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MEMORANDUM 
 
 MLATIVB TO (HK 
 
 PRESENT POSITION 
 
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 0» THE 
 
 ONTARIO, SIMCOE AND HURON 
 
 KAILHOAl) UNION COMPANY, 
 
 ANI> 
 
 SUGGESTIVE OF FABLIAMENTARY MEASURES OF RELIEF. 
 
 I'KKPARI'B POT( THi; INFOliMATTON OK TirK IIONOURAULK THF EXKTUTTVK 
 COUNOll. AND LKOISLATURM. 
 
 TO 11 ONTO : 
 
 B I. A • ' K I! (' n N ' H CI T Y M 1' K A M i' H E H 8 
 
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 The Ontario, Simcoc, iind Huron Union IJnilroad Company, wjib 
 incorporated under iL'th Victoria, Cap. 190, to wliich the Royal 
 assent was given, on the 30th January, 1849. 
 
 The Contract for tlic construction of the lload was sign(.'d on the 
 24th December, 1850, and it was opened for Trallic in Tliree Divi- 
 sions, at the following dates respectively : — 
 
 Ist, 42 miles on the 13th June, 1853. 
 
 2nd, 63 miles on the llth October, 1853, 
 
 3rd, and finally throughout, 2nd January, 1855, 
 
 The length of the lioad, inclusive of Branches and Double Track, 
 is 99/o miles, served by 24 Stations, with all necessary Offices, En- 
 gine Houses, and Machine Shops, and an equipnicut of 17 Loco- 
 motives and 297 Cars, of all classes, in running order. 
 
 In addition to the foregoing, the Company is possessed of Har- 
 bour Works, Hotel at Colliugwood, Timber Land, and other Real 
 Estate, valued on a low estimate, at $473,200, and other property 
 in Plant, Stores, &c., valued at $524,875 58. 
 
 The Total Capital of the Company, is $4,382,230, represented 
 as follows : — 
 
 Paid up Stock, S 823 530 50 
 
 ». 
 
 1 
 
 
 Govornment Lien 2.311 6GG 67 
 
 
 
 Mortgago Bonds, 253,066 66 
 
 Company's Bonds— all other Classes, 993,966 67 
 
 
 
 Total Capital, $4,882,230 50 
 
 
The Total Floating Liability of tho Company, exclusive of 
 Interest on Government Lien ; bnt inclusive of Interest on Com- 
 pany's Bonds, to 1st July, 1858, is ^370,038 22. 
 
 This Road was tho first constructed, and tho first opened for 
 Traffic in Upper Canada. Thus, in its constructional cost, it had to 
 contend with all the difficulties inseparable from enterprises on- 
 tiroly new to the Country ; and that, too, at a time when local 
 capital sought no such ii, vestments, and the Provincial credit had 
 not yet been firmly established. To these causes may be attributed 
 a very tonsiderable margin on the Contract prices computed on a 
 cash basis, although the actual milcago expenditure has been below 
 the outlay on other Canadian Roads subsequently constructed. In 
 the absence of a cash capital, the constructional cost was ueces 
 Barily met by tho issue of Bonds of the Company, augmented by 
 those of the Government to tho amount above stated; and it is to 
 be noted, that this description of payment whilst it increased the 
 cost of the works, (for, even Provincial Debentures were, at tlie 
 date of tho Contract, quoted at a Discount,) also involved tho 
 Company in the liquidation of heavy interest durinti; tho period ol 
 constrBiction, (this item representing an expenditure of 0450,701 VJ 
 $258,786 68 having been paid before the road was opened,) thus 
 tending to swell the capital account, and by hampering its early 
 revenues to involve the Company in immediate financial embarra5<s 
 ment, from which it has since continued to suffer. 
 
 Nor was the expenditure confined to these practical servicen 
 usually comprehended in Railway construction. Important and 
 oostly Harbour works have been successfully executed to obviouH 
 public advantage, but without special eliargo to the Province. 
 
 Finally, the ]load having boon completod and (iponed for Tr.tiric, 
 it became necessary to organize tho '» Tliroiigh lioute " for llic 
 Western Trade by IJppcr Laki; Steam Conn<u;tionp ; and ;ifi hucIi 
 route waB new, and (!onipot.itivo with all tho existing uiu\ powerful 
 
Auicricaa hinat^ of Trauftit, and, during its initiation was, of course, 
 uf a speculativo character, its establishment involved the C mpany 
 m Jar^c special expenditure, to be justified by the revenues of future 
 years on an established trade. 
 
