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BRETTELL, BUPERT STREET, HATMARKET. 1851. ^H-n*-'*.,-iji;*rf '>* ,., „ Jis.f> pir:. ii - vv - i ^ff ' - ■ i ff tH ' Muit^ SIbocL. Ittk. S CT*J^»portStL(mgJert. Muiit^ SBxxi. btk. 8 (^^/b^ortSt Lmgjpn. THE GREAT WESTERN RAILWAY or CANADA. |Jr0crrMiig$ flf J droiibfiitiim OF IIS AMERICAN FRIENDS, HELD Ai NIAGAUA FALLS, r,in am. r.iu MAY, 1851; WITH EXTIIAC T FROM K E P O R T UPON ITS MERITS. Bt 51 Committee aiipinteh nt €\)t Cnnnentian, LONDON: PRINTED BY T. BUETTELL, RUPERT STREET, HAYMARKET. ^- 1851. i u i<: i» o K 1'. Undku tlio call of n pri'liniinury inocting, lichl in tlioCity of N'i'w York, ill tli(! tnoutli of April, A tdiivtiitidn of tlu- frirnds, in the Tnitcd Stiitt's, of the (fiviit VVrMtcrn llailroiitl of Canadu, was Ih-M at Niagara Falls on tin; TmIi and litli of May, and was alti'iidt-d by the oHiocrs of the (in-at WL-stcrn Railroad Conipany. A Comnnttec appointed at this niei'ting to confer with the (Ircat Western Railroad Company prcsfiitcd their Report, whereupon the Convention passed unanimously, the following Resolutions: lieHolvi'd, " That in the opinion of this meeting, the speedy completion of the Great Western Railroad, from Niagara River to Detroit River, is highly important, forming as it does A NECESSAKY LINK in tlio Great trunk Railway from the Atlantic to the Mississippi, which will be not only the shortest route, but more level in grades, and straight in linear arrangement, than any other trunk line can bo made, for the same route of travel." Uesoh'cd, " That we have the most decided confidence in the value of the stock of this road, as a permanent well paying invest- ment, and would recommend it to our friends and the public. " Resolved, " That John M. Forbes, Alexis Ward, Theodore Dohon, Henry B. Gibson, John Wilkinson, Erastus Coming, John T. Norton, John E. Thayer, George B. Blake, D. D. Wil- liamson, John C. Green, Edward L. Baker, Charles Paine, William T. Eustis, Z. Chandler, Henry Ledyard, Henry N. Walker, and J. W. Brooks, be a Committee to procure American subscriptions to the Great Western Railroad." A Sub Committee was then formed to prepare The Report, from which the following is an Extroct : — To give nn idea of iln' mpnoity of fliis road for business, wc will fxtnict II ft'w tiiliiiliir stnk'mc'iits from the Kiipjincers rqiort. hislanccs, Linear iir- ran^enienl, Hiiil (iradieiitH, TAUM': OI- l)lST.\N Muniilton, Iliuniltun to l. i j • • 1 , . Linear cciil. of the whole road, is in straight lines ; and abore sixty-two arrangement. ^^^,^. ^^^^^ cifJwr LEVEL, or the f/rades under FIVE feet per mile, and nearhj aeventif por cent, either level, or under ten feet per mile. Tho ability of this rend to do business cheaply and efficiently may, therefore, be considered as very superior. District tra- The distriet of coniilrv traversed bv this road, is very similar to versed liy Road . ' . 1 ■■ -i similar to that that traversed by the Michij^ni Central Kailroad, from Detroit to Mlehigan c'^eii- t''''*i' ^ri^hiK'"'' 1^^"^'' ''^ ^o tlie extent of its population and its tral Railroad. ^r^l^,.I.i^l rosouroes for business, which are like Michigan, principtilly agricultural. /»» 5 ,♦» The following stiitemcnt of the local business of the Miciii^im I-ocai luisiru-ds Lentml uiiilroiul Irom Detroit to J.iike .Mieliigiin, iiia\ serve as an Cfntrol R.K. appro.\.iniate estimate for the hx-nl l)usiness of this hne. unci it will nls(j show, what is not fully appreeiatod at the Knst ; the rapid de- velopment of the agricultural resources of the lake ••ountry. MICHIGAN CENTRAL HAILUOAD UECEIPTS FUOM LOCAL IJUSINESS. Years rmliug. April 30, lH.li). April .to, l^<.■)0. April no, Itsai. Total Local Keceipts, Length of Itontl in operation, Receipts per mile, •i->'.),V>H:M (lol. is;i miles. l,71)ll.7(i (lol. 4;t)l,003.00 (lol. 'J 17 miles. •J,{)2:t.().'t (lol. .'