i»l 
 
 « 
 
 ,<b. 
 
 k^- w 
 
 ^^. 
 
 "^z^ 
 
 .0^:^^ 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 K 
 
 
 #^ A 
 
 ^ 
 
 1.0 
 
 III Li 
 
 1.25 
 
 |*iO 
 
 lid 
 
 t° lllll^.o 
 
 IM 
 IM 
 
 116 
 
 1.4 
 
 1.6 
 
 
 
 
 
 
 A" 
 
 
 
 
 O 
 
 
 
 p> 
 
 # 
 
 <? 
 
 /y 
 
 .%'^^ 
 
 0% 
 
 7F 
 
 w 
 
 
 ^:^ 
 
 <?;% 
 
 ^ 
 
 Photograpliic 
 
 Sciences 
 Corporation 
 
 23 WEST MAIN STREET 
 
 WE»STER,N.Y. 14580 
 
 (716) €72-4503 
 
CIHM/ICMH 
 Microfiche 
 
 CIHM/ICIVIH 
 Collection de 
 microfiches. 
 
 Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques 
 
Technical and Bibliographic Notes/Notee techniques et bibliographiques 
 
 The Institute has attempted to obtain the host 
 original copy available for filming. Features of this 
 copy which may be bibliogrsphically unique, 
 which may alter any of the images in the 
 reproduction, or which may significantly change 
 the usual method of filming, are checked below. 
 
 L'Institut a microfilmd le meilleur exemplaire 
 qu'il lui a 6%6 possible de se procurer. Les details 
 de cet exemplaire qui sont peut-6tre uniques du 
 point de vue bibliographique, qui peuvent modifier 
 une image reproduite, ou qui peuvent exiger une 
 modification dans la m6thode normale de filmage 
 sont indiqu^s ci-dessous. 
 
 D 
 
 D 
 
 Coloured covers/ 
 Couvertuire de couleur 
 
 Covers damaged/ 
 Couverture endommagde 
 
 Covers restored and/or laminated/ 
 Couverture restaur^e et/ou pellicul6e 
 
 □ Coloured pages/ 
 Pages de couleur 
 
 I I Pages damaged/ 
 
 Pages endommagdes 
 
 Pages restored and/oi 
 
 Pages rostaurdes et/ou peiliculdes 
 
 I I Pages restored and/or laminated/ 
 
 D 
 
 Cover title missing/ 
 
 Le titre de couverture manque 
 
 I I Coloured maps/ 
 
 Cartes gdographiques en couleur 
 
 ^ 
 
 Pages discoloured, stained or foxed/ 
 Pages d^colordes, tachetdes ou piqu6es 
 
 □ Pages detached/ 
 Pages detach^es 
 
 D 
 
 Coloured ink (i.e. other than blue or black)/ 
 Encre de couleur (i.e. autre que bleuQ ou noire) 
 
 n Coloured plates and/or illustratiotis/ 
 Planches et/ou illustrations en couieur 
 
 yi Showthrough/ 
 Transparence 
 
 □ Quality of print varies/ 
 Quality in^gale de rimpression 
 
 □ Bound with other material/ 
 Reli^ avec d'autres documents 
 
 D 
 
 D 
 
 Tight: binding may cause shadows or distortion 
 along interior margin/ 
 
 La reliure serree peut causer de I'ombre ou de la 
 distortion le long de la marge intdrieure 
 
 Blank leaves added during restoration may 
 appear within the text. Whenever possible, these 
 have been omitted from filming/ 
 II se peut que certaines pages blanches ajoutdes 
 lors d'une restauration apparaissent dans le texte, 
 mais, lorsque cela dtait possible, ces pages n'ont 
 pas 6t6 film^es. 
 
 □ 
 
 D 
 
 Includes supplementary material/ 
 Comprend du materiel supplementaire 
 
 I I Only edition available/ 
 
 Seule Edition disponible 
 
 Pages wholly or partially obscured by errata 
 slips, tissues, etc., h;^ve been refilmed to 
 ensure the bast possible image/ 
 Les pages totaiement ou partiellement 
 obscurcies par un feuillet d'errata, une pelure, 
 etc., ont 6t6 filmdes d nouveau de fagon d 
 obtenir la meilleure image possible. 
 
