. J A 
 
 PROSPECTUS 
 
 OF THE 
 
 (;KEAT PRTHERlll KilLWAY 
 
 (OIF 0^2Sr^3D-A.) 
 
 Incorporated by Act of the Parliament of the Dominion of 
 Canada, 1892, Chap. 40. 
 
 CAPITAL STOCK - - $3,000,000 
 
 QUEBEC 
 
 PRINTED BY L. J. DEMERS <fe FRERE 
 
 1894 
 
 
■^ 
 
PROSPECTUS 
 
 OF Tin-: 
 
 mm mmm iiiiLWyiy 
 
 (OIP OJ^l<TJ^lDJ^) 
 
 Incorporafed by Ad o} the Parliament of the Dominion of 
 Canada, 1892, Chap. 40. 
 
 CAPITAL STOCK - - $:iMO(hOOO 
 
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 QUEBEC 
 
 ', PRIiSfTEI) BY L. J. DEMEHS X- FREKE 
 ' 1894 
 
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FRO^PECTUS 
 
 OF THE 
 
 •VI 
 
 •iVj-' ' 
 
 GREAT NORTHERN RAILWAY 
 
 (OF CANADA) 
 
 The Great Northern Railway Company was incorpoiated by an 
 act of the Parliament of the Dominion of Canada, ])a.ssed in the 
 year 1892, ;")5-56 Vic., Chap. 40, which amended and consolidated 
 the previous Dominion and Provincial acts concerning the Com- 
 pany. 
 
 The charter authorizes the construction of a railway from the 
 town of Hawkesbury, in the Province of Ontario, including a 
 bridge over the river Ottawa near Hawkesbury, to a point on 
 the Quebec and Lake St. John Eailway, in the vicinity of 
 the city of Quebec, a distance of about 226 nules, 18 miles of 
 which have been completed and accepted by the Dominion and 
 Provincial Governments. For the present, it is intended to build 
 only 110 miles additional, as that mileage will sutfico, by utilizing 
 68 miles of the Quebec and Lake St. John, and 40 miles of the 
 Lower Laureutian, to make the required connection between Quebec 
 and Hawkesbury. At Hawkesbury the line will connect with the 
 Canada Atlantic Railway for Ottawa, and thence by its extension, 
 — the Ottawa Arnprior and Parry Sound Railway, — with Pairy 
 Sound on Lake Huron. These several links will form a new trunk 
 
line, 550 miles in len<,'tli, betwoon Quebec and Parry Sound, made 
 up as followH : 
 
 Miles 
 The Quebec and Lake St. John Railway runs for the 
 first 58 miles from Quebec in a nearly westerly direction ; 
 as far as Ki viere a IMei're .1 unction 58 
 
 From Hi viere a Pierre westward, the Lower Laurentian 
 Railway is completed, to St. Tite Junction, near the 
 River St. Maurice 40 
 
 A new link is being constructed from St. Tite to Sto. Ju- 
 lienne near Joliette, about 75 
 
 From Ste. Julienne to St. Jerome, the Great Northern 
 Railway is built 18 
 
 A new link will have to be built from St, Jerome to Gren- 
 ville, on the River Ottawa, and a bridge over that River 
 to Hawlcesbury, where a favorable location (.an be had... 35 
 
 From Ilawkesbury, the Canada Atlantic Railway is con- 
 structed to Ottawa, a distance of 84 
 
 From Ottawa, the Ottawa, Arnprior and Parry Sound Rail- 
 way is under construction to Parry Sound, on the Geor- 
 gian Bay 240 
 
 o* 
 
 Total miles 550 
 
 of which 22C miles will be in the Province of Quebec, 
 116 of which are built, leaving only two small links, of 
 75 miles and 35 miles, to build, to com])lete the line from 
 Quebec to Hawkesbnry, * 
 
 ; I : : t- ' 
 
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 ' t 
 
advanta(;ks. 
 
 The advaiifagos of this lino will he as f iHows : 
 
 When completed, it will he ahout SOO miles shorter from Duluth 
 to Liverpool, via Tarry Sound and Quel)ec, than hy the lakes, 
 Buffalo and New York, namely : 
 
 Via BiTrFALO. 
 