•7;l,H)ti.l4.Iol. ','17 miles. ti,(f 14.8(1 (lol. Average annual increase over twcnty-ono per cent. AveraKe An If this rate of increase is continued for two years, when the Great Western Railroad may be in successful business, it will give as the probable local receipts of the Michigan Central Railroad, the sum of $S3d,(io^).U\). While it is not unreasonable to suppose the business above quoted, will continue to incrcMtse as it has done, yet we should not place this before the public as a reliable estimate of the Local business of the Great Western Railroad, but simply give it as a data from which some idea may be got of the ability of this agricultural country to furnish business for a carrying trade, when the proper accommodation is afforded it, tmd from which an ap- proximate estimate may be made. The completion of this last link in the great chiun of railroads Existing between the Atlantic and the Mississippi, will tend so materially to senger Truftio increase the long travel, that an estimate of its thorough travel, "'ce^k^ *'''' based upon the present circulation across this gap, would fall y kv, SHORT of the probable result. The amount of first and second class travel between Detroit and Buffalo for the season of navigation in IH-^O, can be pretty nearly ascertained — the number of emigrant passengers is mon; difficult to arrive at. The number of First Class is about - - - - 8.5,000 Do. Second do. - - - - 28,000 Number of Emigrants frotn 40,000 to (iO,000, say - 50,000 Total, KiM.OOO The first class passengers are this year paying to steamers jJfo.OO Fares ou Lake each for a cabin passage, averaging 18 hnurs long — second class and cinigrnnts, from Jf'^.OO to 8.00 oacli. Kxpt'ricncc has deter- iniiK'd lliiit stciiniLTH taking 2 1 hours to go through, cannot take any niiitcrial proportion of the cabin travel at oven ^3.00 — against the fast line at $r»M). The fast steamers are constructed with a view to speed, and not carrying capacity. They could not be well remunerated at a lower price than J'i.OO per cabin passenger. If they take freight to help pay expenses, their speed is reduced, and the cabin passengers will pay less. The present speed cannot, therefore, be kept up, unless the present prices are very nearly sustained. Considering the ac- commodation that is furnished on these steamers, the character of the navigation, (very different from that of Eastern rivers,) imd the distance, nearly ;}00 miles, and the perishable character of steamers, working in fresh water, and ,^1.00 from Detroit to Buffalo is a lower rate of fare than that upon any well equipped route with which we are acquainted, coiuparisou of If passengers now pay ^5, instead of three, to save the difterenco Fare8°o"tiio ^^^-wt-''^'^ ^^ ^^^ '^^ liours, they certainly will pay $o to go over the Canada road in eight hours, against any rate which steamers can carry them for. The increase of business created by the completion of this chain of joiuls, and the natural increase of business with its present accommodation for the next two years, which latter increase cannot be less than 40 per cent, upon the present first class business, will both amount in all probability to quite as much as can be in- duced to go by the Steamers, leaving as first class business the above Hr),000 passengers at ^5 each. This, with say 30,000 second class and emigrant passengers at ^^.•'iO each, gives the sum of ^500,000 as the probable value of the through passenger business. The item of Marine Insurance upon Lake Erie, between Buffalo and Detroit, will materially favour this Railroad in its through freighting business. The average rate of this insurance upon Lake Erie by steamers, for the season of navigation is a little above one half of one per cent, upon the value of the goods. The influence of this upon the value of the through freighting business is shown in part by the following statement which is calculated at half of one per cent., or something below the real cost. Cost of Marine Insurance on r,ake Krio, by steam, per l(K> lbs. and per ton of ^000 lbs. on various kinds of goods. Itotid, with those by Steamers. Marine lusiii'uiiee uu Lake Erie. KINDS OF GOODS. Dry Goods, (RRnernl asRortni'-' > - - - Bucks anil Htiitionery, (co ' i -,tock,) ■ Boots and Shoes, iivernRe vji. , ■ General stock of Groceries, txuc t.lmg such artiules, as would come from the west, .... Druggists' and Grocers' City assortment, Mats, Caps, and Furs, general assortment, - Hardware, (shelf goods generally,) - Value per Cost of Insuraiiri' 100 lbs. 1 ^ KHtlbs. a.') rts. t^ton oO dol 5,00 Ti , ;t(l 7,-.