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..^^yfm'itf* 
 
 
 REPORT 
 
 ON THE 
 
 PROPOSEI) ROUTE 
 
 OP THE 
 
 7. ; 
 
 TORONTO & OWEN SOUND 
 
 CENTRAL RAILWAY 
 
 WITH A MAP. 
 18 66. 
 
 BY J W. TATE Esq., 
 
 CIVIL ENGINEER. 
 
 PETBR»OROUd^g: 
 
 PaUisber of the PeteTborouvb Bevi«w. 
 
 v^ 
 
 >.-, 
 
 , * "^,1 
 
 ^jrv „ ^ , wit&^^ 
 
REPORT 
 
 ON THE 
 
 PROPOSED ROUTE 
 
 OP THE 
 
 TORONTO & OWEN SOUND 
 
 »* 
 
 CENTRAL RAILWAY. 
 
 WITH A MAP. 
 
 BY J. W. TATE, Esd., 
 
 CIVIL ENGINEER. 
 
 PETERBOROUGH: 
 PRINTED BY ROBERT ROMAINE. 
 
 Publisher of the Peterborougli Review. 
 

 ':. '* 
 
 [— 33U7L 
 
REPORT 
 
 OF THE 
 
 TORONTO AND OWEN SOUND 
 
 CENTRAL RAILWAY. 
 
 To JOHN FROST, Esquire, 
 
 ■ • - " 
 
 Chairman of the Railway Committee of the Town of Owen Sound. 
 Sir,— ' '■^'■"" ^^-'-^■■^/^■•- ' .^ - ■ ■ .--•■■ 
 
 Agreeable to the resolution passed by your Committee on the 18th 
 April last, I have now the honour to address yourself and the Committee 
 the following report upon the proposed Toronto and Owen Sound Central 
 Railway and the contemplated branch via Durham and Walkerton to 
 Southampton on Lake Huron. 
 
 The project of a line of Railway to connect the counties of Grey and 
 Bruce with Lake Ontario is not of recent date. Just ten years ago a 
 charter was obtained for the " Canada Northwestern Railway Company, 
 granting power to construct and complete a railway connection at or near 
 the town of Southampton, or Saugeen, in the county of Bruce, and Lake 
 Ontario at Toronto, with full power to pass over any portion of the counties 
 of Wellington, Grey and Bruce, to intersect and unite with the Grand 
 Trunk Railway at the town of Guelph, and to construct a fork or branch 
 to Owen Sound from any point north of Durham," and in the following 
 year— June 10th, 1857,— a charter was obtained for a line to connect 
 Owen Sound and the city of Toronto direct, under the title of the Toronto 
 and Owen Sound Central Railway, 
 
 M 
 
2 
 
 Uuth these lines have been reported upon, the first by SandforJ 
 Flemin}^, Esquire, C. E., and the second by Kivas Tully, Escjuire, C. E., 
 but as these genlleineu were not ro<|airod in either ease to make instru- 
 mental surveys, the reports are strictly preliminary, and do not touch upon 
 the subject of cost. 
 
 Mr. Fleming does not ntcution or oven allude to a lino for the location 
 of the " Northwestern " beyond the quotation from the Act of Incorpora- 
 tion above given, copied from bis report, nor has he projected a liae for 
 the road upon his map. 
 
 When Mr. Fleming made his roobnnoisbttce of the seotioh of the counties 
 of Grey and Bruce through which the Act of Incorporation authorised the 
 construction of the Northwestern Railway, the country was far less cleared 
 and opened out than it is at present, it was therefore much more difficult 
 to acquire knowledge of its topography then than it is at the present time . 
 Mr. Fleming's report contains an admirable description of the chief geo- 
 logical characteristics of the whole tract of country bounded by the 
 Northern Railway, Georgian Bay, Lake Huron, and the Grand Trunk 
 Railway west of Toronto, and also a clear and faithful outline of its 
 principal topographical features, with muoh other valuable information 
 bearing upon the subject. 
 
 As the third clause of the Act of Incorporation of the Northwestern 
 Railway to an approximately definable extent fixes an intermediate point 
 of the line for its location, namely a " point north of Durham " for the 
 junction of the Owen Sound fork or branch with the main line, and as a 
 natural consequence would seem to have had in view for the intermediate 
 line between the town of Guelph and that point of junction, the range of 
 country in the vicinity of the Garafraxa road, I am not surprised, con- 
 sidering the physical character of the country north of the town of Mount 
 Forest through the westerly tier of townships in the County of Grey, and 
 the unfavourable features of the country from the said initial point through 
 the County of Bruce to Saugeen on Lake Huron, that Mr. Fleming, in 
 the absence of an instrumental survey, did not hazard the projection on 
 his map of an approximate line. 
 
 >itt *f 
 
 '>i-V/l,;. l'% '■'ivUJ,.w» '!'<n'«-'^ -.i'rtK.i !'"v 
 
In tlic routo for the Toronto unJ Ow<>v Sound Cuntral Hallway, Mr. 
 TuUy hud a very much uioro lavorublt; tract of country hcforo tiiiu for 
 railway conutruotion than Mr. Fluuiuig found in thoHo ))«)rtionH of Groy 
 and Bruoc, which ho was called u^Kiu to explore and rc[)ort upou. 
 
 From Toronto to the foot of the Caledon Hills, a distance of 30 milcn, 
 ho Ibund a level, and in every other respect favourable, country as ho 
 could possibly wish to sec ; and having passed the hilly region in tho 
 Township of Caledon to tlio valley north of Orangoville, his course through 
 tho Townships of Mono and Amaranth to tho southerly boundary of tho 
 County of Grey was free from engineering difficulties. 
 
 llising in gentle occlivitios from the valley of the river Credit north of 
 Orangeville through these townships, Mr. TuUy's line enters upon the 
 table lands of the townships of Melancthon, Proton and Artemesia in tho 
 County of Grey, and continues thence in tho imniediato vicinity of tho 
 Toronto and Sydenham road to Owen Sound. Distance from Toronto 
 computed at 108 miles. 
 
 Within the last two years I believe a charter has been granted autlior- 
 isiiig the construction of a brancli from the "Northern Railway" at Angus 
 Station, seventy-four miles from the city, and twenty-two miles south east 
 of Collingwood harbour, and I believe that power was granted the Ontario, 
 Simcoe and Huron Railway Company (the Northern) to extend their line 
 from Collingwood to the town of Owen Sound, along or near the sliore of 
 the bay, through the townships of Collingwood, St. Vincent and Syden- 
 ham. Bistance approximately forty-three miles. 
 
 It thus appears that three different projects have been started for the 
 ostensible purpose of affording the Counties of Grey and Bruce Railway 
 communication with Lake Ontario at Toronto, I think it very questionable 
 however whether more than one of these is entitled to the distinction and 
 merit of seeking only the accomplishment that object. 
 
