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Les diagrammes suivants illustreht la m^thode. ata lure. J 2X 1 2 3 1 2 3 4 5 6 I I I /. ^t WO] ^<^c. J ^/l V /• 'i PROSPECTUS OF THE WOLFE ISLAND, KINGSTON, AND TORONTO RAILROAD: WITH THE ENGINEER'S REPORT. KINGSTON. PRINTED AT THE OFFICE OF THE NEWS. 1846. ■7 'j ^ -^ ^3 ^f ^ JUNia 1955 I JJrofijpcctit!^- PROVISIONAL COxMMITTEE. John Counter, Esq., of King'ston, Chairman. John A. Macdonald, Esq., M.P.P. for Kingston, . Kingston. Henry Smith, Jr. Esq., M.P.P. County Frontenac, " Benj. Seymour, M.P.P. Lenox & Addington, . . Bath. T. W. RoBisoN, Esq., Mayor of Kingston, . . . Kingston. Henry Gildersleeve, Esq., " John Watkins, Esq., " John Richardson Forsyth, Esq., " William Wilson, Esq., " Thomas A. Corbett, Esq., " F. A. Harper, Esq., '* • Colin Miller, Esq., " A. B. Hawke, Esq., " Thomas Kirkpatrick, Esq., " Douglas Prentiss, Esq., " Charles Stuart, Esq., " The Great Western Raihoad of the State of New York, con- necting New York and Boston, via Albany, Schenectady, Utica, Syiacuse, and Rochester, with Buft'alo, and the great Erie Canal, connecting the waters of the Hudson River with those of Lake Erie, are intersected at Rome (sixteen miles from Utica) , in the State of New York, l)y the Rome and Kingston Railroad. By means of the Wolfe Island, Kingston and To- ronto Railroad, the communication will be extended through the oldest settled and most productive part of Western Canada, until it joins, at Hamilton or Toronto, the Hamilton and Sand- wich Road, which connects Hamilton, on Lake Ontario, with Sandwich, nearly opposite Detroit, on Lake St. Clair, and the Stock of which, to the amount of jei,375,000, has been taken in England, and the remainder jElSSjOOO, which was allotted 4 to Canada, now quoted at two and a half per cent, advance, and selling- at that rate in Hamilton. The route, when completed, will form not only the shortest and cheapest route from Western Canada, but also from Michi- gan, Ohio, Illinois, and the rich and growing- reg-ions of the far West, to the cities of the Atlantic seaboard. The advantag-es it holds out over tlie route by Rochester, Bulfalo, and the South side of Lake Erie, or over that by Rochester, Buffalo, and the North side of Lake Erie, are, that reckoning the distance from Albany, it will be ninety miles shorter tiian the one, and about thirty miles shorter than the other, while it will be available for the purposes of commerce and travel at all seasons of the year. Second, that only a small portion of the route, in comparison, remains to be provided for. The portion from Rome to Kingston is in the hands of our American neighbors, with a third part of the Stock taken by the people residing on the line of the Road, and the remainder now sure of being taken by Boston and New York capitalists, as soon as laid before them. The Stock of the portion extend- ing from Hamilton to Sandwich is not only subscribed for in full, but the first instalment actually paid in to the London bankers of tlie Company ; and therefore the link from Kingston westward to the terminus of the Hamilton and Sandwicli Road is the only untouched portion of the v/hole route. Further, that a much larger, more cultivated, and equally fertile region in Canada West will be ''tapped" by this route. Tile distance from the head of Lake Ontario to Kingston, which would be totally unaffected by any other route, is about two hundred miles. The country all along the shore of Lake Ontario is cultivated, at a fair average, forty miles tov/ards the interior, making altogether a surface of eight thousand square miles of the oldest settled and most densely populated part of Canada West, including the Home and Simcoe, Newcastle and Col- borne, Prince Edward and Victoria, and Midland Districts, with a gross population of one hundred and ninety-five thou- sand, and imports to the annual value of about ^£800,000 cur- rency, and exports to an annual value exceeding .£1,000,000. Thirdly, that it will touch at a number of points, the future importance of which, in a commercial point of view, is almost incalculable, and which only require to be made accessible to be fully appreciated. First — at Kingston, the nearest point in Canada to New York, situated at the head of the River St. Lawrence, and the foot of the Lake navigation, the Road will meet the Rideau Canal, connecting" the waters of Lake Ontario advance, e shortest )m Michi- ns of the lochestcr, r that by are, that ety miles than the :ommerce ly a small vided for. ds of our taken by emainder apitalists, n extend- ed for in ; London Kingston nc\i Road Further, ile region 3 distance would be I hundred Ontario is 3 interior, ; miles of if Canada and Col- Districts, five thou- ,000 cur- ,000,000. he future is almost essible to : point in River St. load will f\ Ontnrin 5 with those of the Ottawa River : it will at Kingston also moot the traffic and business of the country on the banks of thi St. Lawrence, as far down as Brockvillo, some sixty miles : it will also meet tiie Bay of Quinte business, embracing the rich and fertile Counties of Prince Edward, Lenox and Addington, and Hastings. Second — At Belleville and the Trout it will in all probability be joined by a Branch Railroad from the Marmora Iron Works, now almost cut olF from communication, except in the winter months, but which are nevertheless valued at ^£40,000 by their owner, the Honorable Peter McGill of Mon- treal, and are said to contain as fm^ ore in as large quantities as any mine now worked in the world. At the Trent, !jy means of the Canals now completed, and those in progress, the only outlet for the Otonabee and Rice Lake country will con- nect it with this Road. At Port Hope a junction will in all probability be eflected, with a Railroad from thence to Peter- borough ; and at Whitby it will be met by the Plank Road from thence to the Georgian Bay, now contemplated. In addi- tion to ; 1 of which must be considered the peculiar advantages afforded to a Railroad in Canada by the complete stoppage of all other modes of transit during at least five months in the year by the inclemency of the winter. On the whole, the advantages of the Wolfe Island, King- ston and Toronto Railroad are — first, that it will form the connecting link between two highly important Roads sure to command an extensive travel and business : second, that it will pass through and must attract the travel and traffic of a \\ ell populated and fertile country still in its infancy, but even now numbering a population of two hundred thousand, and an annual business to the amount of one million : and, third, that it will join at a number of points other means of transportation and travel, and sources of business ; all tending to swell the business to be done by the Wolfe Island, Kingston and Toronto Railroad, to an extent which, at present, and without calcula- ting on the rapid increase of the country, or the incentive which the means of travel and business always lend to them, will render the Road not only a good and patriotic scheme, but a fair, safe, and profitable investment. The Provisional Committee have competent engineers now employed in surveying the Road ; and they pledge themselves that jeiOOjOOO of the Stock shall be taken on the route. J. Counter, Chairman, A. Campbell, Secretary, a^r4)ovt off seven best of r inlet t will ndred a half The Survey was commenced at the water line, at Hinckley's Ferry, on Wolfe Island. The fust mile of the travelled road towards Kingston is hilly, but an excellent lin '»• J)tained with a grade of one in one hiindied and ten, '. feet from the crown of the lirst hill and skir the two, till we reach a point on Button Buy, of the river, and marked with a red star on . then be necessary to cross the inlet, which is and fifty yard« in width, and averages about two au feet in depth, by an embankment or bridging. Tiiis line saves a full half mile in the distance, when compared with the travel- led road, which saving of distance will more than repay the cost of embankment. On arriving at a stake on the north side of the inlet, three lines present themselves. The first is described on tlie Map by a blue line, in which there is an allowance for a road between the 7th and 8th con- cessions. The second is by passing along the 7ih concession, colored green. The third is by a diagonal line, colored red, in a direction intersecting Garden Island. Of the first and third a profile accompanies this report. The second or centre line was considered so objectionchle, that a profile of it was not taken. The jbjections are, that the entire surface is a bed of rock, which would require a very large out- lay in reducing to the required grade ; but still more insupera- ble objections present themselves in the shallowness of the water at Hitchcock's Tavern, where the first ice is formed, and where, being so completely embayed, it remains the latest. The first line alluded to, namely, that leading to Ferguson's Point, is objectionable, not only on account of the quantity of cutting in the rock in the first mile from Dawson's Tavern, but also in the inequality of the suffacc on the seconu mue as that Iil PI III noar tho Concession Road, whore it must cross, another inlet 3{ tho Bay intorvonc^s. Tho main ohject in fidoptinj? this lino, wouhl bo to niakr a terminus at For^rnson's Point, where there if? a gooJ depth of water very noar tiie hliore, and where from its exposure to the winds fend current, the ico^orms later and is carried away much earlier in the Spring than ^herc it is embayed nearer the shores of the Island. To take tho Railroad to P'ergusons Point, supposing the hill to the east to be more prarticr.ble, we have to cross an arm of the Bay about 375 yard- wide, and averaging four and a half foet deep ; and when crossed, the rocky and swampy character of the shore in the line of the road, would render the construc- tion of a Railroad both expensive and ditticult. The third line, marked red, or that which passes diagonally towards Garden Island, is a line from the point at Button Bay to its western extremity, on lot 10 en the north side of the Island, by far the most preferable. IL crosses the ridge at a point of forty feet lower in perpen- dicular height, than it is on the Concession road, and \here is much less rock : indeed as far as could be ascertained, there seemed scarcely any rock to be excavated. This line across the Island is decidedly the cheapest and best : the distance is six and a half miles, and the greatest height to be surmounted does not exceed, on the average, eight and a half feet to the mile. On arriving, however, at the north side of the Island, it will be found necessary to cross a channel of the river wlio^e breadth is 750 yards, and whoso average depth is eight f':et ; which must be done either by bridging or by solid embankment, leaving le or more openings to prevent any considerable rise of the water in strong westerly gales. This channel is never used for the purpose of navigation, froni the shallowness of the water, except occasionally by scows ; the bottom is a continuous solid rock. From the proximity of a vast qua itity of stone, which can be had for the fetching," the expense of solid embankment will not be so great as bridging, which once done is permanent.* It is believed that a moderate sum will be demanded for the land through which this line passes. • This causeway to be made solid and raised four feet above the water mark will requne about 31,000 cubic yards cf material to fill it; and as there ere within 200 yards of it large quantities ofrubbledtone which may be obtained gratuitously, and With some cittins:. which will alsn hp nooocoarv in •"•f—"H!rs£» 'H- »-■•<> =* ■*'-! 1 -ll ^ nnnn ^- ' __.,^„»*.J JH wjC^juaiiig iflc Hill, CLl I WU per yard, will cost £968 15s. o , » I notlier inlet ^ to mnkr a oJ dcptli of osiire to the away much nearer the iing the hill an arm of and a half y character 10 construc- diag-onally hitton Ba}'-, side of the in perpen- nd there is ined, there St and hest : n height to %ht and a north side channel of srag-e depth fing or by to prevent erly gales, ation, from by scows ; oximity of xhing, the 3 bridging, ied for the water mark, ;re are within I grntiiitousljr, .-.v. "11 -iirij ic uiiif at {jgu i ft We have then about two hundred and sixteen yards* to cross on Garden Island, and -ve are brought to a spot only one mile and thr€»e quarters from Kingston, starting from a point of deep water, and where the ice is the last to form in the winter, and tlu^ first to leave in the spring. The most advantageous feature of 'xe Wolfe Island, Kingston and Toronto llaiload, as to its coniiOction of Canada with t' United States, is the shortness of wtiter communication, especially in the winter. From Hjunilton there is no water communication in wint« •, and forty-five miles in sunmier. From Toronto, the conmiunication, by Niagara, is 35 miles over a cold and stormy Lake in winter, with tlie dillieully and uncertainty of crossing at all. From Kingston one mile and three quarters, which ran be crossed at .i\y time, is the only water communication till we reach the United States boundary line, except, indeed, the one half mile across the river, ut the Ferry. These considerations b.ive induced ;i preference for Garden Island, being the shortest line of water comnumication ; and it is the interest of the proprietor of that Island to atlord every possible facility in his power to its being a terminus, which he has expressed his intention to do. The next question for consideration is the locality of the ter- minus on the Kingston side of the river. Levels have been taken and profiles made, from three diflferent })oints. First, of the line from the present Long Isla:id slip, up Arthur-street, and also from tho slip which crosses the Marine Railway, up Gore-street, and also the one west of that establishment, and between it and the Foimdiy, up Union-street. The levels and a profile have also been tak'^n of the slip to the west of Mr McPherson's office, up Clarence-sueet. With regard to the grades there is little difference : the ascent at the new Church, on Lot 24, must be surmounted, which is 49 feet above the level of the Lake, and distant only 2304 feet, less than half a mile : the distance must be increased by cur- ving, or the terminus raised to afibrd a grade of 1 in 80, which will be considered absolutely necessary, under all circumstances of the case. The upper or western slip would aflbrd a very good approach by a curve of sufficient radius, if the site of Union-street was adopted ; but the objections to this route are, that the Foundry on the one side and the Railway on the other, would prevent our getting a station wider than 66 feet, which would be far too contracted, and it wonld moreover blind the lower .ind partly the upper windows of that establishment. B 4 10 The next slip, to the east, and up Gore-street, is altogether free from these objections, whilst the grade is nearly the same ; and it is understood that any necessary quantity of land on both sides of the street, may be obtained at a moderate price, from the Marine Railv/ay Company. Whichever site is preferred, it will be necessary to carry out an embankment, at least 400 feet, into the river from the