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Les d'^igrammes suivants illustrent la mAthode. 1 2 3 1 2 3 4 5 6 ■^■^ TlIK ST. MWREB All MKE HURO^ RAILWAY, IN CANADA WEST. ITS LOCAL BENEFITS AND ALSO INFLlfEA'CE 0\ EASTERN AND WESTERN TRAM. OGDENSBURGH, X. V.: swiTH & Hitchcock's steam pre^j*. 1852. i?taimh'ii.i. ST, LAWRENCE & LAKE HURON RAILWAY. This projected Railway will connect the Jlivcr 8r. Lawrence with La le Huron. The distaiicc is two hundred miles. Variation from a straight line may increase the length of Railway some fifteen or twen- ty milos. It will run through the interior of Canada West at no point nearer than about thirty miles from Lake Ontario, and nearly the same distance back of Kingston. FEASIBILITY OF ROUTE. This important question will soon be determined by a preliminary survey now being made, under the di- recriuii of a competent and distinguished chief engi- neer. The ir-.^hi;.8 feet, to Lake Hu- roi, ?'ro;>-, ''' ilu/ ivoal, whioli can l)c oblainod with i)iil; very littlr expciis(\ Bat seldom will he found, in any country, ■: I'outo of fqiui] extent as favorable, for constructiiiij: a liailway. This section of Canadn, to i)e opi^ned hy ihc j)ro- ijoscd liailway, is situated casterlv luiil westerly be- tween the St. Lawrence Iliver and (Jeorf^-ian Bay, southerly and nortlun-ly between Lake Ontario and the Ottawa River. It contains a territory ecjual to jive New England Statics, which iiave p.. population of two millions. A hi;^]i ridi^e extends iilong- tiie norther- ly shore of Jiake Ontario in some plaees al an eleva- tion of seven or eight hundred feet. It scarcely al ;jny point recedes twelve miles from I he slior*'. — Northerly of it lies a vallov about fonr hundred feet above the Lake, and avercigin^' some tliirty mi h)s in width, through ^ylllch runs the line of this Railway. A chain of na\-igable Lakes lie nearly parallel to Lake Ontai'io, along the opposite side of this ridge. — I'he River Trent, which takes its rise from one of them, runs along way eastei-ly beibre linding a pas- sage through this higii barrier, where it (alls into the Bay of t^uinte. A chain of munerous Lakes also sjkirts the northerly side of this yalle\', formed by streams from a higher range of land lyirig along south- erly of tlie Ottawa River. This extensive territory is not only important for its great agricultural, mining, and manufacturing capa- bilities, but is so ibr its variety of highly interesting scenery, and will become one of the richest and most auractive sections of c<;untrv iiiall Canada. T SOIL. Tiie soil throughout this large section is rich and du- rable, ll, is a first rate wheat growing country, and also well adapted to most other agricultural productions. It is ulike favorable for grass and all kinds of grain. No country excels it in (juality or quantity of its crops, nor for the variety of its productions. The same farm exhibits, side by side, rich tields of wheat and most luxuriant meadows. Also a thrifty growtli of other grain and various kinds of ve;j:etables. The wheat growing States of the West are not generally like this section, well adapted to first rate dairios. Not with- stand! !ig this country is comparatively new, and most of the settlements but recently ma Ho, many well cul- tivated iarms are to be met with. Mr. Walton's farm near Peterboro, is in a high state of cultivation. His stock is of a very superior quality, for which he re- ceived two premiums at th(^ late Fair at Rochester, in the State of New York. Forty bushels of wheat and three tons of hay per acrt ;ire a very frequent yield. Fields which have produced wheat for twenty years, seem to be not in the least impoverished. A soil so du- rable and fertile, producing so abundantly, and such great variety, must afford a large amount of agricul- tural exports. TIMBER. A great variety of valuable timber is found in this part of Canada. In some places extensive forests of large and tall white oak, mixed with maple, elm, and other kinds of timber, are to be met with. Frequently T large sized white pine and white oak are also inter- mixed. Around some of the lakes are extensive oak plains, which prove to be excellent wheat land. In lower, moist land, grow fine ash, cedar and tamarac. When cleared, these somewhat svvjimpy lands are best for grass. When opened to iho sun, in a lew years they also make excellent iudds for ploughing. North of thisUaiiway linci are- \ast t'orests of pine, oak and other valuable timber. Immense, (juantities could annually be deposited at tlie various stations along the Railway. This now wild n'gion would hv- eoma the source of great wealth. A rich trade, the returns of which would furnish the eountrv with a * large amount of capital. More than ;i qu:irter of a cenliiry will this timber furnish the road with a lar;;c amount of tonnag(\ The Lakes and other watfu' communications, (Extending north, when eonaected by plank and Macadamised roads, would fvllbrd convenient facilities for bringing out this timber from a great distance. The increased demand would wan-ant tln^ increased expense. As fast as tlie timber was exhaustcul tht' land would be settled and cultivated. This new source would more than supply the deficienr;, of freight, consequent upon the gradual diminution of lumber. Wm MINES. At Marmora is om* of the best Iron Mines in Cana- da. It is said to be inexhaustible, and that the ore is of a rich and sui)erior quality. Water power and all other manufacturing facilities are near at hand. The line of proposed Railway passes in its immediate vi- ' mity. So nivitinsj; was tliis rich mino, that its isol.'i fd position nnd wnnt of oiillot, difl not prcvtMit tlu? f stabii.slunent of oxi)ensivc Iron Works a! this |)lace Tiio construction of this road will ('Ma])lc llic (.'ntcT M'isin'jf owner to ' o amply remunerated. Other Iron mines w'lich have not been I'lilly opened ;jrc in various localities convenient to th(* llailway. — riiese will also be worked, employing numerous la- iiorers, and t!mso-i'oatly iticrease the population. The nanufaelnro of Iron v.ould confer a two-fold benelit. — by furnishing freight for export, and imported sup- plies. Ll-AD MINES. In the Townsiiip of Bedford, near the line of Rail- way, a Lead uiine ha? been discovered. Examina- lions and samples lead to the belief that lead will be extensively developed in this vicinity. Its locality is :ii the Thousand Island Granite Range, which crosses '.]