>(i 74 : .17 7,40 20 10 •j,no 44 ■•2 4,40 HU 41) H.tiO 36 M 2,(10 It will be seen from the above statement, that the cost of losuranre jimm-Bncc alone, amounts on the large class of goods above-named, to an p;r'i'!'j.",'"«iH Om average quite up to a fair rate of transjwrtation for the same hi/ '^^^"^^' *"'•'*' "' Railroad; and if to the Insurance is added, the rates of transportation lUiiroad. paid the steamboats, which arc from ^2 to $\i per ton for heavy, and S'i to $1 for light goods, — except early in the spring and late in the fall, ichen they are nearly double these rates, — it will be seen that the R.mlro.vd c.\n be used at a large saving to the OWNERS OF merchandise generally. With this Rai'road completed, the merchants of the country west of it, would purchase goods as much in winter as in summer, and save the interest they now lose upon goods purchased in the fall fo?; spring sales. At the sumo time, it would tend to equalise the business, upon all the connected chain of roads, throughout the year. Most of the largo items of Eastward freight will go by water, in summer. In winter, early in the spring, and late in the fall, very considerable amounts could be calculated upon. Within the last three years, large amounts of flour have been taken from Detroit to Buffalo, at prices varying from 25 to 40 cents per barrel besides insurance; and during the close of navigation, the price is not un- frequently, one dollar a barrel more ut Buflfalo than at Detroit; — but no advantage could be taken by the western miller of these occa- sionally high winter prices in the eastern market. Live stock can be carried at all seasons of the year cheaper by railroad than by water; and very many articles of considerable value may go eastward by railroad, even in summer, but the bulk of the oixstward Railroad freight will be earned early in the spring, late in the fall, and in tlu; winter season. We should not think J5' 1 00,000 per year would be regarded as an over estimate of the value of the through freighting business in both directions. It seems very moderate and quite likely to be more than realised. Kstiinntu of probable Heceipts on o]ieiiing the Liu*;. From the foregoing considfrntions, we nrc not inclined to put the receipts tlmt may be siilely calculiitt.'d upon, lower than from jfHOO.OOO to ^i,()0(t,(M)(), anil tliink it perfectly safe to estimate them, including mails and expenses, at ^!)00,0()0. It cost $MH),OiH) to earn that amount upon the Michigan Central Kailroud which is similarly situated with regard to cost of fuel and and most other considerations. To make the result fully safe wo ^850,000 Rt'inuiicriitivc Clmractur of the Lino. will put the receipts at And cost of operating at - - - J'*J.50,000 Six per cent, on i$-ZJAH),000 provincial guaranteed bonds, - - - 150,000 Uividendoii Twelve per cent, cm ^;2,r)00,000 Stock, - 800,000 c'aphaf*"' H00,0()0 Surplus of two per cent, to carry forward. JTjO.OOO These estimates of the receipts fall below the estimates of the Engineer of the Great Western Railroad made five years ago and based upon the business of that period. The business of the Lake Country from 1847 to 1853 will have quite doubled, and the present estimate we have no doubt will be fully realized. Considering the groat length of this line of Roads, already com- pleted, with the exception of the Great Western, from Boston to the head of Lake Michigan — a distance of 955 miles, — it may be truly said that this is /he only link waftiif/f/ in the most 1'R0F1T.