C. ' THE COMPANY. -% ■^-^ fit fy gr- i ^^ai- '^/ ?^" i ^31g^r^iV l if^''" .<^ •sTi' ^rfl^lt .v:a^/aa -'ftOY'¥'^'<-!a^rrr;V/. i3-^r-:: '-■m ^ ftS ■^ dZ nyjt^ 'f * ;"T^'-'%*" 5 * ^'^^. \ — -j- THE rfanada %mtkm |mka5 COMPANY. PROSPECTUS, REPORTS AND OTHER DOCUMENTS. Beta |)orh : E. WELLS SACKETT & BHO., HOOK, .lOl? AND LAW PRINTERS. Cor. William and Pins Struts. 1S72. Pfficef^s of the Company. MILTON COURTPJGHT. JOHN F. TI^ACI^ DANIEL DREW, SIDNEY DILLON, WM. L. SCOTT, WM. A. THOMSON, JOHN ROSS, O. S. CHAPMAN, BENJ. F. HAM, MILTON COURTRIGHT. IICOL KINGSMILL. M. H. TAYLOR. F. N. FINNEY. iisiiiif lilt sst'SisissD, WM. J. McALPINE. CROOKS, KINGSMILL & CATTANACH, Toronto, Canada. CHARLES TRACY, N'ew "Vorlw City. PROSPECTUS OF THE CANADA SOU^'ERN RAILWAY COMPANY. The object of the promoters of the Canada Southern Railway is to form with other Roads a cheap line of traffic between Chicago and New York, so located and constructed as to reduce the cost of transporting the products of the interior to the lowest limit. The line adopted by this Company with its connections will accomphsh this result, being practically level and straight to tide water. The natural outlets from Chicago and the Valley of the Mississippi to the seaboard, are either in a southerly direction along the Valley of the Mississippi to the Gulf, or in an easterly direc- tion to Lake Erie ; thence along its borders to its eastern terminus at Butfalo, and from there following the plateau that extends to the Mo- hawk, thence to tide water on the Hudson, or by a hne through Canada to Hamilton, at the 6 head of Lake Ontario, and thence by the Lake and the St. Lawrence to tide water. All rail- ways from Chicanjo to the seaboard, between this plateau and the Mississippi, pass over for- midable mountain ranges. The Erie over the Alleghanies at an elevation of 1,800 feet; the Pennsvlvaiiia at an elevation of 2,200 feet : the Baltimore and Ohio at an elevation of 2,(100 feet, and the Chesapeake and Ohio at an eleva- tion of 2, 000 feet. Upon this route this great mountain range falls off at the summit of the plateau mentioned into a plain only 420 feet above tide water, and 145 feet below the level of Lake Erie. ROUTE. The Canada Southern Railway is located through the southern tier of counties in the Province of Ontario, the most po])ulous and fertile agricultural portion of the Dominion of Canada. Its eastern terminus is at the International Bridge, now" being constructed over the Niagara River at Buffalo, and its western termini are on the Detroit River at Amherstburg, near its mouth, 229 miles from the International Bi'idge, and (by the branch) at Moore, on the St. Clair River, (opposite St. Clair in Michigan,) 184 miles from the Bridge. CONNECTION 8. Its eastern connections with the seaboard, will be by the existinii- New York Central and Brie Railways : the Midland Railway, and the Buttalo and Washington, and Pine Creek Rail- ways, now in the course of construction, which two last-niv3ntioned, in connection with the Pennsylvaniji road, will furnish two additional lines to New York, and one to Philadelphia, Baltimore and Washington. Its western connections with Chicago, will be by the Chicago and Canada Southern Rail- way, from o))posite Aniherstburg, as well as by the Peninsula and Midland, and the Michigan Air-Line Railways from St. Clair, all of which lines are now under construction. The Railways mentioned will make four dis- tinct lines from the eastern terminus of the Canada Southern to New York, and, with the Michigan Southern and Central, live distinct Hues from its western termini to Chicago. The Canada Southern will thus be a connecting link between great systems of roads, which can now su])ply to it, at either end, a traffic equal to its utmost capacity. To connect these important systems there are now but tAvo existing roads, viz.: the Lake Shore along the south shore of Lake Erie, and the (Ireat Western of Canada, with its proposed "Loop Line" from (llencoe to Canfield. It is also the most direct link in 8 the line of communication between the West and tlie New England States, and their prin- cipal seaports. The main line and its branch are located where the Detroit and St. Clair Rivers may bo crossed to the best advantage, either by ferries or by bridging. Ferry-boats may be tempora- rily used, but public convenience will demand, as it has over the Mississippi, that bridges over them shall be built as soon as possible, with such provision as will prevent interference with navigation. ALIGNMENT AND GRADES. Annexed is the report of Mr. F. N. Finney, chief engineer, in which will be found in detail the lengths of the main line and the St. Clair branch, the proportion of the straight and curved lines, as well as of the grades and dis- tances between objective points, as compared with other lines. Also, the re])ort of the Hon. Wm. .1. Mc Alpine, consulting engineer, who by his scientific knowledge and long practical ex- perience in the construction and management of some of our most important railways, and in his official connection with the railwavs and canals of the State of New York, has had a very extended and diversified knowledge of the trade and commerce of the country, and also of the cost of transport as affected by the difference of grades, alignment, etc., upon railways, and who has made and ])ul)lished m> • y comprehen- sive reports u])on these subjects. He has carefully examined the report of our chief engineer Mr. Finney, and presents the ad- vantages which this line possesses in regard to its position, grades and aligimient. The length of road to be constructed is 21)1 miles, of which IK) per cent, is straight, with no opposing grade exceeding 15 feet per mile, and that for only a short distance in any one place. The distance from the common railway center at Buffalo, by the main line, is 28 miles less to Toledo than by the Lake Shore, and to Adrian by the Chicago and (Janada Southern Railway, it is 48 miles less than bv the Lake Shore. The distance by the main line and the Chi- cago and Canada Southern Railways to Chicago, is 33 miles less than by the proposed " Lo()p Line" of the (rreat Western and the Michigan Central : 45 miles less than by the Lake Shore and Michigan Soutiiern " Air-Line," and 55 miles less than by the "Old Line" of the Mich- igan Southern. The Chicago and ('anada Southern Railway is the closing link between the western termiims of the main line of the Canada Southern Railwav and Chicago. The maximum grade of the former, like that of the latter, is but iifteen feet to the mile, with an alignment nearly as favorable as that of the Canada Southern. 10 None of the existing- lines of i-ailway between Chicago and New York, have been located and constructed with reference to cheap transporta- tion. The great and increasing traffic between these points, now demands a line of railway which will atford the cheapest transportation practicable. With a few changes in the existing lines of railway between Buffalo and New York, grades of not exceeding fifteen feet per mile and good alignment, can be obtained, which will make, in connection with the Canada Southern, and the Chicai>'o and Canada Southern Kailwavs, a line over almost a level plain, the entire dis- tance from Chicago to New York. No better evidence of the value of low grades can be given than that which is exem- plified by the experienced managers of the Pennsylvania Railway Company, who are now en- gaged in providing a low grade line for freight, between Pittsburgh and llarrisbui'gh. by which they will abandon 2.')