\c. St. Lawrence river from the state of New Yorlv :rito Canada, hi this peculiar ibrmallon is not only ;hc best Iron ore in that state, but also mines of Lead and Copper. The Rossie Lead mines in the County of St. Lawrence, arc in the s.amc rocky range. Rc- •cntly has been discovered in the township of Macomb adjoining Rossie, a very valua1)lc Lead mine, upon •A hat i.'j called the Judson tract, the name of the Droprietor. It is now being, as it is said, profitably ^vorked, and promises a rich return to the owner. Ge- (^ogical indications on the Canada side are equall} iavorable. It is but a reasonable expectation, there- Lore, that this granite region is as rich in mineral •.vcaltli on l.lic iioiMh :is ou tlic' soiitJi side of (!u», liiH* and Ui.'it Caniida will be ullimatcly ns niiicli (MiriclHul Troni thi> source as has hr<'n tlic state of i\ew ^'«)r!c. MAllllLi: liUAinilKS. Thoso (juarrios lie in Nurioiis localities aloiii^ tlii^ !luo of Railway. MarMcol' a)) (.'KccUcnt (iijalit.y antl i;i great variL'lics is ol)1;iiinMl ;Vuni them. Tlu' vieini!y of ihc . I: is also connected with the Rideau Canal, and has {{ rich countrv around it. This is but a faint description of the vast extent o! manufacturing facilities convenient to this line -y.' Railway. Such facilities throughout yo wide an ex tent of country, chequered w4th lakes and rivers, pos- sessing unsurpassed resources, w iih its rich soil, forest; - of timber, mineral capabilities and rapidly grawini.'; villages and towns, nuist be regarded as incontestiblc proof of a large and continually increasing w^ay trade. EASTERN TERMIXrS. This Railway will terminate easterly on the river St. Lawrence. Its channel between this and the Rail way station at Ogdensburgh is seldom if ever obstruc ted by ice ; nor is it dammed up Vv'iih floating masse;'. The current is suflicient to carry them dovv'n over thr rapids below. This great river is not eit'ected h) »> ircshrts or yiiddcii cliangcs. It rises and falls pericli- oally about tlirrr feet. The channel ir-ight be made ^i convenient crossing between these stations ibr freight f*ars. Piers could be extended from the shores leavino; in openinji: of some five hundred or a thousand feet. Witii a rijorhtly constructed fiat boat, trains could be crossed over with Vnit little delay. Any loss or ex- peu'-e of trans-shipment can tlm? l)e avoided, and I'ror;; Lake Iliu'on to tide v/ater will be an unbroken and .continuous line oC Railwav. EASTERN COXNECTIOXS. l^t. With the St. Lawrence River. This great nat- ,iral outlet to the . ocean will thu« be restored to -', portion of its legitimate trade, diverted by the Ne^^' York canals to tide water tlirough the valleys of the Mohawk and Hudson. 2d. With the pro[)osed line of Railway to Montreal, (i'luebec, and Halifax. 3d. With the Railways connecting at or near Mor.- ir«'al. 4th. And lastly with the Ogdensburgh Railwav an'' thus Vv'ith the New England roads, leading by numer- ous and various routes through the Eastern manufao- t.uring towns and cities to Boston, and also those dowii the valUes of Lake Champlain, the Connecticut rivei and Hudson to the city of New York. These four direct connections would all be greatly benelitted by opening this new and shorter channel of trade to the West. It w^ould draw to thera respective- ly Western produce that otherwise would never be will be at Georgian Bay, on Lake Huron. — Here are safe and commodious harbors, some of which are said to be open during the vv'inter. The soundings made by Government show ample depth of water and ucce^-sible channels for vessels of any burthen. The ii.lets i<)rmed bv the streams and rivers falling into ( iloucester Bay, the most eastern extremity of Geor- gian Bay, which is about ten miles long and three miles broad, alford convenient entrance for vessels and room for any extent of docks. The number of these localities will allow to the Railway a choice of 15 terminus, as vMrcumstanccs may make it necessary. The mouth of the river Severn is at the upper end of this Bay, at which mills arc beir-.n; erected, and which may become a large commercial and manufacturing town. From Lake Superior into this Bay is a sheltered channel like a river, in which vessels arc ever safe from winds and storms. Vessels from Lake Michigan can also enter and pass down this sheltered way. — This consideration alone would be no small induce- ment to bring shipping into Georgian Bay. All vessels passing the straits of Mackinaw can reach this terminus from one to two hundred miles nearer than Detroit. The eastern terminus and De- troit are, therefore, nearly in the same relative posi- tion. This is a decided prererciice over all other routes, both in time and expense of transportation. — The relative position to Lake Superior is still more favorable, and a much greater saving of distance, time and expense. When the contemplated shi;) locks shall be const rnc- ted at the oault St. Mary, navigation will he extend- ed for the largest class vcssci^^ five hundred miles westerl}-. The vast Terri cries bcndcring on Lake S.ipe" ■ r, as their varied resources bvcomo developed, iiiust greatly increase (he cvnii^.icvce of that gre;it Lnkc. The trade o:'C)e.)n;i sn ■.', y will only l-e limi- ted by the means of ^t:^ r ''• which the bet<^er it will La' u. cilities to reach, during tl..' and the sea bo;ird, wo Id ^^^ the close of navigation la »•;•,»- qiuMJlitirs ot Western i;;s, the more of .., These fa- \. ;:;< ,, iiiit^riov markets ' ■ r ill In is point before t If -l 1(» produce, it is, tlu'rcibrc, a salV; prediction tha: .n rune I his will be a, pori of more ••hipiiimr than aiiy othoi on the Lakes. Loihvnox. Disinterested Eii^'inecu's can best designate the nio-', reasible roiUe. It is not intended to :;ive any opinion w here the line should l>e located. Xothin**' here sta- ted ■-lioLild therefore be so understood. The route from the eastern terminus to the werterii, will pass throu;2'h the united Counties of Grenvill.', and Leeds, united Counties of Frontenac, Lenox and Addinpton: the Counties of Hastings, Peterboro', York and Simcoe. Various are the considerations that ought to gov- ern llic particular designation (tf the line. The per- manent character of the road as to distance, curves and grades, as well as cost of construction, should lin.vc great weight in deciding the location. Locai advantages to the country and chfra,p transportatior. of ilirouii'lt freight are generally controlling consider- ations. This road