IMAGE EVALUATION
TEST TARGET (MT-3)

1.0

I.I

11.25

■ 50 1"^^ Hi^

1^ 12.2

^ m

1.8

U IIIIII.6

^''W^

fliotpgraphic

Sdences

Corporation

23 WEST MAIN STREET

WEBSTER, NY. 14580

(716) 8? 2-4503

CIHM/ICMH

Microfiche

Seres.

CIHM/ICMH
Collection de
microfiches.

Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques

Technical and Bibliographic Notes/Notes techniques et bibliographiques

The Institute has attempted ro obtain the best
original copy available for filming. Features of this
copy which may be bibliographically unique,
which may alter any of the images in the
reproduction, or which may significantly change
the usual method of filming, are checked below.

L'Institut a microfilm^ le meilleur exemplaire
qu'il lui a 6tA possible de se procurer. Les details
de cet exemplaire qui sont peut-Atre uniques du
point de vue bibl' iraphiv^ue, qui peuvent modifier
une image reproduite, oa qui peuvent exiger une
modification dans la n\ §thode normale de filmage
sont indiquds ci-dessous.

Coloured covers/
Couverture de couleur

I I Covers damaged/

Couverture endommagde

Covers restored and/or laminated/
Couverture restaur<fte et/ou pellicul^e

I j Cover title missing/

Le titre de couverture manque

I I ColoLTod maps/

Cartes giographiques en couleur

Coloured init (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 en couleur

Bound with other material/
Reli6 avec d'autres documents

Tight binJing may cause shadows or distortion
along interior margin/

La re liure serrde peut causer de I'ombre ou de la
distortion le long de la marge int^rieure

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 apparaissent dans le texte.
mais, lorsque cela 6tait possible, ces pages n'ont
pas 6ti filmies.

Additional comments:/
Commentaires suppl^mentaires:

□ Coloured pages/
Pages de couleur

□ Pages damaged/
Pages endommagdes

□ Pages restored and/or laminated/
Pages restaurdes et/ou pelliculies

Pages discoloured, stained or foxed/
Pages d^color^es, tachet^es ou piqu6es

□ Pages detached/
Pages d6tach6es

Showthrough/
Transparence

I I Quality of print varies/

Quality inigale de I'impression

Includes supplementary material/
Comprend du materiel suppl^mentaire

Only edition available/
Seule Edition disponible

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 6t^ film^es d nouveau de facon d
obtenir la meilleure image possible.

This item is filmed at the reduction ratio checked below/

Ce document est filmi au taux de reduction indiquA ci-dessous.

10X 14X ItX 22X

26X

30X

12X

16X

20X

24X

28X

32X

The copy filmed Kere hae been reproduced thanks
to the generosity of:

Library of the Public
Archives of Canada

L'exemplai'e film* fut reproduit grAce A la
gtnArositi de:

La bibliothdque des Archives
pubi!que8 du Canaua

The images appearing here are the best quality
possible considering the condition end legibility
of the original copy and in keeping with the
filming contract specifications.

O'Iginal 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.

The last recorded frame on each microfiche
shall contain the symbol ^^> (meaning "CON-
TINUED"), or the symbol V (meaning "END"),
whichever applies.

Les images sulvantes ont 4t6 reproduites avec le
plus grand soln, compte tenu de la condition et
de la nettetA de Texemplaire fiimA. et en
conformity avec les conditions du contrat de
filmage.

Les exemplalres originaux dont la couverture en
papier est imprimte sont fllmte en commen^ant
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 les autres exempiaires
originaux sont filnite en commengant par la
premiere page qui comporte une empreinte
d'impression ou d'illustration et en terminant par
la dernlAre page qui comporte une telle
empreinte.

Un des symboles suivants apparaftra sur la
dernlAre image de cheque microfiche, selon le
cas: le symbols — ► signifle "A SUIVRE", le
symbols y signifle "FIN".

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:

Les cartes, planches, tableaux, etc., peuvent dtre
filmfo ik des taux de rMuction diff6rents.
Lorsque le document est trop grand pour Atre
reproduit en un seul clich6, 11 est fiim6 A partir
de Tangle lupArieur gauche, de gauche d droite.
et de haut en bas. en prenant le nombre
d'images nAcessaire. Les diagrammes suivants
illustrent la mAthode.