() miles of tlieir present main line for through freight trattic, although it will increase the length of the line to be run, 02 miles, aiul involve the actual construction of 110 miles of a new and expensive road. Another instance is that of the lloosic Tuimel, where twelve millions of dollars will be ex- pended, mainly to reduce the grades between the Hudson and Connecticut Rivers, the distance to Boston being reduced only 10 miles. Similar changes in several of the (ireat Trunk Lines are 11 in contemplation, all of which show that the attention of the most judicious minds of railway managers is earnestly directed to lessening the cost of trans])ortation by reducing grades. None of the raihvays between Chicago and New York, south of the Lakes, have a uni- form gauge. A gauge of four feet nine to four feet nine and a (juarter inches, intervenes in all of them. The Canada Southern, with its con- nections east and west, will form a through line, relieved of this objectionable feature, having a uniform gauge of four feet eight and a half inches, (the prevailing gau^ of the country.) over its entire length. Another im])ortant object to the northern roads connected with this line, will be effected by the construction of the Canada Southern. Heretofore the northern lines, when in close com- ])etition for traffic, or in a contest for speed, have been closelv pressed bv the more southerly lines: this railway will change the ])Osition of these lines in that respect, in favor of the north- ern lines. The advantage which the (^anada Southern ])()ssesses in the matter of routes and grades, find its importance to other liiles cannot be better illustrated than by the discussions of the shareholders of the Great Western Rail- way Company, at a meeting held in London, England, in July last, called to consider the building of the " Loop Line" from Glencoe to 1^ Caufield, extracts of which will be found hereto appended. These gentlemen who expected to forestall the construction of the Canada Southern by building the '' Loop," doubtless took an intelli- gent and comprehensive view of their position, as it was evident from the drift of their re- marks, that the construction of the '' Loop/' was not deemed advisable for their interest as a project by itself, and was only urged to defeat tlie Canada Southern. The value and importance of the Canada Southern Line itself, and its necessity to the other great Hues in which we were interested, alone controlled the question of its construc- tion. If the Great Western Railway Company were warranted, even in entertaining the idea of a ''Loop Line," ])arallel with their own railway, in consideration of procuring grades of thirty- five feet per mile, but by which they w^ould gain nothing substantially in distance, wdiile the business which it would get would be prin- cipally taken from their own main line, these other great interests, both east and west, would certainlv be ^^*arranted in buildiuii; the Canada Southern, by which thev would save from fortv- five to fifty -five miles in distance, and procure grades of 15 feet, which are as much better than those of the " Loo])," as the latter are superior to those of their own main line, while 1^, we will lose nothino^ by diversion, and have a line which is seven miles shorter than the (rrand Trunk and ' Loop " Lines between the Inter- national Bridge and their final divei ;ence from our line near St. Thomas. Chicago is not only a centering point for the railwav lines from the eastward, but also of those extending to the westward. Of the railways diverging west from Chicago, one great interest is under the same controlling power that manages the Michigan Central. This management is now extended to the Great Western of Canada. To have left the monopoly of the traffic across the Peninsula of Ontario under that control alone, must have been regretted by every other interest both in and out of Canada. TRAFFIC. The managers of the Great Western, whose railw\ay passes through a country occupied verv much like that of the Canada Southern, state that from 1805 to ISfJO, there w^as an in- crease in the value of their through traffic, from $500,000 to $1,200,000; "a steady, regular in- " crease which is going on still, notwithstanding "the reduction of rates and fares between IS(;5 "and 1861), " of one hundred and thirty-six per cent, in five years; or, an average of twenty- 14 seven per cent, per annuni. The gross traffic recei})ts for the half year ending 31st July, 1S7<), were $2,044,500, of which the local traffic was 45 per cent, of the whole. Taking the tirst half of 1S70 as a basis, the receipts for that year would be $4,000,000, of whicli, by the same proportion. Si, 800,000 would be derived from the local, and $2,200,000 from the through business. There being a "steady rejrular increase" be- tween 18()5 and 18G9 of 27 per cent, per annum, it is a low estimate to assume, that by the time the Canada Southern Railway is completed, (January 1st, 1873,) the business of the Great Western will have increased at least 25 per cent., (12^ per cent, per annum,) equal to an ag- gregate amount of local traffic of $2,250,000, and of through traffic of $2,750,000. On the opening of the Canada Southern, with its further development of the large agricultural })roducts for export, as well as those from the lumber and mineral oil districts, which have heretofore been destitute of railway and other facilities of transport, an additional local busi- ness may reasonably be expected of at least 25 per cent., nmking for both roads $2,800,000 of which the Canada Southern, when fairly in ope- ration, will, it is estimated, secure at least two fifths, or $1,120,000, with an increasing pro- portion every year thereafter in its favor. It may be added that a large traffic will be 15 derived from the cxistino; hranch railways, from London, from St. Catharines, from the two roads which extend from the International Bridge, through Niagara Falls, and from the Hamilton , branch now constructing, all of which, exce])t the London branch, terminate on Lake Ontario, where they connect with the steamers running to Toronto and through the Lake and the St. Lawrence to Quebec, and to all of the impor- tant intermediate places. The Hamilton branch will give us a direct communication by rail with Toronto, and all other points north and east of Hamilton to which railways have or may be extended. By this branch from Hamilton to Caledonia, thence by the Grand Trunk to its intersection with the Canada Southern, and bv the latter to the In- ternational Bridge, Buffalo and the railw^ays terminating there can be reached in about the same distance from Hamilton as by the Great . Western, thereby giving Hamilton and the country tributary thereto a competing line to and from the East as well as the West, includ- ing the Oil Regions. The Hamilton branch is 27 miles in length from Hamilton to its inter- section with the Canada Southern Railway r)(Si miles west of the International Bridge, which latter point is 42o miles from Chicago, bringing Chicago within 4M) miles of Hamilton, which is at the head of navigation on Lake Ontario. The nearest point from Chicag;o at which Lake Ontario can be reached by rail ak)no- the south shoi-e of Lake Erie, is over 5(50 miles. A lari^e throu<»'h traffic over the Canada South- ern, will be derived from the central and north- ern portions of Michigan, tributary to the St. Clair branch. The rich and thickly populated agricultural regions of central Michigan, to- gether with the vast quantity of pine from the northern portion of the State, (already pene- trated by railways,) can find no outlet to an eastern market so advantageous as over the St. Clair branch. In addition to this, the St. Clair branch will obtain from the Peninsula and Midland, and the Michigan Air-Line Raihvays, not only the through business which those lines will derive from Chicago, but also their own local business, and very much of that which will be carried by the other lines, which they will intercept, and to which this branch can offer a shorter and cheaper line eastward, than can be ob- tained by any other. From these sources, it is believed there will be derived an amount at least equal to that above estimated for the local traffic in Canada, or $1,120,000. The following extract, taken from the Report of the Convention, held at Saginaw, in 1809, of the friends of a line to connect with the North- ern Pacific Railroad, from the St. Clair River n via the Straits of Mackinaw, will show the value of the products of the northern portion of Michigan which will be tributary to the Canada Southern Railw^ay : Copper and Iron from Lake Su- perior $cS/J0O,0()O Lumber, Timber, Shingles, Lath, Staves, etc 28,534,294 Salt, . . . . . . 