will be the principal northern coni- ])et.itor to the southern routes for \\\-<'v.vu fi-ade. Bu^ fortunately the location that would best [)roniote tlds desirable end, will also develope tlie roources of the larire'-t interior section of eountrv. A Ptailway is not a temporary, but a peruianen", thoroughfare. Any unnecessary distancr-, curves, oi steep grades, w^ould be a perpetual drag^ upon the bu- siness of the road. Such disadvantages would con- tinually and daily increase the cost of transportation, llms adding hundreds to hundreds, tliousands to thou- 'C vsands, and still go on adding millions to millions, to the end of time. WAY C0NNi:CT10NS. The Ridcau Canal will connect the country through which it passes, between the Ottawa and St. Law- rence rivers, at the railway crossing. From this to Marmora Iron Works on eitlier side of the line are Lakes and rivers opening communications with the road to a large back country. Marmora river, which the line crosses near these works, is the outlet of Mar- mora, Belmont, and Round Lakes, a short distanc*' north of the line. This mineral section will thus have ample facilities to coimoct with the road. Westerly from the great bend of the Trent to the Otonabe river are numerous connecting facilities. — At Peterboro' the line connects with a number of the tributaries of Rice lake. This lake lies parallel to Ontario, south of the line, with a rich agricultural country around it, connected by steamboat naviga- tion with Peterboro'. The numerous lakes which are the sources of the Otonabee river and extensive country north of the line, will also make this point a depositary of produce. Peterboro' will, therefore, by such connections, become a great depot. Great must be the amount of trade gathered at this central po- sition, both exports and imports, and Peterboro' would be numbered among the most flourishing in- land cities of Canada. The Scugog river, crossed by the line in the town of Ops, is made navigable by the locks at Lindsay, between Sturgeon and other lakes north, and Scugog 18 l.'ikc .souili ol' ilic line. 'JMiis lake opens .sonic Ibrly miles of navigable coiniiinnieatiou into a i'ertile eoun- try, and "would tliiis connect it, M'ith tlie railwaj' [jt this crossinjr, which would also b«'.couie a despot lor a very product! v(i and large territory. Al th(; Narrows between Lake Simeoe and Coachi- ehinji", which the line crosses to Orillia, the fine and extensive country around both of these lakes can con- veniently connect witli the road. The dilierenee in level between tlicni is so slight that steam ))oats and other vessels meet with no obstruction in passln., by the time the work was finished. In the year 1S47, as per census returns of 18 JH, tlie wheat crop in Upper Canada, amounted to ,598,695 acres. A small allowance lor the acres overlooked, would make this in round nundjers six hundred thou- sand acres. Allow to this section but one sixth, and estimate it at twenty bushels per acre, would amount to two millions of bushels of wheat. I^educt a sixth for home consumption, would leave for export either in wheat or flour and coarse stufl>< 1,600,H67 bushels. At four pence per bushel, which would Im^ about 21 the samo as n Halifax shilling^ per barrel of Hour, in- cluding the transportation of coarse stufls, which would also be sent to mark«^t, anion nls to £'27,777 15h 8d. COARSE GRAIN. All coarse ^rain, including barley, oats, rye and rorn, may be safely estimated at 10,000 tons. Calling the price of transportation at twelve and sixpence per ton, which would be a low average, would amount to £6,250. LUMBER. The demand for sawed lumber continually increases. The great amount of pine, oak, and other valuable timber, near the line of the Road, which would have no other outlet, must make a large lumber trade. The water power so convenient for its manufacture would also increase the amount of this freight. Forty millions of feet would not be an over estimate for the sawed pine, oak, and other sawed lumber, board measure ; nor twelve shillings and sixpence per thousand for its transportation over the road, which \v ould amount to £25,000. Staves, heading, shingles, unsawed oak, and all other kinds of unsawed timber, may be estimated at 25,000 tons, and its transportation over the road at twelve sliilliiigs and sixpence per ton, which would amount t(> £15,000 12s. Gd. DAIRIES. This coutitry equals any other in its adaptation to dairies. Witli a. cheap atid c\j)«'dlti()us transit to a t •»!: »>o it. ,i reliable market, lliis would become a large prochiot. It is a giejit advantage to raise a variety ol' crops. When one article is low, the farmer may make it up in the pri,()()(). STOCK. Xo country produces better eattle and sheep, nor iincjr beef and mutton. Fat cattle and sheep cannot well be driven to a distant market without injury. A railway would obviate this diflioulty, and the people ot'this section would avail themselves of it t(» send their live stock to market. Put the amount of this freight at 1::*,()0() tons, at ten shillings per ton, would amount to £(1,000. PROVISIONS. Included under this head, are beef, mutton, pork, poultry, and all other kinds of fresh and salted meats,. These can safely be estimated at 9,000 tons. The price of transportation over the ro;::' at fifteen shill- ings per ten, amounts to £6,075. MINERALS. Including under this head iron, lead, marble, ores and stone, manufactured and unmanufactured, the tonnage in these would be considerable. The low estimate of 6,000 tons, at a price for transportation of 'J3 tell sliilliijp^sptir ton, would amoinif to JC:j,000 at tin* opening of the road, hut substMiuputly would r.ipidly incrcnsr. ALL OTlIKi: niODlVTS: liidudin;!: cvrry unnnuninrritod nitidi'. Ksfiinnh* tluisr, jit ir),(K)() tons, and ui lificMMi sliiHin;»s prr ton. Avoiild anionnl lo Cll,'J50. I'llKKJlIT r.KTWKLN' STATIOXS. A K()!i(l oNcr two liiindrcd niiirs in length ir.ii>l liave a \i\\'<^e. business IjctwjTii tlic towns alonj^ Uir line. This trade is difficult to estimate, it would seem low at 15,l)()() tons, and the [>riee at ten sldliings per ton. 'JMiis would amount to €7,500. Hut greatly would also Le the yearly increase of such trade. LOCAL SLITLILS. No aceurale estimate can be arrived at as to the amount of supplies required for this large section of country. Such estimate elsewhere is generally about half the tonnage of the exports. The articles being more bulky the price per ton is somewhat higher. It cannot be considered a high estimate at 60,000 tons, and the price of transportation at seventeen shil- lings per ton, which would amount to £61,000. This is less than a third of the export local tonnage. TASSKXCILRS. On long Railways the local travel geneniliy exceeds the most sanguine expectation. A lload liUc this, il t; !!'