and legs. The moose deer is of two kinds, the black and the grey; both of which are, perhaps, the largest of the species. The former is said to be from 8 to 12 ft. high; the latter is generally taller than a horse; both have broad palmated horns, weighing from 30 to 40 pounds. They feed on herbage and the young twigs of trees; and in winter are found in great herds. The caribou, or rein-deer, is distinguished from other animals of this kind, by its branching palmated horns, with brow antlers. They herd together in great droves, and annually emigrate from north to south, and back again. The stag, or red deer, is of many kinds.-Of bears there are two principal kinds, the brown and the black; the latter is almost peculiar to the northern parts of Europe and America. The brown bear frequents the most retired parts of the forest, and is a solitary savage animal. Its form is too well known to require description. Its senses of hearing, feeling, and smelling, are said to be exquisite. It is remarkably fond of honey and several kinds of fruits. Its voice is deep and surly, and its passions are easily provoked. When taken young, however, it may be tamed. About the end of autumn it retires to its den, and lives for some time, it is said, absolutely without food, in a state of inactivity. At this time the female brings forth her young, and suckles them: she produces two, sometimes three at a time. Of the black bear there are two kinds; one has a thick clumsy body, and short legs, and is generally fat. The other has long legs, is lean, and seems to partake of the nature of the wolf. This animal is carnivorous, the other is supposed to feed chiefly on fruits; the latter retires to his den, and becomes torpid in winter, the former emigrates towards the south. The one is the same with the black bear of Europe, and is confined, in America, to the northern districts; the other corresponds to the brown bear of the Alps, and is found in every part of America.The wolverene, called in Canada the carcajou, has some resemblance to the European badger; his length is about 14 ft., and his circumference 2 ft.; his legs are short, and his paws large and strong. He follows the hunters, and destroys both their traps and the game that may be in them.-In Canada wolves are numerous, and different kinds of foxes, as the silver-fox, the red-fox, grey-fox, cross-fox, brandt-fox, and many others. A great variety of the cat kind are found in the northern parts of America. Of these none are more dreadful to the hunter than the catamount, a fierce animal, which flies from no pursuer. The length of his body, including the head, is said to be about 6 ft.; his legs are one foot long, and body about 23 feet in circumference. He leaps with amazing agility, attacks the largest cattle, and has been known to carry away children. -The loup-cervier abounds in the northern parts of America, and is valued for his soft warm fur.-Neither North America, nor any part of the world, produces an animal more remarkable than the beaver, for the uncommon instincts displayed by it in every part of its life. It is not a very large animal: its length from the nose to the tail being only about 3 ft. Its fine fur constitutes a principal article of commerce, and is used in a variety of manufactures. The most valuable kind is black; but this is scarce. The ordinary kind is of a chestnut brown. A few have been found white, and some spotted; but both these kinds are extremely rare.-C. abounds likewise in otters, weasels, ermines, martins, minks, and other animals, valuable only for their furs. Among a great variety of squirrels, is that little animal called the flying squirrel, which, by a kind of membrane connecting its fore and hind legs, and which it extends at pleasure, can leap much farther, and alight

