IMAGE EVALUATION TEST TARGET (MT-3) // {./ A Ui (A 1.0 I.I ^1^ 1^ u US £ tiS 1110 11:25 ill 1.4 m 1.6 V] % /. O '/ /A vV CIHM/ICMH Microfiche CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 1980 Technical Notes / Notes techniques The Institute has attempted to obtain the best original copy available for filming. Physical features of this copy which may alter any of the images in the reproduction are checked below. n Coloured covers/ Couvertures de couleur Coloured maps/ Cartes g6ographiques en couleur Pages discoloured, stained or foxed/ Pages d6color6es, tachet6es ou piqudes Tight binding (may cause shadows or distortion along interior margin)/ Reliure serrd (peut ceuser de I'ombre ou de la distortion le long de la marge intdrieure) L'Institut a microfilm^ le meilleur exemplaire qu'il lui a 6t6 possible de se procurer. 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Le diagramme suivant illustre la mdthode : 1 2 3 1 2 3 4 5 6 mmm ^; T H K ^^fP Iticap and pnada Soittliern RAILWAY COMPANY. ff*«!!^^l^ff''lP" ".H»W^" 'I II »! I II .VW •^nn-'-p—^ ■ Ir E.' THE ■ RAILWAY COMPANY. — «- m — ♦- PROSPECTUS, AND OTHER. HDOOUIiyCEIsrTS. New York : E. WELLS SACKETT & BRO., STATIONERS, AND JOB & LAW PRINTERS, Corner William and Pine Streets. 1872. SIC J. KE Mil GEO PPPICERS OP THE pOMPANY. PRKSIDKNT. MILTON COURTRIGHT. VICH3-PRK8IDKNT, J. W. CONVERSE. DIRECTORS, SIDNEY DILLON, J. W. CONVERSE, KENYON COX, MILTON COURTRIGHT, JOHN F. TRACY. DANIEL DREW, WM. L SCOTT, GEO. GOSS, CHESTER WARNER. SKCRETARY, ALLYN COX. , TREA^STTRERS, CHESTER WARNER, Chicago. III. KENYON COX, New York. CHIEF EN-G-INEER, ROBERT L HARRIS. CO^rSULTINGf ENGIN -R, F. N. FINNEY. SOLICITORS, GEO.C.CAMPBELL,ofChicago;Hon.CHAS. I. WALKER, Detroit CHARLES TRACY. New York City. PROSPECTUS OP THE Chicago and Canada Southern RAILWAY COMPANY. h The Chicago and Canada Southern Railway is "the closing link between Chicago and the western terminus of the Canada Southern Railway, on the De- troit River (which latter road will be completed by- January 1st ensuing), and is the most direct and level line attainable between these points. It is 260 miles long, with a branch to Toledo 36 miles in length, diverging from the main line 190 miles east of Chicago. The distance from the eastern ter- minus of the main line to Detroit by the Toledo, Canada Southern and Detroit Railway is 10 miles, making the distance from Chicago to Toledo 226, and to Detroit 266 miles. This Railway, the Canada Southern, and branches, are substantially one undertaking, under the same general management and control. The principal objective points are Buffalo, Chicago, Toledo and Detroit. It will therefore be a connecting link between the great systems of railways diverging from these important commercial centres, which can now supply to it a traffic equal to its utmost capacity. 6 To connect these important systems there arc now but two existing roads, viz. : the Lake Shore and Micliigan Southern on the south, along the south shore of Lake Erie, and the Great Western and Michigan Central on the north. The Capital of the Chicago and Canada Southern and the Canada Southern Railways will be . . . That of the Great Western and kichigan Central is And that of the Lake Shore and Michgan Southern is .... The distance by the Chicago and Canada Southern and Canada Southern Rail- ways from Chicago to the west end of the International Bridge at Buffalo is By the Michigan Central and Great West- ern Loop Line (their shortest line) By the Lake Shore and Michigan South- ern (their shortest line) to Buffalo $30,000,000 $55,000,000 $75,000,000 482 miles. 510 miles. 524 miles. The maximum grade of the Chicago and Canada Southern, like that of the Canada Southern Railway, is 15 feet to the mile, with an alignment equally favorable. William J. McAlpine, Esq., in his report as Con- sulting Engineer of the Canada Southern Railway, after alluding to the advantages in distance which these lines had in their favor to the principal objective points, says : « " There is, however, a more important question to be " considered between your line and that of any existing (1 "ei "tal "tri 1 1 , " one, or any that can be built, being that of its superior " advantages of grades and alignment. " It is somewhat diflBcuItto stdte the moneyed value " of the latter, as in it is involved the questions of safety, " speed and operating expenses. " In regard to grades, the rule may be assumed, as " sufficiently