\ble CHAIN OJ'" uoADs that kos c'l'cr been constructed. Importance of While the stock of this road ciuniot but bo valuable as a ibe Great ,i i . p i i • i Western Hail- DIVIDEND I'AVINU INVESTMENT, the large amount 01 alrciidy mvcsted way ns » eon- j.npit,^ t_o \^q materiallv benefited by its construction, calls loudly neetiii}? link ^ j j ' j between the upon the rcst of the links in this great chain to n.'nder their aid in Athiiilie and n • i , • the Mississippi making Up the balance necessary for its early completion, itailromls in By liiw, the Riiilroads in New York have the right to subscribe to Yink may'^bv ^^^^ stock of this roiul, five per cent, upon their capital. This amount law, snbseribe from tliose uuon the direct or continuous route, together with the for Stoek in ^ . . the Great same from the Stockholders in the Michigan Central Railroad >Vestern. , , , i • i • i i -i /^ ( ompany, tiie latter not havnig tlie right to subscribe as a Company, will furnish from Jj-SOO.OOO to .J?'f<50,000, leaving to be furnished from the American public, say ^"iOO.OOO. A considerable propor- tion of this will probably be raised in the City of Detroit, whose interests arc most intimately identified with the completion of this rniid. Jf ik An examiimuou oi tho ainiexftl map will show the clmraoU'r this great route must maintain, when the last link is eompletetl. anil also how deeply interested are the rest of the roads in tiie ehain, in its speedy eompletiou. This done, and no line of /foods can be built from New York or New England to the valley of the Mississippi whoso line will be so short, or stuaight, with sucir easy grades, or so well adapted in every particular to the carrying trade between the Atlantic and the growing millions of the North West. New avenues more desirable than this route in its present state are rapidly opening, — and — unless the road is completed — will soon take n large share of the long business now passing over this route. The roads constructing upon the south shore of Lake Erie, con- necting at Cleveland with Pittsburgh and Philadelphia to New York, present perhaps quite as desirable a route to the East as any from t/tal side of Lake Erie. Already this route is exciting considerable attention at the West, — and a daily line of Steamboats, of 000 tons each, is well supported between Cleveland nnd Detroit, without any contributions from othe.' interests in the line. Whatever travel on l/tis shore of the Lake may pass Cleveland eastward, will meet with another first class route via the New York and Eric Railroad to New York, and thence to Boston ; or, a more expeditious route to the latter City will be found via the Newburgh branch of the New York and Erie Railroad to Newburgh, — thence by the line of Railroad, now most of it constructing, from Fishkill (opposite New- burgh on the Hudson) via Hartford and Providence to Boston. With these two desirable routes to be passed before the travel on this side of Lake Erie can reach the Central New York line of Roads, it is clear that a largo diversion from their line of water travel will soon be made, unless the remaining gap in the Northern line bo filled np by the Canada road. The completion of this road would not only enable that line to maintain its present strong position for the long travel, but mateiially strengthen it, and create a large increase of its business, and especially increase its winter rnisiN ESS. The people of the North Western States are an enterprising Advantages people, but their pursuits are principally agricultural, which confine "f 'Wmu-r them at honio during the summer. These people to a great extent are emigrants from tho Eastern States, where their friends and reliitivos are left behind. T/ieir time is unoccupied in the winter season, when at present, tho close of navigation cuts olf eommunica- tiou. 10 A,000 The small number of eleven new passengers each way per day for the winter and six per day for the sum- mer months — say 1 1 each way per day lor 1 80 days and G each