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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure aro filmed beginning in the upper left hand corner, left to fight and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre film6s d des taux de rdduction diff6rents. Lorsque le document est trop grand pour dtre reproduit en un seul cliche, il est film6 A partir de j'angle supdrieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images n^cessaire. Les diagrammes suivants illustrent la rrdthode. 1 2 3 1 2 3 4 5 6 >; / [2] / ^^-ct^ B. Tap *' , *' T ALSO, BEST YORKSHIRE Bar Iron & Boiler Plates. This Iron is unequalled for strength and durability, soundness and uniformity. It is capable of receiving the highest finish, which renders it peculiarly adapted to the manufacture of Locomotive and Gun parts, Cotton and other Machinery, Chain Bolts, &c. ^le Agency for the United States and Canada, "3 *^^ H-^M^ [3] Montreal Safe Works. ESTABLISHED 1838. CHAS D. EDWARDS, (Successor to Kershaw & EdwardSf) MANUFACTURER OF FIRE PROOF SAFES, Burglar Proof Safes Bank Locks, Iron Doors, Safe Locks, Iron Shutters, Jail Locks, Iron Vault Linings, Store Locks, And every description of Iron Work for Public Buildings, Jails, Registry Offices, &c. Sal«iirooiii,'19 VICTORIA SQVARE, luiderSt. Patrick's Hall, MONTUEAl, fi. H. MOORE, General Agent for Ontario, 61 FRONT STREET EAST. TORONTO. Mr. Moore also keeps on hand a stock of Safes, and will furnish listis on application. A special discount made to Bailroads. •' jJair.vi: The Canadian Express Co. Forward Merchandise, ISJoney, and Packages of every description, Collect Bills with Goods, Notes and Drafts, throughout dAWAPA ^ WMM WMWWMB BWJkWBB^ BiumiQg Doily* (Sundays ezoepted.) over the entire line of THE GRAND TRUNK RAILWAY, Prescott and Ottawa, Brockville and Ottawa, and Port Hope and Peterborough Baih-oads. Also by the Allan Line of Steamers to all parts of Europe. » •« ■ Packages handed in at any Railway Station in Great Britain, con- signed to Wm. Blackwood, Agent Canadian Express Company, Liverpool, will make quick despatch. Invoices must accompany all Foreign Consignme.its. Particular attention given to all Articles perishable by frost or heat. Meduceil Hates on large Consignments. -•-•-«- Principal OlHces and Asents i MONTREAL— B. T. Irish. PORTLAND— J. E. Revillb. TORONTO— J. D. IRWIN. KINGSTON— G. T. Olivbe. OTTAWA-C. C. Ray. QUEBEC— W. C. Scott. LIVERPOOL— Wm. Blackwood. Office, No. 22 Town Buildings, Water Street. ooN-sia-isras^EisrTs soiiiaia?EiD, [5] North. Western Express Via Northern Railway of Canada, Forward Honey PAeksges and IMerctaandlAe i Collect Bills with Coods* Notes and Drafts ) Attend to General ForwardiagjComnyssion&CustomHouse Business, Connecting with Expresses to all parts of Canada, United States and Euroi)e. GOODS FORWARDED TO t^ewmarket, Barrie. Penetangwisheno, Collingvrood, Wivlkerton, Owen Sound, Southampton, Orillia, Muskoka District, Parry Sound, Bruce Mines, Sault Ste. Mario, Fort William, Bracebridge, &c., &c. JOHN J. VICKBRS, rroprletor. J. B. HULBERT, Railway Contractor, Begs leave to inform the public that he ia prepared to construct Iron or Wooden Rail- ways, either by contract or othenvise. WOODEN RAILWAYS. The "Hulbert Wooden Railway" having been generally acknowledged to be the l>e«t system in use, parties desirous of constructing these roads would do well to communicate with the projector, tlie facilities which he posscssos iu!the shape of new patented machinery for construction purposes, give him a great advantage in carrying out work economically. Hulbert' 5 Patent Self -Loading and Dtimping Cart'' n Tliis invention is for the economical excavation and removal of gravel, earth, Ac, in railway and other line work, altogether superseding the old system, .vi«., in the use of the ordinary cart. This invention combines the cart and scraper, is self-loading, thereby reducing the cost of moving earth to a very great extent. Either steatn or hons pow«r can be appliod to this cart. Full Information given upon a|>plication. («] Railroad Insurance. Liverpool & London & Globe INSURANCE CO. Head Office, Canada Branch, Place D'Armes, Montreal. Assets, ->-------- $18,500,000. Daily Income exceeds - - - - $20,000* Funds Invested in Canada - - $350,000, All kinds of Fire Insurance accepted at moderate rates. * Life Insurance eflfected and Annuities granted on Favorable Terms. The shareholders personally responsible for the engagements of the Company. All Directors must be Shareholders. Moderate 'HateH. I*roiiipt Payxnents. Xjiberal Settlements. FEATURES. ILtarge Keserves, Inoreasints Revenue. Carefvil ^Management. CANADA BOARD OF DIRECTORS. T. B. ANDERSON, Esq., Chairman. Tlio Hon. HENRY STARNES, Deputy Chairman, (Manager Ontario Bank.) E. H. KINO, Esq., President Bank of Montreal. . HENRY CHAPMAN, Esq., Merchant. TUOS. CR.LMP, Esq., Merchant. G. F. €. SMITH, Besldent Secretary. Mtdical Referee : DUNCAN C. MACCALLUM, Esq., M. D. -•-^♦•-•- Ttac Liverpool and IHncs Poli- cies of Speelfle Iniinrance, nt favornble tcrniH, to llAIIVT. in the 0«ce of the MiuiJ^J'^mltn"' ' '"""' "^''^"' THE MONETARY AND Commercial Times A WEEKLY NEWSPAPER, DBTOTXD TO Finance. Comiinie. Insurance, Bailwa^, Inini, Mment AND JOINT STOCK ENTERPIilSE. The only Journal in the Domioion whioh devotes 3pm\ ^ttenti0tt U %m\mp, steps are being taken to render this feature more especially interesting and Taluable, and for the better attainment of tliis object the co-oi)erotion of the Directors and Officers of the Kail way Companies is cordially and earnestly invited. News items relating to Itailwav Contmcts, Official and other Changes and Improvements of every Kin«l, are always gladly received and published. It is desired to make the railway department fully represent this great and growing interest. Railway Managers Read It- Railway Manaiarers Subscribe for It- Railway Managers Advertlge In ll. Railway Managers Bind It for Reference. It is invalnable to keep on fyle as a record of prices and of the commercial and general statistics of Canada. 8UB80RIPTION PRICE- Canadian subscribers 92.00 per year. British " iwstpaid 10s. " American " " gold 2.50 " RATES OF ADVERTI8IN0- Casual Adrertisements, each insertion.,.. 10c \m line. Yearly Advertisements, per annum $2.[)0 " All letters should l»e addressed to J. M. TROUT, BHsineii Muiager. TorsBto, May Ist, 1871. ./ .i/via ..c..^u f 'i;;, ; .■i>^*.,.;i^^.. >}^^^v^y>j'i; Vk i yj:. fl2l E. E. ABBOTT, MANUFACTURER OF (34 atlrinists^ %m\% Wood Working and General Machinery. BOLTS, NUTS, WASHERS, COACH SCREWS, &c. GANA.NOQTJE, ONT. .♦ ^ INDEX TO RAILWAYS, .. _ .^' PAGE At'anticandSt. Lawrence (see G. T. R.) : 82 Brockville iind Ottawa 141 Buffalc and Lake Huron 80, 172 Canadian Canals 49, 50 Canadii Sov thern 134 Canada Central 170 Canada Air Lino 97 Canadian Pacific 158 Carillon and ijrronville 16(> Cobonrg, Petorboro* and Marmora 117 Early days of Transportation 17 Early Railway Charters 51 Erie and Niagara 102, 172 European and North American 120, 184 Gftlt and Guelph 96 Grand Trtmk 57 Great Weateni 87 Glap^'owand Cape Breton 148 Ha; iburg and Brantford 166 Intfeijolonial 125 Kingston and Pembroke 158 London and Port Stanley 114 London, Huron and Bruce 136 Massawippi Valley 161 Midland of Canada 167 Montreal and Vermont Junction 171 Montreal and Champlain 49, 166 New Brunswick and Canada 128 Northern 106 Northern Colonization 147 North Grey 137 North Shore 138 Notf'a Scotia 103 Peterboro' and Haliburton 173 Province Line 171 Quebec and Gosford 162 Richelieu, Drummond and Arthabaeka 141 Richmond, Melbourne and Missisquoi 160 Stanstead, ShefFord and Chambly 173 St. Lawr«;nce and Ottawa 144 St. Lawrence and Industry 166 Toronto, Grey and Bruce 150 Toronto and Muskoka 136 Toronto and Nipissing 154 Welland 146 Wellington, Grey and Bruce 98, 156 Western Extension 123 Whitby and Port Perry 139 Windsor and Annapolis 133 i i i John Macnab & Co., (Late LYMAN A MACNAB,) IMPORTERS & WHOLESALE DEALERS IN BRITISH, GERMAN, FRENCH, AMERICAN, and CANADIAN SHELF AND HEAVY 5 Ff^oNT Stf^eet, Toronto. JOHN MACNAB. T. HERBERT MARSH; W. S. Symonds & Co., DARTMOUTH, N. S., MANUFACTURERS OF Car Wheels, ■ RAILROAD AND OTHER CASTINGS. « OFFICE AND 1FABEBOOMS, 19 and »1 DUKE STREET, HALIFAX, N. 8. INDEX TO ADVERTISEMENTS. • PAGE. Abbott, E. E., Tool Works ...Gonanoque 12 American Bridgt Co Chicago, 111 190 Baldwin Loco. Worki PhiladeJphia, Fa 177 Boxall John, Lamps, &c Toronto 195 Byem A Penn, Spring Works GaDanoque 193 Canadian Engine and Machinery Company Kingston 17, 80 Canada Bolt Company, Bolts and Nuts Toronto 183 Canadian Express Company Montreal 4 Canadian Rubber Co Montreal 206 Cantin, A., Vessels, &c Montreal 207 Car Wheel Company, Car Wheels Toronto 209 Cowie, T. & Co., Railway Castings Hamilton 198 Crossen, James, Car Works Cobourg 207 Currie, N. «fc Co., Boilers, &c Toronto 203 Currie, W. & F. P. & Co Montreal 213 Detroit Bridge Company Detroit 189 Detroit Car Wheel Company, " ** Detroit, Mich.... 186 Danforth Locomotive Company, Locomotives... Patterson, N. J. 184 Dan'M, Litchfield & Co., Railway Supplies New York 7 Deliney, C. D. &Co., Axles Buffalo 194 Domville, James & Co., Railway Supplies St. John, N. B... 210 Edwards, Charles D., Safes Montreal 3 Gardner, R. & Son, Tools, etc Montreal 196 Hamilton, Wm. & Soii, Car Works Toronto 180-'l Harris, J. & Co., Car Works St. John, N.B... 187 Hawkins & Burral, Bridges Springfield 188 Hinckley & Williams' Works, Locomotives Boston 182 Hulbert, J. B., Contractor. ....Quebec 6 Intercolonial Iron Co Londond'iy, N.S 205 Keans, George T., Railway Supplies St. John, N.B... 204 Jones, W. J. M., Railway Suppues Montreal 195 Kinmond, W. L. & Co., Railway Supplies Montreal 197 Lewis, Bice & Son, Hardware Toronto 211 Liverpool and Loncl on and Globe Insurance Co .Montreal 6 Lut« & Co., Nut Works Gait, Ont 203 Millard, R. & Co., Chairs and Spikes Montreal 201 Mitchell, R. & Co., Brass Works Montreal 191 Michigan Car Co , Detroit, Midi.... 186 Montreal Telegraph Company Montreal 200 McKende, Richd. , Railway Supplies Montreal 206 McMurray, Fuller & Co Toronto 202 Macnab, John & Co., Hardware Toronto 14 Overing, Thos., Wire Works Montreal 199 Peck, Benny & Co., Spikes Montreal 185 Portland Company, Locomotives Portland 199 Pell, A. J., Plate Glass Montreal 191 R. I. Locomotive Works Providence 192 Rice, Tlios. G., Wire Works Montreal 204 Ruttan, H. J., Air Heater Cobourg 212 Shedden, John & Co -. Mont'lJfc Toronto 210 Symonds, W. E Halifax, N.S. ... 14 Taft, John B., Steel Tires Boston... 2 Tavlor, J. J., Sales Toronto 16 TiUotson, L. C. & Co., Railway Supplies New York 197 Toronto Steel Works, Baine's Patent Toronto 176 TmTellers' Ins. C». Montreal 8 Vickers' Express Co Toronto 5 [IG] ^^^^^.ojafe H-o,^^ J. & J. TAYLOR, MANUFACTURERS OF Fire k BMlar Proof Uz, IRON VAULTS, VAULT DOORS, LOCKS, ASB Eveiy Description of Fire & Burglar Proof Securities. Manufactorp and Sale Booms : 198 & 200 FRONT STREET EAST, TORONTO. irCIRCUL/^R AND PRICE LIST FREE TO ANY ADDRESS, jf iU, ,kiifAi.aSfai:5j»^'i m THE EARLY DAYS or TRANSPORTATION IN CANADA. « » « s, The material progress of Canada has depended on nothing «o much as the means of communication, the facilities for •conveying men and goods. On the discovery of Canada, when the whole country was ■covered with a primeval forest, the rivers and lakes formed the natural highways, the only means by which it was pos- sible to travel. The birch bark canoe, which the Indians had from time immemorial used, had to be adopted by the first Europeans who made their way into the interior. When a fall or cataract was reached, the tiny vessel had to be hoisted on the shoulders of the travellers, and carried above or below the obstruction, together with whatever goods the party carried. Tents were generally out of the question ; and the Jesuit missionaries frequently speak jocosely of having put up for the night at the sign of the moon ; the stars their canopy, and chief or only covering. Between Three Rivers and the country of the Hurons, on the east side of the Georgian Bay, which they named the Fresh Water Sea, and which the Indians called Attigouantan no less than forty iiortages had to be made — that is, the canoe had to be taken out of the water and carried so many times — and the downward voyage, when sailing with the stream nearly all the way, consumed no less than thirty-five days, in which many perils to life and limb were encoun- tered; a longer time than is now required to cross the 18 THE EARLY DAYS OF continent five times from the Atlantic to the Pacific. The- chief business of ihe country long centred in the fur trade, of which the beaver furnished the larLrcst and most valuable supply. The boats used by tlie traders were necessarily limited in weight to what the voyageurs could carry on their slxoulders over the portages. We are not going to waste time on a review of the fur trade or its progress, but it is worth while to note, as illustrating the inevitable slov,'- ncss of the progress which it was possible to make in the absence of impi'ovcd means of convevance, that thon2:h Canada was discovered in lol4, the only means of getting into Lake Superior, possessed by the North- West Company, the most powerful organization that then existed in the country (the year 1800), was the bark canoe. It was large enough to carry eiglit or ten men, and a corresponding quan- tity of goods. It thus appears that for nearly three centuries the bark canoe, in one form or anothei*, was the only reliance of Canadians, when extra long voyages had to be undertaken. On shorter vojMges, other and superior craft weie used. At the close of the last century, it was the custom of Governor Simcoo to travel, from Kingston to Detroit, in a large bark canoe, rowed by twelve chasseurs of his own regiment ; and followed by another boat, in which the tents and provisions were carried. The rule v/as to halt at noon for dinner, and in the evening to pitch the tents. "When it was necessary to pass from one lake to the other — Ontario to Erie — by the portage at Queenston, this was then the only kind of vessel that could be used. On Lake Ontario he had the choice between the large bark canoe and a gun boat of eighty tons — that being the capacity of the Onondago — of which there were four. But only two of them, provided with sails and oars, were fit to carry either passengers or guns; and they were often pressed into the service of merchants, by whom either an equivalent in money was paid, or a return in like service in their vessels- to the government was made. e TllANSPOllTATION IN CANADA. 19 . The trade, il liable ssarily Li'iy on >ing to !ss, but 3 slov.'- in the Lhougli [,^etti:i<^ mpanv, in the 13 large y quan- mturies :elianeo rtakeu. 3(1. ,tom of tit, in a lis own e tents It noon hen it iario to e only ntario and a lof the wo of either to the int in t'essels. The cost of carriage, by every mode of conveyance then in use in the country was enormous. A bushel of Indian corn cost, by the the tinie it reached Grand Portage, about thirty miles above Fort William, tv/enty shillir.gs sterling; and Sir Alexander Mackenzie tells us it was the cheaiJcat article of provisions the North-Wcst Company could supply its men with, in the first year of this century. For the same sum ten bushels of corn can now be puitjhased in England, after havinir been carried a tliousand miles in the interior of America and across the Atlantic. But the North-West Con;pany obtained the carriage of its stores very cheap, comp.ired with what others paid. The cost of carrying goods between Momtreal and Kingston, before the Rideau or St. Lawrence canals were built, seems to this generation incredible, an 1 is worthy of belief only, because it is stated on unimpeachable authority. Sir J. Murray stated, in the House of Commons, September G, 1828, that, on a former occasion, the carriage of a twenty-four pound cannon coat between £150 and £200 .sterling ; that of a seventy-six cwt. anchor £C70 ; and that when the Imperial Government sent out two vessels in frames, one of them, a brig, cost the coun- try in carriage, the short distance between these two cities^ the enormous sum of thirty thousand pounds sterling ; nearly one hundred and fifty thousand dollars. The same service could now be performed for a mere trifle. In the earl}' days of the Talbot settlement — about 1817 — so called from a large district of country in Western Canada having been granted to Col. Talbot to place settlers upon, we have the authority of Mr. Edward Ermatinger, the biogi-apher of that eccentric pioneer, ibr the statement that eighteen bushels of wheat were required to pay for a barrel of sail , and that one bushel of wheat would no more than buy a yard of cotton. From the difficulty of getting seed grain over the wretched roads of this new country, the struggling pioneer sometimes had to pay as high as two dollars a bushel for wheat, which sold in other parts of the province. 20 THE EAllLT DAYS OF where communications were better, for about three shillings and three pence a bushel, and other things necessary to his comfort and subsistence were proportionately dear. The enormous rates of Atlantic freights, in those early days, show the immense improvements that have since taken place in ocean navigation. Mr. David Anderson, who, in 1814, published a book to prove the importance of the British American Colonies to England, estimated the freight of a quantity of wheat sufficient to make a barrel of flour, from Canada to England, at a pound sterling, nearly five dollars. He was obliged to rcake an estimate, when dealing with a barrel of flour, because "breadstuff's" were then shipped to England only in their unground state ; and if his figures be reliable, Atlantic freights on this form of "the staff" of life," were seven times as high as at present. We suspect, however, that his estimate was too high. The average cost of freight on all the grain taken to England is added to the price of the grain ; and if it costs five or six times as much to take grain to that market from one country as it can be taken for from another, the producer in the former country is at a great disadvantage in the com- petition he is obliged to meet. Discriminating duties could not be expected to make up the difference. Lying under these enormous disabilities, in respect to the transmission of produce from the place of production to the ultimate market, it was inevitable that the exports of Canada in grain should be lovr. In tha quarter of a century ending with 1824!, when the practice of grinding wheat for exporta- tion had begun, Canada had exported only 503,212 bbls. of flour, and 4,833,190 bushels of wheat. Her population was small ; but the growth of population under this condition of things must necessarily be the reverse of rapid. Between Quebec and Montreal, and on Lake Ontario an improved kind of craft was used long before the same thing was possible between Montreal and Kingston. In 1795, three small merchant vessels, owned at Kingston, used to TRANSPORTATION IN CANADA. 21 jnding Lporta- Ibls. of )Ti was bion. of rio an thing 1795, Ised to make eleven voyages a year to the portage at Queenston • they formed the bridge between Kingston and Queenston ; and loiiff after, so little was foreseen of the future tracks of commerce, it was thought that the latter place would always continue to play an important part in the trade of the country. These vessels were, probably, from filly to two hundred tons burthei), as Weld tells us, there were merchant vessels of that class on the lake at that date. Canoes and batteaux were also much used ; all the coasters on the American side being of the latter class. Nearly all the British commerce of the lake was between Kingston and Queenston. The vessels seldom called at any other point. The number of vessels must have been small ; for, if we may trust a statement published in the newspapers of the time, there were, in 1812, seventeen years after, on the Canadian side of Lake Ont^irio, only three vessels of over forty tons each. In 1826, in spite of the war that had in- tervened; the number of vessels of that size had increased to between thirty and forty, and some reached nearly, or quite^ one hundred tons. At the foiiner date, 1795, the fare be- tween Kingston and Niagara was ten dollars, first class, and half that sum second class. The freight on goods between Kingston and Queenston was about nine dollars a ton (thirty six shillings sterling) nearly as much as would have been paid for carrying them across the Atlantic, before the war then raging in Europe broke out. But ships were costly to construct, and wore out rapidly ; sailors had to be brought up from the ocean, and retained on pay during the five or six winter months when the harbors were frozen up. Ship carpenters, brought from the States, worked in sum- mer and returned home in winter. Added to this rate of freight was the previous carriage, sometimes of over two thousand miles, inland, before they were put on board at Queenston portage. Over this portage, sixty wagons would sometimes pass in a day. The upper landing place was on Chippawa Creek. Merchandize took this route westward by 22 THE EARLY DAYS OP Detroit to Michilraackinac, and beyorul. This porta;^c trade gave the aame importance to Quccnston that Lachino re- ceived from a similar kind of traffic. The first steamboat that ran between Quebec and Mon- treal appears to have been built in 1811, by Mr. John Molson, well known as the father of steamboat enterprise on the St. Lawrence. Wo find by the journals of Lower Canada that a bill was brought in, in that 3'eai', to grant him the exclusive right of navigating with one or more steamboats that part of the river ; but though it passed through committee, it did not become law. Next year it was again introduced on ])etition. The petition sets forth that Mr. Molson had already built a steamboat, at great expense, which would afford the moans, at a small cost to the public, of a speedy and convenient passage between the two cities; the only means of making it then in use being ** fatiguing from the nature of the vehicle, and inconvenient both for lodging and nourishment." The petition did not mention the number of years during which this exclusive privilege was desired. The Legislative Council pasijed the bill, and inserted the term of fourteen years ; but when it came before the Assembly, in Committee, the House was counted out for want of a quorum, only thirteen members being present, among them L. J. Papineau, who was favour- able to the measure. Nevertheless, steamboat communica- tion was established on that part of the St. Lawrence, through the enterprise of Mr. Molson. It le&sened the cost, shortesed the time, and banished many of the discomfoi-ts' of travelling between the two chief cities of Lower Canada. Twelve years later, there were no less than seven steamboats plying between Quebec and Montreal. Five of them ap- peared in Edward Allen Talbot's eyes nearly as long each as a forty gun frigate. The double row of sleeping berths, on each side of the cabin, were thought to be surpassing luxur- ies, where state-rooms were unknown ; though they would now fail to command any but second class passengers. And TRANSPORTATION IN CANADA. 23 tlio charge, £3 sterling, over fourteen doHava and a Imlf from Quebec to Montreal, and ton Hlwllitigs less the other ■way, would now take a passenger all the way from Ifamilton to the Saguenay by steamboat, and from Sarnia to I'ortland by rail. But the rates of [lassage were soon reduced, by tho natural operation of competition, to a moderiito ligure. By the year 1829, deck passage on these steamers could be had for a dollar and a half; and a ])as3age could be hnd on such conveyance as then existed, from Montreal to Kingston, for five dollars more. Upper Canada was only a little later in availing itself of the facilities of steamboat navigation. The Frontenac, tho first Lake Ontario steamer, was not built till 181G. 8ho cost £15,000, which is nearly three times as much as any •other boat on that lake cost for the next decade, as the fol- lowing figures, which represent the commercial steam marine of Lake Ontario in 182G, show : MAMl.S OF STEAMUR8. COST. ' Ffontenac £15,000 Queenston (estimated ) 5,000 Niagara 0,000 Charlotte 3,500 Toronto 2,500 Canada 5,000 Dalhousie 2,500 Total £39.500 The Frontcnac, Howison tells us, was the largest steam- boat in Canada ; her deck being seventy-two feet long and thirty -two feet wide; seven hundred and forty tons burthen, and drawing eight feet of water. The time has long since passed when any one v.^ould think of using, on these watera, BO small a steamer for passenger traffic. But the size of Canadian steamers soon underwent an increase. In 1829, the Lady Sherlock, which run between Quebec and Montreal, ) ! 24 THE EARLY DAYS OF ' h .i I was ono hundred and forty-fivo feet long, and the Chamblj was only throe feet shorter. Before the Lachine Canal wa» built small steamers managed to stem the Lachine rapid^ which they overcame by going oblicjucly against the current and taking advantage of the side eddies. It is curious to note that, at a distance of about five years. Upper Canada followed Lower iri the inauguration of steam- boat enterprize ; and that she counted seven steamboats on Lake Ontario two years after Lower Canada hi'd placed that number between Quebec and Montreal. The fare charged by the first Upper Canada steamboat was twelve doUara from Probcott to Toronto, and half as much again to Hamilton. But while these two sections were provided with steam- boat accommodation, the intermediate distance between Kingston and Montreal was still, on account of the inter- ruptions occasioned by the rapids, obliged to content itself with more primitive modes of communication. The flat bottomed Battectiix, made of pine boards, and nar- rowed at bow and atern, forty feet by six, with a crew of four men and a pilot, provided with, oars, sails and iron shod poles for pushing, continued to carry, in cargoes of five tons, all the merchandise that passed to Upper Canada. Some- times these boats were provided with a makeshift upper cabin, which consisted of an awning of oilcloth supported on hoops like the roof of an American, Quaker or Qipsey v'^gon : provided with half a dozen chairs and a table, this- Cvbin was deemed the height of primitive luxury. The Bat- teaux went in brigades, which generally consisted of five boats. Against the swiftest currents and rapids, the men poled their way up ; and when the resisting element was too much for their sti 3ngth, they fastened a rope to the bow, and plunging into the water, dragged her by main strength up the boiling cataract. From Lachine to Kings- ton, the average voyage was ten or twelve days ; though it was occasionally made in seven ; an average as long as a* ■f 1 III TRANSPORTATION IN CANADA. 25 voyngo across the Atlantic now. The nature of tho route over which they travelled had dictated the construction of these boats; the main object being that they should drnw as little water as possible. A Batteaux of two tons, if heavily laden, had to be lightened to jmss over the Long Sault, when the water was low, Tho Durham boat, also then doing duty on this route, was a flat bottomed barge ; but it ilifferod from tho batteaux in having a slip keel and nearly twice its cai)acity. This primitive mode of travelling had its poetic side. Amid all the hardships of their vocation, the French Cana- dian boatmen were ever light of spirit, u,nd t'.iey enlivened the passage by carrolling their boat songs ; one of which inspired Moore to write his immortal ballad, better known among tho generalit}' of English readera than those of the French that preceded it. The loss of time, from the slowness of the old modes of travf \, was a very serious matter. Edward Allen Talbot» who published a book on Canada, in 1824, has some facta cited from his own experience on this point. We should be sorry to guarantee the general accuracy of this prejudiced and splenetic work ; but the author may be trusted when he tells lis that himself, his father, and the rest cf the family were thirteen days in a Durham boat, between Lachine and Prescott. To the loss of time by this mode of travelling was added the discomfort arising from a part of the passen- gers having to sleep at night, when the boat came to a stand, in the open air, on shore ; the wretched little cabin — not of the awning kind, it is presumed — not being sufficient to accommodate a single family. The dangers of this mode of travelling, like that by canoe which it had superseded, were very great ; those of the Longf^ Sault being especially dreaded. Mr. Boulton, in his topo- graphical description of Upper Canada, published in London*, in 1824, says : "Boats may pass near shore, but where mis- fortune has driven either a boat or a raft into the strong^ - .-'I I ■ I i 26 THE EARLY DAYS OF part of the current, it hath seldom happened that a life has been saved. A melancholy instance of the dangei of this ju3t occurred in the late French war, when several boat3 and their crews were entirely lost." But familiarity with the cui rents had reduced the danger to a minimum ; and the surplus grain of Upper Canada was now taken down on rafts oi in boats, with a great degree of safety. Attempts had been made to take lumber down from the most distant points on Lake Ontario ; but Mr. Boulton conceived " the risk to be far above the probable advantage ;" a risk which, in these later daj's, we have learnt to count very little. As between the Batteaux and the Darham boat, the ba- lance of safety lay on the side of the former. An example from, the experience of Isaac Weld, the traveller, when pass- ing from Montreal to Quebec, in the summer of 1795, will show this in a striking manner. After leaving Montreal, "we had,^' he says, " reached a wide part of the river, and were sailing under a favourable wind, when suddenly the horizon grew very dark, and a dreadful storm arose, accom- panied by loud peals of thunder and a torrent of rain. Be- fore the sail could be taken in, the ropes which held it v/ere snapped in pieces, and the waves began to dash over the sides of the batteaux, though the water had been quite smooth five minutes before. It was impossible now to coun- teract the force of the wind with oars, and the batteaux was consequently driven on, shore, and the bottom of iii being quite flat, it was carried smoothly upon the teach without Bustaining any injury, and the men leaping out of it drew it on dry land, where we remained out of all danger till the storm was over. A keel boat, however, of the same size, could not have approached nearer to the shore than thirty feet, and there it would have stuck fast in the sand, and probably have been filled with water." The great leading roads of the Province had received little improvement beyond being graded, and the swamps made passable by laying the round trunks of trees, side by side TRANSPOUTATION IN CANADA. 27 acro33 the roadway. Their supposed resemblance to the King's corduroy cloth, gained for these crossways the name of corduroy roads. The earth roads were passably good only when, covered with the snows of winter, or dried up with the summer sun ; and even then a thaw or a rain made them all but impassable. The rains of autumn, and the thaws of spring, converted them into a mass of liquid mud, Buch as amphibious nnimals might delight to revel in Except an occasional legislative gratit of a few thousand pounds for the whole Province, which was id expended, and often not arxounted for at all, the great leading roads, as well as all other roads, depended, in Upper Canada, for their im- provement on statute labour. In 1831, every male inhabi- tant not rated on the assessment roll, was liable to two days labour on the roads; a person rated at not more than twenty-five pounds, to three days labour ; if over fifty, and less than seventy-five, four days ; at one hundred pounds five days ; at two hundred pounds, seven days ; at three hundred, nine days ; at four hundred, eleven days ; at five hundred twelve days. This labor was languidly performed, or, when possible, evaded altogether; substitutes were diffi- cult to get, and money to pay them with equally so. In that year, £20,000 was granted by the Legislature for the improven.ent of roads ; and Mr. Ruttan, in a pamphlet pub- lished the next year, stated that £9,000 of it remained unaccounted for. In 1835, no less a sum than £50,000 was granted for the improvement of roads ; but this sum, even if economically expended, would go a very little way in form- ing good roads, over distances that embraced many hundreds of miles. In 183G-7, a Session of recklessly improvident grants of all kinds, £500,000 was authorised to be raised for roads ; but it was of no more value than the several other similar authorizations, amounting in the aggregate to several millions of dollars, when the credit of the Province "was at zero, and its whole revenue was not one-third as much as that of one of our richest municipalities to-day. 28 THE EARLY DAYS OF At the time of the union, in 1841, the whole revenue of the Province was only £78,000 ; that of Toronto was» in 1870, $1,302,169 25. Formerly the small grants for this purpose were jobbed and squandered by members of the Legislature, under a system in which no one was responsi- ble, and every member could propose a money grant without the i)revious autliority of the Crown. In 1840, Chief Justice Robinson estimated the whole amount that had been expended on Macadamized roads, in Uppei Canada, at £200,000—3800,000. After the union, a Ip.rge portion of the Imperial guaranteed loan of £1,500,000, was expended on this kind of roads ; but the money was so dis- tributed that the great leading routeo were seldom more than partially improved. The only road on which it was possible, in 1887, to take « drive, near Toronto, was Yonge Street, which was Mac- adamized a distance of twelve miles. Mrs. Jamieson de- scribes the Canadian stage "Coach as being, at that time* like the American, a " heavy lumbering vehicle, well calcu- lated to live in roads where any decent carriage must needs founder." These were the better sort, on the great roads. Another kind were "large oblong wooden boxes, formed of a few planks nailed together, and placed on wheels^ in which you enter by the window, there being no door to open or shut, and no springs." On two or three wooden seats, sus- pended on leather straps, the passengers were perched. The behaviour of the better sort, in a journey from Niagara to Hamilton, is described by this writer as consisting of a "reeling and tumbling along the detestable road, pitching like a scow among the breakers of a lake storm." The road was knee-deep in mud, "the forest on either side dark grim and impenetrable." Bad as this was, there were men scarce past the prime of life, who, contrasting it with their recollections and experi- ence, might be excused tor thinking it a very acceptable mode of travelling. They could remember the time when it wa* TRANSPORTATION IN CANADA. impossible to thread their way among the stumps of trees and fallen timber that encumbered the road, with a rude cart and a yoke of oxen ; when the Duke de la Rochfoucalt Lioncourt, in 1795, described this very road as one of the worst he had seen in America ; when it was passable only on horseback, and then, he tells us, " but for our finding now and then some trunks of trees in the swampy places, we should not liave been able to disengage ourselves from the morass." Thirty veais latter, Mr. Wm. L. Mackenzie described the road be- tween Toronto and Kingston, as among the worst that humau foot ever trod. And down lo the latest day before tlie rail- road era, the travellere in the Canadian stage coach were lucky if, when a hill had to be ascended or a bad spot passed, they had not to alight and trudge ancle deep through the mud. In Lower Canada the Maitres tmd Aides de Poste formerly kept conveyances for the carriage of passeiigei-s at stated post houses ; and the rates of charge were fixed by law. They received ten-pence a league for a horse and cart or sleigh, or for a horse and harness without either, for convevinj; a weight of six hundred pounds, and four-pence for every additional hoi-se, conveying a weight of one tliousand pounds ; and seven-pence half-penny a league for a saddle-liorse. The Act establishing these post houses having expired, the ci-devant Maiti'es and Aides de Poste, petitio' 3d for their re-establish- ment, with a legalized tariff^ in 1812. But a committee to whom the petition v.as referred, reported adversely; and thenceforth the carrying of passengers on land seems to have been left to the natural law of competition. Tlie rate which it was possible to travel in stage coaches depended on the elements. In spring, when the roads were water-<;hoked, and rut-galled, the rate might be reduced to two miles an hour, for several miles on the worst sections. The coaches were liable to become embedded in the mud, and the passengers had to dismount and assist iii prying them out by means of rails obtained from the fences. Various forms of accidents occurred, and the total percentage was w f A f I I I 30 EAllLY DAYS OF TllANSPOUTATION. probably not less than fifty per cent, more tlmn on railways at j)resent. The cost of travelling, in fares, to say nothing of time and expenses on the way, where the driver was gener- ally in leagne with the tavern-keepei*?, by whom he was used as a decoy, was nearl}' three times what it is on railways. In the dry weather oi snninier, and the snows of winter, the worst roads became tolerably good ; and stories of incredible speed being made, in sleighing, are still told. It is alleged that Mr. "VVeller — the innnortal stage-coach owner — once drove Lord Sydenham from Toronto tt^ Montreal, by means of successive relays of hor3es, in twenty -six hours ; and a story is told of a still more surprising feat being performed, in the same wav, between Portland and Montreal. It was a race between Boston and Portland, wluch could carry the English mail^most rapidly to Montreal. Tlio Portland party made tlie distance, which is nearly three hundred miles, in twenty hours. The result of this contest is said to have been one of the causes that led to the adoption of Portland as the terminus of the railway from Montreal, instead of Boston. But these exceptional cases prove nothing in favour of a mode of travelling, which, taken altogether, in the varying seasons, was tedious and uncomfortable, and involved an outlay ot time and money that would now be tlionght unendurable. We have said enough to prove the \ ^.