Ai 
 
 
 ^, 
 
 o^. \^^ 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 O 
 
 ■\<Sf 
 
 //#• 
 
 ^''''^i^." 
 
 
 1.0 :s«s£ 
 
 I.I 
 
 1.25 
 
 2.5 
 
 >^ 1^ III 2.2 
 
 6" 
 
 2.0 
 
 =te=g 
 
 i-4 IIIIII.6 
 
 Photngmphic 
 
 Scieices 
 Corporation 
 
 33 WEST MAIN STREET 
 
 WEBSTER, N.Y. 14580 
 
 (716) 872-4503 
 
^ 
 
 CiHM/ICMH 
 
 Microfiche 
 
 Series. 
 
 CIHIVI/ICIMH 
 Collection de 
 microfiches. 
 
 Csnstfieii IfWtltiits for HIttorleal Mksrortpfodwclions / tnttiiut c«n««*n dt microf«prp4uction« historiques 
 
 ®1987 
 
Technical and Bibliographic Notas/Notas tachniquas at biblcographiquaa 
 
 Tha Instituta has attampted to obtain tha best 
 original copy available for filming. Features of thia 
 copy which may be bibliographically unique, 
 which may alter any of tha images in the 
 reproduction, or which may significantly change 
 the usuat method of filming, are checked below. 
 
 □ Coloured covers/ 
 Couverture ds couleur 
 
 r , Covers damaged/ 
 
 L ^ Couverture endommag^ 
 
 D 
 
 D 
 
 n 
 
 n 
 
 D 
 
 Covers restored and/or laminated/ 
 Couveture restaur^ et/ou pelliculAe 
 
 I — I Cover title missing/ 
 
 Le titre de couverture manque 
 
 □ Coloured maps/ 
 Cartes gtegraphiques en couleur 
 
 Coloured ink (i.e. other than blue or black)/ 
 Encre de couleur (i.e. autre que bleue ou noire) 
 
 I I Coloured plates and/or illustrations/ 
 
 Planches et/ou illustrations an couleur 
 
 Bound with other material/ 
 Relii avec d'autras documents 
 
 Tight binding may cause shadows or distortion 
 along interior .margin/ 
 
 La re liure serrie peut causer de I'ombre ou de la 
 distorsion le long do la marge Int^rieura 
 
 Blank leaves added during restoration may 
 appear within the text. Whenever possible, these 
 have been omitted from filming/ 
 II se peut que certaines pages blanches ajouties 
 lors d'une restauration apparaiasent dans le texte, 
 mais, lorsque cela Atait possible, ces pagea n'ont 
 pea tti filmAes. 
 
 Additional comments:/ 
 Commentaires supplimentaires; 
 
 The coj 
 to the \ 
 
 L'Institut a microfilm^ le meilleur axemplatre 
 qu'il lui a 6t6 possible de se procurer. Las details 
 de cet axemplairr qui sont peut-dtre uniques du 
 point de vue bibliographique, qui peuvent modifier 
 une image reproduite, ou qui peuvent exiger une 
 modification d^ns In mithode ncmale de filmage 
 sont indiqute ci-ds«sous. 
 
 a 
 
 n 
 
 Coloured pages/ 
 Pages de couleur 
 
 Pages damaged/ 
 Pages endommagdes 
 
 Pages restored and/or laminated/ 
 Pages restaurias et/uu pelliculdes 
 
 The Im 
 possibi 
 of the 
 filming 
 
 Origin! 
 beginn 
 the las 
 sion, o 
 other c 
 first pc 
 sion, a 
 or illus 
 
 Pages discoloured, stained or foxed/ 
 Pages ddcolor^es. tacheties ou piqui 
 
 D 
 
 Pages 
 
 Pages detached/ 
 Pages ditachies 
 
 piqu6«s 
 
 rrp^ Shswthrough/ 
 L -J Transparence 
 
 I I Quality of print varies/ 
 
 D 
 
 Qualiici in^gala de I'impression 
 
 Includes supplementary material/ 
 Comprand du matdriai iupplimentaire 
 
 Only edition available/ 
 Seule idition disponible 
 
 The la> 
 shall c 
 TINUE 
 which* 
 
 Maps, 
 differe 
 entirel' 
 
 right a 
 require 
 metho 
 
 Pages wholly or partially obscured by errata 
 slips, tissues, etc.. have been refilmed to 
 ensure the best possible image/ 
 Les pages totalement ou partieilement 
 obscurcies par un feuillet d'errata, une pelure, 
 etc.. ont M filmies A nouveau de fapon A 
 obtenir la meilleure imagj> possible. 
 
 This item is filmed at the reduction ratio checi<ed below/ 
 
 Ca document est filmi au taux de rMuction indiquA ci-dessous. 
 
 10X 14X 18X 22X 
 
 26X 
 
 30X 
 
 r 
 
 
 
 
 
 
 
 
 
 r? 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 V 
 
 
 
 
 
 
 
 12X 
 
 
 
 
 16X 
 
 
 
 
 20X 
 
 
 
 24X 
 
 
 
 28X 
 
 
 32X 
 
The copy filmed here has been reproiuced thanks 
 to the generosity of: 
 
 IMetropolltan Toronto Library 
 Canadian History Department 
 
 L'exemplaire filmi fut reproduit grdce A la 
 g6n6rosit6 de: 
 
 Metropolitan Toronto Library 
 Canadian History Department 
 
 The images appearing here are the best quality 
 possible considering the condition and legibility 
 of the original copy and in keeping with the 
 filming contract specifications. 
 
 Les images suivantes ont etd reprodultes avec le 
 plus grand soin, compte tenu de la condition et 
 de la netteti de l'exemplaire fMmd, et en 
 conformity avec les conditionn du contrat de 
 fiimage. 
 
 Original copies in printed paper covers are filmed 
 beginning with the front cover and ending on 
 the last page with a printed or illustrated impres- 
 sion, or the back cover when appropriate. All 
 other original copies are filmed beginning on the 
 first page with a printed or illustrated impres- 
 sion, and ending on the last page with a printed 
 or illustrated impression. 
 
 Les exempiaires orlginaux dont la couverture en 
 papier est imprim6e sont f ilm6s en commenqant 
 par le premier plat et en terminant soit par la 
 dernlAre page qui comporte une empreinte 
 d'impression ou d'illustration, soit par le second 
 plat, salon le cas. Tous ies autres exempiaires 
 originaux sont film^s en commenpant par la 
 premiere page qui comporte une empreinte 
 d'impression ou d'illustration et en terminant par 
 la dernidre page qui comporte une telle 
 empreinte. 
 
 The last recorded framd on each microfiche 
 shall contain the symbol -^^ (meaning "CON- 
 TINUED "). or the symbol y (meaning "END "), 
 whichever applies. 
 
 Maps, plates, charts, etc., may be filmed at 
 different reduction ratios. Those too large to be 
 entirely included in one exposure are filmed 
 beginning in the upper left hand corner, left to 
 right and top to bottom, as many frames as 
 required. The following diagrams illustrate the 
 method: 
 
 Un des symboles suivants apparaftra sur la 
 dernidra image de chaque microfiche, seion le 
 cas: le symbole — »> signifie "A SUIVRE", le 
 symbole V signifie "FIN". 
 
 Les cartes, plancnos, tableaux, etc., peuvent Atre 
 film^s & des taux de reduction diff6rents. 
 Lorsque le document est trop grand pour dtre 
 reproduit en un seul clich6, il est film6 d partir 
 de i'angib '^updrieur gauche, de gauche d drcite, 
 et de haut ^n has, en prenant le nombre 
 d'image> lessaire. Les diagrammes suivanta 
 illustrer iiithode. 
 
 1 2 3 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
m^mm 
 
 w^m 
 
 tmm 
 
 <*^/Ce^ (T- 
 
 -% 
 
 hi- 
 
 INFORMATION — ^ ' 
 
 AD»ftl»UD TO Y«K 
 
 BOARD 01 DIRECTORS 
 
 or TBI 
 
 efts Of tlToioiito ai^ %alte fQuron Slafttias Compang, 
 
 LONDON, 
 
 / 
 
 ON T«t 
 
 SUPERIOR ADVANTAGES OF OODERICH, 
 
 niB »!•? (KItiT TOWM Of TRl VVmON, OK LAK* HUAON, COMPAmSD WITH 
 TO* Vll.tA«B 0» aAHKIA, ON THI »tVBB ST. CLAIft, AK TBI 
 
 UiKE HURON TERMINUS OF THE 
 PROJECTED RAILWAY. 
 
 % 
 
 i-: 
 
 BY DANIEL LIZARS, ESQ., 
 
 Ctor* o/<A« P#«ee %t <*« Huron District, Director of the direct Ontario and 
 
 Hmrvu /unction JUiilway Cor. pany, formed at Goderich, C. W., 3rd June, 
 
 lS4i,mtd Delegate fivm the Inhabitants of the said District. 
 
 LONDON: 
 WILLIAM STEVENS, PRINTER, BELL YARD, TEMPLE BAR. 
 
 MDCCCXLT. 
 
 {For Private Circulation.) 
 
o-o3>-o'^C» 
 
 ? \ 
 
 • • • • 
 
 I 
 
 JVJWIS 1555 
 
 I 
 
M 
 
 To the Board of Dheeiorg of the City of Ibronto and 
 Lake HwroH RaUumy Company, 
 
 I DO myself the honour to transmit, for your perusal and 
 attentive consideration, the accompanying information on 
 the comparative merits of the town and harbour of Gode- 
 nch, on Lake Huron, with the village of Sarnia, «n the 
 Kiver St. Clair, to assist your detemination in the selec- 
 tion of the Lake terminus for your projected railway. 
 
 In placing these documents before you, I am actuated 
 alone by the conviction that Goderich is the best terminus 
 of your contemplated undertaking, and by the desire that 
 every mformation in my power to give, should be laid before 
 you upon this important subject, alike affecting the inte- 
 rests of the stockholders, as of the colony. 
 
 I have the honour to be, 
 
 Gepttlemen, 
 
 Your moat obedient and very humble Servant, 
 
 DANIEL LIZARS. 
 
i 
 
 5 .: 
 
 Ksm 
 
 mm^ 
 
 mtmr 
 
mi^mmmm^m 
 
 1 
 
 CtM^lKtraHve advtmtages of Chderieh at the hett Termtau 
 on Lake Hunm^ to the Citjf of Toronto and Lake Hwron 
 Railway, 
 
 (Copy.) 
 
 XtMMfon, 5 t/tf/y, 1846. 
 
 To the Oovemor, Deputy Oovernor, and Directors of the 
 
 Canada Company, 
 
 Gbntlbmsn, 
 
 In accordance vith your request I have the honour to 
 suhmit to writing the substance of the information I had the 
 pkasure to detail to you verbally on the 3d instant, relative 
 to the projected Ontario and Huron railway. 
 
 In 1836 a charter was granted by the Provincial Legisl»> 
 tare to certain parties to construct a railway from the 
 towcahip of Bertie, at the eastern end of Lake Erie, Nia» 
 gara district, to Amhertsberg, at the western extremity of 
 that lake, in the western district ; but as no further action 
 took place, the Act expired by non-user. 
 
 About the same time an Act was obtained for a line 
 between Wellington Square, outside of Burlington Bay, to 
 Ooderich, now expired as above. 
 
 A similar Act was obtained for another line, called the 
 Great Western, to unite Hamilton, Brantford, London, 
 and Windsor, near Sandwich. A clause was also inserted 
 •flPording the Canada Company power to take a branch to 
 Ooderich. This Act also expired, but was renewed and 
 extended during the last session of the Provincial Parlia* 
 mest. 
 
BOBBi 
 
 / 
 
 2 
 
 At the same period (1836) the Act incorpoTatinfj the 
 Toronto and Lake Huron Railroad Coinpany was ob- 
 tained, but it also expired like the others, and has been, 
 as the preceding one, renewed by the last setssion of Par- 
 I'lament. 
 
 To the two last especial attention now falls to be di- 
 rected. 
 
 The renewed Act now gives to the Toronto Coinpany the 
 power to fix the terminus at such point as they may deem 
 most advisable on hike Huron ; wliile the select conunittee 
 recommend it to be at the point which will make the route 
 as short as possible, on some portion of the navigable waters 
 of Lake Huron, so as to open up the unsettled country, 
 and be calculated to invite to the province and throug'h it 
 foreign traffic and foreign commerce. The committee 
 further emphatically reconmiend the terminus to be at 
 Goderich ; and thai such a route would possess many and 
 superior advantages over any other. 
 
 On the publication of the Report of the Select Com- 
 mittee, the Corresponding Committee of the Huron Dis- 
 trict Meeting wrote to the Toronto Board of Trade 
 offering our co-operation. The official answer received 
 from Mr. Ridout, the president, and also his private letter, 
 was against the Goderich line so strenuously recommended 
 by the Select Committee, and in favour of a more Northerly 
 terminus, viz., Saugin. 
 