 Before entering upon a comparison of the terminal, linear and local 
 characteristics of these several railway routes a rough descriptive sketch 
 of the country will not be out of place. 
 
 From the shore of Lake Huron along the coast of the County of Bruce 
 the country as you proceed eastward rises .with many but not abru}»l undu- 
 
 (( 
 
latioiiH to a lino Hoinowhut arbitrary bearing northerly and southerly through 
 the townships of Normanby, Bontinok and Sullivan in the County of Oroy, 
 west of the Garafraxa road. This tract is distinguished by its generally 
 fine and gently undulating surface, and for the dept.h and groat fertility of 
 its soil. Eastward of the line above indicated a marked change in the 
 face of the country arrests the attention of the explorer ; the plateau like 
 plains, gentle undulations and deep river valleys of the lower country arc 
 succeeded by a stoep rolling tract presenting in many places, pnrticulurly 
 ut Durham, and both north and south of that village in the townships of 
 Glenolg and Egremont, eminences of considerable elevation and large 
 extent. The soil too has changed from the deep alluvial clays of the 
 lower and middle ^augeen region to the lighter sand and gravelly loams of 
 a higher country. 
 
 In the townships oi Sullivan, Holland and Sydenham many exposures 
 of the rock formation which underlies a large part of the County of Grey 
 are to be seen, and also numerous "erratic" blocks and fragments of the 
 same rock lie scattered over the surface. This formation has its out orop 
 along the eastern and northern escarpments of the table laud opposite the 
 Humber Valley and Georgian Bay in bold cliffs and promontorie >, sug- 
 gesting to the beholder the idea of a line of ancient sea coast. 
 
 That portion of the County of Grey which may be properly described 
 as the high hilly region occupies the townships of Glenelg and Egremont, 
 the easterly parts of Normanby and Bentinck, and the south-westerly part 
 of Artemesia. The township of FoUand, north of the Sydenham road, 
 also presents a succession of high rolling ridges. 
 
 The north half of Amaranuth and Luther, and the township of Arthur, 
 in the County of Wellington, with the townships of Melancthon, Proton, 
 Osprey and the southerly part of Artemesia, in Grey, occupy the table 
 land — doubtless the highest land of equal extent between Huron and 
 Ontario. 
 
 Several of the principal rivers of the western peninsula of Canada have 
 their sources upon this table land. The most considerable are the Notta- 
 wassaga, Beaver and Bighead, flowing into Georgian Bay ; the Credit, 
 emptying into Lake Ontario ; Grand River, flowing southward to Lake 
 Erie, and the Saugeen westward to Lake Huron. 
 

 This elevation or this prolific watcrHJiod, hhhuiiiciI to be not Kwh thnu 
 one thousand foot abovo tlio lovel of Ltiko Ontario, doterinincs tlm cliar- 
 actcr of tho streams dowin-,' from it; they iiro all rapid, affordin;,' water 
 IK)wi!r to any extiMit that may or can ever be recjuired to meet tho utmoat 
 development of the natural rasources of these Counties. 
 
 Up to tlio present time the productions of this fine traet of ooimtry 
 have bfuiii almost (sxcluHively aj,M-ieultural. Of these tho unimul yield is 
 very large, amountinj,' last year in value to $ per capita of the popu- 
 
 lation. 
 
 In respect to tho productions, I may state that largo quantities of elm 
 timber of a very superior (quality have been taken out within tho last i'our 
 or five years, aiid that very largo (juantities still remain to be made. Tho 
 railway will furnish the required facility for getting this valuable timber 
 to Lake Ontario, the difficulty herot(j!oro liaving been tlio absence of tho 
 means jf transportaition ; for t!ie streams in tho County of Grey are all too 
 rapid and shallow to admit of tho "running of timber." 
 
 Building stone of tho very finest description is found at Owen Sound 
 and other localities in the County of Grey, and in tho County of Peel ; at 
 the "forks" of the Credit an unlimited (quantity of the two varieties 
 sandstone and limcbtouc, may be obtained. 
 
 A beautiful brown sandstone abounds at this point, not I believe hitherto 
 worked or used to any extent in this country. In tho gypsiferous rocks 
 which underlie a large portion of the County of Bruce, there is every 
 probability that gypsum will be found. 
 
 The absence of pine timber in G- r and Bruce may be viewed as a 
 present disadvantage and loss in respc( ' to the prospective business of a 
 llailway, but there is another view of that matter which should not be 
 lost sight of, namely, that a population of one hundred thousand people 
 will require a very large quantity of sawn lumber annually, which will 
 constitute an item of some significance in the business of any line of rail- 
 way intersecting these Counties. > 
 
e- 
 
 To rcaunie the subject of the history, merits and comparative features of 
 the three Railway projects, I may state that as the * Canada Nortli-western,' 
 now more popularly known as the "Hamilton, Guelph and Owen Sound, and 
 Saugeen I/mo," has priority in date, I will take it up first. The project in its 
 inception was, and accordinja; to the reading of the third clause of the Act of 
 Incorporation, is designed to connect the towns of Owen Sound and South- 
 ampton with Toronto by way of Guelph and the Grand Trunk Railway ; 
 but the present promoters and advocates of this line, I think, look to 
 Hamilton as their terminus on Lake Ontario, claiming at the same time 
 that by the Grand Trunk Railway from Guelph they command an outlet 
 by Toronto as well. That there is a certain advantage in the double outlet 
 from Guelph, cannot, I think be denied, and should secure for this line 
 favourable 'consideration, provided the position of the line and branch north 
 of Mount Forest was such as to afi'ord faciliUes of communication to the 
 Counties of Grey and Bruce, as would command the required amount of 
 pecuniary support to insure its construction. 
 
 The distance from the town of Guelph to Southampton oif Saugeen by 
 Durham, and from the same point to Owen Sound — supposing we assume 
 the point of junction for the branch to Owen Sound to be Durham, or a 
 
 is severally : 
 
 short distance northwest of that Village' 
 
 First to Saugeen, 
 
 And second to Owen Sound, 
 
 Distance from Guelph to Toronto by Grand Trunk Railway, 
 Guelph to Hamilton, via Harrisburg, . . . - 
 
 We then have Owen Sound to Toronto, .... 
 
 Saugeen to Toronto, . . . . 
 
 Saugeen to Hamilton. . . . . 
 
 Owen Sound to Hamilton, . . . 
 
 90 miles. 
 
 85 
 
 49J 
 
 50 
 
 134i 
 139i 
 140 
 135 
 
 T}icse distances are, of course, only approximate ; however, surveys and a 
 location would be more likely to increase than reduce them. 
 
 In considering the local characteristics of thnse projects, I do not propose 
 to go any further than to institute a comparison of the facilities *,hat each 
 would respectively afford the inhabitants of the district, they are as stated 
 above ostensibly projected to benefit. 
 