 Miles, 
 Duluth to Buffalo (lake navigation) 097 
 
 Buff-alo to New York (N. Y. Central R. R) 450 
 
 New York to Liverpool ol30 
 
 4577 
 
 Via Parky Sound. 
 
 Duluth to Parry Sound (lakes)... 575 
 
 Parry Sound to Quebec, (rail) 550 
 
 Quebec to Liverpool (via straits) 2650 
 
 3775 
 
 Difference in favor of Canadian route 802 
 
 Parry Sound, which is about midway between Duluth and 
 Buffalo, is the best harbor on the Georgian Bay. It is almost land- 
 locked, has deep water, and is on the direct route of vessels 
 from Chicago and Duluth going East. The great bulk of the 
 lake traffic now goes to Buffalo. That portion of it which 
 seeks an outlet by the Canadian railway system goes to Col- 
 lingwood and Owen Sound, the termini on the Georgian Bay of 
 the Grand Trunk and Canadian Pacific, respectively. Parry 
 Sound is 120 miles nearer to Montreal and Quebec than either of 
 these places, and the location and gradients of its line are so good that 
 the same motive power will be able to haul much greater tonnage 
 than that handled by trains from Gwen Sound and Collingwood. 
 
— 6 — 
 
 With theso iidviiiitiiges, tlie Wivvy Scmiul nnitc! must obtain the 
 liirgest .share of the Like business from Chioaj^o and Duluth, a 
 vesuU whicli will certainly nuike the Canada Atlantic and the 
 connection now prctposed the third jj;i'eat railway system of Canada. 
 Between Parry Sound and Ottawa tlnn-e is a vast area of pine timber, 
 hitlufrto untouched, beinti,' inaccessible by water, which will furnish 
 a heavy tnitrn; to the railway. At Arnja-ior, Renfrew, Ottawa and 
 Hawkesbury, this line will control the enormous business in deals 
 and sawn lumlx'.r done by the mills at these ]>laces. The Canada 
 Atlantic Railway controls all the mill sidings at Ottawa. The 
 paramount importance of this (piestion to the City of Quebec may 
 be judged from the fact that nearly two thirds of the lumber export 
 trade of Quebi'c, is now shipped by Quebec merchants, at Montreal, 
 where the shipments in 1892 were 172,000,000 feet, as against 
 123,000,000 from Quebec. The Canada Atlantic Railway has agreed 
 with the Great Northern, in the event of this project being cariied 
 through, to join in such rates of freight as will bring this trade to 
 Quebec. The manufacture of lumber at the mills in Ottawa and 
 vicinity in 1808 was as follows • 
 
 Ottawa : . . 
 
 Booths, 
 
 Bronsons & Weston, 
 
 Gilniour & Hugh,ston, 
 
 Buell, Hurdman & Co., 
 
 W. C. Edwards. 
 
 W. & R. Coiuoy. 
 
 Ahnpriok : 
 
 300,000,000 feet. 
 
 McLachlin Bros., 
 J. & R. Gillis, 
 Gillis Bros. 
 
 Hawkesbuuy & Rockland 
 
 1 
 
 , I 130,000,000 feet. 
 
 Hawkesbury Lumber Co., 
 W. C. Edwards & Co., 
 Sundry Mills. 
 
 110,000,000 feet. 
 
 i'H'-f ;"-.(;, 
 
 Total, 540,000,000 feet. 
 
-_7.- 
 
 This enormous quantity of luinbur is eiiual to 45,000 cur loads, 
 and if only one-third of it wore sent to (Quebec for shipment, the 
 freight wonld amount to 8270,000, which alone would suffice to 
 make a good revenue for the proposed railway. It will therefore 
 be seen at a glance how ini])(»rtant an item of tralhc this article 
 must become. 
 
 It already furnishes half ot the freight tiuffic of the Canada 
 Atlantic Railway, that road having carried last year 175 million 
 feet. 
 