with more security, than other animals of the same species. On the coasts of the gulf of St. Lawrence is found the walrus, or sea-horse.-Among the domestic animals of C., which are much the same as those of Europe, there are scarcely any peculiarities worthy to be mentioned. The Canadian horse is a hardy, active animal. His best pace is a trot; and, in a light cariole, upon smooth hard roads, a single horse has been known to draw two persons 90 m. in twelve hours. It is affirmed that he will eat dried fish in the winter season; but he is most of all remarkable for the extraordinary operation which he frequently undergoes, when travelling on the frozen lakes and rivers. In these excursions, it is not uncommon for the sledge and horses to sink suddenly in the weaker parts of the ice, when the traveller springs from his seat upon the ice, which is generally strong enough to support his weight, and instantly proceeds to save his cattle. As their struggles in the water would only tend to sink them the sooner, he pulls with all his strength a rope, with a running noose, which is previously fixed around the neck of each, in case of such accidents, till he succeeds in strangling the animals. As soon as this happens, they float upon one side, and are easily drawn out upon the ice. It is sometimes necessary to draw blood from them before they recover; but, in general, whenever the noose is loosened, respiration recommences in a few minutes, the creatures start to their feet, proceed with their usual vigour, and perhaps go through the same process two or three times in one day. This singular fact is avouched to be strictly true, both by Chattelaux [vol. i. p. 408] and Gray [p. 277].-The native dogs of Canada are all of the same species, with erect ears, and a head very much resembling that of a wolf. They are very useful to the Indians in the chase; and the colonists frequently employ them in the draught. They are yoked to sledges in winter, proportioned to their size and strength; and in this way one of an ordinary size will frequently draw more than 200 lbs. weight, with his driver, in addition, standing behind the sledge. They are thus employed in a variety of domestic services, in dragging children in small carriages, in bringing water from the river, and particularly by the butchers in transporting meat to their customers in different parts of the towns.

Of the birds peculiar to C., we may particularly specify the night - hawk, which is seen chiefly at twilight, and before thunder-storms; the fish-hawk, which frequents rivers and lakes, and is supposed to attract the fish to the surface by a peculiar oil which he emits; the humming-bird, which sometimes occurs in the neighbourhood of Quebec; cranes, with bills 12 inches in length; the wood - duck, which roosts on trees, and is remarkable for the brilliance of his plumage, and the delicate flavour of his flesh; and the snow-bird, a kind of ortolan, which announces the return of spring, and is the principal bird of song in Canada. The earliest travellers in this country observed that large species of poultry commonly supposed to be peculiar to Malabar.

Of reptiles we may enumerate 9 different species of tortoises, 8 of frogs, 10 of lizards, and 46 of snakes. The most dreadful animal of this kind is the rattle-snake, so well known for the fatal effects of its bite. It has received its name from the rattle which it has in its tail, which consists of joints loosely connected. They grow to the length of 8 feet, and, according to some accounts, they sometimes reach the length of 14 feet. They are viviparous, and, in June, bring forth generally about 12 young ones. It is described as having a brown head; yellowish back, marked with broad trans

settlements, which paid duty, amounted to £204,105 17s. 6d., consisting principally of wines, spirits, sugar, molasses, salt, coffee, tobacco, cards; while those which paid no duty were calculated to have nearly equalled the difference between the above sum and the value of the exports, namely, £563,600. In 1806, the tonnage of the shipping employed in the trade of the colony amounted to 33,996; in 1811, to 223,762 tons. The number and tonnage of the vessels that belonged to C. in 1846 was 604 vessels = 67,523 tons; in 1849, 72387,464 tons. The number of steamers belonging to all the ports in 1849 was 10316,169 tons. In 1848, 1,346 vessels 506,899 tons, entered the ports of Montreal and Quebec inwards; in 1849, 1,332 vessels=489,861 tons.

The chief articles of the Canadian trade at present are furs, peltries, timber, wheat, flour, biscuit, flax-seed, and lumber of various kinds, fish, potash, oil, lard, hides, bacon, hams, and beef. In return it receives rum, coarse cloth, linen, muslins, silks, furniture, wrought iron, brandy, molasses, coffee, sugar, wines, tobacco, salt, chocolate, dry goods, and provisions for the troops; and for trading with the Indians, guns, powder, balls, flints, kettles, hatchets, toys, and trinkets of various kinds. In 1843, the collective imports of the whole British N American colonies were £3,038,415, of which £1,126,536 belonged to C. as distinct from the other provinces. In 1845, they amounted to £5,024,053, of which £2,599,966 belonged to C. Of the total exports from the British N American colonies in 1843, amounting to £3,228,542, £1,381,159 were from C.; and of those in 1845, amounting to £4,254,522, £2,185,469 were from C. From C. in 1848, the exports from Montreal and Quebec amounted to £1,749,167; and from the inland ports to £772,432: making a total of £2,521,599, or £1 13s. 4d. for each head of pop., while the rate per head for Great Britain, in 1848, was £1 10s. 7d. The exports in 1849 amounted in value to 9,955,095 dollars, of which 5,593,696 d. went to Great Britain; 3,429,769 d. to the United States; and 466,326 d. to British N America. Among the exports of 1849, lumber was the largest item; ashes amounted in value to 848,980 d.; furs 129,528 d. The quantity of wheat exported in 1849 was 1,002,269 bushels; of oats 348,773 b.; of beans and pease 190,990 b.; of flour 490,335 barrels.-The following table shows the official value of goods imported at the twelve principal ports of entry, with the duties paid to government thereon in 1849:

Timber Trade.] There are annually about 600 timber-freights from C. to Great Britain. A ship performs about two voyages annually, and, consequently, this trade occupies about 300 ships, of a burden ranging from 150 to 1,000 tons. The quantity of squared timber of all kinds brought down to the port of Quebec in 1846 exceeded former periods, being 37,404,409 cubic feet, against 27,749,094 cubic feet in 1845, and 17,850,891 cubic feet in 1844. According to returns issued from the supervisor of Culler's office, the following is the number of feet of the various descriptions of timber measured at Quebec up to the 28th of August 1849, as compared with the corresponding date in the two preceding years, viz.: white pine, in 1849, 9,518,114 feet, against 5,663.782 in 1848, and 7,836,019 in 1847; red pine, in 1849, 1.698.721, against 3,211,944 in 1848, and 8,235,924 in 1847; oak, 514,599 in 1849, against 901,015 in 1848, and 1,372,993 in 1847;

elm. 901.900 in 1849 against 955.093 in 1848, and 1,668,995 in 1847; ash, 58,106 in 1849, against 34,250 in 1848, and 117,580 in 1847; basswood 4,119, against 4,855 in 1848, and 11,061 in 1847; butternut, 1,255, against 2,188 in 1848, and 5,733 in 1847; tamarac, 114,803, against 400,755 in 1848, and 553,523 in 1847; birch and maple, 103,474, against 28,185 in 1848, and 87,434 in 1847. amounted to 554,018 tons; in 1848, to 407,816 tons; in 1849, to In 1845, the ships loaded at Quebec with timber for British ports 436,600 tons. The winter of C.-during which the timber is felled and hewn--is a season of the most intense and piercing cold. The rivers down which it has to be conveyed are broad, in many places rapid, and throughout dangerous for the navigation of timberrafts. On the opening of spring, the timber is immediately launched into the water, and there bound together in separate portions, or cribs as they are called; the separate cribs bound together form what are called rafts. These huge masses of timber float down the St. Lawrence and the Utawa, at the mercy of the winds and waves, which often in one half-hour irrecoverably disperse the labour of a whole year. The St. Lawrence and the den and great falls in their beds; and are also constantly spread. Utawa are continually interrupted by rapids occasioned by suding out into small lakes of from 30 to 40 m. in breadth, which, even during a slight breeze, are extremely hazardous to so unwieldy a machine as a timber-raft. The navigation is consequently so dangerous as to make the safe arrival of a raft st Quebec a matter of equal uncertainty with a prize in the lottery; and it is estimated that one-third of the timber annually rafted is lost. The master lumber man is usually a small farmer, who, real, or the storekeepers of Quebec, neglects and mortgages his having stores and money advanced by the merchants of Montfarm to try his fortune in a timber-speculation. The sufferings that this man and his fellow-labourers undergo in their occupation are incredible. In the depth of the immense forests, in the most intense cold, the therm. generally ranging between 10° and 80° below zero, in a rudely-constructed hut made of logs and bark, through which every breath of wind penetrates, do these men pass the whole of the winter; while, the moment that spring arrives, and the rivers have thawed, they have to pass whole days in the water, employed in binding the timber together. When the raft is prepared, and the rivers are open, it has to be navigated to Quebec: and now another mode of life begins, and a new course of evils follows: one of which is the almost invariable loss of health: no one ever yet saw an aged raftsman. The intensity of the cold, the long immersions in the water, the excessive use of ardent spirits, and the burning sun of a C. summer, would destroy the hardiest constitution that ever existed. Another evil is the sudden transition from great exertion to a state of absolute idleness. A raft may be wind-bound for weeks, and the men cannot be dismissed. Accustomed at one time to strong excitement, the lumber-man cannot pass a state of listlessness and inactivity; he must have some other excitement, and hence he almost certainly becomes a gambler. Another and a most serious evil is, that they may commit crime with almost absolute impunity. Continually passing from one part of the country to another, and living in large bodies, it is impossible to distinguish the culprit among 40 or 50 persons, all perhaps equally guilty; they cannot be made amenable