accurate for this comparison, that one of " twenty feet j)er mile, lessens the cargo tonnage of a " locomotive, half of that which it will haul upon a level, " and that an engine of thirty tons will haul three hun- " dred tons of cargo, on the average of the year round " (ast(mnage is presented of different proportionsof bulk "and weight and with the different conditions of the " rail), on a grade of 15 feet per mile. It is quite true " that such engines often haul twice this load, but expe- •' rienced railway men will doubtless consider the above " as fair, in its practical application to the subject under " discussion. " It will be noticed, that in the following calculations, ' the average load of an engine of 30 tons, has been " taken at 300 tons on a ruling grade of 15 feet per " mile, lor the mixed traffic of a railway. If, however, ' ' v/e are to consider the movement of regular fixed items " of freight, such as grain, stock, oil, coal or lumber, the " load of such an engine, over such grades, should be " taken at 400 tons for an average of the condition of " the rails, weather, and the other circumstances men- " tioned. " The Grreat Western line encounters grades of 60 " feet to the mile going westward, and those of 55 feet " eastward. It is considered as a fair practical presen- " tation of this question, to assume, that in regard to the "trade moving eastward, the engines on its existing " main liue,fwill encounter grades of 25 feet on its west- " ern half, and those of 65 feet on the eastern half, and " on the suggested Glencoe " Loop," grades going cast, " of 25 feet for the western half, and those of 35 feet for " the eastern half. " The controllinggradesofall, except one of the work- "ing divisions of the Lake Shore Railway proper (to " Toledo), are 35 feet, and those of the Michigan South- " ern and Central are from 36 to 45 feet to the mile. " Applying the rule before stated, to these several "lines, it will be found that this line will have the " following percentages, in its favor, over the above- " mentioned lines in addition to those of distance, viz. : " as against the existing line of the Great Western, •'of 66 per cent., of the Michigan Southern, of 5'^ ^ " " cent. ; or, as applied to the suggested " Loo; , p^^ 1 ' to the Lake Shore, of 40 per cent. " When we combine all of these advantages of ^ /ur " line, we find in its favor, 1st : That the saving in the " length of miles of construction is, from 33 to 55 miles " in length over its competitors. 2d : That the saving "in the cost of maintaining and operating in regard to "distance alone, will be in the same ratio. 3d : That " the saving in maintaining and operating, effected by " the lesser grades and more direct alignment, will be " from 40 to 60 per cent. ; and, 4th : That by its shorter " line, a diminished speed of trains will reach the ob- " jective points in the same time, the saving of which " may be taken as shown by the same ratios. That is, " that practically, the cost of all the expenses of run- " ning a train are nearly in the direct ratio of its " speed. "When all of the advantages over any, and all, of " the existing and projected competing lines, are again '* combined, the result proves that your railway will not 1 only be highly productive to its promoters, but will also result in great advantage to all of its connecting western and eastern lines. " Both of the existing railways which were located at an early day's engineering across the Peninsula of Michigan, encounter heavy grades, and it would be difficult to avoid them without radical changes in their lines. The Goshen branch of the Southern Michigan avoids the elevation encountered upon the main line, but even it is not far enough south at its western end to secure the lowest grades for the whole line be- tween Chicago and Lake Erie. The extension of your road over that Peninsula, is found to be not only shorter than any of the existing lines, but also susceptible of grades of not exceeding 15 feet. " There is a remarkable geographical feature of the country through Central New York, which must not be lost sight of in this discussion. The chain of moun- tains which extend through Virginia, Maryland and Pennsylvania, flatten down to the low table lands in western New York, and allows the vast volume of the water from the upper Lakes, to flow past its northern boundary to the Atlantic. Penetrating this ))lateau from the eastward, is the Mohawk River, which