-oposition with which wo set out, that the material progress of Canada depends, and has always depended, more upon the facilities for com- munication than anything else. This brief retrospect will give the present generation seme adequate idea of the ad- vantages it possesses over those that went before ; a kind of knowledge which may, if rightly used, be turned to practical cccount. ■Ill ' ■ if' rilOGRESS OF liAILWAY COKSTliUCTION. -►— 4*»— «- A gorxl idea may bo formed of the great relative iniport- aiicc of our railways, in their bearing unon the ihiancial and industrial intoi'ests of the Dominion, i'rom the fact that their annual receipts are nearly ec^ual to the entire public revenue, or about FOUivTEKX bullions of dollahs. To a country'' with the physical conliguration of the Do- minion — stretching from the Atlantic to the Pacific, and settled only on a relatively narrow frontier strip — cliea}) and rapid communication is on 3 of the first requisites. The diversified products of theeastern and western sections require to be constantly interchanged in order to meet the wants of both. And nothing v.dll so powerfully tend to consummate the great object aimed at in forming our Confederate Con- stitution — the real and lasting union of the people of ail these provinces — as supplying the best possible facilities for the interchange, not merely of commodities, but of thought, by the means of correspondence and personal intercourse. The Intercolonial was no doubt projected, more as a political than as a commercial undertaking, and very great advantages may be expected from it in the way of bringing about acquaintanceship, creating and riveting social ties and com- mercial relations, breaking down antipathies and creating the sense of a common interest. Let r.s hope that as a military convenience it will never be called into requisition. The same necessity that forced the construction of the Intercolonial operates to urge the building of a Canadian Pacific Line, which, great as the undertaking is, will undoubtedly be proceeded with without any unnecessary delay. These two lines, when completed, will, with our other great public work, the Grand Ti*unk Railway, estend 92 PROGRESS OF RAILWAY CONSTRUCTION. AS a vast iron girth across the Continent, forming a grand National Highway of three thousand miles in length, or in all, six thousand continuous miles of railway track. The brilliant success of Mr. George Stephenson's engine " Rocket,'' on the Liverpool and Manchester Railway, drew the attention of the world to this new and marvellous triumph of genius. The £500 prize offered by that Company was won by the engine named — the trial taking place on the 6th October, 1829. This engine, which weighed four tons, made on the level, with 12f tons attached, 29^ miles per hour. A result so astounding to the ideas of our ancestors, who regarded any means of travel faster than a stage coach at ten miles an hour as tempting Providence, was soon published far and near. In spite of the most unscrupulous and persis- tent opposition, this innovation forced its way into pub- lic notice. Railways soon became what they now are, one , of the most marked characteristics of our modern civilization. As a means of opening up a new country for settlement, railways are incomparably the best and most effective, viewed in the light of results, that human skill has yet devised. Like the arteries and veins in the human body, they are the channels which vitalize the extremities of a country, and bring them into direct and immediate connec- tion with the centres of commerce. They give value to natural products before valueless, because out of the reach of consumers; change sterility into productiveness; convert the wilderness into cultivated farms, as if by magic, and sub- stitute for the profitless hunting of the wild man of the forest, the peaceful and remunerative operations of modern husbatidry. Railways have accomplished all this in Canada, but the work has only fairly begun. Very soon after the first railways were commenced in Great Britain and in the United States, several projects were formed and discussed for the construction of lines in Canada. From 1832 to 1840 a large number of chai-ters were obtain- ed in all the Provinces, but the great majority of the PROGRESS OF RAILWAY CONSTRUCTION. 88 schemes so authorized proved abortive, and the Acts suffer- ed to remain on the statute book as a dead letter. A full list of these charters with a brief sketch of their principal features is given in another place. In 1836 the first attempt at working a railway in Canada was made. The St. Lawrence and Champlain, (now the Montreal and Champlain,) was opened in that year ; the rails were of wood with flat bars of iron spiked on them, and from the tendency of this class of rail to curl or bend upward as the wheels passed over it, it becamo known as the " snake rail.'' From this awkward peculiarity it often happened that the rails came into contact with the body of the cars or other rolling stock, in which case both fared badlv. The first locomotive used on the Line was- sent from Europe, accompanied by an engineer, who for some unexplained reason had it caged up and secreted from public view. The trial trip was made by moonlight in the^ presence of a few interested parties, and it is not described as a success. Several attempts were made to get the " Kit- ten^' — for such was the nick-name applied to this pioneer locomotive — to run to St. Johns, but in vain ; the engine proved refractory and horses were substituted for it. It is related, however, that a practical engineer being called in from the United States, the engine which was thought to be hopelessly unmanageable, was pronounced in good order requiring only " plenty of wood and water." This opinion proved correct, for after a little practice the "extraordinary'* rate of speed of twenty miles per hour was attained. Other difficulties were soon overcome and the first Canadian rail- way became an accomplished i'act. The first locomotives used in Canada and the first sent across the Atlantic to British North America were the " James Ferrier," " the Montreal" and the " John Molson." They were built by Messrs. Kinmond & Co., of Dundee, Scotland, in 1847, and shipped in the spring of 1848. The first two were used on the Montreal and Lachine railway. 1 I'M 94 PROGRESS OF RAILWAY CONSTRUCTION. i :! I and the third ran from St. Lambert to St. Johns on the Mon- treal and Champlain railway. Some of them are still run- ning. It was fully a decade subsequent to the date of the opening of the St. Lawrence and Champlain Railways that the Huron and Ontario and Great Western projects took practical shape in Upper Canada, although charter powers were conferred for the construction of the former line as early as 1833 and for the latter in 1834. So little was the progress made that in 1850 there were but fifty-five miles of railway in all the Provinces. In 1849 a general Act was passed known as the " Guar- antee Act" which empowered the Government to aid any railway not less than seventy miles in length by guaran- teeing the payment of six per cent interest on a sum not to exceed one half the total cost of the road. In 1858 the Government guarantee was extended to the principal, the •Government taking a first lien on the railways so aided. Though this policy never realized the anticipations formed of it, yet it had the effect of giving a powerful stimulus to railway enterprise. Then commenced the first railway era in which all our present lines were constructed. The Grand Trunk Railway Company was incorporated in 1852 and the work pushed to its final completion in 1857. We shall not enter upon the details relating to the differ- ent lines here, but merely present the subjoined table which is compiled from official sources and shews the dates at which the different sections of the various lines were com- pleted, being an epitome of the progress made in railwaj* <5onstruction to the present time : — I: ---■«** 1 PROGRESS OF RAILWAY CONSTRUCTION. 3.5 RAILWAYS OF CANADA. DATE OF OFKNIXO EACH 8EC1ION. NAMES. 'Great Western << 41 (( <( << It :;5 •Orand Tnink NAME OP SECTION. ^' '(..tutC^I. Susp. Bridge to Hamilton Hamilton to Loudon London to Windsor Harrisburg to Gait branch Gait to Guelph branch... Hamilton to Toronto b'h Komoka to Saruia l'etrolia& BerliuBranchcH I'oronto to Guelnh ..., Giielph to Stratford ... Stratford to London ..., St. Mary's to Sarnia ... Toronto to ().shawa ... ().sliawu to Brockville Brockville to Montreal Victoria B. & approaches Montreal to St. Hyacinthe St Hyacinthe to Sherb'ke Sherb'ke to Province Line Richmond to Quebec ... Qhaudiere Junction to St. Thoma.s St. Thomas to St. Paschal St. Paschal to Riviere du Loup .• Kingston branch Northern. Buffalo & Lake Huron, Date of Opening. Nov. 10, 1853 Dec. 31, 1853 Jan. 27, 1854 Aug 21, 1854 Sop. 28, 1857 Dec. 3, 1855 Dec. 27, 1858 Ii«n|tb Section. July, Nov. 17, Sep. 27, Nov. 21, August, Oct. 27, Nov. 29, Dec. 16, Spring, August, July, Nov. 27, Dec. 23, Dec. 31, July 2, Nov. 10, Toronto to Bradford Bradford to Barrie Barrie to Collingwood .. Bell Ewart branch.. Barrie branch.. Fort Erie to Paris Paris to Stratford Stratford to Goderich From temporary terminus to Station Eiist St... London & Pt. Stanley. Erie & Ontario Ottawa & Prescott "^-4^ Montreal & Champlain « << 1856 1856 1858 185C 1856 1856 1855 1859 1847 1852 1858 1854 18;, J 1859 1860 1860 43 76 110 12 15 38 51 15 June 13, 1853 Oct. 11, 1853 Jan. 2, 1855 1869 Nov. 1, 1856 Dec. 22, 1856 June 28, 1858 May 16, 1860 Lake Erie to London Lake Ontario to Chippawa From the St. Lawrence to Ottawa City Montreal to Lachine Caughnawaga to Moera' Junction St. Lambert to St. Jotius (old portion July 1836) Oct. July 1, 3, 1856 1854 Dec. 1854 Nov. Aug. Jan. 50 39 31 70 33 175 125 6 30 66 30 96 41 53 25 2 ToUl Lengtk 360 42 21 3.3.96 1 34 1.23 83 33 45 1.27 1847 1852 1852 25 17 54 8 32 20 872 99.53 162.27 [ i 30 PnOGllESS OF RAILWAY CONSTUUOTIOJT. IIAILWAYS OF CANADA— Cou/tnwcrf. NAMk:». Uonti't'ul & C'liaiiiplain Cftrilliin k (in-nvillo ... St. liawn'iict'& Iiulustrv Fort lloiM', Lindsay k llciivertDU Do., do Do., do Wcllniul llrockvillc k Ottawa. Stnnfitfud, ShcfTord k t'lmiiiMy ])o., do Cobourg k Peterlioro. <• 41 Nova Scotia. << 11 c Windsor liraneli ... Windsor & Annapolis.. Wellington, Grey & Bruce Do., do N. Bninswick & Canada « «i (I £uropeai]& NAmerican << I'nrt Hope to Lindsay . . Miliitrook to I'cttrlioro IS Lind«.iy lo linivcrton ... Port Dnlhoudie to Tort Colltonie IJrockville to Alnionti) ... Smith'.sFullatolVrth 1)'li I'nnnel from toniponuy Station to Harlior ..., St. Jolin.s toW. Farnluun W, Faruhain to Gnu.liy. Cobourg to ILir wood Jun-jtion to Ore liridge... To Mile House / Mile Hou.se to IJi'dford... Bedford to Grand Lake... Grand liake to Klinsdale. Klmsdule to Shube.nacadic Shubenaeadie to Tiuro... Truro to Pietou Junction to Windsor... Wi'dsorto Annapolitt N.S To Elora To Alnw St. Andrcvc to Barber Dam Harb«r Duni to Canterb'y St. Stepbens Brancb... Woodstock *• To Ricbmond Uoulton BrhncU Western Extension — Fairville to St. Croix Fredrickton Road Eastern Extension Quebec to Gosford. construction TotaL Diitn 0|H FcUlV, Aug IS.19 l-'eb. 17, i85'.» Dec. 31, 1860 Jan. 1, 1859 Dec. 31, 185S> May 1854 Feb. July Jan. Jan. Man^b 18r>5 185r. IS.*)? 1858 1S58 of SvCtiDH. 21. 7« 43 23 23 51.25 11.54 13 15 14 9 Dec. 15, 1858 May 31,' 1867 June 3, 1858 Sep. 15, 1870 Dec. „ 1870 Oct. 1, 1857 Dec. 1858 July 1802 4 8 23 30 39 61 52 Dec. Dec. 1869 1870 32 85 16 5 34 31 19 11 23 8 88 225 36i 26 Tot.ll. Length. 177.7« 12.75 12 89 03.54 28 23 217 32 85 21 126 147.25 26 100 2,779.10 w*- PROGRESS OF RAILWAY CONSTRUCTION. 37 For two years succeeding the completion of the Grand Trunk, which also marked the date of the most teniblo commercial crisis through which this country ever passed, nothing was done; i ail way enterprise was paralyzed; the roads being operated did not prove remunerative, dis|)elling in the rudest fashion the fallacious hopes raised by their too sanguine promoters ; the lines fell into serious pecuniary difficulties. The Northern got into so low water as to bo seized by the Government for delinquencies with respect to the public lien. It became apparent that the figures paid for construction were extravagant; that the money which should have served for an ample equipment was lavishly disbursed on the permanent way, leaving the leading lines in anything else than a prosperous condition. These circum- stances, together with the complete prostration which over- took every industry and every interest in the country, directed a strong public prejudice against railways, and effectually stamped out for the time all railway progress. The ten years from 18G0 to 1870 furnished ample time for reflection on the errors of the past, and recuperation from the disastrous collapse of the speculative period named; and 1870 witnciised a complete revival of railway enterprise, modified and restrained by the lessons of past experience. It rests with us now to see that none but legitimate pro- jects are encouraged, if the efforts being made are to result to the profit of the country and to the credit of this most useful class of our public undertakings. RAILWAY FINANCE. When the first railway charters were granted in Canada, there seems to have been a notion that the companies would be likely to make too much profit, and that their earnings over and above a fixed dividend formed a fair subject of taxation. More than one charter provided that a moiety of the net earnings over a dividend iiof ten per cent., which should have been paid ever since the work of constructioa I SB PROORESa OF RAILWAY CONSTRUCTION. comtnenccil, Hhoultl go into tlio piihlio oxcheqnor. In other ca8C8 tho tariff was to bo regiilftted by the amount of yearly dividend. It is nat necessary to say that those elausoH never became operative. The following embrace tho variouH phases of railway finance which havT5 been resorted to in Canada : 1. Authority given to Government to issue debentures by way of loan to railway comi)nnir8. This authority was given long before any c(-mpany was in u position to avail itself of the offer. 2. Authority to grant a like loan with a provision that if the comjiany did not pay tho interest on the Government debentures, tho property of the cities and townships benefit- ed should be assessed for the same. 3. Government guarantee of the interest on railway com- panies' bonds. 4. Government guarantee of railway companies' bonds, as well as tho interest thereon. 5. Direct issue of Government bonds to railway compa- nies, with a first mortgage on thepropoity of the companies as security. C. Government guarantee of share capital (asked but not gi'anted.) 7. Municipal loans to railway companies. 8. Municipal subscription to railway stock. 9. Municipal bonuses to railway companies. 10. Government bonuses to railway companies. 11. Raising capital by i ottery ; authorized but not carried out. 12. Im.perial Government guarantee of capital with which to construct the Intercolonial Railway. 13. Share capital, locally contributed, and issue of bonds. 14. Share capital, chiefly English, combined with Govern- ment aid, in some of the forms above mentioned, and issue of various degrees of bonds, under different names. 15. Aid in the shape of lauds through which the road would run. PROORESS OF RAILWAY CONSTRUCTION. 39 IG. Practical rolcaso of Oovcrnment guarantee, by placing it hopelessly behind other elainis, after railway companies became embarrassed. 17. Composition of Government claim accepted, when railway companies became embarrassed. 18. AsHinuption of liabilities incurred by municipalities in aid of railroad.s by the Governnient, the Government bo- comiujLj the creditor of the municipalities. 19. Direct ronstruciion of rail Wviy.'i by Government. A marked peculiarity in the mode of financing adopted by recent projects consists in seeking municipal and govern* ment aid in the shape of bonuses ar d not as subsi-ribcd stook. This is the most honest and j)roper method, in that it raises no false hopes and jtrevents the di.«ap{)oiutment and embarrassment that would certainly otherwise ensue. Many of the municipalities have contributed most liberally in this form; the Government of Ontario, with commendable wisdom, have set aside $1,500,000 to be granted by way of bonus, in sums ranging from $2,000 to $4,000 per mile, ac. cording to circumstances. In Quebec, aid has been granted to the Northern Colonization Railway, to run from Montreal to OttawaCity, in the shape of lands to theextent of 1,200,000 acres, for 120 miles of road ; they have granted 800,000 acres to the proposed St. John (N. B.) and River Du Loup Rail- way, and 2,000,000 to the North Shore Railway, to run from Quebec to Montreal, on the North Shore of the St. Lawrence. The Dominion Government in addition to building the In- tercolonial of 5C0 miles in length at an estimated cost of $20,000,000, has also agreed to commence within two years the Cai.adian Pacific Rtiilway, three thousand miles in length, to cost one hundred millions of dollars. I' AMERICAN RAILWAYS. Immediately after the results of the trial of Mr. Geo, Stephenson's Engine on the Liverpool and Manchester Rail- way, a most important agitation sprang up in the United ' ') 40 ' II \ mooRESs OP hailway construction. States. A section of 14 miles of the Baltimore and Ohio Railway was completed in 1830, and opened for oraflic. It was worked by horse-power. In the next year a locomotive engine, the first of American manufacture, was placed on this line. In the same year an English engine, weighing six tons was obtained for the Mohawk and Hudson, but this proving destructive to the permanent way, an engine of American make, weighing only three tons was substituted in its place. In 1832, the South Carolina Railway was opened, also the New York and Harlem, and the Camden and Amboj% in New Jersey. The Boston and Lowell, in the State of Mas- sachusetts, was commenced in 1831, and the Boston, and Providence and Boston, and Worcester, in the following year these three roads v/ere completed in 1835. The Newcastle and Frenchtown, extending from Chesapeake to Delaware Bay was commenced in 1831 and finished in 1832. All these schemes were crude and ill-judged. As in Canada, the es- timates always fell far short of the actual cost. This, with the defective character of the works rendering constant re- pairs necessary, sadly embaiTassed nearly every enterprise undertaken. The railways did not prove remunerative and became a serious burden on the capital and industry of the country ; a state of affairs which brought about those wide- spread failures, and sweeping financial disasters, known in the aggregate as the crisis of 1837. This collapse gave the quietus to railway enterprise for a period of at least i^n. years. Many projects on which a good deal of money had been spent were wholly abandoned ; others were gone on with. But the total miles constructed in the ten years fol- lowing would scarcely equal the number completed in a sin- gle year since. From the small beginnings of forty years ago, the railway interest in the United States has grown enormousl}'"; the total mileage is now 50,000 in round num- ber and these are being added to at the rate of 3,000 to 4,000 miles of new lines annually. The liberal public policy of the United States Govern t PROGllESS OF RAILWAY CONSTRUCTION. 41 ment with reference to this class of public works has had much to do with their almost marvellous expansion, and with the equally marvellous lesults that have followed in the developement and progress of the country. It is esti- mated that the total amount invested in American railways approximates vory closely to two thousand millions of dollars ! The roads did not cost even three-quarters of this sum (which represents their capital accounts), the difference of over on 3 quarter being made up by the process known as " watering." By this means the capital of eighteen railways was increased in five years by the sum of $322,01) 1,853, eight of which more thun doubled their eutire capital in that time. This pi'actice, which originated first in a shrewd business move to benefit the stockholders without giving the appearance of distributing extravagant profits, has deve- loped into a huge iniquity, which ought, in the interests of the public, to be restrained, if possible, by legislative enact- ment. Anyone who has watched the unprincipled operations of the Erie Raiivray managers, which have become a world- wide scandal, will see the necessity of effective checks being imposed upon corporations wielding so much power for good or evil. The extent of this power can be easily appreciated when it is remembered that the annual earnings of all the United States roads now exceed four hundred millions of dolUiS, or nearly twelve dollars per head for the entire population. In addition to the grant of thii-ty-five millions of acres of public lands to the Pacific Railway, already constructed, the United States Government issued S63,G1C,0()() in G per cent currency bonds in aid of that undertaking. The whole line is 3,300 miles in length, from the Atlantic to the Pacific Ocean. The public aid was, however, only extended to 2,500 miles of the railway. The bonds wei-e issued upon 300 miles at the rate of $48,000 per mile, upon 970 miles at the rate of $32,000 per mile, and upon 1 244 miles at the rate of $16,000 per mile. A second mortgage was accepted by the i M 42 PROGRESS OF RAILWAY CONSTRUCTION. , Government as security for the loan, and the companies were authorized to issue their own bonds to an amount equal to the Government subsid}-, the same being made a first mortgage over the whole of the companies' ejects. The annual interest on the subsidy is S3,934,560. Subjoined is a statement of the amount of lands granted by Congress to the States named for the construction of railways up to the 1st July, 18G.9, STATES. ACRES GRANTED. Illinois 2,595,053 Mississippi 2,062,240 Alabama 3,729,120 Florida 2,360,114 Louisiana 1,578,720 Arkansas 4,744,272 Missouri 3,745,160 Iowa 7,331,208 Michigan 5,327,931 Wisconsin 5,378,360 Minnesota 7,783,403 Kansas 7,753,000 California 2,060,000 Oregon 1,660,000 Total 58,108,581 ACRES. Grant to Union and Central Pacific R. K. Cos 35,000,000 " to Northern Pacific 47,000,000 " Atlantic and Pacific 42,000,000 124,000,000 " in aid of Canals 4,405,986 •' in aid of Waggon Roads.. . 3,782,213 8,188,199 Total . 190,296,780 Add grants just made by 41st Congress 33,760,000 Total of all grants to date 224,056,780 . PROGRESS OF RAILWAY CONSTRUCTION. 43 ie» mt a ;ed of lED. 00 99 80 00 80 . The amount received by the different States, made the grantees of these lands, is much less than the figures would indicate. The lands were granted in plots of six alternate sections of 640 acres each, being equal to 3,840 acres to the mile, to be taken by the odd numbers within six miles of the line of the railway. In case a sufficient number of sections of odd numbers of Government lands could not be had, on account of their previous disposal, then the lands of odd sections, within fifteen miles of the railway would be taken, in order to make up the quantity granted. In some cases the grants were enlarged so as to apply to odd sections within tvyenty miles of the railway. The act of Congress conveying these lands, specified in general terms the route over Avhich the proposed road was to run, and fixed a limit of time for its completion. Owing, therefore, to the condition on which these lands were donated, and the fact that the requisite amount of lands in odd sections within the prescribed limits were not to be had, a number of the com- jjanies never received more then half the amount granted them. Of the fifty-eight millions of acres given to the States rot one-half has been appropriated as intended, chiefly for the reason just named. The Northern Pacific, which is to run from the head of Lake Superior, through the States and Territories, intervening, to Pugets Sound hao the right to take alternate sections within twenty miles of the railway in the States and within forty miles in the Territories, th© total gi'ant being 74,423 square miles. Besides all this liberality on the part of the General Gov- ernment, the State governments have in many instances con- tributed handsomely for the encouragement of railway en- terprise. We have noticed that the State of Georgia ap- propriated some thirty millions of dollars in this way, the grants ranging from $8,000 to $15,000 per mile. About two- thirds of this sum was granted at a single session of the Legislature. Alabama guarantees 8 per cent iiitcrest on one of her railways, to the amount of $16,000 per mile of com- pleted and equipped railway; another road in the same state nas a guarantee covering an expenditure of $20,000 per mile. I iliJUBIWJ f)|,™pi^«W^a '-•'W*^''-^" "ir':^^ H PROQllESS OF RAILWAY CONSTRUCTION. O «0 o V) H h H in Q H H M » M Vi p ■< O tA M < Pi o tn Vi W o o pj O eo «>.t^ oo •^ -* O !» W lO ^ -^ .rt 00 h>. ie» oo CO to M lO -^ •* 00 rH r-t r-t O 00 -H r-< O 1 o •«*< 1,-^ lo ifj o «-i : *1 to Cl O O ■v . CO cr> eo o "t" 'l' . to r-l r-t • rH CO O CO •« O CI CO »o -^ O iv** to to cH t>. !>. l>. lO -»« cr> cs ■oi' so CO ; 1« (M r-l f-l CO CO •* f-H 00 to CI 1- C^l (N OO • o (M u^ c> CO "i< i-i : s> as CO e« -* (N eo : (N rH rH rH C- lO -O I-H C^ rH O OJ •«*< -^ ■ OO to O oo !>. CO ifj : a» O OO C« M r-l (N ; o rH l-( rH o oo M o »« : rH to o o i^ CO : (N lO CO O IM Svl O ■ O to rH M • to 1^ 1^ rH !>. CM OS OS CO (N lO » O • 05 CO I-H I-H 5^ I-H • k« . lO O uO kO • CO OS "^ lO "O O t-H • OS o i-H : o 1^ -^ CO ^ rH CO CO OS 00 O rH Tj< CS : o (N f— 4 rH M ,1 : ■<»< ifj c-N o -i» to : CO to 1- O I-- 00 • , «> «» CO 0> rH CO rH • to o ■««<(>» to : r~« .o 00 o oi : >f» OS to rH 00 C^l 00 lO oo o ffi o : r-i 1-i i-H ; OS 00 o 5^ o> : o ■i>« to CO • >rt rH oo CO 0» rH • CO !>. CO • lO 00 rH 0> • U) l>. r-* T-* ec . , V • t I i I * to • : : oD : -a w o -tj :;3 H E. States. Idle States stem State them Stat itic States g o a ttH o .;i (U P 2 t> fe5S^c?p2 a 13 C •r4 o u t/3 H < h Q M H M w h M 7) Q o o J) (/} o o p^ p< f-H IN If* . to o OS to CO l>» l>- <>» rH (N Os ■^ O OS rH r- 1^ 1»< rH fH r-H rH "* 1 A O OS CO OS I-H to 00 OO 00 l-S OS 00 to 00 i:» l>- O !•» 00 » 00 H« OS (O O (N os •N rH to CJS J.^ CO u-» IM to M l^ -«< to OS >0 (N rH -I) IN -»< CO CS "rt o OS . i>. IN to to 00 to ■* IN to C-l IN ■* OO rH to 00 CO CO h- CO OS CO to to r-i rH rH CO H*^ OS «^ IM W l« l-^ ift CO CO -»< CO CO 00 i- ?8 00 m CO to IN o rH CO 00 IN OS o T-l rH rH CO CO rH 1^ rH to 00 OO OJ -*< OS rH CO o CO O 00 1^ OS -f lO rH C3S 4^ CO 1^ ?< OS CO rH rH CO CO >0 rH OO CO o o CO to oo OS rH 'M to t"- «^ »o !>. to IM -f I-H o CO l^ IN OS CO f-t rH '- w rH eO 1^ IN I-- o H*« o to >n o\ c-\ !N to to 1^ IM to -^ r^ 00 00 CO l>. r- OS »} rH fl CO w M o CO eo to rH rH to 00 rH OS to IN 00 :^ 00 ifj rH (M t^ (N 00 . to IN . iO r;-! CO rH |cs ": « • to m • 5 m • no ! -•J o ■-22 S 2 « o H e C5 a i (H 3 u 3 V o >?is ^ eg (5 c 1 I PR0C3RESS OF RAILWAY CONSTRUCTION. 45 r RAILWAYS OF THi: UNITED KINGDOM FOR 29 YEARS. c 2 1842 Capital exi>endcd on Railways op'-'Ji for tralfic. t CO O b Total traflin Receipts. Average receipts jier mile for the year. £ 36,320 33,912 17,920,530 iiiiOo 44 6 -SO 3-80 1854 273,860,000 34,113 20,000,000 2491 46 8,028 7-30 3-93 1855 293.903,000 35,474 21,423,315 2562 47 8,285 7 28 3-86 1856 302,946,260 34,658 23,095,500 2C42 48 8,741 7-62 3-96 1857 311,153,670 33,204 24,164,465 2579 48 9,371 7-77 4-04 1858 319,950,000 33,503 23,863,764 2499 48 9,550 7-46 3-88 1859 323,219,100 32,871 25,670,783 2573 48 9,983 7-82 4 07 1860 837,827,200 32,640 27,676,783 2074 474 10,350 819 4-30 18G1 352,386,100 32,478 28,563,374 2032 48 10,850 8-16 4-24 1862 370,107,280 32,208 28,980,612 2527 48 11,470 7-83 4-07 1863 387,246,200 32,268 30,798,060 2545 48 12,104 7-95 413 1864 408,396,680 32,203 33,582,497 2648 47 12,682 8-20 4-35 1865 433,558,100 32,873 35,635,838 2702 48 13,189 8-22 4-37 1866 463,746,800 34,039 37,815,927 2776 48.8 13,024 8-15 4-17 1867 479,167,300 34,177 39,170,b40 2794 50.6 14,020 8-11 4-01 1868 486,893,400 34,233 39,823,268 2800 49.5 14.223 8-18 4-13 I860 494,350,000 34,297 41,595,061 2896 47.5 14,414 8-42 4-42 1870 504,381,000 34,546 43,626,605 2909 48.1 14,610 8-65 4-49 ', 46 PROGRESS OF RAILWAY CONSTRUCTION. RAILROADS OF THE \VORLD. Statement, giving a list of all countries in which Railroads have been con- Btmcted, and showing the length and cost of these works : — CoUNTlirES AKD STATES. NORTH AMERICA. Uniied States of America ( Ontario Dominion ) Quebec of ' In. Brunswick. Canada ( Nova Scotia,... United States of Mexico WEST INDIA ISLANDS. Island of Cuba Island of .Jamaica SOUTH AMERICA. United States of Columbia Rei»ublio of Venezuela. . ..* British Guiiina Empire of JJrazil Republic of Paraguay Republic of Peru Republic of Chili Argentine Republic EUUOPE. U. K. G. Britain and Ireland.... French Empire Kin^jdomof Spain Kinj^dom of Portugal Swiss Republic Kingdom of Italy Roman States Kingdom of Prussia North German States (other) South German States Austrian Empire Kingdom of Belgium " '• Holland '• " Sweden «< «< Norway " *' Denmark Empire of Russia (in Europe).... Ottoman Empire (in Europe) Kingdom of Greece ASIA. Turkey in Asia Persia British India Java Ceylon Cost Length. Total Cost, I'EU K11.E. 47,254 $2,041,225,770 $44,255 1,407 107.816,774 75,344 575 43,016,619 74,811 226 6,954,232 30,771 145 6,955,178 47,969 202 11,093,840 54,920 431 22,458,548 52,108 14 391,174 27,941 48 8.000,000 166,667 32 2,758,784 86,212 60 5,539,140 92,319 512 102,992,384 201,157 46 4,130,340 89,790 101 5,697,410 56,410 394 24,155,746 61,309 231 12,455,058 53,918 14,247 2,511,314,435 176,269 9,934 1,576.664.892 153,714 3,429 367,437,924 107,156 522 52,887,474 101,317 897 78,157,928 87,132 4,109 382,580,772 93,108 216 18,643,472 86,317 5,926 747,689,346 126,171 1,311 117,107,697 89,327 2,681 234,914,279 87,659 4,429 327,369,535 73,915 1,703 182,198,861 106,987 881 85,634,081 92,201 1,194 74,539,032 62,438 44 4,055,656 92,174 401 22,902,714 , 57,114 8,700 1,448,350,214 166,477 319 14,936,551 46,729 100 5,000,000 50.000 143 6,964,243 48,701 100 6,000,000 60,000 4,092 391,888,791 95,769 102 7.650,000 75,000 37 2,280,530 61,636 PBOGRESS OF BAILWAY CONSTRUCTION. 47 RAILROADS OF THE WORLD.— Continued. Countries and States. AFRICA. Egypt Algeria Cape Colony Natal AUSTRALIA Victoria ... New South Wales Qvcrnsland South Australia New Zealand Lenotu. 468 28 85 2 409 174 102 87 17 Total cost. 345,163,879 1,825,824 7,828,792 119,422 46,549,269 14,007,522 10,161,519 5,142,427 1,491,402 Cost PER Mile. $96,504 65,208 92,103 59,711 113,819 80,502 99,622 69,102 87,728 RECAPITVLATION. 'Countries and States. North America West India Islands £outh America Europe Asia (containing R. R.). Africa Australia Length. 49,801 445 1,424 61,043 4,474 583 789 TOTAL COST. $2,267,061,313 722,849,22 165,728,862 8, 252, .390. 863 414,783,564 54,937,917 77,3;,2,i38 Aggregate in world 118,559 11,455,104,379 Cost I'KR Mile. ;$45,523 50,348 116,382 135,189 92,709 94,233 98,038 96,619 GOVERNMENT EXPENDITURE ON COMMON ROADS IN CANADA. The following sums were expended on common roads out of the Imperial guar'inted sum of £1,500,000, obtained in 1841, and the proceeds of Provincial Debentures afterwards issued. It would be an eiTor to classify all these as Maca- damized roads ; for some of them on which large sums were expended were, in the greater part of their length, only grad- ed, and provided with necessary bridges across the streams ; while others were Macadamized in their entire length. One 48 PROaUESS OF RAILWAY CONSTRi:CTIO>r. engineer, Mr. T.tggiirt, describes the process as making the eounnon rorvds sis consisting of putting the branches of trees across the conunon roadway, with a cover of tender twigs on the to[) and plenty of earth over all. IJay of Cluileura lloiul Gosfonl lloail North Toronto Roml (Yonge street) Cascades an»l Cotoau du Lao lload Brantfonl and Lo'.idon Iload Loudon and l*ort Sarnia Road London, Chatham, Sandwicli, and Am- herstburg Road Cornwall and L'Orignal I'oad Hamilton and Port Hopi? Road (inclu- ding, in 1S46, Caledonia liridge) Gaspe Roads Cheinin des Caps Artlubaska Road St. Johns and Stanstead Road and ad- jacent Roads Grand River Swamp Road Rouge Hill and Bridge Bytown and L'Orignal Road with a bridge over the Rideau Main Eastern Townships Road from Chambly to Granby, Dover Road Toronto and Sangeun Road Rice Lake and Ontario Uoad Port Stanley Road (Toll Houses) Rondeau Road Bridges between Quebec and Montreal, Bridges South of St. Lawrence (oyer River Etchremin, Nicolet Becancour, Godsfroy, Chateauguay, and Duchene Bridge over River Chainplaiu Jacques Cartier Bridge Lancaster Bridge Bayonnc Bridge , Gananoque Bridge , Chaudiere Bridge Union Suspension Bridge, at Bytown, 1841. Int. of Imperial Guarantcd Lonn Umler 4 & 5 Vic, Cap. 28. Sterling. £16,000 10,000 30,000 15,000 nr.,ooo o 15,000 S6,000 1,500 03,000 1846. Int. of Residue of Imperial Loan and oilier monies to b« raised by Deben- tures under 9 Vic, c. 63, 64 and 66, 34,000 Currency, £6,500 j 594 4 2 { 52 13 2,181 9 3 1,157 3 2 < 1,904 G 5 '( 358 6 11 4,504 600 10,761 9,800 1,000 1,500 2,939 24,889 325 19 9 71 6 6 123 17 1 50 1,969 1 2 7,800 fOO 1,000 170 144 4 10 7 3 307 9 91 7 7 CANADIAN CANALS. 49 9 6 1 2 10 7 CANADIAN CANALS. Statkmknt shewing the Tonntt^i' 'i"'^ the Tolls levied on Freight and Passen- ptTH passed through all the Canadian CanaU from the yoar 1850 to 1870, inclusive, distinguishini? whether from or to Canadian or United States Ports ; also the Tonnage passed free. i2 00 O (?! O »- CI CO « o 00 eo »o i-< ri o t-- -^ -^ CJ CI d 2 -w , omo^^^«ox»■^o« o CO a, «^ •* c^ t-. r- CI O eo 00 d V) eo-^OikOi-H-HC^t^ O t^ f-< rl »» O 00 l~ CI o» to to « a> (N '.O O 1-1 JO 0> #0 O 1-1 (N CI »< 00 CI 1^ lO >fS CO »>•»•'> to i-IOO-»rO>©«CtfJr-< ** no ■^" CO "rf cf -I*' -h" o •* ■^ OJ lO -^ c« o cf so lo >o" so* lo" cf 1- eo -* 1^ >o ■^f •S •« #« Wl Ak M M -f 00 irt 1^ 1-^ ^ ifj o CO 00 eo iTi 00 M O CI O 00 .-1 00 o CO O 1-1 to to O (MweocsMeoeoeo eo CI CI rH ei CO i-i d CO eo eo eo -* > ^OOOOC^"»>-"OOCO — i-i w ei OOaO(N>0(M U* -<•• U> O 0> CI 00 Tolls Ccllecte on Freigh and ec-^«ot^>-ioo>rH t^ CI d >fl >0 O rl U» !>. CO OS d d (N«OOaCOO>iOO> V< to to 00 O CI r-t O OS oo CI CO CO C/J r-IOOeO-»» CI 50 C9 CI to OS x> CI p-i OS OS o *^ oT •>* eo" o" w" >^ oo" ifT -^ ■^ 00 fO o> »^ o to 0> 00 >« n 0> •«<< o o -v o> eo 10 o» >o 1-H CI CO —< O CO O OS rH CI C« to IK « (M to eo « so CO CO W eo CI so •^ ■* CO r-< CI eo CO eo eo iK in ^ ■» o -^ 00 Oi «-- 1^ 1^ to »o so i-H irt o> M< to o CO eo oo oo H orH»^tO«^COt--^Cl CO i-H to eo »o i-i tti <0 (- n l>. to >0 • en aooi«DiM«ocoooo p-H r>.eo 03 eo 1- 00 O -* r- r1 00 O .^ ^^ C* (N r- (N «0 iO (?! i-H to 00 o> i-( oo o» eo ••f >0 O CI If rH rH '^ 'o 00 !?» (?J o c^ ^ o> »>. oo to O oo o x> CO CO 1^ H ''^ oT cs" oiT t>r cf-r-T irf eo cf ©"oTioVi-rto r1 •^'" to" to" ■»" rn" eo 1^ o "«*< Ci oj -^ o> to 0» ir> eo o eo 00 if< to !>• n r1 »0 lu d C< CI so CO -M C^ CO -i eo CI CI d eo eo CO too O-^-^Cl'f'f'MiO 0> CI r-l CI oo o to -* CI o to t^ d a 43 OiOi'-'ooot^iN o -<♦< o OS CI r^. a> r1 t» !>. rH t^ O S O CO eo t^ <» t-- ec ■^'« «©^ t-- eo I-- 00 t^ CI ■>* CO CI to n lO -<•< Eh JJ o t^ ^o" r-T irT rvT o-i -"ir o> oT oT CO V eo cf cf 00 oT iCtC to" o" ■M 'O H CO i-H C. O 00 t>. -^ l.T Irt O oo pH 1-1 l« r-l CI CC CI CO IfS rH ^.o O -^ ■* 00 -X> 50 o>_«-^ CI ■«»< lo to r-l o oa ■* 00 n iji -^ O Vk v\ r> •« *• P> C4 c^ d CI eo so CI d eo CO eo -♦ ican ican 3. »ft O O >0 OS CO CI lO c< r-4 o> eo eo 00 ■«♦< to K5 it< to rH O ^ CI (>< 0> C> "ti (N cc o »-- CI OS >o to If — < I^ -^ CO »o to 0OrHt---^Cl«O0000 •^ to "* CO eo eo t^ 00 «^ o o< oD eo 2 fe3 S^ c •••*.« .\ •• •» o i-H 1(1 c> CO (M r- c-i e«s i-1 o es to -^ n oo l^ if> ,-1 If C; lO H (M !C O «0 r-< CO ■* Ol I-- 00 UO •* -t< CI lO >o 'O to -f OS oo (N04'*'*'*'*"'«-v ^ eo O »0 to to rH CI -«f -» to to to e c eolMcOi-ieoi-icoto to t^ rH oo O t^ CI eo -* eo to n -H* , 00 «5 O I— ' «0 >•■} M< to eo o r>. o> i-H o rH to O CI O CI o> to a o i-(0>00C^<0CCC0O ffi> t^ JO !>. krt oo 1-1 ■»!' If d 1^ CI l>. (m" so" oo' >.■»' 00* — r o" irt" cf to" o>' cii f-^ -^ c^ to If" V CO* lo o" ^3 1^ ^ »0 O CO OO r-l CO (T) i-H to CI to OS »^ t - to f c» CO 1^ o eo r-( i-H i-H M C^ pH rH rH C^ eo C< eo 1-1 CI d CO CO -ij o g s >0 0<»i-l«>COi-(T-( i->. K. ITS CI to CI to lO CI 1^ OS *3 O _ coooocooitc-* eo CO to ■* S rH lO i^ -* irt r3 'Tf l>. o 00»0000«DO>1~-. rH »n •^ eo t>. to rH t>. uo O O OS cs 00 ■* tC so i-T oT CO o» •^" os" oo eo to" cf r-T t^ eo r r to* o" eo QcT H C-li-HlO-^-fOVflO »rt eo 1^ ■* lo OS c^ eo J~ CO n -f «^ (N C< r-1 C^« i-l (N C^ CI CI CO -^ CI kO -V rH ■^ to I— 00 1--. 00 a a h- (M O CI O l^ ■» so CO OS to OS OS oo OS O pH to lO OS r1 ^ as a . i>- f-i so o o o ir» o> rH OS 00 CI 1-1 O -"l^ eo n n d CI tv. I^^^l a -*>— io->»oooooooooc. oo -<»< ko eo »rt lo to -^ eo »o to 1^ 1-- eo O O r-l 1— 1 *>.«»• — * ^ n* 1-^ n* n* r-T d" o 1-H c< •* -^ i^- «o 1^ 00 cs o rH d ec -^ O to i^«o OS O •SJBO^ lO l« O irt lO lO >f5 o ITS o to to to to to to to 'O to to 1^ oooooooooooooooo oo oo 00 00 00 CO '» 00 00 CO 00 oo oo rl rl — * .— 1 ^- »— 1 CO -2 •;ii<>mii,A0Q ]T?iJod c3 1 •mi JO lOi^juoDiop -nn papnpni aoa JO tiosBag _^ PJ 'BfBUBf) BAVB^^O ? '1 ii 50 CANADIAN CANALS. CANADIAN CANALS. Statemknt 8he«ving the Tonnaj(« of, and Tolls levied on Vcaaels passed throu;{li all the Catiiidinn Cariala, from tl;e year 1S50 to 1870, iiii;liiijiv\hother from or to Canadian or United States Ports. ;! 