The north-wostcru or Ouclph line woukl run in the ininicfliate nci;j;h. 
 borhood of tlic GarafraKa road to Mount Forest or some point near tliat 
 town, crossing the Grand Kiver betwen Elora and Fergus, and would 
 enter the county of Grey near the angle in the south boundary of tho 
 township of Nornianby, and run thence northward through the townships of 
 Norniuoby, Ucntinck, Sullivan, Eldcrslic and Arran to Saugecn, the 
 junction of the "branch or fork " to Owen Sound would probably be fixed 
 at some point in the township of Bentiuck. 
 
 In projecting the route above described, north of Mount Forest at sonic 
 indefinite distance west of the Garafraxa road and village of Durham, I 
 have assumed from such a general and imperfect view as I could obtain of 
 tjie country from tlie heights along that road, and from information 
 obtained in the neighbourhood, that a practicable but comparatively 
 expensive line can there be found. 
 
 Following the course of the line upon the map, it will be seen that it 
 must cross the three principal branches and all the tributaries of the 
 Saugecn lliver, which traverse the townships above named ; and in caae it 
 should be found necessary, in order to avoid the spurs of the hills which 
 are crossed by the Garafraxa road, to locate west of the middle of the 
 townships upon the alluvial clay lauds above described, the streams 
 will be found flowing in channels or beds cut deeply into the soil. 
 Taking these features into account, I think I am justified in describing it 
 as a "comparatively exp'msive" line for constx-uction. 
 
 Its situation along the' western border of the county would not, I am 
 confident, satisfy a majority of the people of Grey, and without the support 
 of tlie whole County, or of at least six-sevenths of the rate-payers, none of 
 these projects have much chance of ever being carried out. 
 
 I will assume, in the absence of actual surveys, that Mr. Tully's map 
 measurement for the "Central" line is corret at 108 miles. 
 
 It will be seen that the "Central" scheme does not take in tbc County of 
 Bruce, otherwise than incidentally, or by a branch. 
 
8 
 
 THE BRUCE BRANCH. 
 
 Upon examination of the route for a branch from some point on the 
 main line, north of Orangevillc, through the southern tier of townships in 
 Grey, by Durham and Walkerton in Bruce, and thence to Saugcen, and a 
 careful survey of the natural facilities possessed by Saugcen or Southamp- 
 ton for the construction of a harbour suitable for and calculated to attract 
 a large lake trade, such branch was abandoned, being for several reasons 
 not regarded as feasible. 
 
 That branch, intended to have diverged from the main line near the 
 principal branch of the Saugeen, in the township of Artemcsia, would have 
 run in the County of Grey 27 miles, and its length in the County of Bruce 
 would not have been less than 40 miles; total 67 miles. 
 
 The country which the line would traverse from the westerly bounds of 
 Artemesia to Walkerton, or a point one mile west of that village, a distance 
 of 33 miles, was found unfavourable in its contour for economical construc- 
 tion. The chief feature and obstacle on the route being the Saugeen 
 river and tributaries. The beds and valleys of the main stream, and the 
 affluents from a point a few miles below Durham are deeply excavated in 
 the alluvial clays above described, so that at Walkerton, a point on the main 
 river below the confluence of the "rocky Saugeen' and the 'South branch,* 
 we find the valley from five hundred to one thousand yards wide, and the 
 river two hundred feet below the plateau bounding the gorge. 
 
 Between Walkerton and Southampton the immediate valley of the 
 Saugeen is not practicable. From Hanover the left bank of the river and 
 valley would have to be followed to a point on the Elora road three miles 
 north west of Walkerton. From that noint there is a very good line to 
 Southampton by crossing the Elora road and continuing the line northwest 
 across the "Teeswater," or west branch of the Saugeen. 
 
 Arrived at Southampton, the question of harbour becomes one of the 
 first it portance. There is in truth and in fact no harbour, not even the 
 shelter i.f a river mouth, for the rapids of the Saugeen and the billows of 
 Lake Huron meet and embrace each other at the lake shore ; and the 
 forlorn appearance of the scattered town, or rather village, affords melan- 
 choly evidence of the absence of natural advantages. 
 
^. 
 
 9 
 
 Chantry Island, a long low strip of land, about 2,000 feet in extent 
 lying nearly parallel with the main shore, and distant from it about three 
 fourths of a mile, situated a little south of the mouth of the Suugcen, has 
 been considered by previous explorers, with the reefs of rock extending 
 under water north and sonth of it, as u good foundation for the outworks 
 of an extensive harbour. 
 
 There is no engineering difficulty in the way to prevent the construction 
 of such a harbour. The foundation is rock, and therefore all that can be 
 desired, and the depth of water outwards from the main shore, and inwards 
 from the points of the reef, to the extent that piers would have to be 
 constructed, does not exceed, as I was informed at Southampton, twenty- 
 five feet. 
 
 The shore of Lake Huron from Cape Hurd to Saugccn, and for many 
 miles southward, presents most of the features of an exposed sea coast. 
 A broad sand or rocky beach, sand "dunes," and a storm beaten and stunted 
 vegetation, indicate the extent and stormy character of this inland sea. 
 The prevailing winds upon this coast being in the direction of the largest 
 diameter of the lake, from the northwest, the was impinging upon the 
 shore at this point have a reach of one hundred and fifty miles, from the 
 west, a range of 100 miles, and from the south 80 miles. I consider there" 
 fore that works of the most permanent description would be necessary in 
 the construction of a harbour, which taken in connection with their mag- 
 nitude, places the project far beyond the reach of any agency less powerful 
 than the Provincial Government. It is in my judgment a question, whether 
 the best harbour that could be coj structed at Saugeen, would or could 
 become ac attractive one. For several miles north and south the coast is 
 low and totally devoid of landmarks. During the autumn therefore 
 which is the season w'^3n transportation is most active, as well as the 
 season of storms, the coast of Bruce is dangerous to approach. I was 
 informed tt Southampton that navigators avoid it in stormy weather> 
 keeping well. up to the Michigan shore in westerly and north-westerly gales. 
 Storms are so severe at Saugeen that it is not uncomuion for a vessel to be 
 forced to lie for three or four days under shelter of the pier on Chantry 
 Island without being able to have any commaaication with the town or the 
 main shore at any point. 
 
10 
 
 As above stated the Bruce portion of this branch would luoasure about 
 40 miles, and that part of it lying within the limits of Grey about 27 miles. 
 
 It will bo found that to accommodate the County of Bruce with Railway 
 facilities to such an extent as to command the support of the project as a 
 County measure, not less than forty miles of line will have to be laid down 
 within the limits of the County ; and moreover that while the Inic must 
 be located so as to accommodate the county in the best manner, expensive 
 construction must be avoided, o^lierwise the people of Bruce arc not likely 
 soon to enjoy the benefits of a ilailway. 
 
 The absence at Saugeen of a natural -harbour, and the large expenditure 
 that would be involved in the construction of an artificial one there, induced 
 me to mako enquiries respecting other points on the coast of Bruce, situated 
 further south. 
 