present ordinary water line. With these facts before them, the Directors will be enabled to select the line most advantageously situated, and best adap- ted to promote the interest of the Rail Road Company; and the comfort, safety, and convenience of the public. It is thought desirable not to do more in a preliminary report than express generally the facts as to where a line may be located, because any other opinion might lead to a mistaken conclusion, and induce extravagant expectations or demands for lands contiguous to such line. In the present instance either of the places alluded to will afford excellent facilities for debarkation, as well as embarkation. There would be only a slight inconvenience if the station itself should be removed from the water^s edge altogether, provided a direct line of communi- action o it was preserved, and should it be on the hill, it might not only be of advantage as it regards the grade, but may be made convenient for intersecting the line from Montreal, should that line be carried into effect. Whichever line is preferred, it must intersect the road which separates Lot 24 from Kingston, at the new Episcopal Church, by a grade not less than one in eighty. The line then follows in a direction nearly west, and level, crossing the Penitentiary lot as much to the south as the broken surface of that lot will admit : it then proceeds till it meets the broken surface of the hill leading to tlie Cataraqui river, which it crosses to the south of the present bridge, on the Bath road, and preservinj**the same westerly course, running nearly parallel with the road, but gradually edging off to the north, for the purpose of taking advantage of a break m the ridge of hills, which is formed by a natural disruptio\, at Powley's saw-mill ; by the adoption of which line we are enabled to cross the stream and swamp lead- ing to McGuin's mill, with a very small portion of bridging or embankment, offering nearly a dead level, with a curve of eight hundred feet radius, which will render it unnecessary to cross the macadamized road, or the building a bridge over the stream which drives the saw-mill, and which crosses the road above Metzler's tavern. From the south side of the bridge an excellent line presents I altogether the same ; md on both price, from ? preferred, it least 400 iiie. be enabled best adap- pany; and lary report le may be - mistaken r demands t instance icilities for be only a loved from communi- 11, it might ut may be 2al, should oad which il Church, en follows snitentiary at lot will ice of the ) the south jrvin^the the road, ! of taking formed by doption of amp lead- ridging or curve of cessary to ; over the ! the road B presents itself, as marked by a red line on the map, passing to the south of Asselstine's mills, in Ernestown, and following the same course till it approaches very near the macadamized road, on lots 7, 8, and 9, on the 4th concession of Ernestown. To avoid crossing the macadamized road and to keep south of the hill leading down to Napanee. a curve will be necessary at this point ; and which will enable us to avoid full twenty feet of the height of the Napanee hill, which is a solid bed of limestone rock ; and the ascent, in the distance of twenty-four miles, will not exceed eighty feet, or the average distance of three and a half feet per mile. To go through the Village, either a suspension or revolving bridge, as well as a high embankment, will be required ; the former of which is not desirabh^, and the latter of which will be very expensive. These difficulties may be avoided by continuing the curve round the base of the hill, near the old residence of Allan McPherson, Esq. ; crossing the macadamized road, and making a second curve : crossing the river betvreen that and Clarkville, and passing to the cast of the English Church, into the allowance for a road between the 1st and 2nd concessions of Richmond, and continuing on by nearly a straight line between the 1st and 2nd concessions south of Tyendinaga, to Shannon- ville; the concession lines north, corresponding with these, were also examined, and with the exception of a hill on the west side of the Shannon, on the 1st concession north and south, both, as well as the country generally, offer unobjection- able lines for a Rail Road. The distance from Napanee to Shannonville, will be sixteen miles ; the highest ground is not more than seventy feet above the level of the Napanee ; the grade will not exceed four and a half feet per mile. From Shannonville to Belleville, on nearly the same course, the surface is equally favorable, and terminates at the south- ern extremity of the town, near the steamboat landing ; pre- senting a summit of not more than twenty feet to be surmount- ed in the entire distance of nine miles. Here it will be found necessary to cross the river, by an em- bankment, with two revolving bridges; the stream having divided itself into two branches, both of which are navigable, unless it may be deemed expedient to pass through the town farther nortli, when one bridge may be dispensed with : the water is shallow, except in the channel, where it is about ten feet deep. On reaching the west side of the Moira, by keeping near the lake, we ukirt the hill which presents itself on the 12 travelled road ; and by continuing- south of that road no impe- diment presents itself till we arrive at the Trent— the greatest ascent bemg about thirty feet in a distance of twelve miles— where embankment and bridging will be also necessary. From the 1 rent to Brighton the same unobjectionable surfoce presents Itself ; and although some hills intervene, they can all be sur- mounted, the greatest elevation being fifty-one feet. Ihe same remarks apply from Brighton to Colborne, and from Colborne, by Grafton, to Cobourg, in which distance the neight to be surmounted will not exceed seventy-five feet, except (he hill near Colborne, which must be skirted, and the road approach near the lake. All the inequalities of the surface are easily surmounted, without deep cuttings, by the adoption ot a few curves of sufficient radii, with occasional bridging across ravines, or embankment of two or three swamps or swaJes, which are narrow, and easily bridged or embanked. Ihe approach to Cobourg is exceedingly easy, being nearly a dead level for several miles. A large vacant space between the piers at that place, which is daily increasing, would ofier a site of from two to three acres in a very convenient situation lor a station, and which, as it is the property of the Harbor Ti^'^?/' ^^ ^^ believed may be obtained on very easy terms. Ihe Committee will find appended to this Report a detailed statement of the business resources of Cobourg, which was fur- nished mostly from official documents, and shows the ffrowinff importance of that place. ® ^ The line from Cobourg to Port Hope presents no engineering aimculties ; the greatest ascent not exceeding eight feet, or 1 in 231. The line may be carried across the swamp, at the lower end of that town, close to the harbor ; and by keeping near the lake shore we are enabled, by a grade not exceeding one in eighty-five, to reach the highest land, which we shall It necessary to surmount between Port Hope and Darling- ton. 1 he line across the swamp must be made by embank- ments, with a stone bridge over the stream : the depth of the marsh was ascertained by driving down an iron rod, and it was found that a sufficient depth of water could be got alongside the embankment to receive or deliver goods immediately from the Kailroad station on board steamboats or other vessels. Both the Port Hope and Cobourg stations will be considered important auxiliaries to the Railroad, from the immense amount of produce brought into that place from the back country, including Peterboro and the Rice Lake, with their vicinities, and which is annually increasing to an extent not easilv esti- J no impe- de greatest ve miles — ry. From le presents all be snr- orne, and stance the -five feet, , and the he surface ! adoption bridging ^amps or anked. ng nearly ! between Id ofler a , situation e Harbor Lsy terms. I detailed I was fur- ! glowing ^ineering L feet, or p, at the keeping xceeding we shall Darling- embank- th of the nd it was ilongside ely from 3ls. •nsidered ! amount country, icinities, silv esti- - - J — mated ; and which increase, great as it is, would be far greater if they could obtain branch Railroads, or if good plank roads were made, north of the two ports of Cobourg and Port Hope : it would create a value and bring into the market a vast amount of produce, in lumber, masts, staves, etc., which, from the diffi- culty and expense of transport, is now valueless. This survey has also ascertained the capabilities of Port Hope as a safe and commodious harbor, which with proper entrances may always be kept free from impediments of bars or otherwise, and be approached with safety in the severest gales, from whatever quarter they may proceed. From T>ort Hope, we pass near to the ports of Bond Head, Darlington, Oshawa, and Windsor, each of which ports are outlets to an excellent and well cultivated country, extending back to I^ake Simcoe, through Reach, etc. Part of the line is exceedingly level, in no case surmounting a height greater than fifty feet, till we reach the Rouge river, the banks of which afford an elevation of one hundred and twenty feet on the travelled road, from the water level ; this required a careful examination, when it was found that the most favorable line which presented itself, was by raising the beach which has already been thrown up by the wash of the Lake, several feet above the highest water mark, and making use of the earth which now forms the approaches to it on both sides, to form an embankment, and which would be attended with no great engineering difficulty, or heavy expence. At this spot we shall have to surmount an elevation of eighty feet, and some cutting will be required to obtain a rise of one in seventy. The same remark applies to the Highland Creek, only that the difficulties will be still fewer than those at the mouth of the Rouge. An equally favorable line presents itself till we arrive within five miles of Toronto, the greatest elevation to be surmounted not exceeding eighty feet ; we then obtain a dead level, run- ning parallel with the lake shore all the way to the city, cros- sing the River Don near its mouth, and proceeding up an un- frequented street, near the Steam Mills, to a large open space to the west of the District Gaol ; a spot to which we were in- formed the attention of the Directors of the Toronto Rail Roads has been turned, for a Station and a terminus. The distance between Kingston and Toronto, by the proposed route, as nearly as can be ascertained, is one hundred and sixty-fiv*^ miles ; this iistancemay vary a little either way, when the precise line is Qf niii fnr rrraAiricr nil m Si The relative lu'iglit between Toronto and Kingston, is only the difference of the fall of the lakt; between the two points, and is so little as to create no perce})tible currt^nt ; the greatest eleva- tion to be surmounted in the entire distance, is one hundred and twenty-five feet, an average grade of one and a half feet per mile ; the cutting will in no case be considerable, and as a whole, it is Ijelieved that for such a distance there will be found few lines of Railroad so favorable. Nothing has been said respecting the mode or the cost of transport across the Bay, from Kingston to Garden Island. It may be effected by either of the following methods : First, by transhipment, employing a steam boat built for the purpose, and so constructed at her bows that she would displace the ice, till it became strong enough to carry heavy weights, which is presumed, might be two weeks in January, four in February, and three in March, together nine weeks, or Second, by a floating Bridge, upon which the cars and locomo- tives may be driven in on this side, and out at the other, avoid- ing transhipment, t^U the ice is strong enough. When the i'^.e is so strong that a passage cannot be made by steamboat, it may be necessary to resort to large sleighs built for the purpose, so constructed as to be waterproof, and to be pro- pelled, either by a stationary engine or by locomotives, whose wheels will be furnished with short spikes. The cost of construction will depend upon the following items . - 1st. Compensation to persons whose land will be taken. 2d. Grading, including cuttings and embankments. 3d. Fencing the line of road, where necessary. 4th. Bridging. 5th. Iron rails. 6th. Engineer'ng. About twenty-five miles of the route runs upon road allow- ances, for which no compensation will be required ; a portion of the remainder passes through wild land, for which the com- pensation demanded will be inconsiderable. Of the remainder, it is believed that the sum will not be great, especially if all the proprietors are seen before the actual site of the road is known, as the road is universally appreciated. In the absence of contmuous levels, it is not possible to say what the cost of grading will be : for a considerable portion it will not exceed the ordinary grading for a well made macada- mized road ; which, including grubbing, draining, and ditch- inor_ hnf excJuRive ot in" on, is only points, and latest eleva- undied and alf feet per as a whole, ! found few the cost of Island. It milt for the lid displace y weights, :y. four in or ,nd locomo- her, avoid- )e made by ;hs built for I to be pro- ves, whose ! following )e taken, lents. oad allow- ; a portion ii the corn- remainder, I7 if all the is known, ible to say ; portion it le macada- and ditch- a rv X2.S. lix/i, w amount to more than o£500 per mile. No fencing will be recjuired in passing through the wild lands, though it will cer- tainly be an important item with a view of preventing acci- dents. The only expensive bridging will be at Napanee, at Shan- nonvilJe, Belleville, the Trent, at Port Hope, and over the Don river : there are several ravines and swamps in the route, but they are generally narrow, and the swamps shallow ; and the expense of filling and embankment will not exceed that of bridging, whilst embankment will be permanent, and bridging will require to be often repaired, and renewed at least every ten years. The great item of expense wnll be the iron for rails, which will depend upon the kind of rail (and consequently its weight) which will be selected. The lowest sum which this item will cost will be jei,500 per mile ; and as the selection of a weak rail is the worst possible economy, it may be set down, inclu- ding all expenses, at ^62,000. By the time the work on this road will have commenced, it may be expected that the experiments now going on in Eng- land, in mineralizing timber, as well as of the great improve- ment of the Atmospheric Railroad Power over that of Locomo- tives, will have been tested. The experiments also in progress, for the purpose of ascer- taining if cast iron will not admit of being substituted for welded or rolled iron, which will prove a large deduction in the item cf iron, will have been tested. With regard to the cost of roads in Canada, we can scarcely have a better guide ' than what the actual cost has been of similar roads in