1,111,380 Fish, ()5 1,000 Plaster 144,01)0 Total, . . $8J),340,7()4 The Northern Pacific wdll be extended east- wardly either by that or some other Company, through the great mineral and lumber regions along the south shore of Lake Superior, to the Straits of Mackinaw, where it will connect with railways extending to St. Clair. The distance by the Canada Southern and the Straits, from Bufffilo to Luluth will be over 100 miles less than via the south shore of Lake Erie and Chicago. From all intermediate points east of Duluth the distance saved will be much greater. This is an important feature in con- nection with the Canada Southern Railway, and must ultimately add largely to its trafUc. From the main line via Amherstburg, our connection with Chicago will be by the Chicago IS and Canada Southern Railway, with whicli we are in ch)se alliance, forniino- together the most direct and level railway attainable between (.'hica^^o and Buffalo. From the local business of this important line, the through traiilc from Chicaiio, and from lines west of Chicago, an amount ecjual to that noAV deiived by the (Ireat Western from the Michijian Central, (increased by the twenty-liye ])er cent, before stated,) viz., ij^2,7.')( ),()()(), may certainly be i-elied upon, as soon as the facilities for transpoi'tatiou are afforded. This amount, together with the estimated local business of (Canada, $1.1 20,( KM), and the through tralUcfrom Central and Northern Michigan, Si, 120,000, gives an aggregate of $5,( M M ).0( X >. In the foregoing estimate the business that centers at the Cities of Detroit and Toledo, from both of which points the Canada Southern will furnish the shortest and much the best route east, has not been taken into the account. The best idea of the through business which the Canada Southern Railway may expect can be derived from a statement of the immense area, po])ulation, wealth, resources and progress of the States lyinir west of its western termini. These States are Michigan, Indiana, Illinois, Missouri, Kansas, Nebraska. Iowa Wisconsin and Minnesota. They contain an area of 5()( ),79o scjuare miles, and had a po|.ulation in ISTO, of 10,280,:^T1. The following statement will show 1» the area of each State, the ])()|)uhition, and the number of miles of railway in each, in iSdO and 1870. Area. I'lipulation, l'i>piiliitii>ii. Miles of Miles of S(|itare Miles. 1860. 1870. R. R. 1860 U. R. 1870. Michigan .... 56,451 74!M13 l,lH4,2i>6 77'.l l.7:J:5 Iiuliana 33,H09 1.350,428 1,673,046 2.163 3.177 Illinois 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 3(i2,871 1,401 Nebrii.^ii 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 1.055,167 905 1,350 560,793 6,772,3()8 10,280.371 8,118 18,624 The population of these States increased in the period of 1() years, 3,.")08,(M)3, over 50 per cent. The railroad mileage in the same time increased 10,50(1 niiles, or nearly 130 per cent. At a similar rate of increase, these States will have in ten years from this time, 15,00(),000 inhabitants, and 40,000 miles of railway. But this is by no means all. New States are speedily forming out of Territories already containina^ large ])opulations, while the railroads across the continent will bring to all the eastern lines an immense tiaffic from the interior and from the Pacific (,^oast. With that of the Ter- ritories, the increase of population in the West cannot be less than (100.000 annually. The yearly increase alone is adecjuate to the sup port of a tirst-class road to bear their products to market. - , ^) The States named in tlie preceding table ))ro- diiced last year 40(),()00,0()() bushels of corn, and 150,000,000 bushels of wheat. The tonnage of this vast quantity exceeds l.s, 000,000 tons. But this tonna<:^e, ii:reat as it is, is but a tithe of what will be produced with their increased population and under the stimulus of cheap transportation. The transportation of stock, and animal food of various kinds, constitutes a larger source of income of our throuoh lines than that of i^rain. This kind of traffic is increasing; much more rapidly than any other. The Eastern States are becoming more de- pendent every year upon the far West for their supply of animal food. Stock can be raised and transported at a profit far beyond the profitable limit for grains -^n account of the greater value of the former. But the rapid increase of the tonnage of our railroads is much more wonderful than the in- crease in po})ulation. The tonnage in lS(i!> of the five great roads coming into Chicago from the West ; the Chicago and North Western, the Chicago and Hock Island, the Chicago, Burlington and Quincy, the Chicago and Alton, and the Illinois Central, amounted to (), 707, 201> tons. In 18M() the tonnage of these roads did not exceed 1,500,000. The increase in H) years equaled 5,207,209 or 8.")0 per cent., or an average in- crease of 35 per cent., yearly. ^ ■_ ^ j„. 21 The tonnage of the three great lines from the West ternnnating on the seaboard ; the New York Central, the Erie, and the Pennsyl- vania Railroads, increased from 1851) to 18<>!)^ a period of ten years, from 2,utfalo. and for the rear 1870. was 22 cents per bushel. Corn being car- ried at about the same rate for the same weight. The toll on the Erie Canal for the last year was 8 cents per bushel with freight exception- ablv low. If the Erie (*anal is ever made free from toll, it will onlv reduce the cost of trans- portation by water to this extent. " This is the only reduction possible, short <>f au enlargement of the Canal. Mr. McAlj)ine demonstrates that by a low grade line, i>rain can be carried from Chicauo to New York for from 20 to 22 cents per bushel of (10 |)ounds, taking as a basis, the roads with iron rails, and with a road-bed as ordinai-ily used. \Yith a perfect road-bed and steel rails, a saving of 15 per cent, as compared with his estimate, nuiy be assunu'd. The practice of purchasing grair» at the sta- tions upon the roads west of Chicago, is in- creasing among grain dealei's. This saves all charges at Chicago aiul iJidfalo. These transfers 28 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 con- dition in which the grain reaches market. A freight train of 40 cars, with 14.0(K) bushels of wheat, which can always be relied upon, from Chicago to New York, (1)25 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 (UK) tons) the weight, (which is about the pro]>o] lion of back freight,) can })e taken at a cost of not to exceed $1.00 per mile run, or lor 1,-^50 miles, . Sl,850 Terminal, and other charges, . . . 4()8 Total. .... $2,318 This includes the cost of working and maintaining the railway and equipment, to_,ether with every other expense, except interest on capital. 14,0(HI bushels of wheat at 17 cts. per bushel, is ... $2,380 100 tons mixed freight back, at 75 cents per hun- dred, is 1,500 3.880 Leaving a net ])rofit of . , ♦ * . :|1,5G2 or over 40 per cent, upon the gross earnings. 