 In the Province of Quebec, the proposed connection, from Gren- 
 ville (opposite Hawkesbury) via St. Jdrome and Ste. Julienne to 
 St. Tite, will run through a valuable country able to furnish a 
 large local traffic, and will serve a large population now living 
 at a distance from railway communication. A connection with 
 Three Rivers, which this project provides for, will enable that 
 City to get a share of the Western trade. The costly Louise Docks 
 at Quebec, will, by means of this line, obtain an immense trade in 
 Western grain and lumber, for which they are so well adapted, 
 and the city of Quebec will become the Eastern terminus and ship- 
 ping port of a new and important railway system, 550 miles in 
 length, offering the shortest route and best gradients to bring the 
 trade of Chicago and the West to the sea-boird. The Lake St. 
 John Railway has a grain elevator at Quebec, a frontage on the 
 Louise Docks a quarter of a mile in length, 350,000 feet of pro- 
 perty in the heart of the city, and ample terminal facilities to 
 handle thie business, in connection with ocean steamers of the 
 largest size. 
 
 The Louise Docks, which cost the government three millions of 
 dollars, offer the most excellent facilities for the transhipment of 
 the products of the west. Vessels of the largest tonnage can moor 
 alongside of the railway tracks, and so close to them that lumber 
 or othei goods may be handled from the car door on to the bulwark 
 of the ship, the water in the inner dock being always at the same 
 level. 
 
 To ensure the completion of this most important scheme — pro- 
 bably the most important for the Province of Quebec which has 
 
ever been proposed — there remains only tluf eonstruciioii of the two 
 small links of 75 and 35 miles, already alluded to. The Great 
 Northern Kailway Coni]iany owns the charter required to put in 
 these links, and its charter and fianchises are now held by the 
 Lake St. John Kailway Cora] any and a syndicate composed of the 
 leiding merchants of Quebec. 
 
 The Quebec and Lake St. John and Lower Laurentian Kailway 
 Companies are co-operating with the Great Northern in this pro- 
 ject, and ariangenients have been made with the Canada Atlantic, 
 Ottawa, xVrni)rior and Parrry Sound roads, and with the Northern 
 Pacific K. R. for the establishment of a through freight line from 
 the Northwest to Liverpool, via Parry Sound and Quebec. 
 
 The following figures, extracted fiom the annual reports of the 
 Boards of Trade of I>uluth, BulTalo and Montreal, will prove the 
 very great importance of this new outlet for the traffic of the North- 
 west. , . , 
 The trade of Lake Superior passing through the Sault Ste Marie 
 
 Canal in 1892, was 11,214,000 tons. 
 
 The shipping of the port of Montreal was. 1,151,777 " 
 Sault Ste. Mario Canals will have 20 and 21 feet of water. 
 St. Clair Flats (to Buffalo) 10 " " and 
 
 for a great ])art of the season only 15 feet. 
 Collingwood and Owen Sound have respectively 12 feet and 14 feet. 
 
 (NoTK. — A vessel carrying 4,0U0 tons witli a draught of 21 feet, to Parry, 
 Sound, will not carry much over 2,000 tons, with a draught of 16 feet, to 
 Butialo.) 
 
 DULUTH 
 
 <■. 
 
 The trade of Duluth in 1892, (including Superior) was : 
 
 Vessels arrived and cleared 5,422 of. 6,307,l-"'9 tons. 
 
 Wheat receipts 46,660,572 bushels. 
 
 Flourreceipts,b;irrels 5,0 18,846, equal to 25,000,000 
 
 The population of Duluth in 1880 was 3,470, in 1885, 18,000, 
 in 1891, 46,000, and in 1892, 57,500. During the same period 
 the valuation of the city increased from S79 1,000 to $35,000,000. 
 
 .U j. 
 
— 9 — 
 
 The average rate of freight by hike from Duluth to Buffahj in 
 ■■802, was o!, cents per hushel on wheat ami corn, and from Buf- 
 falo to New York by canal, 13 i cents per bushel, exclusive of 
 elevator charges. 
 
 The capacity of the grain elevators of Duluth in 1880, was 
 560,000 bushels, and in 1892, 21,800,000 bushels. 
 
 Sault Ste. Marie Canal 
 
 The traffic of the Sault Ste. Marie Canal, in 1892, wns : 
 
 Number of vessels up or down J2,r)80 
 
 Tonnage of vessels " " 10,647,20o tons 
 
 Tonnage of goods passing through Il,214,.'i3.'5 " 
 
 Bushels of grain " " 42,601,000 bushels 
 
 Tons of Iron ore " " 4,901,000 tons 
 
 Tons of coal 2,904,000 " 
 
 Flour , 5,418,000 barrels. 
 
 Buffalo 
 
 Vessels arrived and cleared 1 1 ,470 of. 9,560,000 tons. 
 