the United States. The lowest cost of construction of any America.! Railroad has been ^£3,000 per mile. The average cost g/ American Railroads is about je5,000 per mile. These sums include every item of expense — Engineering, Locomotives, Cars, etc. It is believed that the Wolfe Island, Kingston and Toronto Railroad may be safely put down at ^£5,000 per mile, to be constructed with a heavy T rail, of the best iron, weghing fifty- six pounds to the hneal yard. Estimating the distance across Wolfe and Garden Islands at 7 miles, and from Kingston to Toronto 165, together 172, say 173 miles ; at ^£5,000 per mile the whole cost of the work will be ^£865,000. The next item of importance is the annual expense. This divides itself into three parts, viz : the interest on the capital Slim expended, the expense incident to the moving power, and that of sustaining the road, repairs of rails, etc. We have calculated the inteiest at live per cent. If the Stock is taken up by capitalists, the net proceeds will be divided according- to their respective amounts ; but should the Com- pany borrow money from England, it is presumed it may be obtained at four per cent. Under the second head are wear and tear of locomotives, fuel, labor, and a large number of inci- dentals ; and it is satisfactory to be able to state that these details are so minutely published by the directors of American Railroads, for the information of the proprietors of stock, that we are enabled to obtain the most accurate information on both items of expense ; and as labor, and all other expenses, are lower in Canada than in most parts of the United States, we may fairly conclude that our expenses will not exceed those of that country. We have carefully examined the report of the expense of the moving power of a great number of American Railroads ; and we find the average to be, as nearly as possible, 58 cents, or -2s. lid. currency per mile. Because, however, we would not be under the cost in so important an item, and because in every statement we make we wish to be above rather than below the expense, we have in the following calculation called it 3s 3d., or nearly ten per cent, above the average expense of American Railroads. We have with equal care examined the returns containing the detailed cost of repairing and sustaining American Railroads ; and they amount to the large sum of <£156 per mile, per annum. It w^ill be apparent, that this will depend much upon the original stability and general structure of the road, as well as upon the extent of the business done ; but as the returns, from w^iich our data are taken, are the average expense of many lines, we have no doubt that the sum will prove the full extent of ihe outlay. The annual expenses, chargeable on this road, will be as follows, viz : Interest of <£865,000, at 5 per cent. . Motive power for 346 miles a day, or 300 days, at 3s. 3d. per mile ruri, (being ^656 4s. 6d. per day) .£16,867 10 Repairs in sustaining 173 miles of Road, at jei56 per annum, . . 26,988 je43,250 -43,855 10 Th may je253 pairs, Ou and V rxnriu equiv ^87,105 10 he moving ils, etc. mu If the I be divided the Com- l it may be re wear and jer of inci- that these f American stock, that ion on both penses, are States, we !ed those of Tf The expense of a Railroad, per mile, including both items, may be safely calculated as fol'^ws : ^643,855 for 173 miles, or JE253 per mile. The daily expenses of Motive power, and re- pairs, would be £146 per day. Our attention was next directed to the probable revenue ; and we have the satisfaction of stating that large as will be the rxnriual expenditure, the annual revenue will furnish an ample equivalent. ense of the roads ; and 8 cents, or would not se in every below the i it 3s 3d., ' American itaining the Railroads ; 3er annum, the original IS upon the which our !S, we have Lhe outlay, as follows, ,250 855 10 105 10 18 ** isis: o 6 sc «^ S§ ^ So •52 ss -<; S so III •c* ^ ^ -. (u <;^ O I? so JW H ^ H S o < a g' O O O O O . o o o o o CiJ lO OiOiOG^i>t-CN vO LO>OiOiOG^i>t-CN CO • ■ • VI Kn VI lO xO (>l T3 CO i52 CO 03 CO <>< rllM O lO G<1 CO I— I I— f .a c O CO 2 o O o o CO o o CO a -a l-H Oh o cd QJ O C CO So O o O vO in CN en O o 'a CO '^ <*-. CO o lO CO Si bo c CO Ph a CO ^ ^ «3 ^ CO . fclD C . ^ GO "^ Ph 2 ^ o CO •S 2^ o fi ?^ ^ o 5J '•^ rf "^ § 5^ o a 'pi, n3 -2 3 o -J '^ O ctf c3 CS MH ^ ^ jH '^ C I— H 13 O O S "* ti -<2 ^ ' CJ on «5 Q Ti be pq #• a;) -o *- c ^ _ q:'-* 3 b3 O S O be O o o o u; jzi Q^^ C «2 o a o a O o O o ■ o H CO 0) GO • O r- a. Cd o •^§ u he e ii3 »H 0) 0) o CO o o H a o !_;; h^ pq y2 GO MS o o o o o o o o o o o o o o o o t- O lO CO O (M as >0 rH HIM 09 oo lO o 96,906 21,625 CO O ^ B -^ o i o-eH o nS 5h 2^1^ I.) h-? pq 02 O CO t* 00 2 2"^ o cd O c 00 in „ ^ . , . fi O.S.2 „ 05 O rH C^ CO »H 55 o< 0^ cnI oo^oo oo o o o o o o oo I— 1 o r-l Q O O O Q O O O lO O iCi id lO o^iO CD (N O CO 'SB CO I-H 1— t 19 20 OBSERVATIONS. Having thus given the Engineering result of the Preliminary Survey, with the probable cost and revenue expected to be de- rived from the Wolfe Island, Kingston and Toronto Railroad, we liave thought it would be acceptable to the committee, as well as to the public, that we should in the form of an Appendix to our Report, state the grounds upon which we form our opinion as to the probable cost and revenue, and to add such other details as It may be satisfactory to the Committee, and useful to the public, to be made acquainted with. As before stated, our estimate of the cost of the Road has been obtained from a very careful examination of the cost of Railroads m the United States, some of which we well know are built in a very ephemeral way, but others are also built substantially, especially those which were constructed more recently. We believe few lines of 173 miles in length are to be found which are beset with fewer eng'neering difficulties. Labor is comparatively cheap and abundant in Canada, and we entertain no doubt that the work will be completed at the estimated cost. With regard to the revenue, there must, of necessity, be always some uncertainty in such cases ; and persons who form an opinion (for example) of the number of passengers from a comparison with those of stage coaches, or even of steamboats, in Canada, will imagine that we have overrated their number ; whdst those who are acquainted with the vast increase of travelling in consequence of incre -d facilities, all over the world, will think that the number t . -ellers is greatly under- rated. We may as well form our juv ent by the number of travellers who formerly visited Montrcc , or the States, on foot or on horseback, before stage coaches and steamboats were in existence, as to argue that no greater number would travel by a Railroad. The best argument that can be used is, that in ±.ngland, where the travelling, before Railroads were thought oi as great lines of internal communication, was as good as the ii 21 reliminary to be de- Railroad, imittee, as Appendix ur opinion her details ful to the Road has he cost of veil know also built :ted more a^th are to ifficulties. ada, and led at the Bssity, be who form rs from a jamboats, number ; crease of over the ly under- umber of s, on foot i were in travel by , that in 5 thought od as the best roads and the most convenient conveyance' could make it, the introduction of Railroads has increased tin .lumber of tra- vellers from hundreds to thousand.^, and from thousands to millions : and what is to make Canada an exception to a rule generally prevailing throughout tlie world. If the number, however, exceed that which we have stated, it will be so much the better for the Company ; if it fall short, the surplus estimated revenue will well afford the reduction. The first column of the foregoing table contains the amount of cost of the transport which is supposed to pass between Kingston and Toronto ; thy second column supposes that one half of the heavy articles might be conveyed by steamboats, schooners, etc. It will appear that the revenue, as described in the second column, will pay a very large bonus to the stockholders, after having paid them five per cent, interest on the capital. The conveyance of the mails is obtained from official infor- niation ; the transportation of troops the same ; an item not likely to diminish, but certain of a large increase. The quantity of flour sent through Kingston has been ascer* tained from the best authority, and the price stated is believed to be below what it can be carried for by any other mode of conveyance. The cost of transport of flour by water, from Toronto to Kingston, in summer, last year, was as follows : Cartage to the wharf, . Wharfage, .... Freight, .... Ohd n 7i Per barrel. Exclusive of insurance. 9i Early in the spring, and late in the fall, the price to Kingston is Is. 3d. It is, now, sometimes weeks on its passage to market, and has to be handled repeatedly ; whereas by railroad it would reach its destination in a day. The calculation of wheat, grain, potash, etc., is considered to be below the quantity, and also far below the price which, on an average of years, its transport has cost. The estimate of lumber, etc., is formed from the information obtained from the different milling establishments on the line. From the vast quantity of masts and staves in the townshipiS adjacent to the road, and the present cost and expense of tran- sporting heavy materials, with the risk and trouble of getting them to market at alK the ^^robabilitv is that this item is o-reat.l^'' underrated ; and most r,ertainly, whatever is the present quan- 22 tity ftniiimlly transportrjl iho incroasod facility of a Ilailioatl will cause that (|uanhty to In; every year. augmented. The (|uani:fy of i^oods, in Jons, upward, is ohtained from a source which can!U)t he doid»ted : 50,000 tons and upwards passed through the forwiuders' huiuls, "hesides what passed hy land. This is exclusi>e of jroods transported in the winter, and of limestone, lime, American produce, salt, and a great variety of itema from the United Stiites, which the Railroad will hring into value. Carriage of emigriints and thinr baggage 's derived froin official resources. The price of cord-wood in Toronto varies from 10s. to 12s. Gd. The (piantity said to be consumed annnally iv that city is 300,000 to 400,000 cords. The (pum- tity said to ^ consumed in Kingston, including steand»oats, is 200,000 cords, and the price varies from 6s. to 10s. per cord. Cord-wood can l)e chopped in Jiny part of the country for ls.9d. to 2s. per cord ; Is. per cord will be considered a fair remune- ration to the owner of the land, and allow Is. for handling, piling, &c., together 4s. per cord, whatever it will fetch above that at either of the termini of the road, will bo so much per cord, forcarrying it, and as (his can be done when there happens to be a deficiency of freiglit it will be s^ nuich gained by the Company. Farmers living on the iiiu^ of road will be enahled to send to market at a very low rate, C;ittle, Hay, the produce of the Dairy, the Orchard anU the Giirden, to an extent l)y which the sum named vvill, it is '«<.(;,> mI, be "-iLutiy exceeded. Lime is now made in Toronto from Limestone, conveyed in Schooners from Kingston, for which is usually charged $10 to $12 per toise of 216 feet, weighing about 10 tons : i s sold there at 2s. to 2s. 6d. per barrel of 2h bushels ; in the Liuiostone Dis- tricts, where wood is cheap, it costs the maker about 4d, and is sold here at lk\. per bushel ; all therefore that could be sold in Toronto would bejso much paid for the carriage. The low price at which lime comUI be supplied would prol^ably induce the farmers on the road to use it as manure, for which purpose it is invaluable. The Toronto Brick is employed by the Board of Ordnance in all the new defences where brick work is required ; they cost the maker in Toronto 15s. per 1000, it costs now by water 10s. per 1000 to bring them to Kingston, and half that amount would pay a handsome lemuneration for bringing them by the Railroad, and may be sold here at 20s. Stone to Toronto could be supplied ')y Railroad at a less cost " than is charged by water. boats gers. ■)ni^ J IISC u) -t ' 23 a Railroad J. ned from a id upwards I passed by winter, and real variety 1 will bring- L" 's derived in Toronto 3 consumed Tbe (|nan- nmboats, is s. per cord. y for ls.9d. lir remune- bandling, 'etch above » much per •re happens ned l)y tlie to send to fthe Dairy, ;h the sum onveycd in jed $10 to s sold there 'Stone Dis- 4d, and is be sold in 6 low price induce the irpose it is rdnance in ey cost the er 10s. per would pay Railroad, Enj^Iish Coal broupr'i.t out as ba'Irst, (o Montreal, could be transported by Railroad to Toronto, at a lower rate than Coal from the United States could be supplied. The same remark applies to Eufj^lish Salt. Plaster of Paris. — Large (juantities of tins mineral would be recjuired, but for the cost of transport ; tbe Railroad would carry it for half the cost of any otiuM- conveyance. Small Parcels. — The sum placed against this item is small, and only introduced to show it as a source of increasing revenue. Horses and Carriages.— This item is included for the same reason. Fish, from the Upper Lakes, both fresh aiul salt, will allbrd a considerable article of leveiiue. Railroads, notwithstanding the great outlay in their original construction, ami the expenses attending them, can afford to carry both heavy as well as light goods and passengers, at a clieaper rate than by any other con- veyance ; whether on common roads, canals, or even by steam- boats, on the lakes. The original cost of Canals in general, is quite equal to that of Railroads; and in Canada, as we know full well, vastly greater; and experience has proved, that as it regards the com- parative wear and tear of each. Canals cost more to keep them m repair than Railroads ; they having cost on an average, to repair theni, in the United States ij410 per mile, per annum ; whilst Railroads have not exceeded ,£175. Now compare the expense and bur lUess of one of our Lake Steamboats, with the cost and business of a Locomotive, on a Railroad. The former makes two trips, up and down, a week, from Kingston to Toronto ; her current expenses are said to be ^125 per week, exclusive of wear and tear, and diminution of value, which will add je25 at least ; together ^£150 per Aveek. She carries, each trip down, if fully loaded, 500 barrels of flour, or 1,000 in the week ; and if she comes up fully loaded each trip, she carries 80 tons, being in two trips 160 tons of goods. We will say nothing of passengers, because we will suppose that the Railroad will carry at least an equal number. It costs, then, jei50 to carry by steamboat 1,000 barrels of flour, weighing about ninety tons, and 160 tons of goods ; toge- ther 250 tons. The expense, including all repairs of the road, tts well as of the Locomotive power, will amount to about £i45 per day ; and for this outlay will convey any number of passen- gers, and 350 tons each way ; together 700 tons of goods to and from Kingston, to Toronto in 6 or 8 hours, saving of cartage, wharfage and insurance, with twice handling of the goods ; avoiding sea-sickness to passengers ; and this it will do every I m » day, both winter and summer, throughout the year ; whereas, by Steamboat it costs .