34 A ^^2-toii locomotive \\\\\ transport over such a road CO cars, with 21,000 bushels of wheat, with a return freight of one-quarter the above (say 150 tons), at a cost of SI. 25 ])er mile run : this ^vould reduce the cost of transporting the wheat to 14 cents per bushel, and the back freight to (»0 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 bv water. Over such a railway as has been described, and which is entirely practicable, produce from Chicago and stations west, can certainly be transported chea])er to New York than by any existing water communication, and it is be- lieved, cheaper than by any improved, or en- larged navigation practicable. In connection witli the transportation of grain through the iSt. Lawrence, which is now of considerable magnitude and j'ai)idlv increas- ing. the line to Hamilton becomes particularly important. The distance from Chicago to Lake Ontario, by Avater, is not only long and circuit- ous, but involves ])assing through the Welland (■anal, the locks of which are onlv 2(H bv 150 feet in the chamber. The locks between Lake 'Ontario and Montreal are 45 by 20() feet, the 25 latter admittiii": vessels or bar ores of verv much greater capacity — sea-going ships. Of 54/)()0,00(> bushels of grain destined through the Welland Canal, 10,000,000 bushels, or nearly 20 per cent, were lightered over the Welland Railway, Avhich was built by the side of the canal for that purpose. Taking grain by all rail direct to Hamilton, this lightering and expense of passing the Welland Canal will be avoided, and can there either be put into a class of ships safe foi' a sea voyage, or into large barges, for either Oswego, Montreal or Quebec, at which two latter ])laces it can be sent abroad by a still larger class of ships, (xrain can be taken from Chicago to the head of Lake Ontario at Hamilton, 450 miles, and transferred into vessels or barges through an elevator for 8 cents per bushel. Airing grain occasionally, through an elevator, on a long voyage, is worth to the grain all it costs. The transpor- tation of grain bv this route will doubtless become important, and add largely to the traffic of our railway. The receipts of the Lake Shore and Michigan Southern Railway in \XH), were over S^L},0(M),- OOO. From the 1st of January to the 1st Sep- tember of this year (1H71), the increased re- ceipts, as com pa led with those of the same time last year, were over i?l)()0,00<), and but for the want of capacity to do the business offered, would have been greater. If more facilities ■ 38 are necessary now to relieve this blockade, it will be imperatively necessary, upon the com- pletion of the additional railways, now in course of consti'uction from the Detroit and St. Clair Rivers west, and from Buifalo east. The Canada ^^outhern will have less than half the capital ofthe < Jreat Western with its "Loop," and but half the cai)ital, which belongs to that portion of the Lake Shore Railway, which is within a corresponding' distance from Chicaoo. With the advantages of distance, grades and alignment lai-gely in its favoi", it will stai-t off with a steel rail and new equipment of the most api)roved modern kind, whilst the Lake Shore and Ci'eat Western Railwavs, to avail of similar track and en, and all its other advantages combined, it is dithcult to estimate the traffic which must necessarily pass over the Canada Southern Railway, the most favoi-able link in thaf line of transit, over w hich so im])ortant a portion K^X the business of the continent naturally passes. 27 ASSETS. Capital stock, $1(M)(M),(M)() Capital stock subscribed, . . . 2,0<)0,()0() First mortoage, 7 per cent, sinking fund bonds, 9,000,00(1 The cost of the Railway ecpiipnient and appurtenances complete, as estimated by the Chief Engineer, is .......... . 14,500,000 To this must be added for commis- sions, office and legal ex])enses, and contingencies, l,r)()(M)00 Total .... S1(;,()0(),00() Based on the payment of one-half in the capital stock of the Company ($8,000,000) and the remainder in first mortgage bonds of the Comi)any ($S,()(MI,()(K)). " • This will leave two millions of the stock and one million of the bonds in the hands of the Company. Sufficient of the securities (e(puil amounts of stock and bonds; have already been placed, to pr<>vidc all the means necessary to ])rocure the light of way, fence, grade, bridge, and prepare the road-bed upon the whole line of I'ailway, including the Branch, for the super- structure, and to furnish the rails for, and complete fifty ml of the same. 08 The estimated annual gross re- ceij^ts from traffic, as heretofore stated, are $5,00(VJ00 The working expenses should not exceed 55 per cent, of the gross earnings, even at the minimum rates, or 2,750,000 Leaving of net revenue, . . $2,250,000 The annual interest on the bonds is $630,000, and the contributions to the Sinking fund $82,000; this provides for the payment of the interest and debt at maturity. Making \ 712,000 Leaving, net, $1,538,000 which is equal to 19 per cent, on $8,000,000 of stock. The line is permanently located, right of way nearly all secured and paid for, all the grading and bridging, and most of the ties required are under contract and under w^ay. The grading and bridging will be completed, and the road- bed of the whole line, including the Branch, made ready for the superstructure by the open- ing of next Spring. Kails for 05 miles (six thousand five hundred tons) have been pur- chased to be delivered this fall. It is the design of the Company to have the whole line of Railway completed, equipped, and ready for operation, by the 1st of January, 187;^. A copy of the Bond and Mortgage is hereto appended. For the Board, • M. COURTRIGHT, President. New York, September, 1871. REPORT OF CHIEF ENGINEER, To THE President and Diisectors of the Canada Southern Railway Company : Gentlemen: Yu;ir road is now |)erinanently located. A line has been obtained with grades not exceeding 15 feet to the mile, and 3 degree curves, being within the limits of my instructions. The distance from the west end of the International Brid-i^e, (over the Niagara River at Buffalo,) to Amherstburg, (on the Detroit River, and near its mouth,) is 228.83 miles. The St. Clair Branch, from the point of its diverg- ence from the main line, (near St. Thomas,) to Moore, (on the St. Clair River, opposite St. Clair, Michigan.) is 61.89 miles : and from the International Bridii;e to Moore, the distance is 184.29 miles. The alignment of the main line, from the Interna- tional Bridge to Amherstburg, is as follows : Straight line 218.76 miles. Curves 3° 0.95 miles " 2° .- 2.00 '' " 1° 4.72 " " \° 2.40 " 10.07 " Making the total length of the main line 228.83 mile? The alignment of the St. Clair Branch is as follows : Length of straight line 60.98 miles " curv'es 2° 0.91 " 61.89 " Making the total length of the main line and branch 290.72 miles. ;>2 The total length of straight line, (on tlie main line and branch,) is - - 279.74: miles. The total length of curvature 10.98 " 290.72 miles. The principal tangents on the main line are^ one of 17.34, one of 28, one of 51.18, and one of 52.15 miles, and on the St. Clair branch one of 54.48 miles. The length of the different gradients on the main line are as follows : Level and under 5 feet per mile 121.20 miles. Going East, ascending 5 to 10 feet per mile 14.35 " " " " 10 to 15 " " " 19.80 " " " '• of 15 " " '• 14.83 " GoingWest, ascending 5 to 10 " " " 21.77 " " " " 10 to 15 " '' " 6.67 " " " " of 15 " " " 30.21 " 228.83 miles. And on the St. Clair Branch: Level, and under 5 feet per mile 42.09 miles. Going East, ascending 5 to 10 feet per mile 5.25 " 10 to 15 " " " 3.31 " " " " of 15 " " " 4.47 " • GoingWest, ascending 10 to 15 " " " 0.85 " "" " " ~ of 15 " " " [ 5.92 " 61.89 miles. Of the 15 feet grades, there are 14.83 miles encoun- tered on the main line going cast, and 30.21 miles going west ; the greatest length of which, however, in anj-- one place, going east, is 2.55 miles, and going west is 3.48 miles. 