1 2 3

C A iN A D A WEST

GREAT WESTERN RAIL WAY.

ehartereli 65 ^ct of S^arHamettt

CAPITAL STOCK £1,500,000 Cj.
£125,000 RESERVED FOR CANADA.

iS)0[^l©T©[^^

SIR ALLAN N. MACNAB, President
Wm. M. SHAW,
JOHN 0. HATT,
L. LAWRASON,

JAMES B. EWART,
PETER CARROLL,
GEORGE S. TIFFANY.

JASPER T. GILKISON, Secretary

HAMILTON :

G. P. BULL, GAZETTE OFFICE-

t\
ft

ie
c<

ol
a(

si
ir
tc
is

01
ni

VI
l€

si
n
d
t

GREAT WESTERN RAILWAY.

Its oon-

In offering a portion of the Capital Stock of
the Great Western Rail Road to the British pubhc
for Subscription or Sale, the Board of Directors
feel it to be their duty to submit certain facts for
consideration, by which intending Shareholders may
judge what its prospects are as a profitable invest-
ment.

The Great Western Rail Road is designed not The object
only to facilitate the internal traffic of the Province ofiheroad
of Canada, for which its route possesses eminent
advantages, but also to form a connecting link in the
great chain of Railway from the city of Boston, on
the Eastern coast of the United States, to the Mis- nexion
sissippi River, thus drawing over it an immense and ^^5,°''" '
increasing foreign traffic. The distance from Bos-
ton to the Mississippi River, by the proposed road,
is about 1,100 miles ; there is at present a continu-
ous line of Rail Road completed and in successful Conueot-
operation to the Eastward of the Peninsula of Ca- jJJ^ J'^'^'a.
nada West, from Boston to the City of Buffalo, atnon
the foot of Lake Erie. To the West of the Pro-
vince there is a Rail road in the State of Michigan,
leading from the City of Detroit, on the Detroit
River, to the mouth of the St. Joseph river, oppo-
site the City of Chicago ; of this latter road 110
miles are finished and in operation, and the remain-
der is in course of completion. The distance from
Detroit tj St. Joseph is 200 miles, and from St. Jo-
seph to Chicago, across Lake Michigan, 69 miles.

fhr fi Rail
Road.

Divick.uN 'pjjc ijj^i KoacI i'roiH Boston to liud'alo is owned
ullcxml' hy several Companies, and yields annual profits to
''"''* the Stockholders of from 7 to 10 percent. ; that in
the State of Michigan, although not entirely com-
pleted, paid last year 7 per cent. The business be-
tween these roads is at present carried on through
liake Erie, and gives employment to a vast quantity
Naviaa. ^^ shipping; but the navigation of the Lake is cir-
tion ofL. cuitous and dangerous, and for six months in the
^ "' year rendered unavailable, from the harbours being
frozen up, and the generally tempestuous and incle-
ment state of the weather during the w inter season.
The great and increasing trade of the Western
\pcessity country with the seaboard, renders it therefore a
nuitterof the highest importance, nay, even of ne-
cessity, to establish a rapid, short, and uninterrupted
line of communication between the two, by railroad,
and by an examination of the Map it will be seen,
that the Route of the Great Western Rail Road
Advaiua- will posscss advantages superior to that of any other
57 Wo?! ^o'* this purpose, not only from its termini being in
fin Road immediate connexion with the several lines of road
now in existence, but also from the fact that no other
road to the northward of it can be made, unless
it shall meet the interruption of water communica-
tion, which is closed for so large a portion of the
year ; neither can any road be made to the south-
ward of it without winding round the south shore
of Lake Erie, and increasing the distance.by at least
125 miles.

For these reasons, among many others of a strik-
ing nature, this chain of Rail Road must ever be
the chief channel of communication between the
Northern and Eastern, and the Western States of
the American Union, including the Valley of the
Mississippi, of which the Great Western Road
{^°"'®^''Jj.'^ would be the niost important link, extending as
ihn Great it would do, for a distaucc of 245 miles, from the
RoTd'" Niagara to the Detroit frontier, passing through the

is owned
profits to
:. ; that in
•ely com-
siness bc-
1 through
it quantity
ike is cir-
is in the
turs being
:ind incle-
er season.
Western
erefore a
en of ne-
terrupted
J railroad,
be seen,
\ail Road
any other
i being in
s of road
no other
unless
imunica-
of the
south-
th shore
y at least

-'J

a strik-
ever be
een the
•tates of

of the
n Road
nding as
om the
ugh the

rovvn ol" Hamilton, at the head of the navigation of
Lake Ontario, and the centre of the most ])opulous
and best cultivated portions of the Province,
intersecting and contiguous to eight Districts, with
numerous Towns and Villages, possessing a popu-
lation of about 250,000, great agricultural and man- ( >M>ininy
ufacturing interests, which at once guarantees a H','!,/ Ill"'
large way traffic. i^'*'