£150 to convey 250 tons, requires a week to accomphsh it, and this can only be done seven months in the year.* The interest is not inchided in either case ; but the expenses of wear and tear being inchided in the raihoad expense by which It wdl be kept in a siate as good a.« new, when it is notorious that at the end of 10 ;r 12 years a steam boat is all but valueless. If all this is true some most important change must take place m a Lake communication before it can offer any successful com- peation with Railroads. An American writer of eminence on this subject uses the following language, which is fully confirma- tory of the above view of the case. " Railways have universally created the means of their own sustenance and have drawn to their tracts employment for their motion. If the beneficence of providence had hollowed a channel from Boston to the Western Lakes, and poured the flood of those inland seas eastward to the c^ean, the blessings would have been great. The river, swelled by tributary streams from every valley, would have scattered wealth along its course. For all practical purposes, the inven- tion of Railroads bestows greater advantages, and furnishes a communication much more easy, certain, cheap and safe, than the bounty of Nature could give. During the stern winter of our climate, the rivers are closed one third of the year with ice, in summer they are exhausted for nearly an squal period ; their navigation is bounded by the hills that supply their fountains. The railway is neither locked by cc d, nor dried up by heat, nor confined by ridges ; stretching out its arms to every town and vil- lage, it may be extended beyond the highland barriers of water passage, and beyond the Lakes, until its iron bands clasp together m a net work of improvement overspreading the whole Union." Railroads, in addition to this, are superior to any other mode of transport, because they have invariably been found to create a trade for themselves. The combination of cheapness, rapid- ity, and security, and their independence of seasons of the year, multiplies to an inconceivable extent the number of traveliers ; for in proportion to the lowness of the fares, and other facilities, will be their number. And as it regards the advantage of rapid travelling, the whole world seems to have found out, since the introduction of Railroads, that ''Time is • It is said the lofis in wheat and flour alone, by casualties on the St. Lawrencei has, during the last year, amounted to jEI 5,000, besides damages on other acods on.the Rideau. o ^w . r ; whereas, lires a week 3nths in the le expenses se by which is notorious t valueless, t take place escful com- minence on Y confirma- universally ^e drawn to eficence of le Western w^ard to the er, swelled e scattered the inven- furnishes a safe, than nter of our vith ice, in riod ; their fountains. y heat, nor m and vil- s of water sp together le Union." ther mode d to create ess, rapid - )ns of the lumber of 'ares, and !gards the fis to have ''Time is t. Lawrence). I other j^podf also Money." If, as formerly, it requires three or four weeks for a merchant to complete one business operation at Montreal, he can only repeat that operation a very few times in the year ; but if he can do the same thing in a few hours, he may repeat it as often as he may desire. Fifteen shillings per day would be considered a fair calculation for his travelling expenses, so that in those expenses alone, to say nothing of loss of time, £20 or ^£25 would be required for each business journey ; whereas, by Railway, the expenses of two or three days would be all the cost. It is said, that if all this be true, it goes to prove that cur fine inland seas, the glory and boast of North America, are valueless to us ; and if our lakes and canals are so valueless, what a waste of money has been the construction of our canals, upon which so many hundreds of tliousands of pounds have been already expended, and so many more contemplated. This is true ; but how much larger sums have been expended in England on the public roads, w^hich places that country in the same position : but shall it be argued that because money has been expended unadvisedly, perhaps, or if the measure was ever so wise an one at the time, we must reject future improvement ? On the contrary, the Railroads in Can- ada will so improve the trade and assist the agriculturists of the country, that they will prevent the tax which must be levied to pay the interest of the money the canals have cost from being felt. The following paragraph relative to Railway speed and safety, is from a late London paper. The returns given in the (I report of the officers of the Railway Department, Board of I Trade, shows the average speed upon the various lines, exclu- I sive of stoppage, as follows :— London and Birmingham, 27 I miles per hour ; Great Western, 33 ; Northern and Eastern, 36 ; I North Midland, 29; Midland Counties, 28; Manchester and J Birmingham, 25 ; Newcastle and North Shields, 30; Ch er ^' and Birkenhead, 28; Birmingham and Derby, 19. An Ame- rican writer says the average speed of the Metropolitan lines, exclusive of stoppages, is about 221 miles per hour. The foregoing returns of speed on the English Railways show an uveroge rate exceeding the rates in the United States, by one- fourth per hour : the speed is greatly increased since this was written. On some of their best roads, with the heavy edge rails, they have accomplished as high a rate of speed as a mile in a minute. Our Engines have drawn larger loads up higher grades in comparison to their weight. The great difficulty with most 26 of the U. States roads is, that they are too slightly built, owing to the deficiency of capita i in that country. There will be no diffi- culty with a good rond, ;«nd none other should be built, between this City (New York) and Albany, in accomplishing the dis- tance in six hours, which is only 25 miles per hour, a speed of 33 per cent less than that performed on the Northern and Eastern Railroads." With regard to the security of Railroads, Mr. Lang, in a report to the London Board of Trade, shows by a number of facts "that railways are the safest of all modes of conveyance, and more particularly safe than steam boat travelling." From 1st Janu- ary to 1st July, 1841, onlythiee lost their lives from causes be- yond control. The number of ])assengers travelling was 9,122,- 000. The distance travelled, 182,440,000 miles. The number killed from causes beyond control, was one to 3,040,666. Only one passenger lost his life for each 60,813,333 miles travelled. Although it cannot be denied that Canada has been behind in the adoption of this great public improvement, yet it must be recollected that the Liverpool and Manchester Railroad, which was the great Precursor of all Railroads, was only finished in 1832, now 14 years ago. The whole world has been travelling since that period, at a railroad pace, and increasing its speed every year. If Canada has not commenced her Railroads, sev- eral of her cities and towns, as well as its increase of population and wealth, have not been exceeded by any of those of the North American continent, thus paving the way for the adoption of railroads and rendering them a safe and profitable investment. It is believed, if one case more than another has delayed an earlier resort to the adoption of Railroads in Canada, it is the want of Societies for obtaining statistical details of the progres- sive advancement of the country, than which nothing would be better adapted to shew its existing resources and to draw out those which have been hidden. It is impossible not to be struck with the astonishing differ- ence in the cost of construction of the English Railroads, and those of the United States, as well as it is to be hoped and be- lieved of those which shall be constructed in Canada. It is true there is a striking difference in the stability and solidity of Eng- lish Railroads as compared with the American, but it is impos- sible not to see, also, that the most unwarrantable extravagance and expenditure takes place in every department of the vast railroad business of that country. First, in the amount of com- pensation for lands, the sums paid are enormous. Second, the cost of Parliamentary fees^ Lawyers and Agents. Third, En- It, owing to be nodifR- It, between ng the dis- a speed of nd Eastern in a report 'facts "that , and more 1 1st Janu- causes be- was 9,122,- he number 566. Only travelled, n behind in it must be oad, which finished in 1 travelling J- its speed [roads, sev- population f the North adoption of vestment, delayed an ia, it is the he progres- g would be o draw out nng differ- roads, and ed and be- . It is true ity of Eng- it is impos- travagance of the vast mt of corn- second, the Third, En^ gineers, etc., many of whom are paid 15 to 20 guineas per day. Fourth, Printing, Stationary, olfice expences, with tliose of Clerks and other assistants, exceed what could be imagined. The average cost of English Railroads, according to the cel- ebrated Mr. Stephenson's calculation is per mile ^£25,450 Of French Railroads, - . - - 23,000 Of Belgian, - - - - - 16,206 And notwithstanding all this, so successful are railroads, that by increasing the trade of the country and in creating business for themselves. Capital embarked in them is generally paying a larger amount of interest than any other source of investment in England, and the returns a»e every year increasing. The following are the prices of the principal Share list on the 27th of September last. SHARE. PAID. £26 50 50 50 25 20 19 25 50 jeio 15 25 15 12^ 9 1 15 20 Blackburn and Preston, Chester and Holyhead, Lancaster and Carlisle, Leeds and Bradford, East Lancashire, North Wales Mineral, North Wales New, North British, South Devon, And the same remark applies to many of the roads, as will be seen by the following table : SELLING PRICE. 19| to 20i 20 to 20^ 53^ to 54§ 61 to 63 22 to 22| 14f to 15* 5i to 5^ 25 to 25 34 to 36 American Rail- NAME OF ROAD. COST. Boston and Lowell, $1,834,893 Boston and Providence, 1,782,000 Boston and Worcester, 2,374,547 Lowell and Nashua, 380,000 Camden and Amboy, 2,291,802 Mohawk and Hudson, 1,000,000 Syracuse and Utica, 893,889 Utica and Schenectady, 1,900,000 DIVIDEND PER CENT. 1834. 1839. 1843. 1844. 7 8 7i 8 8 6 6h 8 8 6 8 7 10 8 8 74 10 18f 7 12 11 In Canada, the cost of obtaining Acts of Parliament is so small as not to be worth naming, and very little assistance is required from Lawyers. The compensation for wild land sel- dom exceeds $5 to $10 per acre, and for cleared landj,$20. Laborers may be had in any number, at 2s. 6d. to 3s. 6d. per day, finding themselves, whilst Engineering is so cheap as to afford a guarantee that there will be no competition from any .^i^s. 28 person of that class from any portion of the globe, who are acquainted with its history in Canada. It is believed by your Engineers, tliat a rail of cast iron in the shape of an inverted /) must be equal, if not superior, in strength and durability, to many of the welded or rolled rails, which have been used ; whilst the force of traction will be increr.sed, and it is suggested by your Engineers, that if the wires for a Magnetic Telegraph can be isolated by being enclosed in tubes of glass or other nonconducting substances, such a rail affords great facility for the simultaneous adoption of that magnificent dis- covery, which wiU be a saving of expense ; and what is equally important, both can be manufactured in Canada. The foregoing statements have been made under a firm belief of their truth, and with an anxious desire that nothing should be exaggerated, No doubt there will be many sneers, and ar- guments will be advanced against them by those who know nothing of Railroad statistics and who may very properly be called Anti-Railroadsters, in most cases ignorantly, in others from naturally contracted views, some from interested motives, and a few for the purpose of pandering to the prejudices of a few old fashioned, though worthy folk, who would if they could, drive out of existence all public improvements, and with them those, whose activity and energy have contributed to their ac- complishment. To quote from the intellectual Blackwood, they are the gen- uine descendants of the Picts, and had they lived in rem.oter days, would have been the first to protest against the abolition of ochre, as an ornament, or the substitution of Broadcloth for the untanned Buffalo hide. All this is to be expected, because (especially in new countries) all 'this has always been the case. But let it be remembered that all this, and a great deal more than this, is necessary to disprove the statements made and to show that Railroads in Canada will not prove of inestimable advantage to the whole community, and a valuable investment for capital. The foregoing calculations have been made of the expense and revenue of a Railroad from Wolfe Island through Kingston to Toronto only. It would have been more satisfactory could a similar survey and report have been made of a continued Rail- road to Montreal, and but for the threatenings of war, doubtless the preliminary survey would have been continued. This Re- port, however, will furnish a variety of facts which will go to prove, not only the utility of the continuous line, but will afford data to show that the investment cannot fail to be a beneficial I.JJ^W H who are )n in the strength ich have d, and it ►lagnetic of glass ids great cent dis- equaily rm beh'ef r should and ar- LO know perly be n others motives, ices of a y could, th them their ac- the gen- remoter ibolition doth for because the case, ial more B and to stimable estment 29 one. It is clear that the produce brought to Kingston, except that part of it which comes from, or goes to the United States, will go on to, or come from Montreal, and ils amount will be increased by all the tributary establishments of ilour and saw mills, nuinufactures, farm produce, etc. etc., on the line between the two places, as a river increases its width and depth the further it goes. From our local knowledge of the face of the country, it is believed tbat there arc as few engineering difficulties on the route from Kingston to Montreal, as there are from Kingston to Toronto : the distance will probably pro. e to be from 30 to 40 miles greater. Connnur^cations took place between one of your engineers and some of tlie leading advocates of both the Great Western, and Toronto, and Lake Huron lines of road, all of whom expressed their readiness to act in concert with the numagers of the Wolf Island, Kingston and Toronto line, and to allbrd them every facility in their power, and it cannot but be satisfactory to the latter to know, that whichever line to the west shall be ultimately carried into effect, or even if both lines should be contemplated, it cannot but contribute greatly to the prosperity and success of this line. We have the honor to be. Gentlemen, Your obedient servants, James Cull, Thomas Gore, Civil Engineers. expense Kingston could a ed Rail- ioubtless rhis Re^ ill go to 11 afford eneficial mi 30 ^pptvCdiV^ I CIRCULAR OF THE ROME AND KINGSTON RAILROAD COMMITTEE. Watertown, Jefferson County, N.Y. > August 