to the laws. It is besides now pretty generally acknowledged that the protection long given to colonial timber by the mother country was injudicious. In the first place, it cost Britain not less than £1,000,000 per annum. In the second place, it compelled us to use timber of an inferior quality. Thirdly, it is not true that the encouragement of this trade was a means of clearing the country; for pine and oak form but a fractional part of a C. forest. And, lastly, it has been justly observed that "the great misfortune of these and the neighbouring British provinces has been the originally granting of what is generally termed 'protection; but of which the injustice to the many is now beginning to be generally seen, and the ultimate advantage to the few doubted; particularly when carried to such an extent as in the case of C. Having but one object of industry, and one market for disposing of its produce, they were constantly subject to revulsions, every depres sion in the trade of the mother-country being immediately and fatally extended to the colony." [Times] The C. annexationists represent the duties levied on their corn and lumber when imported into the United States as likewise narrowing their market. "To some extent this may be true; the frontier C. farmer might occasionally find it for his advantage to dispose of his produce on the American side, and may be prevented by the protection which the American farmer derives from the import duty. Great Britain, however, can offer a strong inducement to the Americans to repeal their import duties. C. timber is at present protected in the British market by a differential duty on all foreign timber. The American states from which lumber is shipped would gladly be relieved from this differential duty in the British markets; and on the other hand, many of the states of the Union would gladly have the importation of C. timber into them made duty free. The removal of the remnant of protection on C. timber in the British market, and the abolition of all duties on timber and corn imported from C. into the United States, would be alike beneficial to that republic, to Great Britain, and to C. Here is a lever in the hand of the British government by which the disadvantage under which the C. annexationists say they labour may be removed at no distant date; whereas in the present temper of the southern states, C. has no chance of being received into the Union. It is by remaining part of the British empire that the Canadians are most likely to be relieved from the burdens to

which they are subjected in the American markets. After all, however, we shrewdly suspect that the complaints on this head are a little exaggerated. In the latest Montreal papers, we see considerable sales of Canadian wheat reported at Cleveland, Buffalo, New York, and other American markets. Mr. Boughton, a member of the C. legislature, and opposed to the present goverament, declares that wheat can be put on board in Quebec for England at a lower price than in New York, and therefore with proper management the Canadians ought to be able to under the Americans in the English market." [Daily News.] The advantages of an arrangement by which the agricultural produce of the United States and C. could be exchanged free of duty would be great: "though I do not perceive," says a well-informed American citizen, "any great benefit which the United States would derive from it, except by the alteration in the course of the lumber trade, which would furnish our markets with a valuable description of timber not to be found in any of our own easily attainable forests; but even in this trade the advantages to Canada would be greatest, as Montreal, Quebec, and St. John's, New Brunswick, from which the timber would come, are very much nearer to Boston, New York, Philadelphia, or Baltimore than they are to any English market; and the vessels could make double the number of voyages annually, realizing at the same time a greater net sum for their cargoes. Nor would the trade be limited to that article, as their beef and pork are of better quality than the produce of Missouri and the far West, while easy attainable and large markets would be opened in our Asiatic cities, not only for these articles, but for their pickled and dried fish, lime, coal, produce of dairies and various descriptions of esculents, thus creating a great trade and a state of prosperity which would give them other matter for consideration than their political grievances."

