is to Geo. Carter & Co's. The vablahiee ah in

demand are the Haszard’ ter’s Prize Winner, a i

a

ee ee

Proposed Railway Tunnel

Under the Northumberland Straits, Between N ew Brunswick and Prince Edward Island.

Report of Sir Douglass Fox, Member of Council of the Institution of Civil Engineers, and Corresponding Member of the American Society of Civil Engineers.

fo the Hon. George E. Foster, Minister of Finance for the Dominion cf Canada, Octawa.

Sir:

In accordance with instructions received by me on the 17th September, 1890, through the Hon. Senator G. W. Howlan, I detailed Mr. Alfred Palmer, a civil en- gineer upon my staff, to make a prelimin- ary inspection of the proposed site for the railway tunnel under the Northumberland Straics, to connect the railway systems of New Brunswick, and of the Dominion general y, with that of Prince Edward Island.

fie was accompanied by the Hon. G. W. Howlan and by Mr. Francis Bain, whom I understand to be a local geolyist of repute.

Mr. Palmer reports that, having refer- ence to the opinion of Me. Bain as to the strata under the bed of the sea on the line of the tunnel, the proposed location, under the narrowest portion of the Straits be- tween MIuoney Point in New Brunswick and Carleton Point in Prince E lward Island, is well selected, from both a constructive and a traflit point of view.

The greatest depth of water is shown as being 96 feet at high water, with a rise of tides of 6 feet at springs, and 3 feet at neaps, and the spsed of the current as not exceeding $ knots, with two hours of slack water each tide

The distance from shore to shore is given as about 13,200 lineal yards, or say from shaft to shaft 13,50) lineal yards, exclusive of the land approaches on either side, of which about 2,000 lineal yards would be in tunnel.

Mr. Palmer further reports that the shores upon either coast are well adapted for railway approaches, varying from 15 to 35 feet in height above high water mark, with s mean altitude of 25 feet, the soil be- ing of a red, clayey nature. It appears also that the higher land on the Prince Edward islaud shore falls away towards tho interivr, which will, therefore, shorten the approaches on that side.

Mr. Palmer considers that about 54 miles of railway, including some 2,000 linea! yards of tunnel as before mentioned will be necessary beyond the shafts to con- nect the tunnel with the respective systems of railway which, however, are of a differ- ent guage, viz: 4 feet 8} inches in New Brunswick and the Dominion generally, and 3 feet 6 inches in Princs Edward Is- land.

Brick clay free from lima is sail to ex- ist at several points in Prince Edward Is- land, and a sample brick of good quality has been forwarded to me, together with a report by Mr. Bain thereon, dated the 9ch December, 1890, of which a copy is annex- ed thereto. (Appendix A.)

Coal of good quality from Picteu, and timber, could be delivered at ths shafts at moderate prices.

1 assume that any materiale or machinery required to be imported for the w nks, would be admitted free of duty.

fam informed that ordinsry labor is worth about 4s and skiled labor about 6s per day.

The ruling gradient on the main lines of New Brunswick is given asl in 81, or 65 feet per mile, and that in Prince Edward Islandas lin 58 or 90 feet per mile. From the approximate cross section of the straits, accompanying Mr. Bain’s report, hereinafter referred to, it appears that no difticulty would be encountered on the question of gradients, asthe levels of the tunnel could be so arranged as approxim- ately shown on the cross section (Appendix F), as to give a sufficient thickness of solid Strata between the extrados or crown of the tunnel and the bed of the straits, with- out involving any steeper incline than | in 100, or 52-8 feet per mile, whilst the ap- proach tunnel can be laid out with a ruling gradient of 1 in 66 or 80 feet per mile, both tunnels draining into one pumping shaft as shown.

it could be convenient, but not essential, for constructive purposes, that the tunnel alignment should be a straight line from shaft to shaft.