 All theac services, novel and supplementary in their character, 
 have gradually tended to involve the Company in Financial embar- 
 rassment; to cripple its operations by tlie creation and pressure of 
 a floating debt, — to weigh down income by charges properly due 
 to capital, — to deprive the lload of the ability to earn the revenues, 
 which, if free, it could amply and profitably command, — and, as the 
 result, to suspend payment of interest on its funded capital, and 
 postpone those works of current repair and restoration necessary to 
 its full maintenance. 
 
 To these embarrassments alone is to be attributed the suspension 
 of the " Through Route," during the season of 1857 ; for although 
 the route had fully approved itself in the transactions of previous 
 years, the Ihianeial inability of the (Company resulted in the weak- 
 ening of its Lake connections, and in a natural hesitation on the 
 part of the proprietors of Lake craft, and of forwarders to continue 
 eilicient combinations. 
 
 'J'hus, it will be seen, that to the immediate pressure of the 
 tloating debt, as such, is to be added its contingent results, (disas- 
 trous by their growth,) in the suspension of the Through Koute, 
 and its revenues, in the depreciation of the lload, '(-id therein the 
 augmented cost of its operation, in the outlay ut-^ to floating 
 tiuaBce and accumulating interest upon its items, and to the in- 
 creased expenditure always attending impaired credit and straight- 
 ened means. 
 
 Accordingly, since the suspension of the Through Route, at 
 the close of the season, 1850, the Road has been dependant on the 
 revenues derivable from Way traffic alone; which, although they 
 have been sufficient to the payment of working expenses and to 
 
 / 
 
 / 
 
a partial liquidation ot" floating indebtedness, have been unequal 
 alike to payment of interest on the secured capital, and to that 
 full iiiaintenauce (jf the works of the (company, which, under more 
 favourable cireuinstancea, Hhould have been secured. 
 
 After every effort which the most anxious solicitude could suggest, 
 or the niost rigid ccouoiny could strengthen, the Direction is im- 
 pelled to the conviction, that so long as these embarrassments con- 
 tinue, so long will the expenses of working bo maintained; the 
 depreciation of the works continue comparatively unchecked ; the 
 revenue be limited to local sources; and, as the inevitable result, 
 interest upon the secured capital and the (jiovernment lien be im- 
 possible, and the lioad fail of its full value to the Province and the 
 public. 
 
 There is a limit of practical and financial depreciation, below 
 which, no Direction having a proper regard to the public intereste 
 and its own responsibility may permit a public work to fall ; and 
 although this railway has hitherto been maintained in a safe con- 
 dition for public use, the pressure of accumulating embarrassments 
 may, at no distant date, render impossible those liberal provisions of 
 repair and restoration which are periodically essential to all works 
 of the class; and, inasmuch, as the local revenue is clearly unequal 
 to the accumulated burthen by which it is oppressed, it may be- 
 come necessary to accept the alternative, so to relieve it as to secure 
 its due maintenance and the re-opening of its most profitable source 
 of earnings, or altogether to suspend its operation. Nor, in the 
 consideration of this question, should it be forgotten, that as on the 
 one hand the Direction practically represents the Provincial as well 
 as private investment, and is charged with the safe and efficient 
 operation of this llailway, 30, on the other, they are entitled to 
 claim co-operative measures of relief from all the interests, or re- 
 lease from the grave responsibilities attaching to the care of a 
 public work expected to fulfil its purpose, but depressed aud embar- 
 rassed below the standard of possible efficiency. 
 
i 
 
 To removo thcso eiubarrassiaonts and thus reestablish the road to 
 a high standard of public utility and reliable credit, by the suspon- 
 8ion of the Government lien, and thereupon to fund the floating 
 debt, put the Koutc in a condition of permanent efliciency for com- 
 plete and profitable service, would, it is urged, be justified not alone 
 on grounds of public policy and I'rovincial credit, but directly by 
 the financial results to the Government itself. 
 