 From all the information I could gather, I came to the conclusion that 
 the little bay of "Inverhuron," in the Township of Bruce, possesses the best 
 natural features for a harbour to be found on that coast south of " Chief's 
 Point." , 
 
 I am not in possession of any professional information respecting what 
 the artificial works necessary to render the Bay of Inverhuron a safe 
 harbour — not taking into account wharves for the accommodation of 
 commerce — would cost, or even an approximation ; but I am warranted 
 upon good authority in stating that the cost of such works would be less 
 than one half the sum that would have to be expended at Saugeen. 
 
 The "Central" line between Owen Sound and the south-west boundary 
 of the County of Grey, will not be less than 50 miles in length ; and as 
 that line cuts through the County centrally, and will accommodate the 
 people of Grey better than any other line of the same length that can be 
 projected, I do not consider it probable that the people of that County 
 would consent to subsidise any additional length of line. ' 
 
 It became manifest therefore that unless the County of Bruce was 
 prepared to subsidise the branch in its whole extent, it would be impos- 
 sible to carry it out. 
 
 
•' ' 
 
 mi 
 
 *1 
 
 Taking this view of tho brunch, and taking into consideration as well 
 the physical char'»cteristics of the country over which the line would pass 
 for one half its length, and the absence of an attractive terminus on Lake 
 Huron, I had no hesitation whatever in advising its abandonment through 
 Grey and Bruce by Durham and Walkerton. 
 
 In my judgment, a line of Ilailway for the County of Bruce must inter- 
 sect the County centrally, and at the same time be kept away from the 
 Saugecn River and its Branches, for I think it will be admitted that to 
 afford any chance of success binder the present circumstances of Railway 
 projects in this Country, the cost of graduation must be kept down to a 
 minimum of the most favourable lines. 
 
 With these considerations in view I have projected on my map an 
 approximate line for a Railway in the County of Bruce, to occupy ground 
 southwest of the Siiugeen and its branches, which the line will avoid, 
 except a single crossing of the " Teuswater;" and I have selected as the 
 most favourable in all respects the Bay of Inverhuron, as the terminus on 
 Lake Huron. 
 
 From the southerly boundary of the County, this line may be carried to 
 Guelph, or via Mount Forest or Arthur, to a junction with the " Toronto 
 and Owen Sound Central," near Orangeville. , 
 
 In a comparison of distances from Owen Sound to Toronto, by way of 
 the Guelph line and the central route, it appears that the difference in 
 favour of the Central is twenty-two and u-half miles, with the further 
 advantage of an independent and separate line throughout. Extending 
 the comparison to the branch projected on my map, I'rom the "Central" near 
 Orangeville, to the Bay of Inverhuron, in Bruce, I find the distance from 
 Lake Huron by the branch and the "Central" to Toronto, approximately 
 125 miles, and from Inverhuron taking the line of the Flora road to the 
 town of Guelph, and thence by the Grand Trunk Railway to Toronto, 135 
 miles, showing that by the branch in the journey from Inverhuron to 
 Toronto a saving of ten miles would be effected. 
 
 The length of the "Wellington and Bruce" branch of the "Central" is 
 80 miles, against 85 miles of line required to connect Inverhuron with 
 Guelph. 
 
I 
 
 12 
 
 I have projected the branch to run near the ambitious and thriving 
 little town of Mount Forest, but a saving of about five miles in distance 
 can be effected by branching off at or near Orangcvillc, and persuing a 
 course near the south bounds of the townships of Amaranth and Luther 
 intersecting the Garafraxa road near the village of Arthur. From my own 
 observations, and from reliable information, I am able to state that the 
 ground over which this branch would run is particularly favourable for 
 railway construction. The only streams of any note intersected being the 
 Grand River, in the township of Amaranth, and the "Teeswater," in the 
 township of Greenock ; none of these stream^, where the line would cross 
 them, are larger than mere brooks, and the crossings are so far up towards 
 their sources that the deep beds which distinguish them lower down are 
 avoided. 
 
 I doubt if there is another range of country in Western Canada not 
 already occupied, where eighty miles of Railway could be graded at as 
 little cost. 
 
 In respect to the matter of the facility it would afford the people of 
 Bruce, I think I am safe in asserting that this line intersects that country 
 as favorably as any line equally feasible can be laid out. Its length 
 within the limits of the County, not exceeding 40 miles, taken in connec- 
 tion with the bonus of £100,000, which the Council of the County have 
 offered, and its cost for graduation, above alluded to, places it as a railway 
 scheme for the people of Bruce within their power to accomplish. 
 
 The remaing 40 miles lying chiefly within the limits of the County of 
 Wellington would have to be provided with a subsidy to insure the success 
 of the project. 
 
 The location of the line being changed to run by Arthur as above pro- 
 posed, the following townships would become directly tributary to it, and 
 might therefore be relied upon to assist in its construction, namely : 
 Howick, Minto, Wallace, Arthur, Maryborough, Peel, Luther 5,nd Gara- 
 fraxa. One hundred thousand pounds from the County of Bruce, with 
 forty thousand pounds from the above named eight Townships in Welling- 
 ton, would in my judgment secure the construction of the Wellington and 
 Bruce branch of the " Central." 
 
13 
 
 THE DURHAM AND ANGUS LINE. 
 
 This project is eminently that one of tlie throe Railwpy schemes now 
 under consideration, which is the least entitled to the merit of having been 
 conceived and set on foot in the interest of the people of the Counties of 
 Grey and Bruce. 
 
 It is proposed, as its title imports, to start this line from Angus Station 
 on the Ontario, Simcoe and Huron Railway, a point seventy-four miles by 
 that Railway northwardly of the city of Toronto, and to run it thence 
 upon as direct a course as pos:j*ble to the village of Durham, in the County 
 of 'Irey ; distance approximately, forty-seven miles. I am not aware that 
 the present charter authorised its extension to any other point. 
 
 A preliminary survey of the line has, as I learned in Grey, been made 
 recently, and according to the best iuformatiou I could obtain, it runs from 
 Durham eastward, to or near the north-west angle of the township of 
 Proton ; thence to, and crossing, the Sydenham road in the vicinity of 
 "Dundalk" Post Office, passes through Mulmur near the middle of that 
 township, and by the valley of a principal tributary of the Nottawassaga 
 river, reaches its eastern terminus, Angus. 
 
 I am not aware that this line touches at or near any intermediate point 
 of note in the County of Grey, except Dundalk ; and its course in this 
 County lies almost wholly in the southern tier of townships. Terminating 
 at Durham, thirty miles south of Owen Sound, the County seat, and from 
 Walkerton, the County seat of BiU;;vV seventeen miles, it cannot in my 
 judgment be urged that it is likely \v. bo regarded with much favour by the 
 people of these Counties. 
 