virtually extends the Lake Erie pla- teau, on nearly a level plane, to within a hundred miles of the Hudson. "The elevation of Chicago is 565 feet above New York City ; hence, the planes connecting the two places will generally be in the direction of the heav- iest traflic, and gravity becomes an important assist- ance to the railway tonnage in that direction, and therein differs from the lines of artificial water com- munication by locks, because upon the latter (an idea seldom thought of), it costs as much to go down hill as it does to go up, much more than it does upon a level. " A line of railway extending from Buffalo to the Hudson River, with grades which will not exceed 16 feet, is attainable. Such a line need not diverge from existing or projected lines, except in particular places. " It then appears, that a continuous line of railway between Chicago and New York, running over this line, may be made, upon which the maxima grades will not exceed 15 feet per mile. " This whole line and alterations will be built at an early day, and its effect upon the through traffic will form an epoch in the history of American rail- ways." The line of this road passes through a well settled country, similar io and equally as productive as that through which the Michigan Southern or Central passes, and will therefore have the same advantages in local traffic. As applicable to the through traffic, the following extracts are taken from the prospectus of the Canada Southern Railway Company : " The best idea of the through business which this railway may expect, can be derived from a statement of the immense area, population, wealth, resources and progress of the States lying along and west of its western terminus. These States are Michigan, In- diana, Illinois, Missouri, Kansas, Nebraska, Iowa, Wisconsin and Minnesota. They contain an area of 500,798 square miles, and had a population in 1870 of 11 10,280,371. The following statement will show the area of each State, the population, and the nnraber of miles of railway in each, in 1860 and 1870: Area. Population, Population, Miles of Miles of Square Miles. 1800. 1870. RR. 1800. R.R. 1870. Michigan 56,451 749,113 1,184,296 779 1,733 Indiana 33,809 1,350,428 1,673,046 2,163 3,177 lUinois 55,400 1,711,951 2,539,678 2,799 4,823 Missouri 65,350 1,182,012 1,715,000 817 2,040 Kansas 81,310 107,206 362,871 1,401 Nebraska 75,995 28,841 123,000 578 Iowa 55,036 694,913 1,191,802 655 2,550 Minnesota 83,521 172,023 435,511 972 Wisconsin 53,921 775,881 1,0. .,167 905 1,350 560,793 6,772,368 10,280,371 8,118 18,624 The population of these States increased in the period of 10 years, 3,508,003, over 50 per cent. The railroad mileage in the same time increased 10,506 miles, or nearly 130 per cent. At a similar rate of increase, these States will have in ten years from this time, 15,000,000 inhabitants, and 40,000 miles of rail- way. But this is by no means all. New States are speedily forming out of Territories already containing large populations, while the railroads across the con- tinent will bring to all the eastern lines an immense traffic from the interior and from the Pacific Coast. With that of the Territories, the increase of population in the West cannot be less than 600,000 annually. The yearly increase alone is adequate to the sup- port of a lirst-class road to bear their products to market. The States named in the preceding table produced in 1870 400,000,000 bushels of corn, and 150,000,000 bushels of wheat. The tonnage of this vast quantity exceeds 18,000,000 tons. But this tonnage, great as 12 it is, is but II titho of what will be [)r()(luccd with tlieir increased |)0[)ulation, and under the stimulus oC cheap trans[)()rtation. The transportation of stock, and ani- mal food of various kinds, constitutes a larger source of income of our through lines than that of grain. This kind of traffic is increasing much more rapidly than any other. The Eastern States are becoming more dependent every year upon the far West for their supply of animal food. Stock can be raised and transported at a profit far bej^ond the })rofitable limit for grains on account of the greater value of the former. But the raj)id increase of the tonnage of our rail- roads is much more wonderful than the increase in population. The tonnage in 1860 of the live great roads coming into Chicago from the West ; the Chicago and Nortli Western, the Chicago and Uock Island, the Chicago, Burlington and Quincy, the