 Assuming, for the purpose of illustration, that the Government 
 lien were suspended, and thereupon the neceafiury amount rai.scd 
 for funding the floating debt, and for the completion, extension, 
 and restoration of the Road services, the whole funded debt of the 
 Company would thou be represented in consolidated six per cent 
 20 years bonds, holding first charge upon the lioad to the following 
 amount, viz. : 
 
 1. For Consolidation of existing Bonds of the 
 
 Company — of all Classes, i? 1,21 7, Uoa M 
 
 2. Extended issue for the funding of floating 
 
 debt, and for the payment of arrears of in- 
 terest on Company's IJonds, 37<),0'J8 22 
 
 '^. Extended issue for completion, extension, and 
 
 restoration of lload services, ;)97,295 1! 
 
 Total funded debt of the Company, esclusivo of 
 
 suspended Government lieu, 82,220,o6() G7 
 
 The interest of which, at six per cent per annum, would repre- 
 sent a first charge of 3133,222 upon the annual revenue. Now 
 the revenue, froin local sources o.hnc, for the year ending Ist Jan- 
 uary, 1858, (during which the through traffic had been suspended,) 
 amounted to 8308,709 55, which, after deduction of say sixty 
 per cent, for working expenses, would yield a nott revenue of 
 $123,507 82, being nearly sufficient to the payment of full 
 dividend on tho above secured capital as the result of the Wai/ 
 
8 
 
 bu.iine»s alutte ; but, inasmuch, as the .suspcn.siuu of the Govern- 
 nieut lion wouhl render possible the further ibsuc of bonds 
 for the removal of tho floating debt, and completion rind 
 restoration of the works, the "Through lloutc" would then bo 
 established in full efficiency, and tlic revenues of tho Company 
 thereby augmented. Taking the revenue on Througli Trade, for 
 the year 185G, viz. :— 8544,852 98, and that on Way traffic for 1857, 
 3{J08,769 55, wo have a gross annual revenue of ^853,022 53, 
 from which, allowing sixty per cent for working expenses, a uett 
 revenue may be estimated at §141,449 02, or sufficient to the pay- 
 ment of full dividend on the Company's funded capital, with a 
 balance of $8,227 02, to the credit of Stock and (jovernnient 
 lien. Remembering that the foregoing statement is based on the 
 actual receipts of the Koad, at a period when it was labouring undo 
 deep embarassment, it is fair to anticipate tliat on restoration to 
 full energy, and with a Through and Local'J'rade always increasing, 
 the revenue will early suffice to full dividends on the lien. 
 
 A reversion of such character is of great and palpable value, and, 
 inasmuch, as all dividend (to the Company's l»ond holders as well 
 as to the Government) is now debarred, tho road depreciated, the 
 public credit injured, and a most valuable carrying trade lost to the 
 Province, policy as well as interest would seem to point to the 
 suspension of its lien by the Government. IJeing a first charge 
 upon the Road, so long as it is maintained in its present po.?ition 
 it will shut out the possibility of raising the means necessary 
 to the efficiency and full development of the route, — it will main 
 tain the floating debt, — debar all measures of liberal and permanent 
 repair, — perpetuate the infliction upon income of charges properly 
 due to capital — and thus itself chain down the revenue, which if 
 relieved, would quickly yield full return to all the interests. 
 
 To leave the road unaided, will be to sacrifice the Government >/ 
 lien in perpetuity, — to assist it })y suspension, will be to secure 
 an early reycraion of interest to the public exchequer, and tlutt, 
 
9 
 
 without any additional outlay whatever from the Provincial 
 fiuidfl. 
 
 I>ut there aro other than direct (iiianciul reasoiiH, upon which the 
 iMliof now .sought may be urged and justified. 
 
 The Northern la a national and not merely a local Road. In thi.s 
 character it, with the Grand Trunk, occupies peculiar ground; lor 
 llicy are the only guarantee llailroadis in the I'roviuce, construeted 
 lor and engaged in a Foreign Carrying and Through Trade ; and 
 they aro especially the only Through Road.s, whose theory is based 
 upon and whose operation is essentially calculated to foster the 
 Atlantic Tnidc of the 8t. Lawrence. 
 
 It is undeniable, that the Grand Trunk was initiated as a com 
 pctitive Route lor the Through Trade of the West, and with a view 
 lo its attraction tu the 8t. iiawrence. Now, it can readily be shown 
 liy reliable computations, based upon the actual distances, time and 
 cost of movement of a/l the Routes from Chicago eastward to the 
 Atlantic, whether by Rail, Lake Steamer, or Canal, or either com 
 bined. 
 