The Company was first chartered in 1834, and ,
in 1837 the Government was so satisfied of its utility ,n,.nr '"
as a Provincial Work, that it authorized the loan of '^ooo'loi)
£200,000 to assist in its construction ; but the un-
fortunate political events that soon after occurred, cimrt.-r
prevented the Company taking active steps in the bu- >'^""" ^''*
siness, and the Charter at length became null, un-
till renewed under its present form by the last vScs- c;,,^^.,,^,
I sion of Parliament. In 1836, a Survey of the route mi 'i'
from Hamilton to the Detroit River was made by
Mr. Elisha Johnson, a Civil Engineer ot eminence
in his ])rofession, who made a most satisfactory re-
port of the result of his investigation. This report
established the fact beyond dispute, that the route
selected for the road presents a most favourable sur- ^^i.j,,],,,.
face, anil that it can be constructed at as small an?nn's c^ti-
outlay as any road in North America, of an equal"'""
extent His estimate was for a single narrow track,
with a flat rail, and did not include the cost of land,
locomotives, cars, station-houses, &c., and was,
therefore, considered very low; but the Board are
of opinion it would be adviseable, in consideration
of the amount of business it would command, to
construct the road in a more substantial and durable
manner, and with this view have instituted enqui- mi simws
ries into the cost of other Rail roads on this Conti- estimate .
nent, and procured an estimate, (which is given in
the Apendix,) from Mr. Wm. M. Shaw, C. E. based
upon Mr. Johnson's Survey, which justifies them in
putting down the cost of the road, including every
expense, at .£4,322 per mile — makingfor the whole smk
distJ^nce of 245 miles, .£1,059,022, Halifax Cy.

Capita!

> 1

TIk! Capital Stock ol* the Couipany is limite*! by
Its Charter to .t'1,500,000 I lalilax Currency; but
it will not be m^cessary to proture more than i)l,
000,000 Ste^linl,^ ec^ual to tl,l II, 11 1 Halifax Cy.
to be taken in Stock, as this sum will, in all pro-
'^'sl't ^'' bability, be more than suHicient to meet every ex-
ly i.roc i.r- pcusc of constructiofi — the right of way can be had
"' at very little expense, as in most instances the pro-

prietors of the land will give it without charge.
The timber required in its construction is also to
be procured at a small cost, as it is abundant in
the neighbourhood of the entire route.
Knnneeis '^ '^^ Board havc not thought it necessary, on ac-
reiiort not count of its grcat length, to re-publish the Engineers
rciHibiish- j^pp^pi^ . ^i^j^ therefore, have determined merely

to embody in this, such matters of fact as may bear
more particularly on the eligibility and practica-
bility of the work.

The competition for the trade and travelling be-
tween the Western States, including the Valley of
the Mississippi and the seaboard at the East, is now
■^'^^Jj""^ vigorously contended for by different channels. —
of oom-*^ Thus to the eastward of the Niagara Frontier, arc
the Erie Canal, extending thro' the State of New
York, 360 miles between the Cities of Albany, on
the North River, and Buffalo at the eastern extre-
mity of Lake Erie, and head of the Niagara River.
The Syracuse and Oswego Canal, between the
towns of that name of 35 miles in length, and ter-
minating at Oswego on Lake Ontario. The line
of Rail Road between Boston and Buffalo, 560
miles in length, and running from Albany to Buffalo
nearly parallel with the Erie Canal. In addition to
these channels, which are finished and in full opera-
tion, there are others in different stages of progress,
all having for their object the Western travel, and
amongst which we may mention the New Yo.-k
and Erie Rail Road, leading from the City of New
York to Lake Erie, with a terminus at Buffalo, a

rniiiiica-
lion.

distance of 460 miles. A Rail Uoad from New
York to Albany, 145 miles. A Rail Road J""'^"''"'
from Syracuse to Oswego, parallel to thegres".'' '
Canal between these points. A Rail Road from
the City of Rochester to Lewiston, situated 7 miles
below the Falls of Niagara, 75 miles in length. All
of these lines of communications have their West-
ern termini, either on Lake Ontario, the Niagara
River or the foot of Lake Erie, and the principal
source from whence all of them derive their
profit is the Western traffic, which is accordngly
regarded as of much greater importance than the
way business. It may therefore be truly said that
those thoroughfares converge upon the Canadian ^^nthT^^
peninsula, and that consequently by making a Rail Canada
Road from the Niagara to the Detroit Rivers and p"""'^"'«'
passing thro' the town of Hamilton at the head of
the navigation of Lake Ontario it would afford a Direct
most favourable and direct route, and one which 1°"'® 'f>
during the summer would promote the navigation
of the great lakes, and at all seasons of the year
afford an uninterrupted intercourse by land.