Chicago and Alton, and the Illinois Central, amounted to 0,767,200 tons. In 1860 the tonnage of these roads did not exceed 1,500,- 000. The increase in 10 years e(]ualed 5,207,200, or 350 per cent., or an average increase of 35 per cent., yearly. The tonnage of the three great lines from the West terminating on the sea-board — the New York Central, the Erie, and the Pennsylvania Railroads, increased from 1850 to 1800, a period of ten years, from 2,873,631 tons to 12,007.080 tons, or an average of 35 per cent., annuall3\ While this percentage cannot be maintained, the actual annual increase will be much greater. The following statement will show the tonnage of 18 the five roads entering Chicago from the West, for a period of five years, ending with 1869 : Illinois Cen- tral Chicago and Alton. Chicago, Rock iHland and Pacific. Chicigo, Buf- lingii.ii and Quincy. Chicago and N)rth West cm. 1865 1:022,024 386,197 441,510 80!»,674 956,581 18f)(i l,03t,!)4f> 511,012 472,557 737,511 1,137,515 1807 1,153,175 636,360 459,986 821,883 1,726,919 1868 1,439,675 915,682 654,435 937,489 1,982,429 1869 1,601,972 1,076,678 846,887 1,029, 746 2,211,826 I Such rates of increase show how iimch more rapidly the products and wealth of the country increase than its population. Such evidence as this, drawn from the reports of railroad companies, show the absolute necessity of constantly increased provision for trans- porting the products of the interior to the sea-board, and that no provision that is likely to be made will equal the demand. While the progress of railroads has been so rapid in the West, no great independent outlets have been opened for them to the Eastern market during the last ten years. Mr. E. H. Walker, Statistician for the New York Produce Exchange, has kindly furnished the annexed interesting official statement, showing the average an- nual cost of transi)ortation of wheat and corn by water, iVom Chicago to New York, including handling and other charges, for the past fourteen years. This has been in round numbers 28 cents per bushel for wheat, both by Oswego and Buffalo, and for the year 1870, was 22 cents per bushel ; corn being carried at about the same rate for the same weight. The toll on the Erie Canal for the last year was 3 cents per bushel, with freight exceptionally low. If the Erie Canal is ever made free from toll, it will only 14 reduce the cost of transportation by water to this ex- tent. This is the only reduction possible, short of an enlargement ot the canal. The practice of purchasing grain at the stations upon the road west of Chicago is increasing among grain dealers. This saves all charges at Chicago and Buffalo. These transfers and other charges cannot be avoided if brought by water. Another consideration of no small importance, is the shorter time of transit and the better condition in which the grain reaches market. A freight train of 40 cars, with 14,000 bushels of wheat, which can always be relied upon, from Chicago to New York, (925 miles,) over a railway with a good road-bed, steel rails, and with grades not exceeding 15 feet per mile, and a return with one-fourth (100 tons) the weight, (which is about the proportion of back freight,) can be taken at a cost of not to exceed $1.00 per mile run, or for 1,850 miles, . . $1,850 Terminal, and other charges, . . . 408 Total, This includes the cost of working and maintaining the railway and e(iuipment, together with every other expense, ex- cept interest on capital. 14,000 bushels of wheat at 17 cents per bushel, is . . . . $2,380 100 tons mixed freight back, at 75 cents per hundred, is . . 1,500 $2,318 3,880 Leaving a net profit. of .... or over 40 per cent, upon the gross earnings. $1,502 16 IS of .880 .,5r)2 A 32-ton locomotive will transport over such a road 60 cars, with 21,000 bushels of wheat, with a return freight of one-quarter the above (say 150 tons), at a cost of $1.25 per mile run ; this would reduce the cost of transporting the wheat to 14 cents per bushel, and the back freight to 00 cents per hundred. The traffic of existing railroads has been constantly gaining over water routes, between Chicago and New York. The reduction in cost that can be made on this line will not only add to its tonnage from ordinary sources, but enable it to draw to an unlimited extent upon that which has heretofore gone by water. Over such a railway as has been described, and which is entirely practicable, produce from Chicago and stations