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 REPORTS & LETTERS 
 
 ON 
 
 Light Narrow Gauge Railways 
 
 BY 
 
 SIR CHAKLKS FOX AM) SON, M. I.C. K. ; JOHN EDWARD 1U)YD, 
 
 M.I.O.E. ; C. PHIL, MJ.C.E. ; MAJOR ADELSKOLD, SWEDISH 
 
 ROYAL ENGINEER, AND MR. FITZOIiiR.ON, C. E.. 
 
 AVITH REMARKS 
 
 l)N THi; 
 
 ADVANTAGES TO BE DERIVED BY THE COUNTIES OF 
 
 BRUCE, GREY, VICTORIA, ONTARIO, and PARTS OF 
 
 OTHER COUNTIES, FROM DIRECT RAIIAVAY 
 
 COMMUNICATION WITH TORONTO. 
 
 ALSO, 
 
 A HKI'ORT ON THE COHDWOOi) Tl.'ADE oN THE EUROTEAN 
 
 AND NOHTH AMERICAN IIAILLOADS, BY THE 
 
 (lENERAL SUPERINTENDENT. 
 
 COMPILKD BY O. I.AIDLAW. ^ (JAL 
 
 t 
 
 TORONTO: 
 
 II.OBK rUlNTINC CO.Ml'ANY. 'IV) ANM) H^ KINti ST15KKT KAST. 
 
 18G7. 
 
4b 1 
 
 ^/f^- 
 
 ^ 
 
 
 V 
 
 . t . 
 
^ 
 
 PREFACE. 
 
 r, 
 
 V 
 
 tt» 
 
 ^ 
 
 Foil the i)urpuse ol' alibrdiii^^ the people interested in the 
 (•onstruction ol' the Toronto, (Irey and Druce Railway, and 
 the Toronto and T.alce Nipissing Railway, an opportunity of 
 judging of tlie merits of the Light Karrow (lauge vSysteni, 
 upon which these Kdads are projected, it has lieen deemed 
 expedient to explain that the documents following are the 
 staten)ents <jf eminent Engineers who have built and 
 worked, for a number of years, railroads on the system in 
 question, and that tiie i'acts mentioned are not theories, but 
 the valuable res\dts of actual experience.- 
 
 it was only after an active agitation and discussion of the 
 (piestion, ibi- two years, that the Norwegian i'arliament 
 iinally consented to try the experiment which has given such 
 satisfaction for seven years, that that Government will not 
 now build any other kind of local lines. To Mr. G. Pihl 
 belongs the credit of ha^■ing inaugurated and put into suc- 
 cessful operation this system, which was immediately imi- 
 tated M'itli ecpial success and consequent satisfaction by the 
 Government of Queensland (where these reads pay 8 per 
 cent. <lividend), and also the Government of India. It is note- 
 worthy that the Governments of Russia and Italy have sent 
 Special Commissions to examine this economical system, with 
 a view to its ach.tptioii in these countries, wherever suitable ; 
 and there can be no (piestion of the wisdom of adopting in 
 this country a system of Railroads, within our reach, which 
 will give the peo})le tlie inestimable benefits of RaUwiiy 
 
'^ 
 
 4 1'1{KFACE. 
 
 acconiuiodatioii I'or ihe trade of those districts wliere the 
 more expensive system is impracticable 1>y reason of its great 
 cost and unproiitahleness. Mr. i\ Pihl is, arid lias been 
 since the adoption of Ins system of LiAlit Xarrow (,xange Rail- 
 ways, chief engineer to the (Jovernment of Norway, snid Maj(n' 
 Adelskold is engineer to the (ktvernment of Sweden. The 
 world-known tirin of Sir C'liarles Fox c(: Sons are the consult- 
 ing enuineers t(j the (JoA-ernments of India and (Queensland, 
 while Mr. Fitzgibbon is the superintending engineer of the 
 Queensland Narrow Chiage Railways — his cogent remarks on 
 the reasons whicli led his (Jovernment to ado])t this in ]»re- 
 ference to the old Viroad gauge expensive system are well 
 worthy of reilection. 
 
 Mr. J. Edward Boyd, C.E., a member o^ the Institution of 
 (■ivil Engineers, London, is engineer to the Clovernment in 
 New Brunswick, and wrote a pamphlet recommending Light 
 Narrow Gauge Railways in New Brunswick, in the year 
 1865, which he sent as ;>. reply t(> tlie (juestions of the 
 joint Committee on Railways, a]tpointed by tlie City Council, 
 the Board of Trade and tlie Cfjrn Exchange. 
 
 The writer has no knowledge of engineering, and in com- 
 mon with his coadjutors, has no other ol)iects to ])romote save 
 the advantage of the country, the prospei'ity oi" I'oronto, and 
 their share of the great increase of business which will iV)llo\\- 
 the construction of these necessary works. 
 
 (;. L. 
 
 I 
 
 V m 
 
 ■ <j 
 
Saint John, N.B., 19/// My, 1867. 
 
 t 
 
 V ^ 
 
 Toihc PresiJents, Vice-Presidents and 
 
 Directors of the Toronto, Grey and Bruce and 
 
 Toronto and Nipissin<j Bailway Companies. 
 
 Gentlemen, — 
 
 I have the honour to submit the following information 
 on the Light E ail war System of o feet 6 inches gauge : 
 
 The chief points in question are the cost of construction, 
 the cost of maintenance and the working expenses, the 
 traffic capacity, the speed attainable, and the safety of 
 these narrow gauge lines, as compared witli the ordinary 
 lines of 5 feet G inches gauge. 
 
 It is claimed that a line of 3 feet 6 inches gauge can be 
 built for one-half the cost of a 5 feet G inches line con- 
 structed in the usual way, and in some districts possibly 
 for less. It may seem strange that the mere reduction of 
 two feet in the gauge can exert so important an influence 
 over the cost of a Eailway, but it is, nevertheless, true, 
 and it is believed that any statements here made will bear 
 the fullest investigation. 
 
 It will not be disputed that the resistance due to curves 
 and imperfections in the track decreases as the width 
 between the rails is reduced. The greater portion of curve 
 resistance i-- due to the sliding motion produced by the 
 difTerence in the space to be passed over by two wheels of 
 equal diameter keyed fast to opposite ends of an axle com- 
 mon to both, Ine(|ualities in the surface give the wheels 
 a tendency to bind diagonally across the track. It can 
 easily be understood, therefore, that both these resistances 
 diminish with the length of the axle — or what is the same 
 thing, the width of the gauge. It is by taking advantage 
 of this ability which the narrow gauge lines possess of 
 
6 LIGHT NAlOiOW-GAUOE UA 11, WAYS. 
 
 a,tlapting themselves to the natural surface of the countiy 
 by sharper or more frequent curves without the result of a 
 corresponding loss cf power from increased resistance, 
 that a great part of the saving in earthwork is effected. 
 The remainder is due to the decreased width of the cut- 
 tings and embankments (see ligs. 1, 2 and 3j. The saving 
 in earthwork naturally leads to a saving in masonry — if 
 the embankments are narrower nnd lower, the culverts are 
 shorter and the bridge abutments of less height and width. 
 As the engines and trains arc lighter, the bridge superstruc- 
 ture ;s much less costly. The comparative cost of one milo 
 of permanent way on the two gauges is as follows : 
 
 FIVE FEET SIX INCH LIXi:, 
 
 100 tons Eails at >>50 per ton $5,000 
 
 Fish Plates, Bolts and Spikes 800 
 
 SI jepers, 2,263 700 
 
 Ballast, 3000 cubic y a/ds 1 ,200 
 
 Trf>.cklaying 100 
 
 8,100 
 
 THREE FEET SIX INCH LINE. 
 
 60 tons Rails at $50 per ton $3,000 
 
 Fish Plates, Bolts and Spikes 400 
 
 Sleepers, 2,263 500 
 
 Ballast, 2,250 cubic yards 900 
 
 Tracklaying 300 
 
 5,100 
 
 V .1 > 
 
 1 
 
 In Queensland, 200 miles of 3 feet 6 inch lines are now 
 being worked, and some 250 miles more are in progress. 
 Mr. Fitzgibbon, the chief engineer to the Government, 
 
iJiiiiT NARitow-c.vrci; uaiiavavs. 
 
 says in his report : " It was fouud on a calculation of the 
 " quantities of work, that the cost of the lino with 4 feet 8.^ 
 " inch gauge would exceed that of the 3 feet G inch gauge 
 " by more than threefold."' This is, it is true, an extreme 
 case, becaiise the country was exceedingly dilficult; but on 
 the other hand, it must bo remembered that the compari- 
 son is between th(^ 1} feet inch gauge ar:d the 4 feet 8\ 
 inch, not the 5 feet inch. Major Adelskold, Swedish 
 Royal Engineers, who has constructed several of these 
 llailways, says : " Tlieir principal advantage is their 
 " original cost, which is so considerably below that of the 
 " broader (4 feet 8'> inch) gauge both here and in J^orway." 
 The Editor of " The Engineer," commenting on his 
 report, says : " We are indebted to Major Adelskold for 
 " his valuable information on the SAvedish Railway System, 
 " and agree with his vicv's of the economical advantages of 
 " the narrow gauge system. After the experience gained, 
 " we think it may be safely stated that the cost of a Rail- 
 " way diminishes in jn'oportion with the gauge." M. Carl 
 Pihl, chief engineer of the Norvregian Government Rail- 
 Avays, says : " The formation width for the line of 4 feet 
 " 8.\ inch gauge is generally from 15 feet to 18 feet, say IGi 
 " feet on an average ; and for the 3 feet G inch gauge, it is 
 " here 12 feet G inches. The average height of the banks and 
 " cuttings on the narrower gauge is less than on the broad, 
 " owing to the greater facility' of adaptation to the country. 
 " With us the height is 10 feet, whereas had the broader 
 " gauge been adopted it would have been 12 feet to 14 
 " feet, say 13 feet. This would make the ]>roportion of 
 *' quantities nearh' as 4 to 7." (See fig. 3). 
 
 Sir Charles Fox and Son, speaking of such a line in this 
 country, says : " We have ajipended an estimate of the 
 *' cost, in which we believe we have fully provided for con- 
 " tingencies, and which amounts to £3000 per mile." 
 
 Mr. Frank Shanly estimates the cost of a light 5 feet 6 
 inch line on your route, fully equipped and including right 
 
8 
 
 I.K.Ill' NAllltOVV-UAUUK KAIL WAYS. 
 
 of way and fencing, at $15,400 per mile ; but lie says else- 
 wlioro that tlio first cost of such a lino wouhl exceed that 
 of a 3 feet inch line by from 5 to 10 per cent., the deduc- 
 tion of 5 per cent (Sir Charles Fox estimates the difterencc 
 at 30 per cent.) Avould make the cost $11,(»;>0 per mile. 
 Mr. Shanly's professional standin;^; and his knowledge of 
 the district prevent any doubts as to the reliability of this 
 estimate, and I must, therefore, be safe in estimating the 
 probable cost of your Railway at .^15,000 per milo. 
 
 I wish particularly to impress upon you that none oi the 
 advocates of the Light Narrow Gauge llailways propose to 
 arrive at this saving in first cost by inferior construction 
 or the use of inferior materials, and I would be the last to 
 advise such false economy. The object is to construct 
 lines which, though their tirst cost be low, will not be 
 expensive to work and maintain. And in order to meet 
 these two important requirements, it is necessary that the 
 materials and workmanship should be of the very best 
 description, andproi)erly prc»portioned to the services they 
 have to perform. 
 
 Of the Queensland lines, Mr. Fitzgibboii says: "As 
 " regards the quality aiid durability of the works, of the 
 " rolling stock and the e(]uipment of the line, nothing is 
 " left to be desired ;'" and again : "' the construction of the 
 " road and the various appliances employed are in all 
 "respects eipial to anv Kailway in the world, excepting 
 " only that they are liiidted in power to the wants of the 
 " case." Sir Charles Fox and Son, the consulting engineers 
 "to the Queensland Government, say: "Tin- principle 
 " adopted on these lines is to make them in the very best 
 " manner, and to si)are no necessary expense to ensure 
 " materials and workmanship of first-class quality. The 
 " rolling stock is of the very best description, and the pas- 
 " senger [carriages cjuite equal for comfort to the ])est in 
 " this country." Mr. Charles Douglas Fox says of the 
 Norwegian lines, of Avhich he made a thorough examina- 
 
 \ 
 
 
 
 V ^ 
 
 I 
 
■ 1- 
 
 I.KlllT NAIMtdW-C.UCK l!AI [.WAYS. '.' 
 
 tioii : " I would agaiit testify to the excellent conclition 
 " of all the works on the lines; the permanent way, some of 
 " which has stood the test of two Norwegian Avinters, is, 
 " without, exception, the smoothest road 1 liave been on." 
 The cost of maintenance of the nariow gauge must be 
 less tlian tliat of tlie broad, if only for the reason that the 
 perisliable parts are less expensive to replace. 
 
 Major Adc Iskold says : '' The working expenses have 
 " also been considerably lower, parth because the resis- 
 " tance on the curves with the same speed diminishes in 
 " proportion with the gauge; [tartly also, because the dead 
 " weight of the carriages comparativelv diminishes with 
 " the gauge; and finally, because the lighter locomotiv3S on 
 •' a narrow L'fiuu'c line do not wear out tho rails so easilv 
 " as a heavier engine on a broader gauge." 
 
 Mr. liobert Malk-t, Mem. Inst., C. E., at the discus- 
 sion of this question before the Institution, said: — 
 " That in proportion as the gauge was reduced both the 
 " first cost and working expenses would be dii .niislied." 
 My own impression is, that while the cost of repairs would 
 be less per mile, the actual expense of moving a passenger 
 or a ton of goods would be about the same per mile on 
 either gauge, and this seems to be Sir Charles Fox's view 
 when he says that these Eailways '• will under proper 
 " management, be worked and maintained at at least as 
 " lo^v a percentage as ordinary lines." 
 
 It is somewhat difficult to estimate the full traffic capa- 
 city of a prospective Railway. The London and North 
 Western of England, with a double track of 4 feet 8.1 inch 
 gauge, carries '2(»,00O,000 of passengers per annum, and 
 has the largest freght traffic in England and probably in 
 the world. Its revenue is nearly £2,000,000 per annum, 
 more than twice the revenue of the Great Western, with its 
 double track oi 7 feet gauge. The Grand Trunk, 5 feet G 
 inch gauge, carried, in half year ending olst December, 
 1866, 702,45^7 passengers and 523,865 tons of freight, equal 
 
10 
 
 IJCilT XATMlOW-riAUGE IJATT-'VAYS. 
 
 ! 
 
 to say 1,000,000 passengers, aud 1,100,C00 tons of goods 
 per annum ; but the New York Central, 4 feet 8'^ incii 
 graige, single line, belov/ Syracuse, carried 3,740,150 pas- 
 sengers, and 1,002,197 tons of freight. 
 
 Mr. Fitzgiubon estimates tlie capacity of the Queensland 
 Railv/a}^ at 400 tons of goods and 800 passengers per day 
 of 12 hours, equal in all to about 140,067 tons per annum, 
 and adds : " By running night trains this estimate may 
 " be doubled, and by laying down a second lino of rails it 
 " may be increased six-fold."' Major AdelsL'old estimates 
 the capacity of one of the Swedioli lines at 100,000 pas- 
 sengers, and 1.jO,000 tons of goods, equal to about 158,o3o 
 tons per annun:. In the first of these estimates allowance 
 must be made for the steep gradients of 1 in 50, some of 
 which are of great length, combined with shai'p curves on 
 the Queensland lines, and in the second, for the limited 
 supply of rolling stock on which tlie estimate i,^ based. 
 Botli these estimates are therefore within the mark, for 
 Sir Charles Fox says the locomotives are (Capable of draw- 
 ing with ease trains weighing 150 tons gross, equal to 
 about 85 tons net, up gradients of 1 in 100, u'ith curves of 
 ?)S'^ feet radius, at a speed of 20 miles per hour; and assum- 
 ing this as a basis, trains per day would carry 100,000 
 tons per annum, and theie would be no difficulty in having 
 double that number of trains if necessary. 
 
 Mr. F. Shanly's estimate of the probable tratiic to be 
 drawn from the district through which your line will pass 
 is 300 tons freight, and 200 passengers per day, which 
 would only require four trains. M. Pihl says of the Nor- 
 wegian lines, " Should that fortunate time arrive when the 
 " traffic has developed to such an extent that the line as 
 " originally constructed proves insufficient, then I believe 
 "that a double line would naturally suggest itself as meet- 
 " ing the requirements of increased traffic every way bet- 
 " ter than a single line of wide gauge. The cost of tlie ad- 
 ■** dition woidd, based upon calculations made for the pur- 
 
 1 
 
 « J 
 
 i 
 
I.HillT NAIiIlOW-(iAr(;K KAILWAV; 
 
 11 
 
 •t 
 
 
 i 
 
 " pose, be ratliov more than 50 per cent, of tlie original 
 " cost of ilio lino proper, stations and rolling stock not 
 " inclu'letl, and tlie total of tliis donijle line would then 
 " cost about the same as the single -i feet 8.1 in. would 
 " originally lu've cost,' and consequently less than a single 
 5 feet G inch line would originally have cost. It is clear 
 that with this facility of adding at any time to the capacity, 
 it is bad policy to expend twice the amount required for 
 present purposes, merely to meet a want which may not 
 be felt for thirty years, and is simply to expend, in interest 
 alone, a large sum which v/ould be much better employed 
 in extending l?iailways into other districts. The traffic on 
 the (iovcnmient liailv/ay in Xova Scotia has never ex- 
 ceeded 1(51, 0(iO passengers and 70,."00 tons goods per an- 
 num, and in New I'runswich, 119,0C0 passengers, and 
 r>5,o00 tons goods, so that a line of )> feet 6 inch gauge 
 v>'oiTld so far have accoinmodaied all their traffic quite as 
 ■\\ ell as the present 5 feet inch lines. 
 
 The presoit tendency is every v\'h ere towards a reduction, 
 rather than an increase in the gauge of Tuiilways. The 
 Great Western Ivaihyay Company of England have laid 
 down a third rail to tlie 4 feet S\ inch gauge on their 
 7 feet line, aud it is tijt ir intention, as the broad gauge 
 rolling stock wears out, to replace it v.ith that adapted to 
 the narrow gauge. 
 
 As the centre of gravity is lowered, and the engines and 
 cars are constructed with an angle of stability which is 
 nearly the same on either g uge, the absolute safety mitst 
 be quite as great on the 3 feet 6 inch lines as on the -i feet 
 8.^ inch, or the 5 feet G inch lines. (See diagrams.) The 
 ordinary sp^ed of express trains in Canada and the United 
 States is from 25 to oO miles per hour, including stop- 
 pages, and mixed and freight trains arc not, or should not 
 be, run faster than from 15 to 20 miles per hour. 
 
 It is found from actual experience that the (Queensland 
 Bailways, already in operation, are perfectly capable of 
 
12 
 
 i.riiHT .\ai:i{()\\'-(;ai'(;k uaiiavavs. 
 
 condiictiiig goods and passenger traffic at an average 
 rate of from 20 to 30 miles per hour, including stoppages, 
 with ease and safety. On the Swedish lines the general 
 " speed for mixed trains is IG miles per hour, but it has 
 " on several occasions been brought up to from. thirty to 
 " thirtj-iive miles, when both carriages and «-aggons moved 
 " with perfect steadiness." Mr. C. D. Fox, in his report on 
 the Norwegian liailwavs, savs, " The train on which I 
 " was, consisted of six carriages and a brako-\ an, and we 
 " ran with great ease and ])erfect steadiness, at the rate of 
 " thirty-two miles })or hour ; the ordinary working speed 
 " does not, however exceevl 15 miles per hour, including 
 ' stoppages. The line is kept in a most creditable state 
 " of repair, nol surpassed by any English railway, and my 
 "impression certainly is, that the running of the trains is 
 "particularly free from any vibration." 
 
 Speaking of another line, he says, " the train with which 
 " I came, consisted of six goods Avaggons full, one empty, 
 " one cattle waggon full, foar passenger carriages nearly 
 " full, and the brake-van, or an aggregate gross load of 118 
 "tons.wliich we ran with at sometimes thirty niiles])erhour, 
 " with perfect ease ; nothing can exceed the steadiness of 
 
 " both engines and carriages. " 
 
 Mr. Pihl, in a letter to the editor of KiKjinarmij, 7th of 
 March, 1807, savs, 
 
 The reiiular trains are run here at 
 
 " 14 miles an hour, including stoppages, or 1<> to 20 miles 
 " between stations, the very same speed at which the 
 "mixed trains run on the 4 feet 8.\ inch gauge here. As to 
 " the safety of fast running, engines and carriages appear 
 " to run as safely and steadily at 30 miles an heir on the 
 " 3 feet (') inch gauge, as they do on one of 4 feel 8.^ inch, 
 " and I have run the very ':^ngine illustrated in your joui- 
 "nalof 2lst December last, at upwards of 40 miles an 
 " hour, with as much feeling of ease and security as I have 
 " felt when running any engine on a broader gauge.'' 
 Sir Charles Fox says, of the 3 feet inch branch of the 
 
 ^ - ' 
 
 L i 
 
 . 1. 
 
 I 
 
I. [CUT NAiaiOW-GAUCiK liAlLWAYS. 
 
 18 
 
 I 
 
 I 
 
 Madras Eailway, " The line has now been worked for some 
 " time most satisfactorily, the trains having on several oc- 
 " casious attained a speed of 40 miles an hour, and the 
 " working expenses being moderate." 
 
 As the question of adopting a light S3'stem of broad 
 gauge lines has been brought up, it may be well to say a 
 few Avords on them. 
 
 Mr. F. Shanly, »vhile he recommends them, says they 
 will cost or 10 per cent, more than the ?> feet 6 inch 
 lines. Sir Charles Fox, in his report to tlio Madras Eail- 
 Avay Company, makes the dittercnce 30 per cent. 
 
 Now tiie weight of rails to be used is the same as on 
 the o feet G inch lines, tli > weight of engines is the same, 
 and consequently the adhesion available for traction is the 
 same, and it necessarily follows that the engines cannot 
 possibly draw any heavier load on the light 5 feet 6 inch 
 line than on the 3 feet 6 inch line. Neither Sir Charles 
 Fox nor Mr. Shanly claim that they- will draw any more. 
 Indeed, with the same curves and gradients, they could 
 not draw so much, because of the gi eater curve resistance 
 on the broad gauge. Why then expend 80 per cent., 
 which on a line 100 miles long would amount to ??450,000, 
 or even 10 per cent., which would amount to $150,000 
 more in constructio]i, if you are to get no greater trafhc 
 capacity for it, especially as the main argument, the 
 break of gauge, has no weight in the case of your pro- 
 posed lines :' 
 
 There is one other objection urged against the narrow 
 gauge lines, whicli a little reliection weuld show has no 
 sound basis, viz., the inability of the engines to keep the 
 track clear of snow in winter. Fortunately, we have the 
 testimony of experience on this point also, Major Adels- 
 kold says, " Another di-like which I myself entertained 
 " against the narrow gauge, wasj;^ that the smaller and 
 " lighter locomotives should not be' able to keep the line 
 " open in winter; but experience during several severe 
 
14 
 
 LICAIT XAUROW-CIAUGE KAILWAYS. 
 