 The situation of this line is such, that it is hardly possible to institute a 
 comparison between it and *he other two railway projects. It does not 
 enter, indeed it hardly approaches, the County of Bruce j while the exist- 
 ence of the town of Owen Sound, and the surrounding populous and wealthy 
 townships in Bruce and Grey, are wholly ignored. 
 
 The noble and capacious natural harbour at Owen Sound, whether 
 viewed in respect to the beauty of its scenery, or the facilities it would 
 afford for the accommodotion of the Western and North-western lake trade. 
 
 111 
 
T 
 
 
 ■ 
 
 
 14 t 
 
 in, and has been regarded uh one uf the most notable i'oaturos of the great 
 Georgian Day, and 1 believe that I am warranted in utating that it has 
 always been considered by Navigators of these North-western waters, and 
 commercial men, that all that was necessary to make the "Somd" the 
 principal entrepot of trade on Georgian Bay, was a connection by railway 
 with Lake Ontario at Toronto. 
 
 Had the splendid natural advantages of Owen Sound, anything to do 
 with the inception of the Durham and Angus Railway scheme ? 
 
 I believe the defective and unfavourable character of Collingwood har- 
 bour is well known, and that the efforts formerly made by the Ontario, 
 Simcoe and Huron Railway Company to secure for their line a remuner- 
 ative volume of western trade signally failed in consequence. Collingwood 
 harbour is wholly artificial, and bounded by no natural sheltering heights, 
 it is exposed and inattractive. 
 
 Is it unfair then, when we find the Officers and others representing the 
 Ontario, Simcoe and Huron Railway opposing — particularly the Toronto 
 and Owen Sound Central scheme — by pitting the Durham and Angus project 
 against it, to assume that fear of rivalry, and a desire to monopolise the 
 whole north-west, lies at the bottom of their project. 
 
 The geographical position of the Durham and Angus line, in respect to 
 the Counties of Grey and Bruce, but particularly as regards the former 
 County, stamps it as a scheme conceived wholly in the interest of the 
 "Northern" Railway. Was its position in the County of Grey a central 
 one, leading to Owen Sound, it might be urged that that County and a 
 part of Bruce were incidentally benefitted ; but that is not the case ; it is 
 a scheme of no mixed character, being purely selfish in all its features. 
 
 In case "Northern" Railway influence proves successful in its opposition 
 to the "Toronto and Owen Sound Central," to the extent of preventing a 
 renewal of the Charter, it by no means is to be assumed that the people of 
 Grey will be induced to assist in building the Durham and Angus line ; 
 supposing however such success, and that to secure the monopoly aimed at 
 the Northern Railway interest should build that road, what would then be 
 the Railway facility which the people of Grey would have to accept and 
 submit to, in place of their own scheme the "Central." 
 
out to Durliiini, if not to dniin thowliolo country of its surplus products? 
 The people of Owen Sound, and Hurrouiiding to\vn!<liii»M in Grey and 
 Bruce, arc conipetont to answer these (|U(!«tions. 
 
 Having, as I believe, shown pretty clearly that the town of Owen Sound 
 can bo ruined, and as a consequence the surrounding townships seriously 
 injured, without going into an expenditure necessary to huild a Railway 
 up to that port, what can be said in deience of tlu! people of that town for 
 furthering and supporting a railway scheme, which, according to Mr. 
 Cumberland's logic, would complete their destruction. 
 
 The town of Owen Sound enjoys a geogra})hic!d position, and possesses 
 certain natural adva tages which entitles it to the rank of holding 
 a comnianding position upon tlie great North-western waters. No large 
 expenditure is necessary to construct a capacious first class commercial 
 harbour, and becoming the terminus of a line of liailway direct from Lake 
 Ontario, at Toronto, would develope these nattiral advantages by securing 
 for it such a siiare or volume of Western and North-western lake trade, 
 together with a trade yet in embryo, namely that of the North-east coast of 
 Georgian Bay, as would compensate it a hundred times over, for whatever 
 loss it might sustain by the trade of the townships east and south of it 
 being drawn to stations on the Railway in that direction. 
 
 Owen Sound would moreover still continue to bo the depot lor the 
 trade of all the adjoining townships, and lor those more distant, lying west 
 and north-west. 
 
 The growth and existence of a large town upon the "Sound," is a matter 
 of the very first importance, to the people of a large tract of country 
 extending westward to Lake Huron, of which it is the natural, as it is at 
 present, the real commercial centre ; they are therefore deeply interested 
 in the result of the present contest of the people of Grey, with the Northern 
 Railway interest. 
 
 It may be urged that the contemplated extension of the Ontario, Sincoe 
 and Huron Railway from Collingwood to Owen Sound, by way of the Bay 
 shore route, tlirough Collingwood, St. Vincent and Sydenham, will with 
 the " Durham and Angus line " aiFord the Counties of Grey and Bruce 
 all the Railway facility that the Central would give them. 
 
18 
 
 Thoro 18 a sort of plausibility in that proposition, but who believes 
 tliat that extension will over bo built? The Northern Railway interest 
 will not build it. Why should that interest spend a million of dollars to 
 dcvelopo the capabilities of a rival port, and acconiiuodate two or three 
 townships, whoso trade they already command at Gollingwood. No ; the 
 question as to tlie construction of what I may call the Gollingwood and 
 Owen Sound extension, was fitly and candidly answered by the present 
 able Managing Director of the " Northern Railway," when put to him by 
 the people of St. Vincent : *< Gentlemen, you have water communication 
 in summer and the best of snow roads in winter." 
 
 THE GENTRAL ROUTE. 
 
 The line indicated on Mr. Tuliy's map starts from the line of the 
 Grand Trunk Railway, at Weston, and runs thence northwardly and 
 nearly direct along the valley of the Humber, via Mono Mills, to a 
 point in the valley of the Gredit, about three miles north of 
 Orangeville, from that point, or from Orangeville, on a line very 
 nearly direct to the third concession line of the township of Amar- 
 anth on the southerly boundary of the county of Grey ; the face of 
 the country is very favourable. And from thence, with but slight devia- 
 tions from a straight line, through portions of the townships of Melano- 
 thon, Proton, Artemesia, Glenelg and Holland, to a point in the valley of 
 the Sydenham river, on the boundary road between the townships of Sul- 
 livan and Holland, in the vicinity of Ghatsworth, the country is equally 
 favorable ; presenting few features involving expensive construction either 
 in cuttings, embankments, or bridging. From Ghatsworth to Owen Sound, 
 the country is favourable on two lines, one by the valley of the Syden- 
 ham, through portions of the townships of Sullivan and Derby ; the other 
 by the valley of a small stream having its source near the Garafraxa road, 
 in the township of Sydenham, and which empties into the sound some four 
 miles north of the town. 
 