west, can certainly be transported cheaper to New York than by any existing water communi- cation, and it is believed, cheaper than by any improved, or enlarged navigation practicable. In connection with tb* transportation of grain through the St. Lawrence, which is now of considera- ble magnitude and rapidly increasing, the line to Hamilton becomes particularly important. The dis- tance from Chicago to Lake Ontario, by water, is not only long and circuitous, but involves passing through the Welland Canal, the locks of which are only 26 5 by 150 feet in the chamber. The locks between Lake Ontario and Montreal are 45 by 200 feet, the latter admitting vessels or barges of very much greater ca- pacity — sea-going ships. Of 54,000,000 bushels of grain destined through the Welland Canal, 10,000,000 bushels, or nearly 20 per cent, were lightered over the Welland Railway, which was built by the side of the canal for that [)urpose. Taking grain by all rail direct to Hamilton, this lightering and expense of 16 passing tlio Wolland Canal will be avoided, and it can there either be put into a class of .ships safe for a sea voyage, or into large barges, tor either Oswego, Mon- treal or (Quebec, at which two latter places it can be sent abroad by a still larger class cf shipn. ^'xrain ciin be taken from Chicago to the head of Lake Ontario at Hamilton, 450 miles, and transferred into vessels or barges throngh an elevator, for eightcents per bushel. Airing grain occasionally, through an elevator, on a long voyage, is worth to the grain all it costs. The transportation of grain b}^ this route will doubtless become important, and add largely to the traffic of our railway. The receipts of the Lake Shore and Michigan South- ern Railway in 1871 were $14,800,000, and but for the want of capacity to do the business offered, would have been greater. If more facilities are necessary now to relieve this blockade, they will be imperatively necessary, upon the completion of the additional rail- ways, now in course of construction from the eastern and western termini of this line of railwav. The gross earnings of the Great West- ern and Michigan Central last year were, in round numbers, The Lake Shore and Michigan South- ern, .... . . 5i^ and remain in full foice and virtue. II ! —It is mutuaHy agnn^d by and betwecni tln^ parties lun-eto, that the word "Trustees," as used in these })r(^sents, sliall be construed to mean the Trustees for the timc^ being, wlu^ther one or both be* original or new, and whent^ver a vacancy shall exist, to mean the survivor or continuing Trustee ; and such Trustee shall, during such vacancy, be com])etent to exercise all the powers grant(Kl by these ])resents to the parties of tln^ second ])art. And it is mutually agreed by and between tlie ])arties hereto, as a condition on which the parties of th(^ S(H3ond i)art liav(i assented to these presents, that the said Trustees shall not, in any manner, be responsible for any default or misconduct of each other ; and that said Trustees shall be entitled to just compensation for all services which they may her(»after rendm' in their trust, to be paid by the saia Company, and that either of the said Trugtees, or any successor, may resign and dis- charge Inmself of and from the trust created by these presents, by notice, in writing, to the Chicago and Can- ada Southern Railway Company, and to the existing Trustee, if there be such, ninety days before such resig- nation shall take effect, or such shorter notice as they may accept as adequate notice ; and that the said Trus- 35 y^ Haid 'tenor ' k(M']) •j)t or B true t caHc, t'U'S of t licro- 11 said t^ void be tlie to the crwise X! and en th(^ LSed in ruHteea inal or ■an the shall, all the of the letween rties of hat the lonsibh^ id that ^ion for n th(Mr ither of ind dis- y these lid Can- existing h resig- as they id Trus- tees, or (Mther of tlieni, and Mmmi- or his suriM'ssoi- or 8U('.