way per day for IHO days, gives G,120 passengers at Jl'l 4 each, ... - - 85,080 We make this statement, simply to show how small a proportion of the new or increased business, which the completion of the Canada Road would bring to the rest of the line, it takes to pay the large interest of ten per cent, upon their Stock in the Canada Road, and this while the Stock itself promises to be one of the very best investments of its kind. A few interested people have questioned the wisdom of locating the Eastern terminus of this road at the Suspension Bridge at Niagara Falls, instead of in the town of Bertie, opposite BuflFalo. 5» n ': Wo linvo no tloubt, that tlio locution is tlie most judicious tliiit t'oiild NmitiirH Faiu 1m; madf, to servo the purposes intended, — that of making the route ''"' ''"* "'"" the most servioeuhle and expeditious for the long travel. From Bertie to IJuH'alo, the ferry would be about three miles long it* mWiintHKfM The passage across this, late in the fall, in the winter, and early in nVrii,.' the spring, would oft(!n be dangerous, and frequently impossible. Wo suppose in pleasant weather, the time in passing from the cars at JJertie to the ferry boat, across the ferry into Butlalo Creik thence by land nearly a mile through the city to the Eastern llail- road I)ei«Jt, would bo not less than one hour and a half. This would bo as expeditious, as a full train of passengers with their luggage could be transfen*ed from one train to the other in good weather, with no allowance for the many contingencies that embar- rass all tho shipping in that overcrowded harbour, where it not unfrequently happens that a steamboat is many hours in getting in or out of the river. At the present terminus at Niagara Falls, we do not understand that there is any practical difficulty in strengthening the present Suspension Bridge, or constructing another, sufficiently strong to carry over tho trains entire as they arrive. But even supposing tho present bridge to be used as it now is, it is but 800 feet long ; not longer than many of our depots are at present constructed, and with crates for the transfer of the baggage without opening them, — the transfer of passengers and baggage from one train i,o the other could be easily done in 1 5 minutes, with no chance for contingencies to create additional delays. When all things favour the Buffalo Advuntage of crossing, it still appears, that one hour and a quarter is saved by xJriiiinus!" (irossing at Niagara, which is equal to a distance saved with Express trains of at least 35 miles. It is also believed that the crossing at Niagara will be an attractive feature in the route, for other thing being equal, the opportunity of seeing Niagara Falls will turn tho scale in favour of this route with a large number of passengers every year. When this chain of roads is completed from New York to the The Liue by West, it will not only have advantages over all others in straightness, westcmwiii grades, and distance, but from New York to Syracuse, and probably ^^^^ '''® "*'■ " ' J ' I J vantage of h to UochcsttM', it will have a double track, which will greatly facilitate large propor- < /. I , , • , 1 • • n 1 11 'io'i "f double the passage oi Express trains over this portion ot the route, tor track. Ex[»rcss trains over single and double tracks upon long lines, wo 12 (.'(iiii|iurit«Mii of KuiilcH. Norilierii Koiite. Sonihvni Kuutu. Differoiice iti favdur of Nortlicru Hull to, Itoiitn by llic N(!w York and Krie Railroad. fiiippnso H fair compiirisoii would 1m', '^h milts per liuiir for Hiiiglo triKtk, ii^'iiiiiHt :{•') milts pi-r hour tor r)7 i;j .'{00 ill 052 »> no »> 4 or) »> 400 *» 025 miles 20 >» 44 >» 70 j> 208 >> 114 >• l.'ir, >» Wbn ji 810 j» 01 f > 13 Micbipnn <" . In New Y»»rk viii ToltMlo. flltvcliiiid, l'iltHl)iirt(.i uiid I'liiliululpliiii, ull siii^Mr trucks, WITH DlFFrCt'I.T OUAnKS AXD CIIIVKS, - - !)