33 A line was run from a point near Sandwich, on the Detroit River, (o|)[)Osite Detroit. Miehiijan,) for a dis- tance of I0.2 miles, to the main line. It is nearly level and can be cheaply built. But as Detroit can be reached via the St. Clair Branch, with less distance and equally favorable grades, and to better advantage than by the way of Sandwich, it will probably be deemed inexpedient to build the road to Sandwich, at least for the present. The distance from the terminus of the St. Clair Branch, at Moore, across the river to St. Clair, is 2,011 feet, or 0.38 miles, with a depth of water from 20 to 33 feet, with the exception of the main channel, which is 500 or 600 feet in width, with a depth of water averaging 43 feet, and a maximum of 45 feet, with a hard blue clav on the bottom, for the whole width of the river. This crossing is favorable, not only for a permanent bridge, but also for a temporary ferry, and is unobstructed by ice during the winter. The distance from the terminus of the main line at Amherstburg, across the river to the main shore on the American side, is 3.48 miles. The eastern, or main channel of the river, is about 3,500 feet in width, vary- ing from 10 to 22 feet in depth, with an extreme depth of 22 feet, and a rock bottom throughout. There are two other comparatively unimportant channels to bridge, on the Michigan side of the river, together nearly 3,000 feet in width, where the average depth does not exceed 15 feet. These two latter channels, and also a part of the main channel, can readily be bridged, leaving a ferry of only 3,000 feet. This crossing is also favorable for a ferry, being unob- structed bv ice duriuff the winter. M The crossings, both at Amherstbiirg and St. Clair, are favorable for bridging, and would be entirelji un- objectionable on the ground of interfering with the navigation, if provided with .suitable draws. The distances between the objective points are as follows : 1st. Between Buffalo and Toledo, via the main line to the Detroit Branch of the Lake Shore and Michigan Southern Railway, to-wit : The International Bridge over the Niagara River 1 0.67 miles. From the International Bridge to Amherst- burg 228.83 " From Amherstburg to the main shore on the American side 3,48 " Thence to Toledo 38.02 " Total distance from Buifalo to Toledo 271.00 miles. In estimating the distance from the point where our line would intersect the Detroit Branch of the L. S. and M. S. Railway to Toledo, I do not calculate the distance to the depot in Toledo, but to a point where the roads leading into Toledo would naturally inter- sect, and which would add nothing to their length. 2d. From Buftalovia the St. Clair Branch to Detroit: Buffalo to St. Clair 184.29 miles. St. Clair to Detroit, via New Baltimore - 42.00 " 226.29 miles. 35 In calculating tho distance from St. (Mair to Detroit, it is not taken to the river, but to the point of inter- section with the Detroit and Milwaukee R. R. and the Detroit Branch of the Lake Shore and Michigan South- ern Railway, and which is convenient for the business of Detroit, and at the same time avoids tlie long cir- cuit into and out of the city and saves a number of miles of distance in passing on to Chicago, by any of the roads leading to the latter. The maxiniUHi grades on the proposed "Loop Line" are 35 feet to the mile, and with greater curvature than on the Canada Southern Railway. Injustice to the Chief Engineer of the G. W. Loop Line and his associates, it is proper to say, that these grades and this curvature were unavoidable ; as by the act of Parliament, granting the right to build the road, they were obliged to locate it through the differ- ent villages along the route. The maximum grades on the G rand Trunk Railway, between the International Bridge and Cantield, over which it is proposed to pass the traffic of the " Loop Line,'" are at least as great as those of the " Loop." The distances from Buh'alo to Chicago, (the principal objective point,) starting from the natural point of in- tersection with the New York Central, the Erie and other railways at Buffalo, (viz : 3i miles east of the Buffalo depot, and 5 miles from the west end of the International Bridge,) are as follows : 36 1st. By the Canada Southern main line, and the proposed Chicago and Canada Southern miles. Railways, is 487 2d. By the Canada Southern and the Chicago and Canada Southern Railways to near Adrian and the Michigan Southern, . . 494 3d. By the St. Clair branch of the Canada South- ern, and the Michigan Air-Line Railways, 497 4th. By the St. Clair branch of the Canada South- ern, the Michigan Midland, and the Penin- sula Railways, 505 5th. Bv the Grand Trunk, the Great Western and its " Loop Line ' and the Michigan Central Railways, 520 6th. By the existing line of the Great Western and the Michigan Central Railways, start- ing at an equal distance with the other lines from Rochester, 526 7th. By the Lake Shore and Michigan Southern Railways, via the Goshen branch. . . . 532 8th. By the Lake Shore and Michigan Southern, via the old line, 542 The distance from the intersection at Bulialo, by the Lake Shore Railway, to Toledo, is . 299 Bv the Canada Southern and the Detroit branch of the Lake Shore to Toledo, is . . . 276 St. Clair, in Michigan, is the samt distance from Bulfalo, by the Canada Southern, as Cleveland is by the Lake Shore ; and Lansing, (the cai>ital of the State of Michigaii,) is the same distance from Bulfalo as Toledo. Li addition to the low grades which have been es- tablished upon the Canada Southern Railway, and 37 the slight ciiivaturo, other essential advantages have been gained, which add to the safety and value of the road, viz. : First. — There are no curves on the road, which do not have tangets of at least 1,000 feet between them, thereby allowing trains of the usual length to straighten, before entering upon another curve. Second. — Every bridge upon the road, is approached by a tangent of not less than 1.000 feet in length, and in nearly all cases of much greater length. This is a very essential feature, as it lessens the strain on the structures, and reduces the liability of engines, or cars to leave the track, on or near the bridges. Third. — The maximum grades are confined to the tangents. Curvature and grades seldom occur at the same place, and never where the resistance of the two combined, exceeds the effect of a grade of 15 feet per mile on a straight line. Fourth. — The aggregate length of j)ermanent bridges will not ultimately exceed 1,300 feet, or one-fourth of a mile, for the entire length of the main line and branch. The working divisions of your road are determined by the location, and are very favorable for working it economically ; that is, St. Thomas being central on the main line and also at the eastern terminus of the St. Clair branch, by locating the main shops for con- struction and repairs at St. Thomas, every locomotive making regular trips over the road, cither on the 38 Eastern, Western, or St. Clair Divisions, will neces- sarily come to these shops ever}- twenty-four hours, and all cars passing over the main line or branch, will also be here examined and repaired if required. Locomotives would easily make the trip over the Eastern and Western divisions daily, and a round trip each da}" on the St. Clair division, thereby economiz- ing