The following table shewing the amount of travel
on the line of road between Albany and Buffalo for
year 1844 is extracted from the official returns
made by the several companies to the legislature of
the State of New York.

Name OF Rail Road. Through Passengers. Way Passengers.

Mohawk and Hudsr^, 132,685

Uttica and Schenectady, 101,215

Syracuse and Uttica^ 82,038

.Auburn and Syracuse, 80,538

Avhurn and Rochester, 50,512

Tonawanda, from Roches- ) gf, qgo
ter to Attica. ) -?- *

.Itiica and Buffalo, 64',64'6

Lockport, J^iagara Falls, Lewiston to
but amount to many thousands.

The number of passengers who arrive at
leave Buffalo during the summer months, average

none
60,634.
39,708

9,716
70,857

26,570

9,303
Buffalo, no returns,

Amounf.
and ^^ Buffalo.

dize.

1000 dailf/f while tlie extent of travel (»n Lake Erie
may be estimated from the Report ol' the President
of the Board of Internal huprovement of the State
of Miehififan, for 1844, by which it appears that an
avera|?e of 20,000 passena^ers per month arrive at
Detroit by Steamboats, during five months of
Arrivals the year, making a total of 100,000 passengers
''"^'"' without taking into account those who travel by
Propellers and Sailing vessels, and who are
known to be numerous. 10,000 Tons of Freight
per month is the amount stated by the same autho-
rity, to arrive in Steamers. Leaving therefore the
unascertained travel and traffic out of the question,
we may, from the above data, form an approximate
estimate of the amount of foreign travel which will
pass over the Oreat Western Railway. /At present
the passage between Buffalo and Detroit is perform-
ed by first class Steamers in 36 hours ; but by the
Rail road it might be accomplished in 1 2 or 1 4 hours.
Considering, therefore, the great saving of time, as
well as the increased comfort and safety l)y Rail
De" ^^y» *^^ Board are of opinion that out of the 1 00,000
who pass up Lake Erie in the season, it may safely
be assumed that two-thirds would travel by Rail
road ; this at 3 cents per mile, which is a lower rate
than is usual, would amount to within a fraction of
=£500 per mile ; from w hich, deducting .£200 for
running expenses, will leave a profit of JC300 per
mile, which would be about 7 per cent upon the cost
Profits ^^ construction, allowing the road to cost £4,300
fro!n for- per milc ; tliis does not take into account the travel
eigntrave jy^^ ^j^^ Wcstcm to the Eastcm States, the
Provincial travelling, or the transport of Pro-
vincial and American freight ; nor does it take into
account the annual increase of this trade and travel
which must be very considerable ; and the Board
beg to draw attention to the fact, that for at least
half the year, navigation may be said, (for all useful
purposes,) to be closed on the Canadian Lakes, by

Length
of passage
from Buf-
falo to
troit.

•I

i!u' frosts aiul storms incidental fo that portion of
the year, anil fortliat period the proposed Rail road
would be without a eonipetitor, forniinjj; a eontinu- . ^'«y'ff'*-
ous line between Boston and St. Joseph, at all times j the year
of the year, and eompletely ehan«j;e the season of
travellinia; to one uninterrupted stream from one
year's end to the other.

At present peoph? are obliged to travel during
the season of navii^ation, and the eommercial busi-
ness of the eountry is neeessarily confined to
the same period, traders must procure their winter
supplies of <(oods at the seaboard in September, to
last them until the following May or June, and emi- Poopk-
grants can seldom arrive at their destination in the I',.^,lvei"ir
west in sufficient time to prepare the ground for asi'"""ei
summer crop, this road will enable the one class to
do their business equally well at all seasons and
afford the other an opportunity of taking the full ,i,;i„n ^bu-
advantage of the summer months. **'"""