 " winters, lias shown that with suitably constructed snow 
 " ploughs, the narrow gauge lines have been kept as free 
 ** from snow as the broader ones." 
 
 I have jjreferred, instead of entering into arguments 
 based on mere theory, to give the testimony of engineers, 
 who having constructed and worked lines of 3 feet (5 inch 
 gauge, can speak from actual experience of their success 
 in other countries. All the gentlemen whose opinions I 
 have quoted, are of high professional standing, and hold 
 positions of responsibility, and they would not express 
 themselves so decidedly in favour of the light, narrow gauge 
 system, unless they were fully satisfied of its advantages. 
 
 It only remains for mo to say that, as far as my knowledge 
 of the construction and operation of railways enables me 
 to judge, I feel satisfied that the system would be equally 
 successful in this country, for all lines except those which 
 are required to carry a large through trafiic at very higli 
 rates of speed. 
 
 I have the honor, to be, Sir, 
 
 Your obedient servant, 
 
 JOHN EDW. BOYD, 
 
 M. Inst., C.E. 
 
 CiiuisTJAXA, April l;jtli, 18(57. 
 (1. Laijji.aw, Ks(>., 
 
 Toronto, Canada. 
 
 Sir, — YdUi' letter of I'm! ult. [ roceivt'd a ('(niitli; of (lay.s 
 ago, and replyin;^ to tlio same 1 shall In- nio^l lia]>]>y to give 
 you all the inl'onnatiou lelative to the L'ailway i^ysteni of 
 ;> feet (I inch gauge as ado])tecl in this country, which 1 tliink 
 will be of service to you and to the niend)ers of the committee 
 appointed to consider tlie important question relative to your 
 countrv. 
 
LIGHT XAKROW-GAUGE RAILWAYS. 
 
 15 
 
 4« ^ 
 
 I 
 
 As woU as ausweviii}^' a i'ew of tlie particular ([uestions 
 t-,nuinerate(l in the pvinted list you enclosed, I will procure 
 you co])ies of letters sent from here to the Engineers for the 
 Cape (Jovernnient, one of whom, Mr. E. Guadling, visited 
 Nor\\'ay last year for the purpose of personal inspection. 
 
 The letter from IMr. Schwartz may have an interest. Ho 
 is a member of our I'arliamcnt, and one of our leading men in 
 1 Railway matters, as well as a director of the Drammen Kail- 
 way. Mr. Broch, -tho writer of the other letter, is also ii 
 member of Parliament, as well as a nuiuaging director for the 
 Kamar Lino, iuid for (iTir lines of the ordinary 4 feet Sh inch 
 gauge. You will, no doubt, find it interesting to learn that 
 the small traftic of tlie described line has proved sufficient to 
 pay the NA'orkiiig exjionses, which is all we have expected 
 before the oxtention of the line. The next copy is a list, 
 written l>y myself to ]\Ir. Guadling, and containtng data as 
 to construction, cost, etc., of the different lines in work and in 
 course of construction. 
 
 1 also enclose a few plujtographs from ]>lans prepared for 
 tho Paris Ivxliibitioii. and by book-post 1 send you a copy of 
 an " Ivxpose" bclnuging to the ])lans. 
 
 With regard to the much disputed question (tf gauge, I beg 
 to refer you to an article Iw me in ]\Ir. Zerah Col burn's paper, 
 "Engineering," Xo. 02, the answej- to wliicli you will find in 
 No. (>:'. To this latter 1 have not yet rejdied. 
 
 Now witli regard to your (questions : 
 
 T/ir Ji't/'/s. — The weights ado]»ted on our various lines will 
 1)0 seen from the enclosed sections, which we find of suffi- 
 cient strength for our engines. Tlie weight on each of the 
 four cou})led (h'iving wheels varies fi'om 2^1 to o tons on No. 2 
 and ;*), and is l> j tons on Xo. 4. These last rails are made 
 only of puddle bars in place of with hammered slabs for the 
 top and bottom table, as used on Nos. 2 and ',), anil I believe 
 this chea])er rail to make also a better and more durable one. 
 The rails are manufactured in South Wales, and the prices 
 
 tSM 
 
If) 
 
 LICHT XAUUOW-GArCE RAILAVA^S. 
 
 liave been £7 7s. Od. iu ISoH-.V.i, I'or Nos. 1, 2 and ;'», aiul £7 
 Is. 6d. in ISO,"), iur Nos. 1 and 4. 
 
 I consider tlie rails (ju^lit ni(»st inujuestionalily to lie tislie<l, 
 and particularly so those of a small section. 1 consider cliairs 
 needless, and too expensive for cliea]) and liulit I'ailw ays. 
 
 Earflti'-orl-. — The saving in earthwork l)y the introduction 
 of the narrow gauge is all dependent upon the state of tlie 
 country, and is necessarily more in a hilly and difhcult coun- 
 try than in a level (me. Tlie width of formation level heing 
 limited in pr(»portion to gauge iind +he maxinuim weights to 
 move over the same, has been reduced from IS i'eet on the 4 
 feet 8^ inch to 12 feet (! inch on the narrow gauge. The 
 Avidth 1 do not think ought Ibi- the sake ol' drainag(^ and re- 
 pairs iu he further reduced, nor do I thiids,when the constnu'- 
 tion of the rolling stock is duly considered, a I'urther reduction 
 of gauge advisable or attended with any saving, even if the 
 weight (tf rails and engines should be reduced to answer a 
 minimum trafiic, the rails sav to 24 l])s. ])ei' vanh and the 
 wheel pressure to 2 tons only. 
 
 £rid(jc<! — Are here erected all of timber except across rivers 
 where large spans are unavoidalde, oi' ice to hindrance, and 
 where superstructures of iron on stone ])iers are resorted to. 
 The relative cost bet\\"een spans of !()(• feet of tind)er and 
 iron is here as 2 to :'». Tlie construction of tiud)er viaducts 
 as ])i'r ](hotogra}ih i^ very sim])le, cheap, and remarkahly rigid 
 even at an elevation of 70 feet and more, '\^'t' do not ]U'eserve 
 the ti]nber e.\ce])t by tarring when fully seasoned and dry. 
 
 (7rai!>s. — On a railway Mith small tratUc, for Mhich a coni- 
 l)aratively small ea]>ital ean lie invested, and where chea]* 
 construction is a ]irinie coiisideration, and a narr(»w gauge 
 consecpiently more adaptable than a In-oad one ean and nnist, 
 also stee})er grades be najre tolerated than when the reverse is 
 the case. 
 
 Curcrs. — As the resistance in curves increases in direct 
 proportion as the gauge, it follows that with the .sime lengtk 
 
 ? I; 
 
? i > 
 
 
 LIGHT NAUUOW-dArOH liAHAVAYS. 
 
 17 
 
 ul' M'a^L,;u,()iis iL proportionally siuiiller ciirve can be adopted; or 
 the reverse, larger wafjrgoiis M'itli same radius of curves. 
 
 Car^. — As the liaiij^e has hceii diminished so has the body 
 of the ear been lowered in oi-der to retain nearly the same 
 anj^'le of stability as on the laoader ,uauji;e. (See pliotooragh.) 
 
 The follow in,n' are jtarticulars of stock : 
 
 Outsulc, 
 
 Width 1 /until 
 
 Viissoiiir r tV.i'iiuLi;!' Ist and "iiid class. I <>' 10 
 
 <• ' -ind chiss only 1 <'''!"'. 
 
 Brakcv,:!! wit'i 1 <'aiii)> fwr passcn'^'rvs •>' lii.\ 
 
 1 
 
 ii 
 
 20' 
 •20' 
 
 211' 
 
 \''}o(hI.s and Tinilu-r WaggDUs 
 
 i'-!i;i^: 
 
 Wcig't 
 
 {.'ai'go. 
 
 Pile 
 
 (■ni].ty 
 
 Net. 
 
 3'G' 
 
 tun.s. 
 
 
 £ 
 
 5 !) 2 
 
 28 pass 
 
 230 
 
 •1 17 
 
 ;}0 " 
 
 1 .')0 
 
 r. 10 (1 
 
 1 
 
 S " 
 licnides 
 luA''age 
 
 Tons. 
 
 175 
 
 I 
 
 i:5 ;'. (1 
 
 1 
 
 .'i 
 
 .., 
 
 2.58 
 
 7t) 
 
 Diameter of wheels, 2 feet ("• inches ; height to central buf- 
 fer, 2 feet (i inches; distance ftetweeu axles, lo to 13 feet. 
 All iron-work is made in England ; framing here. 
 
 The, Eit;ilni>> are all "Tank engines" on three pairs of wheels, 
 of which the two ]»airs are coupled as drivers, and have a 
 <liamel;er of from )'. I'eet to o feet 9 inches. The third axle is 
 fitted either in the common way without side-motion, or in 
 movable axle-boxes of the Adams' radial principle, or lastly 
 in front on a " Hissell truck," which last arrangement I prefer. 
 The total weight of charged engines varies from 15 to 17 tons, 
 of' whicli 1 1 to l:'. are made available for traction. The price 
 for each engine, made liy the first English manufacturers — 
 Stephenson, Slaughter, (Jriming & Co., and Beyer, Peacock & 
 Co. — has been from 1,200 to 1,400 pounds, exclusive freight. 
 
 Oo-niracts. — The Enijlish si/sfcni. of Idtinrj the works as a 
 I'-hole on contract is 7iotnscd or apjvovrd of. The line is divi- 
 ded in districts of about 7 or 8 miles, each district in charge 
 of a resident engineer, under whom the works are carried out 
 either in small contracts of a fcAv cuttings, and seldom more 
 than a mile or thereabouts, or as piecework by gangs of men 
 with a respectable foreman in charge, who receives a small 
 
18 
 
 LIfillT XAKKOW-Cr.VCE liAIIAVAYS. 
 
 percentage of the eiinunos eqiiiilly diviiled Ity all. For in- 
 stance, tlie masonry of a large bridge may l>e let at so nnieli 
 per yard l)y measurement to one; the .superstructure, if of 
 timber, to another ; or, if of iron, it is especially contracted for 
 throuffh the olhce either in Kiiglaud or liere, according to 
 circumstances. Vou will thus see tliat thj works are canied 
 out by ourselves, and liaving a staff of well educatetl and 
 experienced engineers, we rind that this system works l)otli 
 well and chea]). 
 
 Being entirely unac([uainted v ith tlie jii-ices i.f lahuur and 
 materials in (Janada, I can of course ,L;i\c nc o]>inion as to the 
 probable minimum cost with you for a llailway of tlie class 
 liere described, out 1 will here add, inr the guithineo loi' sucli 
 estimate, the current jirices of ial)oui' h(;re, which are as 
 follows : 
 
 A common lalxturer, Is. (id. to 1.-. \(h{. per day. 
 
 A bridge carpenter. l*s. .'id. to I's. \)t\ per day. 
 
 A mason, 2s. .'id. t(» 2s. Dd. ]ier lUiy. 
 For piecework is paid : 
 
 For 1 cu]>ic yard excavation nii>\cd into banl<, eartl;, aimut 
 6d. in light soil. 
 
 For 1 cubic yard exea\'atinn nuA-ed into rock, averaiie 'is. 
 
 Cost of timber equal to laboi.u' in election, oi' V(>ry nearly 
 so, according to class of work. 
 
 Lastly, as to the capaltility of transport on th.e li feet inch 
 <i'aui>e Ivailwav, 1 mav state that tlie enuine dese]i!>ed. which 
 should inove a train of about 420 to -toU t(jns gross on a. level 
 at 14 to K) miles an hour, moves according to trial aliout l;3() 
 tons u]> an incline of 1 in 100, at a speed of 10 miles an hour. 
 
 AVith regard to the (piestion as to " how little can a railway 
 be built for of 'A feet inch uauue, to carrv ]»asseni>'ers and 
 cars loaded with 5 tons of fi'cight, at a speed of IG miles an 
 hour," it is my opinion, as before said, that the widtli of 
 formation ought not to be less than 12 to 13 feet, as adopted 
 here. Tlie saving has therefore to l)e sought principally in 
 
 . 
 
 ^ 
 
T,U;iIT NARUOW-GUACE RAILWAYS. 
 
 19 
 
 - 
 
 the size and weiulit of the eiiuine and he iv'. Asisiuninf:' the 
 rail to be of the similar section as adopted here, then a rail to 
 cany a car of 5 tons net, or 8 tons oross, that is 2 tons on each 
 oi" 4 wlieels, will he one of about 24 lbs. per yard, A locomo- 
 tive to answer this rail conld have a weight of 10 or even 12 
 tons, of which eiuht tuns avai^ ble for tracti<ni on four coupled 
 drivin<4' wheels. In a Hat country i have no doubt this would 
 do very well for a siuall trallic, and this is the very thing I 
 contein])lnt(' in ovdcv to diniinish to a nuninium the cost of 
 railways here. This, I think, also would make the cheapest 
 railway willi 'means for a future increase of traific, when re- 
 quiretl, by the removal of the ]»resent li;j;ht rr.ils for heavier 
 ones, and the adding" of lieaxier engines also. 
 
 The pri'sent subjert being of great interest to me, I shall 
 feel \cvy ]tlease(l if the inronnatinn liei'e offered can lie of 
 service tbr the matter umU'r consideration, and it would much 
 interest me if you. in time, will I'a.x'our me with papers, or 
 coi)ies of pa])ei's, relating to tla; subject wlien discussed. 
 
 W'hih; ^\ riling down this, I ha\e received a few copies of 
 {]]{' number of " I'jigineering" in wliich is my article above 
 referred to, which I enclose, regrt'lling to luuo no copy of the 
 next number witli the answer at hand, wliicli 1 trust you can 
 easily get. 
 
 Should you desire any further inlbrniation of which I may 
 be in |i(tssession, 1 shall be most haii]i\' to meet your wishes. 
 
 1 remain, Sir, 
 
 Voui's obediently, 
 
 c. riML 
 
 In place of a co]ty of the list Ibi' .Mr. (iuadling I have pre- 
 pared anotlier, and Avliich 1 tliink is more suitable for your 
 pur]iose. 
 
 The following letters and reports were M-ritten to engineers 
 specially engaged hy the Government of the Cape, to enquire 
 
20 
 
 I.ICIHT NAIMIOW-CAIUIK JJAll.WAYS. 
 
 into tlie Norwegian system ; copies were kindly furnished in 
 the Eiiglisli language to the Trovisional Otlicersoi'tlie Toronto, 
 Orey and llruce, and Nipissing llailwiiy Coinpiinies, liy Carl 
 Pihi. 
 
 (i. Lai 01. AW, Ks..»., 
 
 J)EAU SlK, — IFaviug mily a ('(i\i))]n (rf d.iys ago I'cliinicd, 
 id'ter an ahsence ut sdine weeks (ui the (-(iidiiicii!, I hasten to 
 supply you with the papers lost; Imt as yoin- letter is not 
 »|uite clear ahovit whir'h ol'theni are gone, and winch aic not, j 
 think it liest, in orik'r to he sale, to send you eojiies of them 
 ill], lioping they may yt-t come in time to ])e of some service 
 to you and the cause. 
 
 I. at the same time si-nd you a list (.f conijiaratixi' cost 
 anumnt oi work and c(iui[iment of (»ur several lines, that 1 had 
 lately com])iled for otlicr pur])()ses, hut may have interest also 
 for you. As time, however, is very short for ha\'ing this de- 
 spatclied by the tirst mail, I must have you to reduce the 
 Hgures to American or English standard, hut will merely luire 
 state that (nir Norwegian nnle is I'athcr better than seven 
 English miles (7.01 8;V. and one s])ecu!'dalcr four shillings 
 and sixpence English. 
 
 With the short time Iclt me since my return, I have looked 
 over the papers you kiiully sent nu>, and I lind you have the 
 same kind of stubborn op])osition and argumentations to face 
 with you as we hav(> had ])lenty of also here in Eui'ope. Still 
 I am happy to say that, as I'acts are hard to reduce, the 
 opini(ms se(m-i now to turn even among jjcople who hefore 
 were seemingly the last to be convinced. T]n"s, I say, is my 
 experience now in England. We have only just now had a 
 visit from the Italian State Engineer, Signor liiglio, who by 
 the order of his Government visited Sweden and Norway, in 
 order to inspect and report upon our Light or Narrow Gauge 
 iiailways, I also see now in the papers that the liussian 
 
 I 
 
 I 
 
 >, 
 
 C . > 
 
 \i 
 
 I 
 
f * ? 
 
 -.,1^ 
 
 I.K.lir NAUUOW-GAC'GE KAILWAV^. '2\ 
 
 (ioveriiineiit have tip]H)inte(I a Coinmlssiont'r fur the same pvr- 
 pose oil iiccount of railways in Finlaiul. Tliis noiitlemaii has 
 to visit S\vo(](!]i, Norway ami .Scotland. 
 
 In order that you may be able to explain tlie a]>parent 
 Ki'oat difl'erence in expenses in the constrnetion nl' the line 
 )»nil1 by my friend ^ilajor Adelskold, in Sweden, and those 
 buill here ))y uw, \ will state that this, fn.m data ft'iveu me, 
 lies entirely in tlto (juantity of AVork dont-, and whicli is suffi- 
 ciently a].]>arent iiv.ni the fact that the Swedisli line, in 
 working orders, en>1, nnl ntuic than tht> sujierstrneture (earth- 
 woi'k, lack, &('.') oi' uiu's, and tins fully ilhistratrs the lieavv 
 country a'.id (bbicidty we have had to clear. I think Mr. 
 IJoyd's estimate <.f .Sli>.()()0 to J?14,(M)(» per mile must, in all 
 probability, be (jnite enough, as 1 iim of <»pinion that tlie dif- 
 ficulties of construction are as mudi iiifr«> than ordinary here 
 in Norway, as they liavc bfcii nmU'r it on tlii' Swedisli lin«^ in 
 ipiestiou. 
 
 Mv dear sir. 
 
 \'ours trnly, 
 rsiuned,) ('. I'lHl.. 
 
 Christiana, -iulv 1, IS(i7. 
 
 (Jape Colonial Kailway Oitice, ) 
 ."'2 Charinn-.cross, London. S 
 K. Gi;ai)LIN(;, Es(^. 
 
 Sir, — In reply to your enquiries at)nut the prospects of the 
 Eailway system in this country, and of the influence wliicli 
 the adoption of tiie o feet G inch gauge has had, and will pro- 
 bably have, I beg to give you the following particulars. 
 
 When our first ItailM-ay, from Christiana to the lake of 
 Mjosen, A\as constructed, there arose in several ])arts of this 
 country a strong desire of possessing a like effective means of 
 comnmnication, and various investigations took place on this 
 sul)je(,'t. The great extent of the country, togetlier with a 
 
22 
 
 LKMIT NAHKOW-CAICH liMI.WAYS. 
 
 II 
 
 scanty and .spread i»(i|»iilii(inii (l,70(t,()(Mi people upon iiii iirca 
 of 122.000 Kn;^dis]i sfiuaro luile.s), and the natural obstacUis of 
 the lii{,Ody mountiiinous eountry, to;jfetliev with a comparativcily 
 .small traffic, tlireateiicM with iiiakiii,^^ further worUs of tlii.s 
 nature (excepl tlie Ilailwiiy to the frontier, towards Sweden, 
 for coinmunicalinu' with the Swe(Hsh llailways) a mere ilhi- 
 .sioii, until -Mr. ('. I'ihl, now tlie Covcniiiient Knuineer, ventured 
 to projtose tlie adojitiiiU of a narrower ;j:au^fe than tiie ordinary, 
 .say ."> feet u indies, Kn.u'lish, theivhy renderin.u (h(! e,x]K'nses 
 of tlie huildin^f to l»o Iietwern lialf anti two-tlnrdsof tlie forme.i 
 cost. Aft(,r various considerations, tlie (iovernnienf, as well 
 as our Varlianient, Stnrthini^et, resolved to ado])t ^Nlr. IMhVs 
 ])lan, a)id two I'idlways, one lictween llaniar and l\lveruni, 
 the other hetwct-n Throndhjein and Siui'cii, were Iniilt aftev 
 hi.s ])lan. The result lias not only turned out fully to the 
 satisfaetiiui of the ]>ni.li(>, liu! even far exceeds the expecta- 
 tions anticijKiteil a;i(! it has now already for some years been 
 proved that the :'. font u inch j,'au<j,e liaih\ay, when well 
 (.'onstructed and luiilt, aff<.»rds a sui'« iind effr>'tive means of 
 cormnunication both for passengers and ^^oods, cNen of a com- 
 paraiively larue extent, and that it may be managed at a cheap 
 rate. The I'csult. of the ado]iUon of the '.) Icet- (l inch Kaui,'o 
 has [»een so satisfactory, tliat theiv is at present building — as 
 .shown to you — a Kailway of the same gauge between the lake 
 of Randstjord and Drammen, about oG Englisli miles, and 
 calculated tor a heavy transport (tf tind.ier and minerals, as 
 well as a com})aratively great number of ])assengers, and at 
 this moment there is under consideration the construction «)f 
 other Kailways to the extent of about 130 English miles. It 
 is now evident that tliere will be built liailways with ns in 
 various parts of the country, and under circumstances where 
 there could not else have been question of them ibr series of 
 years, and 1 also consider it beyond doubt, that Kailways of a 
 narrow gauge, like ours, will be the most etfective and appro- 
 priate means of communication for any country with compa- 
 
 I 
 
 I ' 
 
 I • 
 
i.iMir NAi{Uo\v-(iAri;r, waii.ways. 
 
 2^ 
 
 C M > 
 
 - A 
 
 fiitiveiy liiiiil<'(| rcsniirei's wiitl iiunluiatL' ti'iiltk-. The cost of 
 our .". fcot »i iiicli llailwiiys has ln'i'ii IVoni .€.'5,2^^^ ^'t> X5,00() 
 per KiiL^'lisli mile, and as a ]»roof ol' the iiiihieiu'.e they are 
 supposed to liave in ihc (levelo])iiient of the resources of our 
 countrv. 1 niay mention tliat tlie Tlirondhjenj Storeii Jhiilway 
 was hiiih, notwithstundinjj; tlie calcnhitions of the traflie made 
 it pr(»iiable that it would liardl}' Ix-ar its expenses, and with- 
 ont leaviiij^f sur])]us for interest. 
 
 All our IJailways, e.\ce]it the Trunk Jtailway (from C'liristi- 
 ana to the lake of ]\Ijosen). liave I'een laiiU, liy the (Jovern- 
 nient. with eontrihutions iVoni the vaiious eorjjorations oi' 
 disti'icts. ;ind. ])iiv;ite individual^. 
 I am, dear Sii'. 
 
 \'ou]- most res] »eet fully, 
 
 doH. T. SCnWAUTZ, 
 hivtrlin- cj' tlir Dviinimin luviuhfjord lia'dv.'uij. 
 l)raniii;en, JSth dune, l<S'i(I. 
 
 rCV-py.) 
 
 CIIKISTIANA, Oct. IS, ISGt). 
 K. (IlADLINf;, Kst.i. 
 
 Th(^ Haniar-Elveruni Railway ha-; a length of 24 English 
 miles. It leads irom Haniar, a country town on the Mjosen 
 lake, ^vith little more than lOOO inhahitants, througli and 
 to a very thinly populated district, the Olonrmen valley, 
 whose jn'incipal trade consists in timber -tratiic. Nevertheless 
 the line is hut to a small extent used lor transport of the 
 timber, this being for the most part floated down the river. 
 