 To con ect an error so prejudicial to the interests of 
 the Huron, a deputation proceeded to Toronto, and the 
 gentlemen composing it had several interviews with the 
 Board of Trade, and the Directors of the Railway Com- 
 pany, to whom they exhibited the documents afterwards 
 published in their printed statement. The discussions at 
 these interviews were so full, and, as we considered, so 
 satisfactory, both from the character of the resolution passed 
 unanimously by the Board of Trade, but also from the na- 
 ture of the letter of Mr. Gamble, secretary to the Railroad 
 
/ 
 
 iimfg the 
 was ob- 
 las been, 
 
 I of Par- 
 
 o be fli- 
 
 pany the 
 lay deem 
 >n)inittee 
 ^he route 
 le W}»ter8 
 country, 
 iroug'h it 
 >mniittee 
 ^o be at 
 lany and 
 
 «t Com- 
 ron Dis- 
 4 Trade 
 received 
 tc letter, 
 nmended 
 
 ^RTHERLY 
 
 erests of 
 and the 
 with the 
 i^ay Com- 
 fterwarda 
 issions at 
 lered, so 
 [)n passed 
 
 II the na- 
 Itailroad 
 
 8 
 
 Company, that we were almm t ansured that Ooderich would 
 be the western terminus as therein admitted to be pointed 
 out by the .Select Committee of the flonge of AiMemidy. 
 We, therefore, at once agreed to " eutwcrtbc,*' as requested, 
 ** our quota'* (agreed upon as one-fourth), towards the «■*- 
 pmH€ of a preliminary " tturveif and chart of the sautUrm 
 shore of Lake Huron, with the sole view of nekctiag the 
 most eligible harhoury 
 
 Our printed statement, together with the facts and docu- 
 ments submitted, added to our local knowledge aniJ personal 
 observation as to the ineligibility of the line lio Saugin, and 
 the impracticability of over constructing a safe ha.rl> 
 there, removed the erroneous opinions in favour of i 
 tenniaus. Industriously circulated by interested pariie; 
 the prejudice of the verj superior advantages to be gain^ 
 by the Goderich line. We, therefore, confidently awaited 
 the promised visit of the competent engineer unconnected 
 with ** 2'oronto or Goderich,'' to decide upon the eligibility 
 of the respective harbours of Saugin and Goderich, as above 
 stated. 
 
 These reasonable expectations, founded upon a positive 
 compact with those we considered incapable of swerving 
 therefrom, were not then destined to be realized. In vain 
 we waited in good faith the advent of the " engineer,''* and 
 it was not till undeceived by the tone of the Toronto 
 Press, that wc were led to understand the Goderich line, 
 with all its superior recommendations, was to be set 
 aside without further ceremony, or investigation, to give 
 place to the pretensions of a new and hitherto unheard 
 of terminus, as far south of Ooderich as Saugin was 
 north, viz. Port Sarnia, a village situated down the river 
 St. Clair, about two miles (or perhaps more) from its 
 entrance out of Lake Huron. 
 
 This place, not before mentioned, excepting casually 
 in the Report of the Select Committee, as a |>oint of 
 distance, and as being at the head of the St. Clair river 
 
 s2 
 
 .^ 
 
now appearo to occupy the attention of the Toronto Com- 
 pauy. Its pretensions were first brought into notice in 
 an anonpious letter in the Kingtton ChronieU^ signed 
 by ** A Traveller,^ and supposed to be tho production of a 
 gentleman, the principal proprietor of the town -plot of Port 
 Samia, and of other extensive prope y in that neighbour- 
 hood. Ita principal recommendation as the Western ter- 
 minus being its proximity to the State of Michigan, and 
 consequent command of the *' tointer travel."^ 
 
 In tins state of matters, a second Deputation from 
 Ooderich proceeded to Toronto. They waited upon Mr. 
 Gamble, and proffered a meeting with the Railroad Di- 
 rectors, which was declined in the meanwhile, till the 
 return of the engineers, Messrs. Wallace and Koss, then 
 said to be upon their tour of observation towards Oode- 
 rich and Saugin, in terms of Mr. Gamble's letter of 
 24th March. The surprise of the Deputation may, 
 however, be more easily conceived than expressed, when 
 they learned from Mr. Ro&s, who returned next day, 
 that the sole object of their investigation wa«. Port Sar- 
 nia, and the route by London thither, and that tliey 
 bad received no instructions whatever to visit Godench. 
 The Deputation having addressed a copy of the letter of 
 their corresponding Committee to the Canada Company, 
 of date 7th of May, to the Toronto *^ompany, returned 
 to Goderich on 17th May. 
 
 A few days after this juncture, Mr. Mercer Jonc3, then 
 in Toronto, forwarded a copy of a ProsjKJctus about to 
 be issued by Mr. Gw)nne, upon which a public meeting 
 of the inhabitants ►af the district was called for the 3rd 
 June, when, inter tiliay it was resolved to dispatch a 
 Delegate to London, to advocate the superiority of the 
 Goderich line and the cause of the Huron District, 
 
 Having sketched the rise and progress of this measure 
 tbuH Tar in Canada, I shall proceed to discuss its merits 
 as they bear in particular uptui Port i^amta and G«Fde- 
 
 
 V 
 
ppp 
 
 wmm 
 
 r^mam 
 
 ito Com- 
 liotice in 
 e, dgned 
 tion of s 
 )t of Port 
 eighboiir- 
 itera ter- 
 
 ifran, 
 
 and 
 
 ion from 
 i{)on Mr. 
 lr«ad Di- 
 , till the 
 OSS, then 
 ds Oode- 
 
 tetter of 
 on niay^ 
 edf when 
 ext day, 
 *ort Sar- 
 that tliey 
 Soderich. 
 
 letter of 
 
 Company, 
 returned 
 
 )nv;d, then 
 about to 
 ! meeting 
 • the 3rd 
 ispatch a 
 ty of the 
 t. 
 
 \ measure 
 ts merits 
 nd G«Fde- 
 
 ! 
 
 rich, and endeavour, at the same time, to pomt out tlie im- 
 possihiHty of recos^ciling the various intere>^ts of t^io 
 places now hefore the pubUc, owing to their (outlic ting 
 Geographical positions. Theat :ire : — 
 
 Ist. Toronto— Western Terminus — Goderich, or Port 
 Samia. 
 
 £nd. I'reat Western, vis, Hamilton, Brantford, Luu- 
 don, Port iiJamia; or, 
 
 dvA, Hatiilton, Brantford, London, Chatham, Sand- 
 wich. 
 
 The Toronto Company's Charter binds the terminus 
 of that lino to some portion of the navij^ble waters of 
 Lake Huron. But l^ort Samia is not so situated. It 
 is at tike head of the St. Clair river, below tL«> rapids, 
 after pFjssfng out of Lake Huron. Goderich, therefore, 
 or some other portion of the navigable waters of I^ke 
 Huron, can be their only tenninus in conformity with 
 their present Charter. 
 
 It would be sacrificing the future interests of Toronto 
 were she to coalesce with No. S, as she would ohortly 
 cease to be the starting p^iint, or eastern terminus, 
 which woald dev^ Ive upon Hamilton. Nor could they 
 jointly carry the trunk line through any of the eastern 
 portion of the Canada Company's lands towards Port 
 Samia, without abandoning London, wkich latter piaae 
 the Great Western line it hound by its Charter to puss 
 through. 
 
 It appears to me self-evident that, in the present 
 condition of the Province, two lines of Railroad run- 
 ning nearly parallel, viz. from Toronto to Port Sai^nia, 
 and from Hamilton by Brantford, London, and Ouitiiani 
 to S&ndwich, would not only not pay, but would each be 
 conducive to the other's ruin. They would both be i'un- 
 ning not only parallel with each other, but conterminous 
 t4> the navigable waters of Lakes Erie^ and St. Clair, 
 and the rivers to Lake Huron ; and in the case of the 
 
 d 
 
it . 
 
 I 
 
 latter, running alungsidu of the navigable Tliauii's, and 
 Lake St. Clair, from Cliathatn to Sandwich, a distanra of 
 48 miles. Either of these lines would run in direct colli- 
 sion and competition, with the British and American ateam 
 ships on these waters during the travelling period of the 
 year, viz. after the navigation is generally opened up over 
 the entire country, when the sj)ring 8hi])s begin to ar- 
 rive from Euroi)e. The consequence would be as in the 
 case of the Clyde steam-boats, and the Glasgow and 
 Greenock Railroad, the steamei-s would, by reduced rates, 
 monopolize the entire summkh passenger trade. 
 ^ The V inter travel is an illusion now got up for the first 
 time in the history of Canadian travel, to suit the purpose 
 of certain proprietors of Port Sarnia, by landholders 
 residing at Toronto interested in wild lands in the town- 
 ships along that line, from London, -and by the holders of 
 Government Land Scrip desirous of speculating in these 
 townships. 
 
 Another argument adduced in favour of the chimera of 
 
 winter travel i., the fortuitous circumstance of Captain 
 Kichardson of Toronto having sailed his solitary steam-boat 
 (ha-mg last winter from thence to ^Niagara, an occurrence 
 \vhich may not, perha{)s, happen again for the next ten 
 years. One swallow does not make the summer. 
 
 It is notorious that, although the Atlantic is now open 
 all winter from Europe to New York, Baltimore, New 
 Orleans, and intermediate ports, yet emigrants do not 
 avad themselves of it to satle in the Atlantic States, or 
 those accessible by the Mississippi and its tributaries. 
 Ihe season is too inclement, even in the milder regions of 
 Europe, to expose women and tender infants to its rigour 
 more especially as a laudabJo economy inclines the great 
 bulk of emigran s to prefer deck passages on our lakes 
 and rivers. But admitting that th.v might travel at such 
 a season, they could not see the lands to judge of a location 
 when veiled under the snow, and would recpiire to wait 
 
 m 
 
Iiauii's, and 
 (liKtaiira of 
 direct colli- 
 rican steam 
 t iud of the 
 icd u|> over 
 ['ffin to ar- 
 '■ as in the 
 asgaw and 
 iced rates, 
 
 n* the first 
 he purpose 
 andholders 
 the town- 
 holders of 
 I in these 
 
 chimera of 
 f Captain 
 team-boat 
 iccurrence 
 next ten 
 
 now open 
 
 ore, New 
 /S do not 
 
 States, or 
 ibutaries. 
 ■egions of 
 ts rigour, 
 ;he great 
 )ur lakes 
 >1 at such 
 L location 
 to wait 
 
 its melting, at great exjiense, to enable them to make a 
 selection, and then put up a house or shanty, in order to 
 couiinence operations. The genial weatlier fit to enable 
 families of emigrants to travel with comfort and economy, 
 doe.>j not set in till the middle of April, the period when 
 the great travel of the counti-y commences, whatever may 
 be said to the contrary, notwithstanding. No trade exists 
 during the winter between the Eastern and Western por- 
 tions of the United States or Canada, and travelling at 
 that period is of little or no importance. 
 
 To return to the " winter travel" at Port Sarnia. it is 
 distinctly denied that the St. Clair river opposite, between 
 it and the American town of Port Huron, is always open. 
 In the winter of 1837-38. I was there for many weeks with 
 the 1st Huron militia (of which I have the honour to be 
 major), sent thither for the pretection of that frontier 
 against the pillage and incendiarism of the Aaierican bri- 
 gands. The river was then often impassable ; and it is 
 notorious tliat it is sometimes so for days and weeks toge- 
 ther for the general purposes of passage or commerce. 
 
 ^ Again, during the entire season of navigation, Port Sar- 
 nsa, from its being situated beloio the rapids of the river 
 St. Clair on the banks of that river, and not upon the 
 navigable waters of Lake Huron, vessels there are con- 
 stantly liable to be wind-bound by the north-westers, which 
 blow down the lake and rapids for nine months, at least, 
 out of tiie twelve. Moreover, vessels from the lake cannot 
 enter the rapids of the St. Clair river, so as to reach Port 
 Sarnia with a south or south-west wind. 
 
 I have myself on different occasions been detained wind- 
 bound at Port Sarnia for periods of four, six, or eight days. 
 On one of these occasions the schooner Gazelle, Captain 
 Newman, was asked by a steamer ^100 to tow her up 
 into Lake Huron. At other periods I was twice detained 
 there wiiile proceeding to the lake in an oj>en boat for 
 upwards of five days on each occasion. 
 
 J 
 
8 
 
 It is a fallacy to say that Port Samia is on Ulce Huron. 
 Oodench Harbour, however, is on Lake Huron ; and when 
 finished, 8^ it easily can be at little expense, will be safe 
 and secure to be entered by vessels at all times, by day or 
 night, with any wind that can blow, where they may lie to 
 the number of 200 sail, of 250 tons, in the most perfect 
 security. The provincial Government is prepared to erect 
 a fi^t-class lighthouse at Goderich Harbour, at a cost of 
 ^500 during the ensuing sea^n.^Vide Report of the 
 Board of Works laid before the Legislative Assembly, Feb. 
 1845, pp. 17 and 64. 
 