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Tlifi first rnilway lt'er Ottawa Railroad Company was chartered by ordinance of Special Council of Lower Canada, June 26, 1840, withacapitalof £30,000 in £50 shares, and authority to raise £15,000 more if required. The line was to run from or near Carillon, on the Ottawa, to or near Qrenville. Act ej.pircd hy non-user. The Carillon and Grenville Railroad Company was chartered on the 24th June, 1848, with a capital of £60,000 in £25 shares. The line was to run from some place in the County of Two Mountains, from Carillon to Grenville. This EARLY RAILWAY CHARTERS. I: I: \ ' f. i h f clinrter cunUincd a Hingular clause, which Hhows that the promotcra or the Uovt'iniiu'nt, if not Imtli, hud a very crroin'ous ideii of tlie f,rorituI)lt!iifH.s of railroads. Whenever tlic stoi-kholders had f^ot ten p«'r rent, dividiiid, th« Conipiiny was thenceforth to jmy over to the (»overnnient a moiety of their net earnings exceeding three pounds currency a sliure, as a tax. Th« Company of Proprietors of the Eastern Tovmships Railroad was incor- poniLeil by ordinaniH* of special council, Jan'y. 21, 1841, with a cnj)itftl of £150 000 in shares of i,'12.1()s. each, and authority to raise £40,000 more if necessary. The road was to run from the town of Hherbrooke, by way of the outlet of Lakf Quebec. As in the nuse of tlie first railroad (■om})any chartered in Canada passenger and freight rates were to be regulated by the amount of the divide Even then tlie idea of a railroad bridge across the St. Lawrence was lloating in men's minds ; and, tliis T'onipany was authorized, in the event of sucli bridge, to construct a branch road to the south end of it ; and frcm the end of the bridge on the other side of the river to the. city of Montreal, and to agree \vitli the Bridge Con.pany for liberty to use the bridge. The corporation of Montreal or ecclesiastics of the Seminary of St. Sulpice, or any other corporate bodies civil or ecclesiastical, were empowered to take stock or lend money to the Company the first instance of .such authority being given in Canada, It was not till some years after that a like general authority was given to municipal corpora- tions in Upper Canada. The Montreal and Lachine Railroad Coidpr ny was chartered (9 Vic. cap. 82) on the 9th June. 1846, with a capital of £75,000, in £50 .shares, and power to increase to £100,000 if necessary. When the £75,000 had been expended, the Company's stock had depreciated, so that £40,000 instead of £25,000 more capital was found necessary, and was authorized to be raised by 12 Vic. cap. 177. The title of the Company sutHciently indicates the location of the road. There was a clause in the charter taxing the revenues of the Company for the benefit of the Government out of earnings which might exceed ten per cent, on the capital ; a delusion similar to that contained in the St. Lawrjnce EARLY RAILWAY CHARTEKS. 5S and AUuntic Coinpuny'H cliarttT. Atithority was givrn to transf»'r tln> projjfrty of this Company to another company, which should hnvo expcmh'd not Ivas than £100,000 in tin; co?i.stniction of a railroad from Lnchino vii Proscott to KingNton ; hut Biich sale was not *o operate as a. disMohition of the Company — the purchasers were to heoomc tlio Company. All corporations, civil or ecclesiastical, were authorized to suliscrihc for the new (£40,000) stocik. Hy another Act (13 and 14 Vic. «ap. 12) the (.'ompany was authorized to amal- gamate with the Lake St. Louis and Province Line Uailroad Company, ami to a new ompany to he called The Montreal and New York Itailroad Com- pany. Hy 13 and 14 Vie. cap. 113, the Montreal and Lachine Company wa» authorized to exteml its line of railway to or uear I'rescott, anil to posaens ono steam or other vessel to ply on the rivers Ottawa and St. Lawrence, or either of them, in connection with the rcul. For these purposes the Company was authorized to issue stock to the amount of £750,000 in shares of £12 10s., in addition to the stock previously atithorized. As soon as they had complfted twenty-five miles of the additional road, tiie Company was to chanj^e its name to The St. Laic r flier and Ottawa (rrand Junction liailwai/; hut it was not thereby to become a new corporation. Ihit if this Company could not under- take the proposed e.xtension, then certain j)ersons, who were name*!, were to be incorporated for tliat purpose, under the name of Tfifi St. Lawrence and Ottawa (rrand Junction Jluilroad Company. The Lake St. Louis and Province Line Railway was chartered (10 and 11 Cap. 120) June 24, 1848, with acupi'd of £150,000 in £50shares, with Vic. power to raise £50,000 more if nece.^ uy. The line was to run from tho village of Sault St. Louis, in the County of Huntington, to some conveaient point in the counties of Huntington or Beauhamois, within three miles of tho line dividing the townshi]) of Hemingford from the County of Huntington, with a view to its junction with some railway to be constructed to connect the North-Western part of the State of New York with Lake Champlain. The Company was to pay as a tax to the Government a moiety of its net income exceeding six pounds a share, as soon as the dividends, on the whole, should have amounted to ten per cent, on tho stock. By the 13 and 14 Vic. Cap 112, this company was authorized to amalgamate with the Montreal and Lachine Railroad, on conditions stated above. The St. Laivrcncc and Industry Village Uailroad was incorporated (10 and 11 Vic. Cap. 64) on the 28th July, 1847, with a capital of £12,000 in £25 shares, and power to raise a further sum of £4,000 if required. It was to run from some place on the river St. Lawrence, in the parishes of Lavaltrie or Lanoraie, district of Montreal, to some place in the parish of St. Charles Borrom6e, at or near Industry Village. As soon as the dividends had amounted, in the whole, to ten per cent, on the paid up stock, a moiety of the net income, exceeding six pounds a share was to go as a tax to the Government. If Upper Canada was behind the sister Trovince in railroad legislation, the distance was not great. 54 EARLY RAILWAY CHARTEr.S. Jit |!;K! ■■' ^f The Cohourg Jiailroad Company, whose line was to run from any point ou Rice Lake to Lake Ontario, at or near Cobourg, was incorporated (4th Wra. IV., cap. 28) March 6, 1834, — some twenty years before the lino was built, — with a capital of £40,000 in £10 shares. The work was to be commenced within two years and completed in eight. The time io. commencing was .iftcrwardii extended to April, 1839. By 7 Wm. IV., cap. 74, Government debentures to the amount of £10,000 were authorized to be issued to the Company by way of loon— the first instance in Canada of profTcred Government aid in the con- struction of a railroad. This Act having expired by by 7ion-useT the Com- pany was revived by 9 Vic, c. 80, with more modest pretensions, under the title of The Cobourg and Rice Lake Plank Road and Ferry Company. The object was to substitute a plank or macadamized road for a railway. The capital was £6, DUG, with power to double that sum if necessary, and unlimited time to perform the work in. Tlie I'oronto and Lake Huron Railroad Company was incorporated (C "Wm. IV. cap. .'i) April 20, 1836, with a capital of £500,000 in £12 10s. shares. The railway was to run from the city of Toronto to some ])ortion of the navigable waters of Lake Huron within the Home District. The road was to be commenced in three years and completed in ten. Tlie Government was authorized to is^ue debentures in aid of this work to the amount of £100,000, during the progress of its construction. If the Company could not meet the interest on the debentures, the amount was to be raised by assessment on Toronto and the country through which the milrond passed. Authority was given to construct a branch to Lake Simcoe. By 7 Wm. IV. cap. 63, this road was divided into three sections. 1. South of the 0:ik Ridges ; 2. North of the .same ; 3. To the township of Nottawasaga, on Lake Huron, or to the terminus in the county of Simcoe. No one of these sections was to be cora- T'lenced until the preceding had been completed. All the stock subscribed was to be called in within five years. The act of incoiporation expired by non-use;'. But here, as in the case of the C'obourg road, tlie Company was revived, with ^ similar lowering of pretensions, which implied that they had been in advance of the times. By 8 Vic. cap. S3, the Company v.-as empowered to construct a Rail,Flanked, JIacadamized or Blocked road. The directors might make the terminus at any point on Lake Huron. The time for completing the work was extended to March, 1850. The capital of ihe Company was not re- duced, but remained at £500,000. By 10 Vic. cap. Ill, thcCornpaiiy was aulhor- to construct one or nicre branches from the main road, extending westward from Toronto to Lake Huron, giving the road two termini on the western fron- tier, but both of them were to be north of Sarnia. To enable the Comjjany to carry out this formidable \indertaking, the authorized capital was increased to £1,500,000. The liberal allowance of twenty years was given to construct the branches, A declaratory Act (10 and 11 Vic, cap. C6) enacted that parties who had become stockholders in the railroad contemplated by the original Act were not to be considered as subscribers to the stork afterwards authorized to be employed, at the option of iho directors, in a different kind of road, though the liabilities incurred under the first Act remained in force. This charter expired by non-iiscr. EARLY RAILWAY CHARTERS. 00 The Huron and Ontario Railroad Company (6 Wm. IV., c. 7,) wfts chartered •on the 20th April, 1836, with a capital of £350,000, and privilege to extend to £500,000. It was to run from "Wellington Square, Burlington liny, or Dundas, to Goderich. The Company was authorized to construct harboura, moles, piers, wharves, etc., at the termini. The Niagara and Detroit Rivera Railroad Compani/ was incorporated (6tU Wm. IV., c. 6,; April 20, 1836, with a capital of £500,000, in shares of £6. .5s. each. It was to nin from the Niagara Eiver, in the township of Hertie, to the Detroit River, at Sandwich. The Hamilton and Port Dover I'ailway Company, or any other incorporated Company, was authorized to establish lateral branches from its line of railway to Queenslon, Niagara, London, C'hathan), or any other place between the townships of Sandwich and Bertie, This charter expired by non-user. The London and Davenpwt Railroad and Harbour Company was chartered (6 Wm. IV., c. 52,) March 4, 1837, with a capital of £50,000, in shares of £6.5s. each. It was to iiin from the town of London to Lake E'ie, at or near the village of Davenport, at the mouth of Cat FLsh Creek, where it might construct a harbour, moles, piers, wharves, etc. Expired by non-use?: Montreal and Kingston Railroad Company was chartered on the 26tli Dec, 1846, (Vic. 10, cap. 107,) with a capital of a million currency ($4,000,000), in shares of £25, or $100, each. The Directors were empowered to make uirrangements for uniting with any other Railway Companj', then chartered, or to be thereafter chartered, for building a road between Kingston and Montreal, or any part of the distance. If they acquired the property of the Lachinc, or any other Railroad Companj', their capital was to be increased to the extent of the capital stock thus acquired. This road might be constructed In connection with a conteuiiilated chain of railway from Slontreal to the Western boundary of the Province. The road was to be commenced within four 3'ears. The i-harter expired from non-iiscr. The Wolfe Island, Kingston and Toronto Railway Company (Vic, 10, cap. 108,) was chartered at the same time as the above, with a like capital, simi- larly divided. Beside connecting Kingston and Toronto, this road was to have a branch from Kingston (by rail and steam ferry) across Wolfe Island, to the bouniary line of the Province, oi)posite Cape Vincent. It might form part of a general line between Montreal and the Western boundary of the Province. The same time was given to commence work as in the jneviou- charter, with the same result. The Petcrhoro' and Port Hope Itaihcay Company was chartered (Vic. 10, er cent, of the capital set apart for a Sinking Fund. The Province was to have a first lien on the road for any sum paid or guaranteed. Provision was also made respecting the Quebec and Halifax Railway. It was confined to an offer of an annual payment of £20,OoO stg., a year towards making good any deficiency in the income of the road, in meeting the interest on the expenditure, and a grant of all lands, in the possession of the Govern- ment, along the line of Railway, within the Province, to the extent of ten miles on each side, and to find the land for the right of way and stations within Canada. This offer was conditional on the Imperial Government undertiiking, either directly or through t'le medium of a Company, the con- struction of the railway. There was no stipulation for any share of Govern- ment control as the price of this aid. An Intercolonial Railway, connecting Halifax and Quebec, was not likely to be built without the Lower Provinces bearing some part in the work. Accordingly, in 1850, the Nova Scotia Government took up the question, and Mr. Howe went to England to try "to obtain the necessary funds from London capitalists, either with or without the aid of Her Majesty's Government, " in the words of Sir John Harvey, then Lieutenant Governor of tliat Province. Mr. Howe, in a letter to Earl Grey, Nov. 25, 1850, expressed the singular opinio;! that, " if our (Nova Scotia) Government had means sufiicient to build railroads and carry the people free, we believe that this would l)e a sound policy." And he added : " If tolls must be charged, we 1 now that these will be more moderate and fair if Government regulate them by the cost of construction and management, than if monopolies are created and speculators regulate the tolls only with reference to the dividends. We are all wise after the fact, but the extravagance of this opinion will now strike every one. If tolls were high enough to cover the cost — that is pay interest on all the capital expended — there would be little travelling on Dominion railroads. Mr. Howe *sked the guarantee ot the Imperial Government for the capital necessary to build the Intercolonial, which he put at £5,000,000 sterling. That would produce low tolls, of which every Englishman travelling over the line would get the benefit. If this aid wfvs rendered, the Queen's name would become a tower of strength on the continent, but if we had to borrow largely from America, a revulsion of feeling dangerous to British interests would be created. To refuse would wound the pride of every Nova Scotian, and cause other mischiefs. The Canadian rebellion had cost £5,000,000 to put down ; and if the Maritime Provinces had joined in the fray, they could have cut olF every regiment that marched through them in 1837 and 1839. Nova Scotia had offered her entire resources in aid of Imperial policy when, in 1849, peace was rendered insecure bj- the state of the Maine and New Brunswick boundary question. Were these people now to be subjected to foreign capital and con- trol ? Americans were willing to do the work, and take stock in payment. They would embark in it for the sake of national control. And if they did so they would import republican ideas, which no Nova Scotian or New Bruns- wicker would deem it worth his while to counteract. Annexation would ■VfK?-'. GRAND TRUNK RAILWAY. 59 v, the less in proportion will be the cost of running. Still he did not consider there was nuy such difference of superior- ity of o:ie of these gauges over the otlier, that he would be justified in decitiing the question on their abstract merits. And confessedly his decision was based upon the necessity of connecting the other sections with that on which the five fee\ six tracks had been laid. He totally rejected all argiimentf drawn from the desirability of connecting with the New York lines ; being fully convinced of what we now know was an error, that a change of care would always take place at the frontier. With all this evidence before them, and all these circumstances to be con- sidered, the Railway Committee, on the Slst July 1851, decided in faror of the five feet six gauge. The resolution which embodied this decision waa moved by Mr. (now Sir> J. A. Macuonald, and it authoiized the Government to recommend to tho Directors of the Groat Western Railway to adopt thii gaug"i. In the vote on the question, the Committee stood nine against two. In this way, what has .since been known as the Provincial gauge came to be adopted. 5 cc OUAND TRUNK RAILWAY. INTKIiPUOVUVCIAI. NF.OOTIATIONa. -I M i In complianoo with a 8Ug;»c8tioii of Earl (Jroy, in his dpspntoli of March 14^ 1851, u (Ifputalion from thu (JortTimiont? of Nova Scotia and New Brunswick, ▼isited Toronto, to confer witli the Canmlir.n Oovemment, "for the pnrposa of coming to noinn ngrecment, on tho subject, wliich, after being approved by the Legislatures of the several Provinces, might bo be submitted for tho •anc- tion of Ptuliiiment. " Mr. Howe represented Nova Scotia and Mr. Chandler Kew Brnnswink. They reached Toronto on tho 15th June. New Brunswick, though thus represented, was still licsitating ; and all that could be done by tbfl Couferenco waa to agree upon a basis uf action to be submitted to the Government of that Province. Tiiat basis at once dissipated the illu.sions which the Canndian logi.slntion of that year created. It was agreed, .subject to the approval of New Brun.swick, tliat tho lino from Halifax to Quebec should be made " on joint account and at tho mutual risk of the three Pro. vinoes, ten mile) of land along the line [on both sides it is to be presumed being voted in a joint commission, and the proceeds appropriated towards thu payment of the principal and interest of the sum required." New Brunswick ■was to construct the Portland line— the North American and Eurojjcan — lit her own risk, with funds wliicli it was erroneously as.sumed would be ad- vanced by the British Government, while Canada, at lier own risk, was to build the line between Quebec and Montreal, and any saving that could be ef- fected out of the share of the Halifax and Quebec Railway guaranteed loan, was to be appropriated to the extension of the lino above ilontreal. When the debt contracted, on the joint account of tho three Provinces, should be repaid, each Province was to own the portion of the line within its own ter- ritory. Canada waa to witlnlraw the general guarant«o offered for the con- struction of railways in any direction, and her resources were to be concentra- ted upon tlie main line, with a view to the early completion of a'great inter- colonial and interior highway from Halifax to Hamilton ; thence to Windsor, opposite Detroit, the Great Western, then in course of construction, was to complete the line to tho Western frontier of Canada. The New Brunswick Government agre . to accept these terms, as soon as as.sured that it had been confirmed by that of Nova Scotia. Mr. Howe, in his arguments to obtain this confirmation from the people of Nova Scotia, who were about to elect a new Legislature, even then argued that this line would in our time, bo extended to the Pacific. All tho calculations ware baaed on the assumption that the railway would cost £7,000 currency or $28,000 a mile ; but Mr. Howe thought that much of the work could be done for $20,- 000 a mile. He found that the capital with which American railroads had heen constructed had cost from seven to twelve per cent. ; and he brought his mind to the conclusion *' that a railroad built with money at 3, i per cent., will pay almost immediately, even if made through a wilderness, provided the land be good, water power and wood abundant ; and provided there are settle- ments at either side, to furnish pioneers and local traffic with them when they *re scattered along the line. " This is a more hopeful view tha;i most person* ti i GRAND TRUNK RAILWAY. 67 MOW v<'tituro to take of the Tiitprpitlonial. Mr. Howi* estimated the qitnntity of lauil ti) bo appiopriiitt'il in aid of the niilwny, cliiefly by Cnniulii and New Bnm.swick, nt three million of ncrcn ; and nrgued that if it were aold at a dol. lar an acre it " would form a fund out of which 1» pay the whole interest on the cnpital expended for the first three or four years." It afterwards nppean d th;it Mr. Howe w«s mistaken in supposing that th« promised I niperiiil guarantee was to extend to tha North Anioricnn and Ku- ropean Railway, from the straits of Cumberland in the east, to tlio boundary lino of the United States in the west. At least Sir John I'akinKton, now bo- come Colonial Secretary in place of Karl (Jrey, so construed the letter of Mr. Hawes, to which reference has been made. The difliculty arose on a single sentence. •' Her Majesty's Clovernment will by no means object to its [the Intercolonial Railroad] forming part of the i>lan which may be determined upon that it nhould include a provision for establishing a communication be- tween the projected railways and the railways of the United States." But it was one thing (or the Intercolonial to have a connection with American rail- ways, and another thing for the British Oovernment to guarantee the cajjital witJi which to build that connecting link. Hut Sir John Pakington stood on less secure ground when ho argued (despatch to the Earl of Elgin. May 20th, 1852) that no pledge had been given of assistance to any line except that originally ]iroposcd" — Major Robinson's line. Mr. Hawes had been very ex- plicit on this point. " Her Majesty'.s Government do not require," he said, " that the line shall necessarily be that recommended by Major Robinson and Captain Henderson." Sir John Pakington insisted on Major Robinson's line, and refused the guarantee to one nmning in the valley of the St. John. The transference of the line, by the Provinces, fiom the north shors to the valley of the St. John, had arisen from a desire to accommodate the difficulty which had sprung up about the guarantee to tho North American and European Railway, and when this compromise failed to meet the views of the Imperial Goveniment, Canada and Nova Scotia each commenced the construction of leading lines on their own account and on the strength of their own unaided credit. And New Brunswick set about the construction of the North Ameri- can and Eu'-opean Railway. The Imperial pledge of a guarantee to the Inter- colonial, not absolutely withdrawn but only refused to a particular line, was one day to be fulfilled, with that •crnpnlous fidelity that attaehes*to all the obligations of Great Hritain. When Sir John Pakington announced the refusal of the Imperial Govern- ment to extend the guarantee to the line along the valley of tha St. John, Mr. Hincks and Mr. Chandler had gone to England to arrange tl e details of the agreement to be completed. Mr. Howe, the third delegate, had not yet arrived when they had their first interview with Earl Derby, the new premier. They were promised another interview on the arrival of Mr. Howe. But Mr. Hincks, on the very next day. May 1, 1851, addressed a letter to Sir John Pakington, in which the failure of the negotiations was anticipated, and » new line of policy to be followed, in that event, pointed out. If he did not obtain a final answer by the 15th— in fourteen days — he should on the part of 68 GRAND TllUNK RAILWAY. Canada withdraw from the negotiation ; as he had reason to believe tliat ha could effect arrangements with eminent capitalists to construct all the rail- roads necessary for Canada, on the unaided credit of the Province. '' Such a itatement seems ill calculi^ted to secure the Imperial guarantee. CONTRACT WITH PETO AKD CO. By the 8th of the month Mr. Hincks had had several personal interviews with Mr. Jackson on the lubject of a contract. The substance of these conver« •ationi was that Messrs. Teto, Brassey, Betts and Jackson were to undertake the construction of a railroad from Montreal to Hamilton, at a rate which would, by their own estimate, produce them the same profit they had made in England and on the Continent of Europe. On the twentieth, the negotia- ticna began to be reduced to writing, and the next day a basis of agreement was arrived at. The contractors were to send out engineers to survey the line, and if any difficulty occurred, the Government was to pay the cost. To th« extent of five-tenths of the capital, the direct bonds of tl.'e Government were to te issued instead of the company's touds guaranteed by the Government. They were to bo issued through Baring Bros., and Glyn, Mills & Co., '* to whom," Mr. Hincks said, '* the Canadian Government is bound not to allow its bonds to be issued through other parties." NEW KAILWAY LEGISLATION. This agreement involved a new policy of railway legislation. But before coming to what that legislation was, we must first recapitulate what had been previously done on some sections of what was now to bo called The Grand Trunk Railway of Canada. In 1C48, the Toronto and Godcrich Lnihcay Company was chartered, (10 & 11 Vic. cap. 123) with a capital of £750,000, in shares of £25 each, with power to raise an additional sum of £250,000 if required. This road, in its passage from Toronto was to strike Guelph and the waste lands of the Crown lying north of the Huron Track, to Goderich on Lake Huron. The surv map and book of reference were to be deposited within three years and tae road to be completed within ten years. Construction was not to com.nence until £150,000 of the stock had been subscribed, and ten per cent, paid on it. The Directors were empowered io unite with any joint stock company then formed or to be hereafter formed in the United Kingdom, and with the Toron* to and liake Huron Railroad Company. In 1851, th. Macphui'son Uesiilence. Montreal. 1)0. Do. l>o. Do. Do. Toronto. Shi'ibrookc. Miiiitri'al. Do. No. of sliareH 20 Bharea. . . Do. , . Do. . . Do. , . Do. . . Do. . . Dm. . . 7,040 sliarfH, 7, '.•<)() slinrKH, 7,900 Hlmrcs, Amount. £ fiOO 600 600 600 500 500 600 10B,60(/ I'.iy.OOO 1«'J,000 t) 60J.000 l>y arti(;l<',s of iircliiiiinary agreement, each of the tliree largest aubscrihers tound himself not to traii.sfi.'r any (ituiate on the following terms : That as-surance should lie given by the OovernniiMit that they could get the road built, as well n:j a liridgo over the St. Lawrence, without increasing the guarantee over £.3,000 a mile, and that the ivso of such bridge should be secured to all railroads. The preliminarj' expense.i; of the Com- pany were to be repaid, and their liabilities assnimeil by the Government. Mr. Hmcks made som(; objection to making the immediate construction of the bridge i\ condition, and an arrangenu-nt was coiu'luded from whicli this item was left out. The rest of the terms were as stated. The contract was after- wards renewed, but the tjlovemmenthad the control of the guarantee in its hands, and the Railroad Committee stconded ."^Ir. Hincks'a proposal to let the contract to English contractors. The reasons for letting the Grand Trunk contract to Jackson, Peto, Brassey and Betls, was their alleged ability to float the stock. The Quebec and Rich- ro (nUN'l) TUUNK HAIT.WAY. 1 11 3 £ I ; r juoml Kiiii\V(\> Co., lind lot a rouinict to this rinii, nt Jl'rt,f»00 ft iiiilf. HcfDro iloiiiR mi, llu'ir ngnit, Mr. Wm. ('Iiupmnn, who was ft iliivctor of t!i« I'liiik of Hiitish North .Viurrii a, in Ijomlon, hul for month'* trii-il in viiin to (lout nny of the itock ; Unt iflcr this fontiiu'l was ;;iviMi hi" snci'ciMiod in n short tinio in «»?iMnt'nt with IVto, IJrasscy k ('o., tvi>rp Itroki'n olT, tin' (Irand Trunk oouM not lie built for tunny yo.ir.s to rnn.o, Mr. (iiilt .lUil Mr. Ilolton conlinui'tl to ]w of n ililVcrcnt opinion; ami tln-y allrjjort that with a jirovincial ({uarantoi* of jL*'J,f)00 a niilr, they could I'oM.slruct tho Ivingstou und Montreal «Pction in less tini« than it would olhcrwi«o b« con-strui'tod, nnd with u inuoli less amount of stock. " Wo nsk " tlu-y Niiid *' no po\»t>r to issue cxccsiiivc ainountH of stork —drludinij strangcri into thd boliff that works arc costly which arc really cheap." The ,4c{ ^> Inrorpoiatr the (,'niiul 7'fuuk .h\uliran>j to com^lnui n li'iilwoy from oppo.iifr Qtubrcto Tyois Pistoles, and for thfi exfension of such r'.iilirai/ to tfia eastern frontier of tAiit rrovincc. Tho capital was lixed at ono million .sterling, with power to increase it to four niillions, and the ri>;lit to extend the road to the eastern limit of the riovinoe. The same amount of Trovincial puaratitce ns in tlio rase of the (Irand Trunk was to bo given to that section which lay between Point Levi and Trois Pistoles ; but for an extension ii grant of a million acres of land was to be given in lieu of a money aid. In other respect.s the terms of this Act were the same as those of the jireoeding. What is popularly known lus the AmaJjamation Act (16 Vie, Cap. 39) com- pleted tho series of railway legislation this session. It empowered any rail, way comjviny whose road tornu-d ]>art of the Main Trunk line to unite with any other .such company. Its provisions were applied to the iSt. liawrenco & Atlantic Railway Co., and the railway which that company was empowered to construct. It rein-aled the Acts incorporating the Montreal & Kingston Knilway Co., end the Kingston & Toronto HailwayCo., and obliged the Grand Trunk Kailway Co. to i>ay the promoters of tliese railways the preliminary ex- penses they hail incurred. In 1S53, the Grand Trunk Railway Company was autl.ori.rcd to increase its capital or to borrow to tlie extent of £1,500,000 sterling, for the purpose of constructing a general railway bridge across tho St. Tiawrenco at or in the vicinity of Montreal. It niiglit undctake the work alone, or in conjunction with any other eosnpany or compajiies. The plan was to be approved by tlie Governor in Council. This bridge is one of the noblest monuments of engineering skill the world has ever seen. Its total length is 9,184 lineal OIIANI) TllUNK IIAII.WAV. 71 .fci't (m-aily II iiiiln and tlir»'('-quait('r«). It huH 25 «iini)H of tulmlar iron, 24 -of which Hrt> 242 feet ctinh, niiii iiio othrr IJ.'iO fcrt. TIioho oni 00 fm-t nhova th«' water level, and rent on a iioricN of iiI'.th whirh contiiin iiito;^r11u'r fJ,0()'>,()00 feet of iniiBoiiry. The eentrii pier in '2i feet wide ; the otln-M 10. They Imv* to reiiiHt lit all tinien a current of Mcven iiiiieM lui honr, niid, in tiie Hitriiig, ininienmi nittsses of ice, whicji linve hiul no injiirionH elfect on them. Tha work wiiH eoninicncod on the 'JOth July, I8r>4, and ii ]inN'«enj;er train iiassed over the lirid>{e Decendier 17, 185}). TImh KtnpendonH work muh ori/jinally de.sij,'nc; tli'; Atlantic anyond the £717,500 already issued ; none to any branch railway that ni'ght be tuere- after built, or to any line that might be anuilgamated with it, except the di- rect line between Tiois Pistoles and Sarnia. The amoujit of PiOvincial bond.s, that might be issued in aid of the Victoria I'ridge was limited to £100,000 stg. In the early part of 1855, elTorts were made to obtain for the Company ad- ditional assistance from the Canadian Government. The English contractors wrote to Mr. Thos. IJaring and Mr. George Car Glyn, both of whom occupied the double position of directors of the Company and -finanMal agents of the Government, .stating at what rate they would jiusli on the work of con.struc- tion, if £900,000 of additional Provincial aid were obtained. ,They would open the road from Montreal to Brockville, and from Quebec to St. Thomas, in the ensuing autumn ; they would open the additional section from Brock- ville to Toronto, giving a railway connection betvreen Montreal and 'I'oronto by the autumn of 1856. This promise was left a year behind in the perform- ance Rut the line from Quebec to P.ichmond was (February 2, 1855) already open, thcugli the contract gave them over ten months more, and a year over the time when the road had been opened (December, 1855.) This appeal was responded to. In the latter part of the session of 1854-55, an Act was jiassed, (18 Vic. Cap. 174), May 19, 1855, to grant additional aid to the Grand Trunk Railway. It nuthori?'^d the issue of Provincial deben- tures to the amount of £900,000 stg., redeemable in twenty years, for this pxirpose. The conditions on which they were to be issued to the Company were that the whole amount of aid received and to be received, for work or materials on the ground, should not exceed fifty per cent, of the whole amount expended on the work, prior to the 1st May, 1855 ; and the sum to be ad- vanced out of this additional grant was never to exceed seventy-five percent. on the amount expended by the company, after that date, on the portion of the line between St. Thomas and Stratford, exclusive of the work on Vistoria Bridge. This loan, like the first, was made a first lien ou the Company's 76 CIIIAND TRUNK RAILWAY. i! works ; and as the Victoiia Bridgo, on account of which no rrovincial nid tras advanced, -vvus inchided in the mortgage, it was argued that the Province was increasing its sceiirity so much that the additional grant was, for it, a good operation, and one whicli on financial grounds, it would have been mad- ness not to have gone into. The loan was repayable in twenty years, and th« interest, six per cent, half yearly. In 1853, 1854 and 1855, while the capital account was in its best condition, the Company did pay interest on Government bonds to the amount of about £200,000 stg. Evidently motives of poU(,'y made it ad visa! do for the Company to hold out a prospect that such interest would continui^ to be paid, as long as additional grants were likely to be required. But the time was fast approaching when the idea that the lien which tin Government held on the works would ever be the means of bringing back the capital advanced, must cease to be entertained by even the most sanguine. In 185C (July 1,) un Act (19 and 20 Vic, c. Ill,) was passed which exploded tlic idea, advanced a few years before, that the Provinco only incuiied a nominal responsibility in giving the Provincial guar- antee to this great national undertaking. The first lien, which havl been relied upon as a means of securing the repayment of the capital advanced to the Company, was given up. By the terms of this Act, which had been provisionally agreed to in advance bet./een the Government and the Company, the latter was authorized to issue preferential bonds to the amount of £2,000,000 stg.; these securities to liavc priority over the Province lien. The issue was not to take place till the railway from St. Thomas to Stratford had been linished and in operation. The proceeds of the bonds were to be deposited witli the Provincial agents, in London, and released to the Company on certificates of the Receiver-General, during the progress of the following works : — The railway from St. Tdary's to London and Sarniu £150, 000 The railway from St. Tlioraas, Lower Canada, to Iliviisre du Loup. 525,000 Victoria Bridge 800,000 Three Rivers and Arthabaska 125,000 To enable the said Company to a.ssist the Port Hope, and Cobourg and Prescott Railways as subsidiary lines 100,000 £2,000,000 For the ensuing five years, the time estimated to be necessary for the compli;tion of the construction, the Province was to pay interest on the bondi it had issued in aid of the work ; but still the idea of repayment, though in a new form —in the sliarc capital of the Company — was kept up in this Act ; and the lieu of the Province, subject to these conditions, was to rank, as to dividend or interest, with that of the Company's bondholders. In this year, 1856, tlie Company asktd the Governr.ient to guarantee five per cent, interest on the share capital, but the proposition was not enter- tained. i' GRAND TRUNK RAILWAY. 77 On the foriniitioii of the Grand Trunk Company, and the grant to it of the Provincial guarantee, it was deemed expedient to give the Government a rep- fesentation in the direction, with the idea that the interests of the Province would thereby be better guarded. This arrangement was made the occasion of attacks on both the Government and the Company, in which the latter was de- cl'ired to be too much under political influence. A cry for the abolition of the Government directorate was set up. This would of itself probably not have led to any result, but when the Government lien had been virtually given up, there was no longer any object in retaining the Government Directors. Ac- cordingly, in 1857, there was proposed an Act (20 Vic, c. 11) To dispense with Government Directors in the Grand Trunk Railway of Canada, and to facili- tate the completion of the Company's works from Uiviere-du- Loup to Sarnia, The Government Directors were to go out of office at the next general meeting of the shuriholder.s, and all the powers of the Company were henceforth to bo wielded by the elected Directors. The existence of Government Directors in the early years of the Company's existence was afterwards, in 18G1, sought to bo made, by a comjnittee of the bond and stockholders, theba.sis of a financial re- sponsibility which the Province had never contemplated and never coidd be in- duced to a.ssume. By the Act of 1857, a year's extension of time for completing the works was given, and as a condition of their being completed even within that time, and so long as they are worked and regularly maintained, " the Province foregoes all interest on its claims against the Company, until the earnings and profits of the Company, including those of the Atlantic k St. Lawrence Kail- road Comiumy, shall be sufficient to defray the following charges : — 1. All expenses of managing, working and maintaining the worksand plant of theCom- pany. 2. The rent of the Atlantic & St. Lawrence Railway, and all interest on the bonds of the Company exclusive of those held by the Province. 3. A dividend of six per cent, on the paid up share capital of the Company, in each year in wliich the surplus earnings shall admit of the same ; and then in each year in which there shall be a surplus over the above-named charges, such surplus shall be applied to the payment of the interest on the Province Loan accruing in such year. The bonds and share capital herein mentioned shall be held to include and consist of all loans and paid up capital which the Com- pany have raised or may hereafter raise &o?ia^(ic under the authority of any Act of the Provincial Legislature, passed or to be passed, for any purpose authorized by any such Act. " This was equivalent to a complete surrender of the Provincial lien, and it would have been better to wipe it out altogether than to foster the delusion that anything could in any remote contingency be realized from it. Next year, 1858, came An Act (22 Vic. Cap. 52) to amend the Acts relating to the Grand Trunk Railway of Canada. It gave authority to the Company to issue additional bonds, preferential or otherwise, with the now absolutely ridiculous proviso that the new issue should m no way effect the Province lien on the road. And there was a clause providing, among other things, in the nature of priorities, the order in which the interest on the Provincial deben- tures should be paid by the Company. Authority was also given to alter and 78 GRAND TUCNK RAILWAY. 