 Eeceipts of grain by lake 133,000,000 bushels. 
 
 Receipts of flour 9,746,000 l)bls, by lake, 
 
 equal to 48,000,000 
 
 Shipments of grain from Bulliilo by rail 80,142,000 " 
 
 canal.... 31,600,000. " 
 The export of grain and breadstuffs from 
 
 New York was 104,027,000 " 
 
 The capacity of grain elevators in BulVah) is... 15,130,000 " 
 
 .. .* : ' ' MoNTKKAL ■■ 
 
 Sea going vessels arrived in 1893 (clearances :. 
 
 not given) 804 of, - 1,151,777 tons. 
 
 Shijmients of grain 22,565,000 bushels. 
 
 Shipments of flour 047,484 bbls equal to...., 3,200,000 
 
— 10 — 
 
 London leads the world in water traffic. The whole world 
 sends vessels up the Thames, and yet the tonnage of the port of 
 London in 1892, a port open for 305 days in the year, though it 
 reached the enormous figure of 13,141,000 tons, was very little 
 greater than the tonnage of the Sault Ste. Marie canal, open only 
 seven months in the year, and not greatly in excess of the 9,500,000 
 tons of Buffalo, during the same limited season of navigation. 
 
 Governor Flower, of New York, in his last message to the State 
 Legislature, said, in advocating the deepening of the Erie Canal to 
 nine feet : 
 
 " To-day Canada aspires to contest with us for the traffic of the 
 great lakes. She has already spent upwards of $60,000,000 in 
 improving and building canals and in deepening channels. She is 
 constructing a new canal through her temtory at the Sault Ste. 
 Marie, and is making a channel, fourteen feet deep, all the way 
 from Lake Superior through the Welland Canal and St. Lawrence 
 Eiver to the sea. When that is completed, a two-thousand-ton 
 boat can go from Duluth to Montreal, Halifax or Liverpool. To 
 meet this competition the United States Government is making a 
 twenty-feet channel through the lakes to Buffalo. When that is 
 completed a three-thousand-ton boat 
 
 CAN COME AS FAR AS BUFFALO 
 
 and from that point freight must find a cheap and easy outlet to 
 the seaboard. Here is where New York's interest lies, and where 
 the necessity of utilizing the advantage of the Erie Canal is vital. 
 Think for a moment of the vast wealth centred now in the territory 
 surrounding the Great Lakes. Here in these states, is already 
 nearly half the population of the country. There has been no 
 parallel in history to the rapid development of this region. Its 
 industrial and commercial possibiHties are almost unlimited. The 
 great wheat fields of the world are there, great areas of timbered 
 land, immense deposits of iron, copper, and the precious metals. 
 The cities of this region must eventually be the greatest centres of 
 wealth and population in the country, and the natural pathway of 
 their products and those of the vast country beyond thera must 
 ever be through the Great Lakes to the East. Railroads alone : 
 cannot carry all the product of this region ; development would ., 
 be checked if dependence was alone upon them. But railways 
 
— 11 — 
 
 and waterways together, not antagonistic but mutually essential, 
 will, year by year, carry increasing burdens from these treasuries 
 of wealth to the seaboard, and take back the products which our 
 industries or commerce su})ply in return. The figures of the lake 
 commerce are filready startling. In 1889 the tonnage is said to 
 have been ten millions greater than the combined entries an'i 
 clearances of all the seaports of the Ihiited States, and three mil- 
 lions greater than the combined entries and clearances of Liver- 
 pool and London. Statesmanship would be shovt-sighted which 
 would fail to take consideration of these facts in outlining or 
 establishing a policy of state development. How to attract to and 
 through our own state this enormous traffic should be the subject 
 of cireful solicitude. To establish a ship canal is, in the opinion 
 of most persons who have given the suggestion careful consideration, 
 both impracticable and unwise. The most practicable suggestions 
 are contained in plans for increasing the tonnage of the Erie 
 Canal. " 
 
 The immense saving in distance, the opportunity to use vessels 
 on the lakes of gieater draught than those which it is now possible 
 to send to Buffalo, or to any of the existing railroad termini on 
 Lake Huron, the conse^ueijt economy in lake freights, and the 
 better gradients offered by this new line, combine to make the 
 advantages of this new route so great that it must become the 
 outlet of a very large share of the trade of the American North- 
 west. Although the St. Lawrence route, from its geographical posi- 
 tion, seems the natural channel for the trade of the Northwestern 
 States in the same latitude, it has heretofore failed to secure a 
 large proportion of the trade. Mr. Van Home, in a recent letter to 
 the shareholders of the Canadian Pacific Railway, stated that only 
 five ])er cent of the traffic of that road originated in the United 
 States. 
 