29th, 1845. J Sir: — The undersigned, a Committee appointed by the friends of the Rome and Kingston Railroad, request your attention to a summary view of the arguments urged in favor of this project. They propose furnishing further details at a future day, with a map, etc. This Road is to commence at Rome, in Oneida county, and passing through Oswego county into Jefferson, is to terminate at Cape Vincent, opposite the city of Kingston, in Canada West. Kingston and Cape Vincent are situated at the termi- nus of that immense extent of Lake navigation that stretches into the heart of the American continent, and on opposite sides of the St. Lawrence river, which here commences its long course to the Atlantic ocean. jVt both points the harbors are good and safe, with water enough to float any craft. The distance apart of the shores is eleven miles, seven of which is occupied by Long or Wolfe Island. The river is crossed here at all seasons — there not having been a failure of the mail passing daily in four years. In the winter it is seldom closed by'ice more than eight weeks, during which period teams with heavy loads are constantly crossing. The people of Kingston, whose feelings and interests are deeply enlisted with us, have undertaken to keep up a constant communication between the shores of a character suitable to the importance of this Road. Jefferson county, through which the Road passes for about fifty miles, is one of the most wealthy and populous in this State. In 1840 its population was 61,028, and its aggregate valuation $6,578,341. Oswego, through which the road passes d by the iiest your d in favor tails at a inty, and terminate 1 Canada the termi- stretches osite sides ! its long irbors are aft. The which is )ssed here the mail )m closed ?ams with Kingston, us, have tween the s Road. for about as in this aggregate )ad passes ,ts and a »jf 85,346, 31 and a valuation of $11,773,698; thus making, in 1840, in the counties interested in the road, a population of 190,193, and an aggregate valuation of $23,776,001. Jefferson county is favored with a healthy climate, an excel- lent soil, rich minerals, good fisheries, and most abundant water power. The value of the cereal grains, and other pro- ducts and manufactures, in 1840, was over $4,000,000. In the north part of the county there are great beds of iron ore, of the best quality, much of it but lately discovered. The Black river, by actual measurement, delivers 94,000 cubic fest of water per minute, in the very driest seasons, and falls, from Carthage to its outlet near Sackets Harbor, 480 feet in a distance of twenty-four miles, all in this county, thus giv- ing a constant power equal to that of over 100,000 horses working ten hours per day. The banks of the river furnish excellent limestone for building purposes. Salmon river, m Oswego county, has good hydraulic privileges. There are also many minor streams in all three counties, that are but little used, offering great inducements for those needing water- power, when the Railroad shall have rendered it easily acces- sible. We might enter further into the statistics of these counties, but shall speak more fully after the census is com- Rome, one terminus of this Road, lies in the geographical centre of Oneida county. The Erie canal, and the Utica and Syracuse Railroad, pass through it. It is 98 miles from Cape Vincent, as the road is surveyed, and 109 miles from Albany, and is a flourishing village, with abundant facilities to do an extensive busii. ess. ,. , i- i The surface of the country over which the road is surveyed is remarkably uniform— not rising in going north over 200 feet above the level of Rome. The road has no grades exceeding thirty-three feet to a mile; its curves are of large radu ; the soil mostly gravel and sand, easily excavated, no rock cutting, and an abundance of good timber on the line, for bridges, etc., at reasonable prices. ^. , -n. The route was surveyed in 1836, by Wm. Dewey, Civil En- gineer, and estimated for a flat bar rail. He has since revised his estimates, and calculated for a work of the first character, and finds that the entire line can be put in first rate order for use, with a single track and necessary turn outs, with a T rail, weighing 56 ll'S. to the lineal yard, all necessary depots, water- inp- stations, locomotives, and passenger and freight cars, for $1°500,000. This sum, being about $15,000 per mile, is much 32 below tlio average cost of roads in this State and New England, but the detailed estimates show its sufficiency. We may men- tion, to render this evident, that the survey made in 1836 showed excavation and embankment equal only to 1,582,214 cubic yards, all in a soil easily nioved, which, at an average price of 15 cents, would make the grading amount to only $237,332. The cost of suitable timber for bridges, superstructures, etc. delivered on the line, will not exceed $6 per thousand feet. We have also assurances that the right of way will be, for the most part, granted to the Company. We have not space to enter into further details of the facilities presented for the con- struction of thir road, but for the ])resent state our opinion, that they offer an opportunity of building one of the best, as well as cheapest Railroads in tlie United States, upon which the run- ning time, from Rome to the Cape, and thence to Kingston, need not exceed live hours. In calculating the profits of the Rome and Kingston Rail- road, we will in the first place confine ourselves to the local business. We repeat, that it passes through three Counties, whose aggregate population is now not much below a quarter of a million — through a wealthy agricultural, manufacturing, and mineral region. We have collected such statistical irformation as shows that the amount of Merchandize, Butter and Cheese, Beef, Pork, Pot and Pearl Ashes, Fish, Poultry, Wheat, Barley, Oats, Rye, Corn, Grass Seed, Wool, Potatoes, distilled and brewed Liquors, manufactured Goods, Leather, Salt, Flour, Plaster, etc., etc., exported from the Coiii ty towards the Eric Canal, and received from that direction, exceeded 40,000 tons last year — the cost of transportation on which, to anl from the Canal at Rome, ranged from $4 to $5 per ton. We have data showing that from the towns immediately on the line of the Railroad, in Os ivego and Oneida Counties, there was sent to the Erie Canal last year, over 21 millions of feet of first quality pine lumber, at Ei1 average cost of $3 per thousand feet. When the lumber can be delivered by Railroad at Rome at $2 per thousand feet, not only would the best quality be sentj but many other kinds of pine, also spruce, maple, ash, and hemlock would be sawed and transported for years to come. The existing travel of the towns immediately aflfected by this Railroad, and which would seek it were ft built, is now equal to p/^ t\r\i^\ „- — „,,.,^ . i — •« ^«4j»^-,f„ ii,.„i oo i ;„ Oi T — Ov/jWUV/ pCi aiiiiiuil j iiiiu wc callmiilu tiiat ^o luwiis lU oi. iiuw- r^nce, Lewis, Oswego, and Oneida will furnish, besides lumber, 33 England, lay men- 16 showed 114 cubic 2 price of 1237,332. Lires, etc. sand feet. ?, for the space to r the con- lion, that IS well as the run- ^^ingston, ton Rail- thc local s, whose arter of a ing, and lows that 2f, Pork, ats. Rye, Liquors, received le cost of 2, ranged lately on es, there of feet of housand at Rome r be sentj ,sh, and ome. 1 by this equal to 31. laiX\V- 1 umber, one-fiftli of the amount of freigl.'tago of the 20 towns in Jcflcr- son, which is a low supposition. All these estimates we feel perfectly safe in calling very reasonable, and they give the following results : SUMMARY OF LOCAL TRADE AND TRAVEL. 40,000 tons, exports and imports of Jefferson Co., as above, at $3 per ton, . . . _ $120,000 8,000 tons for St. Lawrence, Lewis, Oswego and Oneida, at $2,50 per ton, _ - - - Present travel on the line, - - - - - 21,000 M. feet lumber, at $2 per M., 20,000 50,000 42,000 $232,000 These receipts, we wish you to bear in mind, are based ex- clusively upon he present local business of the country imme- diately contiguous to the road, and include no calculation for the probable increase. We desire now to call your attention to the connection that the Rome and Kingston Railroad will form between the cities of Boston and New York, and Canada and the Great West. We do not propose to address ourselves exclusively to either of the cities just named. We admire the wise enterprize of Boston; we rejoice in the prosperity of our own Commercial Emporium. We ask the aid of both cities in this project, be- cause we believe that the interests of both will be promoted by it. We seek to deliver at Rome the trade and travel of a rich portion of this State, and at the same time to open a desirable communication with Canada and the Far West. The final destination of the products of immense regions, that will in part use our road as an outlet, we leave to the rival business talent of the two cities. We desire to show that a Railroad from Rome to the river St. Lawrence, will form the remaining link in a continuous line of steam communication from Boston and New York to the foot of lake navigation, and thence to Chicago, constituting one of the best, cheap -^st, and shortest routes for trade and travel between the Atlantic ports and the Valley of the Mississippi, From Boston to Cape Vincent by Rail Road, via Albany and Rome, is - - - 407 miles. From Cape Vincent to Detroit, via Toronto and PortSarnia, 384 u «i •i i\ i\ 791 n E 34 From New York to Cape Vincent, via Albany and Rome, .._.--- From Cup'! Vincent to Detroit, as above 357 miles. 384 " (( 741 We question much that any other route can be indicated forming an uninterrupted communication at all seasons, that will be shorter, or that can be built wi*h a less outlay of Ame- rican capital. Kingston is, from its natural position, the most important point in Canada. It is at the foot of Lake navigation — at the head of the St. Lawrence river : by the Rideau canal it con- nects with an immense region on the Ottaw^a river : by a line of navigal)le rivers and lakes at the head of the Bay of Quinte, and proposed canals, there will be a direct communication opened with the head of Lake Huron, avoiding several hundred miles of navigation by the hikes : by Lake Ontario and the Welland canal it communicates directly with four of the largest States in the Union. Indeed, examined upon the map, it will appear to be a central point from which a traveller may go with fac'Mty in any direction. In a letter addressed by leading gentlemen of Kingston to citizens of Cape Vincent, they say : — " It affords us a great deal of pleasure to find that your Railroad is about being car- ried into operation. We have long deemed the route over which you intend to construct your road one of the best in this section of country. You will have your northern terminus at a point on the navigable w^aters of Canada nearer the great Atlantic cities than any other which can be named ; and hav- ing also the advantage of being at the foot of the chain of Great Western Lakes. A road possessing these advantages in locality must, of course, if prudently managed, control a con- siderable portion of whatever business is to be done between our shores and the Atlantic cities of the Union. We say this generally of the business of the Western Province — that of Kingston and the Midland District, the Bay of Quinte country, the Rideau country, down perhaps as far as Bytown, and the country on the banks of the St. Lawrence, down as far as Cornwall, including in all seven capital towns of Districts, besides a large number of smaller places, and a generally well settled country, would naturally find its channel by your road, on account of its immediate proximity to the northern terminus of your route, and the peculiar feasibility and cheapness of getting from every part of the section named to this city. In (( to 35 addition to tliis, wc may montion tliat tlic contomplateil Rail- road fioin Toronto to son e place nearly opposiiv Detroit, will, in all prohabilily, he conn, .-need early in the (Uisuinj,' spnnf?, and prosecuted with all vi,i,^or to a completion. In connection with this road, one from Toronto to this place has been already the sul)ject of anxious consideration amon^ the leading men connected with the Toronto and Detroit Road. A Railroad running but six or eight months in the year will hardly be a paying one, and the winters of this couiMry would elfectually exclude the Toronto Road from any other than local travel during four or five months in the year, unless the line be con- tinued so as to form a junction at tl\is place with your route. If this be done, the route by Cape Vincent and this place would be the great leading road from Western Canada to New York and Boston." *' We cannot form any estimate, that you can rely on, as to the amount of travel coming from this place and neighborhood ; but certain it is, that every one would prefer your road to the disagreeable and tedious journey from Oswego to Syracu and that you would control whatever travel may exist. Thus, upon this subject, speak gcnllenxon intimately ac- quainted \vitli Kingston and Canada ; and the friends of the route may say, confidently, that the r .vad to Rome is the one that would receive the countenance and command the trade of that country, as far as it would be dii-^ct' d across _ American territory. A large delegation of influential men visiied Cape Vincent on the ISth ultimo, and reiterate 1 the sentiments con- tained in the above estimate ; and su,>s«;(fuently John Coun- ter, Esq., a gentleman well and favorably known in Canada and in this country, was delegated to visit Boston and New York, in coixipany with the undersigned, and give assurances of the anxiety of citizens of Canada West to secure the construction of the Rome and Cape Vincent Road. It is not contcnq)lated by the Canadians to ask American aid to build the roads from Kingston to Toronto and Port Sarnia. The amount required for these projects will be mostly raised in England. All that remains for us to do is, to build 98 miles of road from Rome to the St. Lawrence, and 63 miles from Port Huron, opposite Sarnia, to Detroit. Measures are already in progress to construct the last mentioned road. It is described as pass- ing through a level, well settled country, and can be cheaply built. From Detroit to St. Josephs a road is mostly finished, and from the latter point to Chicago is only 40 miles by steamboat. I m 36 'I'he great Illinois Canal will bo in operation in a year or two, and then, with the line of road we arc considering-, a steam inland ronnnunication of tlu; most perfect kind, will exist be- tween the Atlantic cities and those on the Mexican Gulf, avail- able, at hig-h speed, and, since the Illinois Canal lies in a low latitude, capable of being used nearly all the year. It may be expected that we will give an estimate of the amount of Canadian and Western business that will be done by the Rome and Kingston Railroad. We are aware it is difficult to form any correct opinion on this subject. But of this we feel confident, that the immense trade of the boundless fertile regions that border upon the Great Lakes and Rivers of the West, has a natural tendency towards