 D 
 
 Additional comments:/ 
 Commentaires suppldmentaires; 
 
 This item is filmed at the reduction ratio checked below/ 
 
 Ce document esi filmd au taux de reduction indiqu6 ci-dessous. 
 
 10X 
 
 
 
 
 14X 
 
 
 
 
 18X 
 
 
 
 
 22X 
 
 
 
 
 26X 
 
 
 
 
 30X 
 
 
 
 
 
 
 
 
 
 
 
 
 
 y 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 12X 
 
 16X 
 
 20X 
 
 24X 
 
 28X 
 
 32X 
 
The copy filmed here has been reproduced thanks 
 to the generosity of: 
 
 Library of the Public 
 Archives of Canada 
 
 L'exemplaire filmi fut reproduit grAce A la 
 gAn6rosit6 de: 
 
 La bibliothdque des Archives 
 publiques du Canada 
 
 The images appearing here are the best quality 
 possible considering the condition and legibility 
 of the original copy and in keeping with the 
 filming contract specifications. 
 
 Las images suivantes ont 6t6 reproduites avec le 
 plus grand soin, compte tenu de la condition et 
 de la netteti de l'exemplaire filmd. et en 
 conformity avec les conditions du contrat de 
 filmage. 
 
 Original copies in printed paper covers are filmed 
 beginning with the front cover and ending on 
 tho last page with a printed or illustrated impres- 
 sion, or the back cover when appropriate. All 
 other original copies are filmed beginning on the 
 first page with a printed or illustrated impres-^ 
 sion, ard ending on the last page with a printed 
 or illustrated impression. 
 
 Les exemplaires originaux dont la couverture en 
 papier est imprimte sont filmte en commengant 
 par le premier plat et en terminant soit par la 
 dernlAre page qui comporte une empreinte 
 d'impression ou d'iilustration, soit par le second 
 plat, salon le cas. Toun les autres exemplaires 
 originaux sont film6s en commenpant par In 
 premiers page qui comporte une empreinte 
 d'impression ou G'illustration et en terminant par 
 la derniire page qui comporte une telle 
 empreinte. 
 
 The last recorded frame on each microfiche 
 shall contain the symbol -^ (meaning "CON- 
 TINUED"), or the symbol V (meaning "END"), 
 whi ^hever applies. 
 
 Un de^ symboles suivants apparaitra sur la 
 dernidre image de cheque microfiche, selon le 
 cas; le syr.ibola — ► signifie "A SUIVRE". le 
 symbols V signifie "FIN ". 
 
 Maps, plates, charts, etc., may be filmed at 
 different reduction ratios. Those too large to be 
 entirely included in one exposure are filmed 
 beginning in the upper left hand corner, left to 
 right and top to bottom, as many frames as 
 required. The following diagrams illustrate the 
 method: 
 
 Les cartes, planches, tableuux, etc., peuvent dtre 
 film^s d des taux de reduction diffdrents. 
 Lorsque le document est trop grand pour dtre 
 reproduit en un seul cliche, 11 est filmd d partir 
 de I'angle sup6rinur gauche, de gauche k droite, 
 et de haut en bas, en prenant le nombre 
 d'images n6cessaire. Les diagrammes suivants 
 illustrent la m6thode. 
 
 1 
 
 2 
 
 3 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
fj^^ 
 
 i) 
 
 ! CA] 
 
s 
 
 PROSPECTUS 
 
 OF THB 
 
 QUEBEC k LAKE HURON DIRECT RAILWAY 
 
 Frojeoted fo: the purpose of bringing the 
 
 TRADE OF THE UPPER LAKE BASINS 
 
 AS WELL AS THAT OF THE 
 
 CANADIAN AND NORTHERN PACIFIC RAILWAYS 
 
 BY THE 
 
 SHORTEST ROUTE TO THE PORT OF QUEBEC. 
 