 1 That the Northern Route oia Collingwood, Toronto, and 
 Oswego, elioets a saving of nearly 0^ dollars per ton, as compared 
 with any Thronyk Railroad Route between Chicago and New York 
 (Uty. 
 
 2. That the Northern Route, at loss cost in rate per ton, adbrds 
 a saving of time in transit of two days, as compared with thcabsu^ 
 fntdij checijK'xt of nil (he water Routes between Chicago and New 
 Vork. 
 
 And finally, that the Northern, in combination with the Grand 
 Trunk, afibrds the chcajiest and gniekest of all routes of every class 
 between Chicago and Tide Water of the Atlantic Ocean. 
 
 Again, comparing the relative distance, time and cost of movc- 
 n)ent over the three routes West from Toronto to (Jhicago, it will be 
 found that in the carriage of a ton of goods, the Northern pos- 
 sesses an advantage, as with the Great Western of ^8 45 per ton, 
 
 / 
 
10 
 
 at a loaa of 88 houia time ; nnd as with tlio Giaiul Trunk of $4 80, 
 at a loss of 23 hours ; luitl tliis exclusive of reduced transhipment. 
 
 Moder such circumstanceH, (and they are undeniable,) it is pal- 
 pable that the Northern can be made to render important aid in 
 attracting the trade of the West to Canadian Territory, and tlie St. 
 Lawrence Ports, — for by it, the Grand Trunk may be enabled to 
 compete with Throu^t;h Navigation, and thus sec".re its proportion of 
 the summer trade ; whilst, by availini'jof l]pp(!r Lake Navigation in 
 the fall, and storing at Oollingwood instead of Chicago, grain may 
 be delivered at the Eastern Market cheaper than would be possible 
 by any Through llailroad lioute, and tbus the winter business of 
 the Grand Trunk be largely augmented. 
 
 As then, the eflforts uf the Canadian Government and liCgislature 
 have already been directed towards the building up of the trade of 
 the St. Lawr'Mice ; in subsidizing Ocean Steam iShips, in the deep- 
 ening, lighting, and tug services of the Gulf and River; and finally, 
 in the construction nnd sr.bseciuent relief of the Grand Trunk 
 llailway, it would seem consistent "with p«ch policy to provide for 
 the completion and efficiency of this last link in the whole system, 
 by which the compctitioii of the American Routes may be more 
 completely overcome, and new trade bo attracted to previous in- 
 vestments, not by further outlay of public capital, but by the mere 
 suspension of a lion now altogether fruitless of dividend. 
 
 Nor would the granting of the aid sought by this Company esta- 
 blish a precedent upon which any other roads might claim assist- 
 ance ; for, as has been before observed, the Grand Trunk and 
 Northern are the only Railroads constructed directly under Provin- 
 cial guarantee, and are the only roads promoted for and engaged in 
 the Through Trade by the (Canadian Route. 
 
 It has already been concedi-d by Act of the Legislature, that 
 such guarantee involves the Province in responsibility, and the 
 protection of Canadian credit was a ruling object in recent measures 
 
 in 
 
11 
 
 of relief to the Grand Trunk Ounipany. Now the capital of the 
 Northern (\inipany has been insullicient to the full completion of its 
 works, for the elUcienfc estublishnieut and operation of the Through 
 Trade, and its revenues (confined to Way business,) have as yet been 
 insullicient to maintain its credit, and render possible the raising 
 of the njcaus requisite to its full development. In the two cases, 
 therefore, there would seem to be exact similitude so far j and the 
 relief properly granted to the one, would appear to be equally 
 due and expedient to the other. But there arc special grounds, in 
 this connection, why the claim of the Northern lload is even 
 stronger than that afforded by the precedent of the Grand Trunk ; 
 for whilst its mileage cost was less, its mileage revenue on local 
 traffic alone is much higher, and it consequently ensures, by the 
 opening of its Through Trade, a much earlier reversion of interest to 
 the public exchequer on t'lo suspended lien. Moreover, the Pro- 
 vince having already deeply embarked in TVrough Railway Con 
 struction and Ocean Steam Service, such a measure of relief, 
 involving no additional Provincial expenditure, will result in the 
 accession of new revenues and increased vitality to the whole scheme, 
 and thereby improve the value of other Provincial investments. 
 