Railways] There are at present three great projected lines of railway through these provinces, viz., the Quebec and Halifax road; one between Montreal and Portland on the seaboard of the state of Maine; and a great trunk-line to connect Montreal with Lake Huron, passing through Kingston, Toronto, and London. The completion of all these is perhaps a mere work of time. As yet, however, only one has been commenced, viz., the Montreal and Portland road; of this 30 m. are completed and working, the terminus being for the present at the French town of St. Hyacinthe, which contains about 3,000 inhabitants. The total distance from Montreal to the boundary line (towards which point an American company is working from Portland) is 127 m., the average estimated expense of construction being £5,000 sterling per m. The line passes through the rich and well-settled country of the eastern townships-a district of great natural beauty and fertility, abounding in lakes and rivers, which possess inexhaustibie water power Sherbrooke, the cap. of this district, contains 1300 inhabitants, and though distant from Montreal 90 m. over had roads, possesses saw and grist mills, woollen, cotton, and pail factories, a paper mill, and several machine shops; and the rapids of the Magog river, which falls into the St. Francis at Sherbrooke, afford accommodation and power for a hundred mills and factories in addition. The destiny of this place may be to become the Lowell' of Lower C. The district of which it is the centre is capable of supplying Great Britain with the greater part of the food annually imported into that country. This line would also derive a handsome revenue from the timber and firewood transported by it; and in addition to this, it would be the means of conveyance from the W of all the food imported into the NE States of the Union. In a political point of view the construction of this work would colonize the eastern townships with British inhabitants, thus giving them a numerical superiority over the French in Lower C., and putting an end for ever to that struggle of races which has so clogged the wheels of govern ment, and been such a dead lock on the prosperity of the province. It is objected by some that the railroad being in common with the United States will tend to annex Canada to that republic, or, if not, will, in the event of a war prove dangerous, by affording the American troops an easy approach to the C. capital "The first fear need not be entertained," says a Canadian writer, whose notice of the railways projected for C. we have epitomized, "C. will remain British, unless there be some strong inducement of self-interest to become American, in which case annexation will infallibly sooner or later be the result; but Great Britain can legislate if she chooses to take away all such inducement. Free navigation is the first step taken towards so desirable a consummation, and encouragement to invest British capital in the province will complete the work. The last objection is groundless. In the first place, the possession of a common railway would create a common interest between the two countries, and would render a war much more improbable than it is even now; but supposing such a calamity to happen, we have far more available troops than the Americans, are more accustomed to military movements and operations, and, if an advantage to either party, the railway would be in our favour; but the truth is that the passage of an army by railway through a hostile country is absurd." In connexion with this line it is proposed to run another from Quebec to Melbourne, a point on the Montreal and Portland line, about 60 m. distant from Montreal.

The Halifax and Quebec railroad, however, is the most important to England in a military point of view, if she wishes to retain her North American colonies, as well as for the facilities offered by such a work of turning her starving and discontented subjects into prosperous colonists.