 9-O.^fJJfrKM^- - 
 
 OTTAWA: 
 
 PBINTBD BY ISI OITIZBN PRINTINO >in> PCBUSBnTQ OOMPAHT, SPABtCS mBBirr. 
 
 1875. : ' 
 
 
iVe 
 
 Ql 
 
 ca: 
 
PROSPECTUS 
 
 QUEBEC & LAKE HURON DIRECT RAILWAY 
 
 Projected for the purpose of tringing tlio 
 
 TRADE OF THh: UPPER LAKE BAi>lNS 
 
 AS WKM. As THAT 01-' TH K 
 
 CANADIAN AND NORTHERN I'ACinC RAILWAYS 
 
 1!V I'HK 
 
 SHORTEST ROUTE TO THE PORT OF QUEBEC. 
 
 -•9 c->- :<•.:<. 
 
 OTTAWA: 
 
 MiixTKi) uv ruK cirizMx I'niMixi. VNi> iTiitiisiiixii co.MPAW. sn.vuKs srnKKr, 
 
 1*7:1. 
 
<Q( clfce aitil |[ahc Hjiircn flirect J^ailaaij 
 
 Qi'EBEr. 1st Fobruaiy, IST5. 
 
 The Quebec and Lake iriimn direct Railway is intended to be a^ 
 near an air line as the nature of the country Avill admit. 
 
 This line if? intended to be a direct Eastern Extension, to pick 
 np the traffic of both the Canadian and Xortbern Pacific Jlailway.i. 
 The latter of which, in due tinw, will no doubt be pushed eastward 
 from Duluth, south of Lake Superior to Sault St. Miuy, and be theio 
 met by the Colonization Eailways of the Dominion, and continued 
 to the common Juuction near Lake Nipissing. 
 
 The collective trade can by this direct line be transferred to 
 tide water at Quebec on the very shortest route, and there, if desir- 
 able, by means of the contemplated bridge over the St. Lawrence at 
 Cap liougu, be connected with the railway systems of the Maritime 
 Provinces and the American sea-board. 
 
 It is not intended to compote with the local trade of the 
 Montreal Xorthern Colonization Railway or the Xorth Shore Line, 
 and cannot come into direct competition with any line; but is 
 intended to serve as a great artery of communication to transfer the 
 western and north western produce direct to the Port of Quebec. 
 
 Its merit is being some seventy-iivo miles shorter than any 
 other line, and traversing a ::one favorable for the preservation of 
 cereals and other produce, ami reducing the cost of freight between 
 Chicago and Quebec over any other rail route now in existence. 
 
 It moreover opens up a large interior district for colonization, 
 which, being so near the seaboard and the chief markets of Kurope, 
 otters great advantages to the fmrnigrant. 
 
lU- lliis Lino. too. tlu' iiorllioi'ii jjortioii <)(' tlic Vi'ovinci' of 
 Qiinln'c. now a nuM-c wtrip uloni;- the maryiii of its iiavi^'uMc wntorn. 
 will oxlcnd its aroa tur into tlio ijitcrior of a conntiy I'ich in nnlnral 
 proilnctioiis. 
 
 Jn a inililai'\ ]>oint of view also, tips J.inc assumes ])arainonnt 
 iniixn'lancc. foi- altl'onirli Canada may Ih' Avorslcd at every otlier 
 itoint aloiiii,' the fi.'.itier. yet with (^iieliee slill held, and hy means 
 of a Bi'itish Fh'el. troojts and munitions of Avai" may he passed in by 
 this inh'rior Line for the relief of the upper Lakes and the AVesteni 
 J'eninsala. 
 
 This iiaihvay is oven now mueli required to moot the wants of 
 that i;veat trade from tlio Western States to the Kastern Seaboard, 
 Avliich. aecumulatin^- in ( 'hiea,<<:(», ^Milwaukee, Duhith, and other 
 \vestern cities, is hence distributed tbrou/xb numerous channels to 
 an <';istern mai'ket. 
 