 The Kailway has ten stations and stopping places ; thus the 
 distance between each is very short. The service on most of 
 the stations is performed l)y a station-master only, who has 
 his residence in the .station building ; lie attends to the tele- 
 graph, and has access to hired assistance, when necessary for 
 
24 LicjiT NAra;i)W-(.iAUciK if.viiiWAVs. 
 
 the loatliug' and leceiviii.L;- oT the l-oihIs, tliere Ijeinn ^^'ith tlie 
 train an extra ,t;uarcl or two to assist at the statioii.^. < Mil}- at 
 Hamar, tlie ])i'incipai terminal station of the liailway, there is, 
 besides the station-niaster, an otlice clerk, a telegraph clerk, 
 and 8e^'en to eight j)orters. The)v is a local manager of ♦^lie 
 line, he beinu also an enfiineer, resident at Jlamar station. 
 
 For the traffic there are tliree tanic locomotives, each M'eigh- 
 ing, with coal and water, to tons, \sith ().:> ton^ (»n the two ]»air 
 driving wlieels. < )f the^se engines therein rarely more than 
 one used at a time 
 
 The rolling stock consists of o jKi.->.--t'ngc'- '-irriago, eacii lor 
 ■\0 seats, :\ hrako-\ans and ''D goo(i> -waggons, all on 4 v.heels 
 each. 
 
 For the engine servici', there are besides the foreman of 
 the repairing slio]>, who also has to make (hity as a. (hiver 
 when necessary. 1 i-ngine driver, 1 stoker, 2 guards, and 4 
 workmen in the sii,>](. 
 
 For the maintenance ol the line, there are I permanent 
 way inspector, 4 foremen, and 1-3 or lo workmen. 
 
 During the third tratlie year (IH'i'ij there have bcci? eon- 
 vevsd on the lin;- :!l\'.'7''^ ]iassengers, with the receipts of 
 £138;" ] OS. Od. : Uie aseraue dis'ian'-e \'>>v each pa.-senger 
 being 1:2 nules. 
 
 The amount of goods curried has been 72(il* tons only, of 
 
 which G-7 has licen cai-ried n[> (in direction from Ifamar) and 
 
 1-7 down. The goods have |)rincipally consisted ol': 
 
 Grain, 2,500 tons. 
 
 ■ Timber and deals, 2,210 - 
 
 Salt non '■ 
 
 Iron 44() ■ 
 
 Fish, ;!(i<) '• 
 
 The recei].its for goods luue been £1778 I •") o 
 
 The receipts I'or carriages, cattle, parcels, excess ol' 
 
 luggage, mails and telegrams 18:1 .". 
 
 Other recei])tK, abrmt " 1 IS 7 
 
 Total receipts, £2080 oil 
 
 
*^^i^mmM 
 
 V 
 
 l.ICilT NAIiROW-fJAlTIK RAILWAYS. 25 
 
 <tr £141 l:js. 4(1. ])vv En<ilisiiiiiilc, piji'iuniiiin, which midoubt- 
 cdly is llic lowest ViUv^e of re\'oimo of any passenger liailway 
 The expenditure during tli(! same year arnoimted to £3297, 
 or £V-u 7s. <iit. per niiU' of liinlway. Per train mile, the 
 i)allast miles not inehuled, tlie e.\p(Mises !iave heen 2s. 7(L 
 
 In tlie ahove sums are irududedi : 
 The expenses to the liead ajhiiini-^tratioii in ('liri.stianu, 
 tlie sahiry to the n'anagcr. th- \\'ages to tlie stations 
 
 service and ti.' tlie conductors £1285 10 
 
 IMie exi)en>"s to tlie loeomotive dej'artm'.'nt 8',)3 10 
 
 l>o do carriage d('])ail!nent 152 
 
 Do do permanent way 7''4 2 
 
 Do do niidntenance of till' buildings. 
 
 (he station gronnrls, the 
 
 telegra])h,ttc iiio 11 
 
 Sinah'y I'.xpenses 11 7 
 
 The locomoti\es haAi' in all run 27,120 English mile-), (»f 
 which 25,400 witli passenger,^ and goods, 1,084 with ])allast, 
 and 42 as a.ssisting engines, including ■> per cent, reckont.d for 
 :>hnnting at stations and •hidings. 
 
 (4eneradly there is hut one train daii\- v/p and: down. Twice 
 a week, ami at certain times, wiien the traflic is greater, a 
 secoii'l train, hut \ery rarely a third train, is runiung. 
 
 The exj)eiises of working and maintenance of the engines 
 have heen 7s. Od. per train mile. 
 
 lM>r working the locomotives have i.)een Tised 281 tons of 
 coal, or 23.2 llis. ])er nnle, which luis co.st £340 5s. Od. Fire- 
 wood, candle, oil, Mitste, i^'c, to the amount of £80 7s. Od. 
 
 All goods waggons arc calculated to (.'arry a load of 5 tons 
 each, hut the a\'erage load has heen 3 A tons only. About 2-5 
 of the v.'aggons in the train have lieen moved eni})ty. 
 
 The 5S carriages and waggons have in all run 150,520 car- 
 riage miles. The exjienses of maintenance have therefore 
 heen not fully ](l pier English nnle. 
 
 On an average, every train has consisted of 2 passenger 
 earriaues, 1 brake ^■an, and .'5 goods waggons. 
 
26 
 
 LIiillT NAUKOW-(;Ar(;H liAlF.W.ViS. 
 
 Tlie eiijiine.s can tiikel^) vaggoiis in the train, bnt tlie 
 traftic is at present so sumll that, en an avera;;'e, three j^'oods 
 wagguns (inly are taken, hepides 2 ]»xssenger carriages, and 1 
 brake and luggage van. 
 
 Tlie cause of the inconaiderahle tiatiio and small receipts o!" 
 this Eailway is the poor and thinly ])(t]mlated districts, in con- 
 nection witli the sliortness of the line, wliich makes travellers 
 and goods intended to go to or from distant places to he car- 
 ried by tlieir own eonveyancL's the wliole way, in preference 
 to waiting Un- the train to be conveyed over a conijiiiraiively 
 short distance. The; working of the line is necessarily ar- 
 ranged in the rlieavtest and mo.^t econtjmic manner, and 1»y 
 this we have succeeded to cover the expenses by the rec^eipts, 
 whi^e the surplus lias heen very incdusitU'ialile. In tlie mean- 
 time it is intended .soon to extend t!ie Ihiilway. by wliieh tlie 
 receipts will increase at a eomjiaratively greater rate. 
 
 Di;. (•. T. iilJOCK. 
 
 H 
 
 » r. * 
 
 i 
 
I.1»'HT NAUlMW-CAl'dK HAII.WAVS. 
 
 27 
 
 • I 
 
 ' c * 
 
 
 k 
 
 List ^iiotciixj the cunqHii'ttticc vast i>j cinisti'i'didn, lUiUnint uj 'tcvrk and 
 cqiiipiiient of Jiailicai/s In Nurfct/. 
 
 Ki-is{iiuu;i : I.iHcstn.iii ! ll.iiiiar iTLroiKlhiom Drarniiicii 
 
 Mj...M-n. ' Gniiiilsfii. j (humlsct. | t^t.jivii. ■ Hauilfitjdia 
 
 ■t It. .^i ill. 4 I't. Sj ill. I :■. ft. (1 ill. ." ft. ill. 
 
 ■ ' llitui-'i;. I (iauge. 
 
 ( FlUl^t'. 
 
 Uiniiri-. 
 
 ;'. ft (•> 111. 
 ( iaii^-'f. 
 
 I 
 
 ._ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ■7 
 
 A 
 
 c 
 
 — . 
 
 
 - 
 
 
 
 
 ^ 
 
 -Z 
 
 y. 
 
 
 
 
 
 
 
 ""■ 
 
 
 
 7i<T ' 
 
 k^r 
 
 i X. "E 
 
 
 The (ir<ii!i!tl 
 
 I'l'iH'iiig 
 
 ivdck aii'l Kitith'.vt'ik. . . . 
 lirifigcs and Viadiuts. . . . 
 !)cviatiiiii "f Hoii'ls. il''. . 
 iVniuiiu.'iit Way li. IJaliast 
 
 .■^tatiniw 
 
 Kolliiij.! f<tiK k 
 
 'iV!cnrai>h 
 
 Suiiilry Kxin'iiKi's. ....... 
 
 K!!t,-ill'liU,^' >V .Sui'lTVisioIl 
 
 Kxi'discs )"■; ii::.'' . 
 .'.(■l!;j:tli in .Miii-s. . . 
 
 Total I'.'vt 
 
 . .. ':;Tii1'-:i! 
 
 Nil. (if Statldus 
 
 ilo. iitT niiU- 
 
 -\(i. of KiiKiii's 
 
 do JUT niilf 
 
 iJriviiij; Whic! I'icystirt> 
 
 in 'J'oii ]Hr niilf 
 
 No. of l'ass('ii<:c r','ar'a;j('s 
 
 do. jii.'i' iialt' ; 
 
 ilo. of 8cat,s )n-r niilc.i 
 Kai.'li (^toods Tni( k carries; 
 No. of Goods WagguTi!-'. . . | 
 
 do. jitT mile , 
 
 Totnl cai tying cajiacity oij 
 
 Goods "Wiig;.,'ons in tons 
 
 do. iK'i- mile 
 
 No. (if Passi'iigcrs canicd- 
 
 one year , 
 
 PaHscnger Mile per Milei 
 
 Koad ; 
 
 Total Keeeipts in Nonv. ; 
 
 Hjiecies : 
 
 Receipts jier mile, Norw. 
 
 Species 
 
 Rei^eipts per Train mile,! 
 
 Norw. Hjierics 
 
 Total Ex]'ciis(K, Norw.; 
 
 Species 
 
 Do. jicr mile, Noiw. do. . ' 
 
 Do. per Train mile 
 
 llividcnd 
 
 <!oods moved in Toils. . . . i 
 Ton mile jier mile of Line 
 
 :-ji;-.'(ir-Jo 
 
 111 llii-ul".ivi 
 ! !l 
 
 "(■■■.Ml' :..'.'s 2S,"il| -J.!- 
 
 •l('7b\ l.u\ "SOli '2.y 
 
 .^•r.sii'.i ?,o..'i('> :;(in,'j.^)j 'Jii.,"- 
 
 lOL'l-li 5.4'.' li'J41 
 
 
 ■:■'-. I.' u 
 o ] ^ z. .'T'l <u 
 
 Notyetb'ilt 
 Christiania 
 L.'aininen. 
 3 feet 6 in. 
 Gauge. 
 
 •J(i;;!i; l.oii 
 Ml700:27.i;'.t 
 
 >\\V' o.i 
 'Ji»4:!4i 2s. 
 
 i;^.;!4r.; 7.17 iise:;l i^.t 
 
 SS'j;;! :,::'• 7034] 4.t'li 
 
 i::;'j;j i.;w' i6oy; 1.14 
 
 (J0175':',.V!i4' ■14!t8',tj31.',M 
 
 l<J.0.V2|ll.t;M ]Hj80| 7.8(1 
 
 Hii:i| O.w; 14891 \M- 
 
 :«!)7'J -iU.OO; 'i7M!i;,U>.7.'- 
 
 l'O'jouiU.ih; 
 
 l;;4tU| 
 
 1 :'..'. 
 
 lO'J'.t o.;Jii 
 
 N;7i 
 
 (l.^ 
 
 5:27 O.'.'S 
 
 
 
 •J01714 10. «. 
 
 .V.O.'.j 
 
 :■.( 
 
 isiio'i;) 1(1(1 
 
 1017'i'j' 
 
 ilK 
 
 10.]:', 
 
 :;.4 
 
 
 
 I 
 
 :i4i;(i','0 
 
 'or the I,illc>troiii-(;rai 
 ■or The Kol liii- Siock, 
 
 1.;; 
 
 II 
 ('.it 
 
 140i'5 
 101(i.'j 
 
 (;:-'..s 
 
 i:iU7 
 
 i.oit;o 
 
 c<.4'J' IdlOTl 7.3. 
 
 (1.(17; l-Jli'J.Oi 8.9(1 
 
 O.SS' (!70| 0.4t 
 
 0.7<>j 3738! 0.0:1 
 
 ■.i.OIii -;!109i 16.41 
 
 l(i74-l'J 1(1(11 NOMmI 1(>( 
 4.:; ; 8 
 
 VKKW iri'J«j!>:'.'j 
 
 i 
 
 lsni!i^:f iiot|iiii!ndedtht 
 id 
 
 o;i031 
 
 2043 
 
 757.04 
 
 1(J480 
 
 3577 
 
 27524 
 
 12951 
 
 1()971 
 
 749 
 
 51 S 
 
 2S380 
 
 14.7 
 1.2 
 
 34.8 
 7.1'. 
 1.7 
 
 12.(; 
 6.0 
 7.8 
 0.3 
 0.2 
 
 13.1 
 
 -U 
 
 J1757Si 100 
 4., 51 
 
 40. S 
 40 
 
 (i.(jt; 
 200 
 
 5.04 ton.- 
 322 
 
 53.7 
 
 1012.7 
 318.8 
 
 i.')<;i45 
 
 786 IS 
 220402 
 
 38244 
 
 13.28 
 
 112382 
 187311 
 
 7.78 
 
 5.27pr.ci 
 207906 
 10(U>04 
 
 12.7.-* 
 .■(.') 
 
 93.6 
 
 5.94 
 272 
 26.9 
 
 U.I5 
 1.59.4 
 
 82189 
 
 :iC94S 
 
 C6610 
 
 876ti 
 
 5.70 
 
 6781 K 
 
 8923 
 
 5.86 
 
 0.08 
 
 02621 
 
 35775 
 
 50 
 14.8 
 
 250 
 73.. ^ 
 
 32078 
 
 16345 
 
 15301 
 
 4500 
 
 4.23 
 
 14837 
 43(i4 
 4 10 
 0.12 
 8748 
 6290 
 
 4 
 (1.9:'. 
 
 n.: 
 
 Id 
 
 6(1 
 14 
 
 I :;oo 
 
 I 69.8 
 
 I 
 
 I 629S7 
 
 i 
 
 j :i4071 
 
 I '^4542 
 
 I 
 
 ; 5708 
 i 4.77 
 
 11 
 1.4 
 
 6 
 (1.75 
 
 9.8 
 15 
 
 1.9 
 4:'. 
 
 .'> 
 145 
 18.12 
 
 7.25 
 00.6 
 
 J87805 
 J5000 specie 
 10 
 
 1.1 
 
 2o 
 5.7:! 
 
 5 
 78 
 17.18 
 
 300 
 8.5.9 
 
 I 
 
 I 
 
 2343S 
 
 54.'iO 
 
 4..'m 
 
 0.15 
 
 11614 
 
 10056 
 
 \.n. -1 Norwegian Mil (Mi.e) ■" Kiiglisli .Miles. 
 
 1 ^>pccies cmial.s 111 Amcin an rinits, or 4s. 6(1. English. 
 
 C\ PIHL. 
 
2.S 
 
 LKlIir NAJCi;oW-(irA(ll'. iiajluavs. 
 
 (Cnl.,V.) 
 
 I'arLUidartiJoi' titc o ft. t> incli Go.injc JiaUiraij^ in Nuni'aij. 
 
 !r;ilii:ir-KI\i'niiii! ']'liii)iiilli,ieiii 
 I l!;lilw.l>, U;tilv,:u'. 
 
 Dntiiiiiifii 1 Kiiiij;sviii,;;i'r 
 K.-miisrji.iil 
 Iiii;i\v:iy. j Hiiilwiiv. 
 
 ■Jt 
 
 l.!;iigt!i of liny ill Ku/,. iiii.'fs, 
 JiiU pas.sfil fiT itsi'i'.'i.strui'f: 
 
 Opened for tralii- 
 
 ^ <> X>'1 
 
 WuJtli of Giiui,v :.' 0" K:i'.,, 
 
 iSJiai'iiest Curve, Ua lii'.s , '.">!'' N. 
 
 Curves ofUw (h'cumjil; lO'.i;) 
 
 Width <if foniirttioii liiif ; l-V N. 
 
 W'idtll (M! tol) of l):il|i(.St . . : ••! ^'; 
 
 Tliietkncss <if l>:lll:nt. '■ i.S >.'. 
 
 Weight «f rail •'•.• Jl'S. i..-r y.iiM 
 
 Iviiul (if sli'^jiei-s 
 
 Loiigtli of slt'i'i)(!r.< I <'' •'" N. 
 
 Uistaiicf.' aimrl 'i' !•" ami -J' tl" N 
 
 Kind of fa.stt".iiii,' iDiv^jspikcs -0" Kii 
 
 ( 'Jjlilatos 11 \ ViWii 
 Fisliiiiii 
 
 ;.(). 1 
 is:.7 
 
 :;' li' V.Xi-.. 
 
 ::-")■ \. 
 '.it»(i 
 rjA N. 
 
 l.S X. 
 li'nJctllli.-i.p.'i-J 
 
 (> of S X !> ([liiiL'.) ( ) of .s * y" ([lii; 
 
 ,■.•(;■' N. 
 
 is-;.; 
 
 ll;::i- 
 
 I : 
 
 \u!nlii;r of stations 
 
 Nunilier \n-v mile 
 
 NiiniliiT of ('ic.i;i'.''s ' 
 
 Do il-i jH'r mill'. . . 
 
 Availablo wtij^Iit f)r trai'tioiii 
 and driving wli.cis in tons.. 
 Do il." I'oriuiJi'.. 
 
 .Vo. of oaiTia;;.'.- 
 
 Do >\-> o.-r mil ■ • 
 
 Seats 
 
 N'o. of gi;i.Hls-v.Mj;;;nn.-i 
 
 Do 'lo ji'']- mill .. 
 
 t^'aiTviugraiui it;,, p.T n.ilr, in 
 
 toii.s 
 
 /•'./'/ICH.'t'^ IIt:iil iillicii, I yr;i;'. 
 
 l''or worliin;; the trallii-. 
 
 Stations, one yi-ar 
 
 (iOcoiiiotivf Di'p't, 1 year. 
 
 Waggon 
 
 .Maint«iiaiu-t' of Hm'' i'li'l 
 
 liridgi's, 1 year , 
 
 KxpeiicH' total 
 
 I!i'xeipts—\\'r aiinutn 
 
 .Vo. of train niilcs 
 
 Total (X).st of c-onstrnrtion .... 
 Ofwii;:liin jior omit for yi omul 
 
 Fomint; 
 
 Snhstrui'tnr.' 
 
 iiridycs & viaduids .... 
 
 IVfriuaneiit way 
 
 Stations 
 
 , Road croK.siujiis and ib- 
 
 viation.s 
 
 'I'l'lcgraiili 
 
 LoL'oinotivt' ('arria^'i's iV wa;,'- 
 
 Rons 
 
 Kngini'criiiK .■uid cxpi'ini'.s not, 
 
 calcul.itc.ii , 
 
 Cost of Con.stru(,tion jicr milt:, j 
 
 71 
 I ilalflfiiKtli. 
 ( lN'i7 and l.si'.:;. 
 I ■! 
 
 11. 111'. Ii'n'.^tli lo.l'i-J and l.ii". 
 ."i I'l'' Ilic. I' ■•i'," \''.)iy.. 
 
 ;»I0 .V. ; |-J,->ii N. 
 
 iOOO i |.-,(M) 
 
 lii.VN. I ISX. 
 
 f> N. ► V>. N. 
 
 i.« x. . ' ax. 
 
 'i!;4i> li'S. piM' y.iid. |i3J llis. jii'r yard. 
 c)l() ofii" (|>iii.-) O of il X 10 (pine) 
 
 X. 
 
 loiiir, and Vi" 
 
 
 liolts. 
 
 ) 
 
 il 
 
 10 
 
 ii.:;7 
 
 o.:;:; 
 
 IJ 
 
 II. 1:; 
 
 !.:'/i 
 
 I.'.',; 
 1(1 
 
 ii.:i 
 
 u.;;;; 
 
 ii.7 
 
 i.i.OJ 
 
 .'lO 
 
 ■J.ot 
 
 (ill 
 
 lo.-J 
 
 10 
 
 t:'dn 
 
 •JIT'.' 
 
 iHO 
 
 1 l7o 
 
 S',l| 
 
 
 ; *j.i 
 
 1 
 
 7'.'1 
 
 lilllO 
 
 :'ii;'.'i; 
 
 .'.'-•117 
 
 .Uili) 
 
 :i7:i.'. 
 
 ■^r,xi:: 
 
 41.'-,7:'. 
 
 7t)'.i7'.t 
 
 ir.ooou 
 
 ■.'.1 
 
 .'■..27 
 
 .1 ■" 
 
 l.ii'.i 
 
 •J'.i. f< 
 
 :!.■.. W 
 
 :!.:i 
 
 ll.().S 
 
 '.iS.'.l 
 
 •JII.O.'. 
 
 l-J.'S 
 
 i S.4J 
 1 
 
 II. '.1 
 
 ! O.Oii 
 
 II. s 
 
 i O.liS 
 
 l:'./J 
 
 ."i.O 
 
 ,i:;ji-ij 
 
 (!.07 
 '.•..■S4 
 
 II 
 (I. -J 
 
 0.11 
 
 l.t 
 
 1.". 
 
 ti.:i 
 
 145 
 ■J.r. 
 
 l-.'.o 
 
 I 
 
 '.»' N. 
 :!' X. 
 
 Dog.spiko, ."li' K 
 
 \r," iilates 
 4^1 liolt.s. 
 
 12 
 0.17 
 tl 
 0.1:1 
 
 I'.'O 
 I.S 
 
 .•1.1 
 
 0.5 
 
 l:».4 
 
 272 
 
 :t,8 
 
 II '. 
 
 j I inly liiilf ilir; I 
 lilii' ti'inpo- 
 laiily o]ii-n- 
 fd fur trallic- 
 tills year. 
 
 A:'J.^r...".2s 
 
 4.'.i 
 
 l.l 
 
 :;l.:; 
 
 l'.i.4 
 
 1.(1 
 
 4 
 
 Hi. I 
 ii4.'')i):'. 
 
 2:! 
 .04:^:; 
 
 :lii4:! 
 
 207S 
 
 ;ii>H2 
 i.'.ii7i 
 
 14804 
 
 .SlOliJ 
 4:i0'.)5ii 
 
 :!.,S 
 
 14 
 2l>,0 
 
 5,11 
 20.5 
 
 (>.".' 
 
 1.0 
 O.il 
 
 14.1 
 
 !0.,S 
 .!i;i)(l7<l 
 
 1 iMonv. tool = Lici'lT I'.ng. 1'. 
 
 NoTi:.--Tli« pric'i- in " Kngincrrini; " (£0;)oO) ri'fers to tlii' 
 I'xtension of tlu' line to Swi'dcii. 
 
 Christiana, April 12tli, 1807. 
 To (i. l<Ain!..vw, K.si|., Toronto, C. W. 
 
 M mill's to Koiijjsviii^cr, lirforr llif 
 
 c. run.. 
 
 ft 1 « 
 
LiciiT xauho\v-(;ai'(;e i:aii.wavs. 
 
 '201 
 
 # ' 
 
 
 '•" • 
 
 •9 ? 
 
 if i i 
 
 "5 5" x_':^ 
 
 't 
 
 
 
 
 S 
 
 Liuii;tli uf liilie, 
 T:ii>'lish Miles. 
 
 
 ci 
 •■I 
 
 ft" 
 
 Cost ]H>r Mile, 
 ,i:l stcfli!if;=-'J5.00. 
 