 The fact of there being no water-power at Port Samia, 
 or for many miles near it, is fatal to it ever becoming a 
 useful or profitable terminus to a railroad, one of the prin- 
 cpal sources of freight to the latter being flour; this article 
 could not be manufactured there. On the contrary, there 
 
 ^ ""^^"^/.^'V^^^' P'"'"^" ^^ Goderich, not to be surpassed 
 m North America. Vessels, therefore, reaching Port 
 Sarnia from Lake Michigan would proceed from Lake Erie 
 to the nearest great water power at Thorold or St. Cathe- 
 
 Kingston '' ^^'"*"'* ^'"'^' *"' ""'"^^ P""' ""^^^^« ^ 
 The passage to shipping through the tortuous channels 
 and shallows of Lake St. Clair is rendering the navigation 
 below Por Sarnia every day more precarious and expensive! 
 owmg to the frequency of vessels running a-ground the ' 
 OSS of time by such detention, and the coft of ligh trage 
 to get them off, or, in all eases with large ships, to lightL 
 hem sufficiently to pass over the shoals in eitL; dire^tioJ^ 
 18 altogether avoided at the Port of Goderich; Lake ^ 
 Clair IS daily fast filling up, and at no distant peWod wilt 
 rendered useless for navigation. The above consideration^ 
 are among the many reasons pointing out Goderich as the 
 superior terminus. v . «» iw 
 
 By a railroad terminus at Port Sarnia, neither settlera, 
 nor foreign traffic, and foreign commenre, would, in 2 
 
 I 
 
9 
 
 emphatic language of the report of the Select Committee, 
 be invited to the province. These would instantly pass 
 over to the American larger town of Port Huron, opposite, 
 where the British terminus would be in reality, thereby 
 rendering the province a mere stepping-stone erected by 
 British capital for the sole conveniency, relatively speaking, 
 of the citizens of the States of New York and those to the 
 westward. 
 
 ^ The land at Port Sarnia and the neighbouring townships 
 IS poor indeed compared with that of the Huron district, 
 and the line from Goderich to Toronto, and consequently 
 holds out fewer inducements fur emigrants to Fottle on the 
 former line. Whereas, from the superior richness of the 
 soil of the latter, its water power, streams, and greater 
 salubrity, owing to the total absence of swamps, which 
 abound near Port Sarnia and the adjacent townships, 
 vast numbers intending to proceed to the far West would 
 be cheerfully attracted and absorbed along the Toronto 
 and Goderich line, and among the splendid lands of the 
 Huron District. 
 
 At port Sarnia a railroad would terminate within easy 
 range of the American cannon of Fort Gratiot, and, in the 
 event of war with the United States, would prove a source 
 of daily annoyance, and of vast expense for its protection. 
 During the last war a miscreant of the name of Westbrook, 
 with a band of freebooters, established themselves on this 
 very frontier, and made incursions into Canada for the 
 purposes of plunder and kidnapping. Verily their chances 
 of ransom would have been mightily improved by a railway 
 terminus. ' ' 
 
 Even in time of peace it would be liable, if terminating 
 «t 1 ort Sainm, to constant interruption from the lawlew 
 cbaiaeters at all times congregated on that frontier, who, 
 from the reckless hatred they foster and encourage againrt 
 evcrythmg Enghsh, would not scruple to break up the r«ll^ 
 demohsh and destroy in mere wantonness a^inst th^ 
 
 Bnl»htr,:' No police could control thea.: Md th^ 
 
 n 
 
Jaws of the United States are next t»» a dead letter. We, 
 in Cannila, have not yet forgotten the niurderotis and incen- 
 diary character of the American brigands of J 857, 8, and 9, 
 on our south and western frontiers during a period of pro- 
 found peace between the countries. The assassinations of 
 Dr. Hume of the — regiment, Cai)tain Usher, and many 
 otliers. The midm'ght burnings of our houses and barns. 
 The burning of the Sir Robert Peel, steam ship. The 
 fiendish destruction of General Brock's monument ; while 
 at the same time the miscreanti* Lett, Bill Johnson, and 
 other desperadoes, walked scathless at broad day, boasting 
 of their iniquitous exploits, and lauded and encouraged in 
 their infamous career by what may be considered the re- 
 spectable portion ofj their fellow-citizens, confederated, 
 without a blush, into Hunter's Lodges for our destruction,* 
 and the conquest of devoted Canada. 
 
 A railroad from Toronto to Gouerich would be secure 
 from an enemy, and easily protected v.t al) times, while, 
 during war, in a military point of view, it would directly 
 intersect the great pfminsula of Upper or Western Canada, 
 terminating at each extremity at harbours admirably fitted 
 by nature and art for defence, as well as for naval depots, 
 from whence expeditions could be fitted out with secrecy 
 and safety which would be alto^vther impracticable at Port 
 Samia. 
 
 I come now to consider the claims of the contending 
 termini in a commercial point of view, as far as distance 
 and cost are concerned, and shall confine myself to Gode- 
 ricb and Port Samia ; Sandwich, in my opinion, in the 
 present condition of the province, being out of the ques- 
 tioo; remarking only, that the distance from 
 
 Toronto to Sandwich is . 
 Ditto Goderich . 
 
 Difference in &vour of Goderich 
 
 332 miles. 
 109 
 
 133 miles. 
 
Bttcr. We, 
 
 IS and incen- 
 ar, 8, and 9, 
 ;riod of prc>- 
 ssinationa of 
 , and many 
 and uarns. 
 ship. The 
 [lent ; while 
 )hnson, and 
 ly, boasting 
 jouraged in 
 red the re- 
 •nfcdeiated, 
 destruction, 
 
 be secure 
 nes, while, 
 lid directly 
 rn Canada, 
 lably fitted 
 'al depots, 
 til secrecy 
 )Ie at Port 
 
 :ontending 
 3 distance 
 ■ to Gode- 
 'n, in the 
 the quea- 
 
 233 mtlM. 
 109 
 
 nSmilM. 
 
 11 
 
 The line from Toronto to Goderich avoids all the deep 
 ravines of the other line, by a gentle ascent to the level 
 plains of the head waters of the rivers which are emptied 
 into Lakes Ontario, Erie, St. Clair and Huron. 
 
 The Port Sarnia line would require bridges and viaducts 
 of great altitude across the deep ravines of the rivers 
 H umber, Credit, Sixteen-mile Creek, Twelve-mile Creek, 
 Grand River, and various branches of the Thames, &c. 
 
 The terminus at Goderich would form a permanent 
 depot for British merchandize, and for the importation of 
 United States produce — wheat, in particular, from the 
 Ports of Sheboigan, Green Bay, Millwaukee, Racine, 
 Chicago, Grand River, Kalamazoo, and St. Joseph's, in 
 the States of Wisconsin, Illinois, and Michigan; besides 
 being the national mart and point of despatch for the 
 produce of the millions of acres to be brought into cultiva- 
 tion by the opening up of this splendid section of Canada 
 by such a line of communication. 
 
 The manufacture of wheat into flour would create a 
 demand for, and bring into profitable use, the immense 
 mill-power cf the river Maitland (at present almost dor- 
 mant), which offers accommodation for eighteen mills of 
 the first magnitude on the town-plot of Goderich, besides 
 power to almost any further extent between the falls and the 
 town, a distance by the road of about four or five miles. 
 
 Flour can be profitably transported by railway, but not 
 wheat; the manufacture of flour at Goderich, therefore, 
 would produce an article of transit, while it would en- 
 courage cooperages, founderies, shipping, &c. and attract 
 hirge bodies of artificers, mechanics, and Itabourers, The 
 surrounding country would fill up rapidly, and Goderich 
 would become what it is destined to be, a krgo and 
 fliourishing city and port. 
 
 Deprived by nature of the vast hydraulic powers enjoyed 
 by Goderich and iU superior soil, does Port Sarnia in this 
 
 ' 
 
 I; 
 ' \ 
 
■ t 
 
 1 
 
 12 
 
 respect offer the same advantages as Goderich, as the 
 tcnnimts to a railway to bei)efit the province, or Jikely to 
 create a like quantum of national wealth ? 
 
 I shall not attempt to estimate tiie vast cncrease which 
 the line to Goderich would bring to the population along 
 the conterminus millions of acres, of the richest land in 
 North America, which it would open up and settle, or the 
 vast encrease of produce which would assuredly follow. 
 The Huron District, in th^ three years between the 1st of 
 January, 1842, and 1st of January, 1845, has encreased in 
 population about 10,000 souls. The number of acres now 
 under cultivation in the District, as near as the imperfect 
 mode of return to my office enables me to calculate, may 
 be about 50,000. The annual increase in 1844 (of acres 
 cleared), was between 6 and 7000, brought into cultivation 
 for that year: this is encreasing in a progressive ratio 
 commensurate with the annual addition to the population 
 by immigration. 
 
 Until 1845, the surplus produce of the Huron was 
 absorbed by the new settlers, and it was not till that year 
 that cash was first offered by the storekeepers for wheat 
 for exportation, and about 2600 bushels was all that 
 could be scraped together. During the last season, how- 
 ever, (winter, 1844-5) 15,000 bushels have been exported, 
 from the township of Goderich, and 20,000 from the town- 
 ship oi North Easthope. Open up this fine country by a 
 TOilroad to the eastern markets, and 100,000 BxaaELs of 
 flour will soo',1 be annually produced. 
 
 The manufacture of pearl ash, now successfully intro- 
 duced into the Huron, will, in a few years, fonn an im- 
 portant article of trade and transit. 
 
 The demand for fat cattle for the Toronto market is now 
 attracting the attention of our Huron farmers, and during 
 the current year, Mr. Jas. Hutcheson, of Tuckersmith, 
 had, up to May, driven thence upwards of 150 fat oxen. 
 
 -r^/ 
 
rich, as the 
 or Jikely to 
 
 Tease which 
 lation along 
 icst land in 
 ottle, or the 
 ediy follow. 
 1 the 1st of 
 tncreased in 
 f acres now 
 e imperfect 
 dilate, may 
 4 (of acres 
 
 cultivation 
 issive ratio 
 
 population 
 
 Fluron was 
 I that year 
 \ for wheat 
 ts all that 
 ason, how- 
 exported, 
 the town* 
 mtry by a 
 Sarrels of 
 
 Lilly intro- 
 tn an im- 
 
 Icet is now 
 Jid during 
 ;kersmith, 
 fat oxen. 
 
 18 
 
 The saving of value on cattle sent by Railway instead of 
 
 being driven, is calculated at 10 per cent. Notwithstand- 
 ing Mr. H. received remunarating prices. This trade can 
 be encreased to an incredible extent, and likewise that of 
 all manner of live stock and provisions, either for home 
 consumption or exportation. 
 
 The inexhaustible fisheries of Lake Hurou, hitherto in 
 abeyance, will claim a large share of railway traffic. Any 
 given quantity of the Huron herrings, from 1 up to 60 or 
 100,000 Baurels, can be taken during each season ; 600 
 Barrels have been taken at one haul of the seine ; salmon 
 trout, whitt> fish, piko, pickerel, maskononge, and sturgeon, 
 are likewise cured for commerce, thereby creating a demand 
 for a largo annual importation of salt. 
 
 The ten populous townships pointed out in the Report 
 of the Select Committee in the Home and Wellington Dis- 
 trict, through which this line would pass. Would yield an 
 hnmediate way travel for the first 55 miles, and when 
 completed to Goderich, its prosperity would be beyond 
 doubt. A new country like it does not, cannot retrograde, 
 but steadily advances in j rosperity for centuries. 
 
 I shall now close this communication with calculations 
 of the difference of distance, and of expense of construction 
 of the various routes. 
 
 The exact distance, by calculation on a MS. plan 
 from actual measurement by W. Hawkins, 
 Esq., D.P.S., from Toronto to Goderich, is 
 
 The Distance from Toronto to Port Sarnia, cal- 
 culated by John M'Donald, Esq., D.P.S., it . 
 
 Balance in favour of Goderich . , 
 
 Estimated cost at ^£'3,250 per mile. 
 
 From Toronto to Port Sarnia, 185 miles 
 
 „ „ Goderich, 1 09 mttes • 
 
 Balance in favour of God^ridi . 
 
 109 miles. 
 185 
 
 if 
 
 £ 
 601,2S0 
 
 354,250 
 £ 247,000 
 
 I 
 
14 
 
 InteNBi at 6 per eent. on line, from 
 
 Tonmto to Port Swmki . 
 Torottto to Coacricb 
 
 BalaQMorinterettinfavoarofGodtricb . fw.sao 
 
 It is obvious, therefore, that the Toronto and Port Sar- 
 nia hne would have to realize, clear of all expanse, wear and 
 twr the sum of ^14,820 by its " winter travel,^* before it 
 would begin to pay an interest equal to that on the Gode- 
 nch route. 
 