 Lxistiny- avenues in tbe Ignited States are insuttieient to ^arry 
 this traflrc ; so much so tbat an earnest desire is felt by the merchants 
 of (he west for further facilities to shorten and cheapen the transit, 
 Avhich now bears lieavily n];on Ihem. r.nd, moreover, is inadequate 
 to meet the iiicreasin,n-deman<ls of the trade. It is believed that the 
 bine now projected will have a marked intlnence rpon the move- 
 ment of this trade, and turn a lar^-e share of it through Quebec, its 
 proper and natural ocean shi])pino: port. 
 
 As an examjile of the inadequacy of the ])resent means of 
 transit: The Krie Canal, one of the main channels through which 
 this constantly incieasing stream tinds its way to the sea, is literally 
 choked with it ; so much so that it frequently fakes three weeks for 
 a barge to pass fnmi J^uffab-) to Albany. The water, also, in the 
 canal is so Avarm that quantities of grain and ]K)rk are annually 
 damaged in the transit. The same crowded state exists on the main 
 lines of ]-aihvay from Buffalo east. The IS^cw York Central, in par- 
 ticular, has lately had to lay four lines of rail iu its endeavor to 
 Dueet the requirements of the trade; two of which are devoted 
 almost exclusivel\' to it, and upon which trains, moved by six 
 engines, are often run a mile in length to rediu-e the liability of 
 collisions. 
 
 The Dominion Government have decided to make a Port of 
 
 
immm 
 
 PUPHPRPP 
 
 I 
 
 Kniry nt tlio iiumtli of Ki-cncli Hivcr. Jiiid iinniodiiitoly ittiild a I{ail- 
 way, Konic ci|,Mify-fivc jiiilos from tl.enco to the Knstern tonninns of 
 the Pacific Hnilwny, iiojir Lake Nij-lishin^. T'lis hein^r uiulorHtood, 
 the time Avould {ip])oar to liavc arrived for the citizohH of (^uehcc to 
 take |)l-orii])l action to secure Iheir share of that ira(U\ which will 
 soon seek the iiort of Fi-eneh Hiver, and which it is maintained can 
 l)e hron^rlit on to Qnohoc. The lirst Htep. it is considered, will ho 
 ,i,n'aniin«^' jn-oper facilities to enahle this link in the shortest cliain of 
 communication to he ho^un, and tlio works to ])roceed simultaneous- 
 ly with the several l^nilways of Ontario, each and all of which are 
 strivin*,^ for a ])ortion of this traffic. If this is not done and trade 
 allowed to drift into other channels, it will not he so easily reclaimed. 
 
 It is now ])ropf)sed to show some of the many reasons why 
 (v)nehec is more fitted to he the entrepot (»f this Westei'ii trade 
 than many of hei- more Southern rivals, which have hitherto—hy 
 their indomitahle energ}- in opening up fresh lines of communication 
 at any cost,— succeeded in diverting this trade from its natural chan. 
 nol, the (Julf of Saint Jiawrence. 
 
 Fi-st, t!ie bulk of the goods moved arc comparatively perisha])lo 
 in warm latitudes, and great losses arc aniuially incurred from this 
 cause. The cooler elements existing in our Xorthern climate are 
 peculiar]}' adapted to remove this evil. 
 
 « 
 
 The shortness of time required for the transit via Quebec, wlien 
 compared with that to Xew York and Boston, by way of the existing 
 channels, Avill also be found in favoj- of the former. Articles shi])ped 
 fi'om Chicago and ports AVest of it, can be delivered in Liverpool via 
 Fj-ench river and (Quebec direct, sooner than in New York, via the 
 lakes and Erie Caiuil. A month is generally consumed in the latter 
 passage, while fifteen days may lie considered a fair average time to 
 deliver cargoes from Chicago to Liverpool, via (Quebec, with proper 
 steam connections. 
 
 The facilities for shi]i])ing from Quebec, when the proposed wet 
 docks in the river Saint Charles are coni])leted, will be unequalled. 
 Cars can then discharge their freight directly alongside vessels at 
 all times of tide. 
 