Upon the all-important question of strati- fication on the proposed alignment, Mr. Palmer quotes the following opinion, given to him verbally by Mr. Francis Bain on the occasion of his visit :—

‘“*In his belief a bed of red clay shale varying in thickness trom 50 to 80 feet ex- tends rignt across the Straits of North- umberland. it lies almost horizoutal.y upon a carboniferous or grey sandstone base, and is said to contain small occasional lenticular masses of fine red sandstone.” Mr. Palmer adds, ss the result of his own investigation :— ne The geological outerop on either shore, in which the strata are distinctly visible, the formation of the surrounding country, the stratification seen in neighboring welis, combined with the opinion cf Mr. Bain, the geologist, who is a native of the Isiand, and has a knowledge of its entire forma- tion, prove that a most favorable and im- pervious stratum does exist for sub-aqueous tunneling.”

Accompanying Mr. Bain’s report upon the brick clay came afcross a section of the straits plotted to a distorted scale (Appen. dix B.) together with samples of shale and sandstone, as found in the neighborh od.

Having communicated through the Hon. George W. Howlan, my desire for further and more distinct information, | received the reports by Mr. Buin, dated peony the 18th of D scember, 1890, and the 14th March, 1891, of which copies are annexed (Appendices C and D), to gether with a cross section of the Straits to & natural scale (Appendix E).

in this report Mr. Bain remarks :

“The great shale beds are persistent and uniform, but the small arenaceous or cal- careous deposits, which occur in them, are local, lenticular and discontinuous, and

not likely to form leads from water.

These shale are impermeable to water. The carboniferous base of sandstone wl possibly form a dangerous source of water, and it should be avoided, but, as already remarked, it does not break up under the bed of the straits here.

vineed of the accuracy of what | now pre-

investigation should be made before active engineering Operations are begun.”

1 have alsu before me a copy of a letter, addressed on January 9th 1891, to the Hon. G. W. Howlan by Sir Wiiiam Dawson of McGill University, Muon real, which runs as fo'lows :

“I beg to say that [I have read and ex- amined the report and section prepared by Mr. Bain with reference to the proposcd tunnel from Carleton Head to Cape Jour- main, which you were kind enough to show me, and that, from my knowledge of the geologic! structure of the locality, L have no hesitation in stating that | beheve the repert and seciion fairly represent the character of the beds to be penetrated by the proposed tunnel, and that these will not present any, serious difficulty, the ground being in fact as favor- able as could be desired for such a work.

It is evident from the cross sections snpplied by Mr. Bsiv, that it is possible’ to locate the tunnel entirely above the car- boniferous sandstone strata, and cuire should be taken not to tap these strata either by shafts or borings in the immed- iate neighborhood of the intended work.

So far as 1 can judge from the small specimen of the shale in my posseession, Ifagree that it is likelyfto be unmpermeable to water, and to form a favorable material for tunneling operations. The cross section, however, shows that owing to the slight inclination of the beds, the tunnel cannot be madeto pass entiraly through this stratum, but must necessarily cross at an oblique angle and therefore for some dis- tance through certain sandstone beds, which are shown thereon, and which I un- derstand to be red sandstone similar to samples in my possession.

Judging from subsqueuvs work carried on under my supervision in sandstone of a somewhat similar character, | should ex- pect a certain amount of percolation, but not large feeders of water from this rock. lt is of course, impossible to speak with certainty upon this point, but | am strengthened in this opinion by the con- formable natvre of the strata in the neigh- borhood, which [| understand from Mr. Palmer to be remarkably free from faults showing that the beds as mentioned by Mr. Bain, have not been exposed to strain.

Owing to the great depth, at which the tunnel in some portions of its length, will lie below the level of high water, viz: 156 feet to the underside of the invert, it it would be impossible for men tv work under the full hydrostatic pressure, which would amount to about 68 pounds per square inch, whereas 40 pounds per square inch can only be endured at considerable risk and for a short time. Whilst, there- fore, a reduced pressure might be found useful at certain points to check the flow during construction, it would be neces- sary to make provision for pumping such feeders as might be met with, reduced as before mentioned and limited also by ex- posing at one time as short a length of ground as possible.