 Weight of Rails, 
 lu r liniTil yiml. 
 
 Xatiu'e of Joint. 
 
 tS 
 
 r 
 
 >! j H'iVX' lit' (SMt'JlfT-S. 
 
 Fonuati'in Width. 
 
 
 '^^ 
 S 
 
 '^, 
 
 St,(.'e])i'st Urailient. 
 
 5 I KmhuH of Slifti'pest 
 zi i C'luve. 
 
 0\'(linary Hiieed, 
 Mih's per hour. 
 
 LiiLiitcsD If corf ted 
 Sliced, riiiles per hour 
 
 Nuiiilier iif Stations 
 
 Weiglit oC Engines. 
 
 Cost oj' Kngines. 
 
 55 I No. of I'aH iiger Cai's 
 «'■' No. of FreiRht Cars 
 
 &5 
 
 c 
 
 S^^ 
 
 "^ 
 
 2> 
 
 <5- 
 
 
 i ^ 
 i 
 
M) 
 
 LKIHT N.\1{1{<.)\V-UAU(;K IJAILWAVS. 
 
 Mr. Boyd suys in liis ])ainphlet: — "The cost of a raihvtiy is, 
 " all other (Conditions ItcinL;' similar, i-ontrolled to a ,i,'reat ex- 
 " tent by the i;"au<,fe. A:?.suniin,u; a .^au.ue of 5 feet )> inclies 
 " for Trunk lines, it by no means follows that for tributary lines 
 *' and independent lines, in country districts, a narrow ,uauge 
 " (say '^ feet) mi^ht not l)e introduced with advanta,L!;e. It is 
 '• conceded that thi' resistance due to curves decreases as tlie 
 '' width betwee!) the rails is reduced, as shari)ei' curves could 
 '' therefore be introduced without a corres])onding increase in 
 " the resistance. 
 
 "Heavy earthworks could l)e avoided, without resort to 
 " stee}) j;railieiits, and nari'ow i4'au,ue ti'ibutaries could lie cai- 
 '■ ried iuro many districts when lines of the wider _L;auii(' 
 " would be ennrmously ex]iensive, in bntli construction and 
 " oj)eration. 
 
 " This reduction of the ,uau,ii;e v.ould be iollowed l>y a dim- 
 " hiution of the cost ol' every ])ari of the road, from Wm fiii-nuiff 
 ''' of the nrst >iO(l to thr itririiiij nf Hn lust spi]:(\ as follows: — 
 " Savin <>• on earth, "*!) \a'V cent.; on masomy, 2") per <'ent. ; 
 " the eni4'ines would weij^li iVom twelve to Ibui'teen tons, in- 
 " stead of twenty-ei^hl ions; and, the weight of the rails, 
 " chairs, d'c, l»ein,i;- j<ropiirtiouately less, thecn^l of })orinaiu'nt 
 " way vrmhl he fiJioiU mn-ltiilf. with a corresponding reduction 
 " in the (•o'^t of rolliiig stock. 
 
 '• The r;ulwav <»i' narrowest gauge ined for jiassenger traffic, 
 " woi'ked by locomotives is in Merionethshire, Wales — gauge, 
 " 2 i'eet. iJetweeu June, ISlJ;^, and J''ebruarv, iS(J.~>, the four 
 " engines em])loyed (.'U this I'oad. i'71 tousj hatl iiin r.7,(.>00 
 " miles without leaving tlie rails — the stee]iest gradient Ijeing 
 
 1 in GO. Up these gradients, tlu'se engines take a load of 
 
 50 tons at ten miles an linur ; siiar])est cui'ves on the line, 
 
 132 feet radius. 
 
 " in the colliery ilistricl.-^ ttf l-aigland and Wales tlsere are 
 " lines of 2 i'eet 4 inches, 2 feet (1 indies, and 2 feet S inches, 
 " "which are used vrith great success. 
 
 " The Norwegian lines have a gauge of W feet (i inches ; en- 
 " gines weigh 14 t(jns ; speed 15 nules an hour. A gauge ol' 
 " 3 feet inches has been successfully Avorked in Belgium. 
 " Upon a line three feet gauge, passengei- trains could be run 
 " at 15 to 20 miles an hour, tlie carriages ])cing say 7 feet H 
 " inches wide inside — am]ile r(jom i'or cond'ortable seats — less 
 " width ^vould answer freight cars." 
 
 ' feM 
 
LKHiT narhow-i;a((;e hailways. 
 
 ;u 
 
 * 
 
 "Air. Fit/gil)h(jii, (.'hiet' En^'iueer to tlio (Juverimient ol" 
 " Queensland, Australia, states : — " ' A railway of 3 feet 6 inclies 
 '"j^auge will accommodate a trailic of 400 tons of }.,'oods and 
 " ' 800 passenyvrs in each twelve hours." ' 
 
 "Durini; tlio nine months endinj:^ .")Oth So])tember, 18(5(5, 
 "the averar^e daily tratUu on tlie E. and N. A. Kail way was 
 "484 passenners and 185 tons frei,t;ht, and on the N. S. Kail- 
 "way, 400 paBsenf,'ers and ISO tons freight." 
 
 '"On 22 miles of one line, when it passes over the Little 
 '" Livei'j)ool and Main 1 la nj^^es, numerous curves of 5 chains 
 " ' radius are introihiced, in order to avoid the heavy works in 
 " ' excavation, tunnelling, viaducts, &c., whicli the use of curves 
 '"of a lar'>er radius would involvt^: Imt had a cau'je ot 4 feet 
 "'8Jl inches Ixjon adopted, curves of 8 cliains radius (as used in 
 '"cros-^ing the Jjjue Mountains in New South Wales) would 
 '"have l>eei) necessary: and it was found, on a calculation oi 
 '"the ([uantities of work, that the cost of the line with 4 feet 
 " '8^ inch gauge wouM exceed that of the l> feet (> inch gauge 
 '"l)y more than three-fold."' 
 
 "'Taking the item of ]iennanent waw we tiiid that on the 
 "'New .S(juth Wales lines the cost i)er mile is £2,096 7s. 6d.; 
 " ' whih,' on one ^> I'eet (5 inch gauge line the cost is £2,IG2 4s. Od. 
 '"per mile, including hroken stone hallast: giving a difference 
 " ' of jC8;i-t ])er milt' in fa\ our ol' the narrow gauge." ' 
 
 "A statement v hich is ai)pended to tlie report shows that, 
 "taking an e([ual (juantity (.>t rolling stock on eacli line, the 
 " cost of that of the 15 feet (3 inch gauge is (;4l per cent, of the 
 " cost on the 4 I'eet (.5 inch gauge. 
 
 " it api)ears that a sjieed of over 20 miles an hour luis l)een 
 " attaine([ on the ;5 feet inch lim;, witiiout any perceptihle 
 "oscillation or unsteadiness ol' the cai-riages, which are roomy 
 " ;ind coiiil'ortahle, and give tlie greatest satisl'action to the 
 " public. 
 
 " Mr. Fitr.gihhoii iiuiiiiifiiiis " ' iltat it /s ///r iru^rsf posftiblejjolicij 
 " ' /(* provide unlij fur Ihr irfni/s I'r now foresee, and io cari'y out 
 ''^ effect (I ally a system of railti'ays irJdch is vyithin oi'v present 
 '''mriDis, lc(vri)>;j posfcritii to drvidc wind further e.n^enditurc 
 " ' shoidd be ■ineiirr''d to 'meet its vants.'" ' .-^.s^v- 
 
 " ' Again, to expend two or three times the necessary amount 
 " ' now, with a view to meeting a want which cannot he felt for 
 "'ljerlia]>s twenty years or more, is simply to expend in inter- 
 "'est alone a sum sullicient to re-build an entirely new system 
 " ' of communication." ' 
 

 I.KniT NAltlinW-CALCK liAILWAYS. 
 
 "'Tlie coiistnictioii (»f tlu' voud, and llio various a])]»liaiices 
 " ' i'iii])l()yeil, are in all n'sjiects ecpial to any i-ailway in the 
 '"world, exco|)tin^!4' only that tlicy are limited in ]ii)wer to the 
 " ''wants (»f the ease."' ' 
 
 Mr. J)oyd contends that if the diminution el' eost i> so j^reat 
 as between a .'> f'3et <> ineh ,uau,ne and imc oi' 4 iee-t S inches, 
 tlie dilTerence between one of '■'> feet and of ."» feet ('• inches is 
 certainly not over-estimated at ."iO ])er cent. 
 
 The same author remarks, in a suljsetiuent letter, that 
 "after fully discnssintf the mattei-, the Swedish enj^ineers 
 "have decided upon a .'i I'eet (i inch .uau^ie f(»r all local lines or 
 "feeders — and several of such having been built duriuL^- the 
 "last few yisars, are ^ivin.i:,' entire satisfactioii. In one of those 
 "the embankments are l."'> feet l)road; \vei,i;iit of lails, :i7 lbs. 
 "per yard, connected with lisli plates; s))ccd, 1(1 nnles an li(»u", 
 " but occasionally liroui^ht Uj) to ;>() and Mo miles an hour." 
 
 "THE :'.-FK1^:T (•> INCH b'AILWAV (lAUt;!:. 
 
 "To THE Kdito); of 'Kx(;ixi:i;i;in(;." 
 
 " Sil!, — r>y re([nest of my friend Mr. ( '. Pild, Chief Engineer 
 " of the Xorwe^uian (Jovernnient Iiailways, 1 heij,' to hand yon 
 "the enclosed ])aper on the '■'> It. (i in. I'ailway L!,au,i':e, and 
 "knowin"' well the trustworthiness of his ])ractical e.xperience, 
 " T have no doubt thiit by insertinii; it in your valualde peri- 
 " odical nnich adilitional lijdit would be thrown on the (piestion 
 " to which it relates. 
 
 " I remain. Sir. vour obedient Servant, 
 
 "W. ToTTiE."'- 
 
 " Koyal Swedish and Norwe<;ian Consulate-General, 
 " London, jMarch 7, 18G7. 
 
 "SiK, — In 'Enoinehkinc;,' of 4th Jamniry, 1 iind, in an ar- 
 "ticle headed 'Ihiilways in Lilli])ut,' views with re<'ard to the '! 
 " feet () inch <;anf;e railway system (as carried out in (,()ueens- 
 "land, India, and Norway), which are so much at variance 
 " with the experience gained in this country, where railways 
 "of this description have been in lull operation since 1H(]1. 
 " that you will allow me, no donl)t, as the engineer of the lines, 
 "to make a few remarks, which may possibly be acceptable to 
 "those of your readers who feel interested in this matter. 
 
 "In your article you ask what is to compensate for th(^ 
 "manifest disadvantages of the o feet G inch gauge, and i\)r an 
 " anwer refer tu a letter which Mr. AVilliam T. Downe, Memb. 
 
 r. 
 
 / 
 
 
i,i(;nT NAi{Uow-(iAU(;H railways. 
 
 33 
 
 ^ 
 
 
 / 
 
 Inst. C.E., has lately publislied in (^hieensland. in which he 
 says he considers tliat the sate niaxinnun speed on the 3 ft. 
 in. gan^c cannot exceed ten, or, at most, twelve miles an 
 honr, and that, allhou^'h he has travelled twenty-two miles 
 an hour on this ,gau,<i,e, he doubts whether tlie working stock 
 would admit of it, exce]>t in the case of the engine running 
 down stee]) gradients; and he states that he would feel more 
 at his ease on a line of ordinary gauge at oO mih>s an hour. 
 lie further says: — ' In (.()ueeiisland tiie features of tlie countiy 
 enforce the use of hve-ch.in curves, and conse(|Uently a 3 ft. 
 in. gauge.' On tlris you make ihi' following' remarks: 
 ' r)el'ore engincci's iutlict a wliolly iusultlcient gauge u))on the 
 railway system of a colony, they should tiist ascertain 
 whetlter, even with curves ol' mininmm radii, rolling stock 
 cannot he constructed to work tlicni u]»on the ordinary 
 gauge; and, in coiu-huling your article, yo say that the same 
 I'cmurks a])]»ly to India and Norway. 
 
 •' With regard to the infoi'nuition received from, and opin- 
 ions formed on the (Queensland Ilailway, it is not for me to 
 make any remark, exce])t when tliey effect the system, and 
 are at variance with facts gained hy experience. ]\Iy inten- 
 tions are not, however, to enter into any polemical di.scnssion, 
 as the 4 ft. 8^, in. as well as the 3 ft. (J in. gauge systems 
 ha\e l)een in operation here for many years. There is no 
 doubt or uncertainty with us about tlie ([uestion at issue; 
 and I will, theretbre, merely give hicts and results as supple- 
 mentary to the inlbrnuition you are already in possession of 
 from Queensland, and which maybe of interest to those who 
 wish to investigate the subject. 
 
 " Wlicn it is said that the ado])tion of the narrow gauge has 
 been enforced by the necessity I'or sharp tuu'ves, the conjec- 
 ture is not (juite in accordance with the facts of the case 
 here, as we have hitherto been abh", to avoid curves of less 
 tliaii 1 1 chains. ]/7/A !'.■< if ]tas hrcit k question of providitiy 
 a I'liilvoji corninuiiicfdiun at a coiiiparatirrly small cost in a 
 cov.ntrii of Javfic crtc/if, irit/i little traffic and liinitccl resources; 
 and althuiifih tlie (jreotei' facHitj/ of trarersinfj sharp curves is 
 (I derided and no uiiienporta nt advantage to lie (jaincdhif the lisc 
 of t/ic small f/((U(/e, this consideration has -not en farced its adop- 
 tion here. If hi\s been, in this casi' the choice lieturen. a cheap 
 and efiieient raUicay or none. 
 
 " With what success these lines have been carried out we 
 
u 
 
 MCIIT NAlMtoW-dArci' I.'AIIAVAVS. 
 
 "shall st'c. 1 N\ill now jiiivo tlu' cost nl' {\i\vx; ,s(!iiai';iti' lail- 
 "ways, wlii'.'h I Imilt at tlio saiiic tiiiu', uiidov ('(]ual circiim- 
 " stances, and with tliu same view asl(» ccniioiuy and clhceiicy; 
 "the one line, the Konusvinuer line, of 4 ft. Sj, in. .u'an^iie, with 
 "a length of lii'ty-si\ niih's, lias cost £ti, .'!.')() |h.'|' niih-, inidud- 
 "inf,' stations and rolMni;' stock. Init no \\'orkslio)i.-> ; the llaniav- 
 "Elvernni line, o!'."- ft. <> in. ,uan,u,e, and twenty-l'our niih-.-> oidy. 
 "has cost £o,142 per niih', inchidin;^ stations, I'ollinn' slock, 
 "and small worksliops; the tliird line, tlu> 'I'hrondjem-Storen 
 "liailway, also ot .". ft. (i in. .uau^c, and tldrty-one and a halt 
 "miles lon^', has cost .€"),. ">()(>, inchidinn' everytliin,u-. At the 
 "present time there are lil'ty-six miles more (the Dramninn- 
 " iiandsljord I'ailway, of tlic same narrow t^an^'e) nnder eon- 
 " struetion, the half of which is tcnijiorarily ojimcd for tra tlic. 
 "This line is calculated at .£4,.")(i:'> ]»er mile, ami for this sum 
 "I have no douht it will he e(jmpleted. On thetwolast- 
 " named lines the works are com])arati\cly very heavy ; the 
 "country wlii(.'li we have had to j^o through has licen diliieult 
 "to deal with, and necessitated many extensive works, such 
 "as cuttings (to a great extent in hard rock), f'reciuent hridges 
 "and viaducts, some of timl)cr and. some of iron, several ex- 
 "ceeding 70 i'eet in height and (»f consideralile length. I'e- 
 " sides these, there an; extensi^■c and com])aratively costly 
 ".stone works alon-^ tiie declivities hv the sidi' of tla.M'ivers 
 " and hills. 
 
 "The regular trains aiv run here at 14 miles an hiair. in- 
 " eluding stoppages, or 1(1 to 20 miles between stations, the 
 "very same speed at whicli the mixe(l trains run on the 4 ft. 
 " oh in. gauge here. As to the sid'ely of fast running, engines 
 "and carriages ai)pear to run as safely and steadily at 'M) miles 
 "an hour on the .") ft. in. gauge as they do on one of 4 ft. S.', 
 "in., and I iiave run the \ery engine ill'.strated in your Jour- 
 "nal of 2 1st Deeenduir last at upwards of 40 miles an hour, 
 "with as nnudi feeling of ease and security as I have I'elt 
 "when running aaiy engine! (tn a ln'oader gauge. Tlie engines, 
 "as well as tlie rest of the i-olling stock", are constructed with 
 "an angle of stal)ility iVdly as great as in I'olling stock for an 
 "ordinary gauge; this, with a sullicient minimum load on tlit! 
 " axle, being the princijial condition lor stability, leaxcs tlie 
 "gauge as a factor of ])i'actieally snudl imj)ortance in limiting 
 " the Sliced. The working stock, when substantially and Ju- 
 " diciously constructed, is as (hiral'Ie in one case as in the other. 
 
 \ r 
 
 ) 1 < 
 
i.iciiT :\.\M!;i>\v-(,;Ai;iiK railways. 
 
 35 
 
 N 
 
 " 111 staliiiL; tlii'sc I'licts it is nut my iuhiilioii to advocate n6 
 " liij^li ii spued (III tlu'sc lines, w itii li,L;ht eiiu'iiH's n|' only 3 ft. 
 "to '."> \\, '.I in. driving' wheels, as on lines of a liroadcr ,i;auge; 
 " tliey are. not desi,L;iied tor liiL^li speed, bnt to .suit eircuni- 
 " stances where lliis is of a seeoiulary Consideration. 
 
 "When the dittieullies in the construction of an ellicient 
 " I'ollinL;- stock for this i4au^e have heen satisfactc»rily uver- 
 " come, the one .^au^^e liein^'; as eiiqni'ical as the other, it tlion 
 " liecomes in my o])inion the duty of the eni'jncer to decide 
 "which ^iiuue is hest aihi])tod to the rcquirenients of the 
 "country. If the 4 ft. SJ, in. i;au;.^e is sutHcienl for a countiy 
 " with vast tratlic and ample resources, the .'*> ft (J in. ganne 
 " may ho all that is .rc(iuired in ])la''es less favourahly situated. 
 " Should, however, that fortunate time arrive (say in the course 
 "of fiftei-n or twenty years), M-hen the traffic has developed 
 " itself to such an extenl that the line, a-> originally coustruct- 
 "ed, jiroNC's insullicient, then 1 ]»elieve that a double line 
 "would naturally suggest itself as meeting the retiuirements 
 "of increased trattic in every way hetter than a single line of 
 " wider gauge. The cost of the addition ^^■ould, V>ased upon 
 "calculations made for this ])urpose, he rather more than 50 
 "per cent. (witho\it much variation) of the original cost of the 
 "line ]iro]^er, stations and rolling stock not included, and the 
 " total of tills (louhle line would tluMi cost ahout the same as 
 'the single 4 ft, S^ in, would originally have cost. I. can, 
 'therefore, not see the necessity or justice of having the gauge 
 'wider to suit increasing demands in the one case rather than 
 'in the other, as long as tlun'e is the same facility of adding 
 " pro])ortionally to the working ])o\ver. There is certainly a 
 "gretder difiereuce in the ]>roduciug caj^abilities or the traffic 
 " of the various countries than tl'Ci'e is here in the gauges. 
 " What may befit one country, is therefore lujt in place in an- 
 " other, and it therefore is necessary here, as elsev-'here, to 
 " adapt the means to the end. The amount of interest on the 
 '■difference in tli" oi'iginal outlay between the two lines would 
 "consequently have bei'ii lost during the assumed period, 
 "besides the excess of exjiense of keeping up the wider line. 
 
 " In jiroof of the slights difference in the cost of the two ,s3's- 
 " tems, there has been adduced the amount of earthwork in a 
 "bank od It. high, the formation width of which has been 
 " set down at 14 it. in one case and 12 ft. in the other. This 1 
 "cannot consider fair. The formation width for the Ihie of 4 
 
^ 
 
 f 
 
 
 •M) 
 
 I.ICIIT NAl!i;(»\V-(;.\i:(iK ItAll.WAVS. 
 
 "ft. HI in. ^au;^!', is j;t!ii(;rally t'roui 15 It. Id IS it., say l(i^. ft. 
 "on an avc'ia<;'e (it is lioro 18 ft.), and lor tlio .'] It. li in. ^an^'e 
 "it i.s lieru 12 I'l. (! in. (The reason why the latter is rednced 
 "so nuicli, I sii])})OS(;, is •.divious). The averaj^e iieij^ht ol' the 
 "Imnks and cuttings on the narrower ,nau;.;e is less than <»)i the 
 "broad, owinu' to the pvater facility of adaptiition to the 
 "country. With us the height is ten It., wlierens, had tlie 
 " broad(,'i' ^au^e Ikmmi ado])ted, it would have heen TJ I't. to 14 
 "It., say 1."! ft. Tliis would make, with the same slojit; as in 
 "your example, the ]tro]>oition as 22.') to :'.S:;» 1 7, or nearly as 
 " 4 to 7. instead ol' Ml to :)2, as stated. Vcai have, however, 
 "used the slojte I to 1, whidi would make my li;4nr('< less 
 " favouridtle than the ahove. 
 
 "1 find that, I havi; alri.-ady gone mMic at lenj^tli into this 
 " discus.sion than Wii> my intention, and am ])repared for 
 "doubts being entertained as to the coirectncss of the con- 
 " elusions whieh I arri\ed at from the facts here set i'orth. 
 
 "Of many to whom the subjecL may be of real importance, 
 "few Avill ])rol»ably lie able ]iersonally to study the sidiject (jii 
 "the spot in India and (Queensland; but with the ])resent ea.sy 
 " cornnnmication between England and this country, anv 
 "one willing to devote? nine or ten days to ;lie ])ur]iose may 
 "conveniently see and judge for himself; ai d I can assure all 
 "such visitors that thev will meet with every facility for ob- 
 "taining all the iidbrmation they may desire. 
 
 " 1 am. Sir, 
 
 " Yours res]»ectfully, 
 
 "( . I'liii.. 
 " (.•liristiana, February 2r», 18(J7." 
 
 The following extracts from a letter received from the eminent 
 English engineering tirm, Sir Charles Foxi.\:Son,beai'ing directly 
 on the (juestion in hand, will be read with nnich interest, and 
 will command the attention due to tht; statements and o])in- 
 ions (if gentlemen of such Avorld-wide experience and high 
 •standing: — 
 
 "We have lice n reipicsled by jNIr. Middleton to eonnnuni- 
 "cate with you n])on the subject of Light Railways, which we 
 "have much i)leasure in. doing, as this is a. matter to which we 
 "have given much attention. 
 
 " We are the ("onsidting I'^ngineers to the Colonial (!overn- 
 " ment of (|)ueeusland, M'hich is now engaged in constructing 
 
 i^ 
 
 \ 
 
1 
 
 
 
 I.KillT NAllJtoW-CAn^K RAILWAYS. 
 
 37 
 
 upwards of 201) uiilt's of vaihvuy ol' :.'. It. (> in. — ol wliich 50 
 miles have l)eeii for some lime open for trattic — and has also 
 under survey somo 200 miles more. These lines are for the 
 most part made through an undeveloped ('(luntry, for 
 the iturp(»se of opening it up, ami lor a [tortion oi' their 
 lenj^th i)ass throu<^h very mountainous^ (h'^tricts, involvinf^ 
 heavy works. 
 