 The amount of <^3,250 per mile is the sum estimated by 
 the Toronto Directors. But in conversing with engineers 
 of emmence m the province, they are of opinion that a rail- 
 road m Canada should be essentially British including 
 the most modern improvements which combine solidity; 
 durability, and rapid travelling, with heavy loads. They 
 therefore advise an estimate at £5,{m per mile, rw.— 
 
 Toronto to Port Stmia, 185 mtlM 
 Torottio to Godcrtch, 109 niies . 
 
 Baltnce in favour of Goderich 
 
 Interest at 6 per cent, on line, from 
 
 Twonto to Saniia 
 
 Toronto to Goderich . * * ' 
 
 • • . 
 
 Bulrace in rwsor of Godtridi uid ag^an FM 
 Sanuj line for "winter tr.»3l" . . £23^0^ 
 
 J7!T'^^'^- !'■"« »'""»nj' '»»'»• •nd in operation, i 
 am firmly of op,„.on that Goderich wauW en^y ZlL 
 exclusively the summer travel, while P«rt e- ■ .^ . 
 wdeom. to that in yau^ ^ "" ^°'* ^'» "'»''» •• 
 
 £380,000 
 
£ 14.820 
 
 d Port Sar- 
 3e, wear and 
 !,** before it 
 n the Oode- 
 
 itimated by 
 h engineers 
 that a rail* 
 , including 
 le solidity, 
 »dp. They 
 I viz, — 
 
 380,000 
 
 33,800 
 
 oration, I 
 
 3y almost 
 
 would be 
 
 Iff 
 
 The traffic on the line of railroad from Toronto to 
 GtMlerich would be extended westward by steam vessels, the 
 destination of the parties being the ports on Lake Michi- 
 gan, or vice versa. This would be effected by one tran- 
 sliipment, and would be definitive to any of these ports. 
 Mark the difference between the above and a route by Port 
 Sarnia. 
 
 Ky Port Sarnia you encrease the distance 76 miles at 
 the lowest additional cost of £247,000, and on arriving 
 there you are 70 miles more distant by water to your des- 
 tination than by the Goderich line, or an encreased distance 
 beyond the Goderich route of 146 miles. 
 
 The advocates for the Port Sarnia line maintain, that 
 there is a railway connnunication from Port Huron opposite 
 to Port Sarnia, with the Detroit Hailroad to St. Joseph on 
 Lake Michigan. 
 
 This is not the case, there being no railroad from Port 
 Huron to the Detroit line, and even this Detroit line to St. 
 Josepli is only finished for 100 miles, or as far as Marshall, 
 leaving 94 miles of this line yet to be completed. 
 
 It is true as regards the Port Huron and Detroit ima- 
 ginary junction, that a sort of survey was completed some years 
 ago, not to Detroit, but of the Northern Railroad, to com- 
 mence at Port Huron (opposite Port Sarnia), and to extend 
 to Grand Haven on Lake Michigan. Length, 201 miles. 
 But this line is now totally abandoned ; the Governor of 
 the State having publicly declared that no appropriation 
 will henceforth be made to any line north of the Detroit 
 until the latter line is completed. This last is a poor 
 concern, the rate of travel being from 14 to IS miles per 
 hour ; V iles have only been completed within the last 
 five years, and to keep it in anything like repair, I have 
 been informed that the Public School Tax has been diverted 
 from its original intention to that purpose. 
 
 Now then, to show the fallacy of the Toronto winter 
 travel vi& Port Sarnia, you must have a destination by 
 

 " / 
 
 ^i 
 
 16 
 
 land excSusivcly, and in the present sUte of the enterpriie 
 we shall assume this to be St. Joseph's, on Uke Michigan. 
 The distance by railroad will be as follower- 
 
 Toronto to Port Sarni* 
 Port Saroia to Detroit . 
 ManhaU to St. Joseph 
 
 Line not yet mad« 
 I>etroit to Marahall (mada) 
 
 185 bbiIm. 
 60 
 94 
 
 339 
 100 
 
 Langth of railroad required to be traveUed 439 
 
 Further, the great rush of settlement is, however, pour- 
 ing mto the western coast of Lake Michigan and Wisconsin; 
 taking, therefore, the intermediate Port of Millwaukeel 
 the distance from St. Joseph thither by steam-boat across' 
 Lake Michigan is 105 miles. Making the extreme distance 
 froni 
 
 Toronto to the west tide of Lake Michigan, with 
 4 changes or transhipment* 
 
 "The same destination by Goderich will be, 
 
 Toronto to Goderich by railroad 
 CJoderich to MiUwaukee by ateam-boat 
 
 With one transhipment 
 
 The distance from Toronto by Goderich to She- 
 boigan in Wisconsin ia . . 
 
 Should parties, however, be desircus to reach Detroit, 
 the distance from Toronto is as follows :— 
 
 544 miles. 
 
 109 miles. 
 457 
 
 566 
 
 516 mUes. 
 
 Toronto to Port Samia 
 Toronto to Goderich 
 Goderich to Port Sarnia . 
 
 109 1 
 70/ 
 
 Difference in favour of Goderich 
 
 185 miles. 
 179 
 
 6 miles. 
 
 Having, I trust, satisfactorily discussed the matter of 
 
17 
 
 le enterpnze 
 ;g Michigan. 
 
 185 milM. 
 
 00 
 
 94 
 
 339 
 100 
 
 439 
 
 k'ever, pour- 
 Wisconsin; 
 Millwaukee, 
 boat across 
 ne distance 
 
 544 milei. 
 
 109 miles. 
 457 
 
 566 
 
 516 uUn. 
 h Detroit, 
 
 185 miles. 
 179 
 
 6 milee. 
 natter of 
 
 distac-^e to the grand destination from Toronto, I proceed 
 
 to examine the cost of the roads actual!^ to be maC ttf 
 both routes and at the lowest rate, — 
 
 Toronto to Port Samia 
 
 Port Sarnia to Detroit in Michigao 60 
 
 Marahall to St Joseph's . 94 
 
 185 milei. 
 
 . 164 
 
 339 mQei 
 £1,101,750 
 
 Making . 
 
 of road to be nude, which, ct £3,250 would cost 
 
 Miles £. 
 
 InCanads 185 . 601,250 
 
 In Sute of Michigan 154 . 500,500 
 
 339 miles cost £1,101,750 
 
 Toronto to Goderich 109 „ 354,850 
 
 230 miles ?n favour of Goderich, or 
 £747,500 ID favour of Goderich. 
 
 Or at the higher rate of £5,000 per mile, would C06(» 
 war.— 
 
 Toronto to St. Joseph, as above 
 Toronto to Goderich . 
 
 Baknce iu favour of Goderich line 
 
 Miles. 
 339 
 109 
 
 £. 
 1,695,000 
 645,000 
 
 £1,150,000 
 
 According to the rate charged per ton on the Great 
 Western United States Railroad, viz. H cent, per mile 
 per ton, flour might be delivered between Goderich and 
 Toronto, taking the distance at 109 miles for 9d, per 
 barrel. 
 
 J have been informed by Mr. Counter, late mayor of 
 Kingston, who is extensively engaged in the export vrade 
 of flour from Canada, that the freight and Welland Canal 
 toll from Detroit to Toronto would cost Is, 4rf, per barrel. 
 
 Every handling or transhipment of flour will cost 3d. 
 per barrel, at the very lowest rate. The present charge 
 
18 
 
 on the American ntiiways being 10 cento per barrel, or 
 
 6d. provincial currency. 
 
 The line from Toronto to St. Joseph's, vi& Port Samia, 
 would require 4 handlings per barrel. Thnt from Toronto, 
 by Goderich, would require 2 only. Difference against 
 Port Sarnia, 6d. per barrel additional. 
 
 The loss by shake on the barrel in the transit of Urge 
 cargoes uf flour is encreased by the distance of railway 
 carriage. 
 
 Extreme distance by railway from 
 
 St. Joseph's to Toronto, vid Port Sarnia 
 Extreme railway distan.re by Goderich line 
 
 439 milet. 
 109 
 
 Balance of loss by shake against Port Sarnia line 330 
 
 I now close this communication in the hope that the 
 facts and arguments adduced will confirm you in the 
 recommendation of the Report of the Select Committee of 
 the House of Assembly, and adopted by the Ontario ami 
 Huron Railway Company formed in London, '' t/tat the 
 contemplated Railroad .Jun>hl have its termination at 
 Goderich^ a route which ^oorL jjr)ssess many and superior 
 advantages over any other.' 
 
 I have the honour to be, 
 Gentlemen, 
 Your most obedient humble servant, 
 
 (Signed) DAN. LIZARS. 
 
 Delegate from the meeting of the Huron District heM 
 9Ji Goderich, Western Canada, 3rd June, 1845. 
 
 
1$ 
 
 ' barrel, or 
 
 *ort Samia, 
 n) Toronto, 
 ice against 
 
 lit of large 
 of railway 
 
 439 miles. 
 109 
 
 t 330 
 
 ! that the 
 [)u in the 
 
 mmiUee of 
 iitarlo anil 
 ''t/iat the 
 nation at 
 d superior 
 
 vanty 
 ZARS. 
 
 trict held 
 
 Letter frim John Stewart, Eeq,, Barrister, Chairman of 
 Committee of the Western Canada, Ontario, and Huron 
 Junction Railway Company, formed at Goderieh, 3d 
 June, 1845, for the purpose of co-operating with thf 
 Company of the same name formed in the City of London, 
 and now designated, ** The City of Toronto and Lahe 
 Huron Railway Company** 
 
 In a matter of so vast provincial as well as local import- 
 ance, as the selection of the termini of a work of such 
 magnitude as the connexion of Lakes Ontario and Huron 
 by railway, it might have been expected that the claims* of 
 all contending parties would be fairly and openly discussed, 
 and that point adopted, without prejudice or favour, which, 
 from its natural position, its qualifications as a harbour, and 
 the facilities whicii it might offer, over any other, for the 
 extension of provincial manufactures and mercantile pur- 
 suits; yet, throughout the whole contest betwixt Saugeen, 
 Goderich, Sarnia, and Windsor, the prejudice against 
 Goderich has been most notorious. Its inhabitants have been 
 branded with "rashness and precipitancy," because that, 
 when all faith was broken with them, they dared to express 
 their opinion of the treatment they had received, and send 
 a delegate to England to attend to their interests : and yet 
 we find, from the Hamilton Gazette of the 18th instant, 
 that the people of Hamilton also complain of Toronto for 
 want of courtesy and breach of faith. 
 
 The friends and advocates of Goderich have been stig- 
 matised as "ignorant and interested ;" while all opposed to it 
 are held up to the public, by a portion of the press, as the 
 only parties possessing sufficient intelligence and informa- 
 tion to be competent to form an opinion on the subject. 
 The Goderich Harbour has been sneered at as a place unfit 
 for "embarking on Lake Huron," and for no other reason 
 
 c2 
 
 Jl 
 
!! I 
 
 iki 
 
 
 than because it is unknown. There is a vulgar adage, that 
 "none are so blind as those who will not see," which seems 
 aptly applicable in this case. The Goderich ,)arty have not 
 only courted inquiry, but offered to pay for it, in order that 
 the whole truth might be known ; but, notwithstanding an 
 agreement to this effect with the parties in Toronto sup- 
 posed to be particularly interested in having the harbours 
 on the British shore of Lake Huron thoroughly examined, 
 the promised survey was not permitted to take place, nor 
 any reason given. 
 
 We have also been told that no one "outside the 
 town-plot of Goderich" would ever think of such a thing 
 as makmg this the terminus ; and merely because " every- 
 body says so." And yet this same " everybody" will not 
 take the trouble to make himself acquainted with the 
 subject; anything, however, against Goderich being most 
 readily believed on hearsay. 
 
 We shall now see how the fact is as to thi:^ assertion 
 In 1836, the Great Western llailway was chartered, and 
 tlie members of the then House of Assembly of Upper 
 Canada were so impressed with the favourable position and 
 natural advantages of Goderich for a western terminus, that 
 they appended a clause to the bill to enable the Huron to 
 take a branch from any point between Oxford and London 
 In 1838 his Excellency Sir George Arthur visited Goderich • 
 and, after carefully examining the town site and harbour he 
 voluntarily expressed himself to those around him in nearly 
 the following words :-" This place is well adapted for a 
 fortification and naval dei)6t, the harbour being so well 
 sheltered on the north and south. In the event of war 
 military and stores could be at once dispatched to any point 
 on the lakes ; but to be complete, there should be a rail- 
 road from this to Hamilton or Toronto." In which senti- 
 ments Deputy-Quartermaster General Colonel M'Kenzio 
 Fraser most warmly concurred. In 1 840 the late Sir Richard 
 Downes Jackson, then commander of the forces, vi.sited 
 
; 
 
 ' adage, that 
 which seems 
 -rty have not 
 in order that 
 istanding an 
 Poronto sup- 
 the harbours 
 y examined, 
 e place, nor 
 
 outside the 
 such a thing 
 use " every- 
 dy" will not 
 J with the 
 being most 
 
 assertion, 
 irtcred, and 
 ^ of Upper 
 )osition and 
 minus, that 
 B Huron to 
 lid London. 
 1 Goderich ; 
 liarbour, he 
 tn in nearly 
 ipted for a 
 ig so well 
 •nt of war 
 -) any point 
 bo a rail- 
 hich senti- 
 M'Kenzie 
 ir Richard 
 es, visited 
 
 tJiis place ; and, on viewing the lake and liarbour from the 
 heights on the south side of it, he declared that " Gode- 
 ricli, with its noble harbour, is one of the prettiest situa- 
 tions I have ever seen ; and in a military point of 
 view, it could, at comparatively little expense, be made 
 a second Gibraltar." And subsequently to that period, 
 Sir Richard did again and again revert to the subject, and 
 express his opinion of the importance to which Goderich 
 would one day arise, when its natural advantages should be 
 drawn out and improved by art. 
 