 Moreover, ft eight transit to Kurope, poi't cluu'ges and other ex- 
 penses, rule lower in (Quebec than in New York. This added to the 
 
m 
 
 ivilnrtnl cost of dolivcriiiju' ^'"xmIs \>y tlii^ diroot line will di^'iiiniiiatc 
 in ravor of Qiioboc. 
 
 Tn adtlitioii to tlio WcshM-ii Inxlo, will follow tho trado of tho 
 I'acifif oil I lie ('oin|»lofioi\ ol' flioso Hailwjiy^* — a ^laiuo at tlii» 
 inaj) sliowiiiii; <liat lliu (^iK'ltuc and LaUo Huron diroct Kailway, is 
 0(iuallv favourably situated to carrv this trado also. 
 
 Tho eomparative dlstanees from Chieai^o to tho sovoral Kastorn 
 |)ortrt of (^uolu'c, Montreal and Xew Vorlc by water, and tho dillorent 
 lines of railway l>uilt. buildiui;- and projoetod, aro shown in Ap^jondix 
 A. annexed, they are in favor ot 'Quebec. 
 
 The distance from the mouth of tho I'reneh Tlivei- to (^uobee i'/Vi 
 >«'ipissin^ and direct lino, with a bboral allowance for curvature, i -i 
 r>(M) miles, bein<j:seventy-tivo milos shorter tiian via .Montreal Xortiiern 
 Colonization and Xorth Shore Railways; 15!) miloH loss than cia 
 Harnia, the (Irand Trunk and North Shore Line, and 2-41: milos loss 
 than to Xew York r/a Ottaw.'i City andCoteau Land i n <>• Jiail way, 
 across the St. Lawrence. Of tlio whole distance from French IJ'.ver 
 to (Quebec, but ^HO miles oidy, or from Lake Nii)issinuj to L'ortneuf, 
 is now under consideration. It hoing for tho present proposed 
 to titilizo thlrty-tive mil<<s of the North Shore Hallway, from (^uehec 
 to Portnouf, this portion being nearly on the diroct lino to Xij)issing. 
 Tho balance of tho distance, about eighty-tive milos from tho mouth 
 of Frencli Ilivor to somewhere near Lake Ni])issing, being made by 
 tlio Dominion (Tovornment, 
 
 Tho above 380 miles are estimated to cost olcvon millions of 
 dollars, or about twonty-nino thousand dollai'sper milo. This is tho 
 same ])rico as the lino recently surveyed by Mr. Leggo, Chief 
 Engineer ot tho Montreal (!oloni/-ation Railway, from Aylmerto the 
 Matawan, through a similar country. 
 
 Tho grading on the dii'oct lino will probably bo much heavier 
 than the lino following the JJiver, but this is but one of many items 
 common to the construction of every railway, and the oidy one in 
 this ease influenced by the country jmssed over. 
 
 When it is understood that $15,000 per milo and upwards must l)o 
 spent on any rea//// good line, in onginooring, law, land damage, bridge 
 superstructure, permanent way. rolling stock, stations and other 
 
mmmmm^ 
 
 1 
 
 (•x])onso^ ((.mnioii toidi niiUvu\>. t-iiliivly in(U'|mii<lenl of thy v<Ht oi 
 <;i-ii(lin"ini(l mn^oiiry, it ^vill bo ^oon tliut Hiieli iiii except ioiiully t'liny 
 «ni<liii^^ a.s is foiiiHl oil the Ts'oi-tli Slioi-c unci Nortiici'u {'oloi.iziitioii 
 Jiailways may Ix" laip^ly iiioivasod without matonnllyiiicrcnsintr du. 
 total cost. 
 
 
 A> an ott'Mut I;) this. h(.\,-evci-, il should he reincinhci'Ml that the 
 diroct line crosses the stivann noaivr their noiu-cos, and the brid^nn^- 
 from this cause wjU necessarily be much less, that the costly item 
 of land dama<,^'s will disappear alto<,rether, antl the cattle ^^niards, 
 ]'oad erossin«,rs, fencin^r and stations l)e reduced to u minimum, the 
 above sum, therefore, will be considered suflftcient. 
 