 "'riic princijile adopted on these lines is to make them in 
 the very best manner, to s])are no necessary expense to en- 
 sure materials and workmanship of tirst-elass (luality, but so 
 to aihipt them in every way to the trattic to he e.xpected, 
 witiiout the evil .gem'rally aeeom]).tnyin,u such economy, of 
 heavy workinu' and mainteiuince ex])eust's. These lines are 
 suilahh; for I'as^en^er and (lo(jds tratiic with trains wei.L;hing 
 ino tons t^ross, exclusive of the locomotives, travellinn; at an 
 average speed, including sto])i)ages, of 20 miles ])er hour. 
 They are laid with iron rails weighing 40 Ihs. to the yard, 
 tlat-hottouu'd, properly fished at the joints, and secure<l with 
 I'ang-holts and dog-s])ikes to traverse reetangulai' hard-wood 
 slee]>ers 2' 0" to :>' 0" a])art from centre to centre. The 
 bridges, which are very numerous autl heavy for the most 
 part, have lattice girders of wrought iron. The chief stations 
 are also of wr(aight iron lined with wood, an(.l have been sent 
 out complete from this country. The rolling stock is of the 
 very best description, and the ])assenger carriages quite equal 
 for comfort to the best in this countiy. The loc(jmotives 
 weigh from lo to 1.0 tons when ready for the road, and are 
 capable of travelling with ease at the woi'king speed and with 
 the load before referred to, on ruling gradients of I in 100, 
 with curves of o'M) ft. radius. I>y the use, however, of loco- 
 nu)tives of a slightly heavier class, gradients of 1 in 40 can be 
 worked with ease with similar curves. 
 
 "The ruling principle throughout is, that no \\heei shall, 
 under any circumstances, have more than three tons upon 
 it, and that the speed shall not exceed a maximum of 'M) 
 miles ])er hour, and every detail is ada])ted to these data. 
 
 " We have also, in conjunction with anuthei' Engineer, con- 
 structed a line in India uj^on the '•)'(')" gauge, as a tributary 
 to the Madras Ifailway. This line passes through an easy 
 country, exce]iting that there were a good many bridges, in 
 order to provide watei-way. The land was ])rovided by the 
 (Jovernment, and the woi'ks were carried (jut by the Com- 
 
38 
 
 T.i;;nT XAR];(AV-(;Ar(;K uailways. 
 
 ,1 
 
 " pany's own Eugiiieor. The mils -wci^li :!('» ]l).s. to tlie yard, 
 " laid on traverse teak sleepers. The rolling stock and engines 
 "are only so far difl'erent irftni those used in (j),ueensland as is 
 " necessary to meet the ditferenco oi' climate. The stations 
 " are large bungalows, with am])le accommodation. The line 
 " is single, Avitli passing places. The (otnl cod of the wurls, in- 
 '^ (iudiiifi freight J'rohi England, nwiuigemcnt, (tr., has hcca on!// 
 " £3,200 ^>(/' i/iifr, <i,\ including rolling dock, drdionH and- dons, 
 " £3,800 jiyr/* //;■//('. The line liun non- hern ■icorkcd for norne time 
 " most saiisfadorilij, the trains hnring on stuxral occasiomi ut- 
 '^ aifaincg a sjxwd oj' 4U n/ilcs tt/t hour, a, id the v'orhing e.i-pc7iHcs 
 " heinfj ntoderate."' 
 
 The folhiwing teslimduy from Major Adelskold, hinisclf an 
 unwilling conv(ivt to the Light Xarvdw (ijuige systeu!, is most 
 important, in so far as it relates to the <[uestions of snow and 
 transhipment, })oints upon which the o])])oiientsrif the Xarrov.' 
 (jiauge Toronto, CJi'ey ;uid Bri'-'c, ajid Toronto and Ni]u>sing 
 ! fail ways hase a go'jd deal of needless ojtposition : 
 
 " "he line from rttenshurg to K(ii»ing is twenty-three miles 
 " long. The gauge is 3 feet inches, tiie em])ankments ai'e 
 " 13 feethroad ; the weight of rails 37 lbs per yard, connected 
 " with fish jilates. The iufdines are favoralile. The shar])est 
 " curve is oi' 1,()0() i'eet radius. Including the termini there 
 " are si.x stations with all necessary buildings, contiining 
 •" waiting nxuns, booking olHccs, warehouses, ap.artments for 
 " station masters, as well as side rails, turn-tables, crossings, 
 " &c. The rolling stock, entirely of Sweclish manufacture, 
 " consists of three loconujtives and iifty carriages and wag- 
 " gons fttr ])assengers and goods. The genei'al speed of each 
 " train is sixteen miles })er hour, but it has en several occa- 
 " sions been brought up to thirty and thirty-tive miles per 
 " hour, Aviien both carriages and waggons mo\ed witli ])(M-fect 
 " steadiness. 
 
 "Besides this L'ailway, there are at ])rcst'nt several Narrow 
 " (.lauge Lines in existence in Sweden, ti'allicked by locoiuo- 
 " tiyes, extending in length to 158 ]niles, all of whicdi have 
 " proved fully equal to the traffic andtlie expectaticjns of their 
 " promoters. Tv.-o of these Xari'ow Cbiuge lines are branches 
 " of the main (iovernment lines, one from llerljunga to l^joras, 
 " twenty-six miles, and tb.e othei' to \\'ener3borg and Udde- 
 
 ;.. ; 
 
LldllT ,\AKK(AV-(iAl'i;K KAH.WAVS. 
 
 39 
 
 " walla, fifty-six miles loii<''. Uei'ore tlie lirst of fliese lines 
 " was (•penod for traffic, it was ,L!,ene rally imagined tliat the 
 " reloading of goods from one I'aihvay to anotlier wonld in- 
 " A'olve considerable ex|)enses and waste of time. This in- 
 ." convenience lias, Itowccrr, si,ur proved of hnt trijiing impor- 
 " tanre, a.s the cost of relondvmj (joodsfrorn one ira^f/oih to another, 
 " uiHler a sjiceia/ f^hed, when, the ira^jyuns (Crc placed (doiujsldc. 
 ^' of one anotlur, doest not exceed one ■penni/ -per ton. 
 
 " Another dislike which I myself entertained against the 
 " Xarrow (iange was that the smaller and lighter locomo- 
 " fives should not lie able tu kee]>the lin.eopen in winter ;l)ut 
 " ex])erience during several seven; winters has shown that, 
 " with suitahly ((instructed snuw ]'l(!Ughs. \\\q. Narrow Gauge 
 " \\\\(f~^ iieire hci it kept cs fru' from yiuiic on the Jo'oader ones. 
 " Tlie Xierroi'.' (rotKjc inaif tlu'fi tie soidto here f/ivcii mtUfaetor}! 
 " results in- Sn-nhn. Its yirinciynd advantage is in original 
 " cost, which is sd considcrahly oelow that of a hroader gauge, 
 '" I'lic Mdrking cxjienscs havi,.' also lieen considerably lower, 
 " partly because the I'esistance in tlie curves with the same 
 ■' ^)w^\ diminishes in ]tr(rportion witli the gauge, ]iartly, also, 
 '■ because the dead weight of the carriages comparatively 
 " diminishes with the gauge ; and finally liecause the lightei' 
 "locomotives (u; a Xai'mw (iauge line do not wear out the 
 " I'ails so easily as a liciiviei- engine on a Iwoader gauge." 
 
 The evidence in favour of the Light Railways from Norway 
 ami Sweden is of the highest character and importance. The 
 climate of Canada. Sweden and Norway, is the same, and the 
 /<"m?*r?' l)usiness, in lutth countries, C(.nstitutes a large })ortion 
 of the trafiic of the local roads. ( )n these points the testimony 
 of the Norwegian and Swedish engineers leaves mot a doubt 
 <»f the suitableness and effectiveness (if these Light Narrow 
 (iauge Iiailways to the climate, trafiic, and means (»f building 
 Railways of this country. 
 
 Tlie distance of tiie cdunties of P.ruce, (Ivcv, North Ontario 
 jind Victoria fnnn leading markets, renders unprofitable the 
 cultivation of a surphis over local wants of barley, peas, oats, 
 and roots, and the average ])i'ice oi' these articles rules so low, 
 that lliey will not generally ])ay reasonable cost for ])roduc- 
 tion, and bea^■v clairgcs for carriage over Itad roa.ds, to distant 
 
40 
 
 IJCIHT NAItUOW-CfAUCK KAIJ.WAVS. 
 
 I! 
 
 rl 
 
 markets. Wheat, ])()'•!<, huttei- ami aslie.s, being greater valiu- 
 ill less bulk, bear high cliarges for teaming lietter than the 
 coarser kinds uf larm ])i'odnL'e. Witliont water or Kailroail 
 comnmnications, tlie products of the torest, raw or manufac- 
 tured, are nearly raluclcax. Tlie greater portion nf tlie v.-heat, 
 in the counties of Orey and Bruce, is Ixmglit in winter, for 
 less than its relative value, l)ecause it cannot be moved until 
 spring, and has to be held a long time, subject to heavy 
 cliarges ibr intei'est, insunince, and storage, a Itjss further aug- 
 mented by tile caution of bankers and dealers, wlio retiuire 
 and will have plenty of margin to rover sucli long risk^. 'i'hese 
 circumstances, ti^gether witli the fear of liut weather aflectiiig 
 the condition of the wheat, diminish competition to the detri- 
 ment of the producer. 
 
 What most retards tlie settlement of our wild hinds, is the 
 time and labour reijuired to burn the timber, which is done at 
 a cost of S14 per acre, while, if railroad facilities were afforded 
 the settlers, they could sell it at remunerati\e })rices. 
 
 Ill the city of Toronto, there is con>umed annually about 
 350,000 dollars' worth of c(»r(lwood, and coals imported to the 
 value of !ff2l)( ),()'»() : h;df these large amounts would find its 
 way into the huiids of the farmers, if the pi'csenl and ]>ro- 
 jected liailv.ays were l)ound by law to alford the same facili- 
 ties to the cordwiMvd trade which is e.xtendfd to the luml)er 
 business. 
 
 The value would be \erv great to tin.' ]»ro])rietors of land, on 
 the routes ol' the new I'ailways, of a market at each station, 
 for fuel for the Railways, and tor the city of Toronto, when 
 $2 or %o cash could be had for e\ery cord, and mai'ket prices 
 for stave and square timber, as well as lumbei'. 
 
 The loss is incalculable to the districts ti'aveised Ity the. 
 (jr. W. 1'., (i. T. K., and N. K., because these roads have not 
 afforded i'acilitie.s for the conversion oi' cordwdod into money, 
 and consequently, now unl.irokini ^ilds into cultixated fields. 
 The increase of traffic would have more than ivnaid an\' adx ancr 
 
 ■■ill 
 
LU;ilT NAKKOW-(iAU(;E KAILWAVS. 
 
 41 
 
 
 ill the cost of tlie fuel for tlieir eii.n'iues. The people, 1>y legis- 
 lation, ought to compel these railway (■oin])aiiie^^ to cany 
 (;or(hvoo(l oil an e(piital)le hasis. 
 
 About 40,0UU coi'ds of Avooil were exjtorted to ( harlottc 
 lor fuel for the N. Y. Central Railway last season, that influ- 
 ential C.Vjr})oration having secured a reduction of the duty. 
 Proper facilities being afforded i'or caiiying on this trade, 
 it would largely increase. The com])etition engendered by 
 it, and the exhaustion of sup])lies near navigable A\'ater, are 
 the causes of the present high i)rices of cordwood. 
 
 The 'yearly clio])])ing' of the black counties, sold at $2 
 ]K'r cord, would bring more money, hm- transport he ing aoail- 
 cli/c, (Jicii 1(1/ Ihrir crdps of nrrah, ric^j^ifiiui vJiect, much as we 
 may be surj^riscd at the statement. I>ush land in the front 
 townships, near navigable water, is now more valuable thtin 
 old cleared land; and this would be the case with land near 
 railroads, if they \\ould carry \s'ood at fair rates. 
 
 In settlements, a market for tindter of all kinds — lund)er, 
 staves, shingles, hoops, liark, and ♦encing stuffs — is of para- 
 mount importance, as by tliis mea.rs the struggling farmers 
 are enabled to msli their I(d)mn\ and with the I'duey ol)- 
 tained pi-ovidt:i themselves with household necessities, seed, 
 ■uttle, Ccc, whicli are olttained with great (b'lliculty when the 
 tirst crops on the new (dearings fail, fi-om any cause, to meet 
 tiie re(|uirements of the case. 
 
 In the State of Maine, --ome railways have little or no 
 other kind of traffi'' tha.n the cai-riaui' of hnnber, v.'ood and 
 bark. 
 
 The lbllo\\ing I'cport on the Cordwood Imsiness on the 
 
 Eur(»peau and North American Kailway, X. !>., Mill be inter- 
 esting, as it ])roves to tlie citizens of Toronto that they could 
 have wo(h1 at $4 delivered in Toronto: — 
 
 "LKJUT RAILWAYS ANl) THE COiaAVOOD QUE8- 
 
 "TION. 
 
 " ElKolKAN AND X. AmEIUCAN Ii.lv. 
 
 '•(iKXKHAL Si'PT.'s OFFICE, 
 
 '■St. John, N. B., August 15, 1867. 
 "Jamk.-. (I. W'uiMs, Es([., President Board of Trade, To- 
 
 " ronto: 
 
 "SlR,- 
 
 -At the fine' I was in Toronto, not being ]irepared 
 
42 
 
 i.i(;iiT XAiiiiiiw-cArriK J(ail\vavs. 
 
 " with ;my Udtcs, I eould nut uive you iiiuch (lufiiiit(3 iiiionna- 
 " tioii on tlio '('iinlwoiid (.ihuistiou,' wliicli ."(.'enis to <)C(;ii])v 
 " sncli a ])r()iniiient ])liK'(' in the discussions on your Light 
 " liuilway scht'ine. 1 lit\u' leave now to f'uniisli you witli some 
 " notes on the sid)jcet, dechicd I'vom Iho ti'idlic un this line 
 "(hirini; tlie ])ast six years. 
 
 "The average (juantity ol' (\ii od !)i(n;g]it Ut n)ari<L*t has 
 "been <.I,r)GM coi-ds (128 euhic feet) pci- riumitn. The greatest 
 '•■quantity in any (an- vera' was 8,180 covd^;, inul the least n,;"),")!) 
 "cords. The average distance this wood wa.s carried was ;');'» 
 " niiles,and the average IVeight per coi'il one dollar. Th(3 vahu; of 
 "the wood in the St. doliu market may be taken at about ^',\ 5(1 
 "per ccnl, IVeight ]»aiil. None of this wuud could have been 
 " brou'jht to market v.-ithout the railwav. The average y(>arlv 
 " consum])tion by the railway is l!,0()l( eoi'ds, lor which we have 
 '■ paid on an averag" about S'2 -Ul per cord, delivered at the 
 " stations. 
 
 "The amiiunt v.hicli iais ]>een expended annmiliy in the 
 "district bordei'ing (Hi tlie railway has therclbre beerr— »i,<i()(i 
 
 "cords sold in St.\b,hn market at 82 ;10 .^Kl.lioO Oil 
 
 "n.OOn cords sold t.; railwav at S2 40 7,200 00 
 
 $23,850 00 
 The land cleared by the cutting oi' this cjuantity ol' wotxl 
 may tie estimated in round nu.mbers at :'>0O aci'es per amuim. 
 This coll.iteral benefit is of more conse<|\ience in your cal- 
 culations than ill uurs, as witii you every acre cleared is tit 
 for agricultural ]>urposes, while with us a great (k-al of tlu; 
 wood gi'ows on hill sides, which are too stee[» for cultivation. 
 
 "The chief objection to carrying wood bv rail is that the. 
 Company therel)y gets u]) a competition against itseli'. 
 
 "The St. John market does not, we have found, come into 
 competition with us at any point more distant than 4.1 miles. 
 The price we have paid lor wood purchased within this limit 
 has not exceeded by more than 25 cents jier cord the price 
 paid at stations l)eyond. 
 The railway has received lor freight of 
 
 "wood .**n,(')no 00 p(M' annnm 
 
 And assuming that the com])etition has 
 
 " increased the ])rice on half the ([uan- 
 
 "tity consumed 25 cents perc(a'd, the 
 
 loss to the railwav has lioen 
 
 ,>( ,» 
 
 00 
 
 (10. 
 
 < 1 * 
 
 8{),285 00 
 
T 
 
 i.KMir N'AKi!0\v-(;.\r(;i'. i;aii.v»'avs. 
 
 43 
 
 ' I ' 
 
 
 "The cliect of tlie couiiictitioii may lie iVlt more iis tlie 
 "wood liecoines scarcer, ])iit the margin hetweeii tlie profit and 
 " the hjss is so laruv that it ]inist he some time hefore tliey bal- 
 " auce each other. 
 
 "Jf tliese notes can lie of any usr in your estimates of your 
 "futui'e traflie, I ha> e no ohjeetion to yoin- using thein in any 
 "way. ' '. 
 
 " I am. Sii'. ---ouis trulv, 
 
 "il. 1:1 »\V. VA)YL)r 
 
 Srii.)oiNi:i) IS AX .Vi;'n, •[,!.; |,-;;,,;,i rin: '-'{'iiAiu: i'j:Y;K\v''.ox 
 TiiK ( oiniwodi) (^)ri:sTioN. 
 
 the Coiiiwooii ijue^tion is of \-ital ini])ortanee to all the 
 '• mhahitaiils of all the cities in l'{i|ier lanaila. Fuel in this 
 '•couniiy takes its posiiion lieside vrlieal ;is <i!ie of the neces- 
 '• saries o: life, ami anything heariii-- on its ])riee oeern'ring 
 " in tlie various ti'ansaetions of imiividualsaml eom])anios can- 
 " not fail to ai tract general attention. The paper warfare that has 
 '• heen raging of lale regarding the ]iroposed rival railways 
 "ilri(,ugh the countie,^ hetween the metropolis of Upper Ca- 
 " nada and Lai<e lluroi;. has lu'oiight the Cordwooil (piestion 
 /•prominently forward, and Torontoni;ius have lieeii suddenly 
 "let into one (>!' the --ecrets hy wlticli. i'or years past, they 
 " have heen heaitles>ly lleeced and iiiipoM-d u))on and made 
 "to ]i;iy frnm h!';y to .-e\enty-:ive per cent, more {'o'l' their 
 "hiring tiian v/hat they ought — t!ie eiiormou-> j»rotits aforesaid 
 "going to umluly enrich one or iwo unscrupulous heartless 
 "spcculat<»rs. Some such state of things, as is shown hy the 
 "revelations made liy "Mr. Cumherland, the Managing j'jirec- 
 " tor of the Xortlieni JJailway (Company, and those made by 
 " ]Mr. l^aidlaw, his o].ponent, would account, no doultt, for the 
 " e.vhorhitant ju'ice of ("ordwood in every other city in Canada 
 " as well as Toronto. 
 
 "Let it he rememheivd that Cordwood, during the past 
 " winter, was selling in Toronto at from $7 "»() to ?S per cord, 
 
 " The misery th.;^ these prohibitory rates entailed on. the 
 " p(tor, may he better imagined than described. It was so 
 "great as to ])roduee a ])ublic agitation. Then all at once 
 " railways became ])liilanthropic, corporations became charit- 
 " able, and a i'ew hundriMl cords ol' \\ood were laid down in 
 " Toronto for the e.Kclusive use of the poor at I'roin .Si to S'"> 
 •'per cord. To get it at this rate, however, a series ol' applica- 
 
44 
 
 i.Kiirr N.\i;i;i'\v-(;An;K kaii.wavs. 
 
 I i 
 
 "tious audc'crtiiicutes wcw necesbarv ; in lact, it had to l)o 
 "sued for infunnajK'i'pcris, so tliat tiii' liulk of the niiddliiiL; 
 "classes liad to liuy at !^7 ov S8 oi- freeze to death. Mr. 
 " Ciiiuljerlaiid, ill his dune ])aiiii»hh-t, \ui\v tells us with re- 
 " freshinu' eooluess that all this was unnecessary, and that all 
 "Toronto, e()in])risinj^' the hi,nh, low and niiddlin,^' classes, 
 "eould, and ought to have heen supjtlied with wood last win- 
 "ter at a rate less than J?-"J ])er cord! Hear him: — 
 
 '■ 'It is a fact that we have broui^ht very large suiiplies of 
 " Uordwood every year from Innistil (sixty miles\ and deliver- 
 " ed it in Toronto to the merchants at a ])rinie cosi to them of 
 "So 84 ])er cord; and if we add twenty per cent, thercii for 
 " profit, the sellini; ]»rice would lie (»nly >'4 »)0. Again. I'U oin- 
 "occasion we ))rought down from 7<*d to Slid curds all tlu' wav 
 "from ('ollingwood (ninety-four miles), the juinii.' cost <.)f 
 "which, delivered to the inercluuits of Toronto, was ?54 a cord; 
 "if we add twenty ])er cen':. f^r profit, the selling price should 
 "be $4 80 f>r a s])leiidid sample of hardwood, brought uearlv 
 "IfiO miles.' 
 
 "Again, in anotlier ])1;(>'^' he .>ay>: — ' \N'e la-ingin (to Toron- 
 " to) every year sometliing a]iproa<,'hiiigto S.DOO cords, at costs 
 " wliich are (piite consistent with a selling ]>rice of from .*^4r)(> 
 "to $•".' Aiitl as toiK/hing the su})))ly of wood that it is abun- 
 "daiit, he argues: — 'A short .■>ujij)ly sim]ily ]iro\-cs that the 
 "wood mercliants under-(!stimated the demand, or had no 
 "capital with v/hich to lav in -.ufbcient -tock during t!ie -ea- 
 " son of navigation.' 
 
 '"Here is an extraordinaiy ^tate ot' thing-. The selling 
 " price of ( 'ordwood in Tori»nto ought to have been from S4 
 " 50 to $~i per cord last winter. It was in reality from $7 oO 
 "to S8! At the first blush one would be incline<l to say the 
 "citizens themselves were toldanie; that they lacked energy 
 "and enterprise, and that they allowed themselves to be 
 " swiiulled by a fVw niono])olists. Ihit it is not so. Mr. Laid- 
 " law's ])am])hlet explains it. Mr. Cumberland, hesays,hastold 
 " only half the truth. C'ordwood could be. hiid down in To- 
 " ronto iit from >54 oO to So selling rate, and so it is. Only, 
 "however, for the benefit of the 'Xorthern Kailway wood 
 "yard,' and one or two other wood monojiolists, mIio have 
 " combined to sell to the citizens at from S7 oO to #8 or Si', 
 " if they can raise the pri(^e up to that figure. There is no 
 "free trade in wood. The. Northern Ifailwav will onlv carry 
 
 V 
 
 
LJ(iHT .\Al!K()W-(iAU(;H ItAll.WAVS. 
 