(;e88ors, may l)e reniov<'(l hy the vote of a injijority in interest of the hohh'rs of the afoi'i'said bonds tlieii out- standing, the said vote being had at a meeting ealled by th(^ liolders of at h'ast five: inindred thousniid (h)Uars of said bonds, by advertisement i»nblished foi- thirty days in a daily ne\vs})a})er of hirge circulation in eacii of tln^ cities of (Chicago, Detroit and New York, respectively; and at said meeting said bondholders may vote in person or by ))i-()xy, and their said vot(^ shall be attested by an instrunu'iit iin(h'r the hands and seals of the persons so voting. And in case a vacancy shall occur in said Ti-us- teeship by(h';ith, resignation or otherwise, or in (uise said Trusteeship become entirely vacant, the same may be tilled by said bondholders at any time within ninety days after the same shall (XH-ur, at a meeting called by the same number of l)ondholders antl in the '^•;iTne manner as ])rovid<>d above for the removal of a Trustee, and tln^ ])ro- ceedings at such meeting and tln^ attestation thereof shall be the same as is above })rovided in cast^ of a meet- ing for the removal of trustees, and in case said vacancy is not so tilled within said ninety days, then either the remaining Trustee, if there be one, or the Board of Din^c- tors of said Railway Com])any may a]»})ly to any Court, State or Fedeial, having (chancery jurisdiction, in either of the Stat<'s of Illinois, Indiana, Oliio or Michigan, for the a])])()iiitment of [I new Trustee, giving such notice to the other as the Court may direct. And such Trustee or Trustees so aj)pointe(l shall have all the right and title, and be clothed with all the power and subje(;t to all the duties herein mentioned in the same manner and to the same extent as if named in this Mortgage as such Trus- tee or Trustees. Seventh. — It is further provided and agreed, on the part of the party of the tirst part, that in cas(? the said Trustees shall neglect or refuse to perform any duty un- der this trust, as to taking possession of the property and making sale thereof as herein provided, or to fore- 36 close this Mortgage Deed of Trust in any Court liaving jurisdiction thereof in either of said States, as herein provided, on demand of ten or more of the said bond- holders as herein provided, then in such case of neglect or refusal, said bondholders, or any ten or more of them, hv Iding an amount in the aggregate of one million of dol- lars, shall have the right and i)ower irrevocable to insti- tute such proceedings in any Court, State or Federal, having jurisdi(5tion of the subject matter in either of the States of Illinois, Indiana, Ohio or Michigan, thi'ough which said railway may be constructed, in their names, for themselves and all other holders of said bonds issued under and secured by these presents, as may or will protect the holders of said bonds, and insure a decree of foreclosure and sale of the pj'operty, and a closing of said trust ; to pay and satisfy the interest due and un- paid on said bonds, or the ]jrincipal thereon, to the full protection of tlie holders of said bonds in all things under these presents, making said Trustees parties defendant, and charging such neglect or refusal. And it is further agreed that the hokh^rs of any of said bonds, after registration thereof, as provided in said bonds, may trom time to time transfer the same on the books of the Company, as providc^d in said bonds. Eighth. — The said Chicago and Canada Southern Railway Company, party of the first part, hereby cove- nants and agrees that said Conipan}^ shall and will pay the principal and interest of said bonds to the several holders and owners thereof^ when and as the same shall become due and payable according to the tenor and eH' ct thereof, and shall and will assum<^ and pay all taxes that may be assessed upon said bonds from time to time by the government of the United States, and also all taxes assessed upon said mortgaged property or any part there- of, both general and special, in the several States through which said railway extends, so that said property mort- gaged shall be free from all liens or charges for taxes or 37 lavmg lierein bond- leglect tliem, ofdol- » insti- 3dei'al, of the U'OUgll names, issued or will decree ►sing of bud iiu- tlie full :4 under t^ndant, of said in said on tlie 3utliern >y cove- vill pay several [le shall id eiTV'ct xes that time by 11 taxes rt there- through ty mort- axes or assessments in said States of whatever kind or nature. Said bonds, or any of them, at the option of the holder, will be made sterling bonds, on application at the agency of the Company in New York, principal and interest payable at the Company' s agency in London, England, or in the City of New York, at the rate of two hun- dred pounds sterling for the principal of the bond, and seven pounds sterling for each coupon. Ninth. — And the Chicago and Canada Southern Rail- way Company hereby covenants and agrees to and with the said party of the second