 The cou.itry has not yet been ivirularly surveyed, but onou^^h is 
 known of its yenei-al leature^ to warrant thai no insuperable dilli- 
 culties exist. 
 
 It is certain that no such dittieulties will be found alon^; any 
 ])i)rtion of tlio proposed line, as exist thi-ough the White Mountain 
 and Alle,i;hany Ilanges, across M'hich the Hallways extendini,^ west- 
 ward from Portland, Boston, .\ew York. J^hiladelphia and BaUimore, 
 liavo all been forced, ami which, like the so-thought im[)assible 
 barriers of our own Lake ^Superior, the JJocky mountain and Cas- 
 cade Hanges all disapi>earod befoi-e the levels of an intelligent 
 Engineer. 
 
 This great work too. it is maintained, can be accomplished with 
 but little additional burthen tothe country, beyond using those means 
 M'hich nature in this case has so lavishly provided iu the Ibrm of 
 groat tracts of wild land extending far to the North ot, and on each 
 side of this line. 
 
 It is belie\ed that with a liberal land Si. jsidy the capital tor the 
 enterprise can be raised in London. 
 
 Tjiese huids, now com])aratively worthless, and if lett in theii- 
 isolated jiosition, likely ever to ]-emain so — will — with a railway 
 through their midst, bectmie valuable as the homes of a hardy revenue 
 l)aying people. 
 
 The trade of this wide region likewise which will surely tollow. 
 in all kinds of lumbei*, cereals, minerals, A:c., will by means of this 
 
! 
 
 Ruilway iiud its brunches— its only outlet — bo made ti'ibutury to 
 Quo bee. 
 
 The settlers who create tliis tnule while ouriehino; the country 
 hy their liil»or, will iu return make trattto for the railway that brings 
 tLem, as it wore, into existence. 
 
 As an evidence that this can be accomplished, it is proper to add 
 that every portion of this line lies S(u;th of the city of Quebec, the 
 country, therefore, traversed by it may be assumed to have at least 
 as genial a climate. The latitude of (Quebec is about 46 degrees 
 50 minutes, while French River is on the 4(3 th paralloll, (Fort Garry 
 is tour degrees further north.) The intervening portions of course 
 lying bet\vee]i these two extremes. 
 
 The traffic anticipated, will form the subject of another paper. 
 
 
)■ >■ 
 
 ^^ i^ I* K IN J > I x: Jl . 
 
 Comparative Estimate of dhtnttcesfrofu moufh Freuch River 
 (o Quebec by iiiree proposed lines. 
 
 \s\, via Fronch IJivivi-, Xipissiiif.- und Qiu'l.oc dirccl Railway. 
 
 -ikI, via Pivnch i\iv('r. Montival XorflK>,'(i rolonizatioii Raihray 
 
 untl.Nonli Shore -K'iiii way. 
 
 ovd. via Fivuch K'nor. Renfrew. (;ttawa, .Montreal ami Xorth 
 Slioi'i; Railway. 
 
 l«t, Fivudi Kiv.-r, Xipi.ssiiij;- auil (Jiu'Ikt .linuT ll-iilwiiy. Miles. 
 
 FrciiuklUveutoauoiitli Mattiiwaii liy :\Ii. Lc-Lic's ^nivrv il7 
 
 ' ' '- Matt;iAvaii to <,Mn'i'i>c diiect ..,; f, 
 
 AUowfUit'L' lor fiirvutiir.' lui 
 
 2ud, via French River, .Moutirui. N. (', UiiilwH.v an.l X. .S. Rail way. 
 
 __Mouth of French Uivrr to Jfattav \ as abovf 117 
 
 Miittawaii to 'Nfont/cal by ifr. J^ij-yc .^ Survey 300 
 
 Moutieal U) <,Micl(ef |.y Xoith Slioie Railway , 158 
 
 575 
 
 .Ird, via Fiviuli l^ivcr, R-iilVcw, Ottawii. M<ntreai, \, S, Railway. 
 