 And, in illustration of this view, it may be noted, that whilst, 'u 
 the earlier part of this Memorandum, reference has alone been made 
 to the Northern as a link in the Western carrying trade centering 
 in Chicago, for which the other American and Canadian '^.outes are 
 specially competitive; this road cancomn)aud almost to a monopoly, 
 the trade of more Northern Territories, geographically beyond the 
 limit of other Railway attraction. Thus, the trade of Northern 
 Wisconsin and Northern Michigan, (having outlet at the Northern 
 parts of Lake Michigan,) including the drain of the Fox River, 
 with a completed inland navigation of 300 miles, connecting the 
 waters of the Mississippi imd the liakes, all is directly and in the 
 natural course tributary to (yollingwood ; and may thojicc be promoted 
 to the Grand Trunk and tho St. Lawrence. 
 
12 
 
 8o also, and even more palpably, with the trade of Lake iSupchor, 
 already of groat iinportance, but never yet .secured to the Canadian, 
 its most I'acilo ajid natural route to the Atlantic. Ihiuau^ing a large 
 Fleet of Lake Craft, (two lir.^t-elass Steamers and five I'ropellers 
 from Cleveland alone, and probably as many from Chicago,) it it- 
 now directed by a tortuous and costly cour.se over the American 
 Lines, c,st:dili.3hing its Depots at Cliic.'igo, Detroit, and ('levelaud. 
 
 That the future of this Lake iSuperior trade ia illimitable, cannot 
 be doubted ; a few years, however, will f^ullicc to establi.sh it in 
 American cofinectionH, and its diversion even to a belter channel 
 luay then liccome impossible, and a valuable trade be h^i in perpe- 
 tuity, which under judicious and eilicient mea.sures, (to be promoted 
 Ity the relief n()W sough t.) migbt b(% immediately and most }»rolita 
 l>ly drawn to r-weli llie revenues of all the interests involved in the 
 t 'anadian Atlantic Route 
 
 It is a significant fact, as bearimi upon the whole (|uestion of the 
 Canadian Atlantic lloute, and as pii-haps explanatory of the low 
 revenues hitherto earned by the St. Jiawrence Canals; that whilst 
 nature has clearly pointed a course of outlet for the productions ot 
 the West in the njagnificent chain of waters from Hupoiior to the 
 <Julf; whilst (ill'orts have been libiu'ally and judiciously nnnh! io 
 avail of that chain by improvenuMit below and eastward of Niagara 
 to the Straits of ]}ello Isle ; whilst Provincial energy has carved 
 its way from the St. Lawrence to a winter Atlantic port within the 
 territory of another Covernnienl, atid ha.s even extended its credit 
 to the organizaM\;n and support of an Ocean Line of Steain Ships; 
 the sources of the tr.ade to be secured, and by which all Avas to be 
 justified and remlered prolitable, have been comparatively neglected, 
 and adverse interests lefl. in undisputed possession to direct that 
 trade to rival outlets. 
 
 Of 11 Fleet of 'leading Vessels navigating tin. Upj)er Lakes last 
 year, representing an investment of upwards of forty-six millions 
 
 W: 
 
13 
 
 
 of Dollars, and all or very nearly all engaged in the Through Trade, 
 and of Americr ^ ownership, but a very small proportion, (so small 
 as to be inap^^. sable,) was employed or could find engagements in 
 connection WiiSi the Canadian Routes. Thu.s, in the absence of 
 any Canadian Route combining navigation, all these vessels, repre- 
 senting an immense investment of capital, must necessarily continue 
 to direct the Trade to totally distinct interests, rival with the St. 
 Lawrence and tributary to the Canal and Railway system centering 
 in New York. 
 
 Now, it is clear, that as water carriage must always bo cheaper 
 mile for mile than by rail, tho T'hrovgk Raihoay system docs not 
 and cannot enter so closely into the competition for this Carrying 
 Trade, as that which, by the combination of Rail and Navigation 
 can more nearly overcome the difference in transit cost of the two 
 systems. And therein is the special value to the Canadian Roufti 
 of tho Northern Railway; which, with WM) miles, (as in connection 
 with Chicago,) of Upper Navigation, by a short span of 04 miicH, 
 overcomes not alone the Through Rail American system, but tlio 
 rivalry of the Water Routes via JJuffalo, involving an intercepted 
 distance of 300 miles, the light draughts and consequent cost of tho 
 St. Clair Flats, and the dangerous navigation of Jjako l']rio, and tho 
 delays and charges of the Wciland Canal, thus cstabli.Mliing itscll 
 and the remainder of the Route eastward by tho (aand Trunk, as 
 the quickest and cheapest of all Routes between Chicago and Tido 
 Water of the Atlantic. 
 