Since | reported upon this subject to the Hon. (now Chief Justice) Sullivan on the 7th Apri], 1886, much progress has been made in the driving of subaqueous tunnels in water-bearing strata by meaus of shields similar to that introduced by Mr. J. .H. Greathead, Mem. Inst. C. E. for the the subways under the river Thames in this city, afterwards adopted for the ‘*Sarnia’ tunnel, on the Grand Trunk Railway, and now'working with some modifications of de- tails in the tunnel under the river Hudson in New York, and in the ‘*Vyrmay” tun- nel under the river Mersey. By meaus of such a shield, suitably designed in wrought icon or steel, work can be carried on with inuch greater safety to the men employed, and without the use of temporary tinibers, which, whether left in permanently or withdrawn, constantly prove a source of weakness to the permanent work.

In very soft and wet strata, and when compressed air has been employed, it has been found desirable to adopt, for the per- manent tunnel, a cylinder of cast iron with suitable flinges, such cylinder being some- times lined wholiy or partially with brick- work for protection purposes,

in homogeneous and dry strata, such as the shale referred to by Mr. Bain, I have a strong preference for a tunnel, also cylindrical in form, but composed entirely of brickwork in cement (grouted externally when practicable) as being of a much more permanent character than an iron struc- ture, which, however wull protected, must be more or less subject to corroding in- fluences.

In the present instance there would he the great advantage in the brickwork tun- nel of using local instead of imported materials, of much reduced cost, and of more easily providing refuges for the plate- layers.

I should propose, therefore to carry out the work, from a shaft at each end, or

at Carleton Point, and from an open face at Money Point by means of a shield, especially designed for rapid progress in good material, and in conjunction with brickwork, buc so arranged that whereas in the sandstone beds, feeders may be mat with, an iron casing may be readily intro- duced to keep back the water, and so re- duce the permanent pumping. In my esti- mates 1 allow for a considerable length (one-quarter of the whole distance between the shafts) of such casing.

The shield can also be so arranged as to permit of a small test heading being kept in advance of the main work, which, I have found, in similar work under my charge, to be of great advantage.

The highest speed as yet attained with a shield in connection with a cast iron tun- nel is, I believe, from 3} to 4 yards per day, a3 an average at each face, but, through the strata shown to exist under the North- umberland Straits, 1 anticipate no serious diticulty in attaining fan average speed of shout tive yards per working day, or say 300 days per annum at each face, which, after allowing for shaft-sinking, brick-mak. ing and other preparations, would enable the tunnel to be completed within 54 or 6 years from the commencement of the work. Locomotive pumps of special designs would be necessary to clear the face of the work on the descending gradient at the New Brunswick end of any water which

may percolate through the shield during

“It is my duty to state that, though con- |

sent, a more minute and detailed geohgical |

possibly from a permanent pumping shaft -

‘construction, and permanent provision would have to be made at the pumping shaft for dealing with any water arising

(during construction in the work driven

‘from the Prince Edward Island end, as

‘well as permanently with the leakage aris-

ing throughout the tunnel, ;

Compressed air plant would be required “at each shaft for the purpose of ventilation during construction, and also for establish- | ing pressure at the working faces if req tir-

ed. Owing to the great length of the sub- a jueous tunnel, viz: 13,500 lineal yards (or rather over 74 miles) from shatt to shaft, and to reduce as far «s possible the enhanced cost and delays consequent upun such long leads as will be necessary, a weil laid line | of way should follow up the work as closely

‘as possible, upon which puaps, lighting

‘plant, excavation materials and workmen

| may be rapidly conveyed.

| If the permanent tunnel be of normal

aiza, then, by adopting 4 marrow gusge

and proportionately small rolling stock for this temporary purpose, passing places and sidings can be introduced.