11 ■] -li enlarge tlie comlitions of the lease with tho Atlantic nml St. Lawrence liail- way consistent with the preservation of the relative positions of the Troviuca •ml the Company. In 1861, a committee of Hhiirehohlers drew up a statement in which they Micrtcd "that it w;is in io.iiJ^rff reliance upon the representations put for- ward ap, from the Canadian Government in this [the Company's] prospectus, that, in 18r»3, the piititioncrs and other persons became subscribers tc the Orand Trunk K;iilw,iy, and in the full persuasion that a Colonial Government which had souf,'ht assistance in England in a form so public and conspicuous, would at nil times be ready to extend to the obliijations thus incurred, at a distance of three thousand miles, not a construction resting ou narrow rules of law, bat an interpretation large, liberal and statesmanlike," and that they relied on th(( Canadian Parliament to fulfil this expectation. This was ecpii- Talcnt to assprtiiig that the undertaking was set on foot as a Government work ; nn assumjition which the Canadian Legislature waa not likely to endorse. If thi; Government had undertaken the construction of tlie road as ft public work, the committee argued, it must have incurred an expenditure of £11,000,000 stg., or £600,000 a year, whereas, by the mode adopted, the Province had obtained all the advantages of the Grand Trunk system at a charge of not more than £3,111,500, or £187,000 a year, from which amount there were several deductions to be made. Tlit-y argued that the Arthabaska branch, which tliey state at 30 miles, and nearly the whcle of the 358 miles forming the Eastern Division, though valuable to the countrj', must bo worked either at a positivi; loss, or upon tei- wlich will not yield any profit upon the capital expended in their con.si. tion ; that this it true, in the most unrpiiilified sens., of the 148 miles between Quebec and Riviere du Loup and of the Artliabaska branch, and to some extent of the 96 miles between Richmond and Qnobec. They sum up by saying that, as regards the 214 miles east of Richmond, and 8S regards the branches, the Grand Trunk has become charged with the burden of constructing, maintaining and work- ing lines of railway, not for the benefit of the share and bondholders, but wholly for tlx; present and future benefit of particular portions of Canada ; that an amount ncaily equal to two-thirda the whole Provincial aid was expended on works valuable to tlie country, but unprofitable to the Company leaving only £1,111,500 contributed to what they call the commercial portion of the undertaking. It was contended that these facts, all taken together, gave the share and bondholders not a legal, but a strong moral claim on the Province. They estimated the increased market value conferred on the grain and other crops of the Western portion of the Province by the Grand Trunk railway, as not less than 20 to 30 per cent, a statement of which it would re- quire a close examination of a history of prices and other data to test the accuracy. This attempt to make the Canadian Government a joint partner in the expenditure of fifteen millions sterling, was not responded to in the way the committee desired. In 1862 the Company claimed additional remuneration for the mail ser- Ticc. This service was represented to be worth, for the ensuing twenty -five GRAND TBUNK RAILWAY. 79 years, a sum tbiit would capitalize at a million ami a half sterling. Thia capitalization was askcfd for, and with it authority to raise the further sum of .■£500,000 stg. to complete, repair and equip the line. The passenper receipts of the Comj)any, it was naid, the niileagi) considered, were very light. Ilio time bills were drawn up, not merely to accommodate the jiassengir traffic, but also to serve mail purposes. The excessive number of miles ran to oecoin- modate the postal service caused the trains to ho worked at a heavy annual loss, while in Nova Scotia nothing but accommodation trains are being used, ami the load of the train being generally made up to the caj)acity of tho engines, the trains proved remunerative. With the capitalized sum sought to be obtained, the Company intended to compouKd witli its creditors in Canada and England. Hints that the road njight possibly be closed wern thrown out. In tho next session, A a Act for the U'-nrganizaiioii of the ffrand 'frunk Jlnilicay Company (2i>\'vi. c. 56) wiis passed, givinj^ the Company power to issue postal bonds on the securing of the money it gets in payment of the postal service, besides £500,000 equipment mortgage bonds; the latter operat- ing as a first lien on the Company's property. The efTect of this wns to place the Government lien still further back. Tho rate of remuneration to be paid for the postal service performed by the Company was long an unsettled ques- tion, on which much correspondence with the Governnieiit took place. In 1862, it was resolved to setth; the dispute hy arbitration ; but a change of government taking place, the reference was revoked. In 1865, throe commis- sioners, the late Mr. Wm. Hume Blake, Mr. Justice Day, and Mr. G. W. "Wickstecd, were appointed a commission to inquire into and report on the sub- ject. They recommended a rate of ten cents a mile for quick passenger trains, and six cents a mile for mixed trains; which, they added, " cannot be consider- ed too high, when it is considered that the I'ostmaster-General of the United States pays this same road, between the boundary line and Portland, sixteen cents per train per mile, for a single service, and ten cents per train per mile, foro double service." The proportion which the working expenses bear to the fevenne is mainly determined by two unfavorable circumstances. A large part of the Eastern Division of the road is unprofitable ; sotne sections, such as that between Quebec and Eiviere du Loup and the Arthabaska branch, being worked at a positive loss. They are a dead weight on the profitable sections, and tend to make the working expenses of the whole line abnormally high in comparison ■with the revenue. The other cause that contributes more largely to this result is the necessity of receiving competitive rates for through traiHc from the west. These rates are determined by the cost of carrying on the cheapest rival routes. Besides, the easternmost section of the line lies in a more severe climate than any other railway in Ametica, a circumstance which, from tho accumulations of snow, adds to the working cost and increases the expense of repairs. The construction of the Intercolonial ought to have a favorable effect «n the fortunes of the Grand Trunk. 80 GRAND TRUNK RAILWAY. BUFFALO AND LAKE HURON. An arrangement waa entered itito between the Grand Trunk and this Company, respecting the division of their traffic receipts, wliloh received the ■anctiim of the I'arlinmcnt of Canada. The terms of the agreement were tlionght, by the Directors of tlie HufTalo and Lake Huron, to operate againat the interests of their Company, and accordingly, after protracted negotiationif modifications and concessions were obtained whicli practically made a new agreement. This agreement provided for a rent-charge, payable by the Grand Trunk to the BulTulo and Lake Huron Company, in perpetuity, by half-yearly instalments, within two months after the 1st January and tlie 1st July in each year thus: — For the year ending 1st July, 1869, £42,500 ; for the year ending 1st July, 1870, £4^.000 ; Ist July, 1871, £50,000 ; 1st July, 187J, £55,000 ; 1st July, 1873, £C0,000 ; 1st July, 1874, £65,000 ; Ist July, 1875, £66,000 ; Ist July, 1876, £67,000 ; 1st July, 1877, £68,000 ; 1st July, 1878, £68,000 ; Ist July, 1879, and every subsequent yeor, £70,000. £42,500 per annum of the rent charge is to rank next before the liist equip- ment bonds of the Grand Trunk, and the balance will rank next after the second equipment bonds, which the Grand Trunk were authorized to raise. The ordinary shares of the Huffalo Company to bo exchanged, one half, or £615,000, for the like amount of Grand Trunk fourth preference, and the other half, £615,000, for the like amount of Grand Trunk onUnary stock. The £42,500 of the rent charge, payable in 18G8-69, was licpiidated in Grand Trunk second equipment mortgage bonds at par. This road is now a part of the Grand Trunk system. The International Bridge, now in course of construction at Fort Erie, is expected to have a most favorable influence on the traffic and profits of the line. It will cost the Grand Trunk a rent charge of £20,000 a year for 28 years, atthecndof which the sinking fund of £4,000 a year (part of the £20,000 rent) will leave the bridge in the hands of the Grand Trunk free of charge, but with its tolls still coming in from various sources. The present ferry now costs the Company £16,000 a year, and besides saving this the Grand Trunk will have tolls from the Great Western of Canada and the Erie Railway Com- panies, so that immediately the bridge is up it is calculated to pay the Grand Trunk well, irrespective of the additional traffic it will be the means of throw- ing on their line. CAPITAL ACCOUNT. The capital expenditure on the different divisions, and over the whole pro- perty, up to 31st Dec, 1861, with the total capital expenditure to 30th June, 1870, is shown as follows : Eastern Division (3G2 miles) — Engineering, £112,574 ISs. lid. ; Works and Permanent Way, £2,637,970 15s. lid. ; Stations, Buildings and Offices, £236,872 Is. 2d. ; Miscellaneous Stock, £14,441 10s. 5d. ; Electric Telegraph, £6,304 lis. 6d. ; General Expenses, £186,081 Is. lid.— £3,194,244 143. lOd. GRAND TRUNK RAIUV^AY. 81 CVnrm/ /)ui>i(jr» (338 niilfi)— Engineering, ;E7fl,735 15*. M. ; Works nnd r«rMiaiicnt Wh^, £2,949,451 4a. 3d. ; StutionM, BuiliUngs Knd UfllceH, I'lUd,- 894 4s. 11(1. ; Misceliuncous Stuck, £6,725 17s Bd. ; Electric Ti'legir.ph, £5,031 6». lOa. ; CJonciul r.xpenses, £150,221 8a. Sd.-^3,63.\059 17h. 4d, JFesUm Divisiun (190 iniks)— Engineering, £45,291 9h. lOd. ; "Works and r«rnmnunt Wftjr, £1,558,311 Oa. 5d. ; Stfttiona, Buildings and OtBces, £143,-' 723 178. lOd. ; MiscoUaneoua Stock, £5,089 lla. 01. ; Electric Telegrnph, £2,789 15s. 5d. ; Uenvrul Expunacs, £31,015 128. 3d. ; Conipensiitiuu to Contractors, £25,000 Os. Od.— £1,811,221 78. 3d. Portland Division, Leased Line, (149 miles)— Engineering, £2,209 7-i. Od. ; Works and rerninn«< < ^ J J M o CO Pi u !^< i 0> i-H «0 ■* 0» ■-< l-~ >-•«>-!" i.'^ O (Jl >>! 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O >.0 rH O Ci CI O CO CI r-i r-^ r^ r-i r-i r-i r-i Ci 'O I- 'f CI CI O CO rH O I^ O « CI O -H -ti -») r-i CO CO ri '■. I I -, O I* rH rH O O o lo '/J o» CI ■: 1 •*< o >.i I.*. >f> ic o -»« CI CO -^ Vj eo r-TrH lO •r 11 CI C* C f CO "io" •«1< r-( «> 0^1 '.I •^ rH ir. "3 .5 7^. o fa '*'— ^ rJ O a . rf /5 -/ -, >-H eS to 7- O B ■< w ^ X- C 1* • »i i; O 3 (— < tj "^ .»< r>. "S "< '^ IT M CI CI CO Ok CO B t rt a o .a 86 GRAND TRUNK RAILWAY. II' I I iil The Oraud Trunk Line -xtends from Tortlnnd, Maine, to Detroit, Michi- gan, a distance of 854 miles, to which adding branch lines owned, leased and operated, 523, gives the total length of the Grand Trnnk system 1,377 inilen. Gang* of track, 5ft 6 inches. Weight of rails CO to 75 lbs to the yard. Th« line is divided into operating districts, thus : — Detroit (Detroit to Port Huron) 59 miles Western, (Sarnia to Toronto) 168 do Central, (Toronto to M«ntreal) 333 do Buffalo and Goderich and Branch 168 do Province Line Division 40 do Riviere Du Loup Branch 126 do Chainplain, (Montreal to Rouse's Point) 49 do Montreal and Island Pond 145 do Quebec and Richmond 96 do Three Rivers Division 35 do Portland, (Lsland Pond to Portland) 150 do Lachine Branch 8 do Total 1,377 miles The following railways are worked under lease, and are included in th» ebuve. Atlantic and St. Lawrence, Portland, Maine, to Island Pond, Vt...l50 miles. Chicago, Detroit and Can. Grd Junction R. R., Detroit to Port Huron 59 do Montreal and Champlain, Montreal to Rouse's Point, N. Y 49 do Buffalo and Lake Hu o 11, iort Erie to Goderich 161 do Total leaaed lines 419 miles. Enolibh DiiiECToRS. — Richard Potter, Gloucester, Eng., President. Thomas Baring, M. P., London, Eng., E. C. ; Robert Gillespie, Gravenhurat ; Kirkman Daniel Hodgson, London, E. C. ; Grosvenor Hodgkinson, M. P., Newatk ; Graham Menzies, London, W, ; John Swift, London, W. ; Captai* Tyler, Hampton Court ; Lord Wolverton, London, K. C. Canadian Diri:ctor«. — C. J. Brydges, Montreal ; Hon. James Ferrier, ^ttlontreal ; Wm. Molson, Montreal. Manaoino Director. — C. J. P.rydges, Montreal, Secmbtart and Treasurer.- Joseph Hickson, Montreal. Auditors. — William Newmarch, London ; J. G. T. Child, Manchester mi .i*p' GREAT WESTERN RAILWAY On the 6tli Mnrch, 1834, an Act was pawed by the Canadian Legislature to incorporate the London and Uorc Railroad Company, Among the ci^rporators were Allan Napier (afterwards Sir Allan) McNab, George J. Goodhue, Ed- ward Allan Talbot and seventy others, a number of whom Avere prominent public men in those days. Power was takeu in the charter to construct * ** single or double track, wooden or iron railroad," from London to Burling- ton liay, and also to the " nnvignblo waters" of the liver Thames and Lake Huron, and " to employ thereon either the force of steam or the power of ani- mals, or any mechanical or other power." The capital wa." Mxed at $400,000 (£100,000), in 8,000 shares of §50 each ; and in the event of the continuation to Lake Huron, the capital niight be doubled. The time for the completion of the road was limited to twelve years. Nothing was done under the jtowers granted by this Act. !n 1846 when it was about to lapse, an Act was passed reviving the Act of TS34, with amendments. One of these amendments was to change tlie name to " The Great Western Railway Company." Power was taken to build the line to •ome point ou the Niagara River ; the cajutal was increased to $6,000,000 in «0,000 shares of $100 each ; and the time allowed for the completion of the line wa« extended to 20 years. Of the capital so authorized 55,000 shares were promptly subscribed in England, and only 5,000 shares in Canad i. This led to the passage of an Act in the following year (184G), *' for the purpose of affording just and pro- " per protection to the English 8harehold«#8. " This Act provided for the ap- pointment of a Committee rot to exceed eleven persons, residents of London, England, with very large powers of regulating the management of the Com- pany's atftiirs. hi 1849 this Act was repealed, and British and Canadian ■hareholdeis were placed on the same footing ; the number of directors W8» increased from seven to eleven. The main line leaves the Niagara river at an elevation of 326 feet above Lake Ontario. It gradu.illy descends to the level of the lake at Hamilton, where grain and general freight warehouees are erected on the wharf. The line then steadily rises till the summit level is reached, 88 miles west of the Suspension Bridge, where the elevation above Lake Ontario is 76? feet. From thence it again gradually falls till it reaches the Detroit river at NVindsor. The steepest grade is that ascending to the weot from Hamilton^ averaging 40 feet per mile for 10 miles. From Komoka westward, for 100 miles, the line is nearly ^evel, and there are 57 miles of this length in a single straight line. 88 GREAT WESTERN RATTAVAY. Tilt spiiit of 8])('culati()n wliieli |)rcvailo(l from 1S53 to ISGC was a source of oiiilinrrassment nnd exjmnfce to tliin ami evury otlit-r Compai' ■ coiistmoting liiicK in the I'rovincd. Thif stoto of thinijs was to l>e attribute liiifly to the riiiUviiVH. So great wp.stlic (ieiiiBiid for livlior, livestock, timhci "1 mntfriaU til" all kinds by tlie competition wLicli niHteil, that priof* incrraHcd 30, 40 and 50 jicr cent. Conlractors who had uiidertukou to build aections of this* Railway at low estinittcs fuilod, one ofter another, and the works hail to Iw rclfit at advanced figures. As ia th« case of nearly all the railways tlie ori^^i- nal rstiiniitos fell far short of the actual cost. It waa found in 18{i4 that aa cKtimnto made by the Coinpnny's engineer in 1 852 for the main line was about a million and a hnlf of dollars undnr the mark. A single instancii will Rb«r that rcijiirdU'ss of the advance in materials tliein eutimaten wer« ill-d<'via«4, and little else tiian mere guesB work ; the lails were estimated at i heir lip»t cost in Wnles, with no allowance for freight, inHurance or duties. The cost of land was put down in the estimates at $00,000, wlicreaa the amoant »ctiiiUly expended under this head was $700,000. The share capital was raised under the authority of five dilTercnt acru of the Lcgislnture. The date of tuess acts with the amcunt of capital author- ized to be raiseil are as follows : — Share*. Amount. 8 Vic. cap. 8C, of March 29, 1S45 60,000 t«,000,000 15 Vic. cap. »J>, of .vpnl 2';. 1853 20,000 2,00'),000 18 and 19 Vic. cip. 17G, of May 19. 1855 60,000 6,(H)0.')00 ir. Vic. cap. 44,of KoT. 10.18.'')2, (H.t T- A-'U3,t>0() ],)'"0,000 16 Vic. cap. 101, of Ap. 22, 1851, (Sarnia Act) 20,0'H) 2,000,.©CO 178,000 $17,800,000 III (J. W. Amend't Act 22 Vic. cap. 116, of Utk Aug. 1858 8,000,000 m h Tetal capital $2.5,800,000 The Kuui of $3,850,000 (£770,000 stg) was adTanced by the Govarnment undcc the provisions of the Main Trunk (Juarantee Act. It was fTovided that this loan was to piiy 6 per cent interest, and that S per cent wan to be annually set upnrt as a sinking fund. Thi.^ largo amount of public money was not hopclcHsly sunk jm in the case of the rtdvanccs of the Grand Trunk and Northern ; large sums have been repaid and the whole is now in i»nch a shapw that its liquidation is rendered certain. The exi.^ting hostility between this Company and the Sf'-rheru Railway project is of old standing. In 1857 the Directors of the Great Wp»t'>rn report thiit " during tlie last twelve mouths considerable discu.ssion has arisen in re- gard to the projected Southern Line through Canada, which was last summer attempted to be forced upon this Company. In the last session of the }^ro- Tincial Legislature many diHgraceful disclosures were made as to the ixiat history of tlint scheme arising out of the rival claims of certain purticH, to the GREAT WKSTEIlxV RAILWAY. 89 control of tlifi line. These discloiurrs, *liowing an extent of biilxjry Rml dia- hoiifnty which have Imcn rarely jiaralleliid in the hixlonj of any joint stock under- taking, ii'ul whicli called forth the iiiftik(Ml find ciiiiilmtii; diiiiiinciatioiis of romiuitteesdf tlic I'roviacial rarliainnnt ciuinot fail to iiicroasc the sntisfactioii of the nhMrvholdt'is timt thia Cuinpuiiy was ])rtiaerred fioia nny connection with auch aachonio." In Octuhcr, IST)?, the Directors wen* nuthorized to Rdvnnco the auni of $750,000 t« tlie Detroit and Milwankre Railway, to lielp that line out of ccr- tftin ditticultiea into which it had fallen. The l^irectora in rejiorlin/j in favor of this advance aay that the)' had "ciiused a careful examination to be made into the atati'nientfi furnished by that Cotnpnny na to ito nlFuirs and Rccounta and tho result of a couijilete nad; tliorong!! inve.stij,'ation showed that the auin of S7.")0,0U0 would l»e Budieient to meet the claims of the Hmuircd creditors, and ler.vo enough to open the line and jirovide rolling stock." Tho loan was accordiiif^ly made, aecured by a mortgage in fav* of Mr. ('. J. llrydg'-s, T. ReynoMs a«d H. C. II. jiecber, three of tho Cunadiaa Director;). Uudtr the conditiona of this mortgage the entire coritrul of the affairs of the Detroit and Milwaukee was jtlaeed m the hand.* of directors to be ;;omin»ted from time to time liy the Ore*t Western Company. Arrangements w; re then made for the completion of the Detroit and Milwaukfe Line to (iraiid Rupids and through to I.ake Michigan. It waf opened for tralfie thruurjh in S>)ptember 1358. Most fa-, oi-able re.sults to the rerenue of the (!rcat Western were expected to follow from this traBsactioa. Tiie case was stated thus to tl.c shareholders of the Grerer cent for workincf expenaea is only about t76 per mile a week, which placee the aucceas of the ConipiuiT beyond any doubt : and fm whatever money i.t atill reor nnnum, to an amount equal to the floating debt of the Company — the lioldcrs of which shall bo entitled to receive such stock at par in payment of their claim"!. 4th, That, nndir the circuinstaiices of the case, after the jiayment of the sums ordered by tho Court to be paid in cash, the Interest on the two above mentioned classes of Preferer.co shares up ti> Slat D*'cember, 18C4, be paid equally ;)ro rata out of the net earnings of the Line, after paying iutei est on tho two jjrior mortgages. After 31st Dec, 1804, in- terest upon the ditferent classes of securities to be paid in the order of their legal priorities. 6th, That the ordinary shiyjoholders shall receive ordinary •hares in the new Company to tho extent of 20 per rent of the par value of the old shares. " These proposals on the part of tlin Civmt Western did not meet with the un- animous acceptance of the creditors ; and a suit was commenced by the Com- mercial Bank of Canada against tho Detroit and Milwaukee Railway (to thit suit tho Great Western was made a party) to recover the sum ot £250, 000, being an advance made by the bank to the Detroit Company. The case was tried at Kingston before a jury and afterwards at Toronto, and being decided in each instance against the Great "Western it was taken to the Court of Error and Appeal, and ultimately to the Privy Council. Meantime the overdue inter- est on the loan of £250,000 increa.sed to more than half the amount of the principal, being in September 1863. £150,000. The decnsion of the Judicial Committee of the Privy Council was delivered on the 27 July, confirming that of the Canadian Court of Error and Appeal and dismissing the appeal with costs against the Bank. An arrangement was finally arrived at, the main principle of which is that all clnims against the Great Western Company were withdrawn, the Detroit and Milwaukee Company agreeing to set aside a moderate annual sinking fund to liquiilate the claim of the Bank and in the mcuntime to issue its bonds in ■Btisfoction of this and other claims. These bonds particij)uted to a limited extent iu the surplus earnings of tho Detroit and Milwaukee RoaX pari passu with the origin il loan made by the Great Western and the interest accrued thereon. An additional issue of aecurities to the Great Western Company to the amount of |595, 000 v/aa made by the Detroit and Milwaukee on account GREAT WESTERN RAILWAY. 91 of arrears of intrr««t, making tho total ainoui.t of louu and accrued interest ♦2,100,000. Though the anticipatione of tho DireotoM respecting the Detroit Lino wcr« not realized, and though the intoroit on the loan was not paldyt-t coiisiderubl* increaiH of trnffie rrsultod. Thin loan proved to bo a aorious alfair fur the Great Western, and so important was itsi inlluencc on the Company's po.nition reganltid that in the report of April, 1860, this passage appears. " The criti- cal fiuancual ]>osition of thu Detroit and Milwaukee Company — its cIoho con- nection with and indebtedness to this underliiking — the continued depression of tho receipts of the latter — constitute Apparrtitly a state of things so unsatisfac- tory that it is desirable that tho fullest inforniJiti'tii should be offorded, and that the opinion of perfectly impartial persons should be taken iipon the posi- tion of the concern. The Directors therefore i ecuinmrnd that a eomrailtee of proprietors be appointed at the approaching meeting for the purpose of investi- gating the allairs of the Great Western Kiiilway Company with all requisite authority, and t.iat as soon pis their report is prepared a special meeting shall be summoned for its consideration." In 1868 the Great Western in common with other lines suffered from » Icrioua falling olT in its traffic. It was less as compared with 1857 by 13 per cent , and that of leading American linos showed a decrease ranging from 14 to i5 lier cent. In t!ie half year ending July, 1859, no dividend at all was paid. The disheartening position of alFairi at that time waj described in this frank and truthful language by the Directors. "* In placing this statement," (for the liillfyoar), " before tho shareliulderH, the Directors cannot but express their extreme concern and disappointment at the altered position which it ex- hibits of the Company'? affairs. In the report jdaced before the meeting of the 6th April last, a sanguin«« hope was entertained that the worst was then over, and that a gradual improvement from the state of dcpres.sion tlie Com- pany was at that period laljoring undei, might fairly be calculated upon. Unfortun.itely this has not been borne out by the result, and this company hhn had to sustain, during the last half year, a continuau'ie of the most adverse circumstances in common with ev':'ry other railway on the Northern ywrtion of the American continent. The traHic of the line botlt through aini local has undergone a diminution during the last three years, of which w ■ have no parallel in the history cf railways in this country, and though the exertions of the Kxeculive in Canad* have eiTected a most important reduction in the work- ing expenses, tin's h.ns not been adei|uate to sustain the Company's position a.nd earn a dividcmi." The earnings for th« first half of four successive years fell off in the remark- able manner shewn by these figures :- - Earnings of first half of 1856 ♦1,169,592 Earnings first half of 1857 1,065,720 Earnin^'s first half of 1858 854,608 Earningsflrsthalf of 1859 725,904 T I * ' ! V , 1 ) I II V Ff SI (. E! 1 i. ! i" I 1 ll'iri yi I I I 11 i 92 GREAT WESTERN RAILWAY. showin^cj a fallinpf ofT of $443, (588 «8 brtwren 1856 and 1859, while an increase was naturally to bo fxpccteJ. Wer« it not for nn important ilitninution in the Coinpimy'fi expenses ut the same time the efr«ct upon its finsnciid positlott must have been Borious. The next dividend was also foregone. At the sttine time tlmt the Company's traffic, botii in freiglit and pasaen- f crs fell, dfl" so steadily and rapidly, a new obstacle utared the Directors in th« face. The Engiuser, Mr. Geo. Lowe Ucid, reported thst during the half year, •oninioncing February 1861, a " renewal of the rails of the \/hole Main Line and of the Toronto and Gait branchfs will have to h* systematically beejun." Ho eBti:nated that this renewal of rails would hereto be completed within fivo years. As there were 250 miles to be relaid in the five years, an annual aver- age of 50 miles 'if rails had to be i)Ut down, ITe estimated that the sleepers, which were rapidly giving out, would all have to be rejdaced within three years from Ist Feb. '61, requiring an average of 100,000 sleepers per annum. The cost of these renewals of the ])ermanent way including new joint fasten- ings, and the labor of r.Inyiiig the rails and slecjjfrs, &c., was stated at $285- 000 each year fur the five years. The rails had only been six and a half years iu use, and their average life would not exceed eight years. This very un- aatiufuctory result arose from the inferior quality of the iron in the case of the fish rails, and from the defective form of the rail and its joint fastening, com- bined with a poor quality of metal, in the cabe of the bridge rails. The Engineer also reported that the wooden bridges, amounting to 13,915 lin- eal feet, on the Main Line and Gait liranch would ail have to be rebuilt within the five years before referred to. The cost of renpiwing these entirely in tim- ber is stated nt $230,000, sjtread over a ])eriod of five years. Owing to the fact that these wooden structures never last in this country more tl;.m ten to twelve years, the Engineer very properly recommended that iron and stone be largely used in the new bridges. Mr. Reid estimated the total annual eipejidituro for the renewal of the per- manent way, including bridges and fences on the Main Line and Gait iiranch as follows : - 1st year commencing Feby. 1861 $237,000 2nd do. do. Feby. 18C2 272,000 Srd do. do. Feby. 1863 315,000 4th do. do. Feby. 18G4 410,000 6th do. do. Feby. 1865 C3S,500 Total $1,772,500 These expenditures were estimated to be in addition to the ordinary repairs or maintenance of way, which was then nt the rate of $142,000 a year. In common with all our leading railways the Great Western suffered severely from bad rails. The original track consisted of 3S| miles of compound rails weighing 60 and 80 lbs. per liaeal yard ; 156 miles of the U or bridge rail of C6 lbs. to the yard, and 34^ miles of the fish-jointed rail of 65 lbs. to the yard. By the end of July, 18G0 the track was so altered &a to consist of 116 milea GREAT WESTERN RAILWAY. 93 of fiMh-jointed railft, 65 lbs to the yard, ond 113 miles of tho U rail, 6C Ibg. to tlic yard : allowing that in the 64 years the wholu of tliu compound rails, and 43 miles of the U rails had been replaced l>y fish-join twl riiils. The Toronto Branch was laid with fish-jointed rails throughout. This kipd of rail prored to bo yery inferior in quality, especially those laid down on the Toronto Branch. On ninny a tions of the line where there were sharp curTes or hcary gradicntH they did not last two years, and thi'ir arcrago was aa low ^^%^ w 5> ^v ■ 94 GREAT WESTERN RAILWAY. '] Ml ill On the 12th .Tune, 1867, an agreement was made with the Grand Trunk Railway providing that equal fares and rates phould be charged from all competitive points ; the gross receipts of each Company for local passenger and freight traffic between certain competitive points, and also between these places and competitive points of the lines to the east, to be divided in such i)ortions as agreed upon ; the Grand Trunk to be permitted to send their loaded cars, from any station on their lines of railway eas*" of Toronto to any station on the lines of the Great Western west of Toronto, such cars being handed over to the Great Western at Toronto ; these cars to lie returned loaded with freight from stations on the Great Western line to any station on the Grand Trunk, east of Toronto ; in like manner the G. W. R. are permit ted to send their loaded cars from any station on their railways, e:rcepi. Toronto, to any station upon the section of the G. T. II. line west of and in- cluding the Buffalo and Goderich line, such cars to be handed over to the G, T. R. at Paris, the samo cars to be returned loaded with freight for stations on the G. W, R. line, Toronto excepted. The rates charged from local sta- tions on the G. W. R. to Toronto for places east ther-jof on the G. T. R. ar« the same as those charged by the G. W R. from th .• same points to Suspeii- sion Bridge, and when this wouM not apply equal rates per ton per mile was to be charged. The rate to be charged to and from local competing stations west of Toronto to and from the stations of Toronto and Hamilton are the sa\.ie whether carried over the G. T. R. or the G. W. R. The through rate to bo chai;ged from Montreal to points on the G. T. R. and the G. W. R. lines west of Toronto and Han.ilton, and vice versa, shall be such as pgreed upon. Teaming freight to and from competing places to be abolished. Passenger trains of both companies to be so timed as to connect at Toronto and Paris. The rates for all through traffic to be such as are agi'eed upon between the managers of the two lines. Any projected competing lines west of Toronto to be either undertaken and constructed jointly by the two Companies, or the option to b?, given by the one to the other Company to occupy and wirk the same jointly upon such terms and conditions as may be agreed upon. Some other clauses are contained in the agreement respecting the mode of settling of disputes, &c., and it is provided that the agreement shall remain in force seven years from the 1st August 1867, unless sooner terminated, which either may do on giving six months notice to the other Company. In 1869 an arrangement was entered into between the Great Western, the Michigan Central, and the Detroit and Milwaukee Railways, for the period of two years, relating to their througl: traffic. By this arrangement the receipts from through traffic ore to be divided between the three lines in the propoi*- portion of 48 per cent, to the Great Western, 48 per cent, to the Michigan Central, and 4 per cent, to the Detroit and Milwaukee. The length of th« three lines is Western 239 miles, lilichigan Central 229 miles, Detroit and Milwaukee 189 miles. The proponion of earnings for the purposes of th« agreement was based on the results of the two previous yeais' through traffic in the case of the two iirst named lines, and on one years' traffic of the Detroit and lililwaukee Line. GREAT WESTERN RAILWAY. 95 At Suspension Bridge, the connection is formed with the Jvt>\v York Central Railroad on the American side by means of the Suspension Bridge, which was opened for trains in March, ]855. At Wiadsor, the connection is furmtid with the Michigan Central and Detroit and Milwaukee Railroads bj^ means of ferry steamers, the width of the river being half a mile. Cne is an iron double- ender steamboat, 240 fe^'t in length, which takes over a whole passenger traiu on its two tracks, or 1 4 freight cars. The other is a large wooden steamer ■with a spacious saloon on d(;ck, on which passengers only are tru'.isferred. An Act was obtained from the Dominion Legislature two sessions ago re pealing so much of the Act of 1851, as required the Company to construct the railway and briinches with a giuige of 5 feet 6 inches, and autborizifig the al- teration of the gauge to that of 4 feet 84 inches, commonly called the narrow gauge. Since this power was confirmed the greatest energy has been dis- played in making the change, and now the whole line from Windsor to Ko- mokii, and fiom Hamilton to Toronto and Susjiension I'.ridge, (183 miles) thw gauge is i'our feet 84 inches. The remainder of the line is a mixed gauge of 5 feet 6 inches and 4 feet 8i inches, and the remaining branches are 5 feet € inch gauge. Like the others of our three leading railway companies the Great Western tned the expeviment of running ) ilropriated to reduce the capital cost of the Line, so that in the course of yeara the branch will gradually become a part of the Great Western system. ■ .it, GREAT WESTERN RAIi^WAY. 9» GREAT WESTERN RAILWAY. ROLLING STOCK. Ac. Fiscal Yeab bndino 318t January ->- 1864. 1855, 1866. 1857. 1868. 1160. Locomotives No. K i>f 27 l,07i 40fi 650,965 389,619 218,360 480,511 82,703 £8tg. 202,8.58 68,015 12,543 672 60 114 41 1,210 409 1,130,924 617,210 416,403 664,039 175,981 £Stg. 298,419 100,939 16,580 1,968 8C 126 41 1,210 409 1,635,394 677,650 643,955 860,636 220,880 £8tg. 357,975 236,432 10612 2,116 ■ 86 12c 63 1,210 400 1,520,244 665,039 529,720 702,378 192,740 £Stg. 320,991 178,510 31,073 2,092 88 127 63 1,210 409 1,374,123 661.607 601,141 r H,935 i.;,334 £ stg. 254,448 151,245 16,619 2,323 00 Passenger Cars .... " Baggage, Post Office, and Express Cars ' Freight Cars " Gravel Cars " Mileage of locomotives.. " Pass, trains.. FnMgl.t " Passengers curried. No. Freight carried, No. cons REVENUE. Passengers 127 6S l,21i> 130 1,635,610 1 1062,718 406,437 212,860. £Stg. 220,368- Freight ana'> 750,332 489,494 94 129 1279 20 Id 120 2,293.7.S4 0,166,980 14,0.V»,417 713.721 681,772 99 139 1:^1 20 18 1-20 ?.620,77a 6,570,454 17,008,8111 744,820 626,643 133 129 1737 SI 'i('(7 8,070,)ll 6,108,93(5 25,831,743 7M) 647 926.007 £StK. 31.S,(32 12 : 3.ifi,l 99 13 7 2H,919 8 3 1,652 19 8 £Stg. 313,422 4 3 330, S3 1 5 2,S,294 16 2,127 9 11 X Stir. 313,30-) 5 10 412,097 8 8 38.00:1 9 2 1,915 15 3 311,610 17 489,882 19 3 27.173 11 2 1 793 12 5 £8tK. 305,233 10 1 524,093 U 21,799 9 10 1,6-22 9 4 671,004 It 8 074,075 14 8 70a,5Ui IS 11 779,901 7 809,250 863,248 10 2 37,828 19 2 76,470 3 8 M8,'39 2 10 47,395 1 10 44.708 14 (t 16,260 2 9 6I.a50 3 2 7.'?,7.S2 14 7 34,it43 11 6 52,;i:u 1 8 67,422 17 6 1£,472 7 4 Prt.303 5 93,641 8 2 4i>.765 8 9 55,210 S 6 08,308 14 8 10,2h« 9 4 +99,5.-4 5 8 H'9,214 18 4 40,472 6 10 68 620 12 9 70,058 11 6 I7,8i)8 1 8 13.'5,387 2 6 111,064 6 8 57,8.37 7 3 61..3V9 6 8 72,581 17 9 20,2(i3 W 5 469,062 19 2 7,789 1« 9 9,305 2 2 179,464 7 9 110.827 7 7 69.763 4 01.HH4 10 66.250 12 9 17,822 6 11 204,208 4 ?. 6,010 2 2 9,246 11 t> 301,401 13 8 6,390 3 9,240 11 300,481 9 9 6,021 10 3 9,332 17 9 402,324 16 9 6,504 8 2 9,384 18 10 502,011 19 7 7.909 11 2 9,823 15 2 279,424 17 11 317,038 10 8 857,037 4 11,000 e 376,435 8 9 4;8,214 3 9 361,740 16 10 2,725 6 5 6,311 2 2 470,147 12 1 519,:t05 5 11 302,179 16 9 4,670 13 7 390,081 15 2 1,128 13 9 333,102 16 11 2,677 17 1 18,374 15 6 669 9 6 333 943 10 3 2,054 5 2 674 C 1 168 16 4 1,781 14 1 11,377 8 10 4.383 10 3 408,127 18 2 368,687 10 392,043 11 4 S6!>,783 5 6 354,614 18 10 342,102 19 9 100,2.W 13 1 128,254 4 6 49*382 9 2 99,330 1 4 88,034 18 11 043 6 25,a40 10 6 101,301 19 6 ll'),432 9 2,427 4 10 104,806 2 8 12.5,110 8 2 1,982 10 2 91,427 1-; 1 90,9.37 19 8 2,049 2 10 84,446 42,642 18 925 4 5 000 6,532 17 4 5,000 1,576 5i'00 in Q rH 'O or W rH O *'. ■*. - C«C^ <0 CO O M O « rH O "* '1'"^ 00 00 ^-1 rH r-< O OJOCl rnr-W*'- rH 00 C» 'J? «0 ■ iM O CO •«« (NC^OW* I'-'CJJO'CO " . 