Lake Ontario. In the ilovv of business to and from the Atlantic ports, this road must inevitably be called into heavy rnpiisition, and from its locality, it muj actvially control a large share of this trade in the winter season, and much of *t while navigation is open. Canada West already numbers 500,000 inhabitants, of an active and enterprising character, and the increase is remark- ably rapid. The great regions of that country are pierced in every direction by Bays and Rivers; Canals, Plank Roads, Macadamized Roads, and Railways, are constructed, building, or contemplated, all of which will draw immense productions towards Lake Ontario, and receive therefrom the merchandize and products of the Eastern States and of foreign lands. But in addition to Canada, there is the rapidly progressing West,^ whose age is but a day, and yet the surplus productions of whose industry will supply nations. No enterprize, no improvements. v;ill be likely, for years and years, to supply more than adequate facilities for the trade and travel of the States, Territories and Provinces reaching even across the Mis- sissippi Valley to the Rocky Mountains. Let our route occupy its true position, as but one, although a very important one, of many outlets to the vast accumulations of commerce on the lower Great Lakes. We do candidly believe that, thiough the operation of the Draw-back bill of Congress, from its connection with great lines of improvement in Canada, and its course towards the Upper Valley of the Mississippi, in one direction, and from its union with the great central line of Canals and Railroads in this State, and thus its immediate proximity to the most important Atlantic ports — the Rome and Kingston Rail- road is entitled to a pre-eminent rank among the contemplated improvements of the day. or two, a 3 team exist be- lt", avail- in a low 3 of the done by difficult i we feel ) regions st, lias a Mts, this Lud from [lis trade Ration is s, of an rcmark- erced in Roads, milding, ductions ihandize grossing ductions rize, no • supply 1 of the the Mis- ) occupy t one, of i on the 3Ugh the nnection s course irection, lals and ty to the on Rail- mplated 37 The Ogdensburgh Railroad committee, in advocating a kind- red project with our own, have ventured, in a pamphlet they have published, on an estin.ate of Western and Canadian bus- iness to be done on their road. Witliout intending to disparage their judgment, but in a spirit of moderation, we will merely suppose that our road will carry one half of the products of the '.Vestern States, estimated by them — their estimate is 50,000 tons; also one half of the merchandize and Eastern Manufac- tures going to the Western Slates and Canada — their estimate is 20,000 ton^ ; and only one third of the number of through passengers — their estin.ate is 63,535 ; and we will charge for the transportation of the mails the same amount suppose .1 by them— $0,000. You will certainly justify us in the reasonable amounts we have taken, when we refer you to the facts that the tonnage for one year previous to June 30th, 1844, at the Oswego, Sackefs Harbor, and Cape Vincent Districts, was 458,318 tons, entered, and 454,798 tons cleared ; wliile at the Oswegatchie District the entrances were 168,737 tons, and the clearances 167,958 tons. The three Districts first named will be affected by the Rome and Kingston Road ; the last by the Ogdensburgh Railroad. With these reasonable suppositions as a basis, we will now make a furtlicr estimate of business, in addition to the one founded upon the local travel. SUMMARY OF TRAD'Z AND TRAVEL ESTIMATED ON THE ROME AND KINGSTON RAIL ROAD. Amount of local business, as per previous estimate, 25,000 tons of freight from the West and going i^ast, at $3,00 per ton, 10,000 tons of merchandize and Eastern manufactures going West and to Canada, at $3,50 per ton, 15,883 through passengers, at $3, - - Transportation of the mails, - - - $232,000 75,000 35,000 47,649 6,000 $395,649 126,420 Deduct expenses of repairs and running, at the rate of $1,290 per mile, as estixHated by the Ogdens- burgh Railroad Committee. — 98 miles, Nctt Receipts, $269,229 Being nearly 18 per cent, on a capital of $1,500,000. The undersigned disclaim all intention of holding on t the abov3as an accurate statement of the value of this road. You can judge of the fairness with which the figures are arrived at. :■ i^ n '^\ 38 We are aware of the frequently delusive character of such estimates. The actual results may be less, and they may be more than the above. At any rate we think that these state- ments will bear as close an examination as those of any similar project that we have met with ; and that such scrutiny will result in a conviction that the stock of the Rome and Kingston Railroad will be very profitable. * Respectfully yours, 0. HuNGERFoRD, Chairmarij N. M. Woodruff, Joseph Mullin, Edmund Kirby, J. F. Hutchinson, Jerre Carrier, Samuel Buckley. Wm. Dewey, Secretary. Watertown Railroad Committee. i I 39 r of such may be ese state- ly similar itiny will Kingston lan. AN ACT TO INCORPORATE THE " WOLFE ISLAND, KINGSTON AND TORONTO RAILROAD COMPANY." Whereas it is desirable for the general benefit of the country, that a chain of Railway should be constructed from the Western extremity of the Province, along the North side of Lake Ontario to Montreal : And Whereas the proposed line of the Great Western Railroad Company is the proper and most eligible route for such a work from the said Western ex- tremity of the Province to the town of Hamilton in the Gore District : and whereas it is proposed to extend the said line of the Great Western Railroad from the town of Kingston in the Midland District, to the city of Toronto in the Home District : and whereas it is also proposed to extend a branch of the said Railroad from the town of Kingston, across Wolfe Island in the Midland District : and whereas, Henry Gildersleevc, Wil- liam Wilson, Anthony B. Hawke, Charles Stuart, James Brown, Junior, Samuel Rowlands, Alexander Campbell, and others, have petitioned for the passing of a law incorporating a Joint Stock Company for the purpose of constructing a single or double track wooden or iron Rail Road or Way, from the town of Kingston in the Midland District, to the city of Toronto in the Home District : and whereas it is expedient to Incorpor- ate a Joint Stock Company for the purposes hereinafter named : Be it therefore enacted, etc., That Henry Gildersleeve, William Wilson, Anthony B. Hawke, Charh^s Stuart, James Brown the younger, Samuel Rowlands, Alexander Campbell, William Jas. Chaplin, George Hudson, John Moss, Matthew Wyiclli, Abel Lewis Gower, Gregory Scale Walters, Henry John Enthoven, Thomas Smith, Samuel Laing, Peter Buchanan, Sir Allan N. Macnab, George S. Tiffany, Robert W. Harris, Henry Mc- Kinstry, PeterCarroll, John TuckerWilliams, Edmund Murney, Adam H. Meyers, John A. Macdonald, Malcolm Cameron, James B. Ewart, the Honorable John Hamilton, John Counter, Francis A. Harper, Colin Miller, George B. Hall, Henry Smith the voune-er. and Beniamin Seymour, with all such other per- F I '^i ■ \ i B I 40 sons as shall become stockholders in such Joint Stock or Capital as is hereinafter mentioned, sliall he and are hereby ordainful, constituted and declared to be, a body corporate and politic in fact, by and under the name and style of " The Wolfe Island, Kingston and Toronto iiailroad Company," and by that name they and their successors shall and may have continued succes- sion, and by such name shall be capable of contracting and being contracted with, of suing and being sued, of pleading and being impleaded, answering and being ansAvered unto, in all courts and places whatso'^ver, in all manner of actions, suits, com- plaints, matters ;■ id concerns whatsoever, and they and their successors may and shall have a common seal and may change and alter the same at their will and pleasure, and also that they and their successors by the same name of " The Wolfe Island, Kingston and Toronto Railroad Company," shall by law be capable of purchasing, having and holding to them and their successors, any estate, real or personal, or mixed, to and ;or the use of the said Company, and of letting, conveying or otherwise departing therewith, for the benefit and on account of the said Company, from time to time, as they sliall deem necessary and expedient ; provided always, nevertheless, that the real estate to be held by the l aid Company shall be only such as may be required to be held by them for the purpose of making, using, and preserving the said Railroad, and for objects immediately connected therewith. And be it enacted. That the said Company, and their agents or servants, shall have full power under this Act to lay out, con- struct, make and finish a double or single ir< . or wooden Rail Road or Way, at their own costs and charges, on and over any part of the country lying between the said town of Kingston and the said city of Toronto, and to take, convey and transport thereon, passengers, goods and property, either in carriages used and propelled by the force of steam or by the force of animals, or any other mechanical or other power, or by any combination of power which the said Company may choose to employ. And be it enacted. That the said Company are hereby em- powered to contract, compound, compromise and agree with the owner or owners, occupier or occupiers of any lands upon which they may determine to construct the said Railroad, either by purchase of so much of the said land and privileges as they shall require for the purposes of the said Company, or for the damages which he, she or they shall and may be entitled to receive of the said Company, in consequence of the said Rail- or Capital ordained, I politic in Ife Island, that name cd succes- and bein^ and being all courts Liits, com- and their ay change 3 that they Ife Island, by law be and their ind /or the otherwise )f the said issary and real estate as may be tig, using, mediately leir agents J out, con- loden Rail over any igston and transport carriages le force of •r by any lay choose ereby em- igree with inds upon »ad, either es as they or for the entitled to said Rail- 41 road being made and constructed in and upon his, her or their respective lands, and in case of any disagreement between the said Company and the owner or owners, occupier or occupiers, I as aforesaid, it shall and may be lawful, from time to tnue, for such owner or occupier so disagreeing with the said Company, either upon the value of Jie lands and tenements, or private privileges proposed to be purchased, or upon the amount of damages to be paid to them as aforesaid, to nominate and ap- point one indifferent person, and for the said Company to nom- inate one other indifferent person, who, together with one other person to be chosen by the persons so named before proceeding to business, or in the event of their disagreement as to the choice of such other person, to be appointed by the Judge of tiie Dis- trict Court for the District in which the lands are situate be- fore the others proceed to business, shall be Arbitrators to award, determine, order and adjudge the --spective sums of money which the said Company shall pay to the respective persons entitled to receive the same, the award of a majority of whom shall be final ; and the said arbitrators shall be and are hereby required to attend at some convenient place in the vicnnty of the said intended Railroad, to be appointed by the said Com- pany, after eight days' notice given for that purpose by the said Company, then and there to arbitrate and award, adjudge and determine such matters and things as shall be submitted for their consideration by the parties interested ; and that each arbitrator shall be sworn before some one of Her Majesty's Jus- tices of the Peace in and for the District in which the subject matters of the said disagreement shall originate, any of whom may be requir-d to attend the said meeting for that purpose, well and truly to assess the damages between the parties accor- ding to the best of his judgment : Provided always, that any award made under this act shall be subject to be set aside on application to the Court of Queen's Bench, in the same manner and on the same grounds as in ordinary cases of submission by the parties ; in which case a reference may be again made to arbitration as hereinafter provided. And be it enacted, That whatever sum of money may be finally awarded to any person or persons for compensation for pro} ■ .y required to be occupied, or for damages occasioned by the interference of the said Company with his or their rights or privileges, shall be paid within three months from the time of the same being awarded ; and in case the said Company shall fail to pay the same within that period, then their right to assume any such property, or commit any act in respect of I 42 which sum of money was awarded, shall wholly cease; and it shall be lawful for the proprietor to resume his occupation of such property, and to possess fully his rights and privileges in respect thereof, free from any claim or interference from the said Company. And be it enacted, That where an award shall be made for more money as an indemnification or satisfaction for any lands, grounds, hereditaments, or property, or for any damages done to any lands, tenements, hereditaments, or property, of any person or persons wJiomsoever, than had previously been offered by or on behalf of the said Company, then all the expenses of holding the said Arbitration (wliich shall be settled by the Arbitrators) shall be defrayed by the said Company ; but if any award shall be given for the same or a less sum than had been previously offered by and on behalf of the said Com- pany, or in case no damages shall be awarded (when the dispute is for damages only) , then, and in every such case, the costs and expenses shall be settled in the like manner by the arbitrators, and paid by the party or parties with whom the said Company shall have had such dispute; which said costs and expenses having been so settled, shall and may be deducted out of the money so awarded, when the same shall exceed such costs and expenses, as so much money advanced to and for the use of such person or persons, and the payment or ten- der of the remainder of such sum shall be deemed and taken, to all intents and purposes, to be a payment or tender of the whole sum so awarded to be paid by the said Company to such person or persons as aforesaid. And be it enacted. That whenever any lands or grounds required by the said Company for the purposes of the said Railroad are held or owned by any person or persons, bodies politic or corporate or collegiate, whose residence may not be within this Province, or unknown to the said Company, or where the titles to any such lands or grounds may be in dispute, or when the owner or owners of such lands or grounds are un- willing or unable to treat with the said Company for the sale thereof, or to appoint arbitrators as aforesaid, or refuse or neglect so to do for the space of one calendar month after hav- ing been thereunto required by the said Company, it shall and may be lawful for the said Company to nominate one indiffe- rent person, and for the Judge of the District