 French River to RrntVew, by Mr. Lru p' s Survey 'j 1 .*• 
 
 Jl^'UlVi-w to (^ttawa by Canada Ccntial 70 
 
 Ottawa to Montreal by M, X. ( '. Raihvav ] j.) 
 
 Montreal to (JueU e by X. S. Itnil was . . ", I jrt 
 
 By (.lie above it will he seen that tlio Freneli I{iver, Xiplnsin^- 
 and ^)iieliee direct is 7,") niiKi.s shoifer thai) by the Montreal Xoi'tjiei'ii 
 (lolonizution and Xorlli Shore line.s. and (i:; rnile■^ less than the line 
 via Renfrew. Ottawa. .M« i.treal and .North Shore Railway 
 
10 
 COMPARATTVE DISTANCES. 
 
 Fro hi Chiaiii'o fo Qucbfc by Mixed Waler ami Rail Rout pis : 
 ahuj'foiii Chicago to New York; via French River and the 
 Cotean. 
 
 AV^iKH. Kail. Totals 
 Via French River, Montreul Northern Colonization, and 
 
 Nortii Siiore RailvvHys to Qncb •(■ rud 57;' LllS 
 
 Via Frencli Rivfr nnfl (,)n"h'c ilirrr't liaihv.ny ")4(> 5oo 1,040 
 
 Kiffcn'nrr in tavm- ot i,tiitln'c direct Hailway. 
 
 75 
 
 75 
 
 Via French River, Renfrew, Ottawa, Montreal X. (Colo- 
 nization and N. S. liailway, to Quebec 
 
 Via Frencli Itiver and <,Mielifc direct [Railway 
 
 Dilfcrence in favor ot Qnelicc direct Railway. 
 
 '140 
 540 
 
 5IV2 
 500 
 
 (i'l 
 
 1,102 
 1,140 
 
 62 
 
 Via Snrnia, (rntnd Trunlc and N. S. Railway to Quebec , fi20 659 
 Via French River and Quebec direct Railway :">40 500 
 
 Difference in favor of Quebec direct Railwy. 80 159 
 
 1,279 
 1,040 
 
 2:59 
 
 Via Frencli River, Rjnfrew, Ottav-^a .ind tin; Cotean, to 
 
 NewVork 540 744 1,284 
 
 Via French River and Qneb-c direct Railway . 540 500 ] ,040 
 
 DifteA'nc(! in favor of Quebec direct Railway. 244 244 
 
 The distance from Chlcugo b}' direct line is therefore seventy- 
 five miles shoi-ter than by the ^Montreal Xorthern Colonization and 
 aNTorth Shore Eailways; sixty-two miles less than via- Renfrew and 
 Ottawa; and :J3!) jniles less than via Sarnia, the (irand Trunk and 
 North Shore* Railway. It is also 244 miles less than to New Ycn-k 
 rui Kenfrew, Ottawa (,'ity and Coteaii Landing- Railway, aci'oss the 
 St. Lawrence. 
 
1,102 
 1,140 
 
 62 
 
 1,279 
 1,040 
 
 2;5'J 
 
 It 
 
 Disfnuce h>f water from, C/u'rao-o /o New York via Buffalo and 
 Erie Canal. Aho to Montreal and Quebec, via Ike Lake^ 
 and Saint Lawrence River. 
 
 Totals 
 
 l,liri 
 1,040 
 
 75 
 
 Chicago to New York, via Buffalo and Erie Canal \'^'~'> 
 
 Ohica-ro to Montreal, via Lakes and St. Lawren(>e ' * * i230 
 
 Cliicaf,'o to Qiioliec, via Lakes and St. Lawrence 1440 
 
 TIk' pm-t wator and rail roiito ft-om Chicago to (Jueboc, via mouth 
 Fi-oiK'h River and (.Invhc-c diroot, i.s 400 miicM loss than bv the laUcs 
 und St Lawrence, 240 miles le.s.s than to .Alontreal by the sanio route 
 and :-}.S2 miles le.ss than to New York, via HutUilo and i^:rio Ciw.al ' 
 
 l,2pt 
 
 1.040 
 244 
 
m 
 
 !V.«V»