part, that said Company shall establish a Sinking Fund adequate for the redemp- tion and retiring at par of all of said bonds in the gold coin of the United States of America at the maturity thereof ; and that said Sinking Fund shall be used for such redemption and retiring of said bonds and for on other purpose ; and that said Company will commence establishing and creating said Sinking Fund, and pay into said fund on or before the first day of April, one thou- sand eight hundred and seventy-eight (1878), one hun- dred thousand dollars, and will continue to pay into said Sinking Fund, on the first day of April of each year, an amount increased each succeeding year, so that said Sinking Fund shall be adequate to redeem and retire all of said bonds by the time they mature by the terms thereof ; that is to sa} , said Company will pay into said Sinking Fund for the use and purpose aforesaid the several sums, and at or before the dates as follows, viz. : On the first day of April, in the year A. D. 1878, the sum of $100,000 On the first day of April, in the year A. D. 1879, the sum of $118,000 On the first day of April, in the year A. D. 1880, the sum of $136,000 On the first day of April, in the year A. D. 1881, the sum of $156,000 I I 38 On the first day of April, in the year A. I). 1882, the sum of $173,000 On tlie first day of April, in the year A. D. 1883, the sum of $191,000 On the first day of April, in the year A. D. 1884, the sum of.. $210,000 On the first day of April, in the year A. D. 1885, the sum of '. $228,000 On the first day of April, in the year A. D. 1886, the sum of $246,000 On the first day of Ai)ril, in the year A. D. 1887, the sum of _ $265,000 On the first day of Anril, in the year A. D. 1888, the sum of $283,000 On the first day of April, in the year A. D. 1889, the sum of $301,000 On the first day of April, in the year A. D. 1890, the sum of. $321,000 On the first day of April, in the year A. B. 1891, the sum of $338,000 On the first d?iy of April, in the year A. D. 1892, the sum of $350,000 On the first day of Aj)ril, in the year A. T>. 1893, the sum of $376,000 On the first day of April, in the year A, D. 1894, the sum of $393,000 On the first day of April, in the year A. D. 1896, the sum of $411,000 On the first day of April, in the year A. D. 1896, the sum of. '. $431,000 On the first day of April, in the year A. D. 1897, the sum of $448,000 On the first day of Aj)ril, in the year A. D. 1898, tlie sum of. $466,000 Oh the first day of April, in the year A. D. 1899, the sum of $486,000 73,000 91,000 10,000 28,000 146,000 165,000 J83,000 301,000 321,000 338,000 350,000 376,000 393,000 411,000 ^431,000 448,000 H66,000 1486,000 89 On th(» first day of April, in tlie year A. D. 1900, the Sinn of $503,000 On tlie first day of April, in the year A. D. 1901, the sum of $522,000 On the first day of April, in the year A. D. 1902, the sum of $542,000 Amounting in the aggregate to $8,000,000 ; and the amount hereby appropriated for the redemption of said bonds shall be applied as thus appropriated to the pur- chase of bonds issued under these presents at the lowest rates at which said bonds can be purchased, not however exceeding the par value thereof and tlie accumulated interest thereon, and to effect this the Board of Directors of said company will, by public advertisement each year, solicit offers of such bonds to the amount appro- priated in each respective year for this purpose. But if sucli bonds cannot be purchased at par, the said Board of Directors will be at liberty to purchase said bonds at their market value, or to invest the amount thus appro- priated in any other way, which in their judgment will be most for the interest of the Sinking E'und. The bonds of said compau}" so purchased, together with the coupons attached, shall immediately upon the purchase thereof be cancelled. The bonds secured by this mortgage deed of trust are stamped when issued as required by the United States Internal Revenue laws. In testimony whereof, and in pursuance of a resolu- tion of the Board of Directors of the said Chicago and Canada Southern Railway Company, passed on the twenty-fourth day of January, in the year one thousand eiglit hundred and seventy-two, the said Railway Com- pany of the first part lias caused its corporate seal to be affixed to these presents, at its office in the City of Chi- cago, in the State of Illinois, and the same to be attested by the signature of its President