 A few, therefore, "outside the town-plot of Goderich" — 
 and those few most capable of judging — did, in these days, 
 think it worthy of being made the western terminus ; but 
 nothing south of Saugeen would satisfy the Toronto folks 
 at that time, nor indeed until about four months ago, 
 because that some "surveyor" had told them that large 
 vessels could sail twenty miles up the river, and they 
 believed him, although the fact is that no large vessel can 
 enter it. 
 
 When the committee of the House of Assembly, during 
 last session, again impressed with the natural and varied 
 claims of Goderich to be the Huron terminus, reported in 
 its favour, a meeting was held in Toronto on the 5th of 
 March, to consider the report, when, after expressing the 
 greatest liberality towards Hamilton and Goderich, it was 
 still determined "to form a railway from Toronto to Sau- 
 geen, or some other point in that direction; one great 
 object being to open up the back country north of Toronto, 
 and to afford the shortest and speediest means of passing to 
 and fro between the Lakes Ontario and Huron." 
 
 Some two or three weeks, however, after the above 
 meeting, a certain " traveller," after some well-timed com- 
 pliments to Toronto, in the Kingston Chronicle, tells its 
 citizens that none but the " ignorant and interested" would 
 ever think of taking a railroad to Goderich; insinuates 
 that they alone possess the intelligence (as before stated) 
 
 I 
 
 

 
 22 
 
 fit for judging in such matters; asserts that by going to 
 Port Sarnia they will secure such a quantity of American 
 winter travel as will pay for any amount of capital laid out. 
 Each Toronto press repeats the story, and they, of course, 
 believe it. They inform m in their prospectus that they 
 believe the state of Michigan will build some sixty odd 
 miles to connect theirs with the St. Joseph's railroad near 
 Detroit ; but, with the ♦* ignorant and interested," that is 
 somewhat doubted, considering, from the fact that the 
 Detroit and St. Joseph's railroad has been seven years in 
 making, and that only 110 miles out of the 200 arc yet 
 completed, that the state of Michigan is not in a condition 
 at present to undertake any new work of the kind. 
 
 Mr. Gwynne, of Toronto, then in England, on seeing 
 the report of the House of Assembly before referred to, 
 and satisfied of the feasibility of the scheme, issued a 
 prospectus, under the name of the ** Ontario and Huron 
 Junction Railway Company,"—*' Toronto and Goderich** to 
 be their termini,— and exerted himself so effectually in the 
 money market that, before the day appointed for the allot- 
 ment, three times the requisite number of shares were 
 applied for. But this does not satisfy the " Toronto and 
 Lake Huron Railroad Company;^ they cut the Hamilton 
 junction scheme, do their utmost to upset Mr. Gwynne's, 
 and resolve, not only to risk a contest with Sir Allan n! 
 M'Nab, W, H. Merrit, Esq., and their respective sup- 
 porters, but to jeopardise the character of all Canadian 
 railroad speculations in the eyes of English capitalists, by 
 thus, in effect, giving the lie to Mr. Gwynne's prospectus. 
 
 In the "Toronto and Lake Huron Railroad Company 's** 
 prospectus, it is stated that » the provisional committee of 
 
 thecompanyformedinEnglandfor the purpose of accomplish- 
 ing the same object which this (Toronto) company has in 
 view have collected most accurate statistics (which they have 
 embodied in a prospectus) of the transit both of passengers 
 and goods on the present tcdiouii and circuitous route by 
 
r going to 
 American 
 I laid out. 
 of course, 
 that they 
 sixty odd 
 road near 
 ;• that 18 
 that the 
 1 years in 
 arc yet 
 condition 
 
 • 
 
 on seeing 
 ferred to, 
 issued a 
 id Huron 
 lerich*' to 
 blly in the 
 the allot- 
 ires were 
 onto and 
 Hamilton 
 T Wynne's, 
 Allan N. 
 :tive 8Mp- 
 Canadian 
 alists, by 
 spectus. 
 mpanyV 
 mittee of 
 complish- 
 ny has in 
 they have 
 ^ssengers 
 route by 
 
 
 Lak6 Erie;** and that **the directors (Toronto) have 
 availed themselves to a certain extent of the information 
 afforded by that prospectus, (Mr. Gwynne's) not only on ao- < 
 count or its general correctness, but from the clear and 
 forcible manner in which the facts are set forth therein:^ 
 but they (Toronto) have not the candour to inform the 
 public that they have made an almost verbatim copy of that 
 (Mr. Gwynne's) prospectus ; that Goderich was named by the 
 English company as the Huron terminus ; that the " sta- 
 tistics and facts** so •* correctly and forcibly set fortir were 
 in favour of a line of road very different from that lo which 
 they (Toronto) have applied them, and that the large amount 
 of subscriptions boasted of in the Patriot f Uc, were made to 
 that English company, and not in the books of the "Toronto 
 and Lake Huron Railroad Company,** these books not 
 having been opened in England to this day. Must not the 
 question, therefore, arise, to which of the proposed lines of 
 road are the arguments in the prospectuses most justly 
 applicable — the long or the short one t and may not this 
 cause a suspicion to arise against both ? 
 
 The Toronto Company seem to think that, because money 
 is plen*y in England, the capitalist will speculate as readily 
 in a long road as in a short one ; but the '* ignorant and 
 interested" settlers of Huron conceive that it was the 
 evident propriety and judiciousness of the scheme advertised 
 by Mr. Gwynne, and the fair prospect of success which it 
 held out, that drew forth such a host of applications for 
 shares; and that the capitalist will require to be well 
 assured that a project requiring nearly double the amount 
 of capital to carry it into effect will receive a proportionate 
 increase of support to make it pay, before he will embark 
 his money in it. 
 
 The following extra<!t from the Colonial Gazette of the 
 12th ult. very justly shows what revenue would naturally ac- 
 crue to a railroad from the incalculable hydraulic power of the 
 River Maitland :— " The terminus at Goderich will form a 
 permanent depot for British merchandise, and for the impor- 
 
^^<i 
 
 iS 
 
 24 
 
 tetion of American produce. In particular, large quantities 
 of wheat will be brought from the states of Wisconsin, 
 • Illinois, and Michigan. As flour, but not wheat, can be 
 profitably transported by railway, the demand for the 
 former would bring into profitable use the immense miU 
 power of the River Maitland. The mills and traffic would 
 ^in encourage the establishment of cooperages and foun- 
 dries, and create a demand for shipping. And. besides 
 being the natural depot for an extensive foreign 
 trade, and the natural seat of an active manufacture, the 
 district around Goderich has resources of its own," &c. 
 This is no imaginary or doubtful source of profit, nor is it 
 necessary to build some sixty miles additional railway to se- 
 cure ft, SB has to be done for the phantom of winter travel. 
 
 The annexed document* on- the comparative merits of 
 the proposed routes by Sarnia and Goderich has been sub- 
 nutted to this committee by a gentleman, the nature of 
 whose employment for the last 17 years has afforded him 
 facilities for collecting information, and a knowledge of the 
 country possessed by very few And as it so emphatically 
 speaks for itself, we give it in his own words :— 
 
 " Comparative advantages of the Port Sarnia and Gode- 
 rich routes for the proposed Great Western Railway: 
 assuming the rate of travel to be, by railway, 15 miles per 
 hour, or about that of the Utica and Buffalo one, and 
 by steamboat \Q miles per hour, 
 
 «I conceive it to be more than doubtful whether we 
 shall ever secure, for a Toronto and Lake Huron Railway, 
 the American travellers intending to take the railway 
 across the peninsula of Michigan. I am equally doubtfiU 
 whether those intending to take the lake boats for Chicaao 
 would proceed by the Toronto and Sarnia route, were a 
 railroad made in that direction. But I think the greater 
 
 il 
 
 
quantities 
 fViBconsin, 
 It, can be 
 d for the 
 nense mill 
 iffic would 
 and fouD- 
 i), besides 
 e foreign 
 cture, the 
 >wn," &c. 
 , nor is it 
 way to se- 
 ir travel, 
 merits of 
 been sub- 
 nature of 
 rded him 
 ge of the 
 phatically 
 
 nd Gode- 
 Railway ; 
 
 milesper 
 one, and 
 
 ether we 
 Railway, 
 
 railway 
 
 doubtful 
 
 Chicago 
 
 , were a 
 
 greater 
 
 ssure our 
 ;meot and 
 ice.— £o. 
 
 il 
 
 11 
 
 m 
 
 portion of the "^vestem travel from the eastward, directed to 
 the boats travelling Lakes Huron and Michigan, would 
 avail themselves of a railway from Toronto to Goderich, 
 were it constructed ; and my opinions are founded on the 
 following facts. 
 
 " The great object of the Toronto and Lake Huron Com- 
 pany is to open such a line of communication as shall afford 
 the western travellers from the northern and eastern states 
 of America the most expeditious communication, and thus 
 to ensure the emigrant, and travelling community- gene- 
 rally, taking it in preference to the circuitous one of the 
 great lakes. 
 
 " The present line of communication between New York 
 and Boston, and the rapidly advancing settlements of Wis- 
 consin and Illinois, is the River Hudson and the Boston 
 Railway to Albany ; and thence by railways or the canal 
 to the ports on Lake Ontario, or to Buffalo at the foot 
 of Lake Erie ; and thence by the circuitous routes of 
 Lakes Erie, St. Clair, Huron, and Michigan ; or, stopping 
 at the head of Lake Erie, by the railway and stages across 
 the peninsula of Michigan, and thence by steamboats to 
 the various ports on Lake Michigan. 
 
 " The south-westerly and westerly portion of Canada 
 West forms a large peninsula, which has to be rounded by 
 the traveller on the lakes ; and to avoid this it is proposed 
 to carry a railroad across the peninsula from Toronto, at 
 the head of Lake Ontario, to Lake Huron ; thus reducing 
 considerably the distance to be travelled to the head of 
 Lake Michigan, and avoiding Lake Erie altogether. 
 
 ** Lakes Erie, St. Clair, Huron, and Ontario, and one of 
 the contemplated lines of railroad, viz., that from Toronto 
 to Goderich, form a rude triangle, the railway being the 
 base, 109 miles, the lakes the remaining sides, 500 miles ; 
 and as these sides would have to be coasted, the railway 
 would have in its favour 391 miles. 
 
 ** We will now contrast the two lines which have been 
 lately most prominently before the public, viz., that to Port 
 
i! 
 
 I 
 
 Sarnia, at the very foot of Lake Huron, and the other to 
 Goderich, 60 miles further up, ornearer Michigan, with the 
 lake routes. 
 
 " A traveller, arrived at Buffalo by the New York and 
 Buffalo, en route to Detroit, and thence to Chicago by the 
 Michigan Central Railway, assuming the Toronto and Port 
 Sarnia Railway to have been constructed, would then have 
 two routes open to him : — 
 
 Buffalo to Lewiston 
 Lewiston to Toronto 
 Toronto to Sarnia . 
 Sarnia to Detroit 
 
 28 miles railway 2 hours. 
 
 40 miles steamboat 4 hours. 
 
 159 miles railway 10 hours. 
 
 60 m'les steamboat hours. 
 
 route, 
 route. 
 
 287 22 Canadian 
 
 Buffalo to Detroit 254 miles steamboat, 21 hours; American 
 Which route would an American bt likely to take ? 
 
 " But we will assume that the Americans make a railroad 
 running parallel with the Detroit and St. Clair waters, in 
 order to save two hours out of six, of a pleasant, interest- 
 ing and chiefly river navigation, then the two routes, rela- 
 tively to each other, would stand thu& ; American, 21 
 hours ; Canadian, 20 hours. 
 