Court for the District in which such lands are situate, on the application of the said Company, to nominate and appoint one other indiffe- rent person, who, together with one other person to be chosen ! ; and it )ation of ileges in from the nade for ly lands, g'es done , of any ly been I all the )e settled )mpany ; um than id Com- rhen the case, the r by the horn the aid costs ieducted II exceed d to and t or ten- d taken, 2r of the i to such grounds the said 3, bodies Y not be 3any, or dispute, are un- the sale efuse or fter hav- ball and ! indiffe- , for the nation of r indiffe- e chosen 43 by the persons so named before proceeding to business, or, in the event of then- disagreement as to the choice of such other person, to be appoinU'd by the said Judge ])efore the others proceed to business, shall be Arbitrators to award, determine, and adjudge, and order the respective sums of money which the said Company shall pay to tlie respective persons entitled to receive the same ^r the said lands or grounds or damages, as aforesaid, and the decision of tiie majority of such nrbitrators shall be final, w^- ' > said •..mount so awarded the said Company are to pay or u. > be paid to the several parties entitled to the same, VN^h ■.! landcd ; and also that a record of such award or arbit< ' - . shall be made up and signed by the said arbitrators or a majority of them, specifying the amo\int of such award and the cost of such arbitration, which may be settled by tlie said arbitrators or a majority of tliem, which record shall be deposited in the Registry office of the County in which such lands or grounds are situate ; and also that the expense of such arbitration sliall be paid by the said Company, and by them deducted from the amount of such award on payment thereof to the parties entitled to receive the same. And bf it enacted, That whenever any lands or grounds required to be used or occupied l)y the said Company shall be held under mortgage, it shall and may be lawful to and for the said Company to nominate one indifferent person, and for the Judge of the District Court for the District in which such lands are situate, on the application of the said Company, to nominate and appoint one other indifferent person, who, toge- ther with one other person, to be chosen by the persons so named before proceeding to business, or, in the event of their disagreeing as to the choice of such other person, to be appoin- ted by the said Judge before the others proceed to business, shall be Arbitrators to decide on and assess the value of the said lands or grounds, or the amount of damages to be paid to the owners thereof as aforesaid; and upon such decision or award, the said Company shall pay or cause to be paid the amount of such award to the mortgagee as a payment for and on account of the said mortgage; and upon such paymerit being So made, the mortgagor and mortgagee are hereby requi- red and compelled to join in conveying the said lands or grounds to the said Company and their successors : Provided always, that when the amount of such award shall exceed the amount secured or payable on such mortgage, the said Com- pany, after the amount due on such mortgage, shall pay of m 44 cause to be paid the balance of (lie said award to tlio morl^'ag'or or othf . j.'s.rty entitled to receive tlie same. And ^' t enacted, That if the said double or single iron or wooden ii.iil Road or Way sliall pass through any tract of land or property belonging to or in possession of any tribe of Indians in this Province, or if any act occasioning damage to their property or their possessions, sliall he done under the authority of this Act, compensation shall be made to them therefor, in the same manner as is provided with respect to the property, possession, or rights of other individuals ; and that whenever it shall be necessary that arbitrators shall be chosen by tlie parties for settling the amount of such compensation, the chief officer of the Indian Department within this Province is hereby autho- rized and required to name an arbitrator on behalf of the said Indians, and the amount which sliall be awarded in any case shall be paid, where the said lands belong to any tribe or body of Indians, to the said chief officer, for the use of such tribe or body. And be it enacted. That whenever it shall be necessary for the said Company to occupy any part or parts of the land or ground belonging to the Queen's Majesty, or which may at any time heretofore have been specially set apart and reserved, or which arc designated or conunonly known as Crown Lands, or lands reserved for military purposes, they shall first apply for and obtain the license or consent of her said Majesty, her heirs or successors, under the hand and seal of the Governor or person administering the Government of this Province for the time being, and having obtained such license and co.isent, it shall and may be lawful for them at any time or times to enter into or upon, have, hold, use, occupy, and enjoy, any part or parts of the said lands or grounds for the purposes of this Act, or for any other purpose connected therewith. And be it enacted, That after any lands or grounds shall be set out or taken as aforesaid by the said Company, for the purpose of making and completing the said double or single wooden or iron Rail Road or Way, or for other purposes and conveniences aforesaid, it shall and may be lawful for all bodies politic, corporate, or collegiate, corporations, commu- nities, guardians, executors, administrators, trustees, and all other persons whomsoever, not only for and on behalf of them- selves, their heirs and successors, but also for and on behalf of those they represent, whether infants, issue unborn, lunatics, idiots, feme covert, or other person or persons who are or shall be seized, possessed of, or interested in any lands or grounds lorl^'ag'or e iron or ;t of land f Indians to thoir mthority srcfor, in iroperty, enever it iG parties cf officer )y autlio- tlie said any case or body . tribe or ssary for land or may at •eserved, 11 Lands, St apply ?sty, her Jovernor ince for coiisent, times to oy, any poses of ds shall , for the >r single OSes and for all commu- and all )f them- 1 behalf unatics, or shall grounds 45 which shall be rec iired as aforesaid, or any part thereof, to contract for, sell and convey to the said Company, their suc- cessors or assigns, all or every part of such lands or grounds which may from time to time l)e required as aforesaid ; that all contracts, agreenu^nts, sales, conveyances, and assurances, so to be i!iade, shall be valid and ellectual in law to all intents and purposes whatsoever, any law, statute, usage, or custom, to the contrary thereof in any wise notwithstanding ; and all bodies corporate, politic, or collegiate, and all persons whatso- ever, so conveying as aforesaid, are hereby indenmified for what he, she, or they, or any of them, shall respectively do by virtue of or in pursuance of this Act. And be it enacted. That all Deeds and Conveyances for lands to be conveyed to the said Company for the purposes of this Act, shall and may, as far as the title to the said land or the circumstfinces of tiie party making such conveyance will admit, be made in the form given in the Schedule of this Act marked A, and all Registrars are hereby required to enter in their Registry book such Deeds on the production thereof and proof of execution, without any Memorial, and to minute such on the said Deed ; and the said Company are to pay to the said Registrar for so doing the sum of two shillings and six pence and no more. And be it enacted. That the said Company shnl) have full power and authority to explore tlie country lying between the said town of Kingston and the said city o^ Toronto, and to des- ignate and establish, and f'^r the said Company to take, appro- priate, have, hold, to and for the use of them and their succes- sors, the line and boundaries of a double or single Railroad, with the necessary tdways to connect the said town of King- ston with the said city of Toronto, and for the purposes afore- said, the said Company and their agents, servants and work- men, are hereby authorised and empowered to enter into and upon the lands and grounds of Her Majesty, her hens and suc- cessors or any other person or persons, bodies politic or corporate, and to survey ar ^^ take levels of the same or any part thereof, and to set out and ascertain such parts thereof as they shall think necessary and proper for making the said double or sin- gle Railroad, and all such matters and conveniences as they shall think proper and necessary for making, effecting, preserv- ing, improving, completing, and using the said intended Ran- road, and also to make, build, erect and set up in and upon the route of the said Railroad, or upon the line adjoining or near the same, al? such works, ways, roads and conveniences I. 46 as the said Company shall think requisite and necessary tor the purposes of the said Ruihoad, and also from time to time to alter, repair, amend, widen or enlarge the same or any other of the conveniences ahove mentioned, as well for carrying- and conveying of all manner of materials necessary for making, erecting, furnishing, altering or repairing, widening t)r enlarg- ing the works of or belonging to the said Railroad, and ako to place, lay, work and manufacture the said materials on the ground near to the place or places when; the said works or any of thern are or shall be intended to be made, erected, repaired, or dr .o, and .to build and construct the several works and erec- tions belonging thereto, and also to make, maintain, repair and alter any fences or passages under or through the said Railroad or which shall communicate uierewith, and to construct, erect and keep in repair any piers, arches or other works in and upon and across any rivers or brooks, for making, using, main- taining and repairing the said Railroad and side paths, and also to construct, make and do all other matters and things which they shall think necessary and convenient for the mak- ing, effecting, preser»'ing and improving, completing and using the said Railroad in pursuance of and within the true meaning of this Act, they the said Company doing as little damage as may be in the execution of the several powers to them hereby granted, and making satisfaction in the manner hereinbefore meiitioned, for all damages to be sustained by the owners or occupiers of such lands, tenements and hereditaments. And be it enacted. That the said Company or their agents or servants at any time after the passing of this Act, under and by virtue of its provisions, shall not, in constructing, building and finishing a double or single iron or wooden Rail Road or Way as aforesaid, on any part or portion of the country lying between the said town of Kingston and the said city of Toronto, in any degree interfere with, or encroach on any fee simple right or private easement or privilege of any individual now holding or enjoying the same or entitled thereto, without per- mission first had and obtained, either by consent of the owner thereof, or by virtue of the reference authorized by this Act. And be it enacted, That the double or single Rail Road or Way, and all materials which shall be from time to time got or provided for constructing, building or repairing the same, and all tolls on goods, wares and merchandize, or passengers as hereinafter mentioned, shall be and the same are hereby vested ill the said Coxiipany and their successors forever. And be it enacted, That so soon as the said double or single 47 iron 01- Wc len Rail Road or Wf,y shall be so far completed as to be capal)le of being used, it shall and may be lawful for the said Company throufrh their President and Directors from time to time to fix and regulate the tolls and charges to be received for transportation of all goods, wares, merchandize and pas- sengers thereon, or any other convenience, erection or improve- ment, built, occupied or owned by the said Company, to be used therewith, and it shall and may be lawful for them to ask, demand, receive, lecover and take the said tolls, dues or char- ges, to and for their own proper use and benefit, and also that they shall have full power to regulate the time and manner in which goods and passengers shall be transported, taken and carried on the said double or single iron or wooden Rail Road or Way, as well as the manner of collecting all tolls and dues on account of transportation and carriage, and shall have power to erect and maintain such toll houses and other buildings, for the accommodation and proper transaction of their business, as to them may seem necessary. And be it enacted. That whenever it shall be necessary for the said single or double Rail Road or Way to intersect or cross any stream of water or water-course, or any road or h nway lying in the route thereof, between the said town of Kingston and the said city of Toronto, it shall and may be lawful for the said Company fo construct their single or double Railroad across or upon the same : Provided always, that the Company shall restore the stream, or water-course, or road, or highway, thus intersected, to its former state, or in a sufficient manner not to impair its usefulness, and shall, moreover, during the continuance of this Company, make and repair sufficient fences upon the line or route of their said single or double Rail Road or Way. And be it enacted. That when the said single or double Rail Road or Way shall cross any public highway, the ledge or flange of such Railway, for the purpose of guiding the wheels of the carriages, shall not rise above the level of such road, nor sink i)elow the level of such road, more than one inch ; and that when any bridge shall be erected or made by the said Company, for the purpose of carrying the said double or single Rail Road or Way over or across any publio way, the span of the arch of such bridge shall be formed, and shall at all times be and be continued of such breadth 'as to leave a clear and open space under every such arch of not less than fourteen ^cci and of ?