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Rami s ^ 2 Passe Freig Suiul Gross o O llll IP I tJ TKF NORTHERN RAILWAY: The Toronto, Sarnia and Lake Huron Railway Company was chartered, (12 Vic. c. 196), August 29, 1849, with a capital of £500,000, in £5 shares. The road 'vas to run from the City of Toronto to some point on the southerly shore of Lake Huron, touching at the town of Barrie on the way. The survey of the road was to be deposited within three years and the road to bo completed within ten years. The Company was authorized to raise the amount of the stock either by subscription or by lottery, but tha whole amount of the proceeds were to be devoted to the purposes of the railroad. The lottery scheme was never put into practice, By 13 and 14 Vic. c. 131, the title was thangeJ to the Ontario, Simcoe and Huron Railroad Company ; aad in 1858, the* name was again changed to "the Northern Railway of Canada." Toroiit>was, after the passing of the 13 and 14 Vio. c. 131, no longernecessarily the starting point. Authority was given to commence the road at any point on Lake Ontario, west of the to^vnship of Darlington. By 16 Vic. c. 244-5, authority was given (1853) to the Company to con- struct a branch line to the eastern shore of Lake Huron, not further south than the southerly limit of the township of Saugeen, anu to construct at 5uch point a harbour and other necassary works ; to increase the stock to £750,000 and to borrow a further sum of £300,000. There was no clause guarding^ in express terms, ag-ainst this new loan taking precedence of the Province claim ; but there was a singular clause agi.inst anything in this or any other Act being construed as binding the Province to guaiantee the interest of any loan to be raised or debenture to be issued by the Company. The length of the road is ninety four miles, besides sidings which, extend to something like fifteen miles. There were besides a few miles of double track. The minimum radius of curvature is 1,432 feet, and the maximum grade going north is 60 feat ; going south 52 fjet 8 inches. The first section of the road, from Toronto to Aurora, 38 miles, was opened to the public on vhe 16th May, 1853 ; the next section to Bradford, on the 13th June, 1853 ; the third .section to Barrie, on the 11th October, 1853 ; the branch to Bell Ewart, a mile and a half, on the 3rd May, 1854 ; and be- fore the end of that year, the whole line was open for traffic. The first sac- tions were opened before the ballasting was done ; and the work was after- wards performed when the road was in operation, WitJi a view of controlling the navigation of Lake Simcoe, the Directois purchased the steamer Morning and the wharves at Orillia and Bradford, and aftervvarils built the steamer J. C. Morrison. The original contract with Storey & Co., for construction, was for £579,- KOBTHERN RAILWAY. 107 175 5s, 0(1., niul u supplementary contract for locomotive slock, general roll- ing stock, way station service, terminal (lejHit service, harbour service, and steamboat service brought the amount up to £702,568 Is. 3(1. currency. Mr. Brunei, C. E. estimated the revenue at £136,000 currency per annum, giving a net revenue of £68,000, ec^ual to eight per cent, on the entire cost of the road, wharves and harbours. The Company received from the Government, in the shape of guarantee, £475,000 sterli.i^^ ; and it paid the interest on the Government bonds issued on its behalf, uptcthe 1st January, 1856 — the original capital account bein 3 open. The total amount panl under this head, with commissio.i, is £47,- 924 10s. At first the Province had a first lien on the whole of the Comi)any'8 line of railway from the City of Toronto to Collingwood harbour on Lake Huron, and all the ground belonqing to the said Company, enclosed or to be enclosed, and lying between the said vermini,; together with all th(j station- houses, wharves, store houses, engine houses and other buildings thereon erected." Default in the payment of interest on the Government bonds was first made in the amount that became due after the 1st January, 1856, and nothing further wav ever paid. In other words, so long as there was original capital out of which to pay the unearned interest it was paid, but never after- wanJs. The want of connection with the Northern terminus, at Collingwood, was early felt, and ia 1855, the Company, with a view of developing the business of the line, entered into contracts f.r a tri-weekly line of steamers between that port and Lake Michigan ports, and a weekly line to Green Hay. Five first class stca.uers were employed, and the charter money paid to them was £21,750 currency. In 1865, the income of the Company was £92,372 12s. 5d currency, and the expenditure £120,698 2s. Id., showing a loss of £2?,333- 9s. 8d. Next year there was paid on ac^-ount of the steamboat contract only £6,250. On the f^4th 'ieptember, 1856, the steamer Niagara, one of the line, was lost near Port "Washington, with ra^ny lives and a cargo of freight. In 1858 this line of steamers had beconti) self-sustaining, aud the Company de- rived a profit of over §10,000 from the connection. They then resolved to en- tertain no proposition for future connections with the Upper Lakes, which would involve an V subsidy or guarantee. This ilstormination, together with the heavy work of renewal on the line, led to a suspension of the steamboat or<(£nization between Collingwood and Chicago, causing a trilling fidlingoffiu the through trade in 1 86-, tat it was scarcely appreciable, being less than $2,000, so nearly did volunteer competition, both of sail and steam vessels fill up the void. During the season of 1862, but not till the first month of the navigation was over, four first olass propellorr maintained and strengthened the reputation ot the route. This .season vessels were scarce on Ontario, and the Comimny sufitred seriously with its connections at that end, delays and ac- cumulation of freight rendering it Hable for damages. These difficulties were finally overcome by secrring the services of two propellors for the remainder of the season, on favorable terms. In 1863 the Company found the American carrying trade too fluctuating and hazardous to justify its making any special 108 NORTHERX RAILWAY. r is' ii arrangement with regard to it, and from tliat time this policy has been car- ried out, in connection with the special development of the local traflic. The Company owned steamers on Lake Simcop, which it chartered to other parties in the spring of 1858, but the arrangement fell through by Au- gust, and the Company ran them for the remainder of the season. In 1855-56 the expenditure was £5,475 over earnings. The passenger trains ran at the rate of 25 miles an hour, when in motion, and 20 miles in- cluding stoppafjes, and the express trains ran five miles *tn hour faster; freight trains 15 miles when in motion and 12 miles including stoppages. In 1857, " An Act to amend the charter of the Ontario, Siracoe and Huron Railro id Union Company," (20 Vic- c. 143), enacted that so long as the City of Toronto shall hold stock to the amount of £25,000, it may appoint one of the Aldermen a director of the Company, and the County of Sinicoe may, on the same condition, also nominate a representative at the Board. In 1858, (Vio. 22 c. 117) the name of the Company as already stated was changed to " The Northern Railway Company of Canada," authority was given to call in all the outstanding bonds, exclusive of those granted to the Government, and to issue to the holdoj's other bonds, in lieu of them ; and to issue £200,000 six per cent, sterling bonds for the purpose of funding the floating debt, to extend the works and put the road into efficient working order. At this period, the order of priority in the capital account of the Company was : Government lien £475,000, with (August 1 1859) £116,375 arrears of interest thereon, making a total under this head of £591,375 stg. Next came Company's bonds £243,739 14s. 6d., with unpaid interest theron, £43,434- 8s., a total of £287,174 23. lOd. Third amount required to cover floating debt and place the road in an efficient condition, £250,000. And there had been paid on stock subscriptions £169,276 8$. 3d., making a total capital of £1,297,825 lis. Id. In 1859, an Act was passed, vesting in the crown all thereat and personal property of the Company, for certain pu^oses therein set forth. The Govern- ment was to raise an additional sum of $60,000, which, added to the then ex- isting claim of the Province, was to be a first charge on the proceeds of the sale of the road, the day of this sale lieing fixed on the then ensuing first of August, and the proceeds of the sale were to be distributed among the credi- tors, including the Province, in the order of their priority, claims of equal rank being paid jtro rata, if there should not be sufficient to pay them all. The Government took authority to cause the railway to be worked through the intervention of the Company or any other party or parties ; but the sur- plus after paying working expenses and interest on the claim of the Province, was to be paid over to the Company. The Government might become a pur- chaser at the sale, for an amourtt not exceeding its claim. The Government might treat with tlie Company or its bondholders, or both, for the transfer to them of the railway and its appurtenances, and allow the new proprietors to issue £250,000 of preferential bonds for the repair of the road and the payment of the Company's debts, the $60,000 to be advanced, meanwhile, by the Gov- ernment to be repaid before any other outlay was n.ade. NORTUEIIN RAILWAY. 109 ear- In pMiwiance of the large additional powers given to the Government, an order iti Council was passed in May, 1859, in which the Minister of Finance declared there was no reasonable hofH} that any parties would be found to offer any considerable sum of money for the railway, if i>old, in which case the Province would either be re(piired entirely to sacrifice the whole of their claim or to assume the works themselves, and to advance from Provincial funds the sums required to maintain the line." He took the ground th it in any case, it was not desirable to increase the debt of the Piovince fov the purpose of aiding the rop/. ; that, for many reasons, it was not desirabh , except ns a last resort, to make use of the power of absolute sale. He therefore recommended that the whole property be revested in the Company, on the following condi- tions : The Company should be allowed to issue £250,000 stg. of first pre- ference bonds, which would displace the Provincial lien ; that the advance made by the Government in 1856 of £10,000 stg., with interest thereon and such an)ount as the Government might now spend in repairs, bo repaid be- fore the 25th December 1859 ; that the Company repair the line and complete the rolling stock ; that £50,000 of second preference bonds be handed to the Government in payment of i)ast interest on the Provincial claim. In consid- eration of the fulfilment of these conditions, the Government was to grant priority of dividends over the Provincial claim to the amount of the existing debenture debt of the Company, §1,185,834. A curious proviso was inserted %ith regard to the mortgage bonds, amounting to ?192,233.33, as some of them had been sold below par, the priority, in their case, was only to extend to the amount the Company had received, a principle which would certainly be pronounced false if apjilied to the National debt. But the chiim of these bondholders as against the Company was not to be diminished. The interest due on the existing bonded debt was to be jtostponed to and rank after the Provincial claim of £375,000 stg. Second preference six per cent, bonds were to be issued to pay olf, by way of exchange, the existing bonded debt and for £50,000 back interest owing to the Province, and to have priority over the Government lien. The order of priority, in which the future earnings of the railway were to be disposed of, subject to the above conditions, was : 1st, AVorking expenses, repairs and management. 2nd, Interest on first preference bonds. 3rd. Interest on second Preference Bonds. 4th, Inten^st on the Provincial Lien of £475,000 stg. 5th, Interest on arrears of interest due the Province. Gth. Interest on the proportion of the mortgage bonds entitled to this priority and on the arrears of interest due on the luc-existing bonded debt up to the date of the issue of the second mortgage bonds. 7th. Interest on the share capital. The priority of capital now stood : 1. First Preference Bonds, £250,000. 2. Second Preference Bonds, £223,189 14s. 6d. 3. Government lien, £475,- 000. 4. Balance of interest arrears due the Province, £50,000. 5. Interest arrears on Company's bonds, £43,431 8s. 4d. 6. Stock subscriptions amount paid, £169,276 Ss. 3d. Total £1,297,825 lis. Id. sterling. The " Northern Railway Act of 1868" empowered the Company to issue third Preference Bonds (class A.) to the amount of £50,000 stg., and to " ex- 110 NORTHERN RAILWAY. pend the proceeds thereof in the constmction of elevators, the increase aj.d extension of rolling stock and other equipment works for the accommodation and facilities of the traffic. " The new elevator constnicted at Toronto has a storage capacity of 275,000 bushels, and can elevate and ship 20,000 bushel* an hour. The elevator wharf, sunk in 15 feet of water, is 49C feet long and 70 wide, and can store three million feet of lumber for shipment, A ne^v ele- vator at Collingwood, nearly as large as this, was included in the works con- structed by these bonds :it will be completed by the 10th August, When the road was first built, a breakwater and wharf were constructed at that port, for the safety and convenience of the traffic connections. The elevator pre- riously used by the Company at Toronto was burned down in the eaily part of 1870, A similar casualty happened some years before, in the burning of the Company's steamer, "J. C, Morrison," on Lake Simcoe. The policy of owning steamers on that lake has long been discontinued. This railway has been of immense benefit to Toronto and the whole northern country. It has hitherto been the only road terminating at Toronto, and the facilities it has afforded have opened up a new and large lumber trade, on the Georgian Bay. When Mr, Cumberland became ^lanagiiig Director in 1859, he changed the whole policy on which the road had been worked. Large gross receipts, if they left no profit, had no charm in his eyes. He found the through traffic, had been carried at a loss ; at a loss so great that in the previous year, it haa more than eaten up all the profits of the local traffic. He informed the pro- prietors of his intention, and warned them not to be alarmed if they found a considerable decrease in the gross revenue. He intended to do none but paying business ; to touch nothing that did not leave a profit. How this, policy succeeded the following table will show. In 1858, there had been a positive loss on the whole business ; in 1859, iinder the new policy, the total receipts showed a decline of nearly twenty thousand dollars ; but this dimin- ished revenue brought with it a profit of nearly forty-three thousand dollars. The working expenses still bore a very large proportion to the revenue, over 82 per cent. This item has undergone a constant reduction, till it is now only a fraction over 58 per cent. Every possible encouragement is given to the development of local traffic ; sidings being put in wherever there is a pro- mise of business to warrant it. This policy, which has been eminently suc- cessful, might be impossible in a line of great length, where competition rates are fixed by the cost of carrying on the most favorable route ; but for the Northern there cannot be a question, it has proved the true policy, as tested by the touchstone of success. DinECTORS. — Hon, John Beverley Robinson, President, Toronto ; John A. Chowne, Esq,, Vice-President and Chairman of London Board, London, Eng- land ; Fred. W. Cumberland, Esq,, Managing Director, Toronto ; Angus Morrison, Esf,, M. P,, Toronto ; Wm. Elliot, Esq,, Toronto ; Henry Wheeler Esq,, London, Eng, ; H. M. Jackson, Esq,, London, Eng. ; W. D. Ardagh, NORTHER!'! RAILWAY. ni Esq., Barrie, "Warden County SLnicoe ; Aid. J. J. Vance, for Corporation of Toronto. Officirs. — Fred. W. Cumberland, General Manager ; Thomas Hamilton, Secretary and Accountant ; C. "W. Moberly, Chief Engineer ; Francis Tutton, Mechanical Supei intendent ; John Harrie, Train aud Traffic Master ; Clarke, Gamble, Q. C, Geo. D'Arcy Boulton, Solicitors ; Wm. Gamble, Ed. B. Osier, Auditors. Chief Offick for Canada.— Toronto, Ont. London Agency. — Messrs. Cutbill, Son & De Lungo, No. 103 Cannou Street, London, E. C. NORTHERN RAILWAY. Tablk exhibiting the Earnings, Expenses, Profit, and Per Centage of "Working Expenses to Gross Receipts, until the date of re-organization. ^ 1S64. 1856. 213,435 95 167,577 69 1866. •isse. 11857. 1863. 1859. Earnings TVorkingExp.. 118,387 33 88,630 M 29,760 73 289,690 10 296,065 23 •228,864 13 186,220 91 313,291 83 249,696 54 261,701 92 261,717 82 240,044 86 197,199 91 Profit .... Loss 46,858 26 "•',47$ is 42,648 22 03,596 29 ■"'16 90 42,844 95 Per centag* of working exp. on gr. receipts 74.87 78.61 101.89 81.82 79.70 100.06 82.14 * Half-year tnding December. t Year changed from 30th June to 31st Dec~ 112 NOUTHERN RAILWAY. NORTHERN ExuiniTof the Rolling Stock, Miloage, &c., iileo RcvPlm^ ExpeiuHture and ROLLING STOCK, &c. Kunilwr of Loi'oinntivps .... •' I'luisi'ngerCaiii.lst I'lllBS " Fioiglit (liox).... mid Mail " Platfonu «< Otlur Mili'aRe of T/oiMiiiotivfH Kuuibor of foet »nwii liirDliir, carrinil 1). M. .. " Culiif foi't 8(]imre tiiiiber " Prtssciigcrsotvrried FrelgLt, Tons KEVKNUK. 185U. 5 Monthn. 17 l.S 110 4 160 l.'» Paiwenger carniiiSH Freii^lit, Locul " Tlirough . . Mails Express Wlmrfiige storage Rents Otlier Sources 1800. 9 .13,014 37 50,703 48 21,000 80 1,176 00 i'674'53 671 32 421 35 ToUl Earnings ' 108,020 41 KXl'ENDITUn?:. Permuntnt Wuv ami Works . . Macliinery and Holling Stojii Operating Other Expenses N«wWorlts, Rolling Stock, &r. Total Expenditure NET REVENUE.. ?2,S1.'5 IS 14,003 15 42,5'0 42 13,597 89 Add Unexpended H.ilance " Interest on Deposits, &c. Amount available for Int. Div. D'ct 1st Preference Bonds .... " 2nd "3rd " " " Apprt'n to stieoial works "Di»eounts,Stanips,Arrc'U'3 of Interest, &c Balance on 3lst Dec. to .iexi year Extension of works Per centaue of Workiui,' Lxp. on gross receipts 93,506 14 15,330 87 16,330 37 17 13 110 4 100 lb 300,239 1801. 01,682 125,346 $ 88,741 40 l.S0,0S6 80 60,367 02 3,601 14 1,424 60 2,210 42 673 04 17 13 108 4 175 16 353,123 8,057,803 34,061,602 100,018 145,754 1862. $ 04.072 90 200,434 08 48,432 41 3,454 22 028 70 2*836 58 13 18 117 178 10 347,249 27,020,000 17,P3V,000 101.&2U 174,345 Iti^lS. 9 00.078 14 200,005 00 82,002 70 3,4;-.3 84 IS 10 117 4 186 14 3J0,674 25,010,000 21,104,183 107,832 14\004 102,147 6« 276,462 Off 18,205 74 3,463 44 rSO 00 332,007 01 410,039 91 05,404 22 37,000 3' 134.S93 36 22,982 02 260,400 40 72,500 46 15,330 27 87,830 72 25,.^01 SO 38,111 80 74,001 76 30,501 ao 163.740 35 11,656 36 278, 90G 80 131,971 11 24,417 12 1,387 38 V,7,77o 61 4S,04S «0 80,000 03 24,417 12 87,830 7'. 78.22 l.CSO 12 27,617 06 167,775 01 07,88 1,02s 93 2,112 28 i",2ii"84 406,238 02 65.125 SO 40,205 M 109,216 S4 8,100 34 l,:-'.08 .«(} 4,104 10 1,834 60 308,053 0(5 07,6S4 06 27,617 00 4,159 52 120,202 44 64,627 13 40,807 00 600 33 23,327 98 105,934 40 8,100 34 73 98 400,006 65 40,806 91 51,006 la 87,715 02 32,950 OS «,740 12 226,878 74 170,727 81 23.327 98 '12,873 64 215,029 43 73,000 00 82,826 80 10,340 35 4,395 51 .10,367 77 215,020 43 8,340 1 63.74 • To which is added 90,442 re-payment of accrued interect ou bonds Issued under llestor- etoratiou contract. NORTHERN RAILWAY. 113 IRTHERN K'uditure and RAILWAY. Net llevcnuc und appropriations of ihr^. mmc, ninco the ilfttoof ro-organization. IS'JS. IS 10 117 4 186 14 19 3J0,674 000 25,010.000 OOO 21,104.183 lO 107.832 16 14'i.9n4 « i U 102,147 e« . CO 276,4rt2 09 ! 70 18,205 74 t 34 3,463 44 1 93 ],::08 8t} ! 2S 4,104 10 84 1,834 60 02 400.00(1 66 SO 40,806 91 52 61, 000 10 M 87,715 02 34 32.050 03 8,740 12 OH 2J6,878 74 90 170,727 81 OC. 23.327 98 5:; ^12,873 64 44 215,929 43 ir, 73,000 00 00 82,826 80 10,340 35 !3 4,395 51 )8 30,367 77 ,0 215,020 43 14 8,340 1 63.74 mder Itestur- 18At. 1806. isoe. 1867. 1808. 1809. 187*. 18 IS IS 18 20 21 24 10 117 19 103 19 114 19 141 10 147 17 147 18 146 A 805 8 402,670 6 216 7 801.£89 6 C33 8 425,013 6 200 7 404,200 6 370 7 431,602 6 350 14 622,721 7 415 21 < 620,104 80,490,000 37,123,600 42,966,250 41,700,000 54.051,000 53,855.000 117.257,500 3,2S0,475 101,3-IU 189.100 52,758,049 105,372 11H,!371 2,147,327 137,800 174,810 2,713,200 120,140 200,008 1,010,501 138,005 194,683 2.256,338 145,3.0 270,9::2 1.072.104 10;i.250 •J00.046 $ 101.772 02 383,20'J 60 14,884 20 6,184 62 8,930' 10 6,448 43 '2,039' 01 9 100,560 70 34'i.012 5.>< 20.3S8 20 0.717 78 tl2,908 08 4,('ll 27 6,086 44 3',i68'31 128,066 62 340,113 03 24,303 06 0,U64 38 8,923 82 8,814 02 2,"o'4'8"o4 1 130,045 92 370,823 87 21,650 76 9,000 09 4,"038 81 0,133 01 2,'27'o" '70 8 140,01)1 62 3(M,200 30 12,000 70 9,707 21 6',"obb" 04 7,670 01 i,'9'34" 38 9 150,780 29 479.^02 12 8,684 51 0,070 20 S,(i-.'0 05 6,811 20 9,410 08 1.030 46 1.505 46 1 172.100 90 605.180 10 28.328 47 0.000 08 2.061 7» 2.028 74 8.897 70 2,277 60 1,432 56 467,200 15 600,748 6i 612,874 60 601,370 26 650,070 24 071,070 51 733,507 62 66,002 13 61,060 60 95,464 00 31,020 74 31,988 07 84,303 26 (51,610 87 03,003 OH 30,301 80 61,419 95 104,614 86 65,451 02 103,110 09 3;>,007 00 27,928 65 09,656 34 75,517 06 116,835 01 40.042 80 80,581 66 102.503 97 07,096 97 110,083 17 50,151 20 66,064 08 111.023 83 54,819 00 128,157 85 44,032 i>8 161.122 40 130,640 98 80,131 «5 160,701 68 64,710 60 136,248 03 276,132 44 327,360 05 837,C12 42 422,442 75 S91,e69 20 602.158 40 602,300 64 101,183 71 170,387 03 175,862 24 138.027 60 158,210 06 168,913 11 171,200 88 86,867 77 8,681 65 33,834 SO 3,129 75 89,723 77 8,129 74 42.097 25 3.129 74 28.265 €9 3.103 22 33,657 80 2,018 45 8,217 90 0,631 47 281,183 09 216.352 27 218,720 75 184.164 49 139,660 86 205,194 SO 181,050 31 73.000 OC 124.848 20 73.00* OO 82.808 8Q 20,724 7C 73,ono 00 82,803 80 20,724 70 73,000 00 82.893 80 73,000 00 82,893 00 13 00 73,000 00 124.348 20 4,628 20 73,000 00 8J,89« 80 10,010 20 33.834 S£ 89.728 77 42,097 25 28.255 69 83.667 fiO 3.217 06 9.135 SI 831,183 0£ 81,088 0; 216.352 27 61,410 9f 218,720 76 . .27,928 55 184.164 49 89,681 55 180,500 80 65.90.1 93 205,104 36 164,122 49 181.050 31 130.243 03 62.25 55.88 60.26 60.29 61.00 60.37 68.08 fArrnarB for postal serrice since re-organization. 8 LONDON AND PORT STANLEY RAILWAY. This rnilway ooinircts tho City of London, Ontfti-io, with Lakn Kv'w, is 21 J luiKs long, with 34 mili's of siding, nml cost $1,027,928.24. It wns oom- iiuMucd ill 18r)4, and ooniph'ted in Oct. 1850 ; weij^ht of rail per yard 50 lb.s. Termini Jjondou and I'oit Stanley. Iron rails, wooden hridges and huildings. It is owned prineipally by tlio City of London, the Counties of Middlesex and VAy,\u, and tho town of St. Thomas. Tho amount of i>rivato stock held is $27,750. Tho capital stock subsciibcd by tho municijialities was as fol- lows :— City of London ?220, 000 ; County of Middlesex §80,000 ; County of Elgin 3S0,00J ; Town of St. Thomas SS.TiOO— Total 8388,500. The railway is now indebted to London as follows : — Ist Mortgage IJonds $175,400 ; Stock in Uoad $220,000 ; Loans on 1st and 2nd ^tortgago Bonds $220,000 ; Interest &p., $502,120.— Total $1,342,248. The building ot this road was commenced with a view to the general ad- vantngo and improvement of tho country interested rather than from any expectation of profits to bo derived directly from its revenue. The amount of trnHic which was anticipated has not been realized by its projectors ; but it has called into existence a competition from tho trunk lines which has caused a reduction of tho freights on farm produce and merchandize of fully 50 per cent., thus answering the purpose for which tho road was coustiucted, and indirectly has paid a largo dividend on the amount invested. From the geographical and local position of tho lino, its direct communica- tion with the leading thoroughfares in the United States and Canada, forming as it does, junctions with the Great Western and Grand Trunk Kail- ways at London, with the Canada Air Line and the Canada Southern at St. Thomas, and its terminus at Port Stanley being only about 80 miles from Erie and Cleveland and being situated immediately opposite the great coal fields of Pennsylvania and Ohio will form a main artery through which the coal traffic may flow into the Western part of the Province of Ontario. As the land becomes cleared and the sources from which fuel is at present drawn become impoverished the value of this Road is expected to increase in propor- tioH. From the natural increase of traffic that is to be expected, tho propei"ty must increase in value. Should the London, Huron and Bruce Railway for which a charter was granted last session, be carried out as there is every like- lihood of its being, it also will form a valuable feedar to this road. The cost of construction was from the nature of the country through which it passed necessarily very heavy, there being heavy cuttings, long embank- I M LONDON AND POUT STANLEY RAILWAY. 115 NLEY ' Kric, is 21 } It was (lom- yanl 5({ lbs. 1(1 l»uililinj,'s. if MitUllescx stock helil was ns fol- ; County of Tho railway ,400 ; Stock )0 ; Interest general ad- thau from i revenue. realized hy 1 from tlio irodneo nnd wliicli the the amount ammunica- Cnnada, unk Kail- lern at St. liles from great coal ivhicli the tario. As ent drawn in proper- property lilway for t-ory like- jh which embank- ments, nnd cxiM-nsivo bridges causing an increaso in the cost of the road over the estimate of fully SlOO.OOO. Th(f enteri)riso was therefore placed under great linniicial diditultieH when ojiened, and having no sounin from whence relief could be drawn, it has had to struggle on amidst many diUleulties ever since. Uy the economy of its management and the energy of its olllcers it has gradually surmounted its dilliculties, and promises during the coming ocnson to sfe its way clear to a brighter future. The road lias been remarkably free from accident both to i>ersou and property. All its original stock of cars are still in good working order. During the 14 years it has been running only one train has been cancelled and nil the trains have been nm with uniform regularity. This lioul cultivates a largo excursion business, forming as it does an out- let for the populations of the City of London and Town of St. ThomnH, to visit nnd niralize c' the shores of Lake Erie, wh(!ro the Company have extensive pleasure grounds. To encourage thi.s doss of traflic the rates are necessarily very low, not realizing half a cent per mile for each passenger ; but the mana- gers have found from a judicious attention to this branch of business that a considerable income may bo realized with very little extra expense. Occuring at a season of the year when the freight traffic is light, without any extra staff or labor these excursions become at once profitable to the road and a boon to the public. The road is 5 feet 6 inch gauge, but there is no doubt but it will soon have to be altered to 4 feet 8^ inches, as all its connections except the Grand Trunk are adopting that gauge. From the last years rej)ort we gather the following : Earnings Passenger Traffic. |18, 439.00 " Freight Traffic 22,5.36.73 " Mails and Express 1,7G9.11 Sundries 257.60 Total Revenue ; $43,002.44 Total Working Expenses 30,293.00 Net Profit §12,709.44 The train mileage was as follows : Traffic 44,906 miles. Wood, Gravel and Repairs 3,.512 do. Total train mileage 48,418 miles. The cost for operating the road including repairs, renewals, Fuel, Traffic, Superintendence and all expenses 62ic. per train per mile. General Balances.— Capital Stock 8442,340.00 ; Bonds $490,405.00 ; Other accounts, &c., &c., $150,800.00.— Total 31,083,545.00 Per Contra.— Construction to 30th Nov. 1870 $947,349.00 ; Rolling Stock $80,579.00 ; Stock and Bonds $36,323.00 ; Current Assets $19,294.00. —Total §1,083,545.00. i %4 II 11 116 < a M CO eo o CO CI I- w ©4 «o IT! CI ""f eo o> ~1> o ■^ eo §f **:2 ?• (S ^r s" OO O • ec CI O 52 eo to 1 o 00 (M «s n-1 (M " •*! i ^r 1- •* i-T «o ■I «< w'" o eo . e^ cT C: o ■* C( fH . 00 1 1 eo »o o> CI »r c o t" z ec o " cr rH ec to CO I-H ^- '" eo CI m I-H ec ec to CJ >T c ».^ eo CI CO 1^ ec C 't eo c ■«»( «o (N eo (M C. « ot •»*= «c o ec o CO I-H c 0'. OS CI in to" F~1 eo c rn r— eo CI o c r>. CI CI r' o (N eo »c t ec OJ I- 1^ CO c\ eo •If «N « »>. : «»« «c OS eo o T— ei OS I-H -t »rt rH eo c rH eo eo la c c c: 0> 00 CO to «o 00 (N eo ^^ eo c f-H c I-H ec Mt 1 » c eo § f-H OC a r- 1^ F-H C^ eo (N «l *>i <»•-. - CI r" 00 1-1 «c c- 1^ CJ a- rH I-H i eJ E •c fl eg a O 2 _^ -♦- o i J 1 6 1 1 If c o -4H f N ' i 1 •T3 a c G t- c 1 ii< Pm Ph P.H M O i 00 CO l- (N rH -t< o f: ■* « o to -* <-< o »» •» eci «o eo C^l CI o ■»»* eo o irt «o CO . 05 CO M -ti »A CO eo n F-I eo •»H ec (N o eo 1-- 1—1 i-H ^- c» ^^ (N (?» i H 'A X a H g .S I O COIIOUIIG AND PETEUBOROUGII RAILWAY. 117 Pinr.rTOUK— (elected .Inmiiiry 1871,) Miirmy Anderson, J. M. Coimns, James Egan, John H. Smyth, Thonins Aikdl, KIthain Taul, T. M. Nairn, Kobert Thoinjwon, John Waterworth. riiKKiDKNT. — Murray Anderson. Surr.uiNTKNKKNT, Trkahitiikh and Enoi.veei:.— William IJowmnn, Vm\ Chiek Okkic::.— London, Ont, » • * COBOURG AND PETERBOROUGH RAILWAY. This rond from its very first inception has been a constant scries of ntishapH, disasters and chiuigcs. It was constructtsd under a charter obtained in the year 1852, authorizing the building of the same from Cobourg to Peterboro'. The first sod was turned on the 9th February 1853 with a gi-eat ^nrade, the citizens of Cobourg turning out en wasse, and having a ball and torchlight procession in honor of the occasion. The contractor for the building and «<|uip])ing of it was tL ; lute Samuel Zimmennan, at a nominal price ])er mile, but which amount was entirely lost sight of long before tho road was half finished. The Contractor made demands which the Directors considered ex- orbitant and unreasonable, and to which they refused to accede. The follow- ing are extracts taken from the annual Report of the Directors to the Share- holders in February 1855. The report of that year commences thus : " The Directors appear before you to-day with their annual lieport anxious and dis- appointed. Tho railway under their management contracted to be completed iu July remains still unfinished." Again " if the Contractor's claims are paid in full according to the accounts ]>ut in, the cost of the road will greatly ex- ceed the fii-st estimates." It appears further by the same report that the claimii put in by the Contractor were obliged finally to be paid, and the road was eventually taken olf his hands in a half finished stat<>, he having obtained nearly all the ready money the Directors had been able to obtiiin from the Municipal Loan Fund, besides bonds to the amount of sixty thousand pounds sterling. The gauge of the road is 5 feet 6 inches, and it was equipped by the Contractor with three locomotives, two passenger cars, ten box cars and thirty platform cars. The Directors having got possession of the road then went to work to finish it, but were met at all points with almost insurmountable dilficulties from the very imperfect manner in which the road bed and bridge across Rice Lake was constructed. A bridge of three miles iu length across Riee ill 118 COIJOURO AND rETKUnOROUail llAILWAY, Lake built on pilea not BunUiciitly iliiven or oven pi-oju'ily Htryod, half way Itptwvrn tho Idwiis of (loboiug mi I Potorhoro', was onn of tlio (lillicultlca iu the way, but noverthclMH the nmdwiiH ho fur coiniilt'luil tm to l»o opoiied for trafllc ill the month of Den'iulxr 1854. Tlio occiiHion wn8 celebrated with much n'joiciiiK by nn cxcurNion trip to l\>ti^rboro' ; but Hhort was the gratiti- cation of the Diri'ctorH, for tho lirnt wiiitcr'H frost stopt all niniiiii(( of trains. Tlio oxpansion and contraction of tho ico and eon.soi[ni'nt shoving was ao groat that it entirely deutroyod tlut bridge, thereby stopping all running of trains 'irsonu) eonsiderablc time. Indeed it was not till the ftdlowing spring that tho road wassulliciently jnit in a statu of repair to roconimenco its busi- ness trallic. Tho road oidy 30 miles in length had by this time cost a sum of money falling not fur short of §1,000,000, namely jGI'JS.OOO currency, borrowed from the Municipal Loan Fund, and £100,000 sterling of bonds issued, bo- sides private stock to the anu)unt of about £4,000. The road was then run by tho Hoard of I)irecti>r3 until the year 1857, tho whole line not '"ealizing Hunicient to ])ay working expenses, and the interest on tho sterling bonds, iu conseiiuenco of tho constant repairs reciuired on tho l)ridgo. In 1857, a proposition having been made by Mr. D. E. Iloulton to lease tho road, on terms which tho Directors considered would eiinblo them to meet their interest liabilities his oiler v .s accepted, and h(^ commenced working the road with a fair prospect of success, but just nt that time Mr, Fowler had pro- jected a schemo of building n branch line front tho Port Hope and Lindsay Railway at Millbrook to tho town of Peterboro, and which by Government aid he was enabled to complete. This so materially reduced tho trallic of the Cobourg Uond that Mr. Doulton found it imi>ossibli! to meet the engagement ho h»id undertaken. In Angust 1858, tho Bondholders obtained an Act au* thorizing them to lake posscHsion of tho Road, which they did, ond put it under tho management of ^Ir. J. H. Dumble who worked it until January 1860, when again a change took place. Tho Road then passed into tho hands of Messts. Covert and Fowler as lessees. Tliese gentlenu>n contracted to make the bridge across tho Lake a permanent structure by fdling in au earth em- bankment, but when it was only partially finished, another change took place ; the woi k ceased, and the bridge, which was before in a dilapidated state, was Itift to its fate. The result was that tho following winter in consequence of tlie movements of the ice and the spring floods the bridge took its departure and sailed do\ni the Lake ; and thus terminated the existence of the Cobourg and Peterboro' Railway, so far as all connection between the towns of Cobourg and Peterboro' is concerned. Application was again made to Parliament by Ihe Bondholders for relief, in 1862, when an Act of amendment of the Charter was obtained. In the year 1865 ii was again amended. The Railway was finally sold to a Comixiny for the lump sum of §100,000. Out of this impaid liabilities for rights of way and certain privileged claims were paid off", an arrangement was made with the Bondholders for their pay- ment in certain proportions, and all other and further claims and liabilities were wiped out. In 1869 an act was passed by the Ontario Legislature au- iL COBOUKO AND PETERBOROUGH UAII/.VAY. 119 ~anf»t Tinpivwmrnt.i. Fifty Iron oro dumping «'«n«, H'i,f>00.(>0 ; F.lt'vnl^. IVu'k nt Cohitiiift, l|S,0()0.00 ; Wliml' KxtoimltMi nt Hmwoihl, |!rt00.00 ; 8li»nin Klcvnlor n^ Unrwoo.1, ${100.00 ; 'l'iuik« iinil Tdn- lintph I.iiio, 9^)0.00 ; MoPoukhU'n uiul ('iini|)1>cri'a SitlliiKN, $2,000.00. Toiinl ftlO.lCO. *>/vr.i'».».7 AV/VH,'.,*. Mini lift <»iv, jt'Jl. 000.00 ; Opciating llortd, $10,OiH»,00 ; Start' iSiilMli'H. $4,000 ; Imko Kivi«litJi -m Ore, $l'i,000.00 ; Duty on ihv.f l.}<00.00 ; IlHmUlngl^ro, $'2,400.00; UnilMmr'I'ollNdn (he, 81, '200.00 ; lllo* l.i\ko Tmn«i)«>rliit.lon, |.1,100.00. Totiil, 85S.BO0.O0. lnf,;rnf. X)n» yrni'H Intvirnt on Uonitn, $10,U81.00 ; llnnk IntriVNl, f'2,7iHO.OO ; (hand totnl fni,;«64.oo. Manaojn<» DiHKrrou. — W. P. ('hi\n»l)li».>i, SrrK5MNrKNi>i-NT.~,T«nu«.s ]{. HnrWr. OutKK OrriiT.. -Colu)urj{. ■♦♦♦ EUROPEAN AND NORTH AMERI- CAN RAILWAY. . - A lino of Rrtilwny to connect St, John, on tho Pay ofFnndy, with .^hotUnr!W in 1S50 th.-vt the project for tho construction of tho railway took ttm- giblo s'-i.-ipo. In that year a Convention, composed of delegates from tho State of Maine svnd the Pwvincoa of Nova Scotia and New lirnnswick met nt Portland, Maine, for the purj^ose of discussing the proposal to construct a rail- way to connect HrJifax with Pnngor, Me. At this Convention, tho schemo ol the Europemi and North American Railway was apiiroved and dtHiided \H>on. Exploratory surveys wore made in tho same y«ar by authority of the State legislature. in 1S51 fhs Act known as the Facility Bill was passed. Thi.^ Actprovided that a sul«idy of $1,200,000 should be granted in aid of the enterprise, in the sliaj^e of debentures bearing six per cent interest, and redeemable in thirty years. As so< n as §500,000 of capital was paid in by the subscribers to the Kill OI'KAN AND NOIlTIt AMEIIIOAN UAirWAY. 121 ^ nto'l<, Il»' fi"*'"! Oovonitiiciit wpro toiwiiuo tJn'lr mIx po: wiit (IcIiiMihjrcM to a lilcii anifiunt, llin Imniia Iti onn ycnr imt to I'Xfccil IJSOO.OOO. 'I'lin Miiiinl of Miiiitif^tMiicMit wiiN to coimiKt of iiinn iWriu-iniH, two of wlioiii wcro to Imi t'l.'cUul J.y ])Mllot, (li"t)i Momtrn of tli« I'roviiKiiiil Lnginluturo voting), to i"\>rvM(int i\ui Provlnco. A »!(ititriict wuH putoro'l Into with ^fpHHrPi. I'oto, HpttH, .Inrknon mid MrnrMny, cm the 'iPlli HoptciiilM^r, IH.I'i, by tlin (lovcrimir-nt of New UniiiHwick for tho conntntctlnii of tli» Iloiitl, My tlin tfriim of tliid rotitriirt, llm ((iiitriictorw wcro to luiiltl the Hiiilwny from tlio l»ouii, nnd to loiin ItM IioikU to thn Couiimny for J9,400 ]i('r mile. TlicNo were \m fvivwa IioikIh and wna rpdr!(!t..iihl(! in twnnty ycRm. At ft Hpcciul H('HMl(»n of tho LcgUlatiiro culled the followln;^ month, thl« con- trnct wiw duly riitidud. In thii foilowliif? ycnr (18^3), mirvpyn of the wliole rontn wnifmndo In Nov« Scotiiv nnd in Now l5ninHWick ; iind on the 14th Hcptomhcr, Hip fifBt Bod van turne(! I!! I 124 WESTERN EXTENSION RAILWAY. rcftliziiig tho subscriptions of jirivftto parties in Now Urunswick, and nenrly tho wlioU' amount unpaid is in litigntion, tho Hulmcribors liaving repudiated thoir liability to })ay. One of these cnscs was triod in January, 1871, rfsulting in favour of the Company ; but it was appealed, and will be nrgned ia Juno next Tho Company have authority to issue bonds to tho amount of about 82,000,000. Of this amount $1,716,961 26 have boon issued up to tho 31st May, 1S70. These were principally ncgoeiated in London, Kng., for iron and. cash ; thoy are in denominations of £200 stg. each, with interest coupon*, payabl« on 1st January and July at tho rate of six per cent per annum at tU« banking house of J. S. ^[organ & Co, London, Kngland. Under an Act of the Legislature of New Brunswick, passed in 1864, the Company is entitled to a subsidy of $10,000 per mile, and os the length of the road is 88 miles this subsidy amounts to $880, 000 ; of this amount $830,000 liad been reeeived up to January, 1871. The road is in want of good actual sidings, the cars having to load, in many places, on the main track. This want v/ill be supplied in part at least by the expenditure for that pur[x>3e of the sum of $10,000, which amount rcpreser.ts tho lut prefit oti the first year's operations. Tho total expenditure on capital account up to the Crd May, 1870, was $2,692,894 51. Rolling Stock. — Numher of Locomotives, 6 ; Passenger cars, 4 ; Freight cars, 115 ; Baggage cars, 2 ; Mail und Express, 2. Mileage of Passenger cars (year ending Dec. 1st, 1870), 138,198 ; Freight cars, 215,856; Locomotives, 64,413; Passengers carried (number), 60,766; Freight, tons, carried, 83,329. llevcnue (year ended Dec. 1st, 1870).