"According to Major Robinson, by whom the survey was con

ducted, three principal lines present themselves for a trunkrailway from an E port in Nova Scotia, through New Brunswick, to Quebec; and by combining portions of two of these lines together, a fourth and fifth route may be formed. The shortest of these routes is 595 m., and the longest 692 m. The one recommended is the Halifax and Eastern, or Bay Chaleurs route, to Quebec, and the length of this is 635 m. It runs from Halifax to Truro; thence up to Bathurst; then along the shore of the Bay Chaleurs to the Restigouche river; then across the valley of the Metapediac over to the St. Lawrence; and so along the banks of that river to Quebec. The principal recommendations of this line are the prospect of its opening up a large field for provincial improvements, for the settlement of emigrants, and also for developing the commerce and fisheries of New Brunswick. The neighbourhood of a great portion of it to the sea-coast would add to the facilities of construction, and remove the chances of interruption from the effects of climate. The extent to which the line will pass through Crown lands is estimated at 375 m. A single line of rails is proposed in the first instance; space being reserved for a double track at any future period. A substantial and permanent mode of construction, with a good heavy rail, capable of bearing high rates of speed, is recommended; and some facts are quoted, which, however, do not seem conclusive, against the cheap method of making railways in America. The most expensive lines in the United States have been those of Massachusetts: their cost is estimated at £7,950 per mile. The Halifax line, however, will escape the duty on iron, which is levied in the United States, and thus save £500 per m. Labour also is much cheaper than when the Massachusetts lines were constructed. The greater portion of the land will be granted free of cost, and timber and stone can be had nearly along the whole distance. Under these circumstances it is considered that £7,000 per m. may fairly be assumed as the probable limit of cost. This for 635 m. will be £4,445,000, making, with the addition of 10 per cent for contingencies, £4,889,500, or in round numbers £5,000,000. With regard to revenue, it is considered that the total pop., either upon or near the line, including the two termini, may be estimated at 250,000 persons; and that the whole number within the area which will be benefited by the line will not be less than 400,000. The net earnings of the Massachusetts lines give a proportion of 11s. per head for the entire pop. of the state; and, taking a nearly similar calculation in the present instance, that is to say, 10s. per head (a rather sanguine estimate when it is recollected that one-fourth of the people are French Canadians), we should have a return of £200,000. The transit of timber, the great staple of New Brunswick,-the products of the fisheries--coals from the great Cumberland field,-flour, grain, and other articles,-are, however, also to be taken into account; and as the St. Lawrence is closed during six months of the year, not only would the railway have a monopoly during that time, but it would prove of inestimable advantage to the colony in setting articles free which are now so long locked up. Flour and wheat from the far west of the United States are also calculated upon, since while it costs 5s. 1d. to convey a barrel of flour from Illinois and Michigan to New York, and 6s. to Boston, it could, it is alleged, be brought to Halifax for 4s. 2d. Under these circumstances an ultimate return such as to render the line a productive one in a commercial point of view is regarded as a reasonable anticipation. But the line from Montreal to Portland in Maine, now constructing, will, it is admitted, be a great competitor with the Halifax and Quebec route, and this alone would render the returns sufficiently uncertain to deter capitalists unless the inducement were offered of a definite guarantee. To the welfare of the provinces the undertaking would be a vital one, and a guarantee is accordingly recommended. A loan of £3,000,000, it has been suggested, could be raised upon the provincial revenues at 4 per cent., if guaranteed by the mother country, and this, with 2,000,000 of acres of land that would be brought into value by the line, might prove sufficient. The issue of a large amount of notes' upon the credit of these lands to be paid to the labourers for wages, and to be receivable for taxes. is among the expedients contemplated, and a variety of reasons are given for it which remind us of the schemes which abounded in this country during the excitement of 1847." [Times]. Meanwhile the legislative assembly of Nova Scotia has passed a resolution to allow, in aid of the railway, £20,000 a-year for 20 years: the inhabitants of Halifax have agreed to allow £4,000 a-year for the same period; the government of New Brunswick £20,000, and lands to the extent of 10 m. on each side of the railway; and the government of Canada, £20,000. Thus making an annual grant for 20 years of £60,000, with land to the extent of 5,000,000 of acres. The Railway commissioners, after giving the question of the construction of this railway the fullest consideration, have come to the conclusion that, although in a military and political point of view the completion of a railway between Halifax and Quebec may be of great importance, yet that, as a commercial undertaking, it is very doubtful whether it can, at least for a long time to come, prove profitable. They were disposed to think that, with prudent management, a single line between Halifax harbour and the St. Lawrence, opposite Quebec, if gradually constructed from each end, might, for its proposed length of 635 miles, be properly completed and supplied with a moderate plant for £5,000,000, but fear that this would not be sufficient if large working parties are put on to expedite its construction. To return 3 per cent, on the outlay, a net receipt of £175,000 per annum, they estimate, will be required, or a gross weekly receipt of £6,500, being rather more than £10 per mile.