power to the greatest degree. Small shops in connection with the required engine houses at each end of the main line, and at Moore, would be the only shops in addition to the main one at St. Thomas, that would be required. My estimate of the entire cost of the road, with a suitable allowance for contingencies and superintend- ence, (heretofore submitted in detail,) amounts to $14,600,000. In this estimate is included, 1st : The cost of the right of way, 90 feet in width, as ])rovided for in the Railway Act, together with the extra widths that may be required for deep cuttings, or high em- bankments, and all the necessary grounds for railway pi rposes, land damages, and the clearing and fencing of the line. 2d. : The graduation of the road-bed to the width required for a first-class road. od. : Pro- viding for the best quality of Bessemer steel rails, weighing 60 lbs. to the yard, on the main line, and on the sidings, the best quality of iron rails of the same weight per yard. The rails will be laid upon cross- ties, 26 inches from center to center, with splice or fish joints and iron chairs, and with 12 inches of ballast beneath the ties. 4th. : Providing sufficient ecjuij)- ment, and of the hcsi character : the necessary depots, wood and water stations, shops aiul machinery, docks, ferry boats, and all the other appointmentis needed for a first-class railway. The favorable grades and alignment which have been obtained, have increased the cost, and together with the thorough construct'on, equipment and ap- jK)intments necessary for the performance of the large business anticipated, have raised the estimate to the amount above named. But the additional cost of pro- curing the low grades and favorable alignment which has been adopted, I deem a wise expenditure, as it will so increase the capacity of the road and lessen the operating expenses, that 50 per cent, of the gross earnings, will be ample to operate and maintain the road, estimating the charges for carrying passengers and freight at the lowest rates'. Res^jectfully submitted, F. N. FINNEY, Chief Engineer. Fort Ekfi:, Oiitiirio, Feb. 15, 1871. KEPORT OF CONSULTING ENGINEER. New York, Februar}^ 15th, 1871. To The President and Directors of the Canada Southern Railway Company : Gentlemen: You have re w V ja ' ©eg *» = ** ^ e -5? _ 4: 5 e B fee "O hi b fee fee cs s s ■«= ■5 := " :i * -a B © © ► Sf « -s S be B ill •< I* — ! 00 [ ^ % ^ ril rH C5 O - 2; o ?r » t- CO cr Wti C5 b- CO o >■ • a 2 -£ -*(nt-T-(Ooaoot-C5eoco(MQO(rj CO CHICAGO to NEW via OSWEGO >5 ;J CMr-tTH(?l<>lCNi-l(M(M(NT-((M(MrH Si 5-SS o 1 op cc '3 »ci«GO»ot~i:C'*OiO-*^ocoQO cc Sri g b^(?it^tc:ie6o-*'-X)o6-*OT-Hl> b^ Si s r o CNi— ii-hG^CM?1i-I(» Si u X 1 2|S (jq T-i rH io ^ %. gSfi i-iOi-''*-+b-otio-*cooaDeo v. z o o 5 r OqOT-HCO-*CCCC?Oi*i-*COeCCOO CO H^^' ,■ b Ci-Q6(ji»';ccci(ri 05 u. bu oa c ^ iO(M(yi'*: ir ij 5 ^^ «0(?iiX!0>no»oc50-i^-«ii'* ■* 3 QQ o o 1-t 1-H b- 1 OJCC>Q0O>eOOir-(0000'<*«t-<*THQ0 rH < s=fi COb-wOOiC-^utiOt-COXii-HQOQO CO I u ^t tH 1-1 -^ 00 1 < ) 1 1 t 1 t I ( 1 • 1 t 1 1 1 t 1 • ( 1 1 1 I 1 -*< s t- QC Oi »0 >0 lO 00 X) GC TH 1— 1 tH O 00 rH CO -Ji rH ^^ -t< »ft ?c t- <» CD CO CO QO (» 00 GO r^ T^ T-I r-> QO '-O rH C5 «o 00 rH o b- QO rH > 55 o bc _o -rs "S ^ 2 lake insuran and trimrai] onal charge charges shou ht on wheat But it will d 5 c, and t ?1 1 8 verage welling e additi ansfer c ge freig ishel. hich ad P5 ^ ^^ ^ ^ n ^ ^ iJ Si 1 er bushel ; Buffalo £ an aggreg 1 ; which to the ave a mill per 17-1-0, to <{ ^ W <4> a • bO 2 54- . 't! c -? '^ o !» # ^ ^ '^ H ^ S 2 ^ u Xi S t- 03 ^ji, o w e c3 _ O) J:- 'S _ t- r- CL o r^S oo •e^ Chicagc 1 i c. pe r bushe e cents ushel b mills ani at in 11 CO 1 -M j„ O >. ^ (D =« S O- «P t, CQ t:z *^ cc 1^ -t^ «b The per bu es on ' ded to xceed 6, it w ed tha O « be 03 1 o ^ ^ ^ V -Z^ i -H. S a> o CO c ^ -o ^ = c^i ff c3 « » No. V^ iiji^^^'' ^Ti^..^. .#./ "N, ^*W^*f^_ w &QM. '^\\ IT, FIRST MORTGAGE 7 PER CENT. $1,000 RIGISTERED BOND. i^riiiciffiil ffimible ^itn'ij 1st, hW6, AT THE Dnioii Triisl ^m]U] o! lew lorl;, CX«?'X '^ '^«'' "sr^ . y. ^. f.. f ii^sT Moi^Ta/iqE, ^XON hion iiU ^eti bv flw^e ^retenfs, //. ^^ f/-j4e'y ?f4 , af /^ ^^v/?/ ^ ^^Alf© Wf/ I If ^ JJ b V 'Si/y o/ (^U^, c//a/e c/ crcnriiy/irtntf/ , mm -Merf^/on ^oa\ o/ //f£ %f/u t^Z/t^i fl/jr-fx^/ f/?ff/ rfify /n/eh.j/ //eiecn -ma// 'nc/ /irf-J4 oi /e /^rf}?-y( ^ o/ ^ew WciA, ci f// l/e c/Ztce /c- / (/edu/r/^Z/f/ /o/ //aZ /ia^/c-Jr. - t">«^" v^- V - "^ >^-^ s^'v--^ '^ i-^- ^'' ^-^^-1^^-^^^;^^:^^'^^(-^?_-^--^(^ *»>^ •^- \-^ *-^'\^^^, P~^t^ >C-'^<<6^'^. .^^ «« ^^Jg:^-- ■^g^^V "^ -^ ■"-< "^^'^ «?-^ ■--•: -c^,^^— cT^-t^-? •B-iGIST£TiEr'iBoi\t). / //r CANADA SOUTHERIT RAILWAY COMPANY .. nM/e/ /f o/ /af//f/f mcnfi?/ r/ /%? luJc-mf^fuon o/ irrfnarm, i/'necA ^m Met/ ^c//fAffny /fUmf'^e-i {MM (/ pfnual?/, en /Ae yeni o/ oui ^cia cn^ /AcMirfnf/ j/e//e ////7/r/(//^/ f'?f{/ dt-z, ff/ //e 'le d(7we /nace licafio». at the Agenetf of the Com- pany in New Yorh or London, Enijlund : ptrincipal and interest jxiyMe at tlm Company's Agency in Lon- don, England, or in the City of New York, at the rate of two hundred pounds sterling for the principal of the hand and si'>:eti pounds sterling for each coapori. $1,0 EMGISTERE ^rinciiuil ^imihU , AT TH Union Trust Imp mm^ 01P is'i p. ^, h- No. ^^ ^^-"^.hy:- ST MORTGAGE 7 PER CENT ^1,000 EGISTERED BOND. iltitl ^iitjMc ^iin'ij hi, 1906, AT THK \m\ Conjaay d! M Korkp mw m p. ^. y^. COSDITIOS. Thisi Bond ?',y unhject fo he redeemed at par in pur- nuance of the Morfgatji-, as folhtrK : A Kinl'lntj fwnd will he estfahlixhed hi/ the CoiniKinij hif }>'iijiii(/ into the same^ on or hefore the .v< rcral dayx .ijier/jii d ht'on:, the several mimn helow stated ojpoxite finch days reHpectivehj, tnid the like anio'fnt of hnmlK n'ill he redeemed out of mid sinkintj fund npim each of xaid dayn reftpeet/rely. The particular hands .w to he redeemed in each ca^'ic null he determined h>/ lot in pursuance of the mortyaije, and the result of the lot in each '-ase loill he published in JVew York and London, England, hij ad oerti semmt in a daily •nevspaper of each virot dai/n xperijii d helov\ the several fumif helow ctated opposite uncli days respectivelij. on<] the like amount of Itondx ivill he redeemed oiit of said siiikimj fund yipon eueh of said doyt* respeetively. The pntrticular lionds so to he redeemed in each case inill he determined hi/ lot in /nwsaanee of the mortymje, and the result of the lot in each case icill he published in JSeic York and London, England, hi/ advertisement in a daily newspaper of each ') January 1S8:; 140 1 January 1SH4 150.(...0 January 1885 i(;o.) Januarv- 189'J 257.0011 January I80:i 275.000 January 1S04 295, (Mid January 1805 ;',15.(^i;) January January 1800 1807 301,000 JauTiary ISOS ; wo. 000 January 1800 •ii:i,(.oo January 1000 442.001) January January 1001 10(»2 473,000 500,0i!0 January 10(W 542,000 January 1004 580,000 January 1905 020,000 January -'■7 1900 ()84.0(K» $9,000,000 No.. JIM fP M •t. '*###.. ■ \ \ .^'Ati.^^'^' .lY. FIRST MORTGAGE 7 PER CENT. #1,000 eOBTFOW BOSfffli* ^rinrifiut §mmhh ^unij hi, 1906, AT THK Diloi Tmsl Eoqaa; o! lew M, mww o: P ^ /' ^^imr^^. ■a^ flBST M01^TQ/^Q£. €A1IA®A /w«' /^u^^i //eief, V) -r, J t /li(mt)e') /o /ecr» /c pJ^/i ^ c/ic/c//, c/ //^e /'ecHei /fe^ee/] en /r/f//(^/ /fwftey, f// //ie Uf/e c/ -jei-'en /ui ceu^ Aei annum, /ir/^/, Me iulknaet fy/ M( (fn^e^ere evf/yi6n4 /oi je/c/f (n//;ied^. c/mJ ^ .//{/// f/f.i (/ '^c// oz/'i/Ma' //. \ ('/t/ten e/ Me ^e/aei //e^eoV r^/rj '^£cm/ (J ju/yeey /o Me roneA J/ mi '':!ri( /h/ i/fffM ft'/ /eceme oe/mei/ri// un/et^ e/ j/Kf// /, ^n (Tcstimoini n hereof, ^^ ja„/y'.,y.„y t'ltiitittrsiiiiiiil />)' J*-: «■•»* *- -!