— Passenger trafiic, $39,062 74 ; Freight, 826,515 05; Express, Mails and Sundries, $4,383 84. Gross earnings, $69,962 23. Gross Expenditure- ^b9,S21 61. General Balances.— Caj)itti\ stock, $803 i50 ; Bonds 'ssued, $1,716,961 26 ; Bonuses, $800,000 ; Other accounts, &c., &c., $108 83. Per Ca>i/m.— Construction, $2,583,914 60 ; Rolling stock, $108,979 91 ; Stjck, $323,256 26 ; Current assets, $304,639 32. /)trc("f. INTERCOLONIAL RAILWAY. The project of a railway, connecting Quel»cc with the scaporla of Hnlifux and St .Tohn, liaA been long cheribhed an a neccuanry connecting link between the Briliiih I'rovinccs of North America. Though agitated at various tinie«, tho idea only took j)racticablc shape wlum the jircscnt confeilenition was ileter- iiiiqcd upon and arranged at Ijueboc, and by tho 14r.'iy, would have been defeated if that line had been selected. The remaining lines were the central line, and that following the general course of the route surveyed by Major Robinson ; and Her Majesty's Goverr nent have learned with much satisfaction, that the latter has been selected by the Canadian Gov- INTERCOLONIAL RAILWAY. 127 ernmcnt. Tlio communication which Ihis line nffords with the Gulf of St. Lawrence at various points, and its remoteness from the American frontier, are conclusive considerations in its favor, and there can bo no doul.«t that it is the only one which X)rovide8 for the national objects involved in tho under* taking." On 12th April, 1867, an Act was passed by the Imperial Parliament authorising the Commissioners of Her Majesty's Treasury to guarantee a loan not exceeding Three Jlillions Pounds Sterling, at a ratd not exceeding four per centum per annum, to assist in tho construction of the Railway, and pro- viding that the gxiarautoe should not be given unless and until the Pnrlinment of Canada should, within two years of Confederation, pass nn Act providing to the satisfaction of one of Her Majesty's principal Secretaries of State, as follows, viz, :~ I. For the construction of the Railway. II. For the use of the Railway at all times for Her Majesty's military and other service. III. Kor unless and until the line on which the Railway is to be con- structed, has been approved by one of Her Majesty's principal Secretaries of State. On 21st December, 1S67, an Act was passed by the Parliament of Canada for the constniction of the Intercolonial Railway. The Minister of Finance then placed a loan of Two Million Pounds Sterling upon the London market, seventy-five per cent thereof having the Imperial guarantee, and twenty-five per cent being without it ; and the whole was taken up at once on favorable terms. On 11th December, 1868, in terms of the Intercolonial Act, four Com- missioners were appointed to constnict the Railway. The Board consist of Aijuila "Walsh, Esq., M. P., North Norfolk, Chairman ; tho Hon. Edward Barron Chandler, member of the Legislative Council of New Bninswick ; Charles John Brydges, Esq., Managing Director of the Grand Trunk Railway, and the Hon. Archibald "Woodbury Whelan, Senator. The whole length cf Railway from R iviere du Loup to Truro, (including eight miles of the European and Nortn American Railway and the Eastern Extension Railway thirty-seven and a quarter miles) is four hundred and ninety-nine and a half (4994) miles Tho Railway (which is being constructed under the superintendence of Sandford Fleming, Chief Engineer) has been let in sections, and all the work is now under contract. These contracts include clearing, grading, fencing, and bridging, except in the cases of the bridges over the rivers at Trois Pistoles, Metis, Restigouche, Nepissiqui, the two branches of tho Miramichi, and Folly River. The bridges are all to be of wood, except at the places named, and the contracts do not include the iron superstructures at those places The entire line is to bo laid with steel rails. — The aggregate amount of the contracts for the whole line, including pur- chase money of the Eastern Extension Railway, is $10,513,791. The line is completed from the European and North American Railway to •T^ 128 NEW BRUNSWICK AND CANADA RAILWAY. t } AmluTst ; ami rails will be liiiil upon a numbisr of the more udvanceil sectiom during the sfason of 1871. The rolling atoek ia being prepared by vaiioug parties who have eontraeted. The Intercoluniiil Railway will connect with the Grand Trunk at Riviere du Loup ; and being of the same gaufjf as the Grand Trnnk (5ft. Cin.) freight and pa8Ji(;ngir8 can be sent from one end of the Dominion to the other without transhipment so soon as the Railway shall be completed. I ■ — T •> NEW BRUNSWICK AND CANADA RAILWAY. A number of inlinbitants of the town of St. Andrew's in the County of Ch«rlotte, Province of New IJrunswiek, convened on the 5th day of October, 1836, and formed an association under the appellation of the " Saint Andrews and Quebec Rnilroad Association" for the purpose of promoting the interests of a railway from the town of St. Andrews on the sea coast to the City of Quebec in Lower Canada, a distance of 195 miles. The ionner town was in- tended to be a winter port for the trade of the St. Lawrence. The estimated cost of the road at that time, by making use of the flat rail which was then in use in the United States, was £3,000 per mile. A. deputation of two gentlemen was sent by the Association to tlio British Government in January, 1836, seeking aid, and they succeeded in obtaining a grant of £10,000 from His l^Iajesty King William tlie Fourth, to be expended in a thorougli (!xploration and survey (througli a wilderness), ^^rhich was com- menced in June, 1836. On the 27th August the sum of £2,000 was received from Kngbuul and deposited in the Charlotte County bank, this being the first instalment of the £10,000 grant. About the same time the Secretary of the Association received a letter from the Government prohibiting further exploitations, owing to a representation from the United States, until the ques- tion of the north eastern boundary between Maine and New Brunswick should be stttled. Further proceedings on the i>art of the Association were now held in abey- ance and remained so ixntil 1845, that memorable i^eriod of the great railway end commercial panic throughout England when the sjieculative " King Hudson" was aiiproacliing the zenith of his popularity. It was during this period that the " Great Northern American Railway" was projected to connect Halifax and Quebec for the purpose of carrying troops and mails, but this scheme did not meet with success. The Britislx Government expended the sum of £12,000 in explorations on this route between those :ilies. r. NEW BRUNSWICK AND CANADA llATLWAY. 129 mccil section"} d by vaiiou» nt lliviorc du I.) freight and ither withont NADA he County of ay of October, 3iiiut Andrews g the interests the City of town was in- of the flat rail c. to tlio British in obtaining a ;o be expended lich was com- ) was received 1 being the first Secretary of biting further until the ques- ivf Brunswick held in abey- ) great railway lative *' King IS during this ited to connect lails, but this expended the as. The eastern boundary of ilaino was settled by the Ashburton trerity in 1842, and tlie Association again revived. In the month of Decembi-r 1843, a subscri[itiou list was opened. The capital stock of tlio Company was divided into 30,000 .shares of je25caeli. Over £41,000 was subscribed in the County of Charlotte. The Directors decided not to commence operations until £100,000 stock was taken. On the 17th March, 1847, at a meeting of DiicctorH, Captain J. Ro!)inson, R. N., and Sloaes fl. Perely of St. John, were appointed agents and sent to England to di.si)ose of shares and to elfect a loan. Tliese gentlemen finccceded in disposing of a number of shares and form-nl a Hoard of management. An agi'eemcnt v.-as entered into aiul signed by representatives of the Provincial and Eugli.sli slmreliolders on the 15th July 1847, and the capital stock of th Company was divided into two e]a.sse.s, '* Class A," consisting of 1,000 .shares, to parties not being on the Continent of North America, and " C!a.ss B," con- sisting also of 4,000 shares, belonging to puti^-s resident in New Brunswick, or elsewhere on the Continent of North America. Scrip certificates to bo issued to Class A shareholders on payment of the deposit of .€2 .sterling per share, being equal to £2 lOs. per sharj currency. Interest after the rate of £5 per cent, per annum, to be ])aid by tlie Company to the proprietors of shar "s in Class A until the completion of the road from St. Andrews to Wood- stock. During the first ten years afti>r completion, the clear profits arising from the traffic of merchandize and passctngjr.", toge ther with such sums of money as nright be received from the Lcfgislaturc of New Brunswick, to he applied in paying to the Class A and B shareholders a dividend of five p«r cent, on the capital subscribed for by them ; and any residue capital to be divided amongst all the shareholders ])roportionately ; the Class A in all cases not to receive less than five per cent, dividend for a period often years after opening of road for traffic. After the expiration of this period, the clear profits arising from the road to bo divided amongst all the sharehohlers with- out any preference to Class A. The Company to be represented by twenty Directors, thirteen in New Brunswick, and seven in England. No call should be made ou tlie Class A shareholders before 1st day of January, 1848. In the event of the 4,000 Cla«B A shares not being fully subscribed for before this period, such of the Class A who desired it would have their deposit money returned withont any deduc- tions, but without any interest, and shall have no further interest whatever in the Company. The estimated cost of building the line from St Andrews to Woodstock was £160,000. An estimate was also made of the probable earning and expendi- ture and a net profit being equal to 20 per cent on the cftpital was the result. At a meeting of Directors held the 21st fAugost 1847» it was decided to commence operations as soon as possible and to engage a competent engineer at once. On the 25th October another meeting was held and tenders for masonry and bridging the first 4 miles were invited. The ground] was first broken in rew 9 ISO NEW BRUNSWICK AND CANADA RAILWAY. of the town of St. Andrews in November of the same year, nml tlio work con:- tnenced by roposed to take the whole charge and control of the road to Woodstock, but tliis it seems was not accepted. Matters again apparently came almost to a dead lock. Fre- quent meetings of the Board were held with but little progress except getting several Acts passed by the Legislature to enable the Company to transfer their stock and get an extension of time. At n general meeting of stockholders on the 0th May, 1856, after the elec- tion of Directors, it was resolved to authorize a transfer of the corporate jrowers, &c., of the Company to Class A shareholders, or to a Company formed in accordance with a scheme agreed to by the Class A Board of Directors and also those of the Class B. About this time a new Company was formed in England for the completion of the railway to Woodstock, and at a meeting held on the 18th October the representatives of the three diflerent Companies were present and a deed of transfer was made to the new Company. Mr. Julius Thompson was appointed manager. The new Company commenced operations at once by letting con- tracts for repairs, ballasting, &c. On the Ist October 1857, the road was opened to a distance of 34 miles, and in December 1858, to Canterbury, a distance of 65 miles. Mr. Thompson waa 1 132 NEW BRUNSWICK AND C.VNADA RAILWAY. succei'tlctl 08 maiittfjer by ^^Ir. Henry Oabarii, wlio concluded a contract for the completion of tht; line to the liichmoud terniiaiu on the mnin miid between Woodrttock uiitl Iloiilton, which wiu» opened for tralRc in July, 1862. Th« contractors were paid in Hnit niortRngw bondii, at 20 per cent, discount, bearing C per rent iuterent. On iiceouut of the greiic lUlIioulty experienced in floating thene Ijomln tlio Compuiiy were obliged to auspend operations, but by tem- porary brldj^'ing in lieu of ombaiiknientthoy succeeded in ^tstting tho rails laid to the terminus. In coii8e»iuence of the iuivbility of the Company in Knglund to meet tho amount of interest on tho Mortgage bond., the Manager, Mr. O.sburn, WiW alao appointed U(!ceiver in 1863, (and still holds this position) on the part of the bordholdera, nud the line has since been worked for their benelit ; b.it as the Company then owned so small a quantity of roUiug atock, and the Use being left unliuished under the last contract, itbeca'»ie necessary to expend from year to ytiur, in addition to the cost of maintenance, large sums out of the earnings in completing the earthworks, masonry and ballasting, and for increasing the rolling stock and inachinery,*fop repuiia to locomotives, iic, the balance of excess being held by the bond holdera* Since the oiiening of the main line, two branch lines have been opened and are now run over — one from Saint Stephen, 19 miles in length, opened Janiuiry, 1866, the other from Woodstock, 11 niUes, opened in September, 18GS. These branches were built by provincial Companies facilitated by the Local Government Subsidy Act, passed 11th April, 1864, which granted u bonus oi $10,000 per mile, in aid of the construction of proposed railways therein mentioned. 1S64. 5 4 GO 4 68,024 6,431 3,911 27,17.'> 1865. 5 4 53 6 77,662 8,038 4,222 37,347 1366. 1C07. 6 5 03 6 73,809 15,550 6,520 49,686 1868. 1669. 1870. No. of I icouiotives " I'as'ger cars. " Freif'ht *' 6 5 61'. 6 85,353 8,243 6,461 46,102 10 8 68 3«) 88,407 16,501 8,157 60,411 10 {) 76 3r 115,822 23,503 8,900 59,405 " other " Mileage of Locomo- 4-| v^*4 Pas3engci\s carried ^niimhor^ Freight, tons, up- ward Fi-eight, I .^8, down- ward. Revenue. 1864. 1865. 1866. 1867. 1868. 1869. 1870. Passenger Traffic... Freight " ... Mail and Sundries. 6,968 40,017 182 7,805 46,433 666 8,610 56,287 425 12,894 66,389 498 16,379 86,672 297 19,864 84,364 600 29,120 111,478 842 Gross Earnings 47,167 53,904 65,322 79,781 103,348 104,828 141,440 Expenditure. Oneratinff 36,803 38,619 45,64& 53,50f) 03,116 75,926 WINDSOtt AND ANNAPOLIS RAILWAY. 133 Peimannit Way. — Length of Line, 88 miles; Length of Brnnches, 38 riiles; liength of sidiiigH, 12 milcB, Total length, 188 milt^. Weight of Rail per y»rtl, f)<5 11)8. ; fJnuge, 5 feet G inches ; Termini of Mnin Line, »St. Andrew* and Richmond ; Tcnnini of Branches, St. Stephen, Woodstock, N. B., and Houlton. The nmonnt expended on constnictiou up to 1860, $2,500,0.''.O. Officekh. — Henry Osburn, C. E., OenernlTLinnger ; J. V. Crnnglo, Super- intendent ; N. T. Greathcad, Cashier ; A. E. Julian, Ticket Agent. CiiiicK Okkioe — St. Andrews, N. B. ^« » »» WINDSOR & ANNAPOLIS KA/L- WAY. During the year 1864 the Nova Scotia Government proiwunded a now policy for the extension of this line from Windsor to Annapolis. The latter is u smfwl town on the Bay of Fundy, which was once the capital of British North America, and was settled in 1605 hy the French. The featu'-cs of this policy may ho stated thus : 1st. The right of way valued at £00,000 or £70,000 was granted by the Counties through which it pjvsses to the Company, with the jmvilege of pos- session as recjuired, regardless of indemnity. A special tax to he levied on the Counties for the payment of the same. 2nd. The free wkh of timber and stone on the Government lr»Tids. 3rd. The free use of the Government Railway and wharf at Halifax for the transport of all material supplies, &c., the Company being only at the ex- pense of handling. 4th. Eebate of all duties, imposts, &c., on material used in construction. 5th. The sum of £32,000 in cash to make the construction of the bridge over the Avon. A bonus of £188,600 in 6 per cent, bonds, payable as the work progresses. Those items and subventions amount to over £3,500 per mile as an actual gift and totally irrespective of the receipts or ownership of the railway which are for the sole benefit of the Company. On the above basis a Company was fonned, and on the 25th October, 1865, a contract between the Chief Commissioner of Railways and Edward Harris and F. T. V. Smith, on behalf of Messrs. Knight it Co., of London, England, the work to be commenced by the first of May following, and the road to be completed and ready for traffic on th3 first May, 1868. This agreement was confirmed by George Knight & Co., but the ailed to commenc(! the work and the agreement was concdled. 134 CANADA SOUTHERN IfAtLWAY. On the 22n(l of November, ISCJ, Messrs. Tiipper, Honryfe Hitchic, men in England, having licon RUthorizci? by im order in Oonnoil, nnd noting on btdiaif of tho Chief Conindssionor of Itailwiiys, entered into nn iigreenient with Messrg. Pnnolinrtl, Hurry k Clarke, by wliioh the latter were to constrnct tho works which were to become their projwrty, tho work to be jConinuMit-ed not later than the Ist January, 18C7, and to bo fnlly completed on or before tho first of Doc, 1869. This^Hnc passes through tlio Annapolis valley, which is one of the oldest settled and richest parts of tho Prnvince, connecting with the Nova Hcotia liAihvny at Windsor, 45 miles from Halifax, nnd nt Annapolis with ii line of steamers to St. John, Now Hnniswick, a distance of about CO milcH, making a total distance between Halifax nnd St. John of 190 miles. The roml was partially opened on tho 11th August, 1869, and completed on tho 18th of December of the Hamo year. During tho first uix months tho lino wn« by agreement worked for tho benefit of tli ' ' jntractors. Tho length of tho main line is 84 mi'.es, with 8 ndlcs of sidings. Tho guugo is 5 feet 6 inches. Tho rails are fish-?ointed, and between Windsor ami Kentvillo they weigh 67 lbs per yaitl, ami the remainder of the distance they are lighter, weighing only 52 lbs. pev yanl. The rolling stock is substantially constructed and consists of nine locomotives, twelve 2>n8senger and 120 other cars. The most imi>ortnnt feature of the Line is th;; ii"on bridge over the Avon at Wind* 8or, where tho tide rises over 40 feet. Tho bridge rests on stone piers. There are nine simns of lattice, iron girders. Tho total length is 1,130 feet. The total amount exi)endedon construction account amounted to £542,332 sterling on the 30th Jtuie, 1870. DiKKCTOKS. — (icorge Shewurd, liOrd Allan Churchill, Colonel Cole, Albert Iluanlo, Francis Lothell, John A. Bustaixl. Secretaky. — C. A. Talbot, Westminster Chambers, Victoria Street, Loudon. Gexeuai. Manaoek. — Vernon Smith, Kentville, Nova Scotia. Chief Office— Kontville, N. S. -» i%* * CANADA SOUTHERN RAILWAY. (rnOJECTED.) H '■\ This line is located through the southern ten Counties of tho Province of Ontario, an excetdingly prosperous agricultural district Its eastern ter- minus is at the Intercolonial Bridge now being constructed over the Niagara River at Fort Erie, and its western termini are at Amherstburg, on the Detroit River, and at Moore, by a branch line of 60 miles, on th • St. Clair River. The distance from Fort Erie to Amherstburg is 229 miles, and to CANADA 80JTUEBN KAILWAY. 135 Moore 183 miles. It in intended to connect witli tlie Michigan Boutliorn and the Miclkigan Air liiuo on the west, and with tlie Now Yorlc Cetitial and Krio IluilwnyM ,m tlio oiuit. TIiu total luiigtli of lino to 1)0 constructed in 289 miles. It is claimed by tlio iiroiiiotfiFH of this road tliat it Ih the Hhortcst route from Duffalo to Chicago hy 28 milcH, an coiuiiarod with the Canada Air Line, which is shorter again by 12 to 20 niilcH tliaii any other route. Oreat Htrefw iH I.dd by the promoters upon tlie fact that 96 per cent, of the line is straight, with no opposing grade exceeding 15 feet per mile. Jlr. Conrtwright, the President, states the iinuncial scheme in this way : — AKHKT». Capital stock 810,000,000 Ca])ital stock subscribed. 2,000,000 Leaving unsubscribed $8,000,000 First mortgage, 7 per cent, sinking fund bonds $9,000,000 Bonuses from municipalities 600,000 Coat of the road and efiuipment 14,r>00,(X)0 Commissions, expenses and contingencies 1,500,000 816,000,000 He estimates the annual gross receipts of the under- taking at 85,000,000 The working expenses, at 55 i>er cent 2,750,000 Leaving net $2,250,000 From which, deducting interest on the bonds, ($712,000), leaves a net estimated revenue of $1,538,000. The subscribers to the $2,000,000 capital are offered the option, and declare their intention to take six znillions addi- tional of the capital stock, the bonuses, the proceeds of the two million dollars subscrilied, and $8,000,000 of bonds, and furnish the necessary means to cany out tlie undertaking. It is the design of the promoters to have the road completed by the 1st of January, 1873. It is to be built and equipped in first-class manner throughout. The track will bo of the best Bessemer steel rails, weighing GO pounds tc the yard, witii 2,500 cross ties to the mile, laid with chairs and fish-joint, anu ujKtn gravel ballast The gauge is the American standard, viz. : i feet 8i inches. Grading was begun last October on all heavy work, and is progressing mpidly. The bridging is all under contract and the timbers mostly on the ground. The municipalities that have voted bonuses to this enterprise as follows : — Elgin, $200,000; Kent, $80,000; St Thomas, $25,000; Amherstburg, $15,000 ; Andei«on, $15,000 ; Townsend, $30,000 ; DeerLam, $15,000 ; Nor- wich, $16,000 — making altogether close upon $400,000. Bonuses have been asked from other municipalities. Trustees of the municipal bonuses have been appointee' are as follow: — hoo. Wm. McDougaU, A. McKellar, M.P.P., and Hon. H. KUlaly. li: iff 13G TORONTO AND MUSKOKA RAILWAY. DiUEcrons — Milton Courtright, Erie, Pa. ; John F. Tracy, Chicago ; Daniel Drew, Ne\ ' York ; Sidney Dillon, New York ; William L, Scott, Erie, 7'a. ; Wra. A. Thompson, Queenston, Ont. ; John Ross, New York ; 0. S. Chapman, Boston, Muss. ; .3enjamin F. Haip, New York. Officeus — Milton Conrtwright, President, Erie, Pa. ; N. Kingsraill, Secretary, Toronto ; M. H. Taylor, Treasurer, Fort Erie ; F. N. Finney, Chief Engineer, Fort Erie ; William J. McAlpine, Consulting Engineer ; Crooks, Kingsraill & Cattenach, Solicitors, Toronto ; Charles J. Trarj, Solicitor, New York. CiiiKF Office — Fort Eric, Ont. II w ■I LONDON, HUEON & BRUCE RAILWAY. (pnOJECTED. ) It is proposed to 1 mild a line from the city o'i Lt ■\ Ont., to some fioint on Lake Huron, most prohahly Goderich or K..ii;aia.ue. The distance to the latter place is stated at 105 miles, and the estimated cost of the road is figured up nt $800,000 to $1,000,000. It would pass through or near the Townships of London, Biddulph, McGillvray, Hay, Osborne, between Stanley and Tuck- ci-smith, through Clinton, Wawanosh, and the village of Lucknow, Ashfield, Bruce, Huron and Kinloss townships, to Lake Hnron. It is expected that London will give $100,000, a By-law having heeu introduced to that effect, and the township.s along the line will also give bonuses to the amoimt of $25&-, OftO to .$300,000. The Ontario Government will extend aid to the project to the extent, most iirobablj', of $3,000 to $4,000 per mile. Chief Oi-fioe— London, Oiit. TORONTO & MUSKOKA RAILVv-' >:^ (projected.) This line will extend from Barrie, where a junction will be formed with the Northern Railway, by the s illages of Orillia and Atherly, and via Washago and Gravenhurst, to Bracebridge, in the Muskoka District. The route has been surveyed and located, and the right of way mostly secured. A contract for construction had been let to Messrs. John Ginty k Co., I'.r the lumj) sum of i NOPTH GEEY RAILWAY, 137 $217,589.82. The bridges ai"e to be of ttone and iron, and culverts of stone throughout. The enterprise has been aided by a grant of $100,000 by the City of To- ronto, $30,000 by the town of Barrie, and some further amounts were obtained from Municipalities along the route. A lease to the K ortheru Railway Com- pany of the line has be<>n arranged, the chief provisions of which are : Ist. That it should be for a period of 21 years. L'nd. That the Jlushoka lino should be constructed upon a specific standard. Srd. That the tariff of the Nortliem should at all times apply by mibage rates to the Muskoka traffic, save and except that special provisions were made for cordwood. 4t]i. That the Northern should provide the necessary equipment in rolling stock. 5th. That the Northern should guarantee the Muskoka debentures to a limit of $9,000 per mile of railway. 6th. That in consideration of stocking and work- ing the line, the gross receipts thereof should be divided between the two com.yanies, as follows : — First five years, 75 per cent, to Northern and 35 to Muskoka ; second five years, 60 per cent, to Northern and 40 to Muskoka ; re- mainder of term, 55 per cent, to Northern and 45 per cent, to Muskoka ; and, finally, that any new and additional works required on the iluskoka line to meet increase of traffic during the term should be provided by the Northern at 6 per cent, for the outlay. Directors, elected 1870 — Messrs. Frank Smith, Anson P. Dodye, John Turner, Robert Spratt, Robert "Wilkes, W. II. Howland, S. B. Havman, N. Bamhart, all of Toronto ; W. D. Ardagh, Barrie. Officers — li'rani. Smith, Esq., President, Toronto ; F. "\V. Munro, 3ec- retar}'. ^ Chief Office — Merchants' Exchange, Toronto. NOETH GREY E^ilLWAY. (projected.) This line is to extend from CoUingwood, the present termirus of the Northern Railway, to Meaford, r* village 22 miles dii, ant westward, and situated on the shores of the Georgian Bay. The road is estimated to cost $11,000 to 112,000 per mile, or in all $240,000. Of tliis amount, the muni- cipalities have voted one-half in the shape of bonuses, thus : — Ht. Vinoent, $62,5':>0 ; CoUingwood, $32,500 ; Eupi;rasia, $27,600 ; total, §120,000. The Northern Railway Company is to take these bonuses and construct the road. A company has been organized, consisting of the reeves and others of the nauutcipalities interosted, to guard their interests in the nudartaking. It is I m i 138 NORTH SHORE RAILWAY. arranged that the line will he stocked and worked by the Northern Railway Company, on the same terms and conditions substantially as in the case of the Muskoka Railway. (See Toronto and Muskuka Railway.) It is thought that the road will be in operation inside of a twelve-month. The gauge will be 5 feet 6 inches, same as that of the Norlhem. DiuECTOUs — (Elected April, 1871,)— Noah Barnhart, Toronto ; C. R. Sing, Meaford ; James Stewart, Meaford ; T. Andrews, Thornbury ; Rorke, Euphrasia ; Reward, Toronto ; F. W. Coate, Toronto ; H. L. Hime, Toronto. Officers — Noah Barnhart, Escj., President, Toronto; C. R. Sing, Esq., Vice-President, Meaford, Ont -> «-,%><.. I 140 WHITBY AND PORT PERRY RAILWAY. Balance due on Stock subscribed and not yet called in 31,155 00 Other Bonuses, not included in above 21,800 00 Interest on Town and Township Bonuses 5,740 00 8181,852 97 The authorized capital is $300,000, am\ the subscribed capital $103,850. The receipts and payments for 1870 were : — liECEIPTS. Instalments on Stock § 33,960 92 Bonus Debentures from the Town of Whitby ... 30,000 00" Do. do. Township of Reach 20,000 00 Do. do. Township of Whitby 5,000 00 Interest collected on above Bonuses 3,267 50 Bills payable 1,105 90 First Mortgage Bonds 63,000 00 From other sources 2,786 05 $159,125 47 PAYMENTS. J. H. Dmnble, account Contract $101,800 00 For Right of Way 7,744 00 For Building Port Peny Dock 1,333 19 John Crawford, Esq., Toronto, Bonus Bonds and int. deposited... 42,389 75 Preliminary Expenses , 3,476 48 Office Expenses, Postage and Telegi'aph account 133 85 Tax(?s for 1870 9 56 Sundry accounts 2,198 91 Balance in R. C. Bank 34 37 §159,126 47 The line is all graded ; the ties are purchased and mostly distributed along the track. The iron for the permanent Avay has been obtained fron the Aberdaire Company of Wales, and shipped so as to arrive about the 15th May. Some changes will be made in the road bed, by considerably reducing the steepest gradients ; the intention being to make the road first-class in every respect. By the terms of the contract, the line is to be completed by the 1st August, 1871, but the contractors hope to finish a mouth sooner. The Company are building large wharves at Port Perry, where they will shortly erect an elevator. They are also arranging for wharf accommodation at Wliitby, for the railway and traffic connected therewith. DiKECTORS— (Elected 25th January, 1871,) — Joseph Bigelow, James Dry- den, James Ilolden, N. G. Reynolds, Chester Draper, A. Ross, K. F. Lockhart, Thomas Paxton, M.P.P. ; Edward Major. Officehs — Chester Draper, President ; Joseph Bigelow, Vice-President ; Ross Johnston, Secretary. Trttsti'.k of Municipal Bonitsf.s — John Crawford, Toronto. Chief Office— Whitby, Ontario. EICHELIEU, DRUMMOND, & AH- THABASKA RAILWAY. (under COKSTRUCTION.) This line is 66 miles in length, and is to rnn from Sorel (P. Q.) to Acton, on the Grand Trunk liaihvay, passing through Drummondville, Yamaska, &c. It is stated that the intention is to build this line after the model of the Que- hec & Gosford Railway, the rails being of wood. A contract has been let to Mr. Hulbert, the contractor of the Quebec & Gosford, and one or more loco- motives and a number of platform cars have been ordered to be delivered early this season. The work of getting out ties and building bridges is now in progress. BROCKVILLE & OTTAWA RAIL- WAY. 85 56 91 37 jnt ; By this Company's Cliarter power was conferred to build a railway from the town of Brock ville, on the River St. Lawrence, to the village of Pembroke, on the Ottav/a River, with a branch fVom Smith's Falls— where tlic road inter- sects tlie Ilideau Canal— to the town of Perth. The distance from Brockville to Pembroke is 130 miles, and from Sm'th's Falls to Pertli, 12 miles. The line has only been opened to Sand Point, on the Ottawa River. The branch has also been completed, giving a whole lengtli of railway of 90 miles. Money 'vas borrowed from the Municipal Loan Fund to aid the constraction of the road as follows : Counties of Lanark and Renfrew, §800,000 ; town of Brockville, §41-1,491.06 ; township of Elizabethtown, 150,709.50— total, $1,365,201. 46. The extent of these grants was a pretty good irulication of the extravagant ideas that prevailed during the first Canadian railway era. The original expectation seems to have been that the profits these municipalitie.s rt'ould derive out of the earnings of the railway would suffice to extinguish their indebtedness to the Government. ITiis palpable delusion was soon dis- pelled. The road, as far as constructed, became deeply involved, and there were no funds remaining i^ complete the line to ciie Ottawa River, from which a large share of the traffic was expected. The position of affairs in 1862 and 1863 is thus depicted in the Directors' Report : "As this railway then stood — ^twenty -five miles short of its river terminus, half-stocked, destitute of ma- chine shops, and therefore working at the maximum of expense — the question when it would become a dead loss to every bona fide interest concerned rested solely upon the time when rails, engines, &c., should wear out, and hmryn- 142 BUOCKVILLE AND OTTAWA RAILWAY newals become imiwrative. ' And further on they say, " such renewals could not have been adeijuately met from the limited income which it had power to» earn, and to suppose that any interest to municipalities or bondholders could ever have been paid is simply preposterous." The traffic receipts were ab- sorbed in payments of interest, so that the whole undertaking was on the high road to utter insolvency and complete ruin. In 1863 an Act was passed for the relief of the Company, which, though it wa.s productive of good, did not prove suTicicnt to meet the exigencies of tht case. By that Act the Company were authorized to issue preference bonds to the amount of $244,793.94, bear- ing 7 jter cent, interest, for the purpose of extending the line to Sand Points on the Ottawa, and that such shoull be a prior lien on the earnings of the road to the claims of the municipalities, and that the railway should repay the municipalities within fifteen years the sums paid by them to the Govern- ment under what was called "The Five per cent. Act" of 31st De^^ember, 1866, and to fund into 2nd class bonds the entire floating debt, principal t\nd in- terest. The amount of this floating debt seems then to have been $711,019.97, besides $100,000 of unpaid interest due to the municipalities. That this measure was inadequate to relieve the road from its embarrassments is appa- rent from the fact that two years later— in 1865 — the Company owed on pre- ference bonds $244,793.94 ; 2nd class bonds, $1,093,285.77 ; unpaid interest, fl50, 000— total, $1,486,079.71. And the Company's whole liabilities, as barged to the debit of capital account, were $3,157,234.46, with credits of only $2,632,042.44, showing a d ficit of $525,192. The earnings proved en- tirely disproportionate to meet the prior municipal and preference claims and the interest on the 2nd class bonds, so that it became apparent that further relief would have to be aflbrded, and the only shape that relief could take, in order to be effective, would be a liberal extinguishment of the debts, and the conversion of the remainder into stock. A mortgage was made to a trustee to secure the re-payment of the prefer- ential extension bonds of $244,793.94, above referred to. Owing to default on the part of the Company in the payment of the interest on these bonds, the trustee took possession of the railway for the purpose of foreclosing and selling the road. Under these circumstances, an an-angement was entered into between the preference bondholders, the ordinary bondholders, and a majority of the shareholders, as follows : — (1) The present stock and all the bonds of the Conipany, except the prefer- ential extension bonds, to be converted into new stock by the holders thereof at the following reduced rates : — (a) Bonds other than preferential extension bonds at 25c. in the dollar, with the exception of those now he'd by persons who are also at this date preferential bondholders, these latter to have thci privilege of converting the ordinary bonds held by them at this date into new stock at 50c. in the dollar, but this privilege not to extend to bonds purchased by them subsequently to the passing of the Act of 1863. (b) The old paid-up stock to be converted into new stock at 10c. in the dollar, (c) The capital of the Company to be reduced to the amount of new stock required for such conversion, and in return for the privilege conceded to the preferential bond' holders. BROCKVILLE AND OTTAWA RAILWAY. 143 (2) The management of the roacl to bo restored by the preferential bond- holders and their trustee tc the Company, and the alleged rights of the preferential bondholders to foreclose and sell the road, to be waived and for ever extinguished without prejudice to their holding the first charge on the road, and on its reyenues next after the niunicipalitii's, with all other legal remedies for the recovery of their interest and principal. An Act was passed by the Legislature of Ontario, in 1867 and 1868, giving effect to this agreement. Thai Act specially provides that nothing in its terms shall in anywise affect the claims of the counties of Lanark and Renfrew, of the township of Elizabethtowu, or the town of Brockville, uiwn the railway i)roperty. The amount of paid up stock was 311|902. 12, and a further sum of $166,- 552.12, was turned over to the contractors, making the total imid-up capital stock $177,454.29. The amount expended on construction accomt to 31st December, 1870, was $2,647,000. The gauge is 5 ft. 6 in. ; weight of rail, (iron), 56 lbs. to the yard. The revenue and expenditure, witli per centago of same to gross receipts, were as follows for a series of years : — Revenue 1860. 1861. 1862. 1803. 1804. 8 c. 63,501 10 34,427 26 8 c. 54,658 04 36,271 48 8 c 57,772 84 88,340 71 8 c. 69,339 09 44,006 45 8 c. 68,437 12 44,850 09 Expeuditui'e Net revenue 19,373 85 18,286 66 19,432 13 14,433 64 23,587 03 Per Cent, on groiis re- ceipts 64 60 66 75 66} The result of the operations for another series of years is shown thus :- Mileage of Trains . " LocoinotiTes Passengers carried (number) Freight, tons Revenue. Passenger Traffic . . Freight " .. Mails and Express Simdries Gross Earnings.. . . Expenditure Net Revenue Per ct on gross receipts 1865. 1866. 1867. 1868. 1869. 1870. 648,000 101.000 39,763 28,846 681,766 111,407 39,747 39,585 792.877 124.326 62,740 53,566 No return. 1.096,655 149,677 66,835 85,049 59,554 93.877 8 36,840 46,866 1,976 1,892 8 40,126 63,732 5,118 7,283 8 42,112 89,787 8.761 8,000 8 44,904 138,633 4,208 2,300 8 43.669 145,504 4,697 4,131 80,676 66,669 116,204 62,964 138,660 70.152 184.045 88,642 202,901 104.432 29.916 68,240 68,408 100,307 98,469 66-44 64-18 1 60-39 46.22 61-46 144 ST. LAWRENCE AND OTTAWA RAILWAY. The supply of rollinfj stock consisted in 1339 of 7 locomotives, 5 passenger cars, 133 freicjlit cava, and 2 l>flggage cars. DiuncTORs— The directors elected on Aug. 15, 1870, w<»'-e : H. Abbott, Esq.; .T. W. B. Rivers, Esq.; A. B. Dana, Esq.; M. Rosamond, Esq. ; A. Mc Arthur, E3(],; R. P. Cooke, Esq. Officios— H. Abbott, Esondjs to the extent of £100,000, (pfiyable iu November, 1873, bearing interest at 6 per cent,) which were serit to England to be negotiated. During the month of May of the same year, a contract was executed in Liverpool, England, with Ebbw Vale Iron Company, for 54,000 tons of iron rails, at £10. 10s. per ton, payment to be mode iu the bonds of the Cwnpany at par. The equipment of tlie line cc^jiated of 8 engines and 131 cars of all descriptioEs, which cost £45,000 ; £25,000 of that sum being payable in the Company's stock, and the remainder in money. The total cost of the road, 57 miles in length, and equipment, was over £250,000 sterling. The Company received, undw the provisions of the Grand Trunk R^tf Act, £50,000 sterling. I ST. LAWRENCE AND OTTAWA RAILWAY. 