 But the additional advantages (jffered by the new route now pro- 
 posed are so great and so unquestionable that they must inevitably 
 change the direction of a large share of the trade, which now goes 
 from the Northwestern States to Great Britain, via Buffalo and 
 New York. 
 
 If it diverts only ten ])er cent of this trade from New York to 
 the St. Lawrence route, or even gets the normal annual increase, it 
 will nearly double the St. Lawrence business. 
 
— 12 — 
 
 The above will ujiply equally to business by water from Chi- 
 
 cago. 
 
 The Canada Atlantic Kuilway, will run through 150 miles of 
 pine timber country, between Aniprior and Parry Sound, which 
 is said to be the richest timber country in Ontario. Mills will be 
 built all along the line, and this lumber can be exported to England 
 by rail via Quebec. 
 
 It has been contended that the proposed Parry ^' und line will 
 take away a portion of the traffic of existing Canadian railways, 
 and thus injure them. 
 
 The same cry was raised, with api)areutly much greater reason, 
 about ten years ago when the Canadian Pacific commenced to build 
 a parallel line to the Grand Trunk from Montreal to Detroit. The 
 Grand Trunk peo])le cried out that their tratfic was going to be 
 ruined. That there was not room for two roads. And protested 
 against a Company heavily subsidized by the Government of 
 Canada being allowed to go outside of the limits of its charter, and 
 build a road alongside of theirs in Ontario. And their protest had 
 the appearance of being most justifiable. But what has been the 
 result ? Instead of diminishinLf, the traffic of the Grand Trunk has 
 greatly increased. 
 
 In 1884 its gross earnings were }i?14,477,000 00 
 
 In 1892 ' " " " I7,7ol,000 00 
 
 And in 1892 the gross earnings of tiie Canadian Pacific, largely 
 derived from territory in the vicinity of the G. T. li., were, $20,- 
 789,000. 
 
 This through line will moreover be in no sense a competitor with 
 existing Canadian railways, as its tratiic will be derived from the 
 opening uji of new districts having no railway facilities, and from 
 the business which now goes to United States sea-ports. ,.,,,, 
 
 Between Quebec and Hawkesbury, the (heat Northern Kailway 
 will have the trade of a district well populated throughout, remote 
 from tlieSt. Lawrence and from the existing railway, and promising 
 a large trafhc in lumber, hay, i)ul}), iron ore and other commodities. 
 
— 13 — 
 
 In fact there is every reason to feel eonfident that this road will have 
 ([uite as good a tralUc as the Nt»rth Shore Railway, which runs 
 through a similar country closer to the St. Lawrence, and which 
 was able to pay the interest on its bonded debt from the beginning 
 of its operations. The Government returns for 1885 show that the 
 North Shore, then an iiid(!pendent road, earned sr>84,l.")2 at a cost 
 ot $o4:G,i)o'), leaving a net ])i-otit e([ual to sl,lo7 per mile. 
 
 It might be su[)posed that the fact of the St. liawrence ports 
 being closed in winter is an obstacle to the trade (^f the Northwest 
 taking this route, even though ther<' is so great a saving in distance 
 as 800 miles. lint it should not be forgotten that the St. Lawrence 
 is not closed for any longer period than the ujiper lakes, which 
 carry the great bulk of the westei'u trade, nor indeed for so long a 
 time. And of course the Canadian jiorts of Halifax and St. John 
 are always open. IJiit the best answer to such a theory is a look 
 at what is done in similar latitudes in Europe. The Baltic ports 
 of lliga, Dant/ic and Stettin are frozen up for the same period 
 every year as those of the St. Lawrence, and yet they do a flour- 
 ishing trade, being the ship]>ing ports of railways from the interior 
 of Russia, Poland and North Germany, which bring in enormous 
 quantities of grain and lumbei', which are stored for the winter, 
 and shipped to Great Biitain and other places on the ojiening of 
 navigation. Although situated so far North as latitude 57, and 
 in such a severe climate, Kiga has a population of 170,000, a 
 shipping trade of 2,300 vessels, and exports of over thirty millions 
 of dollars, princi])ally grain and lumber. Dantzic and Stettin have 
 each a population of about 100,000, a combined shi})ping trade of 
 0,000 sea going vessels, and exports to the value of .seventy millions 
 of dollars. So that the trade of these Baltic ports very greatly 
 exceeds that of Montreal and (.Quebec combined. 
 