The motive and pumping power, and the lighting of the tunnel during construction ean be provided for by at once installing electrical plant, to Le permanently used as hereinafter proposed.

The important question of the s'ze of the tunnel is one whi bh must be decided by tv 6 considerations, viz., that of first cost anu that of the comparative facilities for -the interchange of traffic between the mainland and Prince Edward Island.

The preliminary expenses, and the cost of shafts, brickyards, pumping plant, com- pressed air, electrical and ventilating machinery, would not bs very materially affected by the size of the main work, and

gineering, and an allowance for contingen- cies, are included inthe following approxi- mate estimates for the different sizes of tunne]--which, however, are exclusive of land, interest during construction, and rolling stock, and also exclusive of the cost of the necessary alterations and additions to the railway systems on either side of the straits, which, | am informed, do not come within the scope of my present instructions, I have, however, included the necessary length of land tunnel in Prince Edward Island, Jeaving only the ordinary above- ground extensions to be dealt with separ- ately,

if it were a question of passenger traflic only, this might probably be quite satistac- torily met by the construction of a tunnel having an internal diameter of 11 feet (slightly larger in diameter than the elec- tric subway in London, which is carrying a wh avy pas enger traflic) and oper- ated wth s,e@:ial rolling stock, “which cvuld however be so designed as to run over the existing railways of the 3ft. 6 gauge inthe Island, so that passengers would only have one change of carriage at the New Brunswick end of the tunnel, a matter of no great importance. Such a tunnel would also acc mmodate freight cars of special design suitable tor all classes of ordinary trafliz. A cross section of such «a tunnel showing roliing stock is given in Appendix G.

1 am informed that the transhipment of potatoes, eggs and fresh fish is objection- able, especially in winter. Exposure to frost could however be avoided by ruaning the maim line and tunnel cars alongside oné another in a freight shed at Money Point, properly warmed for the purpose. By suitable acrangements of which I have had experience elsewhere, the delay and inconvenience of transhipment can be re- duced to a mininum. Against this slight inconvenience must be set the largely en- hanced expenditure, not only upon the full sized tunnel, but also upon rolling stock of the 4ft 8) gauge, if the Island traftic is to run through to its destination without change of cars, and such through. working would also in all probability involve much empty running in the absence of return freight.

Such a tunnel construction as shown in Appendix Gin the dry portions of the work, of brickwork in cement, averaging 1 ft. G in thickness (the bricks being of local manufacture) and where feeders occur, with c.stiron casing 1} in thicknes with 6 flanges laid with permanent way having

steel = rails = weighing «©6950 =~ pounds to the lineal yard, estimated to cost subject as hereinbefore inen-

tioned, £66 100 nearly, per lioeal yard or say £897,500 from shaft'to shaft, cr with the land tunnel and contingencies a total sum of £1,075,200—(at $5 to the pound) $5,376,000.

Should it be decided that the tnonel must be of sufficient dimensions for an ordinary railway of the 4-8), gauge, and that the raii- ways of the Island shall be altered to that gauge, atunnel of sixteen feet in d’wneter would appear tu just accomodate passenger and freight cars ot the normal Canadian and American type, but not drawing room and sleeping ears, nor some of the cats reported to me ag running upon the Intercolonial Rail- way. This size does not allow of a very satisfactory permanent way, nor does it provide proper space for the platelayers.

Such s tunnel constructed in the shale, of brickwork in cement, 1-104 in thickness and where feeders occur with cast iron casing |} inch thickness wich 9 inch flanges, and taia with pernisneat way having steel rails weigh- ing 70 pornds to the lineal yard, I es:imate to co.t, subject’ as hereinbefore mentioned $122-10-0 nearly, per lineal yard, or say £1,552,500 from shaft to shaft, or with the land tunnel and contingencies a total sum of £1,971, 300—$9,859, 000.