 In order to determine which of these two routes between Chatswortb 
 and Owen Sound is the most feasable, it will be necessary to make oarefiil 
 surveys of them. Both, I believe, are practicable. The most eastwardly 
 line would enter the valley of the Sound, about one mile below the town ; 
 having at that point attained a southwardly course, along the talus of the 
 eastwardly cliflF. 
 
21 
 
 At thu fnllH, in tho oiiKt bunk of tlio ritvino, building Htooc of ^nod 
 ({Utility, itnd in uiiliniitcd quantity, will bu found fur tliu bridge, and bank 
 walk, rctiuircd tu carry thu propuHud llailwuy acroHH tliu ntrcaiu at that 
 point. 
 
 As tbcrc would not be niucb business to be gatlicrod up botweon Branip- 
 Bon and Toronto, and as the rivur crossings upon tbut part of tbi; line will 
 be expensive, it would in uiy judgement be advisable if jmssible to arrange 
 with the Grand Trunk Railway Company to lay down a second lino of 
 rails alongside their track. 
 
 The additional construction to bo auvlod to tho road bed, — culverts and 
 bridges between Brampton and tlie city — for a second track, Avould not 
 cost more than one third the sum a new line would reijuiro for its construc- 
 tion ; and tho arrangement might include the use of the Union Station, 
 which I understand that Company are about erecting in Toronto, for the 
 passenger trains of tho Central. , 
 
 I do not propose to institute comparisons between these three routes 
 between Toronto and the comr. on point north of Orangevillo, for in tho 
 absence of actual surveys, any conclusions I might arrive id would be of 
 but little value. That all three are practicable, I do '"ot entertain the 
 slightest doubt ; I will therefore make but a single remark, aaiuely, that I 
 deem it most desirable in locating the line, to secure for the "Central" .'he 
 broadest base of local support of whicli the face of the country, and a duo 
 regard for the linear features of the line, will admit. 
 
 LOCAL BENEFITS. 
 
 With tho results and experience of the last ten years before them, the 
 people of all parts of this country are fully alive to the benefits conferred 
 upon such sections of the Province as have been intersected by lines of 
 Railway ; and it is well understood that while the value of land depends 
 first upon its productive capacity, its commercial value depends as well 
 upon its proximity or otherwise to a good market ; and also that Railways 
 in tlieir effects upon the trade and commerce of a country, overcome 
 distance, and establish between sections geographioally far apart, the most 
 intimate business and social relations. 
 
22 
 
 
 In truvt'Uiiig rowntly through your County and tho County of Bruoo, 
 I found the pcoplt! fully iiwiiro of tho diHudvuntaguH of thuir preiMint 
 iHoluted poHition, uud uot only anxiouH, but dutennincd if {MWHiblu, by 
 contributing liborully to tho conHtruotion of houiu fotiHiblu linu of lluilwuy, 
 to open up for thuuiHulvcH uioru fucilu und direct uoiuuiunication with the 
 outer world. 
 
 PROSPECTIVE TRAFFIC. 
 
 The prcHcnt population of tho tract of country between Toronto and 
 Owen Sound, which would be tributary to the proposed Toronto & Owen 
 Sound Central Railway, I entimate at one liundnMl und twenty thousand, 
 cxcluHive of the city of Toronto ; basing that utitimute upon the lust census 
 as compared with tho census of 1851. 
 
 The statistics of Railway traffic in the Eastern, and in some of the 
 Western States of the American Union, show that tho local receipts from 
 the territory tributary to a Railway, average about three dollars for each 
 unit of the population. In the above estimate, lohave left out the City of 
 Toronto, but us it must bo allowed that the population of that city con- 
 tributes to all the Railways centering there, I consider that I am entitled 
 to take one (quarter of it into my estimate. Assuming then that the 
 population of Toronto is 50,000, I may add 12,500 to the sum above 
 stated, making the total 132,500. 
 
 This basis of population at tho above estimate of $3.00 per capita per 
 annum, would give $397,500 gross revenue, equal to a net revenue of 
 $198,750, — wliich again is equal to the interest at six per cent, upon a 
 capital of $3,312,500. 
 
 That amount of capital distributed upon the mileage of the line will 
 allow for each mile $30,071 (£7,007.3.9 currency for construction and 
 equipment. 
 
 According to the annual report, 1865, of the Northern Railway, the 
 gross amount of revenue derived from local traffic, is $467,392. 
 
 The population tributary to that Railway, I find from the sources 
 above mentioned including one quarter of the population of the City of 
 Toronto, estimated at 12,500, to be approximately 125,000. 
 
 The amount of gross revenue above given, divided upon that population 
 gives a fraction over $3.73 per head. 
 
16 
 
 From Owon Sound by fyravol road to Durlitiin, 
 From Durhuiii to Toronto, viu AiiguH, 
 
 'iO miles. 
 125 
 
 155 iniloH 
 Including 30 miles of "staging," against 108 miles by rail jxjr the Central. 
 
 Supposing bowcvor, for the comparison, tbat instead of going forward to 
 Durham, the Angus branch of the "Northern" on reaching the vicinity of 
 Dundalk was made to take up the route of the Central to Owen Sound, 
 the people of Owen Sound would be relieved of liO miles of "staging," but 
 would still "for all time" have 115 miles between them and Toronto, by 
 Angus and the Northern liuilway. 
 
 I do not deem it necessary in these comparisons to carry them into tho 
 details of fares, and rates of freight, considering that as u general rule theao 
 depend upon and are governed by "mileage." 
 
 It may be well however to sum up tho case upon that principle, to see 
 how it stands. Tho mileage then upon these routes stands approximately 
 13 follows : — 
 
 Owen Sound to Toronto, Durham and Angus, 
 Do. Guelph, 
 
 Do. Central, 
 
 155 milofi. 
 
 135 
 
 108 
 
 Assuming then that tho cost of the movement of Freight and Passcngorg 
 will be in the direct ratio of the mileage, and overlooking for the moment 
 that thirty miles of the route from Owen Sound, via the Durham and 
 Angus route would bo cartage, we have the following results : — 
 
 Fare of one passenger, from Owen Sound to Toronto, via 
 
 Durham & Angus line, at 3c per mile, - $4 65 
 
 Do. Guelph line, 4 05 
 
 Do. Central line, - - - - - 3 25 
 
 Freight. — Cost of transportation for one ton of Freight at two and 
 four-tenths of a cent per mile : — 
 
 Owen Sound to Toronto, via Durham & Angus line, 
 Do. Guelph line. 
 
 Do. Central line, 
 
 $3 72 
 3 24 
 2 59 
 
m 
 
 These differences in favour ol'the Central route maybe taken practically, 
 as the length of that line is so n.. ir one hundred miles, as even percentages. 
 The freight charges therefore to a merchant at Owen Sound on an invoice 
 that would cost him $100 by the Central, would cost him $150 by the 
 Durham and Angus line. 
 
 To that difference must, of course, be added the difference between the 
 Kailway rate and the cost of cartage over the thirty miles between Owen 
 Sound and Durham. 
 