 "But it nmst be borne in mind that at Buffalo the 
 traveller euibarks in the conveyance that lands him at 
 Detroit in 21 hours; \^hilst, if he takes the Canada route, 
 he has the following changes : — 
 
 " 1st, railway to Lewiston ; 2nd, steamboat to Toronto ; 
 3rd, railway to Pore Sarnia; 4th, ferry-boat to Port 
 Huron, with the river to cross, one mile in width,— and 
 which, at the lowest calculation would, in changing from 
 each position, occupy one hour, I think I might say, and 
 still be within the mark, three hours ; but if I say one, 
 that added to the time required for merely passing over 
 the route, makes 21 hours, thus placing the two 
 routes on a par, as regards the time required for the jour- 
 ney. This being the case, would not an American travel- 
 
 le 
 
 pi 
 
 r 
 
 a 
 
 tl 
 \\ 
 1 
 1' 
 t 
 s 
 t 
 
two 
 
 «7 
 
 let patronise his own national routes and convejraneoi in 
 
 preference to those of a foreign country f 
 '* So much for time. Kow for expense : — 
 
 Steamboat 
 
 Railcar 
 
 Steamboat 
 
 Railway 
 
 Ferryboat 
 
 Railway 
 
 AMERICAN. 
 
 DoO. 
 
 Buffalo to Detroit (including board) 7 t 16 
 
 CANADIAN. 
 
 Buffalo to Lewiston . . 1 
 
 Lewiston to Toronto , . 9 
 
 Toronto to Sarnia . , 6*M 
 
 Sarnia to Fort Huron . . 0'2S 
 
 Port Huron to Detroit . . «'40 
 
 13 3 
 
 Difference in favour of the American or l*ake rottto £1 6 
 
 Which route will an American be most likely to take? 
 
 " The New York and Boston Railway terminates at 
 Buffalo, and there is no branch from it to Lewiston. It is 
 a distinct line from Buffalo to Lewiston. The probability, 
 therefore, is, that a traveller, when once on the railway, 
 would continue on to Buffalo. But we will assume that at 
 liochoster he takes the steamboat to Toronto, and tlkO 
 railway from thence to Sarnia, Detroit, &c., in preference 
 to continuing on to Buffalo, and from thence taking Uie 
 steamboat to Detroit. The two route* would then stand 
 
 thus in regard to each other : — 
 
 Honn. DoIL 
 
 Rochester to Buffalo 93 miles railway tf Fare, 3*76 
 
 Buffalo to Detroit 254 miles stcambeat 21 », 7 
 
 347 miles. S7 
 
 Rochester to Toronto 86 miles steamboat 9 
 
 Toronto to Sarnia 159 miles railway 10 
 
 Sarnia to Detroit 60 miles steamboat 6 
 
 The port of Rochester is four milei from the 
 town, 80 that carriages to the atcamboa^ 
 embarking, &c., would be hardly lets 
 than .... 1 
 
 Fare, 
 
 M 
 
 1076 
 
 4 
 6-86 
 
 a 
 
 i 
 
 26 
 
 12*36 
 
 ;l 
 
28 
 
 Then add the time neeessary for all the following chiuiirea, 
 and the two routes will again, in point of time occupied, be 
 on a par ; whilst, in point, of expense, the saving is, in the 
 one case, 50 per cent., and, in the other, 20 per cent., in 
 lavouf of the American or Lake route. 
 
 **I again ask, which route would an American be likelv 
 to take ! ^ 
 
 "My conclusion, therefore, is, that on the poposed line 
 to Sarnia the American travelling would be confined to the 
 winter. 
 
 " Let us now consider fhe Goderich route, which has 
 been so contemptuously repudiated in Toronto. 
 
 "The New York, Boston, and Buffalo Railway passes 
 through Rochester, on Lake Ontario, from whence there 
 18 a daily line of steamboats crossing and passing up the 
 lake ; and it is optional with the traveller to the westward 
 whether he proceed by the railway or take the steamboats. 
 My calculation will, therefore, be made from that port as a 
 starting point. 
 
 Roehester to BuflTalo 93 mUes railway 6 hourt. 
 
 Buffalo to Goderich, or a po8i» 
 tion on the lake as far ad- 
 vanced tovardi Chicago at 
 Goderich . . 364 mUea «t«amboat 36 
 
 457 
 
 42 
 
 Rocbeit«r to Toronto 
 Toronto to Goderich 
 
 66 miles steamboat 9 
 109 miles railway 7 
 
 f» 
 
 »* 
 
 195 
 
 16 
 
 " A l.-veller, therefore, from Rochester to the settle- 
 ments of Milwaukie and Rock River, to wliich nearly the 
 whole of the American and foreign European emigration 
 IS directed at pvesent, and has been so for several years 
 past, by taking the Goderich route, would save— In time 26 
 hours out of 42, and in distance 262 miles out of 457- 
 and would avoid the whole of Lakes Erie and St. Clair-I 
 310 miles of Uke navigation, and also 60 miles of Lake 
 
 nev 
 
I 
 
 Huron ; or, in other words, 16 hours* tnvelHng from Ro- 
 chester toGoderich brings him within 480 miles of Chicago, 
 placing him in as favourable a position as 42 hours would 
 have done by the way of Buffalo and Lake Erie. 
 
 We will now see what would be the relative expense. 
 
 DoU. 
 Rochester to Buffalo, railira/ . 372 
 
 Buffalo to Godericb, iteamboat . • 10*30 
 
 u 
 
 Rochester to Toronto, steamboat 
 Toronto to Godericb, railwajr 
 
 In farour of Goderich ezpente 
 
 Time . . . 
 
 Distance . 
 
 Doll. 
 14*2 
 
 400 
 4*36 
 
 26 hours. 
 262 miles. 
 
 8*36 
 5*66 
 
 " And when one route, contrasted with another, has in 
 its favour economy in time, labour, and money, avoiding 
 364 miles of lake and river navigation, it is no difficult task 
 to decide upon the preferable route. 
 
 "Again, say that there are steamboats wating at Goderich 
 for the conveyance of travellers to Detroit as well as Lake 
 Michigan, how would a traveller bound for Detroit stand in 
 regard to time occupied and distance travelle<J, by taking 
 the Goderich route as compared witn the Sarnia one ? 
 
 Toronto to Sarnia 
 Sarnia to Detroit 
 
 Toronto to Goderich 
 Goderich to Detroit 
 
 159 miles railway 10 hours. 
 60 miles steamboat 6 hours. 
 
 219 
 
 16 
 
 lor miles railway 7 hours. 
 120 miles steamboat 12 hours. 
 
 229 
 
 19 
 
 "The diiTcrence against Goderich in time being only 
 three hours, and in distance 10 miles, whilst the length of 
 railway to be constructed is one-third less than the Port 
 Sarnia route. 
 
80 
 
 ** The esiimaied extent and coot of each propoaed line ia 
 aa follows : 
 
 The Ooderich route 
 Port Sarnia route 
 
 109 milei, tt £4,500— £490,500 
 159 .. .. £715.500 
 
 »» 
 
 '* And the annual interest ou that outUy would be 
 
 The Goderich one .... £29,430 
 
 ^■'O'* .... . . 43,C30 
 
 " Which, then is the preferable route ? 
 "And wouM the winter travelling, and other supposed 
 advantages of the Port Sarnia route, be so great as to give 
 the receiptij and profits upon it an advantage equiil to 33 
 per cent I 
 
 " My answer to the former question emphatically ia— 
 Ooderich. 
 
 ** To the latter—Decidedly not. 
 
 «* The great object of attraction to the Southerners of the 
 United States, who travel over Lakes Huron, Erie, and 
 Michigan, every season, after seeing the Falls of Niagara, is 
 Mackinaw ; and many from the eastern states, I have been 
 told, visit it for the benefit of bathing during the sum- 
 mer. They, of course, must proceed thither by water, at 
 all events, on Lake Huron. Those who defend the Sarnia 
 route, as likely to secure the American railway travellinjj 
 through Michigan, do so on the ground—being beaten out 
 of every other plausible position—that the dangers of Lake 
 Erie are so great, they would avail themselves of any route 
 aaving them that perilous voyage. We nn'ght, therefore, 
 look to securing all such for the Goderich route who were 
 going to Mackinaw. And it will not be denied that by far 
 the largest portion of the emigration westward is directed 
 to Lake Michigan ; and, if that be admitted, it will also 
 he conceded to me that such extensive territories must be 
 the seats of correspondingly extensive trade, and leading to 
 extensive travel in connexion with it. And since time, 
 money, and personal fatigue would be saved by taking the 
 
 Gfknpru*n miil.<> mAv f n/>f •M>s.a^»«.M.. -~.^_i. tU- i^ 1 ' i. 
 
II 
 
 route will secure to itself by far the la;^r portion of the 
 western and south-western travelle s during the summer 
 aeason, or whilst the lake navigation is open?^ 
 
 This committee is aware of many instances of gratuitous 
 wip "picsentation of the Goderich Harbour, which it shall 
 not at present aUude to ; but one instance of recent occur - 
 rer**** it cannot help noticing, viz., that an individual in 
 Sanua should tell Earl Cathcart* that "no vessel can, with 
 any certainty of safety, enter the harbour of Goderich ;" 
 at which assertion his lordship expressed himself much 
 surprised when he was here on Tuesday last, and had an 
 opportunity of judging for himself. 
 
 As we have said, again and again, let an experienced 
 and disinterested engineer examine our harbour, and if he 
 shall declare it unfit for what we propose, we shall not 
 utter another word on the subject. 
 
 Before concluding, notwithstanding the length of this 
 article, we cannot but allude to the editorial of the Toronto 
 Patriot of the 15th instant; and, since the subject has 
 been broached, we most emphatically assert that il is not 
 more the " bounden duty of our legislators to check any 
 unwise spirit of rivalry between particular localities," than 
 to disallow any farther amendment to the charter of a 
 company of such vacillating propensities as the " Toronto 
 and Lake Huroi. Railroad Company," and to grant one to 
 the English Company, who are unfettered by partisanship 
 and locality, and who have the capital ready to complete 
 the work, provided it can be shown to the Assembly that 
 the object of such new company is rational, and for the 
 public good, as it will, in this case, unquestionably be, not- 
 withstanding the systematic detraction of the enemies of 
 Goderich. 
 
 I am, Sir, your most obedient servant, 
 
 John Stewart, Chairman, 
 Ontario and Huron Railroad Committee. 
 * Comnuuider in chief of the forcM in Ct^iada. 
 
 n 
 
 i 
 
 
 ! 
 
 m 
 
 I 
 
 i 
 
as 
 
 Extracts from the Report of the Select Committee of the 
 Honourable the Legislative Assembly of the Province of 
 Canada, on the Petition of the Toronto and Lahe Huron 
 Railroad Company, Montreal, February, 1845. 
 
 ♦* Your Committee bog leave to recommend, in pursuance 
 of the prayer of the petitioners, tliat the said Act may be 
 farther amended, by leaving it in the discretion of the said 
 Company, to fix the terminus of the proposed road to Lake 
 Huron, at such point as they may deem most advisable, 
 without confining it to the Home District, and that the 
 time limited for the completion of the said Road, which 
 will expire in less than two yet, ;s, te extended to a period 
 of four years. 
 
 " Your Committee have been led to recommend the ter- 
 minus of the said Road to be in the discretion of the said 
 Company, not only from a conviction that it will be im- 
 portant to make the route as short as possible, but that it 
 will be desirable to lay it down in such a manner as will, in 
 addition to the benefit which will be derived from it in 
 opening an unsettled country, be calculated to invite to the 
 Province and through it, foreign traffic and foreign com- 
 merce. 
 
 " Upon the subject as regards its bearing in these re- 
 spects, and with a view to the advantage of all sections of 
 that vast and fertile portion of Canada which lies between 
 Lakes Huron and Ontario, in a northerly and westerly di- 
 rection from Toronto, your Committee have devoted a good 
 deal of time and consideration. The prominent places on 
 the southern shore of Lake Huron, within the limits of 
 this Province, which are now attracting much attention, 
 are Penetanguishene, Owen's Sound, Saugin, and Goderich. 
 The main travelled road leading from Toronto to the in- 
 terior of the country in a northerly direction, is the natural 
 
line of communication in connection with the inland waters 
 of Lake Simcoe with Penetunguishene on Lake Huron. 
 This road has been much improved within the last four 
 years, and from its being one of the main travelled roads 
 of the province, there can be little doubt but that this 
 route in a short time will be made complete. 
 
 "A road has been also laid ouc and made passable by 
 the government, from the township of Nichol, a distance 
 westerly of about 55 miles from Toronto to Owen's Sound 
 on Lake Huron, and it has been sugf^ested, and your com- 
 mittee have reason to believe that it is in contemplation, 
 to lay another road from the township of Woolwich, about 
 10 miles farther west, to Saugin on Lake Huron, about 20 
 miles above Owen's Sound. These two roads, when the 
 latter is completed, will pass through a most fertile and 
 eligible tract of country for settlement, and which is yet in 
 the hands of government, and in an entirely wild state. 
 In the course of their inquiry it was suggested to your 
 committee, and they see every reason to approve of the 
 suggestion, that the contemplated road proposed to be con- 
 structed by the Toronto and Lake Huron Railroad Com- 
 pany SHOULD HAVE ITS TERMINAri(;N AT GoDERICH, E tOWH EUd 
 
 harbour established by the Canada Company upon the tract 
 of land purchased by them from the government soire years 
 ago, and that it ought to be undertaken and completed as 
 a portion of the public works of the province. Should this 
 route be ultimately determined on and adopted, it would 
 
 POSSESS MANY AND SUPERIOR ADVANTAGES OVER ANY OTHER. 
 