I am of opinivn to properly agcomodate the Canadian and American rolling atock, generally (exclusive of the special cars on the Latercolonial Railway) the tunnel should have an internal diameter of not less than 18 feet. Such a tunnel constructed ag spervified for the 16 feet tunnel, 17’ esti. mate to cost, subject es hereinbefore mentioned £140 sterling per lineal yard, or say £1,890,000 from shaft to shaft, or with land tunnel and contingencies a total sum of £2,252,500—$11,262, 500.

I would recommend, that, before inviting tenders for the chain work, a shaft so placed at Carleton Point, as approximately shewa on Sopot: ©, as to be os tae available for permaneat pumping and ventilating purposes should be sunk wellinto the red ae Sale, which lies above the grey carboniferous sand. stone, care being, however taken not to approach closely to such sandstone. Thia shaft might be either at once Ilned with, local brickwork upon hardwood cribs, or temorasiy with timber. If any large feeders were met with, a portion of the shaft might require cast iron tubbing. A pumping plant of sufficient power to deal with any ordinary feeder, should be provided before commenc- ing te sink.

Borings similar to those taken at the “Sarnia” tunnel (viz: from a vessel or plat- form through 6in. wrought iron pes, 80 as to

ensure cores of suificient size and undam

these items, together with the cost of en- -

pixht Ts NI pos ae hes et es 7m ea ae Look L Wi d 22 d . gerage yceum, onaay, nad inst soit . wt om ong os oe = — Tuer i ONE NIGHT omy Pe ' tp ag & PSL v } it War J + = 4 OY a | t. y biog. -_— —_—_—_—_———— re Tht PROGRAMME a8 } | a NEN . You a)? yt : fa, ** Tranacendental Grand March ”. . aca - ermenaces 17 Widens ee |, S. , ss ca canes be pede <a 6s eae on i Mr. Joun Francis Giiper, ae , 2. Recirat—* Amateur Theatricale”. ......ccecvecccsees cs tuesceueua Shakesperg a Mr. Enpwanrd K, Hoop, Pave’ * (hacch S Vrouw —** (iipsy i! rere Pere eee ee eee er Sarasate puke Miss Epira EB, Curistir, am 4. Wuuistiine Soto‘ Flor di Margherita”................ “Andi Hurent Miss Exrta M, CHampBeruiy. ae 5h. Reerran —* The Light Fron Over the Range”... a \ rn Mr, Hoop. Se ay ** Sndante and Rondo Capriccioso ee ew beens dace Meudelasohp " 6. Piano. —}," ~Pidetation Tee. 6 FG6y oe oe cooks tess e eee Gilder Aad Mr. Ciprr. ay oy. Weeian** Teena 6 oss a0 baa ees ens be 5008) ‘ied - Wieniawsy; Miss Curistin. —_— 8. Waistiina Soro— Selections from ‘* Ermin‘e ’” +e Jakobweki ee Miss CHAMBERLIN, “a ee ee eg een Pe errs Mark Twain F Mr. Hoop. Por! Jans: cipnaiinceinnlia li lai <n i qi apt

Reserved Seats, Admission,

De C. Davies’,

POPULAR PRICES:

Tickets may be procured at the Diamond Bookstore, Haszard & Moore's, Red- din’s Drug Store, Apothecaries’ Hall, W. R. Watson's, A. S. Johnson's and F,

35 Cents, 25 6

NOON,

DRY GOODS.

James Paton & Co, Stanley Bros.,

Beer Bros ,

Prowse Bros.,

J. B. Macdonald, Perkins & Sterns, Harris & Stewart.

Charlottetown, June 20, 1891.

C. B. War

MONDAY HALE HOLIDAY

E, the undersigned Merchants of Charlottetown, hereby agree to close our Stores EVERY MONDAY AFTER- ‘from ONE o'clock, beginning the first Monday iu July until the first Monday infSeptember, both days inclusive.

BOOTS & SHOKS. | A. E. McKachen, J.C. Sprague,

| Goff Bros.,

| J. B. Macdonald, R. K, Jost (2 stores)

JEWELERS.