■ i!" 24 with a wide range of country on both sides, having no other outlet, the way travel must be large. All of the highways, water and other communications, would be made with an express view of the most con- venient Railway accommodation. This advantage a new has over an old settled country. The former will accommodate itself to the new thoroughfare, in the progress of improvement, like the early settlements on the shores of a navigable river ; while the latter will not so readily break v. p its old long established organ- izations. There is scarcely an analogous Road to this to be found. The New York and Erie will furnish the best comparison. It is longer, but the country through which it passes is rocky and mountainous, while the country through which this will pass is not excelled anywhere. The passenger monthly receipts on that Road are over twenty thousand pounds Halifax cur- rency, equal to one hundred thousand dollars per month. But this section is much less settled than that and the way passengers, which are probably about one- third of the travel over the Road, amount to more in proportion to its length than this will at its opening. But its increa'^3 will be very rapid. To make the estimate such as must be regard'^d fair by all, let the monthly receipts, including the car- rying of the mails, be put at £2,500, wliich would amount to £30,000 annually. 25 AGGREGATE. £ .V. d. Wheaf and Flour, 27,000 15 8 Coarse grain, barley, rye, oats, corn, &c.,. 0,250 00 Pine sawed Lumber, 25,000 00 Staves, heading, oak & other timber, &c., 15,000 12 6 Dairies, 12,000 00 Stock, Live, 6,000 00 Provisions, 0,075 00 Minerals, 3,000 00 AH other productions, 11,250 00 Freight between stations and towns,..,. 7,500 00 Local supplies bro't into the coantry, 51,000 00 Passengers, including Mails, 30,000 00 £200,076 8 2 This amount, after deducting running expenses, will pay legal interest on over two millions of pounds an- nually, equal to eight millions of dollars. No further estimate can be required to demonstrate that this would be a paying Road. Nor is it deemed necessary to estimate the through trade which will most proba- bly far exceed the local. So rapid would be the in- crease of local and through business, a double track would soon be required, when the gross annual earn- ings of the Road would exceed five hundred thousand pounds, or two millions of dollars. That this estimate of local trade may be deemed by some to be overrated, is expected. Difterence of opinion undopbtedly exists as to particular items. — Some may be regarded as over, and others under ra- ted. This estimate, however imperfect, was made after a careful exaniinalion of this section of country, raid endeavoring to ascertain its resources. These I •S; Ilil illl f n. , 20 would be greatly developed during its construction, and a large amount of sawed lumber and other freij^ht would be gathered along the line ready at its opening. A great change would therelbre take place in this secluded section during this short period. However much this estimate may be thought too high by the cautious and doubting, it would seem that all niu^t concede this Road would be a safe investment of cap- ital. To satisfy the public mind of this important fact, is the only object expected to be attained by these estimates of local trade. All Railways constructed for a reasonable expense, having a reliable local bus- iness, pay well. The through trade is generally more fluctuating. But the position of this Road will make it an exception to this rule. Its through trade will be no less permanent than the vast and increasing re- sources of the Great West, which can never be even temporarily diverted. LOCAL BENEFITS. So diversified will be the direct and indirect advan- tages of this Road, no attempt will be made to enu- merate all of them, nor to estimate their ultimate re- sults. To level down hills and fill up valleys and stretch along such artificial channel, over two hundred miles of iron pathway, is an enterprize worthy of the most patriotic efforts. The mind can but faintly perceive the magnitude of such permanent work, operated the year round by steam power equally enduring and far more advantageous than a navigable, but in winter, ice bound river. If not a new creation it is nothinir i 27 less than opening a new and lasting commercial thor- oughfare through what would otherwise ever remain an interior and secluded region. x\ revolution chang- ing the physical and social state of its inhabitants, ef- fected not by war and bloodshed, but by peaceful in- dustry. It will promote moral and intellectual refine- ment as well as commercial improvement. Greatly^ superior has ever been considered the lot of that peo- ple favored by convenient facilities of widely extend- ed social intercourse, to those deprived of such advan- tages, and for which no pecuniary consideration could be any adequate equivalent. COXSTRI'CTIOX. Expending a million or more of pounds in any sec- tion of country is a great local benefit. Such has been the effect wherever improvements have been made in the interior of any State of the American union. The outlay of capital produced a state of im- mediate prosperity, which the work when completed not only maintained, but continually increased. Laborers have employment and are thus benefitted. In support of themselves and families ...ey circulate money among farmers and tradesmen, who in their turn give it a^ {§till wider circulation. The money is not only paid out for labor and provisions, but for tim- ber and other materials to construct the work. Such cash capital brought into the country and so generally diffused among the inhabitants, enables them to improve their farms, extend their various branches of business, build houses and factories and also make various other private and public improve- lu ■ '1 ' i 'i i I Sill 28 ments. This expenditure is not like those mercantile operations which send the money out of the country to pay for foreign commodities. It is first brought into* the country and then expended for a permanent invest- ment never to be taken away. However