145 During the ymirs 1857 wnd 1858 the enterprise became very mucli involved, and various particH began to cnfotte their claims. The Ebbw Vale Iron Company seized their real estate, anifthe rolling stoMc was also taken posses- sion of nt the instance of other jiartics. Tiie whole property was plnced in the hands of a Receiver, appointed by the Court of Chancery. After a periul of nearly four years, (January, 1862,) the matter was amicably Nettled, and the Receiver, by conHcnt, removetl. On the Kcttlement, it was agreed that the Ebbw Vale Iron Comiiany nhould be paid thirty per cent, of the gross earnings on account of their obiim. This was jmid from February until September, and amounted to $11,554.50. The decrease of trutlic, owing to the stojjpnge of the work on the Tarliament buildings, maile it apparent that tliis huge draft on the Company's reveinic ctiuld not be much longer sustained ; and the fact being so represented to tlie Ebbw Vale Iron Com|iany, they allowed the j»ayments to stand over, and the Receiver was re-appointed. An aiTongement was made with the (Jrand Trunk Railway for the use of the tmck between the Prescott Junction and the St. Lawrence River, on condition that the Company shouhl advance §7,000 to construct new works, and jwy this Company at the rate of 35c. per ton, and make a fair allowance for passengers passing over this prt of the line. An award was finally obtained from the Court of Chancery, iu reference to the various claims upon the property ; and, under the sanction of an Act of Tarliament, the property was put up at auction, and sold to the holJeiij of the first mortgage of £100,000 ; the pric(^ paid being represented by their claim, with interest and the cost ofa seven y«ar's law suit. An effect of this sale was to wijie out the second mortgage (to municipalities for $300,000); the third mortgage (given under provisions of Grand Trunk Relief Act, $243,333), and a largo amount of floating indebtedness besides. The line runs from I'rescott, on the St. Lawrence, to Ottawa, tlie capital of the Dominion ; length of main line, 54 miles ; sidings, 5 miles ; total, 69 miles. Work was commenced in 1852, and completed in D c, 1854 ; gauge, 4 feet 84 inches ; the bridges are of timber ; that over the Rideau River has four spans of 100 feet each, and is supported •n stone piers. Rolling stock, 1869 — Number of locomotives, 7 ; 12 first-class passenger cars, 5 second-class do, 53 box cars, 32 platform cars, 4 mail and express. Mileage of passenger, baggage, box and platform cars ... 693,240 Number of passengers carried 54,332 Number of tons of freight carried 30,358 RKVENUK, 18G9. Passenger traffic $63,064 62 Freight traffic 56,790 69 Mails and sundries 8,770 36 Total income , $128,625 66 EXFENDllTURE. Operating. $87,960 38 Interest, rent, &c 19,077 32 10 $107,037 71 146 WELLAND RAILWAY. Diur.cTOUH— (K'.ectctl MftyO, 1870.) Willmm Qiiilter, Loimoii, EnglnnJ Preaident ; ThoninH KoynoUIs, Ottnwo, Ontario ; J().soph Uobinsoii, London, Knglund ; Thos. HobinHon, I^oudon, Englftnd ; Alf-xandiT Uolwrt Kyre, Lou- don, Kngliiii«l. OKKicr.us— Thonms KeynoldH, Vice-President and Manngini? Diifctor, Ottawa ; H. Luttrill, Superintendent, PreBcott, Ontario ; C. D«mo, Locomo- tive Suiwrintcndent, Prescott ; F. A. Wise, KesidonT Engineer, Prescott. WELLAND RAILWAY. I ! i ■J ! ^i 1M •4i This line extends from Port Colbon.J, on Lnko Erie, to Port Dalliousie, on Lake Ontario, a distance of 25 miles, and forms an important link in our great leading route of transportation from the upper lakes to the seaboard. In 1869 the road was finally completed, and the total cost >i the railway and equipment, up to last year, was $1,622,843. Tlie lino is laid with iron rails, 56 lbs, to the yard, and tlie gauge is the standard gauge of the Province — 5 ft. 8 in. The bridges and works are first class. Much the larger portion of the capital was raised in England, where it is still chiefly hchl. Quite recently a complete c^ 'c took place in the j)cr- ammel of the officers, owing to some difficulties w! ose respecting the in- ternal management of the Company's affairs. In consequence of this change, most of the documents relating to the earlier history of the Company are in- accessible at present, rendering the account we are able to give of the estab- lishment and progress of this line necessarily very meagre. The operations of 1370 are indicated as follows : — Rolling Stock : — Number of locomotives employed, 5 ; 3 passenger cars, 147 freight cars, 2 baggage cars, 1 express car, and 8 gi-avcl cars. Total mileage of passenger trains in 1 870, 31,300; number of passengers carried, 46,442. Kevenue: — Passenger traffic ^14,813 87 Freight traffic 80,626 58 Mails and sundries 8,293 63 ' Total : $73,734 08 Expenditure — gross 76,096 76 London (Enq.) Board — Names of Directors elected in May, 1870 : J. W. Bosanquet, London, England, Chairman of Board •, Major Kitson, R. B.Wade, Admiral Tyndale, Thomas Ogilvy, one vacancy in room of Thomas Brassey, latelv deceased. NORTHEKN COLONIZATION ilAILWAY. 147 Canadian Huaiid — Thouiua K. Merritt, M. P., Cimirmaii of Local Boatil, 8t. Catharines, Out. ; Hon. J. II. ncnson, St. Cuthariues ; Joliu Brown, Thorolil, Ont. , OmcKKH — TIioinnH R. Merritt, M. P., Cliairnian of Local Board of Man« af{«ment, St. CatharittcH, Out. ; Corneliua Stovft), Secretary, St. Catharines ; William Pay, Supurint^nilcnt, Ht. Catharines. CiiiKF Ofkick — St. Catharines, Out. NORTHERN COLONIZATIOTION RAIL- WAY. (ri!o.iK . done for £5,000. Mr. Samuel, the Engineer, has furnished the following estimate of the traffic of this railway : — 200,000 tons of coal can-ied 18 miles, at IJd. per ton per mile jE22,6tO 100,000 tons of coal carried at IJd. per ton for 10 miles 6,250 Profit on sale of 100,000 tons from Reserve, 3s. per ton 16,000 £43,750 "As the line will have very favorable gradients, and coal for fuel is very cheap, and the rolling stock will be so constructed that the dead weight of the trains will be reduced to the minimum consistent with safety and durability, I believe that the traffic may be worked at an outside cost of 33 per cent, or one-third of the gross receipts of the carriage of coal, or 4d. per ton per mile, leaving a profit on the carriage of £19,167, and from sale of the reserve coal £15,000, making together a net revenue of £34,167, or 34 per cent, on the proposed capital of the Company." # ! i I I i i . ^f ! J^ L_ 150 TORONTO, GREY AND BRUCE RAILWAY. The following are the particulars of a contract entered into by the Com- jmny, which has been formed in England for the purchase of the charter powers conferred on a Nova Scotia Company : — "The vendors have agreed to transfer to this Company the benefit of the Act of the Colonial Legislature, authorizing the constmction of th* railway and works with all its privileges, together with the lease of the coalfield, and to defray all the expenses of surveys, etc., etc., incurred up to the issuing of the prospectus, for the sum of £5,000 in cash and £5,000 in fully paid-up shares ; they are also to receive one-fourth of all jirofits after a dividend of ten per cent, per annum has been given to the shareholders. The agreement under which these benefits have been acquired is dated the 11th day of January, 1871, and made between Frederic Newton Gisborne of the one part, and Jjevi Elkin and Edward Ludwig Goetz, on behalf of this Comiany, of the other part." DiRKCTOus — Horatio L. Nicholls, Esq., Chairman, Southgate House, Southgate ; Thomas P. Baker, Esq., C. B.; William Martineau, Esi^., M. I. C. E. ; Herbert Heath, Esq., and Captain Powell, C. B., all of Loudon, England. Engineer— James Samuel, Esq., M. T. C. E., Westminster. Solicitors — Messrs. Randall and Angier, 3 Gray's-in-place, Gray'a-inn. Auditors — Messrs. Ford and Smith, London. Secretary— Mr. Walter Wright. Ofbices — Great Winchester street, London, E. C. TORONTO, GREY & BRUCE RAILWAY. (under construction.) Up to the time when this project was brought before the public, in 1867, the gauge of Canadian railways had uniformly been the standard or Provincial gauge of 5 ft. 6 in., except three lines — the St. Lawrence & Ottawa, the Mont- real & Champlain, and the St. Lawrence & Industry, all of which are of the 4 ft 84 in. gauge, being the same as that since adopted by the Great Western Railway. The idea of a railway with so narrow a guogc aa 3 ft. 6 in. was an entirely new idea with nearly everyone in this countrj', and like most other changes which conflict with interest and prejudit;, excited a good deal of hos- tile criticism and not a little ridicule. Notwithstanding the fact that the ap- plication to the Ontario Legislature for a charter at the first session of that body in 1867-68, was supported by the names and influence of many of the leading merchant: of Toronto, it was only carried through by a narrow ma- jority and after a severe contest, first in the Railway Committee, and aftef^ TORONTO, GREY AND BRUCE RAILWAY. 151 wards on the floorof the House. The objection against the narrowness of the gauge has been urged with greater persistency, if not with equal ability, in the municipalit-.s from which aid was being solicited. Tlie disudvantage re- sulting to +ae promoters from this wiie-spread objection was probalily more than compensated by the consideration of cheapness in favour of a 3 ft. 6 in. line. The agitation of the project — as well as also the sister onterprlsi;, the To- ronto & Nipissing Railway — had an important influence in re-directing public attention in this country to the advantages of railways, after the long period of repose in which railway progress was allowed to lie since the calamitous period of ] 856-57. These schemes being regarded as practicable means of tap- ping two most important districts of Ontario, and placing them in close con- nection with the chief city of the Province, were eagerly seconded by the cit- izens of Toronto. The warmth of their support is best indicated by the grant of a quarter of a million of dollars as a gift to the Company, and by the sub- scription of three hundred and twenty thousand dollars of stock. By the charter the Company is authorized to build a railway not less than 3 ft. 6 in. gauge (but of wider gauge if the directors at any time desire the change) from Toronto to Orangeville, thence to Mount Forest or Durham, thence to the border of the County of Bruce, and thonce to Southampton, with a branch to Kincardine, on Lake Huron ; also, a branch from Mount Forest or Durham or some point east thereof. The capital stock is ^3,000,000, with power to increase the same in the manner provided by the General Railway Act, to be divided into 30,000 shares of $1,000 each. When $300,000 of the capital was subscribed, and ten per cent, paid, the Company could be organ- ized. The management of the Company's affairs is in the hands of nine di- rectors, each of whom must hold ten shares in the stock of the Company. Power is also given to issue bonds, the amount of which must not exceed the paid-up capital of the Company and the municipal bonuses actually expended in surveys or works of construction. The clause relating to the carriage of cordwood reads thus : (" Clause 30 ) The said railway Company shall at all times receive and carry cordwootl, or any wood for fuel, at a rate not to exceed lor dry wood 2ic. per mile per cord, from all stations exceeui:?g fifty miles, and at a rate not exceeding 3c. per cord per mile from all stations under fifty miles, in full car loads ; and for green wood at the rateof2ic. per ton per mile. (Clause 31.) The Com- pany shall further at all times fuiiiish every necessary for the free ond unre- strained traffic in cordwood to as large an extent as in the case of other freight carried over the said railway." Owing to the refusal of the County of Grey to grant the aid asked for the construction of the proposed branch from Mount Forest to Owen Sound, that part of the scheme was changed, and the building of a branch from Ornngeville direct to Owen Sound is now definitely decided upon, the necessary surreys being already'in progress. The Company have agreed to complete the road to Owen Sound about November, 1872. The immediate resources of the undertaking are : I !i ') r :--!! K I •i P^ 152 TORONTO, GREY AND BRUCE RAILWAY. B0NU8KH. City of Toronto $250,000 Township of Albion 40,000 Townshii) of Culeilon 45,000 Township of Mono 45,000 Village of Omngeville 15,000 Township of Amaranth 30,000 TowMshipof Luther 20,000 Township of Arthur 35,000 Village of Mount Forest 20,000 Conntyof Grey 300,000 Total of above bonuses $795,000 Subscribed capital (50 per cent, paid tip) '". 300,000 Bonds issued 160,000 Total $1,250,000 The whole cost of the line, including rolling stock and equipment, is es- timated at the low figure of $15,000 per mile — a sum which it is 'olievedwill uot be exceeded. The issue of bonds is limited by the charter to the amount of i)aid u^^ stock and the bonuses actually expended in constniction, but the directors do not anticipate a larger issua than at the rate of $8,000 per mile. The following are the amounts received and expended by the Company, under the heads enumerated, up to 30th April, 1871 : UECEIVED. ' Calls from stock $131,400 IJonuse* received from Trustees 337,634 Proceeds of Bonds issued 221,050 Bills payable 75,OoO EXPENDED. Preliminary expenses $16,039 Right of way 40,437 Eugineerinj 29,732 Stations 14,863 Construction a 295,996 Iron and fastenings 231,500 Rolling Stock 107,062 The distances are as follows : Length of line to Orangerille 50 miles Orangeville to Owen Sound 70 miles Orangeville to Mount Forest 39 miles Total 159 miles By an arrangement with the Grand Trunk Railway, this Company have permission to use the road bed of that railway for a distance of 9 miles from TORONTO, GREY AND BRUCE RAILWAY. 153 tljc city of Toronto, the amount of coioponsation to the Grand Trunk l>i'ing a certain sum for each passenger and for each car load of freiglit trnflic carried. By this means a considerable saving in cost of construction has been efTccted. On the third October, 1869, the first sod was turned by Prince Arthur, and work was immediately thereafter commenced along the first section, to Arthur. A contract for the line from Orangevillc to Mount Forest was awarded to Mr. Frank Shanly for earthwork, fencing, building all wooden bridges, fur- nishing and laying down ties, track-lnying and ballasting. The contract fop ballasting and track -laying from Weston to Orangcville was given to Messrs. "Wardrop & Co. By the 1st May, 1871, the track had been laid to Orangevillc — 48 miles — the grading an .1 bridging were almost coinplett; to Arthur village, a distance of 24 miles from Omngeville^ There will be ten stutior.s between Toronto and Orangevillc. The steepest grade going south is at the Biver Humber, where the ascent is at the I'ate of 88 fett per mile. Going north a steeper grade is encountered at the Caledon mountains, where the ascent is 105 feet to the mile. The sharpest curve is at the Humber, where the radius of 'curvature is but 462 feet.. Upon the whole length of this line there are only three places where anything ap- proaching to heavy works are met with — Ist, at the crossing of the Biver Humber, in the township of Vaughan ; 2nd, in the ascent of the Caledon mountain, extendin/^ over a distance of four miles ; 3rd, at the crossing of the Grand River, in the Township of Amaranth. The only bridges of any size are those over the Biver Humber, consisting of six spans of 50 feet each, and one span of 33 ft. 6 in., built upon stone abutments and piers ; the Biver Credit bridge in Caledon, one span of 46 feet and 12 tresslo-work npans of 16 /"eet each; the Grand Biver bridge, two spans of 63 feet each, and fivo spans of trestle work, 25 feet each ; and the Boyiie Creek trestle bridge, one sp&n of 40 feet and ten spans of 20 feet each. There are a few trestles, all but two of which are small in sirx?, tha exceptions being one of ten spans of 20 feet each over *' Duncan's Ravine," and one of seven spans of 20 feet each over "Brown's Ravine." The rails and rolling stock are all in proportion to the gauge ot 3 ft. B in. The rails weigh 40 lbs. to the yard^ and are oi iron of English make. The locomotives ran^c from 16 to 26 ton* in weight, and were built in Bristol, England. A Farlie engine of 42 tons is also in course of construction. The passenger cars are 35 feet in length, attd weigh about 12,000 lbs., and will accommodate 40 passengers each. The platform cars are fitted with six wheels, and with radial axle-lwxes, an arrangement by which the level of the floor is brought down to a distance of only two feet six inches from the roils. Box cars are also constructed, 15 feet in length, on four wheels, and are capable of carrying fiv« or six tons «ach. The platform cars are 18 feet in length by 3 feet in width, and are capable of carrying a load of ten tons. DlRECTons (eleete»l Sept., 1370) — John Gordon, Hon. John McMurrich, Oewge Laidlaw, H. 8. Howland, George 3ooderham, John Sheddon, Capt. Dick, B. H<»ier DixoA, Aid. Medcalf, John Morison. 154 TORONTO AND NIPISSING RAILWAY. Offu'KUs — John Gordon, Prosideut ; Hon. John McMurrich, Vice-Presi dent ; W. Sutherland Taylor, Sec. ar.d Treap. ; Edmun«l Wragge, Chief En- gineer ; Allan Macdougall, Resident Engineer. CmiCF Office— Corner of Front and Bay Streets, Toronto. TORONTO AND NIPISSING RAILWAY. •* (UNDBR CONSXnUCTION.) The object of tliis undertaking is chiefly to establish dicect communication between the city of Toronto and the extensive agricultural and lumbering region to the east of Lake Sinicoe and the Georgian Bay. It lias been warmly supported by the people of Toronto from its inception, for the reason chiefly that it must largely increase the trade of the district referred to with the city of Toronto. And, on the other hand, since it gives the inhabitants of the district a choice of markets it was warmly supported by them, and received their substantial aid in the shape of municipal bonuses. The character of the proposed road is similar to the Toronto, Grey and Bruce^ The charter was obtained at the same session of the Ontario Legis- lature — the session of 1867 and 1j68. The amount of subscribed capital' which must be obtained before the Company could organize was $150,000. lu most every other respect the provisions of this charter are the same as those of the Toronto, Grey and Bruce, the cordwood clause being i)recisely similar. The advantages of the light narrow gauge system, as adopted for this rail- way and the Toronto, Grey and Bruce, are stated thus : — 1st. The large comparative saving in first construction. 2nd. The la»-ge proportion of paying load to non-paying or tare weight of train. 3rd. The great reduction of wear and tear of permanent way, through advantage gained by light rolling stock 4th. Saving in reduced wear and tear of wheel tyres from reduced weight on each wheel. 5th. Large proportionate increased power of locomotives. 6tli. Proportionate increased velocities gained by the light system. 7th. Greater economy in working traffic. 8th. Comimrative increase in capabilities of traffic. 9th. Great advantages gained by the application of the Fairlie system of locomotive engines in concentrated power, equalization of adhesion of all the wheels to the rails, economy from reduced friction on wheel flanges, reduction of wear and tear to the permanent way, great saving in fuel, and economy in wages for given power secured. TORONTO AND NIPISSTNO RAILWAY. 155 m ly ly le of id id Bomises were given by the miinicipalitics named as follows : — City of Toronto $160,000 Scarhoro' 10,000 Markham 30,000 Uxbridge 60,000 Scott 10,000 Brock 50,000 Eldon 44,000 Bexley 15,000 Soraerville 15,000 Laxton, Digby and Ix)ngford 12,600 $386,500 Subscribed stock, 50 per cent, paid 200,100 Debentures issued to Ist May, 1870 161,500 Total $748,105 The following are the receipts to Ist May, 1871 : — Cash from calls on Stock $ 89,920 00 Cash from Tnistees on account of Bonuses 238, 486 59 Cash for Bonds issued 136,260 00 Notes payable 93,822 55 ■ Amounts disbursed on the following accounts : — Construction $375,522 55 Engineering and Sunreying 26,610 46 Rolling Stock 86,277 45 RightofWay 27,389 02 Preliminary Expenses 16,509 86 It is fortunate that the route of the railway runs through a most favorable country. There are really no heavy works on the lino ; the rolling character of the country m the township of Uxbridge necessitates a good deal of excava- tion. The average number of yards of earthwork is 9,000 yards iwr mile. The only bridge of any size between Toronto and Uxbridge is that over the River Rouge, near UnionVille, in the township of Markham, and which con- sists of three spans of 44 feet each, and four spans of 16 feet each, the whole structure is founded upon rock elm piles. The bridge over the north-west bay of Balsam Lake, near Coboconk, is the largest stmcture on the road ; it has three spans of 106 feet each, and 5 of 32 feet, being a total length of 478 feet. The other bridges which are already executed are, three small bridges in the township of Scarboro', all over the Highland Creek or its branches, and two more over feeders of the River Rouge, in the township of Markham. There will be three small bridges in the township of Brock, over the Beaver Creek ; a ;d, with the exception of a trestle bridge at MarKhami seven spans of 20 feet each and a few short trestles of three spans of 16 feet each, here and there, tliis constitutes the whole of the bridge-work. Shortly after ground was broken, a contract was let to Messrs. John Ginty 'Hi ' i 15G WELLINGTON, GREY AND BRUCE RAILWAY. A Co. for the earthwork, and over the entire section of 86 miles to CoBoconk, conditional on the granting of the expected bonuses from the townships along the line from Uxbridge to Coboconk. The contract for fencing and ties for the 32 miles to Uxbridgo village was given to Mr. Edward Wheler. Messrs. Ginty k Co. relinquished their contract for the portion of the line north of Uxbridge, and it was given by the Company to Mr. Duncan McRea, M.P.P., of Eldon, on the same terms as were made with Messrs. Ginty & Co. Messrs. Wardrobe & Co. have the contract for track-laying to Uxbridge, a distance of 32 miles. E. Wheler has the contract for sections, tanks and engine-sheds from Uxbridge to Coboconk. The lino is finished to Uxbridge, and will be formally opened for trafllc on the 1st of July next. The remainder of the line is more than half completed, and will be ready for opening, it is hoped, in the latter part of this year. The steepest gi*ade going north is one foot in fifty ; going south, one foot in sixty. The sliarpest curve is at Uxbridge, and has 800 feet radius. The jmssenger cars am 35 feet in length, and capable of holding 40 passengers each. The platform cars are thirty feet in length by eight feet in width, and are capable of carrying ten tons each. The box cars are 15 feet in length by eight feet in width, and will cany from five to six tons. About 180 or 190 cars are being tunied out l>y a Toronto firm, Messrs. W illiam Hamilton & Son. The locomotives are made by the Canadian Engine and Machinery Company, Company, at Kingston, a Fairlio engine of 42 tons weight and another largo freight engine arc being made in England. The gauge being 3 feet 6 inches, the rails are correspondingly light, being 40 lbs. to the yard. The iron was purchased in England, with a guarantee for seven years, at the rate of £8 Ss. per ton. DiRKCTORS — (Elected Sept., 1870) — John Shedden, Wm. Gooderham, jr.; J. C. Fitch, Joseph Gould, T. C. Chisholm, George Laidlaw, James E. Ellis, Hugh Macdonald, John Gardner and AVilliam Adanson. Officers — John Shedden, President ; WiHicm Gooderj»m, jr., Vice- President ; James Graham, Secretary and Treasurer ; Edmund Wragge, Chief Engineer ; J. C. Bailey, Resident Engineer. Chief Office — Comer of Front and Bay streets, J'oronto, Ontario. ►♦« ♦ «»•< WELLINGTON, GREY AND BRUCE RAIL- WAY. (under constructiok.) .. The charter authorizes the building of a line of railway from Guelph to some point in the county of Bruce, with the object of, at some time, extending to Lake Huron. WELLINGTON, QUEY AND BRUCE RAILWAY. 1 ""^^ 10/ " The cajiital Btock of tlie Company is .^30,000, and bonusi's hav*; l»fen granted ftS follows : — City of Hamilton .. $ »?d,000 Village of Elora 10,000 • Village of F«!rgii8 10,000 Nichol 10,000 Township of reel 40,000 Township of Maryboroiigk •10,r00 Townsliip of Wallace 25,000 Township of Minto 70,000 Townsliip of Howick 20,00a County of Bruce .\ 250,000 Total Add Capital Stock. 3561,000 30,000 §591,000 This ttrojcet received the most active and energetic support of the citizens of Hamilton, to whose efforts tlie progress made (together with the sup))ort of the Great W«stern Railway Company) is chieily due. The chief oliject of the line is to divert the trade of Wellington and liruce Counties to Hamilton, ng far as that is possible. The line was opened from Guelph co Elora on the 15th September, 1870, a distance of 16 miles ; and from Elora to Alma, in Decem- ber, 1870, a further distance of 5 miles, making in all 21 miles. The distance to Southampton on Lake Huron is 98 miles from Guelph. A contract has been let to Mr. Hendrie, of Hamilton, for the extension of the line to the county of Bruce. This Railway must be completed to Southampton, in the County of Bruce, in Junt, "^ 872, or the large bonus granted by this county will be forfeited and lost to the Company. By an agi-eemcnt made with the Great Western Railway, dated June 15th, 1869, that Company undertakes to stock the line and work it as soon as completed to the satisfaction of the Manager of the Great Western ; and to regulate the rates of freight and all other charges ; the lease to continJle for one thousand years ; the Great Western Company to pay over to the Wellington, Grey and Bruce Comiiany 30 per cent, of the gross traffic ; an account to be kept of the traffic interchanged between the two lines, of which a sum amounting to 20 per cent, of such receipts shall be appropriated annually to the purchase of the bonds of the Wellington, Grey and Bruce Company, but from these receipts are to be deducted every year the sum of $78,061, Avhicli is the average traffic in and out of Guelph for the past three years, the intention beipg to pay the fore- going 20 per cent, only on the increase of traffic derived from the Wellington, Grey and Bruce, the latter Company being bound to issue not more than $10,000 of bonds for every mile of railway constructed. By a subsequent agreement of the 3rd of June, 1870, the Great Western Company undertake to purchase bonds of the Wellington, Grey and Bruce Company to the amoont of $12,000 per mile of railway constructed, and to that increajsed amount thm issue of bonds by the Wellington, Grey and Bruce Company is now limited. 158 CANADIAN PACIFIC UAILVVAY. ! The lino is buiiig roiistniottnl uiulor tlm Hupcrvi.-iion of Mr. Ooorgo Lowo Uciil, till! Eiij^iiifcr of tlio Great Westorti, and whon coiiii>letc'il will be ft inont valuable liranch of the Ctrciit Western. Ofkickhh — Col. MeOivorin, ProHiileiit, Htimiltou ; Ooorgo Lowo HoiJ, Esi)., Chief Ku^jiiitfcr, Hniniltou ; Jiiincs Oaboriii', Secretary, Hiimiltou. CiiiKF Okfu-k — Iliuuilton, Ontario. i KINGSTON AND PEMBROKE RAILWAY. (JMIOJKOTED.) This lim- is to iiiii from Kiiig.iton, on the '"ii)ite(l in sucli niiinncr as the Doininion (lovcrnmunt may deem lulviHiihlc, in ruitJienince nf the tonstniction oi the 8nid riiihvuy, a Himilar extent of imblio landn hIouh the lino of the railway throughout its entire length in llritish Colnnihin, not to exceed, however, 20 mih'H on each side of tlie Huid line, uh may lie aitproprinted fcr thti aanio ])ur]io8e by the Dominion Uovernutent from the imbliu landn in the Northwejit Territories and Province of Manitoba ; provided that the ([uantity of land which nniy bo held under tlie ])ro-eini)tion right or by tlio Crown grant within the. limits of the tract of 'land in IJrilish Columbia to bo ho conveyed to the Dominion (Jovernment shall be made gofwl to the Dominion from the contiguous public lands ; and piovided furtlici that until the commencement, within two years, as aforesaid, from tlio date of the union, of the constriiction of the said railway, the Oovernnient of Hritish ColuiMl)ia shall not sell or alienate any further jiortions of the jiublic land.v of Hritish (Columbia in any oUier way than under the right of pre-emption reipiiring the actual residence of the pro-emptor on the land claimed by him. In consider- ation of the land to be so convoyed in aid of the construction of the said railway, the Dominion (Jovernment agree to pay to Uritish Columbia, from ilatc of union, the sum of $100,000 per annun)| in half-yearly jiayments in advance." Sir George Cartier, as Leader of the Oovernment, cx])lained the views of Ministers in a speech anies that would have to bo assisted principally by grants of one dollar lands. The land which liritish Columbia would contriljuto for this jiurpose was valued at one dollar an acre, which would amount to $15,360,000. For this the Government would undertake to pay $100,000 a year to Hriti-sh Columbia, which was the interest at five per cent, on two million dollars. That was to say that, in the purchase of these two millions of acres, Goveni- ment would be a gainer to the extent of $13,360,000 with which to assist the railway that would be undertaken. The Government insisted upon that as a situ qua non condition. The land must be under their control in order to aid tlu; railway. It was estimated that the length of the road to be built from Lake Nipissing to Victoria was about 2,500 miles; twenty miles on each side of the road would give 64 millions of acres to be used in aid of the line. About 600 or 700 miles of the lino would be within the Province of Ontario . and he had reason to believe the Government of that Province would have the liberality to give them, not twenty miles on each side, but at least every alternate block on each side. That would be a contribution of about nine millions of acres. Lake Nipissing would be a junction where the lines both for Ottawa and Toronto could meet. The contribution of land itself would be almost enough to build the railway. If any money subsidy was to be given, the Government would never go so far in that direction as to necessitate any IGO llICHMONl) AND MELBOUIINB RAILWAY. 1 ill incr(;aHe of tnxatioti in tluH coijutry. Tlio (iovcrninent Htatcd itn deterininntioii that for tlio btiil(liii|{ of thin railway land gmnta woultl prin(ui)nlly \h'. relied on. If any sub-slily would hv givt-n, it would Itca inodemtc oiw, and one that would not reiiuict! any further taxation on the tax-jMiyers of the Dontinion. The tcrniN of the rcNolution given above would reany, from the earnings of both roads, equal dividends per share with that paid to the stockholdeiTS in the Pivssumpsic Railway Comj)any. The total of the dividends appropriated to the Massawippi Railway Company stockholders not to be less than one-fifth of the whole sum divided to both Coriwrations. The gold value of the Pa.ssumpsic Railway is estimated at and put into the partnership thu.s in fflfect formed at $3,200,000, and the Massawippi Valley Railway is put at $800,000. Both roads will be operated by the Passumpsic coi-poration, in con- nection with the Massawippi corporation. The spur to Rock Island is built and worked in the same way as the main line. The contractors ri'ceived $330,000 cash and $70,000 in stock and proceeds of the road, and $40r,000 in bonds. The $165,000 contributed on this side is composed of subficriptions in Stanstead and vicinity, $100,000 ; in Hatley debentures, $15,000 ; and in Ascott debentures, $40,000, with some subscriptions in th« vicinity to pay for the right of way over and above what the $15,000 in stock would meet,, and for the preliminary expenses. It has very recently been decided to run this line into Sherbrooke, E. T. by laying a third rail on the Grand Trunk from Lennoxville ; stations will also be built there sufficiently commodious for the traffic of both lines. The gauge is 4 feet 8^ inches. Chief Officr and Addrkss — Lyndonville, Vt. ' 11 HI QUEBEC AND GOSFOKD RAILWAY. 1 This is a line of 27 tniles in length, from the city of Quebec to the villnge of Gosford, and is the only wooden railway in the Dominion at present. It was constructed by Mr. Hulbert, who has had experience as a contractor and operator of wooden railways in the United States. He commenced work on the line in September, 1869, and comi)leted it in December, 1870, or a fort- night before the time required by his contract. The road has quite a substantial appearan<^e. The ties are heavy, and are laid so as to measure 2 ft. 4 in. from centre to centre. The rails are strips of seasoned maple, 14 feet long, 7 inches by 4 inches, notched into the seven «leepers over which each rail extends, and wedged hard and fiust without th« use of nnJls or iron fastenings of any kind. The 4 ft. 8i in. gauge was adopted for this line. The rails are expected to last five or six years, and are perfectly safe so long ns the wood remains sound. As steep a grade as 250 feet to th« mile is encountered at one point on the roati — an impossible grade for an iron railway. The bridge across the Jacques Cartier River, and the northern ap- proach to it, is the most expcn.sive work on the road, having cost 812,000. It crosses the river immediately above a beautiful fall of 30 feet. The river is 200 feet wide, and is crossed with two spans. The top of the bridge is 66 feet above the water. The trestle work on the northern end of the bridge is 1,250 feet long, and carries the road over the tops of the large forest trees growing in the valley beneath. The cost of the road, including right of way and rolling stock, has been ^6,000 per mile. The stockholders are entitled to one cord of hardwood at cost price for every $10 paid in. The rolling stock consists of one locomotive, twenty-five platform cars, four second class passenger cars, and one box freight car. The wheels of both loco- motive and cars have a gi'eater diameter than those on iron roads, ond arc also broader, so as to cover the whole thickness of the wooden rail. The locomo- tive was built at the Rhode Island Engine Works ; it arrived in Quebec ou the 23rd of June, and commenced running about the middle of July, and con- tinued until late in December ; during th« whole time it worked most satis- factorily. It was running an average of 100 miles per diem for 140 days, making a total distance of about 14,000 miles. The cost of the locomotive, including transport, haulage, &c., is $8,396.47. It weighs 21 tons, wooded, ■without the tender, and 28 tons with the tender. It will draw 75 per cent of ^hat the same power could do on an iron road. In March, 1870, a contract was let to Mr. S. Peters, of Quebec, for the con- I QUEBEC AND GOSFORD RAILWAY. 1G3 en »•/ ur 0- 30 0- stTUction of 30 jilatfonn cars, at a cost of $310 each ; the cars were to have been handed Over by the 15th July. They -vvpre not, however, delivered until late in the season, owing to the destruction of Mr. Bi.ssett's foundiy by fire, where the wheels were being made. The iirst pattern wheels having been found to be too slight, wheels of a heavier pattern have been substituted at an extra cost. One of tlie cars ha.s been converted into a box freight car, at a cost of $190, and four others into temporary passenger cars, at a cost of 3140 each. The total cost of these cars, including $147 for haulage, amounts to SlO,4r»4.85. The total amount spent by the Company for all the purposes of its incorpo- ration amounts to $140,058.60, up to 7th Feb. 1871. That amount wa« re- ceived from the following sourc«?s : Paid by shareholders on their shares §69,430 40 I'aidup 8tock issued to contmctor, as i»er cov r \r.t 20,110 00 Directors' personal notes, redeemed with Gov.. 'jbK'Jy... 47,405 00 Company's note 2,719 00 Interest.... 434 45 Total $140,104 85 Tlie Company's liabilities amounted at that time to $14,000 00, besides some unsettled claims for nght of way. The Quebec Goveniment has paid the sum of $48,171 20, for the subsidy due the Company in virtue of the 32 Vic, cap. 52, in cash, in full of the whole amount of the subsidy, instead of debentures or by twf:;nty yearly payments. Power was obtained at the last session of the Quebec Legislature to extend the line as far as L^ke St John, and the Government have explored and have undeiiak'".! the work of loeiting that extension. Kespectiiig the solidity of the road, that would be quite satisfactorily settled by the tests which have been applied. At least 1,000 trcins have run over the road without p*uceptible detriment to the rails or any of the bridges or other works. The Company seem to have met with a good deal of difficulty in the col- lection of instalments due by the shareholders. Out of 1,241 shareholders, 790, representing 1,614 sharwj, had paid nothing in Febniary last. A good many defaulters were sued, iu most cases with success. The Board lecom- mended that those 1,614 shares should be declared forfeited. Under these circumstances of difficulty, an offer was made by Mr. Hulbert to complete the road by an expenditure of $34,000 upon it, and work it for a term of years, paying the shareholders six p(^r cent, interest on their capital. These fa- vourable terms — for the Company, at least — were accepted, and the road is now being operate*', under au agreement arranged on that basis. The additional expenditure is mostly for fencing, stations, workshops and engine-houses, and additional rolling stock. Peesipent — H. G. Joly, Esq. Ekoineee— Mr. Rickon. ' Chief Office— Quebec, P. Q. I SAULT STE. MARIE RAILWAY. (PnOJKCTED.) ! A charter was obtained at the last session of the Dominion Furliament, granting the necessary powers to build a line of railway from the village of Sault Ste. Marie, in the district of Algoma, to connect with the projected railway in the Prorincc of Ontario, at or near Lake Nipissing, and to extend a briiucli therefrom to connect with the Toronto, Simcoc and Muskoka Junction Railway at or near Bracebridge, in the County of Victoria, Power is also granted to bridge the River St Mary, and there effect a junction with lines in the United States. The corporators are — J. S. McMurray, F. W. Cumberland, J. B. Robinson, S. B. Harman, Angus Morrison, W. M. Simp- sou, Anson G. P. Dodge, Eli C. Clarke, S. E, Marvin, John Mclntyre, John M. Hamilton, James Bennett, Walter McCrae, T. "W. Herrick and J. J. Vickers, and these gentlemen are, by the Act, made the first Directora of the Company. The capital is fixed at $10,000,000. When $10,000,000 are subscribed, and 10 per cent, paid up, new Directors may be elected by the shareholders. One of the chief objects of the promoters is to establish a connection between the railway system of Canada and the Northern Pacific, now under construction. It is believed that this connection will bring a large amount of through trade over the Toronto and Muskoka and the Northern to Toronto, where it can either- be moved to New York by the Great Western, or to Montreal by the Grand Trunk. It would, besides, give a winter and summer route — all rail, when the branch of the Northern Pacific is completed to Pembina, as it soon will be — to the Red River Territory. In this way it would serve as a temporaiy substitute for a Canadian Pacific Line proper for the distance between Toronto and Manitoba. It would also afford an outlet for the product of the extensive mills along the north shore of the Georgian B.iy, which are now entirely shut in during the winter. The promoters think that so important a link in our railway system should receive the maximum rate of subsidy from the Ontario Government provided by the Act of last ■ession — $4,000 per mile — and a liberal land grant beside. The distance from St. Marie to Bracebridge is 280 miles. The road, if hwlt, will be of the ijeet 8i inch gauge. .. MONTllEAL AND CHAIIPLAIN RAILWAY. 