 In addition to western connections, the Great Northern liailway 
 will also have connection with the Canadian Pacific at St. Jerome 
 for Montreal, and with the Grand Trunk and all New England and 
 New York roads, through the Canada Atlantic and the bridge over 
 the St. Lawrence at Coteau. 
 
— 14 — 
 
 ' , ', .' ' ■ SUBSIDIES. 
 
 The subsidies which have been obtained for the Great Northern 
 Eailway, are as follows, for the To miles between its Junction 
 with the Lower Laurentian near St. Tite and Ste. Julienne. 
 
 DOMINION GOVERNMENT. 
 
 23 miles Ste. Julienne eastward, at *3,200 $ 73,600 
 
 PROVINCIAL GOVERNMENT. 
 
 15 miles Ste. Juhenne eastward, at iSa.oOO.. $ 52,500 
 23 miles St. Tite westward, at $6,750 155,250 
 
 Subsidy to St. Maurice bridge 67,500 
 
 $275,250 
 
 2nd instalment of 35c. p. acre on 315,000 acres equal 
 to $110,250, which is not available until the lands 
 
 are sold : 
 
 $348,850 
 The City Council of Quebec has made application to the 
 Legislature for power to lend the Company $2,000 
 per mile on 128 miles, or $256,000 in bonds bearing 
 4% mterest. This power has been granted, subject to 
 conditions to be embodied in a by-law wWeh is to be 
 submitted to the property holders 256,000 
 
 $604,850 
 
 In addition to the above it is expected that the Dominion 
 Government will give the usual subsidy to the remaining mileage 
 not yet subsidized by it, and that some municipal and other aid 
 will be obtained for the construction of the bridge over the River 
 Ottawa, at Hawkesbury. 
 
CHARTER 
 
 ■J. 
 
 55-56 Victoria (Dominion Parliament), Chap. 40. 
 
 AN ACT RESPECTING THE GREAT NORTHERN RAILWAY COMPANY. 
 
 ' , (Assented to 9th July, 1892.; 
 
 Whereas, the Great Northern Railway Company was incorpo- 
 rated by an Act of the Legislature of the Province of Quebec 
 being chapter eighty-seven of the Stautes of 1883, which Act was 
 amended by another Act of the same Legislature, being chapter 
 seventy-nine of the Statutes of 1886 ; and whereas by an Act of 
 the Parliament of Canada, being chapter sixty-four of the Statutes 
 of 1884, certain additional powers were conferred on the Company ; 
 and whereas the Company by its Petition has prayed that an Act 
 be passed declaring it to be a body corporate and politic within 
 the jurisdiction of the Parliament of Canada, and authorizing the 
 Company to build a bridge across the Ottawa River, and conferring 
 on it certain other powers hereinafter mentioned ; and it is expe- 
 dient to grant the prayer of the said petition: Therefore Her 
 Majesty, by and with the advice and consent of the Senate and 
 House of Commons of Canada, enacts as follows : 
 
 1. The Great Northern Railway is hereby declared to be a 
 work for the general advantage of Canada. 
 
 2. The Great Northern Railway Company, hereinafter called 
 " the Company, " is hereby declared to be a body corporate and 
 politic within the legislative authority of the Parliament of Canada, 
 for all and every the purposes m^n^ioned in, and, except in so far 
 as the same are varied by the provisions of this Act, with all and 
 every the franchises, rights, powers, privileges and authorities con- 
 