 The roads already mentioned from Owen's Sound and 
 Saugin, on Lake Huron, would intersect it, and thereby 
 affurd the inhabitants who may hereafter occup)' the section 
 of country, through which they may pass, the facility of an 
 easy access to market ; and besides they will enhance four 
 hundred-fold the present value of the public lands in that 
 section, which may be estimated in round numbers at 
 6,000,000 of acres. 
 
 I 
 
 \ 
 
34 
 
 " Such an undertaking would unite all the various local 
 interests in the north-western portion of this province, 
 whicii hitherto have been, as your committee are willing to 
 admit, of necessity neglected. The distance from Toronto 
 to Goderich, in the probable direction which such a road 
 would take, is about 120 miles. On extending it from 
 Toronto, it would pass through the townships of York, 
 Etobicoke, Toronto, Esquesing, Trafalgar, Nasagawaya, 
 and Eramosa, a distance of about 55 miles. The land in 
 these townships is of the best quality, and the lots are 
 almost all occupied and in a state of advanced improve- 
 ment ; from thence it would pass through the township of 
 Nichol, which is also thickly inhabited, having the flourish- 
 ing town of Guelph about 6 miles to its south, and from 
 thence it would pass through the townships of Peel and 
 Maryborough, both of which are set apart for the suppoit 
 of the clergy, though the former is as yet unsurveyed ; 
 thence its course would be through the unsurveyed and 
 unappropriated lands of the crown for the distance of about 
 50 miles, until it would reach the Huron Tract, the 
 property of the Canada Company as before mentioned; 
 through this part it would pass about 14 miles, till it 
 reach J the harbour of Goderich. 
 
 " The general advantages which this route would confer 
 upon the country, by affording increased faculties to trade, 
 commerce, and agriculture, would be immense. The 
 foreign trade, as well as travel, which would, by the con- 
 struction of such a road, be drawn through the province, 
 would of themselves abundantly repay a much greater 
 outlay than would be required. The course of trade from 
 Chicago and the western shores of Lake Huron, is through 
 Lake Huron and Lake St. Clair into Lake Erie, thence to 
 Buffalo or through the Welland Canal into Lake Ontario. 
 The length of time required to accomplish this journey has 
 been found a great drawback to trade. After passing 
 through Lake Huron to Sarnia, at the head cf the St. 
 
i 
 
 35 
 
 Clair, the distance to Buffalo is upwards of 400 miles, 
 and by water to Rochester nearly 500 miles. The distance 
 from Chicago to Sarnia is about the same as from Chicago 
 to Goderich,* The distance from Goderich to Toronto 
 has already been stated at 120 miles, making in favour of 
 the proposed route over the present a saving in distance of 
 upwards of 200 miles. The ordinary time which is now 
 taken by a steamer to go from Sarnia to Buffalo is from 
 72 to 84 hours, whereas a traveller by way of Goderich, in 
 the event of the proposed improvement being made, would 
 be able to reach Rochester in 20 hours. 
 
 "Besides, it is estimated, and your committee believe 
 correctly, that, exclusively of the said townships set apart 
 for the support of the clergy, there would be at least 
 70,000 acres of land at present unsurveyed and ungranted 
 adjoining the said road, the value of which, even if an 
 ordinary road were constructed through it, would not be 
 more than 5s. an acre, or £17,500, would be immediately 
 increased in value to £70,000 at least; and the land 6 
 miles in depth on either side of such a road, comprising 
 upwards of 400,000 acres, would be thereby trebled in 
 value, and become densely populated, whereas it is now a 
 perfect wilderness, and likely to remain so for many years 
 to come, unless some efforts are made by the government 
 and legislature to bring about the improvement to which 
 your committee have now called the attention of your 
 honourable House, all of which is respectfully submitted." 
 
 * The distance from Chicago to Goderich is 70 miles nearer than 
 from Chicago to Sarnia. 
 
 d2 
 
 I 
 
36 
 
 GODERICH HARBOUR. 
 
 A report being industriously circulated at Toronto that 
 there is NO harbour at Goderich, although the Canada 
 Company has expended £17,000 on the present excellent 
 one, the following documents are likewise submitted : — 
 
 Statement by theDeputation of Gentlemen from Goderich 
 to Toronto, with preliminary remarks by the Editor cf 
 the Toronto Globe newspaper of 25 th March last. 
 
 LAKE HURON AND ONTARiO RAILROAD. 
 
 Of all the routes in Canada likely to be profitable, none 
 can compare with the Huron and Ontario line. Not a 
 doubt can exist as to its triumphant success ; and we are 
 glad to find that at last it :s likely to be taken up in 
 earnest. The charter of the company, we doubt not, haa 
 passed both Houses ere this, and the moment it receives 
 the assent of the Governor General, the company will be 
 re-organised, and energetic measures taken for commencing 
 operations. 
 
 We are glad to find that in the western sections of the 
 route, tho inhabitants are keenly alive to the importance of 
 the work. The Goderich people especially, have held 
 meetings, — discussed the question, — subscribed funds, — and 
 sent on a deputation to Toronto, with a view of bringing 
 the claims of Goderich to be the Huron terminus fairly 
 before the public. The gentlemen deputed, Messrs. Lizars, 
 McDonald, and Gait, have been in town for nearly a week, 
 and have had several interviews with the directors of the 
 company, the board of trade, and many leading citizens. 
 
 We confess we were prejudiced against Goderich— we 
 thought it would be a much longer route than the Saugeen 
 
a? 
 
 line— that Hamilton would intersect Toronto, aiid prevent 
 
 any benefit flowing to this city— and that from the small 
 proportion of waste land through which it would pass, the 
 cost of making it would be much greater than the other 
 line. The statements of the Gode.nch deputation have 
 gone far to remove these difficulties, and should they be 
 borne out by the survey of the company (which we have no 
 reason to doubt), we are convinced that Goderich will be 
 the Huron terminus. 
 
 The Deputation have prepared a statement for publicar 
 tion, which we now lay before our readers. In deciding 
 the question of a terminus, all considerations must be laid 
 aside but the one— What is best for the public interest? 
 We bespeak for the Goderich gentlemen an impartial 
 hearing, as we shall for all other places, preferring their 
 cbims. It certainly is one great argument in their favour 
 — the very spirited manner in which they have commenced 
 agitating. The following document is their 
 
 i 
 
 STATEMENT. 
 
 Pointing out tkt superior advantages possessed by Goderich^ 
 as the best terminus to a Railroad between Lake Huron 
 and the City of Toronto, by the Deputation from the 
 Huron District Meeting held at Goderich, Srd February, 
 1845 ; and containing the Declarations of the Captaint 
 of Vessels trading from Port Goderich, and others, on 
 the impracticability of forming a Harbour at Saugeen. 
 
 We, the undersigned composing the Deputation to To- 
 ronto, to forward the interests and views of parties desirous 
 of connecting the lakes Huron and Ontario by railroad, con- 
 ceive it to be ( d duty to call the attention of the Toronto 
 public to a few matters of vital importance connected 
 with the enterprise. 
 
 Firti—The public have been led to believe that Saugeen 
 
 I 
 
38 
 
 would make a better terminus than Goderich, and have 
 
 been told that the distance is greater to the latter than the 
 firmer. Now. this is not the case, but the reverse is the 
 fact. The exact distance, per calculation on manuscript 
 plan from actual measurement by Wm. Hawkins, Esq., 
 D. P. S., between Toronto and Saugeen, is 114 miles; that 
 by Goderich 109 ; so much for distance. Now for the 
 
 NAVIGATION ; 
 
 The whole coast from Point Clark to the end of Nottawa^ 
 saga Bay, changes its feature, and instead of lofty clay 
 banks and a clay bottom, the limestone rock crops out. 
 The banks are composed of it, and so is the bottom of the 
 lake. Large rocks and reefs rise out of the water in many 
 places at a distanc? of ten or twelve miles from 'the shore, 
 and in water of a depth from ten to twenty fathoms. This 
 has only to be pointed out, and proved to be the case, to 
 convince every one at all acquainted with maritime affaire, 
 of the impolicy of making a terminus that labours under 
 these disadvantages. In proof of which we submit the fol- 
 lowing declarations, merely premising that we are inti- 
 mately acquainted with the parties, and the most implicit 
 confidence may be placed in their statements. 
 
 DECLABATIOI*. 
 
 " Jasper K. Gooding of Goderich, a partner of the finn 
 of W. F. and I. K. Gooding, merchants and shipowners 
 there ; declares, that he has been resident in the Huron 
 Tract since the year 1829, during which period of six- 
 teen years, he has had many opportunities of becoming 
 thoroughly acquainted with the whole British coast of Lake 
 Huron — not only by having visited the different harbours 
 in schooners and boats — having for years spent several 
 months annually in the fishing trade among the islands of 
 the Lake — but also from personal experience as a trader 
 with the Indians for furs ; along the whole coast from 
 Sarnia to Lacloche." 
 
 "J. K. OOODINO.'' 
 
" Davio Hay, Captain of the Agnes Ann Schooner, of 
 Goderich; declares, that he has been in command of ves- 
 sels trading on Lake Huron, since 1830, and has many 
 times visited the different harbours from Sarnia to the 
 Great Manitoulin ; and that he has been annually engaged 
 in the fishing trade among the islands, and ia thoroughly 
 
 acquainted with the whole coafc " 
 ^ " David Hay.** 
 
 " Duncan M'^Gkegor Laiv* • - Captain of the Schooner 
 Elizabeth, of Goderich; declares, that since 1836, he has 
 been engaged as commander of vessels trading on Lake 
 Huron ; that he has three times acted as pilot on board 
 vessels chartered by Government, to convey » Indian pre- 
 sents' from Amherstburgh to Penetanguishene, and from 
 thence to Haywood Sound in the Great Manitoulm ; and, 
 in short, knows the whole coast from Amherstburgh to 
 
 Sault St. Marie." 
 
 "Duncan M«Gregob Lambert. 
 
 "Alex. Muubay M^Gbegor, Captain and Owner of the 
 Schooner Fly, of Owen Sound ; declares, that he has been 
 engaged as a seaman on Lake Huron, since 1839 ; has been 
 in command of the Fly for two years trading from Amherst- 
 burgh to Owen Sound and Penetanguishene ; and is per- 
 fectly acquainted with the whole coast betwixt thew 
 
 ^ * "Alex. M. M«Gregob;* 
 
 " We, the above-named Jasper K. Gooding, David Hay, 
 Duncan M'Gregor Lambert, and Alexander Murray 
 M'Gregor ; interested alike with all Her Majesty's sub- 
 jects in the western portion of the Province, in so impor- 
 tant an undertaking as a railroad communication between 
 Lakes Ontario and Huron, and believing, as we do, that 
 the success or failure of such a work must entirely depend 
 
I 
 
 40 
 
 on the efficiency of the harbour at either terminus, do 
 trust that it will no^ Iv* considered presumption to offer 
 the following remarK. i the different points that have 
 been brought before tne public, as to the proposed Huron 
 terminus. 
 
 " Concurring, as we most sincerely do, in the opinion of 
 the Select Committee of the House of Assembly, that 
 ' The foreign trade, as well as travel^ which would, by the 
 construction of such a work, be drawn through the Province, 
 would of themselves abundantly repay a much greater outlay 
 than would be required'' — and convinced as we are, that 
 this branch of the revenue of such a work will be its princi- 
 pal support — the fact forces itself upon us, that no harbour 
 (the natural position of which subjects it to be shut up with 
 ice more early in the fall, or which is later in being open in 
 the spring) should be selected in preference to others, that 
 are in every other respect equally advantageous. For this 
 single reason, we cannot for one moment believe that any 
 harbour in the Georgian Bay will be adopted as the Huron 
 terminus, for the numerous islands, rocks, shoals, and reefs, 
 which stud the entrance about Cape Hurd, Isle of Coves, 
 and Bear's Rump, &c. &c., renders it most dangerous and 
 difficult at all times, either to enter or leave it, besides 
 which, we have secii ice there long after Lake Huron was 
 entirely free of it — even in June and July. Assuming that 
 fact to be admitted, the competition then lies betwixt 
 Saugeen, Portage Bay (about three miles south of Cape 
 Douglas), and Goderich. 
 