large there- fore the local subscriptions may be towards the con- struction of the work, instead of impoverishing would be more than counterbalanced by such local expendi- ture of money. TAXES. The increased ability to pay taxes is a local bene- fit that ought not to be overlooked. Rapid settlement of the count' y, extensive improvements and rise of property, would more than four fold such ability. The Railway itself would be valuable and productive real estate. It would be taxed as such in the townships and counties through which it passed. Although mostly constructed by foreign capital, it would, there- fore, be assessed its fair proportion for all Municipal subscriptions. MANUFACTURING. Great would be the local benefits derived from this source. This wheat growing country would manu- facture the flour, and also the barrels in which it was sent to market. The great quantity and variety of water power so conveniently distributed over this whole section would be brought into use. btaves, heading, and all the other kinds of lumber would be worked into various shapes for export. Iron, lead, marble, and woollen factories would be erected, man- 1 20 ufacturiiig towns built up, the population greatly in- creased, and this would thus become a prosperous and wealthy section of Canada. MARKET. The distance this section of Canada is from any reliable market, must be a very serious detriment. — Such inconveniences, unless obviated, will ever pre- vent its advancement. No adequate encouragement now exists to induce settlements and wtend cultiva- tion. The more distant from market the more rapid will be the transportation of produce required. — Nothing short of Railway facilities can, therefore, overcome this otherwise insurmountable difficulty. — The cars would take produce in winter as well as in summer, without transhipment, to any city or town in New England, or to be shipped from the Atlantic ports to old England. No part of America of its size consumes as muclt foreign produce as New England. Its soil is too ster- ile to encourage agricultural efforts. Hence, Yankee enterprise is devoted to manufacturing, commercial and other pursuits. Its population, therefore, contin- ues rapidly increasing. Its consumption then of im- ported produce must be immense. It is difficult to arrive at any accurate estimate. The cattle trade alone, at and in the immediate vicinity of Boston, amounts to over four millions of dollars annually. — From this single item, in one locality, some conception may be formed ,of the vast consumption of various productions in all of New England. The manufacturing product of the State of Massa- li 30 ,'.'■' Ill I' i!f: ill r-husctts only amounts annually to one hundred and twen*;y millions oi" dollars. This amount gives some idea what the ^vhole would be, including the other iive States. Railway facilities in all of them connect with cvci'y manufacturinja^city, town, or other business place. Now completed or in a state of construction are three thousand four hundred and twenty miles of Railway, at the present cost of one hundred and six millions of dollars. To send produce direct to New England ctmsumers, free of any expense and injury by handling or truck- ing, would virtually change the rehitive position of this interior section. For all the benefits of trade, its locality would not exceed forty miles from the sea board. Such is the equalizing power of Railways. Hence the people of this section should spare no ef- forts to better their commercial relations bv thus over- coming distance. Since the opening of the Ogdensburgh Road, that part of Canada convenient to its Western terminus has derived great benefits from it. After paying du- ties the farmers have obtained bettca* i)rices in New England than could be had in old England or her pro- vinces. They have found a ready market for all kinds of coarse grain, cattle, sheep, beef, mutton, pork, but- ter, cheese, and even potatoes, poultry and eggs. — Purchasers from the East are continually in Ganadu, and the farmers have a market at their own doors. — Every depot on the Ogdensburgh Road is a Boston market. Such would also be the* case with the St. Lawrence and Lake Huron Railway. No two sec- si'i . ;; tions of Xorlh America Mrc of more mutual benefit to each other than could bo Now Englaiul nnd Cnmido. lilSE OF HKAL ESTATE. Twenty tl)ousand stiuarc miles of territory will be more or less benefitted bv this Railway. It would open up this vast section of country, rapidly promote its settlement, and literally make the wilderness to '•bud and blossom like the rose." Instead of wild- uess and solitude, the shores of its Lakes and Hivers, its extensive valuable forests and rich farming lands, would all become the abode of a dense and intelligent population, and tla-oughout its length and breadth, ex- liibit industry-, enterprise, find wealth.. Twelve millions and eight hundred thousand acre.> would be thus greatly increased in value. Aside from water power, town and village property, estimate this increase at the moderate sum of one pound live shil- linrs per acre would amount to sixteen millions of {)ounds. Add to this estimate the increased price of water power, city, town, and village plots, and all the othsr sources, the aggregate would at least reach twenty-live millions of pounds, or one hundred mill- ioMS of dollars. THROUGH TRADE. The largest amount of tonnage will come from the West. Although the grade is but slight either way, it will be most favorable for this heavy freight. The unrivalled position of this Railway, affording an un- broken connection between Lake Huron and tide wa- ter must make this trade very large on the opening of i (1 ; . i?; m . it 3J the Road, and also a continual subsequent increase. The saving of distance and time, aside from expense, would be an important consideration. A vessel en- tering the Welland Canal with a cargo of three thou- sand barrels of flour, at the same time a freight train with an equal quantity, leaves Lake Huron, before the former would leave the canal the latter would ar- rive at its eastern terminus, if not reach Boston. No other proposed Railway in Canada promises to change in the season of navigation the transit of Western produce to market. But this will compete in carrying heavy as well as light freights, with lake vessels. — Opening a new channel calculated to change the tide of commerce, and thus exert so important an influence upon the carrying trade