 Having regard then to tho opportunity which tliis Route alone 
 can give to tho employment of a Fleet of Vessels otherwise fettered 
 to rival interests, as well as to the excellence of tho L?oute itself, 
 the Northern Railway, if relieved, would seem to reprostint thai 
 Western iiinucnec which is essential to Huecessful eonipotition, and 
 without which, at. thr, wwrre of the (\ir)\i/ing Trmlr, all efTorN (<. 
 divert it from tho American Watot and fvail (Hiatinds, will be v\\\\\- 
 parativ'ly futile, a. id tho t>astoni provisionw o! tin- ('Mundian l.'r.ntc 
 bo loft unproductivo of tlo^ir !ei/ifinintn rc'-^nlts 
 
14 
 
 Finally, it may be proper to refer to the bearing which the 
 Northern Road holds in relation to the settlement of Western 
 (Canadian Territory, and to the future trade of the Iludpon I?ay 
 possessions, now attracting public attention ; for, as its construction 
 has already promoted the sale and settlement of Crown Lands, con- 
 tiguous to the Georgian Bay, to the immediate profit of the Province, 
 almost if not entirely etjual to the Provincial exjwnditurc vpon the 
 Road hy guarantee ; so, by measures of relief, and without further 
 Provincial outlay, it may be made to foster and serve communica- 
 tion with more Westerly Tracts, and to open a trade, which under 
 less efficient service may seek directly Southern Channels, and by 
 cementing American and forsaking Canadian connections, may di- 
 vert the Commercial future of that Territory from this Province in 
 perpetuity. 
 
 It is submitted, in brief r6sum* of the views above set forth. 
 
 1. That the Northern Railroad, in consequence of the early date 
 of its construction, and therein of the peculiar character of its 
 capital, of the extent of its supplementary services in Harbour con- 
 struction, and the initiation of a new competitive Western Route, 
 has become so far involved, as to render its full completion, liberal 
 maintenance and ellicient operation impossible under the existing 
 pressure of its embarrassments. 
 
 2. That these embarrassments and the incompleted condition of 
 its works have resulted in the suspension of its " Through Route," 
 and the consequent contraction of its revenues to local sources 
 alone ; whence has resulted the inability of the Company to main- 
 tain its credit by payment of interest on its funded capital. 
 
 3. That by a measure of relief, similar to that granted by the 
 Legislature to the Grand Trunk Railway, viz. : — by suspension of 
 the Government Lien, this Company would be immediately enabled 
 to complete its works, and to establish the Road and Through Route 
 in on efficient condition fur publio and profitnlilo use 
 
16 
 
 4. That such relief would be founded upon and justified by pre 
 cedent, and the opening of a Through Route of unequalled cheap- 
 ness and excellence, essential to the competitive power of the 
 Canadian lloute as a whole, and productive of advantages to the 
 Atlantic Trade and Emigrant transit of tiio Province, otherwise 
 impossible of attainment. 
 
 That it would conduce to additional revenues to other Provincial 
 investments, and whilst the mo'ntenanco of tiic lien in its present 
 position will deprive not only *" ^i Province, but foreign creditors of 
 all dividend in perpetuity, its suspension will so extend and restore 
 its trade as to secure immediate profits suflTicient to payment of in 
 terest on its Funded Capital, with an immediate balance to the 
 credit of the Provincial guarantee, to be augmented by increased 
 revenues accruing from the growth of its trade, and the efficiency 
 of ita works. 
 
 5. That by such a measure of relief, no new burthen will be 
 created, as no new expenditure of Provincial funds or use of (iovern- 
 mcnt credit will be required ; whilst the existing lien will be im- 
 proved in value, by being established for early partial dividend, 
 with subsequent lull reversion, — either being impossible by any^ 
 other course. 
 
 6. That failing such relief, the Koad cannot, with due regard to 
 public use and safety, be much longer operated ; and as the respon- 
 sibility of the Direction in mainly in the service of the Province, 
 and of the Bond-holders, it may not be oxtondcd in the absence of 
 co-operation from the sources chiefly interested. 
 
 FRED CUMllERJiAND, 
 
 8 Al II. R. R 
 
 Toronto lotli Ajtiil IB^H.