«?v : -K^ -^ > 4 -i A '•*'*--, r^^. ■*-. - t*'>^- -^^ \ ^^ \ 'W- ^ ? '^ <'..ii|»>n Xo. TO. ^ f C.Mipoii .Vo. Canada ^outUrrn fiailuay (Toraiiany. COUPON FOR THIRTY FIVE DOLLARS. \ liittii-«l i«v»l.l«i Ii-t 4t«v of Jaiiiiiry WW. at tho fxio^i riii»T J ( o»i»M OF .Nkw Yniiij in thv Cilj of Stu Vork, oii Kir»i j Mnrtifn^r* (\tuiH>n Btmil Nw. ; ) I C'aitada *^i)utitrrn ^lailuaii Comiianu. j»»_yK- — 1*'^"-t' *■**- ^ ■••MMMMMi on. % u P o ij r r R THIRTY-FIVE DOLLARS. j IntiTi'vt purabli' Ul ilny of July. HHli, at tbi- I'sius Tkiht i^iMPASY np Sk» ^ctHK. in tl)« City of New Yi>rk ou FIrvt I , Mnrliiajp* I'ouptm liuttd Nu, S35. '■■•'■"" >,^ ^ -^ A-a^<«t, r.^ -», ^ ^ ^ ^AK ^^^^y^^m.^ ,^-^< ,, ^, ^^-^ , Coufoi^ Bomb. f K' //^S', //^///' CAITADA SOUTHERN RAILWAY COMPANY a; ,,,^4 /'/,,/ /< /c/u M PA^r^. a K. n Me /fU^ affy c/ p7?ie/aif/, rn me »eai c/ ce/i ^o la (tie /mefjee/tf/ iftne /t/. Me ^/fu/aaa oY Me oaea ^o/a/tana, t/.i /anu:ei/(//e into a Sicee/ti/f f- a//iara, tif n Ml* s JTiustfcs. yrfsidrut. §frrftnri|. ■•-^ , -*^ ,5-. .-^^ ^ A-*^ ./•"ik'A ** '••^ 5^ '. . <•. I. w Ynriit. in the *Mt.v of N>w York, on Kii-*' Coupon Xo. «I7. '! 11 ) Olaiiada i^outbrrn ^iaUunu Compnnu. ,^ r'ii t D/\ 111 c r\o JUL U ' ^ V- KJ ' - i-J -.ij ' tJ% » |-=^' COUPON fOR THIRTY-FIVE DOLLARS. 9" i^tmtmn No. «»«>. ' ; C'anada *^outhrrn ^ailuaii (Tompanii. \ COUPON roR THIRTY-FIVE DOLLARS Int>'i''e redeemed out of mid sinhinij fund upon each of mid day« re^jjeeticely. The j)artictdar /londf xo to be redeemed in e^irh case will be determined by lot in pursuance of the morfyayc, and the result of the lot in each ca«e will be published in New York and London, Enyland, hyaih-ertisem, nt in a daily newsjxtjjer of lorh (f said cities, at Uast thirty days be fore the time of redemption ; from which time interest on the bondi designated shall cease to accrue, namely : TIM K < IF REDI I PTK >N . .riinuiiry 1, 187r> .Tiiim:iry 1, 1H7(> Juiiuiiry 1, 1877 Jiiuuiiry 1, 1H78 Jiinuury 1, 187'.t Jiiiiiuiiy 1, 1H.S0 Jiiiiimiy 1 , ISISI .l;inii!iiv 1, ISK'i .laiituiiy 1, isxn tJiiiiiiiiry 1. 1884 .laiiin.ry I. 1885 .laiiii;iiy 1, Isi^ti .Iiiuiiiiry 1. li^K' .liiuimry 1, 1^8H Jiinuary 1, I88',l .Iniiu^iiy i. I.S'.H) .la'miiiiy 1, IV'I Jiiuuiiry I, 18'.I2 Jiiuuiiry 1, IH'.K! .liiiiuiiiy 1, I8<.t4 ■luiumiy I. 18'.'.'( .Imihuu-n 1. 1H!«1 .Iiiiiiii.iy I. 18'.»7 .Iiiliiliiry 1. 18'.(M .Jnuuaiy 1. 18;i'.) .Iiimmiy 1. IVix) Juuuiiiy 1. I'.HIl jttiitiMiy 1, imw .Jimii:iry I. I'.tal .Iiuiimiy 1. I'.'iH .liiiitiiuy I. l''ii'' .Iiiniiaiv 1, r.KKi AMT. OK ItOMiS TO HE KEUEEMBU. 87.000 ',t3,000 loo.mx) 107,0(0 114,0(10 122,000 131. (MX! UO.IKH) ir.(MH.Ki HHt.lKHI 172,000 1S4,(MMI r.Mi.lHHI 210,(KN) 22.'),(MIO .241,tMM) •257, <•()(» 275,(100 2'J5,0(KI :il5,t>0(i ;t:i7,i> .'•i(Ni,000 ^- 542.000 .5NO,000 (!20,0t)0 U-il.(lOO ftl.000.IHIU '\ Condition. Thif< Bond is subject to he redeemed at par in pur- suance of -the Mortgage, as follows : A sinking fund will he established by the Company by paying into the same, on or before the several days sjjecified below, the several sums below stated opposite such days respectively, and the like amount of bonds will be red«emed out of said sinking fund upon each of said days respectively. IVie particular hands so to he redeemed in each case will he det^^rmitied by lot in pursuance of the mortgage, and the result of the lot In each casi; will be j^ublishrd in New York and London, England, by admrtisenunt in a daily newspaper of each of said cities, 'it least thirty days be- fore the time of redemption / from which time interest on the bonds designated shall cease to accrue, namely : TIMK OF REDEMPTION. AilT. OF BONDS TO HE 1{EDEEME1>. Januiiry 1. 1875 S 82,000 Jaiiiiitry 1, 1870 87,000 .TaiiUiirj' 1, 1877 03,000 Jauiiary 1, 1878 100,000 J.iniMi-y 1, 1870 107,010 .Tiiinuuy 1. 1880 114,0110 1 i Jiuiuaiy 1, 1881 122,000 I Jnniiiiry 1, 1882 IMl.OOit ! Juimaiy 1. Jss:; 140,011(1 1 i January 1, 1S84 150,000 I January 1. 1885 lOO.OUO January 1, ISMO 172,(100 January 1, lh87 1S4.(»0(I Jiinuary 1, 1888 iO(;,(K»o 1 Januai'y 1, l.sSO 210,(1(10 January i. InOO 225,0(10 January 1. 1801 .241,0(10 ; January 1. 1802 257,(I(M» January 1, IH'.K} 275,000 January 1, 1804 205,000 ; January 1. 1805 :U5,ooo I I Jaiuuiry 1, IHOO 3:J7,(too January 1, 1807 361,0(10 January 1, 180H 380. WW January 1, 1800 413,(R)0 January 1. 1000 442,000 January 1, 1001 473,0(10 Janu.iiy 1, lOO'i 50(5,000 .lanuiuy 1. loo;"! 542,000 .liinuary 1. 101)1 58<».0OO January 1. 1005 (120,000 January 1. lOOf. (kS4.(«)0 !Si:'.(KV).l>tM) — — ■■ M 11 T G A G E This Ixdentt'RE, niadc^ tliis lifteentli day of Decembci- in the year of our Lord One thousand eiulit hundred and seventy, between the Canada Soitiikux IIailway Com- pany, a body politic and corporate, duly incoiporated by the Legislature of the Province of Ontario, in the Dominion of Canada, of the first part, and Willtam Lawukn<'K Scott, ofthe City of Erie, Statart tluM-eof with the appurtenances. To have and to hold the said in-emises and every part thereof until the said i)arties of the second part, as joint tenants and not as tenants in connnon, and the survivor of them, and to the heirs and assigns of such survivors, and to their suc- cessors in the trust, to the (mly })roi)ei- use and behoof of the said i)arties of the second part, and of the survivor of them, and of the heirs and assigns of such survivor, and to theii- successors in the trust ; but nevertheless u]K)n the trusts, and for tlie 2)urposes herein expressed, that is to say : Firf(t. — Until default shall be made in the pajnient of princijjal or interest of the said Bonds or some of them, or until default shall be made in respect to something herein r(H|uired to be dom^ or kept by the Canada ^^outh- ern Railway Com])any, the said Railway Company shall be suffered and i)ermitted to possess, operate, manage and enjoy the said Railway with its equipments and appurtenances, and to take and use the rents, incomes, profits, tolls and issues thereof, in th<> same nuniner and with the same effect as if this deed had not been executed. Scroud. — In case default shall be made in the]yayment of anv interest 'd that any lands which may be acquired in substitu- tion for lands so released or discharged, as well as any lands subsequently acquired by the said Company for the use or convenience of its Railway, or in connection there- with, shall be de(Mn(Hl to come within the operation of these presents, and to be included therein, and shall be conveyed to and li<4d by the said Trustees, upon the trusts of these presents ; and it is furtluM' declared, tliat thesaid Conq)any may. from time to time, sell or dispose 63 of any part of the equipment, rolling stock, niacliinery, implements or materials at any time held or acquired for the use or x)urposes of said Railway, as may, by res< na- tion of the Board of Directors, be declared to be no longer usefid or necessary for th<^ said Company's business, and any new or subsequently acquired equipment, rolling stock, machiner}', implements and materials, shall come within and be subject to these presents. Fifth. — If the said Canada Southern Railway Com- pany shall well and truly pay the sums of money re- quired to be paid b}' the said Company, and all interest thereon according to the tenor and effect of said Bonds, and shall w'ell and truly keep and perform all things herein rei^uired to be ke})t or performed by the said Com- pany, according to the true intent and meaning of these presents, or if tlie said Bonds and interest payable thereon become in anywise i)aid or satisfied, then in that case the estate, riglit, title and interest of the said parties of the second part, and of their successors in the trust hereby created, shall cease, determine, and become void, otherwise the same shall be and renuiin in