between New England and the Western States, must be regarded by all any way aflfected by it with deep interest. Express trains from the western terminus would reach tide water in 24 hours. Boston would thus be but a day's journey from Lake Huron. INCREASE OF WESTERN TRADE. Such increase has hitherto exceeded all speoiilnuo?i. New outlets fall greatly short of this yearly increase. No apprehension need be entertained by the old, there- fore, that the present business will be diminished by new routes. Nor should any jealousy be indulged. — Those by whose enterprise any new avenue is openei^ to the West, ought to be allowed to locate and con- struct the same in the manner they deem most favora- ble. A captious opposition, emanating from some supposed conflicting local interest, should not be per- IVA mitted to interlcre. Western producers and eastern consumers are strongly interested to have new routes opened for them. The more the better. Increase of commercial facilities, tends to a corresponding in- crease of Western products and Eastern supplies. This Railway would, from its peculiar favorable po- sition, more than any other, have this desirable effect ; it would be to the county bordering on Lake Huron, Lake Michigan and Lake Superior, a preferable route. Even Detroit might divide its trade between Lake Erie and Georgian Bay It is said, that this Bay, at a point convenient for h Railway Terminus is generally open during the win- ter. If this is so, vessels could pass between this Bay and Saginaw and other Bays on the south side of Lake Huron, bordering on Michigan, the year round. Saginaw Bay occupies a favorable position to ac- commodate this great wheat growing State. The dis- tance to this Bay would be about two hundred miles, and a hundred and seventy-five miles to Thunder Bay, lying a short distance westerly ; a large amount of pro- duce could be cheaper gathered at these points tJjrui any other in that State. The rapid growth of the country .around Lakti Su- perior will soon open a largo new trade from that quarter. The commerce of this truly denominate^i great inland sea, must ultimately be immense ; a.s the extensive territories bordering upon its soiithorl} shore become settled, their agricultural j)roducts ivill go to market through this natural outlet. Those on the northerly side are not as favorable to agriculture, still to considerable extent, will be cultivated. But ;n It i bordering on this hake is found a tar i;rciiU'V source of commerce than any apjricultural eapabilitios can furnish. Here is one of tlje richest Mineral regions in the world ; all of this vast trade would iialurally pass down the safe northern channels into Georgian Bay. Unless the facilities at this point were insuflicient, no part of it could be diverted by competition from any other quarter. Here then, will be the great depot of what is properly denominated the Western World ; no fearueedbe entertained as to rival routes connect- ing with this Depot. None can now foresee how many Railways will be required ; three will ultimately be constructed, connecting Georgian Bay with the St, Lawrence River, Lake Ontario and the Ottawa River. EASTERN TRADE. The supplies from the East required in the West would furnish a large amount of return freight over this Railway. No other route could be as expeditious. . Time is becoming more and more important in mer- cantile operations, speed is therefore taken into con- sideration as much as the price. This route would have a decided advantage in both. The Western mer- chant could obtain his goods by this, a number of days sooner than by any other, and that too w^ithout any transhipment from the Atlantic cities to Lake Huron. Debenture goods would be shipped by this route. Shipments might be made in winter as well as summer, from Liverpool to the Upper Lakes in fifteen days. A direct trade might thus be opened between Europe and the West, with only a change of cargo from At- lantic vessels to the cars. N(.^\v J'iUglaiul iii;iuiir;u',!urt!S would also liiid their vvjiy to tlic Western States over tliis lload. The mines would re(|uire a larj];e amount of these and other supplies. Vast must be the amount of merehandizc that would seek this ehanncl to the Canadian and American shores of the I ^pper Lakes. This would also become the favorite; route for Emi- grants. They would ho much better accommodated this way, as to comfort, time and expense. It would require less changes of higgage, and be less liable to losses or delays. POPULATION. The counties through which this Uailu ay passes, including only the north Riding of York contained a population in 1817, of one hundred, seventy fovu* thou- sand, seven hundred and seven. With five years in- crease, must now amount to between two and three hundred thousand. A more intelligent and industrious people, will seldem be found in the interior of any country. Let any impartial man pass along the line of this Railway, and mix freely with the inhabitants he will readily concede the correctness of this state- ment. Nothing in the shape of abject poverty would be seen. But, he would find himself in the midst of a hospitable, well behaved and comfortably clad com- munity. In every Township would be met well in- formed men, capable of filling any public station. Ca- nada West needs only to be visited to be appreciated. That this Railway would be of inestimable advantage to themselves, and also to their country, they are fully satisfied. They see therefore no reason, why its con- r ■ ll If; 86 structioii should not rcooivc a hearty public encour- agement. To obtain its speedy accomplishment, they manifest an indomitable determination, and an un- yielding: firmness that leave no doubts of final success. (iOVERNiMENT LANDS. The extended settlement that would be induced by this work will greatly enhance the value of a large tract of Government lands. This involves an impor- tant public consideration. Not only will the Govern- ment be directly benefitted by it, but the best interest of the country will also be promoted. Two fold will be the weight of responsibility upon the Government to second the efforts of those endeavoring to accom- plish this noble enterprise. Would it }>e regarded hon- orable for any Government to fold its arms, and suiFcr unaided individual enterprise to thus promote its own particular interest ? The American Government re- cently granted twelve miles in width of its lands, on both sides of a proposed Railway through the state of Illinois, not involving so many important public con- siderations to that country as this does to Canada. None confers greater general benefits, nor has there- fore a greater right to demand public encouragement. COMPARISOxY. It is not intended to disparage other routes, but simply to set forth the merits of this. Nor do the friends of this project entertain any hostility to others, or regard them as competing lines. The best feeling of good will is felt for the success of every suggested '.'