 It was urged and argued by Mr. Cumberland, at the Toronto meeting, 
 on the 23rd May last, thct a line of railway from Toronto to Owen Sound 
 would ruin the latter town by drawing everything away from the surround- 
 ing country in the direction of the Eastern terminus of such Railway. If 
 Mr. Cumberland's proposition is sound, he is with the other promoters of 
 the Durham and Angus scheme, clearly entitled to the thanks of the 
 people of Owen Sound for not carrying that line any nearer to them 
 than Durham. 
 
 Under the present state of matters at Owen Sound in respect to forward- 
 ing and transportation of the productions of the surrounding townships, it 
 is tvue that it is the shipping port for whatever surplus the country pro- 
 duces, and it is to this effect that the growth of the town is to be 
 attributed, but for six months in the year the navigation upon Georgian 
 Bay is closed, and whatever quantity of the surplus productions of the 
 district remains, has to be hauled 30 to 70 miles over to Collingwood, 80 
 miles to Guelph, or has to accumulate at Owen Sound, and remain until 
 the opening of navigation in the spring. 
 
 With a line of Railway from Toronto open to Durham, what portion of 
 the surplus would, in the judgment of any practical business man, seek an 
 outlet to its inevitable destination, an eastern market, through the ware- 
 houses fit Owen Sound, whether during the autumn or for the spring trade ? 
 In my judgment a glance at the map of the country, viewed in the light of 
 his experience, would convince any unbiased business man, that under any 
 ordinary state of business and prices, the whole surplus production would 
 be inevitably drawn to the Railway Station at Durham, othex wise why is 
 it proposed to push a branch of- the Ontario, Simcoe and Huron Railway 
 
19 
 
 On the accompanying map I have projected the line through the town- 
 ships of Proton, Art^mesia, Glenelg and Holland, on the south-west side of, 
 ail ^ in proximity to the Sydenham road, but it is possible that instrumental 
 surveys of the route through these townships, may develope a line favour- 
 able for construction as far to the south-west as Price ville. 
 
 As the hilly region extends into ihe neighbourhood between Priceville 
 and Flesherton, and as the time at my disposal did not allow me to extend 
 my reconnoisance beyond the clearings along the Sydenham road, I cannot 
 speak with confidence on thin point. 
 
 Between Toronto and Orangeville, or the point above mentioned, in the 
 valley of the river Credit, north of that village, three routes- claim the 
 attention of the Engineer. First that examined by Mr. TuUy, which 
 diverges from the line of the Grand Trunk Railway, as stated above, at or 
 near Weston, and following up the valley of the river Humber, or in the 
 immediate vicinity of that valley, to a point near the north boundary of 
 the township of Albion, assumes then a course nearly west, still following 
 the Humber Valley, and enters the gorge through which the river flows, 
 at Mono Mil's. From Mono Mills its direction is west and north-west for 
 a distance of about seven miles, over favourable ground, to the common 
 point north of Orangeville, above mentioned. 
 
 The second route would strike off from the Grand Trunk Railway at a 
 point about half way between the Humber and Mimico valleys, and would 
 run thence north-westerly along the "divide" between those streams, to a 
 point about one mile east of East Caledon Post Office. From that point 
 the line assumes a more westerly course, and taking the ascent of the 
 Caledon "Mountains" diagonally, cuts the "centre road," leading from 
 Brampton to Orangeville, a little south of Charlestown Post Office. 
 Inclining thence, and curving to the right, it would enter the valley of the 
 Credit, about two and a-half miles south of Orangeville, and would then 
 follow the valley to the common point above described. 
 
 A survey of that part of this line situated between East Caledon and 
 the point in the Credit Valley south of Orangeville, was made by Mr. 
 Wheelock, Civil Engineer of Orangeville, to test the practibility of sur- 
 mounting the heights by this route, and it was found that the maximum 
 grade would not exceed sixty feet to the mile. Mr. Wheelock reports the 
 line as being very favourable in respect to linear features and quantity of 
 excavations. 
 
f 
 
 "iJ 
 
 20 
 
 * 
 
 Ah thei'e is no other part of this route between Oranijjovillo and the 
 valley ol' Owen 8ound, presenting acclivities requiring instrumental exami- 
 nation, to establish the feasibility of the line approximately projected on 
 tiie accompanying ujap, there can be no question as to its complete practi- 
 cability. 
 
 The tl\ird line I will distinguish as the Brampton and Credit Valley 
 route. It would diverge I'rom the line of the Grand Trunk ilailway, near 
 the western limits of the city of Toronto, and leaving that Hallway to the 
 right, pursue a westward course, through the townships of Etobicoke, 
 Toronto and (^hinguufiousey, to Brampton ; and would run thence north- 
 westerly in the Township of Chinguacouscy through the first concession 
 west of the "centre road," to the rear[boundary of that township, where it 
 would enter the valley of the river Credit, and cross a tributary of that 
 stream flowing from the Northeast. The line would then leave the 
 immediate valley of the river, without 'iny objectionable deviation from the 
 general course, and enter upon the lower foot hills of the "Caledon Moun- 
 tains," on favourable ground along the left or eastwardly bank of the 
 lower vallej of the river, and would be carried forward in the direction of 
 a point about one-eighth of a mile north of the Forks of the Credit, where 
 it will enter and cross the main valley to the west bank. From that point 
 northward for the distance of three miles, the valley is a gorge from five 
 hundred to one thousand feet wide, and from one hundred and fifty feet 
 deep at the road bridge above Church's Mills, the bed of the stream one 
 mile below that point, is little less than two hundred and fifty feet below 
 the level of the plateau, which bounds the valley for three or four miles 
 above. 
 
 From the point of entering and crossing the gorge above the " forks," 
 the line in its fov-.-se northward would follow the westerly side of the 
 valley to a point about three hundred feet below the cascade at Church's 
 Falls, where it would cross the stream diagonally to the left bank, and 
 enter the upper and more open section of the gorge. 
 
 Between Church's Mills and Orangeville the valley is fair and open, 
 widening out from the public road crossing, one mile above the mills, as 
 you proceed northward, presenting as fair a surface for the economical 
 construction of a Railway as the most sanguine projector could possibly 
 desire to see. 
 
•a " 
 
 28 
 
 It may be urged that a part of the population I have estimated as 
 tributary to the " Central," have contributed to swell the amount of gross 
 receipts above quoted, but the overplus of 73 cents per capita upon the 
 population I have allowed the " Northern Kailway leaves 30,000 of 
 population to spare, which I may add to the sum to bring the per capita 
 annual average of gross traffic receipts, down to 83.00, the basis of my 
 revenue calculation for the proposed *' Central Railway." 
 
 In making my estimate of population tributary to the "Central" I have 
 been careful to make an equitable division of the territory lying between 
 the two lines, giving the " Northern," part of XJoUingvvood and Osprey 
 in Grey, and taking Adjala, Mono, and part of Mulmur, in Sincoe for 
 the "Central." 
 