— 16 — 
 
 ferred upon it by virtue of the siii«i redtisd Acts of tho Legislature 
 of the ]»iovince of Quibec, iiud of ilie I'iirliiunoiit of Cauadii, but 
 subject to all debts, obli;4atious or liabilitie.s of the Couqiany, aud 
 to uuy rights in any .suit or iu-iion lucv pendiui; iu any courts of 
 Quebec. Provided lliat the. lt;iil\\My Act of (■auiida shall apjily 
 instead of The Kaihvay Act ol (^liucbcc to all matters and things to 
 which The L'ailway Act of Canada w.iuld apply if the Company 
 had originally (hu'ived its authority to construct and operate its 
 railway from the rarliament of Canada, and as though it were a 
 railway constructed or to lie constructed under tin.' authority of an 
 Act passed by the rarliament of Canada; and for greater certainty, 
 but not so as to restrict the generality of the foregoing terms. Tlie 
 Kail way Act shall ajiply 1o all the provisions relating to the 
 exercise of the powers for the expi'opriation of lands, and for bor- 
 rowing money ; and [irovided also that all nc^tices l)y the said 
 recited Acts required to be j)ublished in the Quebec Ojlfi^cial Gazette 
 shall hereafter be sutticient if publisluMl in the Oamul'i Gazette 
 and not in the Qaehec Off\,clal Gazette. 
 
 ?). Notwithstanding anything contained in the Acts relating to 
 tlie Company, the time limited for the completion of the Great 
 Northern Railway is hereby e.xtented for a })eriod of five years 
 from the parsing of this Act ; and if the railway is not then so 
 completed, then the powers granted by such Acts and by this Act 
 shall cease and be null and void as respects so much of the rail- 
 way as then remains uncompleted. ' 
 
 4. The Com[)any may continue the construction of its railway 
 from a point between Joliette and St. Felix to a point on the line 
 of the Quebec and Lake St, «Tohu iiailway Company in the county 
 of Quebec or in the. county of Portueuf, and also from St. Jerome 
 westward thrtjugh and over the intermediate counties to a point 
 on the Ottawa Kiyer, in tjiie county of Argentenil, between the 
 villages of Carillon and Grenville. 
 
 5, The Comj)any nray also lay out, construct, complete, main- 
 tani, work, manage and use a bridge for railway and other purposes, 
 with the necessary api>roaches, over the Ottawa Eiver, from a 
 point between the villages of Carillon iind Grenville, iu the county 
 
— 17 — 
 
 of Argenteiiil, to a suitable point in the province of Ontario, and 
 may connect the same with any of the railways mentioned in 
 section fourteen of this Act, and the Company may extend or 
 divert its main line from St. Jer6me, in as direct a route as yKASsible, 
 to connect with the said bridge. 
 
 2. From sundown until sunrise, during the season of naviga- 
 tion, suitable lights shall always be maintained by the Company 
 on the piers of the bridge, to guide vessels approaching it from 
 either direction. 
 
 6. The Company shall not commence the bridge or any work 
 thereunto appertaining until it has submitted to the Governor in 
 Council plans of such bridge and of all the intended works there- 
 unto appertaining, nor until the plans and site of such bridge have 
 been ajjproved by the Governor in Council and such conditions as 
 he thinks tit for the public good to impose touching the said bridge 
 and works have been comphed with ; nor shall any such plans be 
 altered, or any deviation therefrom allowed, except upon the per- 
 mission of the Governor in Council, and upon such conditions as 
 he imposes. 
 
 7. If the said bridge is cc nstructed or arranged for the use of 
 foot passengers and carriages, or either, as well as for railway pur- 
 poses, then the tolls to be charged for the passage of such foot 
 passengers and carriages shall, before being imposed, be first sub- 
 mitted to and approved, and may be amended and modified from 
 time to time, by the Governor in Council, but the Company may, 
 at any time reduce the same, and a notice showing the tolls author- 
 ized to be charged shall at all times, be posted up in a conspi- 
 cuous place on the said bridge. 
 
 8. So soon as the bridge is completed and ready for tratfic, all 
 trains and cars of all railways connecting with the same, now con- 
 structed or hereafter to be constructed, and also the train and cars of 
 all companies whose lines connect with the line of any company 
 so connecting with the said bridge and approaches, shall have and 
 be entitled to the same and equal rights and privileges in the pas- 
 sage of the said bridge, so that no discrimination or preference in 
 the passage of the said biidge and approaches, or in tariff rates for 
 
 2 
 
— 18 — 
 
 traii.sportatioii, shall be made in favour of or against any railway 
 whoso business or trains [ni^s ovor the said bridge. 
 