 45 
 
 the iirticli' i'ov tlieir (iwii wood yai'd. and For tlie wood yard 
 of one or two pai'ties in leagne witli tlioni. This is suhstan- 
 tiated l»y the 1'olh)win.u iiotict'. si,i^n«_'d l»y Mr. Cninherland, 
 and distrihiUi'd at all the stations aion,^ rhc Northern 
 line: — 
 
 •• 'Notice is liereiiv ^iven. that in future no Cordwood will 
 he Ti-ceixed, or allowed to he stacked at tlie stations, or on 
 the fcide of the track, exce])t oidy such as is sohl and delivered 
 under contract to the Company; noi- will any ('ordwood he 
 liereafter carried ex('e])t from reu'ulai' stations, nor then ex- 
 cept when loaded. (Vom the teams direct on the cars. AU 
 train rates and special contracts are liereln* cancelled.' 
 
 ■■ r>esides this ])rohil)itory order. .\!r. Laidhnv ([Uotes a cir- 
 cular letter addressetl hy an a^ent of tlie Northern Company 
 to a few wood mono]»olists. otferinjj,- to sellthi-m some thous- 
 and cords of wood 'which the Comjiany have to dispose of 
 at various stations alonii,- the line. This letter and the al)ove 
 notice fully account foi- the fact that wood could ho laid 
 down in Toronto at a sellinf,' price of fi'om ;-'-i- oD to i^o per 
 cord, while in reality the sellino- ]irice is forced up from $7 
 oO to .S8. There is no conijictition allowed in wood — no 
 free trade in fuel As .Mr. I.aidlaw justly coni])lains: — 'A 
 citizen cannot huy his year's fuel i'rom a, farmei- delivered at 
 a station on tin- Xortliern IJailroad, and ^et it down like a 
 car of lumher, timher or wheat.' 
 
 ■'Now, as we said in the he,u,innini;', this (juestion of cheap 
 fuel is one that affects every city in Canada. The Cund)er- 
 land-Laidlaw re\'elations prove that in 'i'oronto, at all events, 
 fuel could he sold nearly at one-liall' its ])i'esent cost if wood 
 was dealt with l)y railways in the same manner as wheat 
 or lund)er. Foi' our jiait, we see no good reason whv anv 
 railway sluadd lie allowed to hecome huyers and sellers as 
 \\v\\ as carriers, (»r to discriminate against the carriage of an 
 article of jirime necessity. If any Railway (Jom])any were 
 to go into the wheat husiness, and were to comhine with a 
 few other monopolists to foi'ce uj) the ])rice of wheat, what a 
 shout of indignation would he heard I'rom Sandwich (}aspe! 
 if any IJailway Com])any weie to issue a notice to all the 
 station masters along their line, stating that 'no flour will he 
 received oi- stored at the stations or on the side of the ti'ack, 
 exce])ting.oidy such as is sold and delivered under contract 
 to the Company,' what a tempest t)l' honest rage would agi- 
 
40 
 
 I.ICHT NAlJKoW-C.U'CK h'.MI.WA VS. 
 
 11 
 
 " tale tlie limd ! \'ct lliat is juvcisi'ly (he iiiaiiiici' in whicli 
 "aleadin.u' liaihvay ('Diujiany pru.suuR's to <k'al with (jord- 
 "wood. Is iKit ('(irdwood as iniportaiit ;ui ili'iti in the doiiit'S- 
 " tic economy ol' (Dimti'v and city as wlu-at ami tidiir:' iJut 
 "say that it is of loss im]iortancc, still n'.c can ^cf no justiiica- 
 "tion of the (•(induct of t!ic llailway ("omjiany that refuses to 
 ''carry it. llaiiway ('i)ni]iaincs are so far trustees lor the 
 "puhlic, that it would he Innhly ine(iuital)le for them to he- 
 " come vendors to the puldic of articles ^\•hi(•h it is tiieir Inisi- 
 " ness io cari'Y for hire, not sell for ])roiit. JJesides, in their 
 "capacity as common carriers they are ouilty of a _ura\'t' hri'ach 
 "of duty in refusing; to carry Cordwood for the )iulili<'. There 
 "is a lesson to he leai-ned from the Cumherland-haidlaw rove- 
 "lations, and it is this: — Ihnhvay ('om])anies ouj^lit to be 
 "compelled to deal \vh]\ ('ordwooil as witli hindierand wheat. 
 "This is a. periotl full of I'ailway ])i'ojects; let thej^uardians of 
 "the ])ulilic interest see tliat a stringent Cordwood clause is 
 "inserted in every new chartc'v" 
 
 The produce of the ])art of the western ]>eninsula traversed 
 hy the (Irand Truid^:, is nov., particularly dnrin«4' winter, sul)- 
 jeeted to ineqnitahly hi.uh rates of freij^ht to Toronto. 
 
 The Grand Trunk Kailroad ("om]>any discrinunate alsout 40 
 per cent, in hivoui'of jNIontrcal and jioirits beyond it, asaj;ainst 
 Toronto, althoUL;h it is the nearest and best market. 
 
 The IJailway from Durliam to An_i;us would undoiditedly 
 benefit the district traversed, but it would not benefit (Irey 
 to the extent of half the advantaj^e to be; derived from a 
 Kailwav on the Central I'oute, which Mould be untramelled 
 by any other ])olicy than the Irs/ for the local interests // ?'•/// 
 he hvilf to srrrc. 
 
 There is no reason why I'ruce, AVestern and Northern 
 Grey, should come under a mort^a;.,^'. to ])ay 40 per cent, ex- 
 cess of frei;.i,ht on the products of their industry, in the sha]ie 
 of an everlasting freiuht tax, to either the jprojiosed Durham 
 branch of the N. \l. \l. or the branch of the G. W. 11. The 
 money voted to assist the construction of these roads would 
 only be a fractiona.l })art of the yearly lien of these roads on 
 the industry of the districts t)'iV)utary to them, and not half 
 the benefits woidd accrue I'rom these branches as from an 
 independent line, worked in the intei'csts of those counties 
 and the trade of this city, both interests bein;;' iully identical 
 ou this question. 
 
i.iciir nai;i;(»\v-(;ai;(;k i;aiiav\vs. 
 
 Tilt' ]K'.()})li'. ol' Canada will sooner or later liiivo to lake 
 siu'li action as Avill piotcct tlioni i'rom beinj^' mere 'coui'ters ' 
 in the ealoulation ol' our ivaili'oail niana,u;er,s. ^Many of the 
 United States are ^njaninL;' under railroad tyranny, and 
 some of them, as will heseenlVoni tlio subjoined extract, are 
 endeavouring^' to en!anei])ate themselves. The Titusvillc 
 Herald says: 
 
 "A eommitte of the Ohio Slat;> Senate lias l)een engaged 
 in o\erhaulin<4' the niana;4ement of railroads, express com- 
 panies and tel(!,uraph eomjianies. The results of its lihour.s 
 are end)od!ed in a leport, eontainin^L;" vai'ious recommenda- 
 tions, and in two Iiills (;o]itainin,u sucli jirovisions as are 
 necessary to cari-y out the eoiiclusions to which they have 
 come. They recommend that no railroad compa.ny shall be 
 permitted to ehai;t4e more for a shorter distance than for a 
 longer one; tliat every com])any .■^hall ])ulilish its taritf of 
 rates and sliall adhere to them, and he lirohibited under 
 penalties IVom aiiov.iia;- reductions from it to individual 
 sliipjiers or (dasses of shi])})ers, and that preference in trans- 
 ])ortation shall he ]ii'ohihited, except sucli as are allowed to 
 live stock, ])erishahle freight, and the like. The ctjuimittee 
 condenni the ]iolicy of freight and ex])ress companies having 
 ])()rtions of thi'ir stock in tlu; hands of railroa(l officers, and 
 declare that agents and oiUcers(jf every grade deal with the 
 roads, aceei)t ofticits and emjiloyments inconsistent with 
 their duties, and engtige in business Mhicli interfer(;s with 
 the rights of the general ])ublic. The emjdoyment of sta- 
 tion agents by ex])ress eomjianies is censured, as tending to 
 interfere with the rights of the piddic in the carrying of 
 baggage and iiarcels on ])assenger trains, witli the in- 
 terest ol' the road in its freight ti'atlic, and with 
 the rights ol' eom])eting e\])ress companies. Finally, it is 
 recommended that there shall be a])pointe(l a Commissioner 
 of IJailways, who shall be charged with the duty of collect- 
 ing tlu' statistics and the i'X]iei'ience of railroad manage- 
 ment in the State; ot ol)serving its immediate wants and 
 defects; of attending to tlu^ enl'orecment of the law against 
 I'ailroad corpoi-ations, and of exanuning into a1)uses in railroad 
 affairs, with the view of protecting the rights of the stock- 
 holders and of the ])Tdtlic.'' 
 
 Toronto is indebted for its -|»re-emineneo as the commercial 
 ca])ital of rjqier Canada to its excellent harbour, and the 
 
I 
 
 MP 
 
 4S 
 
 I.TdllT NAHUOW-C.vrci': KAIUVAY.S. 
 
 < 11 
 
 I 
 :: 
 
 ; 
 
 extent and lertilily ol' the cnmitiy in >rth wards, ft is tlu' 
 best market, heeause tlie best distrilmtiji,^- ])()int for all that 
 part of tlie peninsula north-west, north and nortli-east of il. 
 Prei^lits fi'oni Toi-onto ti» ()swe,<iii, Ivin^slon, Cape N'inccnt, 
 Oy'densburii", am! out l(» seawai'd. ai'c cheajd'r, oii aceount. of 
 its excellent harbor and other faeilitii-s of tlie port. Ihdii from 
 any utitt ,• poiiit on the lUirth slmrc aj' L'll'c i liitnria. 
 
 These advanta_i;e.s redound to the liiMielit df all tlir jieojih' 
 who here seek a shi}»).;nn' ])ort or a niarki't. If the rates of 
 frei*^'lit iVoni all point-; east of Sarnia and (Joderich, to Toronto, 
 were fixed at the same rates as charged IVoiii thest' points to 
 !Montreal, (^^nelicc, or Portland, then this city, by virtue of 
 its position and facilities, would I'eceivc, and re-ship to othei' 
 markets, by water or rail, as nu'iiht suit the intci'csts of the 
 holders (identical with those of the ]>rodu('fr) all the jiro- 
 <iuetH of the distriets tributary In the ( i. T. J{. west, better 
 markets often 1)einii,' attainalile, at less cost for frei,nht, than 
 those on the liiu' of that roail. 
 
 The eliea])est road to tlu; liest markets is what farmers 
 want to find, and havin_i;' found, it is their interest to support 
 the <stnhlis)iiiiiiii of fliof I'oufi', irttli oU tluir JiHiniciaf, inuiii- 
 
 The (I reat Western and (Irand Trunk Kailway ("oni])anies 
 have agreed to a\()id comi)etition i'roni (Juel])h, or any other 
 competitive ])oint to Toronto. Therefore, the total late of 
 freitiht from Walkerton to Toronto or llaiuilton, i-'ki the \\c\- 
 lington. drey and Ihuce Kailway, W(»uld necessarily include 
 the lorn I rate charged by these I'oads i'rom (Juel])h to Hamilton 
 or Tor<tnto, or within a tiitle of tlu; t(4<(l rate oi' i'reight i'roiu 
 Walkerton to Toronto by the ( "eul .'al, or Toront(», (Irey and 
 P.rnce JIailway, a jioiiit of the most sericms im])ortanee to tlie 
 inha!)iliints of the counties oi' Jh'uce and (!rey. 
 
 This practical amalgamation, whereby both coni])anies agree 
 to charge their highest local rates, and divide tlu; trahic I'rom 
 (Juel])!), augurs no good to the ])eo|ile of Wellington, (Irey 
 and Bruce, as it de])rives them of the a(hantages to which 
 they are justly entitled, from reasonable com})etition foi' their 
 freighting business. 
 
i.irniT NAHitow-cArcK iuilways. 49 
 
 TIk- extra cliai'<^e of ;j() per cent., juldcd to the tariil" t'roin 
 (Juclltli t(» Toronto, exceeds the anioiint ot all the mnnicijial 
 iiiid general jfovcrnnient taxes of tlie parties affected hy tliis 
 arran<ienient. The coiu])arisoii hetwcen through rates and 
 h)cal rates, sliows the cnnlic and iinlnii' jioliey pursned by 
 tlie Iiaihvays towards those wlio ai'c, ami m liose chihlren ever 
 uill lie taxed, to pay the (h'l)ts incurred for tiieir construction. 
 The ].ro(hice of Micliinan, lllin(»is. Wisconsin, &g., are carried 
 into and thioiinh this country for ahont half tlie rates charged 
 for canyiiiL; the ]iro(hicts of our own farms, suhjecting' our 
 farmers to disheartening^ coinjietition, while their produce is also 
 laii'dened with heavy duties l>y thc! peo])le who are so much 
 henetiled hy cheap tlirouuii freights on our Trunk lines. 
 
 The followin,^ lettei' from Mr. T. ('. ('hisholm, an extensive 
 l>roduce (h'aler, and an excellent authority in all matters per- 
 taim'nj; to the carryinj^' trade of the country, clearly show^s the 
 advaiita^^es of the Central Koute over either of the other two 
 pi'o])osed Ifoutes: — , 
 
 " Sir, — With this I hand you tahle of distances and rates of 
 freif;ht. 
 
 "'I'A1'.I.K or DISTANCES, 
 
 "']'akin;4 Walkeiton as the startinji,' ])oint, it will he seen by 
 
 this table that AValkerton is 12^ miles nearer Toronto via 
 
 the Central (or Toronto, (!rey and Bruce) than ITanrilton via 
 
 the, Wellington, Crey and Bruce, and (ireat Western; 14 
 
 miles nearer Toi'onto than r/V/ theAN'ellington, (Jrey and Bruce, 
 
 a.nd (irand Trunk ; 44 miles nearer than rif/ the Durham and 
 
 Angus and Northern IJailway. 
 
 Walkcitdii loOiU'ljili (JO miles- 
 do. HiUiiiltdii ru' (iui'lpli lOfj.V do. 
 
 <1(>. (In. 'formiti) iiixl Cfiitial ((4.W. II.)... .1:3:3' do. 
 
 do. Toiuiito do. Ouidjili and (!. T. R 108 do. 
 
 do. do. (!ucl))li and (J. W. K 14."^.V do 
 
 do. do. l)urliaiii and Anj.;us KJm" ilo, 
 
 do. do. Central only !)4 do. 
 
\m 
 
 [! 
 
 Hd l.lillir XAIMiOW-dAI'i.M KAII.WAYS. 
 
 '•tamm: of katks. 
 
 "Since llir tr.illii' airaiiL^oiui'iit lu'twccii tin- (liviil Wi'strin 
 iiiul (Jrinid Trunk iviiilntads, v.liicli ninic iiiln cllt'ci last 
 Se])tonilti'r, tla' ra^.cs \\i'i'(> athaurci! ."»() ^wv cent., ami as jut 
 tliuir [)ul>lisli('(l tavitf. till' IVfiulit nu i;i'ain is (ic. ])t'r <'>() llis. 
 to eitluii' iraniill"ii or Toi'onto; w liidi is 4Ac. \k'V Ion ju'i' mile 
 Allowing;- tin- Wellington. (!rey and I5i'uce the same rate pel 
 ton per mile, the IVei.uht on uiain would lu- I .">:](•. piM' ''iH ll»s. 
 to either Hamilton or 'lorontM. Tlu; piii]tose(i r.ite r/n 
 the Toronto, drey and Ihuce i- ;'.c. ])er ton ]nv mile, 
 or o3J- ))er CLMit. nion- ihan is imw charm'd hy th" X. li. 
 li. on orain I'rom Lake llnrnii <<y (Icdr^iaii i'>ay polls, 
 and Just dovililo the rati' i»er ton pi-r mile oxer the winter rate 
 charged by the (Irand Trunk to Moiitreid or i'lPi'tland, and 
 three times mor(> than their summer rates to the same |ilares.. 
 This would make the I'reight I'loni Walkertoii to 'J'oronto on 
 grain 8c. ]>er (U) Ihs., orHU". per 'ill |l>s. h'ss than il" shi])})ed 
 ■via the Wellington, (!rey and Ihuee. The same pro})ortion 
 M'ould he saved on all the produeti<tns of the cduntry tributary 
 to the Central Koad. Allowing the Central to c.st Si,",!)!)!) ])vr 
 mile (an outside price), the road from Toront(» to Walkerton 
 would cost .^1,410, ()('() — the interest on \\hi(di \\-ould \n\ at ('• 
 per cent, $84,(100 — and would only recpure the County ot 
 of Bruce to produce 1,004,000 bushels dl' grain to ])ay the 
 interest on the cost oi' the wlade line, Toi'onto to Walkerton. 
 
 " Voui's, ikv., 
 
 'T. ('. ciiisih)l.m;" 
 
 The rates ot freight on the jiropjosed Crey and Sinicof IJail- 
 road should un(h)ubtedly be the same, if not more than those 
 on the Northern Uailway, as the latter only ])ays interest on 
 less than half its; cost. It therefore follows that an inju^tici' 
 would be done either company if the rates were I'eilueed he- 
 low what is now necessary to sustain the Northern I'ailroad 
 The subjoined taldes are calcidated at the rates iJcrmik charged 
 
 II 
 
 ' » 
 
 
i.iiiiiT N.M{Ho\v-(;Ar(;i'; ij.vii.ways. 
 
 f)!. 
 
 ' "1 • 
 
 I I 
 
 
 /;// llir N. 11. U. f.'i>i,i f/ir in-optist'if junrfinn ill All^UH to 
 'roroiiio: — 
 
 Froi;,'lit from Walkcrton' 
 
 lo Allans, (is Jll'l' I'iltl.'S 
 
 1'niiii Alliens til 'r<'riiii1n, 
 us yw t;iiiti'. 
 
 Total tVci-lit Wivlkerton 
 to 'I'onnitij, inn 
 
 lil.Illlicr, pel' iai....Slfi.'><l' 81<i '><>. 
 
 Stavfs " Hi.no' K; .-)(). 
 
 liivi'Stock " -JM.OUI 2!) (>i). 
 
 (Jordwood -17) ji. c. over luml)t*v rati'S. 
 
 KIoiu', pel' l)rl 271' 2S. 
 
 (Jiaiii, \)v\- Imsli. I 
 
 (io llis ()7i 
 
 (Idods, per toll, ;5ril I 
 
 class :3 8()1 
 
 o 7^- 
 4 (10 
 
 Aug 
 
 us. 
 
 %'.\^ 
 
 (X) 
 
 :v.j 
 
 01) 
 
 ")7 
 
 00 
 
 
 
 ").') 
 
 (» 
 
 1.-) 
 
 7 
 
 80 
 
 Taltlc oi" irei<;lit, ria Central or T. Ci. ami B. \\. at the same 
 
 rate ol' IVeiLiht jier mile that is cliar^ed IVoin CoUingAVOod to 
 
 Toronto, on I'reight IVoni the shores of the Georgian Bay. 
 
 Lunilter (|ier ear) %V1 50' 
 
 Livestock '• ' 22 70 
 
 Flour (per l.rl.) 27J 
 
 drain (i.erhusii. oi' (JO l])s.) 8^ 
 
 (Joods (per ton, ;'»r(l class) '» 51-J 
 
 (Jordwocjd, liimber rates, (per cord) 2 50 
 
 Staves (per ear) 17 50 
 
 The Northern Railway Com])any i>rotess to carry cordwood 
 at 25 per ft. over lundier rates, which exorbitant charge, com- 
 bined with the dihiculties and obstructions pkced in the way 
 ol' trade in cordwood, amount to a practical prohibition, which 
 can be seen IVoni the following copy of a notice posted in all 
 the Xorthera llaih'oad stations: — 
 
 "XOUTllEUN UAll.WAY Ol' CANADA — COrvDWOOD. 
 
 "Notice is herl)y given, that in future N(j CoifDW'OOD Vv'ill 
 
 " I^K Ki'lCElVl'.P, OR AI.i.oWKl) TO i'.K STAi'KKt) AT THE StATIONkS, 
 " Oil OX THE SIDE OK 'i'lIE TRACK, EXCEPTING; Ollly SUCh aS IS 
 " HOLD and delivered irndrr Cdufract to the Oiunpan//; nor will 
 "any cordwood be hereafter carried except from IJegular Sta- 
 
mm 
 
 *}> w. 
 
 l! J 
 
 r \'< 
 
 If':; 
 
 ill: 
 
 i I III 
 
 52 LIGHT NAUROW-GAUGE IfAILWAYS. 
 
 " tions, uur tlieii except Avlieii /(jaded f/wn the tcaniH direct on 
 " tlie cars. 
 
 " All Train L^ites and Special Contracts are hereby cancelled. 
 
 " FhKI). CUMIVEULANI), 
 
 " ^lanauiiin' Direcloi-. 
 " N. 1!. C. Offici;, ) 
 
 "Toronto, l."th IVFay, 18(iC.."' f 
 
 How far these ohstructive coiidiliojis are calculated hy the 
 
 Company to pro^.^Lt or cheai)en the cost of fuel U) themselves, 
 
 or to promote the interests represeiited hy tlic ffiilowiu^- jiecu- 
 
 liar letter it may he diOicnlt t<> deteiniine. 
 
 i "Xoi!Tiri:K\ Railway ok Canaha, 
 
 " Exgixhkh's Ofkice, 
 ( " Toronto, Decemljer 27th, IHGC. 
 
 "Dear Sii;, — The Northern IJailwny Company have ahont 
 ■' four thousand c(n'ds df dry wood to dispose of — the j^Tcater 
 "part of which will l»e l)et\veen Lefroy and Allandale. There 
 "will pr<:il)al)ly be about 1,000 ci.>rds north of Allandal(\ Be- 
 " low 1 give rates per train of twelve cars each, for one day's 
 " service, inclusive of loading, each car to carry not iriore than 
 "6| cords: — 
 
 Bradford and all South i?18.j per train. 
 
 North of Jiradford, and including Leiroy IDo " 
 
 North "if Lefroy, and including Allandah' 21.") " 
 
 North of Allandale .' 22o 
 
 "If you wish to make an offer foi' this wood, ]»lease state in 
 " writhig the rate per cord you are willing t(j give on the line 
 "of liaihvay. You may either say one price all round; or, 
 "if you prefer it, name a ])rice up to each station, varying in 
 " pro])oi'tion to our train rates. J wish you to give a re])ly by 
 " 1)earer, as I am anxious to close the matter this P.M. 
 
 "The Com})any will ])robably run two wood trains, in urder 
 "to have it all down l)efore the timber business commences, 
 "which will be about the mithlle of Feliruary. 
 
 ■' Each train load to lie ]»aid I'or in cash as it is delivered in 
 " Toronto. Tlu, wood trill be alloiued to n iiuiin a rensoiwhletiiiie 
 "in the Company^ ijord in Toronto, in order to afford, the ^arr- 
 " chaser a frm'"-o]rporiviiitij of lioiilinn it niraji. 
 " I remain, V(jurs trulv, 
 
 "C. W. .MODKilLV, 
 " Per J. U. J." 
 
 
■1 ■ 
 
 i 
 
 I 
 
 • } » 
 
 LIGHT XARROW-CAUGE ILVIUVAYS. 
 
 53 
 
 The proiiioters of the Toronio, Grey and Bruce and Toronto 
 and Nipis,siiif>' liailways, desiring to disarm the future execu- 
 ti\'e ofUcers of these coni])anies of such dangerous ])ower, and 
 wishing to ])Ut the (|uestions of cordwood and foreign traffic 
 on an e([uital)h? ])asis, beyond the power of interference by 
 future Boards of I )irectors or ( General IManagers, propose to 
 insert stringent ('Liuses in their charters to ])rotect the public 
 interests on these iui])orlaiit jtoints (see copies of a]iplications 
 for charters.) 
 