 COST OF CONSTRUCTION AND EQUIPMENT. 
 
 The face of the country upon which tin line for the "Central " should 
 be located, is so favourable for the economical construction of a Railway, 
 except upon two short sections, that the cost for graduation per mile may 
 be taken at a minimum of the least expensive Railways that have been 
 built in this country, or in the United States. 
 
 Between the Grand Trunk Railway at Weston, Malton or Brampton, 
 and the north-west bounds of the valley of the "main Saugeen," in the 
 township of Artemesia, — a section of 50 miles — with the exception of from 
 five to seven miles in the township of Caledon, the work of graduation will 
 involve little more than formation of road bed, and the building of a few 
 small bridges. 
 
 In the neighbourhood of Flesherton, there will be what a sub-Contractor 
 would call some "good work," but nothing "heavy." 
 
 Between Flesherton and the Garafraxa road, there will be an occasional 
 cutting ; but from the Garafraxa road to the valley of "the Sound," the 
 work will be generally light. 
 
 The Caledon section will involve some heavy work ; but upon either 
 the Middle (Mr. Wheelock's) line, or the "Credit Valley Line," the length 
 upon which such works will be encountered, will not exceed five miles. 
 
T" 
 
 24 
 
 ESTIMATED AVERAGE COST PER MILE. 
 
 Land damage, Registry, Perfecting Titles, &c., 
 Fencing and Gates, . . . . . 
 
 Graduation — including bridges, culverts, road crossings &c. 
 Superstructure, Stations and equipment, _ . . 
 
 Repair Shops, Engineering and contingencies. 
 
 Total cost per mile. 
 Reduced to currency, 
 
 $1,000 00 
 750 00 
 
 9,750 00 
 13,000 00 
 
 3,500 00 
 
 28,000 00 
 £7,000 Os. Od. 
 
 THROUGH TRAFFIC. 
 
 So much has been said and written of late years respecting the trade of 
 the "Greast West," by Civil Engineers and others who have undertaken 
 to discuss that question in its bearing upon the several Canal and 
 Railway schemes carried into operation, or projected in this country, 
 while the results have I'allen so far short of the predictions made and 
 hopes entertained of it, that I may be pardoned for stating that it is a 
 subject which I approach with great diffidence and some reluctance. 
 
 That any line of communication from Georgian Bay across the Cana- 
 dian peninsula to Lake Ontario, whether Canal or Railway will ever 
 become the channel through which a very large volume of the grain trade 
 of the '- Great West " will take its course unless the Caughnawaga Canal 
 shall be constructed, I very much doubt. 
 
 The construction of the Caughnawaga Canal to connect the Saint 
 Lawrence with Lake Champlain — adding that Luke to the Saint Law- 
 rence waters as a distributing basin, and connecting the Saint Lawrence 
 and Ottawa Valleys by water with the Hudsons at Troy and Albany, 
 would doubtless have the effect of increasing the volume of Western trade 
 upon the Saint Lawrence, from its present very limited dimensions, to one 
 of very considerable magnitude. 
 
 With that Canal opened it would not be unreasonable to expect that a 
 considerable portion of the grain and provisions, surplus of the West seek- 
 ing an Eastern Market by the St. Saint Lawrence, and Lake Champlain, 
 would take the short route across our Peninsula. 
 
25 
 
 Buffalo and Oswego being at present the chief entrepots of the grain 
 and provision trade upon Lakes Erie and Ontario — there being no inlet 
 for it to the Eastern States by water East of the latter port, accounts in my 
 judgement for the very limited quantity of through freight carried by the 
 Northern llailway of Canada the past year. 
 
 In this connection I will submit the following which I find in the 
 report of the sub-coiuraittee to the Committee of the Board of Trade of 
 the City of Montreal, appointed for the reception of the delegates from 
 the States of Illinois aijd Wisconsin, dated April, 1863. " Exi)erience in 
 the grain trade here (Montreal) goes to show that transhipment at the ibot 
 of Lake Navigation, from large steam and sailing vessels into river craft, 
 is not only found to be an inconvenience, but is adopted by choice as the 
 cheapest, most facile, and safest mode of delivering grain in our harbour. 
 Vessels loading in the Upper Lakes, now rarely come below Kingston ; 
 there transferring their cargoes to barges, the largest class of which now 
 used in the trade, measure 150 feet in length by 30 feet in width, draw 9 
 feet of water, and carry 22,000 bushels of wheat." 
 
 Whether such barges could be safely used upon Lake Ontario, I cannot 
 undertake to say, but the saving in distance of 300 miles by the overland 
 route^ from Owen Sound to Toronto, as compared with the Saint Clair, 
 Lake Erie and Welland Cansvl route, would, provided such barges can be 
 used with safety between Toronto and Kingston, on the voyage to White- 
 hall, at the southern extremity of Lake Champlain, be sufiicieut to attract 
 to your proposed Railway, some part more or less of the grain and provi- 
 sion trade of the West. The volume of that trade is now so large that 
 twenty per cent of it would enrich both your proposed line and the 
 "Northern." 
 
 There is however another trade, yet in its infancy, but destined in the 
 near future to assume large proportions, which if the merchants and 
 capitalists of this country are true to themselves, may be owned and 
 controlled by them, — namely, that of Georgian Bay and the North-west, 
 which will naturally seek Canadian lines of communication in its course to 
 points east, and the seaboard. 
 
 The pine timbered lands in that extensive tract of country bounded by 
 the north-east coast of Georgian Bay, must soon be broken into, and the 
 lumber and timber taken to eastern markets. 
 
^^ 
 
 .H.J J 
 
 It is within my own knowledge that the pineries in the Oountiea of 
 Peterborough, Viotoria, Ontario and Simooe, which supply the markets in 
 the State of New Yorit, with not leas than 150,000,000 feet of sawn 
 lumber annually, are being rapidly worked out, and will soon be exhausted. 
 
 « 
 
 That the demand for sawn lumber in the market above named will 
 
 continue after the supply of timber in the Counties mentioned has failed, 
 will not I think be denied. 
 
 To supply tbnt demand the north-east coast of Georgian Bay must and 
 will be penetrated in all directions, and the lumber made must seek transit, 
 across our Peninsula. 
 
 From these sources I think I am warranted in predicting that a heavy 
 volume of through traffic may be safely counted on ; and I may remark, 
 as ''competition is the life of trade," the presence of your line as well as 
 the "Northern" upon Georgian Bay, will by the facilities they will severally 
 present, tend to the more rapid development of trade, not only upon that 
 water, but upon those greater waters in the north-west. 
 
 . I have the honour to reuiain, Sir, 
 
 Respectfully your obedient servant, 
 
 JOHN W. TATE, 
 
 Civil Engineer. 
 
 4 
 
 
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