 " No harbour can ever be formed in the Saugeen river, for 
 although vessels could get over the bar (which varies from 
 4 to 8 feet, and shifts with every gale), there is not room to 
 work even two of them in the basin. The only way there- 
 fore in which a harbour of any extent can be formed there, 
 would be by a breakwater or pier from a reef on the main 
 land, which runs in a westerly direction from the north side 
 of the river to a reef, which runs at a right angle with the 
 
41 
 
 former from the north end of Chantry I»lind ; and this to 
 
 be of sufficient strength to resist the surge that would roll 
 full against it in every north and north-west wind, and which 
 could not be constructed under an enormous expense. The 
 entrance then must beat the southern extremity of the island, 
 and here again a reef runs W. S.W., and another from the 
 mainland runs W. N. W., thereby forming a most dan- 
 gerous channel five miles in length and not half a mile in 
 width, exposed to all winds ; vessels entering the harbour 
 would thus have to beat against all northerly winds, and 
 those leaving, would have to beat against all westerly and 
 southerly winds. Moreover, the whole shore is strew*id 
 with rocks, holders, and shoals, many of them not three 
 feet from the surface, for at least two miles outside the 
 island &-A entrance channel. It must be a crack vessel 
 indeed, that draws six feet water and can leave Saugeen 
 with the wind from any point of the west. 
 
 " The main land from Cape Douglas to the Sable River 
 (some three miles south of Chief's Point) trends from south- 
 west to north-east, so that when the lake is agitated by 
 westerly winds, the surf sweeps in between the island an*,' 
 mainland with such fury, that no vessel can hold her an- 
 chor, the bottom being rocky. 
 
 " Portage Bay could possibly be ^aade a harbour, by » 
 pier run out from the point on the north-side of it, but the 
 anchorage here is also very ba-^, there being merely a thin 
 coating of sand on a rocky bottom ; and the above objec- 
 tion holds here also, the surge rolls 'up the Bay with great 
 violence during a storm. The country in this neighbour- 
 hood is exceedingly rough and swampy, and unfit for esta- 
 blishing a town upon. Besides all this, to add to the dan- 
 gers of this place as a harbour, a reef runs from Point 
 Clark (about 15 miles south of it), for about four miles west 
 of north, with but one narrow channel through it, near to 
 the middle. 
 
 
I' 
 
 Jl 
 
 i 
 i 
 
 42 
 
 "In 1838, the schooner Rob Roy, 30 tons burthen, 
 twice struck the above-mentioned reef, at the least three 
 miles from shore. In 1839, the brig Queen Charlotte, of 
 Buffalo, when beating up the lake, struck fast on it, full 
 three miles from shore, and had to throw 300 barrels of 
 salt overboard, ere she could get off. In 1843, the schooner 
 Agnes Ann, 51 tons, touched the same reef when supposed 
 to be outside of the places where the others had struck. 
 
 •' But, supposing that either of these places could be 
 made a harbour f i shelter, the whole coast from Point 
 Clarh to Cape Hurd is so full of reefs, rocks, shoals, and 
 holders, and that, too, to such a distance from shore, as to 
 render it all but impossible for vessels to approach the 
 shore in safety in thick weather, or during night, whatever 
 lighthouses may point the way — thereby aggravating the 
 perils of the precarious life of the seaman, by depriving 
 him (in the event of shipwreck on any of these places in 
 a storm) of the sailor's last hope — the chance of getting on 
 shore. 
 
 " The distance from Point Clark to Goderich is 20 miles, 
 from Goderich to Sauble Bay (Bosanquet), is 30 miles, in 
 all an extent of 50 miles of straight coast, without pro- 
 montary, rock, shoal, or reef, to prevent any vessel that 
 can cross Lake St. Clair approaching within one mile of 
 the shore at any place. 
 
 " The Goderich Harbour is thus situated on an open sea- 
 board, with neither rock, shoal, or reef to hinder the entrance 
 of vessels in any wind. The space between the piers, 
 (which lay about West South West) is 164 feet. The 
 aepth of water on the bar has not been less than 9§ feet for 
 years, at present it is 10^ feet, although the piers have not 
 yet been carried out within 100 feet of the extent contem- 
 plated in the plan to be completed by the Canada Com- 
 pany. Vessels can leave this harbour with any leading wind, 
 to go up or down the Lake. It is easily taken in a storm ; 
 
43 
 
 we have repeated'- entered it in safety in the roughest poa- 
 
 sible weather. The Basin inside is at present sufficient to 
 accommodate a large number of traders ; but, if it were 
 found necessary to enlarge it, and similar means adopted as 
 at the Oswego harbour, the island in the centre (which is 
 merely composed of the sludge and debris of the river accu- 
 mulating for ages) could be dug or dredged out, and an area 
 of near 15 acres of water would be thereby opened up, shel- 
 teicd from every wind that can blow, by banks 160 feet 
 high on the north and south. 
 
 " We are perfectly aware that our statements wdl be 
 looked upon by some as prejudiced ; our sincere hope, 
 however, is, that they may lead to inquiry in the proper 
 quarter, before ny expense is otherwise incurred. We 
 fearlessly pledge our characters for veracity that they will 
 be found in principle to be correct. 
 
 "J. K. GOODINO, 
 
 " David Hay, 
 
 ♦* D. McGregor Lambert, 
 
 ** Alex. M. McGregjor.*' 
 
 " Benjamin Miller declares that he has been resident in 
 Godcrich since 1828; that he has been many times at 
 Saugeen; that he knows the above statements, as far as 
 regards the coast from Goderich to Saugeen, to be correct; 
 that he was on board the Schooner Agnes Ann with thirteen 
 men. and materials for finishing a government contract at 
 the latter place, when she struck the reef off Point Clark 
 as above mentioned ; that he accompanied the Hon. Mr. 
 Elmsley to Saugeen, and back to Goderich last fall, at the 
 time he examined the river, &c., as to the practicability 
 of making a harbour there ; and in many conversations 
 on the subject heard him express an unfavourable opinion 
 of it for that purpose, although a good site for a town. 
 
 " Benjamin Milleb." 
 
b 
 
 44 
 
 *« Alexander Robertson, Esquire, of Goderich, declares 
 that he was employed on behalf of the Indian Department 
 to inspect the buildings erected at Saugeen by Mr. Miller, 
 •nd to report thereon,— that he accompanied the Hon. Mr. 
 Elmsley to Saugeen, and also returned in his company to 
 Ooderich, and corroborates Mr. Miller's statement of Mr. 
 E.'« opinions on the subject of Saugeen Harbour in eveiy 
 respect. 
 
 ** ALBXANDeii Robertson.^ 
 
 "Goderich, March 13, 1845. 
 "I hereby certify that the above-named persons, vix. I. K. 
 Gooding, David Hay, D. McG. Lambert, A. M. McGregor,' 
 Benjamin Miller, and Alexander Robertson, personally 
 appeared before me, and solemnly declared that the above 
 statement ia correct, to the best of their knowledge and 
 belief. 
 
 *• Arthur Acland, J. P. 
 '' Huron DUtrietr 
 
 We conceive that little need be said by us to point out 
 
 the advantages that would accrue to a work of the nature 
 contemplated, terminating at a settled place instead of an 
 uninhabited forest. Goderich now contains 800 inhabitant*, 
 and is the district town to a district that has, within the 
 last three years, in'^-oased from less than 6000 inhabitants 
 to nearly 15,000,- „ good harbour, in the construction 
 
 of which the Canada Company have laid out .€17,000. 
 r^oderich is 60 miles to the south of the Saugeen, and 
 eurrounded by a fertile, well-cultivated country. The line 
 of road from Toronto to Goderich might be constructed at 
 much less expense, from the nature of the land it wouSd 
 pass over, as a large portion of the land on the route to the 
 Saugeen is well-known to be of a most impracticable 
 deacrif tion, particuUrly through OUedon, Mono, and 
 
 I 
 
45 
 
 AmafWth ; and, abo, ftwn the working pwrties being 
 supplied with provisioRs and other neceaaarie« ai leia 
 
 coet. 
 That the distance vessels trading from Detroit to Lake 
 
 Michigan would have to deviate from their course to touch 
 at Goderich would not delay them above two hours, whereas 
 the same could not be done at Saugeen under six or seven, 
 and at a greater risk from the rocky nature of the coast, 
 &c., already pointed out. That in going before capitelists 
 to raise the means necessary for the construction of such a 
 work, were Saugeen the terminus, it would immediately 
 suggest itself to them that nothing from internal trade 
 could for some years be looked for, whereas at Goderich, 
 the whole internal trade of the Huron District would find 
 its way down the road ; that from the manner in which 
 the country is settled through the Wellington District 
 through which it would pass, a large quantity of produce 
 would be forwarded along the line of that end which would 
 not be the case from Toronto to Saugeen. 
 
 Thai there is even now a large surplus of produce at 
 Goderich to be removed— that there is a harbour there 
 already constructed capable cf containing many vessels— 
 that it is in the direct route from the Eastern to the 
 Western States, in fact a straight line from Oswego to To- 
 ronto, and continued will lead to Goderich. That there 
 would be a saving to the travelling community going from 
 Oswego west to Chicago of 360 miles, on a line that is 
 open much sooner than by way of Buffalo. 
 
 These are a few of the many advantages that might be 
 pointed out to notice to prove the decided superiority of 
 Goderich over Saugeen in every respect, and we would add, 
 that the matter under view is of sufficient import to require 
 the inspection and decision of a competent and disinterested 
 engineer. Public attention in the Huron District, has 
 been awakened to the subject by the recent recommenda- 
 
i^- 
 
 4G 
 
 tions of the committee of the House of Assembly, of the 
 Goderich terminus. 
 
 DANIEL LIZARS, 
 Clerk of the Peace^ Huron District. 
 
 JOHN M'DONALD, 
 
 Sheriff, Huron District. 
 JOHN GALT, 
 Collector of Customs Port Goderich, and Registrar of the 
 
 County of Huron. 
 
 Deputation from Goderich to Toronto. 
 24th March, 1845. 
 
 :i 
 
 
 To the above I may be permitted to give my own ex- 
 p-Hence. In September, 1833, I, with my family, was 
 wrecked in a schooner on the bar of Goderich harbour. 
 This bar has been since removed by the judicious erec- 
 tion of two Piers by the Canada Company, vl.ich now 
 form a clear and uninterrupted water-way, from the deep 
 water of the lake to that within the harbour, or floating- 
 dock. During the last eleven years, I have upwards of 
 twenty times left and entered the harbour in steamers, 
 schooners, and open boats in all weathers, in perfect safety, 
 and have times innumerable witnessed vessels under similar 
 circumstances, of all classes, navigating the lake, from the 
 Daniel Webster large American steamer, with his Excel- 
 lency Lieutenant-Governe- Ar George Arthur, and suite 
 on board, down to the Indian birch-bark canoe. Ii the 
 summer of 1840, I crossed the Lake to the Point aux 
 Barques in Michigan, 70 miles opposite, eight times, in the 
 schooners Julia, and Mary, and Jane, and American large 
 sehccner Lexir^ion, and during three of these voyages, 
 although it blew violent gales, we entered the harbour 
 without any difficulty. 
 
 I shall conclude this portion of ni) subject with the fol- 
 
 ^A* 1 
 
i^- 
 
 47 
 
 lowing letter from Georcre Brown, P]9q., late of Ratoliffo 
 Cross, a gentleman well known at Lloyd's, now residing 
 near (joderich with his family. 
 
 " Gode^ '■'*• . April I4^th, 1845, 
 
 "■ Gkntlkmen, 
 
 " Agreeable to your request I have taken an 
 impartial survey of the Goderich Harbour, or rather 
 Floating Dock, and am of opinion that, after the Harbour 
 is finished, and the bark that is in the centre removed, it 
 will be then capable of holding 200 sail of vessels, averaging 
 250 ton?, whore they will lie secured from all wind and 
 weather : and, when it is made known that such a harbour 
 is to be found in Lake Huron, it may be expected that 
 vessels will take the benefit of it in stormy weathov. Like- 
 wise to discharge and take in cargoes. It will al.o be the 
 means of reducing the premiums of insurance, and the 
 saving of lives and property. 
 
 " I have been extensively concerned with shipping all my 
 life, and commanded ships from the port of London to the 
 island of Grenada, in the West Indies, for twenty-five 
 years and am well-known to the underwriters of Lloyds, 
 to whom you are at liberty to send this document, 
 addressed to Mr. Dobson, Sec. Lloyds, 
 
 " I have the honour to remain, 
 " Gentlemen, 
 "Your obedient Servant, 
 
 *•' George Brown." 
 " To Messrs. Lizars, M'Domld, and Gait:'' 
 
 Having now acquitted my- elf of the dnty I owe to my 
 consti uent. and having placed authentic information 
 within your r ach, it will i^'> for you to select the western 
 terminus of your important undertaking ; and in thus 
 taking leave of a subject which has occupied nearly my 
 entir^time for the lasl four months and upwards, waiting 
 
48 
 
 your deliberations, I may state the sentiments of the inha- 
 bitants of the Huron district, when I add that, sooner or 
 later, Goderich will become the terminus of a direct rail- 
 way to connect Lakes Huron and Ontario— the shortest, 
 best, and cheapest line — and thai which will secure to its 
 proprietors the most speedy and advantageous return for 
 the capital to be invested. 
 
 I have the honour to remain, 
 Gentlemen, 
 Your most obedient and very humble Servant, 
 
 DANIEL LIZARS. 
 
 WUliam Stsvens, Printer, Bell Yard, Temp!? Bar.