E. W. Taylor, ,G. G. Jury,

KE. S. Bonnell, J. A. Cameron, F. S. Mitchell, G, H. Taylor, W. W. Wellner.

ren,

—

at intervals of, say, not mmre than 500 yards, right accross the straits, and down to the carbonifarous bed rock, ont thia line of bor- ings should be at gome distance, aay 300 yards from the centre line of the tunnel. This work should be carried owt in the presence of an experienced engineer, ¥. ho should careful) y note the samples taken.

With this information: obtained, much closer tenders may be expected for the con- struction of the tanael, whilat the cost of these temporary works gill be comparatively insignificant, '

When the work is resolved upon, immediats steps should be taken :

Ist. To connect the existing railways,

either permanently, or by tem ** over-

laid routes” to the shafas, with the tunnel

works,

Yond. To establish brickyards at the ne rest

available site, where good clay free from lime

is to be found, The quantity of bricks re.

quired will vary from 3 to 60 million,

according to the siz2 of the tennel. id. Ta erect dwellings, dores, etc., for the

sto ff and workmen.

4th. ‘To put down the permanent pumps

and provide the necessary plant fer temporary

purpoges.

5th. To instal the neressmry electric plant

and ‘motors.

&%h. To provide and fix the compressed air

ny chinery.

The tunnel, when realy for traffic would

) Lequire mechanical ventilation, but, by the

adoption of a door at one end to be locked, and worked sutomically with the signals, the necessary machinery would be reduced to great simplicity, aad might consis& ef a fan vf prob» bly 30 tees diameter with the nec s- sary euzipes and boilers, similar to those erected| under my supervision and which have now worked most successfully, and econo- mically for several years on the “Mersey Rail- way at Liverj0ol.

The tratiic chrongh the tynnel could be advantageonsly conducted eith er by cable or or by electric motors, somewhat similar, in general principle though not /.a detail, to those now in regular work in Lor.don, and about to be introduced by Mr. Gre# head and myself in Liverpool.

Arrangements would have to be made for protecting the approagher at either end frem snow, and for clearing tham of water, which would otherwise find its way to the tunnel. _{ have been greatly assisted in the prepara- tion of the necessary data for th’s report, by the Hon. Senator Howlan, \rho has given much time and attem¥ien to the miatter, and whose local know) has enwbled me to arrive at a close estimation of ‘the require-

ments, I am Sr, Yours faith? ally, (Sd) Doverses Fox.

being brought to the surface) should be made

4

aged|28 Victoria Street, Weaanir ister, London,

May 5, 1891,

Ne Es

A. H. KELLY, CO MANDER,

iL sail from Halifax every ’ a 10 p. m., for Charlottetown, Canso, en Hawkes Hastings and Souris. Keturning, Charlottatown every Thursday . calling at same intermediate ports wh exception of Souris.

For Frelgzht, etc., apply to

Ww. W. ULARKE, |

s

fe ing at.

fternocS, wich the

Charlott stown, June 20, 1891 —dy - BOSTON STEAMERS: &: EGG SHIPPERS

ILt. please note that there will be ‘ WEEKLY BOAT for rem aa

ju20—pat gua 2i

2d nian B Charlottetown Athletic Ass« ciation Classes.

il Thursday and ADERS.—Fasedays, clock,

daya, from I! uatil BOYS’.— Every day, from 4.30 until 5.30 OE a 5 MENS’.—Trewlays, Thursdays and — 6 3 antil 7.304. ™, © . anne. Sanaa Fridays and saturds) from 8.30 uatil 16 p. ™- The Gymaasium will “ open a hers from 6 a. m, wptt 10.0" PB 10 & in. until 12, noon, to Ladies only

Boys’ tickets not good after 6 p. ~ Tickets may be obtained from the

Admission by ticket only. ; H, D. JOHNSON, M Dos

,*% Secretary ™ *

to men: from

A

jn20-—tf