 In (•(..nsideriug tiie Ibregoin,^ statements and tables, you 
 will see that trade, is diverted from its natural channel and 
 markets by the irrespoiisi]>le and ai'bitrary fiats of gentlemen 
 who necessarily study and carry out a policy favourable to 
 the interests of their English emj^loyers, however disadvan- 
 tageous thiit ])olicy may )>e to the interests of the districts 
 affected, oi- diimaging to the prosperity of the capital of this 
 Province. One-iifth of the rolling stock now employed in 
 (;raTying to the eastern termini of the (r. T. Jl., woidd bring 
 ro thi>; city from the western section (1. T. Iv., at fair rates, 
 all the ])rodnce, timber, cordwood. &c., destined for consump- 
 tion in this or intermediate n)arket-. If other sections of the 
 (1. T. I', fail to |)ay ex])enses, is it our fault that we have 
 to make good the loss^ 
 
 The (J. T. II. (Jom])any like to load their cars at the west- 
 ern termini and run them through at i^und freights to the 
 other termini — (j)uebec or Portland — and re-load for the same 
 journey backwai'ds, wnich may be for the advantage of the 
 (/ompany, although this is doubtful, but is very far from being 
 I'or the true interests of the farmers west of Torimto, which is 
 the main point for our consideration. 
 
 Only onr-trntli of the wheat and tlouv of r])|)er ('anada 
 were marketed in ^lontreal last year, which is a startling 
 fact. They will not buy our fall wheat. It has all to be sold to 
 .Amei'icans, and the (1. T. 1(. carries n(» fall wheat ex(Hipt the 
 insignilicant ))ortion shipjied ibi' consum])ti('n in jNIaine and 
 Boston. The whole of our fall wh(»at, and the greater por- 
 tion of oui' fidl wheat tloui\ and all our barley, have to be 
 shi])ped across Lake Ontario, as our best markets for these 
 articles are ^ ' >ng the Erie canal, in the rich towns accessible 
 therefrom, and in the great citv of New Voi'k. iUiffalo also 
 
54 
 
 LIGHT NAKUOW-GAUGE ILVILWAYS, 
 
 If li' 
 
 receives for distrbntion a small portion of our produce, when 
 western stuff is deficient in quality or quantity. 
 
 Mr. Hatcli says: "In thi^ New World the eiiief effort of 
 statesmansliip, applied to material ol)jects, is to develop as 
 early and to as ^rent im extent as is possible the resources of 
 our own territories. (Jther nations are conq^elled to seek 
 abroad for those means of em])loyment and ]>rosy)erity which 
 we possess at lionie, and to an extent })ractically unlimited. 
 This development is the chief object of our wisest political 
 economy; and it can in no other way be so well promoted as 
 by constructin<4,' or enlargin.ir the various means of connnuni- 
 CTition which carry emip'ants to tiiose regions wliere their toil 
 will be most ani])ly rewarded, and ai the same time brinif the 
 productions of all .parts of our common country to tliose 
 markets where they connnand the highest ])rice, nr, in <ither 
 words, return the greatest remuneration to human labour. 
 We thus also stimulate immigration fr(un rdn'oad, and 
 provide the essential elements for tlie most profitable fc.ireign 
 trade. 
 
 " Commerce has always, in every cotnitry, sought first the 
 channels formed by nature, as the easiest and clicapc-'-t high- 
 ways from ilie interior to tlie seal)oai'd.'' 
 
 Our Local I'arliament will have no m(»re important duty 
 to consider than liow to encourage the construction ;nid ex- 
 tensr'on of the means oi' connnunieation. wliich will iitrnj ov' 
 the trees and ctirrji iii flu: jnojt/r to tliose jilaces where their 
 toil will rewiird their employers, and provide themselves with 
 means, in a few years, to em] doy those wliom they will invite 
 by their ])rosperity to join them. 
 
 Our immigration business drags somehow. ( )f tlie few who 
 come determined to settle in Canada, a ])ortion re-emigrat.e 
 to the States; mainly bcr-ause they cannot alford to buy denr 
 wild land, and' are afraid to '■ tackle the trees," burn them, and 
 have to wait two years before they can eat bread ctf their own 
 growing. The construction of cheay> railways, hoiuul h)/ lair 
 to VAvrrif rordtvood, would in many instances remove tliose 
 difficulties; theretbre these roads ought to be built, and 
 pushed into the heart of the country, and the laltourers would 
 form tlie nucleus of settlements, A\'herever settlements were 
 ])ossibl" on the route to Nipissing. 
 
 It is unnecessary to enlarge on tlie general iiierease of 
 material wealth to lie derived from the construction of rail- 
 
 ) 
 
 
 
 ^1^ i 
 
I.ICIIT XARllOW-CAUGK RAILWAY; 
 
 ;)o 
 
 * fi 
 
 ways (111 ;i l)asi.s nt' somul eii^niiieeriii,^' and conniievcial prin- 
 (•i])le;^, to connect ]>nice, (!rey, A'ictoria and Ontario, and the 
 large fertile intervening tract oi" country, with tlii.-; city, and 
 through it, willi all the rich and important cities of New 
 Vork and neigldiouring States, containing a ]iopu.lation of 
 twelve millions of ])eople, who are our natural and indispen- 
 saV)le customers fur our choicest productions, and who will 
 contimie to be sn, notwithstanding tlieii' present erratic 
 legislatinu. 
 
 It can lie clearly seen how tlie general interests arc to he ad- 
 rrairi't/ hy stations hecoming market t^wns, and how idle water 
 ]»rivileges will liecijme, under the stimulus of railway traffic, 
 husy centres of manufacturing industry. Household com- 
 forts, now oeyond the reach of maiiy, will he easily attainahle 
 in exchange for all min«ir farm produce, wood, (fee. 
 
 77i( rr is (( (UfjirtiUji ill getting new rail: >. 'ads, hecause the 
 waste, extravagance and niismanagement attending tlie con- 
 struction (»f our iiresent li)ies have " 'idered them unprofit- 
 alilc 'Die money sjient in their ci '..so far as the 
 
 rirst shareliolders ai'e cnncerneil, has lit.' :i tlln'usf. except 
 in tlie case of the (ii'cat Western Railway. 1 iic sysstem of 
 l)ayiiig contrat tors their own exoroitaiit prices, if they tool 
 stock in )>art payment, was ruinous. In consequence uf this 
 untoward state of matters, not a dollar can he borrowed to 
 constiuct much needed lines on the most thoroughly ec iiio- 
 mical ]tiiiici)rles, without some more tangihle liasis than mere 
 Canada liailroad Stocks. 
 
 It is contrary to the genius of ( air (rovernment to guaran- 
 antee the intei'est on outlays for jairely local works ; th'" 
 fore, sufficient land must he obtained i'rom the Local CJovem- 
 nient to induce capitalists, or men with any spare means in 
 (Canada and elsewhere, to take the re(|uisite amount of stock 
 in these roads to secure their immediate constiiiction. 
 
 If every SlOO stock carried with it a ]tatent or scrip for a 
 ^rrtcin hit of 100 acres o{' land, and if these bonds and the 
 land scrijt were saleable and transferable, se])arately or 
 together, the aiiKiunt oi' nutney re(juired to build cliea]>, light, 
 Xarrow-duage iJailways. would very (piickly be hn'thcoming, 
 and the scream of the locomotive would very soon awaken 
 the echoes ^^' our solitudes, and startle our interior popula- 
 tion into sudden activity and ])ros]ierity; </ii(f oiirsdvcs vjoi'.ld 
 /",yrf// hiiU'Jit //•niii Ijir cirdif ihrivi'il fruni //fiiif, I'-Jiicli , 
 
B6 
 
 hlCIIT XAltKOW-CArCK liAHAVAYS. 
 
 1! 
 ■J 
 
 ^^! 
 
 i! 
 
 t 
 
 i: i:' 
 
 under present cit'CumstanccH, not one in one fhonsond "j our 
 peojjle of the p/'('.s'<;u/! f/eneration loi/f ecey see. The liind 
 referred to is east, of the Oeorniaii l^ay Canal, north of the 
 new townsliips, all the way to antl beyond lake Kipissini^;, to 
 which the people of Toronto ]»ropose in time to extend the 
 line projected to (Inll liiver. 
 
 Who are so well entitled to the nse of the Crown Lands, 
 as a basis of credit for promotinj^^ important and necessary 
 public works, as the very men by whose hardships, toil antl 
 industry these lands have been I'endered or are likely to he 
 made of any jH'actical value, and who are the parties mainly 
 to be ))enelited by the construction of these railroads '. 
 
 It would l)e lii^ldy impolitic, in view of the ]U'oyress 
 desired for the country, as well as cruel to tliese less favoured 
 settlers, to deny them the advantai>es obtained at such enor- 
 mous and unnecessary c(:»st, by those wlio live in more 
 favoured localities. 
 
 The land will not be rihmm/, and these roads, for which a 
 small portion of it is sold, will be the very means oi' tilling 
 it with innnigrants. 
 
 The (lovernment sold last year, in the ("onnty of Simcoe, 
 300,000 or 400,000 acres of land, at j)ui)lic auction at Harrie, 
 at prices varyinj^' from l(>c. to "idc. an acre; wJiat, therefore, 
 is the wortli of the unbroken wihku'ness round lake Nipis- 
 sing ? — Xof a J'oyfhin;/, unless we ])oint a railrnail in that 
 direction, n^/iir/i runnot he ili.nf witliout direct assistance fnmi 
 the (lovernment, oi' l»y tlie aid of a laml ,n'rant. The Crand 
 Trunk style of railroad, and cost, is beyond our ])oA\er under 
 any' circumstances. Therefore we must seek tlie establish- 
 ment of a .system of railways more suitable to our means and 
 requirements, as has Ix.'en successfully done in Australia. 
 India, Norway anil Sweeden. 
 
 As nnich as [tossible of the storks of tliese two new rail- 
 ways, one to run north-west and tlie otiier north-east of this 
 city, should l)e taken by the ]ieo])le of the country traversed 
 and the ])eoi»le of Toronto, so as to secure local manauement 
 ami projier attention to local interests. 
 
 The success of these sort of Ivailways is not problematical, 
 it is an ascertained fact, proven by years of ex])erience. 
 Our Jiaili'oiul niana,t;ers, throu,n'h tlieii' engineers and other- 
 wise, may attack the system ]»roposed on the Central liiaite, 
 by a new c()m])any, as a nx'ans of defeating the buililing of 
 
 t ii 
 
 I 
 
 I I 
 
i.iciiT \Ai;i!i)W-i;Ar(;K i;.\ii,m'avs. 
 
 57 
 
 
 <riiy raihcay on tliis route; imt witli active aiul c'uei',i>etic co- 
 operation, these I'oafls will be Imilt, as tliev are favoured 
 and pronioteil l)y the most wealthy and inllucntial citizens, 
 wlio lack neither skill, means, nor energy, to secure for far- 
 mers and the citizens of Toronto the henetits of n dinrt 
 road hound to rarrij rordwood from these \ast counties. 
 
 Mr. Fowler's scheme did not interest the citizens of Toronto, 
 because they hicvi the money for sucli a road could notbeol)- 
 tained, and he was easily overpovrered by .Mr. ('und>erland's 
 N'orthern liaih\ay triends and the apathy of the sup})orters 
 of tlie Central Konte, although ■,i»iiih('rin;i <dl nfjirr citizens 
 exceiitiii''- those who v.'ere afraid tb.e Central Houte laight 
 connect witli the (!. T. Ji. at a ])oint west ol' this city. Tlie 
 |>arties now interest<'d have no such fears ; nor lia\'e they any 
 view to big contracts, tor their jiersonal gain, which may have 
 influenced puldic opinion as to Mr. Fowler's jn'ogi-amme, as 
 well as that of the promoters of the Durham Branch. The 
 adoption of a system of small contracts, in building new 
 roads, is svrc protection IVom the depredations of large con- 
 tractors, wlio de^]»i-<' such two-jn-iniy half-jienny v/ays of 
 iloing business. 
 
 Oi)nf)'((rf.^, so sntidf /•■.s to hr vHhin tlw irarji of lovtd cnitrdc- 
 /ors, ore the (■,•>,•<•■ n a' >>/ rhri/j) vv/Z/'v// i/ioL'/ni/. 
 
 The merchants ol' T(tronto, the nahu'.^ -li' wliose business 
 teaches them to understand tlie routes of tratfic best calcu- 
 lated to j)romot.e the pros]>erity of Toronto and the country, 
 are thoi-ougldy alive to tlie necessity of })reventing tlie very 
 s(rurces of their trade tVom l»eing dried u]) by the formation 
 of lines of railroad to connect Avith second-rate markets, ob- 
 jectionable and e.x])ensive harbours, or with railroads the 
 policy of which is inimical to tlie tru.e mtei'ests of the coun- 
 try and of this city. 
 
 No (>n'ort should be spared to secure f >r this city her just 
 share of the trade of the interioi', and the benefit of being the 
 ternunus foi' t-wo such promising lines of railroad, eithei' of 
 which will bring more farm or forest jn'oduce to this m;aket 
 (ban any of the other three. Along the routes of the new 
 lines our merchants would hnd their business increase 
 three or H\('-i'ol(l. ()ar worksho])s, warehouses and vessels, 
 would be taxe<l to tlie limits of their ('apacity, in supply- 
 ing facilities foi' the new business which these roa<ls would 
 pour into the city. Trojieiiy would increase in value, not 
 

 ."8 
 
 ICiir NAK'HtiW-iaACK KAII.WAVS. 
 
 ■!'ll 
 
 =1 
 
 by i'eub"ii i>r iiiidiu', spi-iuliilitjii, Imt (Hi iiccmiiil of iIk; coiu- 
 petition loi- ]ir('iiiises to iiccdiniiKMlati! an iiKTcasiiig and busy 
 popnlatitni. Taxtfs wouli! Ik- liu'litciuMl in {)ro])ovtittii as the; 
 lumil.tev and means inox'ax'd of lliox- iVoin wlioin llicy w(?t<! 
 to lio collected. 
 
 A railway ^s■l^ell i"rMiina(t."S al a point ou anotlier railway 
 becomes su1),sidiary to tlie irnnk line, iuid tbc braiicb is at all 
 timCH liable, tVom ('liantj;e oi' nianai^iMiicnt oi' policy, to lu; vic- 
 timized, even to tbc rejection oi' its business, until it come 
 to the terms ol' the main line. K,\iiinples ol" this )iature occur- 
 I'ed recently in licland. 
 
 In consi(lerin,ti,'tliM;^,dvanta.t:es of Tor'.nto. as the best market 
 and sbippiuLi' jxnl for the products of tbc country, conse<|uently 
 the best terminus for the I'ailways ♦broULib (Jrcy and l>ni(!e, 
 Ontario and A'ictoi'ia. it sjiould lutt Ik; forLi-ittcn 'bat Toronto 
 is now the seat of our Loral ( bivcrnincnt — as well as the 
 tinancial, Ic^al ami fducational cajiital of ( bUiirio. 
 
 A p'eat deal of bu>incss will Ibevcfore be transacted here, 
 invulvin.y a. large concentration ol' travel l'r<iin the interior on 
 the city, which sIk^uM be had in view in disiuissinu' the merits 
 of the various routes, as tla^ p(>o])lt^ of the intei'ior, for the 
 present and futui'c .generations, will no! like to "box the e(nii- 
 pass'' betbre L;etlin,u' u< ibc cajiital cit\. 
 
 The annexed petitions are bein^;' circulatet] for >i_L;natiire, on 
 the routes of the Toronto, (Irey and Jb'uce, and Toronto and 
 Nipissinjj,' Railways, aiul it is hoped l»y the Provisional Direc- 
 tors of the two Companies that energetic efforts will be made 
 by all concerned, to assist in every way ))ossible, and combin(! 
 their resources, with a view to the ((cficc primcnl'tvii of ivorl- 
 0)1 these raUroads iic-<t sniniiu r. 
 
 To the Jloiioroh/r till L(i//.s/tfJirc Assiinhlji <>/' tin' Pi'oriaci:. of 
 Ontario, iv I'urluint'nt (t.sscrnhtcd. 
 
 TIIK PETITION OF THE UNDEKSIONKI) IIATEI'AYKIJS (M' TIIK COUN- 
 TIKS OF VOKK, oNTAKlo AND VKTOUIA. 
 
 ilUMlil.Y ShEWKTH: 
 
 That the large tract of ('ountiy lying between the (lity of 
 Toronto and Lake Xi])ir-sing is without any nieiuiH «»f coin- 
 
 ■ • 
 
 1.^ 
 
 t-aaiiiiWniTllTiilirt, 
 
LIGHT nai!i;(>\v-(;ia(;k ]:aii,\v.\vs. 
 
 no 
 
 
 nuuiic!iti(»ii or of Transiiort, (ixccpi such jis is al'iordcd by the 
 cuniiiion I'oads of the country. 
 
 That, in tlie judgment of your I'ctitioncis, the construction 
 of IJailroad tln'ou;2,h tliat secticni of country wouhl material]}'" 
 aid its sctllenieiit, and tlie developnicnl of its resources. 
 
 Wliercfiu'e, your Petitioners ]iund)ly [nay your H(,inoral)le 
 liody, lliat a charter may be granted for a IJaihvay from Toronto 
 to Laki! NipissiuL;', tr;ivcrsing the t'ountics nf York, Ontario, and 
 Vieti^'ia.; and tliat said charter contain a clause liindin,ti,' the 
 said railway to cany cordwood, or any wood lur fuel, at a rate 
 not to exceed two-and-a-lialf cents ]»er mile per cord, for all 
 stations exceeding;' tifty miles, and at it I'ate not exceedin,^' 
 ihree cents per cold per mile \\iv all stations under fifty miles. 
 
 And your Petilinncts, as i)i duty Ixmnd. will ever pray. 
 
 7'ii tlir iJininrii]}}' lit,' Lif/(slaiir< Asscmhl if (./' the. I'i'OVilLCC of 
 
 ( hi'ii ,■!!', ill /'i' /■<'.■", Ill ii,t (iss( inlih'li. 
 YllK I'KTlTKiN oF TlIK INiiKHSICNKIi IIATKI'AVKKS (iF THK eOfX- 
 'i'lFS, (IF Vmi;k, (iNTAlllo AXU VlcTolMA. 
 
 IIiMi:!.'> Si!K\vi;Tii: 
 
 Tliat, in the opi)ii<iH nf your relilioners. a Railway, running' 
 between the Ciiy of Toionto and i.ake X'ipi.ssing', is re([nired 
 to (»]>en u]» that section of country. I'icli in undeveloped re- 
 ^•(Hirees, and that its construction W(aild (•'■ntribute in a large 
 degree to tlu^ resources of the rroviiae. 
 
 That whereas the ]ieii]ile residing in liie ('nuiities of \'ork, 
 Ontario and Victoi'ia, in those sections thriaigh which the Kail- 
 Avay would run, have borne their share of the l)urdens imposed 
 on the country in yn-oviding llailway accommodation for the 
 people on the lines of the (Jrand Truid< and other Railways, 
 your I'etitioners are of opinion that the ])eo])le of the said sec- 
 tion have an undenia])le, just and e([uital)le claim on the Pro- 
 vince ibr a Orant of J'ublic Lands, tc- ena.l>le them to construct 
 the said I'ailroad, to open u]) the cctuntry and altord to set- 
 tlers in the interior access to the markets. 
 
 Your Petitioners, therefore, Innuhly jtray that so much of 
 the Tublic Ivjinds as, in tJie estimation of your llonorahle 
 House, will meet the necessities and recjuirements (jf the said 
 Toronto and Nipissing Railroad, niay be set apart for that 
 ]»urpose, and such ste))s tahcn as will lead to the successful 
 eom})letion of this most im])ortant luidertaking. 
 
 ^\nd your Petitioners, as in duty bound, will CA'er ]vniy. 
 
 Toronto, this day of , 18G7. 
 
1/ 
 
 (10 
 
 LICIIT .\.MilH>\V-(;AC(;F. KAILW.WS. 
 
 :| 
 
 rKTITIoX -FOJI ciiAirrKi; fou thk toiionto, r.UVX 
 
 AND lUircK IIAILWAV. 
 
 7o the H(j)U)r(ii)Jc the /jyis/afiir Assrnili/// cj' tin /'iDr/nci' of 
 Onfnvio, ill J'i'rl iciiiiiit nsxciiihhd. 
 
 THK T'KTITIdN <il" I'llK INDKUSHiXK!) KATKl'AVKIiS dl" 'I'lIE ('Ot'N- 
 TIKS (IF Y(il!K, CAI.'IiWV.I.I.. WKI.I.IMiTi )X. CItKV ANIi liKT-CK, 
 
 HrMIJLY SliKWF.TII: 
 
 Thai, ill tlu' n]iiiritiii nl' your IV'titioiicis, a Ilailvvay, viiimiii,:^ 
 between tliu City oi' 'rovdiUo and a ])(iiiit nii Lake llui'on, in 
 the County of IJrure fsaid ]M)iiit Id iic (leteriniiied liy thi- 
 County Council ot liniee) with a iiraiifh to I Kncu SmuihI 
 from JNIount iMn'est, Durham, lU' a point east of them, 
 tlirouqii the County of Crey, is n(!C(.'>sary to open u]) tliat ex- 
 tensive and fertih' portion of tlie country, A\hich is without 
 Railway acconnno(lation,oi' other means of ra])id develo]»nient. 
 The greater numlier (»f your I'etitioners residing' forty lnile.■^ 
 from Jiailway Markets, the market towns on Lake Huron, west 
 and north of tht." ('oiinties of IJruce and (!rev. ar"'. during- iivc 
 months of tlu; year, cut otf from tlic ex]>ort trade, wliih' the 
 want of access to hirue centres of coiisuiii]»tioii in winter mili- 
 tates aeainst tlu.' value of many articles, tJ!'- ]>ro(hice of our 
 farms and forest-. 
 
 That, in the jud^ineiit ot your retitioneis, tlic construction 
 of a ilailway throu,!:;h that section i»f country i- indispensahle 
 to the inhal)itant> of 4,:'0(i s!|uare miles of a rich and only 
 partially settled agricultural country, the ]»rosperity of which 
 would lai;eidy coutrihuti' to the ]»ower ami revenue of the Do- 
 minion, l»y increasiu";' the ]>opiilation, the ex])ortsaiid imjtorts, 
 and by sustainine' local, financial and industrial estal»lishments. 
 
 Wherefore your ecnnmissioners humbly ])ray your lEonor- 
 able Uody that a Charter ma,' he granted for a Ivailway from 
 Toronto to Mount Forest or Durham, thence to a ])oint on 
 Lake LIuron, in the County of Ihaice, \\'ith a. Hraiich IVom a 
 point on the main line north to Owen Sound, throueh the 
 Connties of York, (Jardwell, Wellinetoii, r)ruce and Crey; and 
 that said ( 'barter contain a clause bindiiit^ the Kailway (.!om- 
 ])aiiy to carry cordwood, or any wood for fuel, at a rate not to 
 exceed two and one-halt cents per mile ])er cord for all stations 
 exceeding fifty miles, and at a rate not exceeding three cents 
 per cord per mile for all stations under fifty miles. 
 