165 MONTREAL AND CHAMPLAIN RAILWAY. On the 25tli of Feb., 1832, the Champlaiu and St Lawrence Railway obtained their charter. The capital of the Company was £50,000, in shares of £50 each, with ower to increase the shares to £65. The charter underwent several suc- cessive amendments. The road was constructed with wooden rails and thin flat bars of iron spiked upon them. It was in the first instance built from St. Johns to Laprairie ; this section was opened in July, 1836. Subsequently, in order to give a closer connection with tne City of Montreal, the northern terminus was transferred from Laprairie to St. Lambert, immediately opposite Montreal. This change was accomplished in January, 1852. In August of the previous year, the lin« had been extended from St. Johns to Kouse's Point, making a total distance from Montreal of 49 miles. The length of sid- ings, ice, is 5.66 miles, which gives a total mileage of track 54.66 miles. This road is now leased and operated by the Grand Trunk Railway Company 'The net revenue due theMontreal and Champlain Company under the agreement forthe year ending 3l8t Dec, 1869, amounted to $105,556, being an increase •on the former year of more than 16 per cent., which was more than sufficient to pay the interest on the Company's bonds, and the dividend on the preferred stock, interest on the sinking fund and incidental expenses, besides reducing a debit against the revenue account over $10,000. The amount standing at the ci-edit of the sinking fund is $30,254. CAPITAL ACCOUNT, 31ST DEC, 1869. Consolidated stock $1,180,275 Preferred Stock 404,600 First Mortgage Bonds 80,300 Consolidated Loan 802,513 PER CONTRA. Railway Property , $2,384,376 Fuel and Stores Stock 33,141 President— Hon. James Foirier. Chief Office— Point St. Charles, Prov. of Quebec. 1G6 ST. LAWRENCE AND INDUSTRY RAILWAY. HARRISBURG & BRANTFORD RAILWAY. (PltOJHCTEU.) This is a short lino of seven miles, proji-cted from Htirrisburg to Rrantford, The road is to cost $160,000, and will be built by the Great ■Western Com- pany. A contract has been let to Mr. Hendrie, of Hamilton, and the work of construction will doubtless be proceeded with as early as practicable. CARILLON & GRENVILLE RAILWAY. This Company obtained their charter on the 24th Jimc, 1848. Their capital is £60,000, in shares of £25 ens, in the same manner, bonds to secure $296.75 ; and to the town of Lindsay for $296. 75 annually. All these sums are payable on the Ist December in each year, and constitute a first charge on the railway. It was also provided by the same Act that any stockholder could transfer his stock to the Company and receive in exchange therefor first preference bonds to the amount of 50 per cent, of such stock. 168 MIDLAND RAILWAY OF CANADA. , On the 23rd January, 1868, an arrangement between the town of Port Hofjc ainl the K|Uway Company was legalized, by which the town was authorized to transfer sterling debentures of the Port Hope Harbour Company to the railway Company, the object being to aid the extension •( the railway from Lindsay to Beaverton, by granting the Company the sum of £30,000. During the work of construction the railway handed over to a private individual $30,000 of mortgage bonds as security for the co npletion of the road to Beaverton on or before September, 1871. The Lino was formally opened to Beaverton in January, 1871. By an Act of 24th Dec, 1860, the name of the Company was changed to "The Midland Railway of Canada." Authority was also given to build a branch line from some point in the township of Mara through the tinvnship of Rama to the river Severn. Power was also granted to issue £100,000 of bonds. The Township of Thorah had loaned the Company the sum of ^0,000 to ex- tend the line to Beaverton, and by this Act the Company were authorized to give tliat township a lien on the railway in perpetuity for the sum of $1,500 per annum, being interest at the rate of 3 per cent, on the amount loaned, and payable on the 15th of June in each year. An Act of the last session of the Ontario Legislature recited that there were at that time (Feb., 1871) outstanding first prelerence bonds to the amount of £110,000 stg. ; second preferences to the amount of £125,000 stg., and £100,000 stg. of bonds then authorized but not issued, and gave power to substitute for these issues new consolidated six per cent, bonds to an amount not exceeding £835,000 stg., these bonds to form a first charge on the line. The gross earnings in 1867 were $234,476.98 ; 1868, $232,904.10; 1869, $225,851.23 ; 1870, $242,157.22. The working expenses, including mainten- ance of way, in 1870, are stated at $128,930.03, or 53.24 per cent, of the gross earnings, leaving net revenue, $118,227.19. During the four years ending Dec, 1870, the gross sum of 308,000 was expended in improving the line. The operating expenses for the years named were : 1867, $100,000 ; 1868, $107,000 ; 1869, about $109,000 ; 1870, $128,930, which, added to the expen- diture for the improvement of the line during these four years ($308,000), as given above, gives a total outlay in the four years ending Dec, 1870, of 9753,000 in round numbers. ' 1 STATEMENT SHOWING TONNAGE OF THE PRINCIPAL ARTICLES 1 OF FREIGHT. | 1867. 1868. 1869. 1870. Square Tinlber, cubic feet ... Sawed Lumber, feet B. M. ... Wheat, Bushels 66,378 71,892,950 246,277 173,427 43,312 237 1,510 16,966 197,324 75,833 72,502,050 200,649 128,407 36,907 164 2,042 17,681 190,005 11,278 64,043,450 262,626 131,447 44,567 184 8,889 15,29f] 176,448 788,640 71,225,600 249,752 151,914 26,334 158 1,213 19,540 ■ 195,698 Other Grains, bushels Flour and Oatmeal, bushels. . Potash, barrels Pork, barrels Other Freight, tons Total No. of tons carried MIDLAND RAILWAY OF CANADA. STATEMENT OF PASSENGER TRAFFIC. 169 1867. 1868. 1869. 1870. No, of Through Passengers... " Way Total number of PusHcnger" . Miles Travelled, Thro* Pass. Way " Average by each Pass., miles 32,064 13,963 46,027 970,149 112,812 23| 36,950 17,220 64,170 272,850 1,072,040 243 39.478 16,552 56,030 1,186,664 237.977 25* 38,247 14,371 62,619 1,212,840 210,997 27 i The following is a statement of the Earnings and Expenditures for the year ending Slst December, 1870 : — EiRKINGS. Freight $195,698 33 Passengers 43,210 01 Mails 3,248 88 Total..... $242,157 22 EXPENDITURES. Operating E-penscs — General management $4,785 04 Interest, Agency and Travel 12,910 31 TraOic Depar't, including Station Agents 9,362 68 Train and Water Service 15,616 86 Office Expenses. Printing, Taxes, &c 8,139 79 Fuel, Oil and Waste 17,396 68 Rolling Stock 29,950 23 Machinery and Tools 2,745 55 Track 24,388 02 Bridges and Culverts 1,497 06 Buildings and Fences 2,036 80 Miscellaueoua 5,101 02 128,930 08 NettReveuue $113,227 19 The line runs from Port Hope, on Lake Ontario, to Beaverton, on Lake Simcoe, a distance of 66 miles, with a branch from Millbrook to Peterborough, of 13 miles, making the total length of lino opened, 79 miles. Rolling Stock (Jan., 1870) — 11 locomotive engines, 6 passenger cars, 5 mail and express cars, 192 freight cars, 40 box cars, 2 stock cars, 150 platform cars, also 8 service cars. DiRBCTOKB — Henry Covert, Port Hope ; Sidney Smith, Peterboro' ; Lewis Moffatt, Toronto ; William Cluxton, Peterboro' ; D. E. Boulton, Cobourg. r 170 CANADA CENTRAL RAILWAY. Offickus — Henry Covert, President ; William Cluxton, Vice-President ; Joseph Gray, Sec. and Treas. ; Taylor, Superintendent ; G. A. Stew- art, Chief Engineer ; G. L. Fisk, Road ISlaster. CiMKF Offick and Adcjikss — Port Hope. -♦••■♦•« CANADA CENTRAL RAILWAY. I I li This Company was chartered l»y Act of Parliament of Canada, assented to 18th May, 1861. The Act was an am«ndn)ent of a previous Act " To encour- age the construction of a railway from Lake Huron to Quebec." The Company obtained power to construct a line of road from Lake Huron to the City of Ot- tawa, via Pembroke and Arnprior, and from Ottawa to Montreal. The North Shore, the Carillon and Grenville and Canada Central Railway Companies may amalgamate. These Companies may also share in the grant of land given fo the above object in the manner prescribed by the Act. The authorized capital is $7,000,000, in 70,000 shares of $100 each. Power is given to issue bonds to the amount of one-half the capital. As soon as the railway is completed 20 miles, the Company may have a share in the land grant. On the 15th of August, 1866, the charter was amended, and a divergence in the line authorized be- tween Ottawa and Pembroke, which permitted the Company to build their road at a distance from the Ottawa River not greater than 25 miles. The line was built by Mr. H. Abbott, of Brockville, to Carleton Place, a distance of 28 miles from Ottawa, and was formally opened for traffic on the 15th September, 1870. It passes through a good country, now devastated, however, by the late disastrous fires. It connects with the Brockville and Ottawa line, running to Brockville and to Sand Point, on the Ottawa River, and is operated in connection with the Brockville & Ottawa Railway. The traffic earnings for the three months ending December 30th, 1870, amounted to $7,554. DinECTOKs (Jan., 1870)— J. G. Richardson. President ; S. Abbott, Vice- President ; R. W. Scott, Hon. John Hamilton, Messrs. Askworth, Lowe and Rivers. General Manaokr— H. Abbott, Esq., Brockville, Ont. Chief Office— Brockville, Ont. STANSTEAD, SHEFFORD AND CHiUIBLY RAILWAY. 171 PROVKICE LINE RAILWAY. On the 24tli of Jnne, 1848, a charter was grnnteended ; it was, however, reopened in 1867. The project wiw aided by subscriptions and loans as follows : town of Niagara, $00,000 ; town of Chippawa, $20,000 ; other loans, $220,000 ; total, $300,000. The road was opened to Chippawa — 17 miles — in July, 1854, and afterwards to Niagara, 31 miles. The line is now operated to Fort Erie by the Great Western Company under a looflc. » ♦ * BU [^ALO & LAKE HURON. (LBAHKD in PERPETUITT to tub UnANl> TRUNK.) This line extends from F«rt Erie, opposite Buffalo, on the Niagara River, to Godcrich, on the east shore of Lake Huron, u distance of 162 miles. The road was opened from Fort Erie to Paris on the Ist November, 1856, 88 miles ; from Paris to Stratford on the 22n(l December, 1856, 33 miles ; and from Strat- ford to Godcrich, 28th June, 1858, 45 miles ; total, 162 milci. Aid was granted to the undertaking by the municipalities along the line either iu the shape of stock or bonuses, to the total amount of $878,000, as follows : United Counties of Huron and Brace $30t,000 County of Perth 200,000 Town of Stratford 100,000 " Paris 40,000 " Brentford 100,000 Township of Brantford 60,000 " Wainfleet 20,000 •• Canborough 8,009 " Moultonand Sherbrooke 20,000 • Bertie 40,000 $878,000 PETEBBORO' AND HALIBUIITON RAILWAY. 173 er to to ed ^t d. ta- ril as 31 Th« amount expanded on construction account, and f*r equipment, to Ut Jtuiuary, 1867, was 91,000,780. The capital ajcount stood on tlio aoth June, 18(19, as foHuwii : bondH, £727,788 »tg. ; share capital authorized, i;2, 460,000. Tlie amount of ahares Hulwcrihcd wan X'l, 659,050 ; amount received on capital account, £1,775,071 ; amount expended, £1,701,050 ; balance unexpended, £74,015. DiBKCToRM (elected 1870).— Maxwell Hynlop Maxwell, Liverpool, Eng., chairmar<. Arthur Ashton, Liverpool ; Samuel K. Healey, Liverpool ; J. Johnson Stitt, Liverpool. Secretary — Thomafi Short, Liverpool. Chikv Okfick, 1 Great "Winchester-street buildings, London, E. C. PETERBOllO' & HALIBURTON RAILWAY. (PKOJKCTKD.) 19 «; it- ns 1 This Company was incorporated by an Act of the Ontario Legiulature, passed on the 23rd January, 1869, The charter authorizes the building of a wooden or iron railway, of the 5 ft. 6 in. gauge, from the Town of Pctcrboro' to the town plot of Haliburton, in the County of Peterboro', The capital authorised is |250,000, in 5000 shares of |50 each. So soon ns $50,000 is sub- scribed, and ID per cent, paid up, nine directors may be elected, and the Company fully organized. The road must be commenced within two years, and completed within four years from thf? date of the charter. The Town of Peterboro' has granted a bonus of |25,000 in aid of the road, and the Muni- cipality composed of the united Townsliips of Dysart, Guilford, Dudley, Harbarn, Harcouit and Burton, are also to extend aid to tlic undertaking. A liberal grant has, we are informed, been promisea by the Ontario Govern- ment, out of the " Railway Fund." The manner in which the project will be carried out is yet uncertain, l)ut it is anticipated that decisive action wiU be taken immediately. DinECTORS. — (Provisional, appointed in the charter) — P. Grover, John Car- negie, jr., George Read, Wm. A. Scott, Elias Burnham, W. H. Scott, James Stevenson, S. S» Peck, N. Kerchoffer, Francis Beamish, A. Trefusis, H. Wil- liams, A. J. Cattanach, C. J. Blomfidd. Chief Office, Peterboro', Out. 174 EITROPEAN AND NORTH AMERICAN RAILWAY. 1 CANADIAN RAILWAY TRAFFIC. 17 i> ?, to M 'A 5r, o o z t 1 3.i 91 !>. flk <^ r^ <» lO « «c »o „ c so O 1^ to •41 rH H«< rH ts. •* ■<' I-. wo CI 00 "T UO op ■«r uo t3 : ^'^C 1- O « « C-l "»< Cll^. 1-1 <0 r^ »rt l-J • iC a ^1 o«'ri>.«-^'*c«-* ■**!-. • rH e »A O »».CI CI -^ rH f-i CI : 1^ »M t^-V rH l» »fl •?! *l ^ iA C-» Ci .* ^r (?r • CI ^» Ht A wo fO^y rH'rl i-H-HiJl: 'O OO » i^Teo : rH S o -H0»-9< »>. r-l -^ IfS •© '.O CI -O : •«♦• CI '£> V. in ■ CO cf 1^ 'rt CI ci c »o *i 00 : o i-i CI c o : CO W . i^ f-l . , ecci«ticio-^rH« :o CI C5 © CO 1- O -^ 1- • !>. 00 OO "* • tf) -t >a c-t . 3.& 3 CI •'«r-K"rH"i>.'o'e>r«n'"«r :«>r ec l>. OW ; « Hi O0C'««'»-.>OtCi-ll~. ri O t>» k-O CI ^ : rH o to >-o 00 rH rH CI : OO P4 «o eo : cf -<»«-<01 S 'i. !>. r- ■»»< lo «c '^ CI 00 . »« rH CI o o o cc so . rH rH so as- ^H cT , •« Ci rH UO O 1". CO O : lA O rH «^ C« I o» ^ -2 '■O «£ Oi rH »>. I>. I-. !0 • rH >.0 QC 1- 0» • to is.=r o_rH i^-o M ■*,o_. Oi uo . CI eo 1^ »0 »^ « CI rH : rH l>. : CO rH P4 «Oec : cf «-f 97 • 1^ o> >-"5 >. 00 n3 UO CI » ; O rH • O rH W «0 . . m CI >^ O rH ; * ci O CI '♦I '£!-♦< ; .-♦< -O-OCOOOJ • •^ O O 1^ -»< l>. . O . CI O CI CO eo ■ O) K Ch , CI -* cj a» CO ; CI : ■^ O eo 1- l>. • 00 s •— ♦fr—r^^jr "-J* ^ • •* * •» a. as ' C SJ ^Ol -^ CI ro CI . »o . "^ «> ifl a, oj : »>. a H g eO 50 •«». O rH • 1-^ : o . -V CI CI o> ko : OO : u-j rH ec o • . 00 lO . »^ c rH : cf 2 o a > i • ss ■4- 1 a «j" • M • tS I '"' [ IV« 1 BAINES' REVERSIBLE ROLLS. Important Facts for Railwuy Companies. ———«••. . One mile Steel Rail, at 70 lbs. per yard, or 123 tons, 400 lbs. at $70 »8,C24 00 One mile of new Inm Rail, at 70 lbs. per yard, or 123 tons 400 11)9, at 845 5,544 00 One milo of ro-ivUed Iron Ritils, at 70 lbs. per yard, or 123 tons 400 lbs,, converted into now rails, at $35.00 4,312 OO One mile of old r-^ils, at 70 lbs. per yard, or 123 tons. 400 lbs. ; re-rolled in damaged parts by Reversible Rolls, average cost per ton, $3.50 at the most $431 20 Royalt/ per mile 50 00 Interest on first outlay for Mill and Machi- nery, per mile 6 GO $487 80 Railway Companies anxious to re-lay their lines, say with ] miles of steel rail per annum, could repair 10 miles of their best old iron rails, by Reversible Rolls, at a cost of $4,878, rather than re-roll the same cpxautity by the old fashioned plan, at a cost of $4,312.00 per mile. One set of Rolls, with two furnaces, is capable of repairing per annum each rail in every 45 miles of road, each rail having on two patches, not exceeding 3 ft. (> in. in length. Railway Companies adopting the Rolls, say on a 300 mile road and repairing only about 8 miles the first year, would ettect a saving sufti- ciently largo to pay for patent right, cost of Mill und Machinery. Railway Companies determined to continue using Iron Rails would effect an enormous saving by iising the Reversible Rolls. Railway Companies having Reversible Rolls, could purchase good old rails, and repair i,ime with great profit to themselves. By Baines' Improved Rolls, and new shape of Patch, the Scarf is made, without doubt, tlie strongest part of the Rail, and that, too, merely upon its passing through the Rolls at proper welding heat, not in any mcjisure depending upon the cate and attention of workmen. For further information apply to HUGH BAINES, Toronto, Canada. or to MATT. TA.YLOR, 21 Nassau Streef, New York, U, 8. Toronto, 9th Nov., 1870. [177] jcarf is lat, too, |eat, not vinen. k U. 8. Baldwin Locomotive Works. ^.i^tfiiajoa>t*sty #^ M. BAIRD & Co., Philadelphia, MamifacturevH of LOCOMOTIVE ENGmE8! OF ALL SIZES AND JDESCItlVTIONSf And to the economical use of Wood, (Joke, Bituminous and Anthracite Coal, as Fuel. SPECIAL PAIIEfiNS OF SMALL LOCOMOTIVES Designed expressly for Narrow GaugS Eailroads, A// IVorh accurately Jit ted to Gauges y AND THOROUGHLY INTERCHANGEABLE. ■o JPlan, Material^ Workmanahip, Finish and Efficiency fuUy guaranteed. For full particulars address M. Baibd/ Edw. H. Wilmamr, Gbo. Bdrvham, Wu. p. Hmszit, Chas. T. Parrt, Edw. LovasTRiTH 12 MS,) M. BAIRD & €o., KINGSTON. ! I li ' I III pSr ■'f 1 (. -O r, '' [ ^~r ' , } if' \ l!+i '%.f ii I 1 1 H. 1 f ■h in •t ■' ^- ' [178] CANADIAN #ttgittc and ^Jichinetg €ti. CAPITAL, - $250,000. Works at Kingston, oisra?^K-io. President : HENRY YATES, Esy, Vice-President : R. J. REEKIE, Esq. Directors : HENRY YATES, Esq , Brautford. R. J. REEKIE, Esq., Montreal. GEO. STEPHEN, Esq., Montreal. ROBERT CASSELS, E.sq., Quebec. JOHN SHEI^DEN, Esq., Toronto. Managing Director : R. J. REEKIE, Esq., Montreal. Secretary and Treasurer : CHARLES GILBERT, Esq., Kingston. Superintendent of Works : G. J. TANDY, Esq., Kingston. % [ 179 ] KINGSTON, ONT. The works of this Coiupiiny aie completely and fully ecjuipped witli tlie most approved of nioihuii Tools and Machineiy, for l)iuMiii«j RAILWAY LOCOMOTIVES, RAILWAY CARS, Railway Snow Ploughs, IRON RAILWAY BRIDGES, &C,, &C, We have already built Locomotives for all the j)rincii)al Railways ill tlie Dominion, as will be seen by tlie following list, viz: Grand Trunk Railwayif Great Western Itailivaij, Nova Scotian Ilaitivay, Northern Railivayf St. Lawrence d; Ottawa Railway ^ Brockville <£• Ottawa Railway , Midland Railway f Cohourg tC Reterboro' Railway, Toronto tC Nipissing Railway. And we are now building for the Intercolonial Railway. For fnrtlier ^mrticulara apjily to the undersigned, CHARLES liilLBKRT, Secretary & Treasurer, KINCSTON. R. J. REEKIE, Managing Director, Great tit. Jaiii«K Street, Montreal. 1 !M [180] 4^ ST. LiWllI^E FilHillf STEAM ENGINE & MACHINE WORKS. Car Shop, Spike Shop, _ Bolt Shop, 3IanufacturerH of Brick Machines, Drain Tile Machines, TOBACCO MACHINES, HYDRAULIC RAMS & STEAM HAMMERS. ALSO Repairs and all Sorts of Jobbing Work Carefully attemded, from the largest to the smallest order. WM. HAMILTON & SON, PROPRIETORS. N» B,'-Sole Manufacturers in Canada of HAMILTON'S BALANCi*i> fJJr^BJ ENGINE. [181] St. Lawrence Foundry AND O^I^ "W^OI^ICS. -•— •♦♦— ^ iN, lNE. WM. HAMILTON & SON, MANUFACTURERS OF Passenger Oars, BOX OA.RS. Platform Cars, Snow Ploughs, &c. ■B.AJL-IJ^7TAr^ SFI^ES, FISH BOLTS FOR JOINTING RAILS, FORGINGS, C4HTIXGS, and MACHINERY OF EVERY DESCRIPTION. OPPOSITE THE OLD JAIL, mn-wsMir^ i |fi I l\ (182) TUB HINKLEY&WIL fAMS WORKS, 5 552 Harrison Avenue, Boston. Mass i»T)/\.¥S! WKR.IV. . F. I. nUrXAKD, TmiR. H. L. LE-CH, Sui't. M ANUFACTU u i:::s 1 1 1.- LOCOMOTIVE ENGINES BOIX.EB.S, TA.lSriCS, IRON AND BIIASS CAS^HNGS. &C. Of the most improved deacriptir)!!, and of the ])e8t material and work- mansliip. Tlioy are ])repared with patterns, aad can fnrnish at short notice, enginea of tlie foUowing general description* and dinietisions. Klxlit'H'{3c«l*Ml Iii»coiiiot4vvfi. wUh V»mr IkriverH iiiul Triirk* W't'ijjiit, 22 foils. 1 Driver, 4i, 5 or 5J diameter. Fiio Box, tiO in. long. " no '• I " " " I " 00 *< *>u n fi f. tt (t r.A *i " 2(1 " ' '• " " ! " r,{) • < 04 • < " < 11 i . I • < ^^ ■ I *i O.) tl 1( (. .( tt t.| II Cvlindt.r, 10 or 17^24. It! or 17x24. ltJi-)22or 24. l/i or 16x22. " l4orl."x22. la or 1-1X22. tIlshl«WlicoI(Ml LocouiotlvoH, with Hlx Brtvern and TMifWIicclrd Truck Weight, 37 tms. | Drin-r, 4} or 5 ft. diiiin'f r. | Fire B-jx, 6(J in. loii/. 1 Cylinder, 13;»)22. Foiir-H'licvlcil Switfliliix Locuiii«>ti%'CM. Wei^jlit, 22 tons. I HriverH, 60 iiiclies (liame^.er. I Fire Jlox, 42 iii. long. I Cylinder 14 m 22. " 18 " I '• " " I .. .. I .. i3orl4H22. Th«y will alao contract to build Looonxotives to specifications of any design, or will modify the above proportions to suit purchasers. 'M [183] The Canada Bolt Co., Perth, County of Lanark, AND fex»^' lSS- 5 V,24. ■ X 24. 24. 1x22. . X 22. i X 22. 1-itck (■/.as. X22. |i H 22. I any West Side Caroline Street, Toronto. CARRIAGE BOLTS, TIRE BOLTS, MACHINE BOLTS, RAILWAY TRACK BOLTS, SLEIGH SHOE BOLTS, HOT PRESSED NUTS, All of Excellent Quality, and superior to those imported. AU Orders tvill meet tvith prompt atterUimt. -V^. J. IMORRIS, President. /n'"'" l!. 13 [184] DANFORTH ntrntin mi WHuhm ^t. MAKERS OF LOCOMOTIVE ENOINES COTTON MACHINERY, WATER WHEELS, MILL GEARING, &e,f &c. IP^VTERSON, N, J. OHAS. DANPOETH. Pws. Jf JOEE OOOKE, Treas, A. D. aiOHMOND, Jr, Sec. [185] ESOTA-BIjISIIEID 1838. C A.N A.L t SFIEB W0% :]yi:03iTTI?/E^L. PECK, BENNY & CO., MANUFACTUKERS OF Railroad Spikes, Ship Spikes, AND ALL DESCRIPTIONS OF NMa, Pressed, Clinch and Slate Nails. Office, 391 St. Paul Street Works, 61 Mill Street I iV " r-- I I Mil m at 11 I 1 [186] JOHN S. NEWBERRY, JAMES McMILLAN, PRC-JIDENT. BECRETARV. E. C. DEAN, MANAOER. Michigan Car Co., MANUFACTUIIERS OF OF -A^XjiL. IDESCI^IPTIOITS. Office and Workst CORNER LARNED & FOURTH STREETS. DETROIT, MICJET. DETROIT CAR WHEEL CO., MANUFACTUllERS OF CAR WHEELS, MILKOAD & OTHER CASTINGS. Office and Foundry, DETROIT, MICH. IMTt JOHN S. NEWBERRY, Puesident. JAMES McMillan, Tueasurer. E. C. DEAN, Secretary. S. T. NELSON, SUPT. I [187] New Brunswick Foundry! I^OLLI]X<5^ WIII^IL, AND ,o., 8, ^'^l tTAEY. in. Steam Hammer Works^ 8f. iQMMt Mew BEUM8wwm 9 mANUFAdURER OF Passenger & Freight Cars, Car Wheels, Car Axles, Hammered Shapes, and Rolled Bars. Steam Engines and Mill Machinery, Ship and every other description of Castings. J. HARRIS & GO. ^>. ■A IMAGE EVALUATION TEST TARGET (MT.3) ■i A .^ ^ '^. :a '^ i/.A ^ ^H \\j yo ■ I.I 2.8 12 US _ 1!^ i£^ 2.5 2.2 UUi. nil 1.8 1 1.25 1.4 j||.6 ^ 6" ► % <^ -5§ % ^^ 4V^ (?^ Photographic Sdences Corpomtion ^> \^ X ^ :\ \ wc 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 i/.A ^ ^T [188] HAWKINS & BURRALL, BUILDERS OF 9i 'n AND OTHER Iron Bridges, Roofs and Turn Tables. ALKO. HOWE'S PATENT TRUSS, AND OTHER TIMBER BRIDGES. ROOFS ANO TURN TABLES. OONTRAOTOSS FOR Piling, Masonry, and General Railroad Work. SPRINGHELD, MASS., U. S. R. F. Hawkins. W. H. BURRALL. . ^ ^ 1 I L, ss» Fables. JSS, TABLES. Work. . BURRAUU [189] TUB ttmt ^Mf^t ^ §X0U WotKisi, OF DETROIT. MICH. MANUFACTURERS OF Bridges, Roofs, Turn Tables, &c. OF IRON OR TVOOr). nVOT DBAW BEIDGES & IIXED SPANS of any required Length. WE BUILD Tbe Bollman Truss, The Fink Truss, The Pratt Truss, The Triangular Truss or Warren Gii-der, Boiler Plate or Trussed Girders, OR ANY OTHER APPROVED &TYLE THAT MAY BE DESIRED. ALSO COMBINED WOOD AND IRON BRIDGES, With Lower Cords of Wrought Iron, Every variety of heavy or light Forgings ; Shafts, Axles, Connecting Rods, Cranks etc •te. Also all kinds of Castings, Fish Plates, and all kinds of Bolts, Nuts and Rireta for Bridge or Building purposes. ALSO STEAM ENGINES AND Mill and Machine Work Generally. Flans and Specifications fumislied, with Estimates, if required. Our Bridge and Roof Work is in large use in almost aU tlie important Railways la the North-West, to the offlcem of any one of which vn confidently refer. Office and WorkE : At Otmer of Foundry St. and M.O.E.B. DETROIT, MICH. WILHAN C. COLBURN, WILLARD S. POPE, Secretary aud Treasurer. Engineer. '■-i \\ . ir- mamm [190] L. B. BOOMER, Pres. H. A. RUST, Vice-Pres. W. E. GILMAN, Sec. o AMERICAN BRIDGE CO, Manufacturers and Jiuilders of BRIDGES, ROOFS, TlJStl^IXO TABLES, PIVOT BRIDGES, AND GENEKAL Iron & Foundry Work. For Railway and Road Bridges, this Company employ the following well-established systems, viz : For Bridge Superttmoturos. Post's Patent Diagonal Iron Truss. Plate and Trussed Gii-ders. Post's Patent Diagonal Combination Truss. Howe's Patent Truss, and any otlier de- sired system. For Bridge Substraotnres. Pneumatic, Screw Piles and Machin*ry. Descriptive Lithograplisfurnisiied upon application. Plans, specifications andes- timates, togetlier witli proposals, will be made and submitted when desired. WORKS : Corner of Egan and Stew^art Avenues. OFFICE : Rooms 1, 2 & 3 Andrew's Building, 157fcLa Salle|Stre6t, corner of Arcade Court. THE AMERICAN BRIDGE COMPANY, No. 157 La Salle Street, Chicago. L; C. BOYINGTON, General Agent. M. LASSIG, General Superintendent. ILMAN.Sec. [ 191 J Montreal Brass Works, -o- iCO, )FS, the following Btruottires. I and Mnchintry. pliB furnished upon ecittcations andes- ^ roposals, will bo ien desired. jtreet, corner [PANY, Juperinteiulent. ROBERT MITCHELL & CO, BRAHS FOVNOERS & FIXISIIIBR8, Manltfuctarers nf LOCOMOTIVE HEAD LIGHTS, SIGNAL LAMPS, 4C. BRASS MOUNTINGS FOR CARS, Corner St. Peter and Craig Streets, A. J. PELL, 545 NOTRE J)A3IE STREET, MONTREAL, MANUFACTURKR OF EVEBY DESCRIPTION OF Gilt Car Mouldings, 9 PLAIN AND ORNAMENTED. Hard Back, kept in stock for Railway and other purposes. RAILWAY ABVERTISING FRAMES, Made to order with despatch and at lowest rates. A. J. Pell, 345 Notre Dame St., Montreal. ■AM (192) RHODE ISLAND Locomotive Works, lill! ! Ill *V>/flO*/»*« MANUFACTURERS OF LflCIMOmE ENGllS BOILERS AND TANKS, PROVIDENCE, R. I. W. S. SLATSR, President. B. W. HfiALGY, Sup't. E, P. MASON, Treas. W. H. FENNER, Sec [m IKS, S, [, Treas. umif 9CC* B YERS & PENN, MANUFACTURBR8 OP :l -T1'^ Car* Locomotiye Springs GANANOQUE, ONT. 13 1 i. -■ '1 I i ?i [194] Niagara Forge Works^ 306 Perry St Buflfalo, N. Y. a D, DeLANEY & CO., PBOPRIETOnS. 3iwfl:A.isrxJF-A.aTXJR.EiR.s or LIGHT AND HEAVY FORGINGS, T0& Steamboats & Propellers, Car & Locomotive Axles, HAMMERED SHAPES |0F EVERY DESCRIPTION FROM Wrought Iron or Bessemer Cast SteeL » • * PINiaHINQ DONE WITH AOOURAOY AND DESPATOH' ■I « II Or4en KespectfUllj i«llcltedt iLk BMHP M S^'^^'^^^yscn t -.u, ^ j^ ±'L% ^ .1 ^^ . V**,- j-i '.if , ,^^''^:j i rks^ [195] W. J. M. JONES, o. (BOOCi.-^BOn TO AI-FKEU IIUOWN) DEALER IN Railway Supplies, NGS, 5 iesy M teeL so ST. SA.CR^MK2srT STKEET, MONTREAL. Canadian Railroad Lamp Manufactory, 50 Queen Street West, Toronto. JOHN BOXALL, PROPRIETOR. Manufacturer of all kinds of Lamps LOCOMOTIVE HEAD LAMPS cC BUBNEB8, TAIL. SWITOH. GAUGE AND SIGHAL LAMPS, SPEEM & COAL OIL HAND LAMPS. Goal and Wood Stoyes of eyeij description. Hot Air FonuuMs, &o. II ill [m] NOVELTY Iron Works, 46 TO 54 Nazareth Sti^eet, R OBER T GARDNER MANUFACTURKR OK EVEUY DESCRIPTIOX OF Machinery, Steam Engmes, Mill Work, ForgingSy Turning Lathes, Raihvay Hand Cars, Turn Tables, Switches, And every descripton 0/ Railway Work, iJi^'k:l^-'j;\';i^;.:!iiib*:'ti';Sii^,'-itifite^^ [107] RAILWAY Hi TELEGRAPH MACHINERY & SUPPLIES, L. C. TIL.LOTSON Sl CO., MANlIKACTURKIiS oK Railway Car Findings^ IMPORTKKS AND DEAIBUS IN Rubber Springs, Plushes, Gilt Mould- ings, Seat Springs, (Jar Ventilators, Locks, Spittoons and Lamps, UPHOLSTERERS' MATERIALS, LANTERNS, OILS, Head Lights, Steam Ganges, Hrnss, Copper ami Iron Fines, Nuts, Washers, IJolts, Wrenches, Files, Locomotive Gongs, Steel Tire, Belting, Hose, Cotton Waste, Steam Packing, Hydraulic Jacks, Contlu(;tors' Punches and tfvery description of Kngiue and Car Supplies. Sole Agent In tlie U. S. Tor Richard Johnson & Nephew, Wire Maufi-H., Maiu-heiitcr, Eng. No. 8 Dey Street, Pfcw York* CANADA FILE WORKS. o English Oak-Tanned Leather AND Lacing Leather Works, JRailway^ Steamboat anil General Engineerinff SupplieSf Jiailway Steel and Rubber SpringH^ Cant ami Spring Steel, Itubber Belting, Hose and Packlngf Patent Anti- friction Steatn and Pump Packing^ Itivets^ NutSf Wiishera, liabbitt Metal, Steam Gauges, Oxide of Iron, Paints, Jbc,, tCc.,cCc. DIVING APPAKATUS COMPLETE. W. L. KINMOND & Co. CoBsnittngc MeclMnlcal Engluccr*, MONTREAL. I U; i [1 108 Gart shore Iron Works, NEAR O. W. DEPOT, HAMILTON, ONT. T, ©©"^^IM ^ ©@,., Manufacturers of ALL KINDS OF CASTINGS, In Grecii Sand, Dry Sand, and Loam, of any size and weight. Patterns and CastingH for Buildings got up on the shortest notice. RAILWAY & BRIDGE CASTINGS, Loeomotive Cylinders & Driving: Wheels, (S)Oi\l Oil c^till^i i\\\A Purine (Sngmc ©aj^tiugjsi Furnished to Manufacturers at the lowest prices, Ha-N i ig had long experience in this branch of business, "we can guarantee our work as perfect in every respect. T. CO^VIE cfe CO. ■ii.V.'.^£i'-^.^T*;.T'''»sf?s?_o>.ft^j'/>v>.3i [199) Portland Company, PCRTIjA.nI), Ml',., Are pn'pnied to fill oil Orders with DeupAtch lor Locomotive Engines and Tenders, QiiSMariuc Kiisriiies, Stationary Eusinen, Siiffar MIIIh, BOILERS, HIGH AND LOW PRESSURE. Cars and Snow Ploughs, CASTINGS OF ALL KINDS, Chilled Car Wheels, Double and Single Plate, ALWAYS ON HAND- .4. B. BROWM, Pres't. CEORtiE F. JWORSE, Supt. JACOB McLELLAN, Treasurer. CANADA WIRE WORKS. » «»i < THOMTiVS OVERIIsra, PRACTICAL WIRE WORKER, AND MANUPAOTnREB CP Spark-Catchers, for liocomotivcs, Fine Wire Gauze for Cylinder packing, Fourdiner Clothe for Paper Mills, Wire-Cloth Sieves, Riddles. Paa^icular attention paid to Builders' Work. Cemetery, Garden, and Farm Fencing made to Order. 757 Oraig Street, West of Victoria Square, p.o.Boxi92i. Montreal. aw] MONTREAL TELEGRAPH CO, HEAD OFFICE, MONTl^EAL, CAPITAL $1,000,000. HUOH ALLAN, Prks-dknt ; STR W. E. LOOAN. OEOROE W. CAMP BhLL.M. I)., I'ETEU UEDrATH ani. ANDREW ALLAN, DiUEU- T0U8 ; JAMES DAKEliS, Secrktauy. THIS COMPANY was organized in Jiinnnry, 1847, with a capital of $60,000. The line t'xtfiii(i(vl from Toronto to Quebec, a diHtntiec of 540 miles ; nine oflices were oi>eno(l and tliirty-five persons employed. The num- ber of messages transniitti'd during the first year was 33,000. Since then the Comjmny has, year by year, continued to extend it' lines, not only in the rroviuees of Ontario and Quebec, where nearly every village of any iniportaneo has been afforded ftm]>le telegraphic facilities, but also through the J'rovince of New Hruna'.vick, and in the Stales of Maine, New Hampshire, Vermont, New York and Michigan, in which 110 .jRccb are owned by this Comnany. The statistu'S up to 30th November, 1870, show that the Company pos- sesses 7,800 niiles of poles, 12,147 miles of wire, 640 olhecs and 996 employees. Number of commercial messages sent over the lines during the year 1870, was l,060,0oo. Number of words transmitted over Atlantic cable 153,002. Number of words furnished to the press upwards of 8,000,00C. To give an idea of the facilities that the (Company has at its command it is only neces- sary to mention that during the last Parliamentary Session it wa^ customary to transmi*, night after night, from its oilice at Ottawa, 20,OCO to 50,000 words to the pre,s3, and on the night of 17th Febriiary, jis many as 67,251 words were transmitted. The lines of the Company begin at Sackville, N. B., and extend to Sar- nia at the outflow of Lake Huron. They also run from the United States border to the Georgian Bay and the most northern towns of Canatla, The Company has wires along all the Railways in the Provinces of On- tario and Quebec, and as soon as the Ii itercolonial Railway is built their wires will be extended over the whole of that road. In transmitting cable despatches they are sent direct to Sackville, N. B., the present terminus of the Company's lines, over a circuit of 750 milei. The Company has likewise branches from Montrea' working direct thiough its connections to the following cities in the United States : — Portland, Maine 300 miles Boston, Mass 350 •* New York, N. Y 450 " Oswego, N. Y 300 miles' Buffalo, N. Y 450 " Detroit, Mich 550 " During the year 1S70 the Company erected 821 miles of poles, stning up 1,920 miles of wire, and opened 96 new stations, in 1871 they will strini* an additional wire of 450 miles from Montreal to Buffalo, and have agreed to build lines through the remote districts of Bcmaventure and Gaspe, which will be of gi-eat service to the fishing interest in that neighborhood, as well as to- the shipping entering the St. Lawrenc*;. Tariff— 25 Cents for 10 Words anc'. 1 Cent for Additional Words. [201] R. Millard & Co., MANUFACTURERS OF Railway Spikes AND CHAIRS. Ship and Boat Spikes, all kinds. Boiler and Bridge Rivets. Screw Cutting Lathes, Brass Finishere' Lathes, &c., &c., PRINCE STREET, V\ MAli, [ 202 1 McMuRRAY, Fuller & Co., DEALERS IN RAILWA!, SIEAMBOAT, & MACHINISTS SUPPLIES OF EVERY DESCRIPTION, ALSO AGENTS EOR Buffalo Steam Forge Co. MANUFACTURERS OF CAR& LOCOMOTIVE AXLES, ENGINE FORGINGS, STEAMBOAT ft MILL SHAFTS, HAMMERED SHAPES, &c., &c., &c. Qucb^^c Car Spring Coinpany, Chicago Spring Works, Daniels Elliptic Car Spring Co,, y antes Z. Hoivard & Co., Railway Car Triimnings, Messrs, Loudon; Towers & Co,, Rail- way Car Sriinmings, Messrs, Englehart & Co,, Lubricating and L llnminati7tg Oils, o Trices quoted for Rails, Axles, Oils, and all other supplies, ORDERS PROMPTLY EXECUTED. YORK CDAJUBfiRS, J. S. MoHorray, |^ T. R. mnett, i Toronto, Canada. 1(203) CXJRIilE BOILER WORKS. ■MANUFACTURER OK .ALL KINDS OF MARINE, STATIONARY AND PORTABLE BOILERS TANKS, HOPPERS, and SHEET IRON WORK. ESPLANADE STREET, TORONTO, ONT. I^EIL CTOaiE Proprietor. CANADA NUT WORKS MANUFACTURE ALL SIZES OF Hot Pressed Nuts^ BOTH SQUARE AND HEXAGON. Price Liat and Samples sent on AppUcation. «fe Co. ' f r1 , [204] GEO. F. KEANS, No* 80 Fiince William St., St. John, N.B. Rubber & Leather Belting, ILL SAWS AND FILES, LUBRICATING OILS, mmm m#se, ^wmiif GASKETS, &c. ESTABLISHED t830. MONTREAL WIRE WORKS. No. 658 & 560 Craigr Street, Montreal. T. G. RIG E, SUOCESSOK TO W- H. RIOE A SON, MANUFACTURER OF Brass, Copper and Iron Wire Cloth, WIRE CLOTH FOR LOCOMOTIVES, WIRE ROPE, Cetmterjf Railing and Gai'den Fencing, Flower Stands and Trainers, Coal, Sand and ifalt Screens, Fire Guards, Sash Cord, ■ I [ 208 ] : HARDWARE MERCHANT AND Railway Supply Agent, IMPORTER OF Cei&e>i«a*l Metals^ ^el egrx^^pln Wiv^f Traversing or Lifting Jacks, Rivets, Crucibles, MACHINE MADE NUTS, STAR BABBITT, RATCHET-BRA€ES, Russia Iron, Steam Gauges, STEEL AND lEON AXLES, Best Refined t^teel, Steel Springs, and W. I. Driving Wheels, &e. AGENTS FOR THE SOCIETE COCKERILL, manufacturers of every kind of Iron Work, Belgium. UNION CAR SPRING COMPANY, makers of the famed Hebban Spring. STAR RUBBER CO., New York. HONORE DENWOR, Belgium. NASHUA IRON COMPANY, Forgings for Steamers and Railways. CUTHBERT'S PATENT IMPERVIOUS VARNISH. STAR METAL COMPANY, New York. VYSKOUNSKI, Iron Works, Russia. OFFICE, 59 ST. SULPICE STREET, MONTKEAL. #' [209] INOQRPORATED AND LOCOMOTIVE WHEELS ! MANUFACTURED FROM THE BEST COLD BLAST CHARCOAL IRON. ^^V^ORKIS : Corner of Esplanade and Alfred Streets, (Opp, the Queen's Hotel), - ^mW^mt&m JOHN GARTSHORE MANAGER. g « . '•• [210] Cold Brook Iron Works. ROMJN(} MILL MOOSEPATFT, X. B. NAIL AM) sriKK FACTORY (OIJ) BROOK, N. B. RAILROAD ANJ> SHIP SPIKK FACTORY ROCKLAND, N. B. • o— — — AWARDED FIRST PRIZES, 1861, 1864, 1867 AND 1870. o Manufactures Cat Xails and Spikes, Wrought Ship Spikes, Gnfvauized ^'pikea and Xails^ Clinch JVails, Jcc, RAILROAD SPIKES ! Patent, Tapered and Parallpl Bars for Ship Knees (lo lJoyd'» Specilieations), Nail Slicetfl, Axe Iron, Axlea, &c. — -o HIGHEST PRICE PAID FOR SCRAP IRON OF ALL DESCRIPTIONS. Office and Warehouses, 9 Noith Wharf, St. John, N.B., JAMES DOMVILLE, , !P'«!'o;jK,i*let<»ii»» JOHN SHEDDEN, F03a THE GRAND IRUNX RAILWAY CO. OF CANADA, ••.ft OFFICES IX MONTREAL, ,, . TORONTO, LONDON, DETROIT. ^% JOHN SHEDDEN, Montreal. * JOHN SHEDDEN & €o., Toronto. ft [211] ^ 1870. RICE LEWIS & SON, TORONTO, MERCHANTS, AND AGENTS KOK THK SUl'l'LV OF RAILWAY MATERIAL Staffordshire unci Lowmoor Iron, Wood Working Machinery, Sturtevanfs Pressure Blowers, Lathes, Planers, Drills, Shapers, AND TOOLS GENERALLY, , Cotton Waste, . * * Rubber Goods, Rope, Chains, MACHINIST'S TOOLS, TWIST DRILLS. «p; MUSHErS SPECIAL STEEL. _* A *», t'^ > —- - ■' - > — '^--^ FENTILA TORS, SPECIALLY ADAPTED TO i. H • CHURCHES, I DWELLINGS, 3 RAILWAY CARS, &c. ADOPTED BY THE * ' / GRAND TRUNK. GREAT WESTERN, ' MICHIGAN CENTRAL, And other Railway Companies, ^ MANUFACTURED BY '* r* 4 PHCENIX FOUNDRY, ■"* ij i» ^-^^ Mk w H. jVruttaM;"/ Cobourff. "t-*"-, • * -te ^^ -k -^ % f M I « ■ F f •#' ,' $^ *" -• . ♦ > W. & F. P. CURRIE & CO., * lOO Grey Nun Street, MoiitreuJ, , / , IMPORTERS OF Irta, Ti&, Steel, iQller Plates, ♦ . % GALVANIZED IRON, CANADA PLATES, Arc, * Boiler Tubes, Gas Tubes RIVETS, * ^ ^ • MARBLE, IRON WIRE, ROMAN CEMENT, STEEL WIRE, PORTLAND CEMENT, GLASS, CANADA CEMENT, PAINTS, PAVING TILES, FIRE BRICKS, GARDEN VASES, FIRE CLAY, CHIMNEY TOPS, • , . FLUE COVERS, FOUNTAINS, Drain Pipes, »•»>?. '^■. PATENT ENCAUSTIC PAVING .TILES, ^ 1*1* M^NUFACTUliEKa OF SOFA, CHAIR & BED SPRINGS. A LARGE STOCK ALWAYS ON HAND, i," A i4 s *- IWINO IV BI'UWM •n«K