. if 37 work. Nothing more is asked than lobe placed upon an equal footing with them. A glance at, the map shows the position of the western lakes, and /)roximity of the lliverSt. Lawrence to Georgian Bay. A large section of interior country lies between them. It is an even or but slightly un- dulating surface, v ell calculated for a cheap, straight, and easy grade Railway, which is required to devel- ope its vast and varied rcsourly reach two hundred and fifty thousand pounds, equal to a million of dollars. The absolute certainty of '..he payment of all Municipal subscriptions, will inspire capitalists with confidence to make advances for the completion of the work. 3 The township.^ in this section iivo ten miles square, containinji^ sixty {'oiu' tlioiisand acres. For Railway subscriptions, these lands, whether owned by residents or non-residents, would be assessed proportionally to valuation. This is but justice, inasmuch as the non-resident lands are equally benefited. I'he earlj' settlers have done their share towards improving the country for the equal benelit oi' non-residents, who have escaped such hardships. The Legislature therefore did right, in vesting the residents with pov/er to thus tax non-resident lands. They would be unwise not to avail themselves of the priviledge. The lands in every township would at least be more than doubled in value. Estimating the increased value of each township at but two pounds per acre, would amount in each, to one hundred and twenty eight thousand pounds. This is but one, among the innumerable benefits, a Railway confers on the inhabitants. Sup- pose such townships subscribed ten thousand pounds, it would be but a fraction over three shillings per acre. The annual interest would be but a farthing over two pence per acre. Even this would only be paid during the construction of the Road, when its earnings would be an ample remuneration in semi-annual dividends. The line will run through twenty-nine townships. An average subscription of five thousand pounds in each, would amount to one hundred and forty five thousand pounds. The adjoining townships ought also to con- tribute their fair proportion. This could be accomp- lished by county subscriptions. An equal distribution of the two hundred and fifty thousand pounds among the tow^nships in the immediate vicinity of the line, !n 40 would not amount to much over one shilling per acre, nor the annual interest but a fraction over a farthing per acre. GAGE. It is not intended to discuss the merits of the broad and narrow gage. Some suggestions why this Rail- way should be the ordinary gage is all that will be attempted. The wheels, journals, boxes and axles, including trucks, are all of the same strength on either gage. The freight cais of the narrow gage will hold more than these can carry. Hence, there is no object in adding to their weight and expense. Ten tons are all that can be safely loaded upon each car. The lighter it is without impairing its strength the more freight it wV bear. For the same reason no passenger car ought to contain over sixty persons. Its eight wheels and four axles running at the rate of forty miles the hour would be less safe with more. With more room it would frequently be so crowded as to endanger the lives of the passengers. Nothing is therefore gained by in- creasing the size and expense of passenger cars. Th€ superior steadiness of the broad gage has been strenuously urged. But on a well constructed narrow gage road, the difference is but a slight importance compared to the great additional cost of the former, and the many other weighty reasons. Nor is there any great deficiency in stcadincL's of the cars and en- fflnes on the latter. 41 A still greater consideration exists, why this road shonld be of the ordinary gage. Such, with one or two exceptions, are all in North America. Over New England is a net work of them. To adopt any other gage .vould tend to embarrass com- mercial intercourse with these consuming states, and deprive Canada of the best market. It would also be inconsistent with reciprocity so much desired. For why impose physical obstacles, and at the same time seek to relieve trade from revenue restrictions ? It is unreasonable to suppose that the thousands of miles of contiguous Railways will ever change their gage. It is quite probable however, that the few exceptions may make theirs conformable to them. These exceptions did not originate in any desire to ex- tend trade, but to monopolize it in particular localities at the expense of the producers and consumers, CHARTER. A similar charter to those granted to other Railway companies in Canada, would secure the immediate con- struction of this. No possible injury could result from the Government guaranty. Nor would the revenue of the country be any way affected by it. None can deny out what this Road would be the safest, and most productive in Canada. The Government, having its mere endorsement for a half of its cost, upon the express condition of its completion, secured by the first lien, makes the securitydoubly secare. In fact, it amounts to nothing more than an emphatic expression C'fgood will. If withheld, it would indicate a contra- ry feeling. Although the guaranty could not be of the (v! 4'> il iii i least detriment whatever to the Government, still to the Railway company it would be of the utmost impor- tance. It would tend to inspire eonlldenco in the speedy completion of the work. Being fully assured of this, no capitalist would fear but what the interest on the investment was abundantly secure. In so great an enterprise, deprived of this aid, it may be difficult for the inhabitants of this interior section to create such confidence, sufficiently to enlist foreign capital. Would not the refusal be so apparently an invidious distinction between this and less important works in Canada, as to rep ' '-uch assistance? None would be willing to invest i