full force and virtue. Sixth. — It is mutually agreed by and between the par- ties hereto that the word Trustees as used in these presents shall be constriu^d to mean the Trustees for the tune being, whether one or both be original or new, and when- ever a vacancy shall exist to mean the su^-vivor or con- tinuing Trustee, and such Trustee slia' , during such vacancy, be competent to exercise all the powers granted by these presents, to the parties of the second part ; and it is mutually agreed, by and between the parties hereto, as a condition on which tlie parties of the second part have assented to these presents, that tlie said Trustees shall not in any nuinner be responsible for any default or misconduct of each other ; and that the said Trustees shall be entitled to just compensation for all services which they may hereafter render in their trust, to be paid 64 by the said Comi)any ; niul that citlifi' oK the said Trus- tees or any successoi may rt'sjnii and discharge liiiiisclf of the trust created by these presents by notice in \vritin<:; to tlie said ('aiuuhi Southern Railway Conii»any, aiul to the existini;- Trustee, if there bt- sucii, nint^ty days before sucli resignation shall take ett'ect, or such shorter notice as they may accej)t as adecjuate notice and upon the due execu- tion by liini of tlu^ conveyances hereiiuifter required ; and tliat the said Trustees or either of them may be removed by the vote of a nuijority in interest of tlu' iiolders of the aforesaid Boiulsthen outstanding, the said vote being had at a meeting called by the hokh^rs of at least Five hundred thousand (hdlars of said Bonds, by advertisement pub- lished for six consecutive weeks, by insertion once per week in a daily newspai)er of large cii'cuhition in the cities of New York and Toronto, respectively, and at said meeting said b: or contiiiuiiiii; Trustee shall iininediately execute all such couveyaucesorotiier instruments as may be lit or exi)e(lient for tlie ])uri)ose of assurinnin]ment. And said Board of Directois in its discretion, ■^it any tim(> and from time to time, may allow tlieconveision or reconversion of Registered Bonds into Coupon Bonds, by surrender and exehang<% at tlie request of the holders of such Registered B(mds, and such substituted Bonds shall be secured by these ])resents in like manner as the Registered Bonds -^o surrendenxl. Eii/hth. — And it is hereby furthei- declared and agreed that at any time all or any ])art of the said Bonds, whether registei-ed or couixin, at the oj)tion of the holder thereof, sliall Ix' made by said Com])any Sterling ]5onds. ])ayable in Sterling money of (ireat Biitain. at the i-ate (»f T\v(» hundred })ounds Sterling for each Bond, and seven j)ounds Sterling foi- each lialf-year's interest or c(»U])on ; and such Sterling Bonds siiall be made payable in Lon- don. England, or in the (Mty of New York, as sucli holder shall then elect ; and such Sterling Bonds shall beheld to be secured by these })iesents. and issued thereundei-, and to carry and to be entitled to all privih^ges of convei-- sion or otluMwise. as fully as the original Bonds issued, or intended to be issued, payable in lawful money of the Dominion of Canada. And the said Com])any may. by resohition of the ]5oai(l of Directors, from time to time, establish offices in New York anany heicby covei-ants and agrees to and with the said ])arties of the secc.nd ])art. and tlieir successors and sur- vivor, f(»i' tile benefit and ill tr ist foi- tlie holders of all 67 the said Bonds, tliat said C<)r.i])any sliall establish a Sinking Fund adequate for tlie recU'niption at par of all the said Bonds, at or ])efore the maturity thereof ; and that said sinking fund sliall be preserved and used for such redeni])tion. and for no other use or purpose : and that said (.Jonipany will ])ay into said sinking fund, on or before the tirst day of January, One tlnuisand eight hundred and seventy-five, the sum of Eighty-two thous- and dollars, and tht^ieafter will pay into said sinking fund on the first day of .lanuaiy of each succeeding year the several sum heiein written after such year, that is to say, in the year 1876, s87,(iO(>; in 1877. s93. (»(»<» ; in 1878, !?1()(».(>(»(| : in 1879, sl(>7,(MMi: in 1880. sn4.()(K»: in 1881, sl22.(l(M>; in 1882. !i^131.(t"0 ; in 1883. sl4(>.< »(»<): in 1884, slAo.OdO: in 1885. sljo, m>; in 188(5. ^172.(KH); in 1887, s]84.(i(>(»; in 1888, s]'.H>.(hk> : in 1880. s2lo.(>0(i : in 181)0. ,S22:),(H)(>; in 1891. s241,0(i(); in 1892. *: :^.>7. ( >< )( > ; in 18i)3, *275.(K)(i: in 1894. 29r),0(K»; in 189;-). sSin.ooo; in 1896, .s837.(i(>(»: in 1897. o361,(Mt(»: in 1898. 386.000: in 1899, s413,oo(); in 19oo. .s442.ooo: in 1901. s473.ooo : in 1902, ;5.")0().000 : in 1903. s,-)42,o(»0: in 1904. s."")8o,ooo : in 1905, S620.000 : in 1906. s684,ooo; and that on tlie tirst day of January, in the ^ear One thousaml eight hundred and seventy-five, and yearly thereafter, said Company shall ])ay and Jipply <>ut of said sinking fund, tlie several sum so then res])ectively a]>])i'o))riated as al)ove. for said siidving fund, to the ])ayment and redem])tion of said Bonds to tile like amount at par: tiiat tlie ])aiticular Bonds so to be redeemed shall be deteiiuined in every case by l(»t. ca>t or drawn at som > time in the month of Xoveml)er next jirevious to such redem))tion, by some disinterested pcrsini or ])ersoiis a]>])oiiited by tlie Com- pany ; and the result of such lot. designating and speci- fying the jtarticular Bonds to be redeemed, shall be pub- lished in the cities of New York, and London, England, by adv«'rtisement in a daily news])a])er of each of said (•ities at least thirty lays before the day of redemption ; and that all Bonds so redeemed and all coupons thereof. 68 sliall be (*an(;eled by the Couii)any in tbe presence of the Trustees, who sliall keep a list thereof. No interest shall accrue on any Bond so desi* DO NOT REMOVE THE CARD FROM THIS POCKET Acme Library Card Pocket LOWE-MARTIN CC. LIMITED •T^^^^E^^ 86 't fi .-•y .»vi1 •■^ujlfiU, Partfige .>* .^' N\ 'i)uiuita4 ■^'lilartti \K A'vf — ' — -~^ \ °Mnniitimi >ru' t»w,. }- tiry^/„ I r^'^-\- ^. !'»{»>' Iftn # '"/;/! **«*• ^i p^ - /; ¥^ ^"rff^. '•1„ ^ w*«ijrp Hi^ / tit', I* -f AV,, '"^'z.. ""<* ff. fUUf ^t'ntnj Hitf^ V>^tt,mk^^\ tininil tmv*'!'!**- 1 tr\ lull J» iU* frtlli,, I ♦LI \|a««J\^ w^i-'**^ lUnA.Hm 3*=*^c=s!v v-*s%% cW /••ii«>w F^Tt «"^w^ ii: ■*%%7 ft: i^ J lit It t%tt »>»"»(,». // / • / tf,.// ''^■•---"■' "f*^-, fmi'iitn^ ''Vi*fhn0 i*»^t*.^ #^ ' ttt,i,, ,|^,.' V^l f »^ • yi Hk-m^m* H.n*l JittL 78 77 76 75 74 73 AND ITS CONXEdTNG LIXKS, SC^LE ar. STATHTK MIl.KS TO OXB INf'H- 45 S5 (15 75 «S Hi «& !15 ASt6Bll) lii 'JO 25 30 W. JPI^B]5Af^EDja[)^Ci.>Vr& t.p.C0LT0J4 &(1?l7^>%JAj^^TItEBT jiBy^y^K: .Van// /'" . i'liHh'ii I'l" . /<,/ibrTV/>\o. — -lh'~V"^ Fertl KrirtfUrtVi //j< ,l/(//i J5-v{{ "'>' kImu'I C/.mxv:^a.. ^'"'''' thill m AW«»iAfr« /irf /«■-»"•* liethiirt Millla'« :^ \ O 3' 7' .t '' < 1 ;^ .fsMfW T-* 72 71 70 "^ if; . r.iv' >'f' 'iiirii' V A,tUH»>a<*» onikNi) ,«>"" ^. \ \ % '•<%. *■ X •* \\t*, .11, f^*^ *• ^ ^ I urrillf hOiiif""" \' ,Mltl< lH>k rt;///f.» ((,.//'■" ckl' fl/O'' ,y^'> r(Ait»»l iMtiU'' fc>..( Hr>yi""' Hi'i f»p""''.;Ji iirti" hhurfi i 45 ;,i..ir''' ••.. ,iiW.< ffliK'' .*\< i , ^^^^ B>»"' »«' ,A* a 1 jrlirh't^*"" ^•"n, \P>"y «^. \. It*' ■„m»..'^'";' /.■„)lr"-""' T(f f«*'ii ./.> Al K'"' t1 •♦lowr/ ;v< '«! <. lo*""*. J It'"' ^^*' 7" iJi^}!^ ^rit „/»>( .i^orlMl kin- "w/nii l> : l¥i^' ?y;: «.i^'. THE lOttlkrit COMPANY PROSPECTUS, RE AND OTHER DOCUME JlttD Work: E. WELLS SACKETT & HKO., HOOK. .lOB AND lOR William and Pwk .Str«its. 1872. J " ■■^t- ) <'"nrrif "V ,^ fc cr I I I •J. - i'. - • w. 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