(l| DiftV-rciico in favour (»f Northern route over llmt via Pliilndelphiii, ....... Distance Ruined by double traek on Nortbem route, - Practical differenco in favour of Northern route, Michij?an City to Monroe, Monroe to Detroit, ...... Detroit to New York viii Niagara and Albany, as before, ........ oyy 'i t* II t* V- 1 . DilTt ronno in n; fiivoiir Iff »• Nortlicrn ,, Kuiilf. aoH iliiiit)! by TdIi'iIo aiiti 10 >< 8oiii|it>rii Sliori) of Liikn Krie. Michigan City to New York via Monroe, Detroit, Niagara and Albany, .-.-.- Wii) ,, Miclugan City to New York via Tidedo, Cleveland, Buffalo and Albany, as before, .... uTj^ ,, From tlu! above, it appears that the Kiistward travel from the Michigan Southern Railroad can go from Monroe north to Detroit, and then over the Northern route to New York, and save ii'Z miles over the route via south shore of Lake Erie and IJuUtilo. No road, however, is contemplated from Monroe to Detroit that we know of, and we merely instance this, to show the great directness of the Northern Route. The General Government has given to the States of Alabama, Mississippi, and Illinois, a large amount of valuable lands, which it is estimated will go far toward constructing the railroad which, with the lands, are now in the hands of strong companies from Galena and Chicago, via Cairo to Mobile. These roads (the Illinois Cen- tral and Mobile and Ohio) will, therefore, be pushed forward rapidly to an early completion. By another company a road will undoubt- edly connect St. Louis with the Illinois Central Road, as soon as the latter can be completed. The completion of these lines will give to this Northern route great advantages for the passenger business to the east of the whole Mississippi Valley. The strong disposition of southerii passengers to push at onn: to the north, as far as practicable, before turning I)itrcr«noo in fiiviMirofltoiite I))' Monroe anil 'I'liH Groat WeHlorii. Roiitus to the Lower Mi^Higgippi anil Southern Htutes. Atlvantaget of Itouteg by t>ie Great Westefii and Northern Lines II I'UHtwanl, will tiinloiililrtlly niultr iliis nnito a fiivouritr wiili tliiil ••Imhh nf trnvi'l. Wh ^51 »» 180 >> 111 n 1 r,88 >i 382 3> St. Louis to New York via Cincinnati, Cleveland, Bufl'alo and Albany, ------ Difference in favour of Northern route, Steamers from New Orleans come up to the Ohio for eastern travel without going to St. Louis. The point common to both routes for this travel, will be Cairo. Cairo to New From Cairo to Michigan City, .... 357 miles, iiieni' Route7 Michigan City to Now York, via Northern route, - 899 „ Cairo to New York via Northern route, - viA Cincinnati, Cairo to Cincinnati, .... Cincinnati to New York, as before, 1256 „ 504 miles. 881 .. Difference in 1388 favour of " Northern Difference in iiivour of Northern route, - - - 130 „ Route. Difference of Tho difference in time from St. Louis to New York on the favour of*" "' iMili'«., Do. do. do. via Toledo. ('Icvrlniid, BuJriilo, ftml Albjiny, .... i):,-^ „ Mi(diigiiii City to Now York via Tcdcdo, Clovolann „ or. I „ 1 l!JO „ The distance from these two last places to New York over the several other routes respectively, will compare the same as from Michigan City, the latter being a point common to all tlie routes. 1200 miloB. loMH IS.M! i /)SH St. Louis to New York, via Northern route, Do. do. via Ohio River, Cincinnati, Cleveland, Buffalo, and Albany, Cairo to New York, via Northern route, Do. do. via Cincinnati, Cleveland, Buffalo and Albany, .... Mobile to New York by railroad, via Northern route, 171H ,, Now Orleans to New York, via Northern route — to Mobile by water, balance by railroad, - 1018 miles. I'ifty-si.x. miles being added to any of the above distances, via Albany, will give the distance to Boston instead of New York. Time required to travel between New York and places at the Comparison of West and South over various routes, — double track ,'58 and single iJ8 miles per hour, including wood and water stops — other stops allowed for: 10 I)»'lrnit to Nr-w Vnrk. via NnrtlitTii KkuIc, Cliiiii^'o til (III. do. do. (iiilcliii to '!'.T, HAYMARKET. fr