• heio'bt from the surface of such ^^ublic liisfhway to the centre of such arch of not less than twelve feet, and the 48 descent over any such bridge shall not exceed one foot in ten feet, and that in all places where it may be necessary to erect, build or make any bridge or bridges for carrying any public carriage road or highway over the said double or single Rail Road or Way, the ascent of every such bridge for the purpose of every such road shall not be more than one foot in ten feet, and a good and sufficient fence shall be made on each side of every such bridge, which fence shall not be less than four feet above the level of such bridge. And be it enacted, That in all cases where the said intended double or single Rail Road or Way shall cross any public highway or level, the said Company shall erect and at all times maintain a good and sufficient gate on each side of the said public highway where the said double or single Rail Road or Way shall communicate with such public highway, which gate shall be constantly kept shut except at such times as waggons, carts and other carriages passing along the said double or single Rail Road or Way shall have to cross such public highway, and they shall be opened only for the purpose of letting such waggons, car^ and other carriages pass through, and every driver or person entrusted with the care of any waggon, cart, or othei* carriage, shall and is hereby directed to cause the said gates, and each of them, to be shut as soon as such waggon, cart, or other carriage, shall be passed through, under the penalty of five shillings, currency, to be recovered before any magistrate. And be it enacted. That if any person or persons shall ( ^ or cause to be done, any act or acts whatsoever, whereby any building, work, or construction of the said Company, or any engine, machine, or structure, or any matter or thing apper- ta' n^ to the same, shall be stopped, obstructed, impaired, \iv i^ied, injured, or destroyed, the person or persons so of- fendmg shall forfeit and pay unlo the said Company double the amount of damage sustained by means of such oflfence or injury, to be recovered in the name of the said Company by action of debt to be brought in any Court of Record in that part of the Province formerly Upper Canada. And be it enacted. That the property, aiTairs and concerns of the said Company shall be managed and conducted at the said town of Kingston by nine Directors, one of v/hom shall be chosen President, who shall hold their office for one year, which said Directors shall be Stockholders to the amount of at least twenty shares, and four of whcm, besides the President, shall be residents of the town of Lrngston, or within seven M ! 49 milos tliorcof, and be elected on the first Monday in the month of June in each and every year at the town of Kingston, at such time of the day as a majority of the Directors for the time being shall appoint, and public notice thereof shall be given in any newspaper or newspapers puldisned in the Midland, Newcastle, and Home Districts, at least one month previous to the time of holding the said election, which shall be held and made by such of the Stockholders of the said Company as shall attend for that purpose in their own proper persons or by proxy, and all elections for such Directors shall be by ballot, and the persons who shall have the greatest number of votes at any election shall be Directors; and if it shall happen at any such election that two or more shall have an equal number of votes, in such manner that a greater number of persons than nine shall, by plurality of votes, appear to be chosen Directors, then the said Stockholders, hereinbefore authorized to hold such election, shall proceed to elect by ballot until it is deter- mined which of the said persons so having an equal nurrber of votes shall be Director or Directors, so as to complete the whole number of nine; and the said Directors, so chosen, as soon as may be after the said election, shall proceed in like manner to elect by ballot one of their number to be President ; and if any vacancy or vacancies shall at any time happen among the Directors, by death, resignation, or removal from the Province, such vacancy or vacancies shall be filled for the remainder of the yeai in which they may happen by a person or persons to be nominated by a majority of the Directors. And be it enacted. That in case it shall happen that an elec tion of Directors should not be made on any day when pur- suant to thi^ Act it ought to have been made, the said Company shall not for that cause be dissolved, but it shall and may be lawful on any day to hold and make an election of Directors in such manner as shall have been regulated by the By-laws and Ordinances of the said Corporation. And be it enacted. That each Stockholder shall be entitled to the number of votes proportioned to the number of shares which he or she shall have had in his or her own name at least one month prior to the time of voting, according to the follow- ing votes, that is to say, one vote for each share not exceeding four, five votes for six shares, six votes for eight shares, seven votes for ten shares, and one vote for every five shares above ten. . . , • r • the majority, shall have power to make and subscribe such y I 50 rules and regulations as to them may appoa'- needful and pro- per touching the managcincMit and disposition of the stock, property, estate and eilects of the said Company, and touching the duty of the olFicers, clerks and servanls, and all such other matters and things as appertain to the husiness of the said Company and shall also have power to appoint as nuany offi- fic -rs, clerks and servants, for carrying on the said husiness, with such salaries and allowances as to them sludl seem lit. And be it enacted. That on the second Monday in the month of September next, a meeting of the Stockholders shall be held at the town of Kingston, who, in the manner hercMubefore pro- vided, shall proceed to elect nine persons to be Directors, who shall elect, by ballot, one of their number to l)e their President, and who shall continue in office until the next annual meeting of the said Company, and who during sucli continuance in office, shall discharge the duties of Directors ir ihe same manner as if they had been elected at the annual election : Provided always, that if shares to the amount of je25,000 shall not be ta^ken, then the said meeting shall not be held until that amount of stock shall have been taken up, and at least tliirty days' notice thereof given in any paper o- papers published in the said District. And be it enacted. That the whole Capital Stock of the said Company, inclusive of any real Instate, which the said Com- pany may have or hold, by virtue of this Act, shall not exceed in value one million pounds, wliich amount shall be raised by the parties hereinbefore named, and by such other person or persons, who may, after the passing of this Act, become sub- scriber or subscribers towards uuch Stock, and be held in forty thousand shares of twenty five pounds each ; and that the shares of the Capital Stock be deemed personal property, anJ may, after the ^ i instalment thereon shall have been paid, be transferred b> the respective persons subscribing and holding the same, to any other person or person , and such transfer shall be entered in a book or books to be kept for that purpose by the said Company. And be it enacted. That no Stockholder in the said Company shall be, in any manner w^iatsocver, liable for or charged with lue payment of any debt or demand due by the said Company beyond the extent of his, her, or their sliare or shares in the Capital of the said Company not paid up. And be it enacted, 1 H so soon as Directors have been appomted as aforesaid, it sliall and may be lawful for them to call upon the Stockholders of the said Company, by giving 51 sixty days' notice thereof in any newspaper pulilislied in each of the said Districts, for an instahncnt of five per cent, upon each share which they or any of (hrni niiy respectively suh- scribe for; and that tht ef^'ue of the amount of the shares of the Stockholders sliall payable by instalments at such tnues and in such proportic as tlie Director, of the said Com- pany may see fit, so as no such instalment shall exf-eed five per cent, nor become payable in less than thirty days after pub- lic notice in the newspapers aforesaid : Provided always, that the said Directors shall not commence the construction of the said Rail Road or Way until tlie said first instalment shall be paid in. ri > i 1 1 And be it enacted, That if any Stockholder or Stockholders as aforesaid, shall ref'ise or neglect to pay at the time required, ar y such instalment or instalments as shall be lawfully required by the Directors, as due and payable upon an> share or shares, such Stockholder or Stockholders so refusiu"- or neglecting, shall forfeit such share or shares as aforesaid, wiiii any amount that shall have been previously paid thereon, and that the share or shares so forfeited, may ' o sold by the said Directors, and the sum arising therefrom, together with the amount previously paid thereon, shall be accounted for and applied in like man- ner as other moneys of the said Company : Provided always, that the purchaser or purchasers shall pay the said Company, the amount of the said instalment required, over and above the purchase money of the share or shares so purchased by him, her or them, as aforesaid, immediately after the sale, and before they shall be entitled to the certificate of the transfer of such shares so purchased at aforesaid : Provided ahvays, that thirty days' notice of the ':-ale o^ such forfeited shares shall be giver, in any newspaper puolished in each of the said Districts, and that the instalments due may be received in redemption of any such forfeited shares at any time before tiie day appointed for the 9 n 1 o 1 1 IP re o I And be it enacted, That it shall be the duty of the Directors to make annual or seun-annual dividends of so inuch of the j?vofitr of the said Company, as to them or a majority of them shall se ) i advisable, and that once in each year, an exact and particular statement ^ all be rendered of the state of theii affair" debts, credits, profits and losses, such statement to appear in <>3 books, and to be open to the perusal of any stockholder, a. his or her reasonable r'^quest, which said statement, attested on oath, shall be submitted annually to the three branches of the I -^gis- lature, within thirty days alter the opening of each sessioii of m 52 the Provincial Parliament, as also a statement of the tonnage of goods and number of passengers that have been conveyed along the said Railroad. And be it e.:acted, That whenever the sum of ^£250. 000 of the Capital Stock of the said Company shall have been paid up, and expended in the construction of some part or parts of the said Railroad, it shall and may be lawful for the President and Directors of the said Company, being thereto authorized by a general meeting of the Stockholders to be called for that purpose, to borrow, by way of loan, from such party or parties as shall be willing to advance the same, and at the lowest rate of interest at which it can be got or procured, such sum or sums of money, not to exceed the balance of the Stock not paid in, for the purpose of carrying on and completing the said Railroad, arid the said road or such parts thereof as may be constructed, with the income of Tolls arising therefrom, after paying the necessary expen- s of conducting the business thereof, and also the repairs lereof, may be pledged as security for the payment of the principal money so borrowed, and the interest thereof. And be it enacted. That the said Railroad which the said Company are by this Act authorirsed to make, shall be com- menced within four years from the passing of this Act ; other- wise the said Act, and every matter and thing therein contained, shall cease and be utterly void ; and the said Railroad shall be completed and fit for puljlic use within ten years from tlie pass- ing of this Act, cherwise this Act shall cease to have force and effect with regard to such parts of the said Railroad as shall not then be completed, but cshall remain in force with regard to such parts of it as shall then be completed and in use. And be it enacted. That if any action or suit shall l)e brought against any person or persons, for any matter or thing done in pursuance of this Act, such action or suit shall be brought within six calendar months after the fact committed, and riot afterwards, and the defendant or defendants in such action or suit may plead the general issue, and give this Act and the special matter in evidence on the trial. And be it enacted, That this Act shall be deemed and taken to be a public Act, and as such, shall be judicially noticed by all Judges, Justices of the Peace, and other persons, without being specially pleaded. And be it enacted. That notwithstanding the privileges hereby granted and confirmed, the Legisiatuie may a'tanv time hereafter make such addition to this Act, or such alterations of 53 inage of ed along 0,000 of sen paid parts of resident thorized for that " parties t^est rate or sums paid in, ailroad, tructed, ing the of, and for the interest the said >e com- ; other- itained, shall be le pass- rco and lall not gard to arought ione in )rought md not ;tion or md the any of the provisions thereof, as they may think fit and proper, for affording just protection to the public, or to any person or persons, bodies politic or corporate, in respect to their estate, property or rights, or any interest therein, or any advantage, privilege, or convenience connected therewith, or in respect to any way or right, public o» private, that may be affected by any of the powers given by this Act. And be it enacted. That the Company by this Act incorpo- rated may, at any time within four years from the day of passing thereof, extend their line of Railroad from the said town of Kingston to the boundary line of the Province of Can- ada, opposite Cape Vincent in the State of New York, one of the United States of America, in manner following, that is to say: by means of steam communication (for the purposes of the said road only) from the said town of Kingston to any point on the noithcrn shore of Garden Island, and thence by Rail- road across the said Garden Island, and across a small channel of the Rive r St. Lawrence to Wolfe Island, and thence across Wolfe Island to any convenient point on the southern shore of the said Wolfe Island, and thence by means of steam commu- nication (for the purposes of the said road only) to the boun- dary line of the Province, opposite Cape Vincent, as aforesaid. And be it enacted. That if the said Company shall deter- mine to extend their line of road, as provided for in the fore- going section, they shall cause thirty days' public notice to be given in all the newspapers printed and published in the town of Kingston, of such intention, and the line of road shall be thereupon considered to be extended accordingly, and all the clauses, provisions, and enactments of this Act shall thereupon be held to be extended to such increased line, as fully, to all intents and purposes, as though tho same had been originally included in the route of the said Road. I taken iced by dthout vilegeg y time ions of '^^ 54 n^r Schedule A. Form of Conveyance, Know all men by these presents, that I, A. B. of do hereby, m consideration of (here state the purchase-money) paid to me by the Wolfe Island, Kingston and Toronto Rail- road Company, the receipt whereof is hereby acknowledged, grant, bargain, sell, convey, and confirm, unto the said Wolfe Island, Kingston and Toronto Railroad Company, their suc- cessors and assigns, forever, all that certain tract or parcel of land situate (here describe the land) , the same having been selected and laid out by the said Company for the purposes of their Road : To have and to hold the said land and premises, together with the hereditaments and appurtenances thereto, to the said Wolfe Island, Kingston and Toronto Railroad Com- pany, their successors and assigns, forever. Witness my hand and seal this day of ■ 18 . Signed, sealed and delivered > L * -J in presence of C I! — , do loney) , Rail- ledged, 1 Wolfe sir suc- ircel of g- been OSes of emises, eto, to I Com- ^—. 11 I—-!— 'r tHLiH i y