The Board would also remark that this railway
will receive a willing support from the American
public, (as will be seen by documents here publish-
ed) by whom it is regarded as the only line
which can effectually promote their intercom-
munications, and as it will pass through the town
of Hamilton and the centre of tlie Province, it
will admit hereafter of an extension down the north ,^^.|
shore of Lake Ontario to Toronto, and even to the wiii re-
rity of Montreal, but at the same time they consider r[|.'J°"'^"p."
that, in order to make a railway profitable in Cana- pon
da West at present, it must be laid down so as to
connect with American railways, and form an un-
interrupted line of communication throughout the contfnueS
year, and that the Great Western Railway is and 'o ^^J""-
can be the only one which can effect this desirable '^^
object. The navigation of Lakes Ontario, Erie and
Huron, as has been stated >are rendered dangerous or
altogether impracticable for one half the year and
subjr^ct to cold winds and storms during two of the

months of navigation, rendering- it exceedingly un-
conmfor table to passengers, so that it may be safely
stated that it is only from the middle of May to the
middle of Sept. that the travellers willingly, even
now, seek this mode of transport, any rail road there-
fore,which has either terminus upon these waters, or
which solely depends on business derived over them
— will prove far less profitable to Stockholders, and
of less advantage to the Province, as it would fail to
enlist the support and favor of the American travel,
InTakT ^vhich can only be Lad by adopting the most diract
i-nprofita- routc, ccmsisteiit with Provincial interests^ between
^''^ their own established lines of internal communication.
The Company's Charter is of the most favorable
description, and may be inspected with the Books
for the Subscription of Stock, it being prefixed
to them. It is also decided that no more Stock
shall be called in than will suffice for the construc-
^ tion of the Road, viz., .£1,000,000 Sterhng, and the
£125,000, Halifax Currency, reserved for Canada,
In offering so large a portion of the Capital Stock
in the British Market, and United States, the Board
liavebeen careful not to overstate the statistics of the
probable business of the Koad, and leave to the Sub-
scribers of Stock the responsibility of judging of
Stock of- the unascertained sources of profits, that is to say,
Br?t?8han(i of thosc sourccs of which the Board have been una-
Ameri- blc to procurc official returns. The Board, howe-
''^"' ver, do not hesitate to declare their opinion,
Directors fouudcd ou cxteusive cnquirics, that the Stock of the
opinion of proposed road, will, when completed, equal in
^u,"k value any Rail Road Stock in America.

All which is respectfully submitted by

C'liaricr

VMII. I 'IN.

ALLAN N. MACNAB
\V. "M.SHAW.
lOHN O. HATT.
L. LAWRASON,
JAMES B. EWART
P. CARROLL.
GKORGK S. TIFFANY

DlRKCTOK^

A P P E ID I X .

ESTIMATE of the amount requited to construct the Great Western Rail
Road, from Fort Erie to Windsor, vrith a heavy Rail and single ire :k,
allowance being made for turnouts, a distance of 24<^ viiles 3S^ chains,
as deduced from the survey of Mr. Johnson.

FROM HAMILTON TO CHATHAM, 142 M. 72 CHS.

1,777,090 C. yds. Excavation ,

1,631,180 C. yds. embankment ;

53,000 C. yds. rock excavation ;

170 Box Culverts

2 Culverts ,

4 Do. I

1 Do. at Fairchild's Creek '

2 Do do
4 Do do
1 Bridge across River Thames I
1 Do middle branch do i
1 Do across Cedar Creek i
1 Bridge across Thames at London I
1 Do Dingsman's Creek ',

Grubbing, clearing and off-take drains, per mile
The country between Chatham & Windsor, 47 miles

304 chs., being very regular, I estimate this Sec.

as follows : —
Grading, bridging, &C.47 miles 30^ chs.
Hamilton to Fort Erie, 55 miles 16 chs.

For 7 miles
" 20 do
« 5 do
« 15 do

" « do 30^ chains j

Draw Bridge acro«s the Welland Canal I

Land damages, say 245 miles |

24600 tons iron ai delivered on line ;

Laying 246 miles track, including timber, &c. for

superstructure
Depots, stations, work shops, &c. locomotives and

cars, the number of which will depend upon the

business of the Road, say 12 Locomotives
30 Passenger Cars
35 Freight and sand Cars

Superintendence and contingencies, 10 per cent.

£. s.

£. s. ]

48129 10

50492 15

3.ii

8281 5

2550

200

400

250

1000

450

375

750

450

1800

2000

1200

500

2500

500

200

28580

1300

61595 12

3000

21000

2000

40000

2500

12500

1800

27000

800

3000

1 30

7350

; 15 10

381300

! 750

184500

2500

30000

i 550

16500

150

5250

■ • ■

960929 2

96092 18

C 1059022

Ihimltim. JuJij 26. IRI.').

W. M. SHAW, C. E.