cly in the face of hostile leg- islation. Such guaranty would also give the company a pros- pective credit, enabling them to obtain funds at a much lower rate of interest. This combined with the other considerations, seem to make the granting and terms of the charter a turning point, whether the Road shall or shall not be constructed. With provincial leg- islation, as in other like cases, sincerely shaped with the evident desire to have it built, there can be no pos- sible doubt of its being done. That the application will meet w4th some local op- position is to be expected. Men are to be found in all communities, whose feelings and actions are controlled by an overweening selfishness. Such hostility is the bighest testimony in favor of the i)ropriety and value of the work, and will receive no other respect what- ever from the impartial and patriotic. The farming and producing interest is the same in all parts of the country. The more outlets the cheap- 'I. 43 er the facilities of transportation, nnd iJie nion^ they will rciilise for their j)roducts. The greater the eom- petition for them between the Atlantic and oilier mar- kets, the higher will be the prices obtained. Whatever is gained by particular towns and cities by limiting such facilities is a monopoly operating as a direct tax on the farmers and producers. A supposition that such charter would be denied, must, therefore, be wholly unfounded. What other Road can appeal to the Government with equal mer- it ? It runs over two hundred miles through the very heart of the country. Its termini are also in Can- ada, at which, on the River St Lawrence, and Lake Huron, will be built up large commercial cities. Its benefits reach extensive trad . of Provincial lands. Would not the supposition be unjust, then, that the Government would refuse to sympathise in a work dispensing so many blessings to the hardy and industri- ous^pioneers in this great isolated section of its country. Many were the hardships they endured penetrating this wild interior, often compelled to become their own pack horses, struggling on from year to year, families growing up around them, suffering all the privations incidental to a new back country. How cheering then must be the first reasonable expectation that but the ordinary Legislative aid extended to other more favored sections, having the natural advantages of navigable communications, will also enable them to better their condition. Would it be strange then if they demanded such legislation as a right, which not only relieved themselves from a secluded position, but also promotes the best interests of their country ? It 44 m would bo far more strange if they failed thus most strenuously to insist upon it. RECIPROCITY. The world's surface exerts a controlling influence over the destiny of its inhabitants. To determine the wants of the people no enlightened statesman, there- lore, overlooks their geographical position. Hence he is aware the same commercial policy must be more or less conliicting upon separate continents. As various then must be the interests of Europe and America as are their respective geographical positions. These differences can never be overcome by legislation. — Nor would it be wise to attempt such physical impos- sibility. But between the United States and Canada no such insurmountable difficulties exist. To them a difference of policy is more important commercially than politically. Each State differs more or less in its peculiar modes of government, which does not disturb their federal relations. Still their harmony - ital. No real estate could be more secure. For tliis as such, combines the productiveness of commercial^ manufacturing, and banking operations. The funds of the latter might be abstracted and the institution at once bankrupted. But the earnings of a Railway cannot be abstracted without detection beyond a sin- gle dividend. It is true that non-paying roads are constructed. — These originate mainly in local, private, and other selfish influences, instead of the public wants. Their locations are not calculated to develope new resources of trade. Natural and other communications bein? sufficient for this were all the facilities required. The public mind should distinguish between such and a great thoroughfare, opening a new and shorter com- mercial channel between the Western Lakes and At- lantic Oct in through the centre of a vast, rich ter- ritory. This Railway will constiute an important link irj 1 I 'it !; 46 I ■iw 3 the great Northern route to the Pacific Ocean. So sure as that Road shall be constructed, this will also be extended Westerly to connect with it. Such ex- tension might cross at the Sault St. Mary, the Missis- sipiii river at the Falls of St. Anthony and the great bend of the Missouri river by bridges, which the more southerly route could not accomplish. By the time the Pacific Road is so far under way as to war- rant a commencement of such extension, Wiscon- sin, Minnesota, and the Missouri Territory will become rich and populous States. They will not only have abundant means, but will insist upon its construction. To connect with such line at St. Mary, the Canada part will not much exceed two hundred miles. May not the hope be indulged that sufficient has been shown to establish the claim of the St. Lawrence and Lake Huron Railway to equal favor with the most important public Works in Canada ? By what other would a barrel of flour be taken from Lake Hu- ron to tide water at Boston for three shillings and six- pence ? What other could successfully compete for the trade of the North Western States, or prevenl the same from being mainly diverted through the valleys of the Mohawk and Hudson, instead of reaching the great valley of the St. Lawrence i And what other would develope the resources of so large and produc- tive interior section of country, and thus combine so many great local and general advantages ? Respectfully submitted to the Committees appoint- ed to Promote the Construction of the St. Lawrence and Lake Huron Railway. A. C. BROWN. '-'yi'V'-'t'Y^^i ;■ ;'^^J"'^^ff'l»W''y,'^" Names of Engineers on the Preliminary Survey of the St. iMwrence and I^ake Huron Raibvay, CHARLES L. SCHLATTER, Esq., Chief Engineer. JAMES J. DANA, Esq,, Assistant Engineer, (on the Eastern Division.) JOHN W. TATE, Esq., Assistant Engineer, (on the Western Division.) SANFORD FLEMING, Esq., Assistant Engineer, (to survey and make Soundings at Georgian Bay.) PI