 ' 
 
iJdHT nai;i{o\v-(;au(;k HAii.WAVs. 
 
 . 
 
 Oi 
 
 Tliiit tin; Cliartc'i' contiun a claiiso pi'ovidiii^' that no tureij^n 
 liviniit shall he carried at a, less rate ])er mile lor e(|iial dis- 
 taiiees than the produclidus <>t' our own rountrv. 
 
 And your Tetitionevs, as in duty hound, will ever ]U'ay, &i\ 
 
 rKTJTlON FOK'A LAND (;I;AXT, To ASSIST IN THE 
 ("ONSTia'CTION OFTlIET.d.cV', 1',. K'AILWAY. 
 
 To tin' JLiiiiiralilc !!>>• Jjcijislaficc ^-Issniih/// af (lie Prori.nw of 
 CmuuJit, 1,1 J'nr/i'roiinif Asscmli/ctf. 
 
 TKt rtTiTioN OF rnK rMii:i;si( ,m:i> i;aii:i'avi:i;s of tiik countik.s 
 
 (•F Y()|>'K', CAUDWKI.l.. M'KI.l.IXt i TnX. (iKKV AND HKUCK, 
 llr.Mlil.V SllKWF.TlI: 
 
 That, in the (i]iinii)n <»! your I'eiitiniit'rs, a Ilaihvay runiiin<;' 
 i'roni Toruntd to or neai' ()ran^v\ ille, tlienee to (tr near Mount 
 Forest, hoth in the County of Wellington, thence to or near 
 Walkei'ton. in the ('ountyof Ih'uce, thence to a ])oint on Lake 
 Huron to he determined hy the County Council (»t' Bruce, 
 with a Lraneh, fnini ]\Iount Forest, or a ])oint east of it, to 
 (Jwen Sound, is necessary to the pros])erity of that extensive 
 and fertile n^j^ion. « 
 
 That whereas the an'a of the country south of the (Jrand 
 Trunk and Coderich line is 1), HOD s(|uare miles, with ahont 745 
 miles of existin,;;' llailways, the area of the country between 
 the (irand Trunk and (loderieh line and the Northern llailroad 
 is G,H()0 nnles, of which, alter leavin^i;' 2,4r)(.) miles as natui'ally 
 and e(|uital)ly trihutary to existin;^' lines, there remain 4, Mod 
 s(juare miles of the richest and most fertile lands in Caiuula 
 only ])artially settled, to he jirovided with tlie iiulispensahle 
 facilities of Kailway communication to tln'. existinj^- Trunk 
 lines, to foreign markets, and to Toronto, as the cai)ital and 
 commercial em])orium of the Province of Ontario. 
 
 That whereas the ])eoi>le residin.^' in the Counties of York, 
 Cardwell, A\"ellin_t;ton, (Irey and Ih'uce, in those sections 
 throu^Ljh which the said liailway would run, have horne their 
 share of the burdens im])osed on the country in. ])r()vidinf;' 
 I'ailway aceonnuodation h»r the ])eo])le in the nei,L;hbourhood 
 of the Grand Trunk, Great AVestern and Northern Ivailways, 
 your l'(!titioners are of o]>inion that the ])eo]»le of the afore- 
 said sections have '.just and ecjuitaljle claim on the Province 
 for ])ecum"arv assistaiice, or a <,n'ant of public lands, to enable 
 
G2 
 
 LUiUT XA1M!()W-(IAIH;K KAILW'AVS. 
 
 1 
 
 f 
 
 the T. (i. i^ J>. Iiaihvuy <'«'. to coiHlrnct tlic siiid Kaihvay, to 
 open 11]) the coiiiiliv. 
 
 Your iVtilionei's, therd'oiv, liumhly jiray that m» much of 
 tlio idle jnihlie lands as in the estiuiatioii of your lion<»ralile 
 House will meet tlie re(|nirements or necessities of the Toronto, 
 drey and ih'uee llailwav ('t)m))any, and enahle them to con- 
 struct a liaihvay on the route ai'oreiuentioned, 1h' set a])art i'oi' 
 that ijurpose, and such measures ado])ted as in the o])inion 
 of your honorahle House will lead to the successful comj)letioi) 
 of this most important undt'rtakin;^-. 
 
 And your Tetitioners, as in duty liound, w ill e\er l»ray. 
 
 TlIK I,AN!i (jlKsrioX. 
 
 The )»roJe(;tors of tliesc two new lines of hailway \\-ould. 
 prefer dhcA/t ])c luiiary aid to their cntci'itviscs from tlu.' local 
 (Toverninent, l)Ut reconnisin^- the diificulties in the way of re- 
 ceivinu' such assistance under the existiu^Lj; revenue system of 
 Ontario, iiotii'ltlixtainllinj //ir Ji'^f.i.fr of (hcii- cldA.mJor thr imrph-, 
 they prefer to join with them in solicitinji' a judicious apportion- 
 ment of the wfld lands, because a e,rant of a ])ortion of then» 
 will not increase the taxatinn of the ]>eo]>le of the Oominiun 
 one farthinu, while tlie construction of these two railroads will 
 lead in tiine of ])eace to a ,ureat increase of population and 
 revenue and, in time of war, he ol" j^reat strategic imjtor- 
 tance. 
 
 It is not inconsistent with tlie 'M'ree grant sy.stem" to give 
 lands to aid in constructing these liailroad.s, as their a<lvocates 
 feel convinced that no free grants vv'// hv inhru ni) between the 
 (Georgian liay and the Ottawa, the anhj pUjrc vhcn' free tjra lU 
 can hcfjiren this side of Lake Xi[)issing and the French Iliver, 
 unless railroad faeilities are afforded to that tt-rritory, which i> 
 nearly 200 miles .s([uare. Allcni'ilr sir/io/is only are desired, 
 to a moderate extent, at or near the line of tlie Toronto and 
 N"ipissing liailw.iy, and as the ( lovernmentMill own //'ic olhrr 
 idternate s.'cf.ioif^, to doii'.itc crs free ijrniiU lo iciiinl srttler.s, 
 besides the irnmcme tcrritorjf oicisidc the rnilroinl i/rnnt-;, it folio w,s 
 that the .stockholders «tf the llailroads nnist necessarily sell 
 
 
 
 ^'^'■"••■- — >■ 
 
I.IC.IIT XAI!l;i)\V-(;AniK kaiiavays. 
 
 
 t.lic.ii' ,i;raiit.i cliciij), or >r\{\{> on ilic laii'ls tlii'iusi'lvos, whicli 
 would lVe(|iU'ntly Ik- tiic {■■.[>{.' iio doiiht, as lluj hoiis of our 
 froutiitr I'linncrs wduld inohahly, in laryo inuubur.s, tuko. rail- 
 road slock with llic (|^iutla i>l' land conjoined, and '^i> liack at 
 oiici! lu Tound hoUK'.steads tor lii(nnsi.4vt'8 near, or jnirliaiis 
 a lonu' sti'ido in aihaiMc ol' tlic Ivailroad, while nothinuriui in- 
 duci youui; iiu'u 1n oil In sMrli I', Mcougenial wildn under 
 ])r08Cld, ciicuiii stances:. 
 
 11 is \ory ]>rtilial»l(' that iariueis, nieelianics aiul laborers, 
 would really tn a lar^e extent I'ecnnie tlie jirojirietors of lliese 
 roails, a< tluMc is ]<.'<> iiiduct'niciit to s]K'culator.s or capitalists 
 to tako u)> lan(!.-> wliiiii would i'ov a cniisideralilc time be tie- 
 pressed in \alu'', in ci)nsei[uence nl' the IVcie <irant system 
 l»eing in ai;ti\i' njK'i'atinn ''// rovail Ihr riiilrond (jrant'i. 
 
 It will bi- the tluty dl' tlie (iovernnient to see, if real 
 settlers desire tliese railroad stocks with land certitieates at- 
 tached, tliat a (dause. i!i the charter will ])revent lar<i;e capita- 
 lists i'roni taking an nnibu' share of stock and land until the 
 settlers' (h'niand is tlioiou^hly supplii'd — after which it is to 
 be hoped eajiitalists ■Aill lend on tlie stocks, or buy them to 
 an extent suilicient tn secure the cniistruction of these works, 
 of .such exceedin.u conseiiucnce to the wliole i)o])ulatiou of the 
 Donnnion <i|' ( 'anada. 
 
 We need not in\ ite immigrants to ^\\v\\\imi\ii,\t]irijv:illneith€i' 
 hi'jf Hum, any In}:,- lhi'),i i'i'ri\ with the condition of being ostra- 
 (dsed from civilization, I)ut will continue to prefer homes in 
 the lands of the Tni ted States at Slj to 80 per acre on the 
 lines of Railway which, with the assistance of very liberal 
 land grants, are being built far in advance of settlements, to- 
 wards the Rocky Mfumtains, into the hunting grounds of the 
 Indians. Tlu,' fohowing extracts will show the s])irit that 
 aninuites those enterprising and I'nergetic peo})le of the far 
 west, the bulk of them immigrants only recently emancipated 
 from the de])i'essing intluences of poverty, wdio emigrate to the 
 (treat West to possess ami inherit the land, and who consider 
 
(14 
 
 I.KIIIT NAltKOW-CAL'dK li'AILWAVS. 
 
 it tlieir first and must iiii])Oi'tniit duty, to siilisidi/c ctiiiijuinios 
 to create arteries wliieli shall circulatL' (liimi^li their immense 
 country themselves, and tlic jUMihicts (il'thcii- various and cease- 
 less industry : 
 
 Erlrad from a rccxiit palilli'dfion Ini JikIuIi ('(ijih ;/^ (liscrijiflrf of 
 K(lilfiih< (iml tllC I'Oimh'H i>n the lln.r nf llic liiiimi Pmlftr 
 
 Jiailaojj, Eastern JJlrisimi. 
 
 " One thing is very certain ; eillier the Covernmeni, aided 
 '"by a (.'onipany sueli as this, ol'al»h^ and ener.Lietic eaiiitalists, 
 "mnst])iish a railway throuuli these vast regions, IVom the 
 "Missouri to the racilic, or tliey nnist lie uiKh-vtdoped and 
 "unimproved iVom generation toijeneration. Indiviihial ener- 
 *'gy can never ac('om])lish th<' work. The locomotive must 
 "precede the ])l(tw, and the tov.ii the I'arm. Xo tarniei-, how- 
 *' ever hold, hut would recoil from the rask of goiug forward, 
 "as the farmers of the States east of the Mississipjii did, in 
 "advance of these miulity forces of civilizeil life. The old 
 "processes must. Ik; reversed, as indeed they have been. I 
 ""wish tliat all tlie peo})le who may read those woi'ds could 
 " see, as I have seen, t/te stroiuj taid health i/ stream (f ciriliza- 
 ^^ tioii foJJowiiKj tlic liiir- (f this roml up tiir(uigh thisnu)Ht heau- 
 " tiful of valleys, and see and enjoy, as 1 have .seen and en- 
 " joyed, as high a civilization, as many of the elegant creature 
 "comfoits of life, and as pleasant and intelligent people, as 
 " are to be found anywhere. Thr rlijlit ntun nf hiiinan ])ro- 
 " ffress hax hecu hit upon at last." 
 
 The same author states, — " They are now building a liridge 
 "over the Mississippi at (^)uincv. So, when all that is now in 
 "rapid progress shall be com])Ieted, ctirs may be run IVom any 
 "of the cities of the Atlantic coast to the I'aeitic without 
 " bi'eaking bulk. Before five years more shall have rolled 
 " round, that which lately seemed but an enthusiast's di-eam, 
 " will be so1)er verity, an accomplished fact. 
 
 "The raili'oad is the great agent ami ])ioneer of ci\ilizati()n. 
 " Let any one go away beyond the ^Missouri, as \vc did, and 
 "behohl a mighty tide of civilization — comfortable and well 
 " furnisiied dwellings occn.])ied by intelligent, refined and 
 "happy people, all the useful industries of life, with schools, 
 "colleges and churches, and every institution of an advanced 
 "social condition — following closely behind the track-layers, 
 
 i 
 
T 
 
 f.KillT XAIfftOW-CAf'iiK R\FI,U'.\YS. 
 
 <Tn 
 
 
 " aiul, ill .suiiK' instaiu'»'s, ;^oiii^ ahead ol them, causiij<i t)ie 
 "musk' r)i' biLsy lift; III Im" licard on tlK)8(i 1)(?nutirul ]»rairies, 
 "'.vhere only yesterday •ih-n'-c, and ;;olit,nd(' veii^ned, savo only 
 " ns they wi^v hiuken hy the eiy (•!' the savap-* or the wolf, or 
 "the impetuoiiK rnj^h ol' herds of Ijuffalocs, imd he will have 
 "some (•()nee]»tioii i.r ulmt i- ii..n- niejuii hy the Mareh of 
 " Kin])irc," 
 
 NN'hile. the Aiiicricaus mv driving; parallel lines of Kailways 
 with unexampled energy imd rii](idity we.stwanl over their 
 I)eautiful ])rairie.-. and tln'ough fertile valleys, to connect with 
 that on the Atlantic the civilization on the racitic. scarcely 
 yot the age (tf a school hoy, and hind the remote ends of their 
 country together hy chaiuo ot f-uccessive prosperous settle- 
 ments, resend'ling uationrdities — the Vjackhone and marrow of 
 Nvhich are our fello\v-lhitons — the y»eople of Canada nnist 
 1)0 content to itdvam t- more slowly, north, as Avell as west- 
 '>\ards, through a more rugged, but not less valuable territory, 
 of illimitable forests of niagnilicent tindier, a vast mineral 
 region of ascertained \\ealth, and a. Itoundless extent of rich 
 fertile soil, equal it not ■.\\\)Qy\<)Y, ftco hn.ndrcd mih)s north of 
 Luke Xijyis.u'ii;/, to that which tills the granaries of the IJaltic 
 -vith the. choicest cereals. This is the character of the 
 splendid heritage over which it is our duty and interest to 
 direct the march of our more conservative civilization, if not 
 with such gigantic strides as our neighbours make, at least 
 with a steady and prudent progress, wliich will take away 
 from us the rei)roacli of being unequal to our destiny. 
 
 The Government of Ontario might, with advantage to the 
 people, and credit to themselves, adopt the Norwegian and 
 Queensland system of building light narrow gaiige Kailroads, 
 upon the xAmerican policy of having the Eailrrx/d precede the 
 onwigraiif, r/s a oniaiii wernis of scci'vinf/ immediate and ex- 
 tensive settlement on our oioi mMgnifieent public domain, 
 the cost of the Railroads to be a first charge on the new 
 murdcipalities, wliich would undoubtedly spring up in the 
 \-icinity of the roads with hitherto unwonted rapidity. 
 
7 
 
 es 
 
 LKIHT XAUKOU'-CAfCiE KAILWAVS 
 
 I 
 
 Can a s«?/^// portion (if the wild LauLs ho put to a. Ijottor ))iiv- 
 pose, than hoing made avaihihle 'o create a suttieient Imsis df 
 credit, hy the aid (if whieli a Iciyr portion ot tliese hinds may 
 ha utihsed hv the [»rcsent generation of Canadians and immi- 
 grants ? 
 
 Shouhl tlie (lovernment i»l' Ontario sei; lit lo adopt sueli an 
 advantageous policy, they would undouhtedly ol)tain good 
 prices for all the lands next the railroads, and could give free 
 grants in the rear and next adjoining lier.> ol' '.ownships, and 
 so foster the rapid growth oi' a new jiopulation, tr) assist iii 
 enahlinn' the country to hciir the ineN'ilahlc Imrdi'ns t>\' an in- 
 creased expenditure. 
 
 Prohahly the I'rovisitaial Directors ol' liie Toi'oiilo, (Jrey 
 and Ijruce, and Torijnto and Xipissing Jhiilways, would 
 gladly resign their trust, and co-oi)erate with tlie (Jovernment 
 in inaugurating so auspicious and promising a ]»ul)lie ])olicy. 
 On the part of the people of Ontario, and e\-ery British suh- 
 ject who with poignant sorrov, ])asses thi'ough Canada, and 
 fromhenbath the ;egis of his native i>anner, lo a laiai wh('re the 
 conditions of finding suhsistence and pi'ospi.'rity are less oner- 
 ous and more promising, it is to he regretted that this already 
 burdened j)eople should have to contribute as their (pmta 
 Sl,000,()l}0 per annum to l)uild the lntercf)lonial llailroad, 
 through a wilderness of rocks and juni])er bushes, to suit 
 the exigencies of an inexorable jiolicy, that seems destined 
 to prevent the application of the resources ot Ontario, in an 
 equitable proportion to the satisfaction ol her wants and ne- 
 cessities, and the enlargement of the Ixnuidaries of her civilized 
 area, so that she could afford homesteads and plenty to mil- 
 lions that pine for them in the cities, towns, and work-houses 
 of England and Ireland. (.)ne-twentieth part ol' tlie cost of 
 the " Intercolonial Chain," expended under prudent auspices 
 as an auxiliary guarantee fund, to assist in o])eniiig w]) the 
 interior of Ontario, would in five years add one million souls to 
 our ])opulation, and two million dollars to our permanent re- 
 
 I I f 
 
 i> 
 
\ 
 
 LKillT NAHR()W-<!.\UaE RAILWAYS. 
 
 67 
 
 I I t 
 
 « I 
 
 venue — a result impossible of attaiument under the present 
 negative system. 
 
 We Lave really no accessiljle publie lands left which are 
 available t(i iiuiiiigrauts, and the only ])rogress making of any 
 Juonient is tlic slow crei'ping of tlu; back tcnvnship inhabitants 
 oiilsidc of OIK! aiioth(!r, and that oidy as they can tind a market 
 Ibrtlicir hiboui' orthc^ir croy^s I'romthe scjuare thnber-men, who 
 are not siieli idlectivc ]>ioneers I'or settling the interior as 
 tlie manufacl urt^'rs of lumber — who, however, cannot float 
 tlicir boards down ra]>ids, &c., and necessarily have to wait for 
 bc'ttei- facilities. I iiimedi..tely on the construction of railroads 
 into the hi'ai't oitlic country east or west, labour, i.e., immigrants 
 will be in great tU'iuaml to cut and manufacture timber, the first 
 great cro]) ol' nat ure, a business which would afford ready cash to 
 t lie settler, with the aid of which he can accomplish more in two, 
 than wiudd be possililc umler the old system in six years — as 
 lu' can get on the sale of his [)ine and cordwood, cash payment for 
 the tirst and every stroke of his u.ve, while now the labour and 
 patience of two or more yeai's are re.'juired, before the product 
 of his industry is available for food, or to purchase the 
 dutiable necessaries of his existence, which constitute the 
 basis of the greater part of onr trade and revenue. 
 
 To corn) tare the ]>rospects of a, settler fifty or a hundred 
 miles back from a railway or mai'K'et town, who, ill supydied 
 with necessaries for himseli' and I'amily, has to labour in clear- 
 ing his farm from three to five years, before he is fairly inde- 
 jiendcnt of exti'aiieous assistance, with tlie ])osition of a man 
 of family, wlm settles on a hiindri'd acrt's of hush land, in the 
 \ icinity of a narr<tw gauge i'aih\ay, at the stations of wliicdi he 
 can get !^2 (trS;'> ]>rv cord fdr his hardwood, or in the neigh- 
 bourhood of w jiich he can get a dollar a day in a saw-mill, or 
 building a house, or in doing an) one of a hundred things 
 which he would be paid cash for doing, is to learn at a glance 
 tlie value ol' lh<' powerful h'vei', Mhich it is the desire and hope 
 of the gentlemen ad\'ocatiiig the narrow gauge; Jlailways to 
 
6H 
 
 LIGHT XAPJIOW-OAT'OE KAILWAYS. 
 
 see applied to working out one of the greatest prolJom.s before 
 us — tlie spread of our civilization, and the consolidation of our 
 power, over uur Dominion from Lake Ontario to Hudson's 
 liay, and from Lal)rador to Vancouver's Island, the Hudson's 
 Bay Company to the contrary iiot\\itlistanding. 
 
 It may not be out of place here to state, that those gentle- 
 men who have undertaken to semu'e for tli(Mr country the 
 manifold advantages to be derived from the construction of these 
 Railways are resolved respectfully to press upon the peo])l(? 
 and the Legislature of Ontario the national im])ortance of 
 their schemes — to quail neitiier before a])athy or hostility, Init 
 to devote a reasonable amount of time and means, to prove the 
 efficiency of Light Harrow tSauge RaUways to do the local busi- 
 ness of the country ; and while they do not deprecate attack 
 or misrepresentation from liostilc or rival interests, they do 
 most sincerely trust that the ( overnment of Ontario will 
 accord them tliat measiire of consideration a)id suj.iport which 
 is demanded by the \ast importance and di'-interestedness of 
 their efforts. 
 
 The Provisional Presidents and Directors, although actuated 
 by motives for the ]ju])lic good, may have tladr intentions mis- 
 construed and defeated ; they are therefore desirous so to arrange 
 the charters for these railroad ccjmpanies.tliat should the election 
 for regular directijrs, after stock is subscribed, rr-rUcl or dis- 
 place thcinjlu'. pnliirji thiij haiu' initiated ■^•mi'it Iw varrird out ar.eord- 
 'iiKj to lair; therefore they invite the co-operation of the pul)lic, 
 and "^vill be glad to riiceive such suggestions, and act upon them, 
 as will tend to secure the jjcoplc in the rights and ])rivileges 
 to whicli tliey are entitled, as n coiKntion of tlieii' su))]»oi't. 
 
 riNANili 
 
 The plan of tinanec is simply lliis, — the laiiluiads aiv 
 to be built to cost, not more tlian al)Out 815,000 per 
 mile, of which the municipalities interested are reijuired 
 to subscribe a Im/ui.^ of 85,000 per mile, and where two 
 
 P 
 
 
LirniT XAia:()\\'"(;Ai'iJK i;ailwav.^. 
 
 (>9 
 
 ( 
 
 iildc lUuniL'ipalitie.s exist fiii eitlier side iUo lines, tliey must 
 eoiitribute this (.jiiota, to iill ii]) tlu^ gaps at either end ov 
 in Ihe iiiiddh\ M'here suppovl W'oui weakness or (jthev cause 
 (.'finnot he liad. The bonus coii'4itutes a uiiivorin u])on tlie 
 security or\\hi('li, willi tlic aid (ft land grants, stock Avill he 
 issued; tailing enough st(jek to 'he suhscviiied. Bonds will lie 
 issued, coveving I^onuses, Stock, La)id, and I'ailroads, ir/tich 
 iroii/d hi' I' Jiist-rla'^'i seci'-vi/ff, the ]»roce(?ds of the sale of 
 which, without doubt, Avill tinisli and (.'(|ui]i the roads. 
 
 The ch'i'k- ortownshi))s sli'-uld have llic opportunity alforded 
 them of I a !< ing (f/l fhr sfoc/i- W irtln^ people of their townships which 
 they ]aay desire, beu.re the dii'eetors or any other merchants 
 have any shares allotted to them. Failing the stock l»e.ing so 
 taken up, ihe Dinn'tors have e\eiy n^ason to liflieve that, in 
 addition lo their own and the iii\'estnien1s of the put)lic, 
 they will be able to plarc llic icmninder, or bonds upon the 
 roads, in England, and ti'usi by the general economy and 
 ])rudence of their management to niei'it the contidence of ca]u'- 
 talists in (nvat Britain, as well as in Canada. 
 
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