 9. In case of any disagveeinont as to the rights of any railway 
 Company whose business or trains i)ass over the bridge, or as to 
 the tariff rates to be charged in lespect thereof the same shall be 
 determined by the Railway Comniiltee of the Privy Council, as 
 provided in section eleven of The Railway Act. 
 
 10. The bridge shall be commenced within three years and 
 completed within five years from the i)assing of this Act ; other- 
 wise the powers granted under section five of this Act shall cease 
 and be null and void. 
 
 11. The annual general meeting of the shareholders shall be 
 held at the head office of the Company on the first Tuesday in 
 September in each year. 
 
 12. At such meeting the shareholders assembled, who have paid 
 all calls due on their shares, shall choose seven persons to be direc- 
 tors of the Company, one or more of whom may be paid directors 
 of the Company ; and public notice of any meeting of the share- 
 holders shall be given in the manner provided by section forty-one 
 of the Railway Act. 
 
 13. The Company may issue bonds, debentures or other securi- 
 ties to the extent of twenty thousand dollars per mile of the rail- 
 way and branches either exclusive or inclusive of any railway bridge 
 over the Ottawa River, constructed as part thereof, and secured by 
 a deed of mortgage describing clearly the property charged as 
 security for such bonds or debentures ; and such bonds, debentures 
 or other securities may be issued only in proportion to the length 
 of railway constructed or under contract to be constructed ; and 
 such bonds shall be designated as " series A " ; and in addition 
 thereto, bonds to an amount not exceeding five hundred thousand 
 dollars may be issued in aid of the construction of the bridge 
 hereinbefore mentioned, if such bridge is so excluded from such 
 charge, and shall be designated as " Series B. " , .,.!•>'., ,i/;>>7 
 
 2. The bonds on the bridge shall in like maimer be secured by 
 a deed of mortgage specifying the security therefor ; and such last 
 mentioned deed of mortgage may contain provisions that all tolls 
 
- 10 — 
 
 and revenueH derived from tlm use of such bridge by otlier corpor- 
 ations and jiersons shall be specially charged and pledged as 
 security for such last ineiiti(jned bonds constituting " Series B " 
 and may also provide that the Comi)any shall pay to the trustees 
 of such mortgage similar rates and tolls to those fixed for the use 
 of such bridge by similar corporations, which rates and tolls shall 
 also be charged as security for the said bonds, " Series B." 
 
 14. The Company may, subject to the provisions contained in 
 sections eight and nine of this Act, enter into an agreement with 
 the Quebec and Lake St. John llailway Company, the Central 
 Counties Railway Company or the Canada Atlantic Railway Com- 
 pany, for conveying or leasing to such Company the railway and 
 bridge of the Company, in whole or in part, and any rights or 
 powers acquired under this Act, as also the surveys, plans, works, 
 plant, material machinery and other property to it belonging, or 
 for an amalgamation with such company on such terms and con- 
 ditions as are agi'eed upon, and subject to such restrictions as to the 
 directors seem fit ; provided that such agreement has been first 
 sanctioned by two thirds of the votes at a special general meeting 
 of the shareholders duly called for the purpose of considering the 
 same — at which meeting shareholders representing at least two 
 thirds in value of the stock are present in person or represented by 
 proxy, — and that such agreement has also received the approval of 
 the Governor in Council. 
 
 2. Such approval shall not be signified until after notice of 
 the proposed application therefor has been published in the manner 
 and for the time set forth in section two hundred and thirty-nine 
 of the Railway Act, and also for a like period in one newspaper 
 in each of the counties through which the railway of the Company 
 runs, and in which a newspaper is published. 
 
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 DIBECTOB8 : 
 
 FRANK ROSS, Esq. / 
 
 Hon, p. GARNEAU (ex-Ministerof Public Works). 
 
 T. H. DUNN, Esq. 
 
 Jno. C. ENO, Esq. ; . , 
 
 SIMON PETERS, Esq. 
 
 Hon. JOHN HEARN, M. P. 
 
 V. CHATEAUVERT, Esq., M. P. P. 
 
 Hon. JOHN SHARPLES. 
 
 OFFICERS : 
 
 PRANK ROSS President. 
 
 Hon. p. GARNEAU Vice-President. 
 
 J. G. SCOTT Sec. and General Manager. 
 
 E. A. HOARE, C. E Chief Engineer.