and the signature of its ^ ; f i) iii: 40 Secretary, and the said Trustees have hereunto set their respective hands and seals to testify their acceptance of the said trust, the day and year first above written. Attested by President of said Company. Attested by Secretary of the Company. The undersigned hereby accept said Trust. , [SEAL.] , [seal.] TVtistees. Signed, sealed and delivered in presence of m\ u ^. M Moftgage, 1 h\ Cent. Sinking Fund Bond, It "^ 'Hi r fH "S** » ''s^ ^"^ ^^ % Payable, Principal & Interest in U. S. Gold Coin. INTEEEt^T PAYABLE ^^ril ht dt\d October ht in cHcfj §m, ra i(i;w/ YQMK. -»■-«♦»•+- TRUSTEES' CERTIFICATE. We hereby certify that the icitJiin Bond is one of the series of Bonds secured by the Mortfjaye or Deed of Trust mentioned titer ein, and delii^ered to us as Trustees, which has been duly recorded in the proper Counties in the States cf lUinois, Indiana, Ohio and Michigan. y Trustees. jasi^;,„.*^.^, ^itoiv hU f^m bf) tbcne ^resenfSt ^^^ //^ chicaco and ca ^ 3Sc'j^C'n, tn //e rj/a/e f/ t.^a^jdac/iade^/d , ana ^:^:en^cn ^ccc, c/ //ie ^e/y ~v:off>/i(niu /ti' //ft.te fr- /tay /'■ Jf/n/ -^/>u.iffe.\ oi /o /'eaUi AeUo/, tn '~{y.o/(/ H^cin f>/ i(/ ecn>e,>/ n/o'/fi/ai^e i/e/u 0/ /luif, (latea l//e /tiit (/au n/ Gt/iu/, eiynfeen /lunaiet/ ana devfin/u-f/co, r/u /o 'au/ '^.^ni/>eiiA -'Z. &/ca/( an(/ --//enuon /fox, Q/lu:>/ee,\ anf/ conveytna fo /netn, an(/ /n/ei McceMoh* en /ne (iitif, /ufiO' /lio/tti/ty, ana ef/ec/i. paticni.te.* una aA/iuifenancei, am/ en iia/iicA moifaaae Mov/Mon /.i mae/f- /( > a Hn/tni ^//t/ie4e f/e/tiie4y, /it/ //e /n/t/et c/ 4(ie/i ccti^e*i4 may tK/aen attei Jentent/i //le janie /o /e eattc /■ezl'i €Ci€.'i€l-lt/. ^■i ' iTC '» 0' » <^j»o '» w fi» (g>» ' '(i i ijC'( i;! i(j^(. » »o i a>g i iiiO'a'-'' i io y corpoN NO. 00. ; ; The Chicago and Canada Soulhero Railway CompaDy : > Will pay to the bfiirtr, at itit Aifciicy in the City of New York, uri tlio linit ilay of April. IWi, THIRTY FIVE noM.AHS, in l'iilt«d SUtM Gold Coil), being six moDthH' interest on Bond No J. t36.00 TTiaturrr ws. 'W COn-ON NO. 50. The Chicago and Canada Southern Railway Company Will pay to the hearer, at its Agency in the City of New York, on the flfHtday of October, 1901, THIRTY-FIVE DOLLARS, in * I United SUteii Gold Ooin, being titx monthfi' Interest on Bund t I No ji f 3.'). (X) Treaiurer. < ^ )Q» k ' '• .ml e-iOeiii) i3^ < ffl i i >' ' < SCei€> « €)gC >' 0C »< i>ii)eni) ' B ©€ i glie>ica, on u-/t, e/i Me mean hn//, af M/ ia& o/ ieven At> ce?i^. he/ annum, aSo /lauuv^ in (Me corn / C/cfoOei o/ eac/i ■ueai, on Mte ^uiienaei o/ M/f annrxti/ couAon^ ai ine-u ieueta/cu oecome t/ue /oi JucA tn/e>eif. / e.rceer/inf/ eian( /nlMtoni of f/cf/ai>, tn vonai o/ one Moudana f/ofea>,) eaM, nu/n.l>eiea fiotn / nicaao an(/ '/hana(/a ^^i^uMiein J^at(u/au -fyo?nhani/, 'Afti it/cceMoiJ en Me fttnf, Mie iaicu/ay of Me iatu comhanu, eify (ana, iowna .i(oc4, (o(i&, ievcnuet ana /ile,>enf am/ <•>/ /.i /nae/e /f> a un/fina /una to Aau iau/ Oonr/i, ane/ Me tnieieif (Aeiecn, ai (//eit Oeconie clue. ■e a/ Me f/(fyn r/ Me Actaet Me tee/ may /'e teyftd/eien /oi Me tt'nie /leena tn Me &fin^any'j /'(OKa, a/ Me AeiMn t(/ /e/ote Mr /!ot//tr./i .iAaU Oe tte(acfie/r. Me Aofrtei fnai/ /lan.tfel Mi-i oomt on Me wcm/iany'd ooon-i /o Me /ealel, ana Meieei/fet tiel, (i.i it/ote-intr/, a( (/fe r/i/roit 0/ encf/ noir/el. lynii f'onrr tii ,irto/ec( (o Me con(/t(to)U enacuen Aeteon. ,Mntd /tonti MaM (etii. 'ly has caused its corporate seat to he hereto ajfj'.red, ai its office in the city of Chicago, in the State of Illinois, and the he first day of April, in the yvar of om- Lord one thouxand eight hundred and xercntv-two. 'hi', coupoiiti (iltaclii'd to this bond, in the manner provided hy vote of the Directors of said Company. l€4-i' ^e-n/. ftCTa i O' . ao@0' a .flw > a ' [B ^(ao'Siq'ace oci o ro « ^^ COLI'ON NO. 58. cap and Canada Southern Railway Company y til tile bt'iirer, at it.s Agtucy in tby City nf New York, 8t .lay of April, 1901, THIRTY FIVK D0LLAK8, in ( ) tateR Gold Coin, being »ix months' interest on Bund ; ^ Treamrer. S^ w ^iO(i 8 .CT i aq (»aa'aG> e .0! « a > QC!y@O ! COUPON" NO. 57. The Chicago and Canada SoDthero Hallway Company Will pay to tbe bearer, at \U Agency in the City of New York, on the lirstday of October, 1900, THIRTY-FIVE DOLLARS, in Tnited States (Jold Coin, Iwing six iDontlu' interest on Bond No $35.00 Treasurer, i, ' £i ' aD®tt> « oqo'fflit>« a«< i) ' e > ij' a< pq€) e 0g i iQg>oo